Support Our Advertisers Todd Reichert, the pilot behind the mask, is the head of Aerodynamics and Configuration at Kitty Hawk small knob on the left-hand tip of the handlebars. The throttle is used to regulate the height. On the right handlebar is the ‘pitch’ lever, which allows you to move the machine back and forth. Using the index finger on the left hand, another lever, the ‘yaw’ control, rotates the device around its own axis. Actually, the machine is not balanced by the pilot’s controls, because it is–like any other unmanned multicopter–controlled by several gyros that in turn drive the multiple propellers through redundant computers. Kitty Hawk Flyer footbridge. The plane was connected via a Datalink to a computer station, which records, stores and evaluates all data. Then it’s time. Todd climbs onto the Flyer. Assistants take the propeller guards from the eight twin-blade propellers. There are a few, small remaining checks and then the propellers howl to life. The Flyer, with Todd aboard, slowly climbs into the sky, then he pulls past us and performs some pirouettes and some fly-bys at different speeds. Sometimes Todd lowers the device slowly to nearly the water surface, then rises again to its limited maximum height of about 15 feet. The Flyer is equipped with a laser altimeter that ensures that it does not climb more than 15 feet above the water. “Of course the machine could technically fly higher,” explained Reichert later in the interview, “but in the current test phase we have limited the height.” “Why is the pilot sitting relatively stiffly on the machine?” was another question. “The machine is piloted by the control units on the ‘handlebars,’ it is not about weight shifting– even though it would react to it,” says Todd, “but we have found that this is the most precise method of steering.” There are various buttons on the handlebars to control the vehicle. The throttle is a Control unit: The Flyer is controlled by buttons on the handlebar ends
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