RÓBERT SCHOCHMANN: CONSTRUCTED AN AIRPLANE THAT IS THE BEGINNING OF ANOTHER PROJECT
19. august. 2024
Read full article in Slovak on the FinReport website
New Product Development, or innovative engineering, is a field that is very rare in Slovakia and therefore attracts even more attention. However, if someone manages to develop an entirely new product from design to sale, the interest and admiration are well-deserved. Róbert Schochmann is a Slovak engineer who has already designed and created several of his own products and innovative solutions. He recently constructed his own airplane from a kit, which is just the beginning of a remarkable new project. As Róbert himself described it, his airplane is a flying laboratory.
by Jana Schochmann. Photo: Patrik Ridilla
- Innovative engineering is a much more challenging field from a business perspective than trade or brokerage. How and when did you decide to make a living by developing your own products?
I’ve been fascinated by technology since childhood. I used to take apart appliances and examine how they worked on the inside. Whenever something broke at home, like an electronic device, I would grab a screwdriver and take it apart. I was curious and intrigued by it all. Everyone knew this about me, and in school, I even got the nickname „Robko Šrobko“ (a playful nickname roughly meaning „Little Rob the Screwdriver“). During high school, I became even more enthusiastic about robotics and aviation. In fact, I enjoyed attending airshows since I was a child. I watched videos and movies on the topic, and I had several encyclopedias about airplanes, space, and robotics at home.
I assembled small remote-controlled model airplanes following instructions, but over time, that wasn’t enough for me. I understood how the small airplanes worked, and I began designing and building my own. In high school, I created my first robot for a competition organized by the Faculty of Electrical Engineering and Information Technology (FEI STU). It was a robot that followed a line and avoided obstacles. My early successes motivated me even more, and I eagerly absorbed more and more information. I learned to program, design electronic circuits, and participated in various competitions.
„I didn’t really deliberate on whether I would pursue developmental engineering; I just naturally gravitated towards it.„
I continued my studies at FEI STU, where I also founded my own company, Anima Technika. It was a team made up of students—classmates. We participated in various scientific competitions, which we often managed to win. For example, we developed drones with vertical take-off and landing capabilities. In my parents‘ garage, we also assembled and designed our own gyroscopes, sensors, and computer autopilot units. Most of our learning happened directly in the process. We learned to design products from ideas, through software development, to the creation of specific products, followed by testing, fine-tuning, and improving them. Most of our creations ended up crashing, but that didn’t discourage us. We evaluated what we did wrong, learned from it, and ultimately, it pushed us forward.
After school, we transformed all these experiences into real practice. I didn’t really think about whether we would pursue developmental engineering; I just naturally gravitated towards it. I’ve always been immensely drawn to the possibility of ‚bringing a design to life‘ as an actual product that can serve people.
„I’ve always been immensely drawn to the possibility of bringing a design to life as a real product that can serve people.„
First Real Products
- What products have you successfully developed so far?
One of my first entrepreneurial projects after school was „Drone and Base.“ We developed a small gaming drone equipped with sensors and gyroscopes. This was our first real product, which we successfully certified and brought to market. Our next product is Trainshot, a patented solution for an electronic target system for sports shooters. The system uses static targets, and shooters can instantly see their results on a mobile device. We are currently also developing robots used for training anti-terrorist and military units. These robots simulate human movement, allowing for training against moving, hostile targets. They are fully armored and can simulate crowd behavior and both defensive and offensive scenarios against intervention units.
„Recently, I fulfilled my childhood dream of building my own airplane from a kit.„
- Building your own airplane sounds very impressive. How much technical skill does it require? How long did it take, and what exactly does it mean to build an airplane from a kit?
It started when I received three boxes about the size of washing machines. Inside were mostly bent and pressed metal sheets and some laminated parts. There was no electronics, engine, or autopilot. I had to acquire equipment for riveting, like a hydraulic rivet gun. I also needed various tools for joining and treating materials, and so on.
We began the actual construction by creating the load-bearing structure, onto which so-called duralumin coverings are stretched. To give you a better idea, it’s similar to setting up a tent. You create a support frame and then stretch a cover over it. However, instead of fabric, we work with thicker and stronger materials. This forms the torsional load-bearing structure, the fuselage, and the wings of the aircraft. The whole thing is held together by tiny rivets called Avex rivets. We used over 15,000 of them, and each one has a load-bearing capacity of about 300 kilograms.
At this stage, the airplane still lacked an engine, electronics, interior, cockpit, or sensors. While it might have looked impressive in photos, we had only completed about 30% of the work. Next, we designed the electronic schematic. We had to choose a suitable engine type and a propeller that matched the chosen engine. We selected an engine from Rotax, one of the world’s leading companies for small aircraft engines, based in Austria. This company has been producing top-quality engines for decades, known for their reliability and performance.
