The two counter rotating crankshafts share the same combustion chamber keeping perfectly rid of inertia vibrations and of combustion vibrations the basis.
The basis (i.e. the rider / pilot) is also rid of any reaction torque even at extreme changes of revs and load (the rider has more pleasant things to do than struggling to provide the required reaction torque).
The Portable Flyer is also rid of "gyroscopic rigidity": with the symmetric counter-rotating propellers (and crankshafts), the total gyroscopic rigidity is zero, i.e. the rider can "instantly" (as instantly as with the propellers stopped) vector the thrust to the desirable direction (click here for a youtube video / demonstration for the gyroscopic rigidity of a set of parallel flywheels).
As aerodynamic "controls" the rider / pilot can use his feet, hands, head and body just like the wing-suiters do.
A wing-suit fits with the Portable Flyer, especially for long flights and fast acrobatics.
With 1m diameter propellers and 100Kp (220lb) take-off weight, the propeller "disk loading" is half of the propeller "disk loading" of the Ossprey (Bell Boeing V22). And as the Ossprey, the Portable Flyer is capable for "vertical take-off / landing (just like a helicopter does) and for covering long distances at high speed and low fuel consumption (just like an airplane does).
When a child begins riding a bicycle, it progressively learns how to react properly to the signals from the eyes and the body (i.e. on how to keep the control).
Just like driving a bike, the eyes / body of the rider / pilot of this Portable Flyer are the sensors and the control system: he can soon discover the way to react properly and to keep the control.
In a Portable-Flyer it is better to use the body of the rider as the main sensing and controlling equipment, than developing and paying and carrying stabilizing and flight management systems.
Time will prove whether flying with such a Portable Flyer is more difficult than riding a bicycle.
PatTilt Portable Flyer
Here is an Opposed-Piston PatTilt Portable Flyer (conventional propellers):
In the PatTilt (or tilting valve) engine (click here for more) a valve (the tilting valve) is secured on the small end of the connecting rod.
The piston has a properly formed port (the piston port) that sealingly fits with the tilting valve.
The tilting valve opens and closes the piston port allowing, or stopping, the communication of the spaces at the two sides of the piston port.
The geometry of the "tilting valve / piston port" defines the timing of the opening and closing of the piston port.
The "pulling connecting rod" architecture provides additional time for the combustion.
The basis of the Flyer is perfectly rid of inertia and of combustion vibrations, it is also rid of reaction torque.
The gyroscopic rigidity of the Flyer is zero.
Rid of reed valves and of rotary valves, simple (i.e. reliable), compact and lightweight.
In the PatATi engine (click here for more) the transfer is asymmetric: the crankcase communicates with the combustion chamber through transfer ports disposed in series with respective piston ports; the transfer ports are controlled by the piston, the piston ports are controlled by the connecting rod; the crankcase communicates with the combustion chamber through conventional transfer ports, too.
Rid of reed valves and of rotary valves, the PatATi engine has not only asymmetric transfer, but also asymmetric intake: the intake ports communicate with the crankcase through piston ports controlled by the connecting rod.
The basis of the Flyer is perfectly rid of inertia and of combustion vibrations, it is also perfectly rid of reaction torque.
The gyroscopic rigidity of the Flyer is zero.
Simple (i.e. reliable), efficient and lightweight.
OPRE Propulsion Unit
Click on any of the above images to download the respective windows "exe" controllable animation.
This propulsion unit is: direct injection Diesel, lightweight, vibration free with minimized total momentum of inertia enabling way easier direction change.
It improves the lightweight, the durability, the safety, the stability and the easy handling of small airplanes.
The maximal total range increases, while the emissions and the fuel cost decrease.
A forwards force and the weight of the engine/rotors are the only loads the frame of the airplane receives from the propulsion unit.
A sudden change of the engine load (WOT to stall, for instance), or a misfiring, cannot destabilize the airplane.
Intellectual Property: patent US 7,909,012
patent GB 2,449,031
patent AU 2007209302
Click on the image below for the QuickTime 5 MB video: