Emergency Prodecures

Emergency procedures for this type of aircrafts (CELL-CRAFT©) could be a relatively complex argument if explained in every single detail, but before starting with a clear analysis, let's make a brief description about what happened on a conventional aircraft, how emergency procedures works on both an airplane and a helicopter.
Assume an airplane is involved in a drammatic engine failure, theoretically it will continue to fly like a glider descending while losing altitude, estabilish a glide pattern in order to get in touch gently with the ground soon or later, the quality of the emergency landing is due to a successful and accurate emergency maneuver and most of all by the nature of the ground.

A fixed wing aircraft’s pilot in order to get safe down on the ground, have to keep some basic parameters in a defined range: maintaining a right speed and a right descending angle since the aircraft hasn’t engine power anymore; shortly flying like a glider. Taking advantage of the front wind, wherever it is; moving the aircraft straight into improving aerodynamic efficiency. In few words pilot must avoid dangerous stall tendency of the aircraft that would make it fall down lift-less, sinking like an autumn leave.
Airplanes usually aren't aways so lucky to be in a such condiction after an engine failure to get on good approaching pattern straight to the runway, whatever in most of the cases according with the glide asset and speed at an altitude while flying at an altitude relatively far from the ground, theoretically they land pretty far from the initial failure point. Besides pilot must be very lucky to find a good area, terrain or a smooth water spot to make a safe landing. If good actions have been taken with the condition as described above, and if the man had a very positive skill in terms of training and experience, then in most of the case, landing even under the pressure of an emergency condition - would take place safely wherever it occur.

As a former helicopter pilot I used to say (about autorotation), that making a such maneuver is like to open a parachute very close to the ground to get a good, and chirurgical safe landing on the feet. Helicopters can also be effected by engine failure everywhere at any time, but since they fly very close to the ground and their speed is relatively low, they usually land pretty close to the point of failure, having a very short time of action in emergency condition.
Therefore in both case these type of aircrafts need of quite favorable conditions, including faverouble metheorigical environment for a successful safe landing. Pilot have to find in few seconds the good likelihood to get down safe on the ground. Some of these vital elements are: speed of wind, aircraft asset and nature of the terrain below where touch-down would take place.

Every aircraft involved in a power failure must point the nose in to the wind; through the air-flow to increase aerodynamic lift expecially along the approaching path until the landing occurred. CELL CRAFT is designed instead to have more chances compared to conventional aircraft because it takes the advantage of both the airplane and helicopter.
Since the beginning one of the most concern I had about my aircrafts was the Emergency procedure and how to keep the baby down on the ground safe, including myself, at-least wishing to enjoy even more flight after that again.
In 1996 the problem toke a very good way through a solution designed for the G150 and still adopted even today on both CellCraft and Veticraft, since these two aircrafts have the same basic architecture.
Both aircraft are FullyElectric; that means that the four propeller are driven by electric motors and those are then powered by the power unit which provide electric power as main source. In case of PA failure the AFC automatically will switch all the system by passing all four motors on the emergency battery pack.

The pack is made of a special powerful battery, and a special series of electrolytic compensators. The aircraft then can fly by the power of the battery (ELBU)for an average time between 7 and 12 minutes at 100% available power. Since emergency landing would take more than a maximum timing range of 4-5 minutes, the energy available to land would be pretty much affordable.
As you can image during a hovering flight situation if the PA die, the only difference pilot can feel is a variation of the background noise replaced by the emergency sound allarm, with a red icon on the screen blinking. The only thing pilot have to do is just land the aircraft on the ground as soon as possible, that’s all! PA death in forward flight is a different thing off-course! Pilot could continue to fly gliding down the aircraft to a certain safe altitude trasforming the rotor in power generator keeping the emergency battery efficiently loaded before starting the transition procedure from forward flight mode to a hovering asset, in other words turning all the four rotors horizontally before the AFC will automatically engage the rotor in order to start a safe landing as above already described using all the available power from the ELBU unit. In this case battery charge has a realtively short endurance that fall down to almost seven minutes, since the transition phase required an inconventient amount of energy for that.

Therefore the CellCraft is capable to land safe on the ground taking the advantage of the ELBU (Emergency Landing Battery Unit) according to the emergency procedure strictly followed by the pilot in a such circumstance.