For this kit, we used the Rotax 912 IS, a modern version with electronic control and fuel injection. No one had used it on this kit before. Most conventional engines still use carburetors. We decided to go with a more modern engine, which isn’t yet common in most aircraft of this category. The reasons are the cost and the fact that development and innovation in aviation are very slow. I was surprised myself, but in this field, innovations are hard to implement. One reason is that proven methods are simply safe.
Once we selected the engine, we had to adjust the kit for a different fuel system to ensure safety. We designed a good ventilation and filtration system, and we needed to modify the airplane for this type of engine. We also added various other innovations, like heated seats, and installed a full glass cockpit from Garmin with autopilot. The airplane we created can fly autonomously from the takeoff location to the landing site, where I, as the pilot, take over control to land. This specific type of autopilot is a great help, especially since I also use the airplane for business meetings. The autopilot allows me to arrive more rested, as it handles most of the work while I simply oversee it. It’s a huge advantage. Additionally, we installed a rescue system from Galaxy. It’s a small rocket that can deploy a parachute, allowing for a safe landing. It’s designed so that if the controls were to lock up for any reason, this parachute could save both the crew and the airplane.
Safety of Flying
- We’re getting into questions about the safety of flying. First, I’ll ask about the certification process and how the aircraft was inspected before its first flight.
We handled this through the SLF, the Slovak Aviation Federation, which is authorized by the transport authority. The process involved a technician visiting to inspect various stages of construction during the build. After the aircraft was completed, it underwent a thorough inspection. This included checking that the correct rivets and screws were used in the appropriate places. All screws were marked with paint to allow for later checks to see if any had loosened. In aviation, we use „safety wires,“ which are essentially wires that tie screws together because the vibrations of the aircraft can cause them to loosen. This is an additional safety measure. After the inspection, the technician either recommends or does not recommend the aircraft for its maiden flight, or may suggest additional modifications. Only when the aircraft is in perfect condition are temporary „test flight“ papers issued. The aircraft must be flown and inspected by a pilot who is specially trained and licensed for this purpose. For me, this was a very exciting phase.
After months of building the aircraft, putting in all your energy, money, enthusiasm, and time, you’re hoping that everything is in perfect condition. You hand over your aircraft to the pilot and hope that nothing unusual happens. You want to see the aircraft finally take to the skies, and you trust that it will go well, that nothing will happen to the pilot or the aircraft. In our case, everything went very well. The pilot noticed a few minor issues after takeoff, which we adjusted. We tested what are known as minimum stall speeds. This involved climbing to a safe altitude, slowing the aircraft down, and determining at what indicated airspeed the aircraft would no longer „fly.“ We could feel it when the controls began to soften, indicating the aircraft was about to stall. However, from a safe altitude, this situation can always be recovered. We then created a table of safe speeds, which must be included in the flight manual. So, a test flight isn’t just about completing one circuit and getting a stamp of approval; it also involves various other measurements and tests.
- You have aviation training and a pilot’s license. What was the training like? Were you prepared for extreme situations, and would you know how to handle unusual circumstances?
We practiced extreme situations to see what the aircraft was capable of. For example, the aircraft has what’s known as flaps, which affect the stall speeds when they are extended or retracted. This is known as a spin stall, a very dangerous situation. The aircraft slows below a speed where the wings no longer generate lift because the airflow over them is disrupted. This is known as reaching the critical angle of attack, where the wings can no longer generate lift, often causing the aircraft to lose lift on one wing first. This leads to the aircraft tipping to one side and often spiraling downwards while rotating around multiple or even all axes.
As pilots, we are trained to prevent this or recover from these stalls and spins. However, a spin can only be recovered if you have enough altitude. The aircraft usually gives a warning that it is approaching a stall, and at this point, it’s essential to immediately reduce the angle of attack and carefully increase airflow over the wing to restore proper airflow. If the aircraft is already in a spin, a combination of rudder, elevator, ailerons, and throttle, applied in the correct order, intensity, and timing, can still bring the aircraft out of the spin.
- How do you prepare a flight plan?
People often ask me if I can fly wherever and whenever I want. The answer is both yes and no, but mostly no. Flying is a disciplined activity, and the flight itself is preceded by careful preparation. It also depends on which countries I’m flying over. I can have a flight according to a plan or without a plan. What does this mean? A pilot can plan a flight, for example, using an app on a tablet, but they don’t always need to file it with air traffic control. However, when filed, the pilot has the option to fly at higher altitudes and receive better services. In each country, the pilot will check in with a specific air traffic controller who can see the planned and pre-filed flight plan in the system.
A flight plan must be planned and published at least an hour before takeoff. I can submit it electronically or by phone. Once I take off and open the plan, controllers monitor my flight. They know where I am, and I only request changes if needed, or the controller may instruct me to change course due to other traffic. If I were to get lost, they would declare a state of uncertainty, followed by a search if they cannot repeatedly contact me. Before takeoff, it’s also necessary to study aeronautical maps, airspace, terrain profile, weather, aviation reports, known as NOTAMs, and so on. One of the most important things before takeoff is preparation and studying the necessary information.
„Flying is a disciplined activity, and the flight itself is preceded by careful preparation.„
- What usually worries us as passengers in an aircraft are things like turbulence. Can you explain how turbulence occurs and whether we should be concerned?
Turbulence is usually nothing to worry about. Most often, at higher altitudes, turbulence is just a „bubble of warm air“ rising from the ground, similar to a hot air balloon. Naturally, people are afraid because they feel the aircraft shaking and may panic. But this is unnecessary because the aircraft is perfectly fine; it’s just flying through rising and falling air currents, which manifests as turbulence.
Slovak vs. Foreign Market
- Let’s return to your business. Why is the Slovak market not particularly interesting for you compared to foreign markets?
The products we create are unique, whether they’re intended for competitive shooting, the aircraft we assemble, or the digital AI cockpit we’re currently developing. All these products target a specific market that is much larger than the Slovak market. For example, even when we participate in trade fairs and exhibitions, the costs are quite comparable. The expenses of exhibiting in Slovakia are often similar to those in Germany, and sometimes even approach the costs in the United States. Traveling to the U.S. is, of course, more expensive due to the need for flights and per diems, but the work itself is similar, and the results are incomparable. So, we prefer to dedicate the same energy and time to selling in markets like the U.S., Germany, or other strong European Union countries, which are larger in terms of population and economically more powerful.
Additionally, the business environment in these mentioned countries functions incomparably better. The purchasing power of customers is also much stronger. Simply put, for every euro invested, we get a much higher return. This is what’s known as ROI, or return on investment. So, although we need to invest more, the returns are significantly higher. In our line of business, when developing products, we need a market with much stronger purchasing power and a more supportive business environment.
„In our line of business, when developing products, we need a market with much stronger purchasing power and a more supportive business environment.„
- You’ve been leading people and managing projects, both big and small, since your school days. Given the clear focus of your work, you’ve developed your personal brand. What significance do you place on self-promotion from a leadership perspective? Does it help you find talented people for your team or in sales?
Robotics, aviation, and developing our own products are interesting to people. If they know me because of this, follow my story, and resonate with it, it can be helpful. Over the years, I’ve probably managed to build some level of respect, perhaps even admiration. This makes it easier, for example, to find people for my team, and it also makes working with them more effective than if I had nothing to show for myself. I’ve been building my personal brand in a completely natural way. I talk about what I actually do, leverage the potential of social media, and sometimes appear in a magazine.
Flying Laboratory
- What are you currently working on?
My dream is to combine robotics and aviation. One of the projects I’m currently working on is a glass cockpit with artificial intelligence. One of the reasons I built the aircraft was to use it as a flying laboratory. We test sensors and AI computers on it that will be used in aviation and will change the way we fly.
First, let me explain the term glass cockpit. In the past, aircraft had analog instruments with dials like on a watch. For over the last decade, even small sport aircraft have had digital cockpits with displays. The advantage of the display is that it can hold much more information in a smaller space, and individual information windows can be switched according to the pilot’s needs. There are various automation notifications that enhance safety, clarity, and also include autopilot functions. However, I see a lot of room for improvement in digital cockpits for small aircraft. For example, some glass cockpits do have weather reception during flight, but in Europe, it is not entirely functional due to issues with global data coverage.
Larger aircraft have radar mounted on the wing or the aircraft’s nose, but such devices often cost tens of thousands of euros, weigh dozens of kilograms, and cannot be installed in a smaller sport aircraft. We have a solution to this problem. Using the Iridium satellite, which provides satellite communication worldwide, we are able to provide pilots with important up-to-date information about weather and situational awareness. Our glass cockpit technology with artificial intelligence also helps pilots reduce cognitive load through artificial neural networks. It can assist with communication, piloting, timely weather data evaluation, and other tasks. However, to achieve the full potential of this project, it requires significant financial resources, which opens opportunities for strategic collaboration or investment in this project.
„One of the reasons I built the aircraft is also that it serves as a flying laboratory.„
