2024 Corporate Aviation Leadership Summit

Why would a manufacturer add a safety system, such as a parachute, to its aircraft? If you said, “to make it safer,” or “to save lives,” you are half-right. If you said, “so regulators will certify it,” you’ve got the other half. Mark Moore, Uber’s engineering director for aviation, thinks regulators might need to adjust how they give credit if the urban air mobility (UAM) industry is going to be as safe as it can be. The ride-share giant is working to launch an Uber Air program using a selection of electric vertical takeoff and landing (eVTOL) aircraft.
In aviation, safety is described in terms of the probability of an accident occurring due to vehicle malfunction. In general aviation, the standard used by the U.S. Federal Aviation Administration (FAA) is 10-6—meaning that an aircraft isn’t projected to cause an accident more often than once every million flights. Depending on the aircraft’s use—transportation of cargo, passenger-carrying, etc.—and complexity, the standard typically shifts from 10-6 to 10-9. Standards for UAM have not yet been set, but Moore said it looks like regulators will settle at 10-7, changing to 10-8 with the implementation of more complex fly-by-wire systems.
As things stand, the FAA is not set to provide any safety credit for features like ballistic parachute systems designed to provide a soft landing in the event of a major system failure. Moore and others question this attitude on the grounds that it discourages the industry from investing in equipment that makes people safer. That said, some experts are not completely convinced that parachutes enhance safety in all situations, pointing to circumstances such as where a light aircraft operating in high winds and an urban environment might find itself drifting into greater danger.
“Right now, if you look at things, there is no incentive whatsoever to put a ballistic [parachute] recovery system on an aircraft,” Moore said. “Instead, it’s the opposite, because they weigh&nbsp;one to two percent of total vehicle mass, and that’s a huge penalty to absorb.”
Uber has put together a proposal urging the FAA to provide a safety credit through a points system for parachutes, crash bags, safety seats, and other crash-protection systems. The company argues that this approach would more accurately reflect what they do for the vehicle and its passengers.
“Eighty percent of accidents happen because of the operator, not because of the vehicle failing,” Moore told FutureFlight. “Instead of just overdesigning the vehicle, let’s find ways that when something goes wrong, the occupants are still protected with another level of safety. Design stuff has diminishing returns and applies to 20 percent of accidents, while [other solutions] impact 80 percent of accidents, so they do more to make people safe. Don’t just throw crazy standards at the vehicle, look where accidents are happening.”
Over the past year, Uber has presented the findings from its study—that it sees parachutes and other crash safety devices as important to the burgeoning UAM industry—to the FAA and the European Union Aviation Safety Agency (EASA), as well as to industry groups such as the General Aviation Manufacturers Association and Vertical Flight Society. The company claims there is support on the side of industry for a re-evaluation of how those devices are evaluated, but it isn’t yet clear whether regulators would be willing to change.
The FAA declined an interview for this article but sent the following statement on the subject:
“The safe integration of new technologies and aircraft designs is of the utmost importance to the FAA. The FAA recognizes each project and proposed use of a parachute recovery system is unique. The FAA will always remain open-minded on potential certification credit; however, to date, the FAA has not offered relief from our certification requirements with the installation of such a system. The original parachute recovery system approved on the Cirrus SR-20 airplane was the basis for an ‘equivalent level of safety’ finding to the stall and spin requirements of the Part 23 airworthiness standards. More typically, we treat parachute recovery systems as non-required safety-enhancing equipment. The FAA encourages and facilitates the installation of this type of safety-enhancing system, but we do not mandate it.”
That open-mindedness is consistent with what Zach Lovering, Airbus’s vice president UAM, has seen. “So far, in our experience, the regulators have been quite open to hearing different ideas,” he said. “I think if we went to them and said, ‘In this particular mission, in these circumstances, we’d like some credit’…they’d be more than willing to hear that out.”
Airbus hasn’t decided on which platforms it plans to use ballistic parachutes, though it has been equipping its Vahana demonstrator with one for test flights. Lovering said that certification credit isn’t Airbus’s primary motivation for considering the use of ballistic parachutes.
“I think that the benefit as a company in doing this is that you’re building a safer product,” he said. “Fundamentally, that’s the underlying thing. Yes, you’re not going to spend a billion dollars per airplane to make sure we have that safety target; there is a trade here. This one happens to be not a ton of weight, and not super expensive, so we look at the safety.”
Transcend Air is relying on the parachute to reach certification for its Vy 400 city-to-city fixed-wing VTOL aircraft. COO Peter Schmidt said showing the FAA that parachutes keep the aircraft safe is a mix between relying on their proven use on general aviation aircraft and gathering data to demonstrate that they are applicable for the Vy 400 as well.
“We have a 20-year track record of the successful use of the parachute in operation [on Cirrus planes]…and we will submit that as part of our certification basis. And [regulators] will look at that and nod politely and then say, ‘Now prove that your aircraft will perform the same way,’” Schmidt said.
While Transcend is looking at the ballistic parachute as providing a level of redundancy that will let it simplify emergency operations and onboard systems—notably utilizing only one engine on the Vy 400—other makers consider the solution something to have in addition to critical systems rather than instead of them. That’s what Uber’s Moore advises, but it can be difficult to justify adding to the cost and weight of an aircraft with no tangible incentive.
Getting regulators to change the way they evaluate safety may sound like a lofty goal, but the reason the UAM market is realistic in the first place is because regulators&nbsp;have been rewriting regulations, such as FAA’s Part 23 rules. If Uber and others can convince agencies to certify with the minimization of loss of life in mind rather than vehicle malfunction, for example, technologies such as ballistic parachutes could become valuable factors in achieving type certification.
For his part, Boris Popov—notably, the founder of parachute-maker BRS and patent-holder for the ballistic recovery system—sees that happening. “There’s no community and no government agency that’s going to let 500 of these things fly around over a downtown system without a parachute system,” Popov said. “The first time [one] goes in and kills a kid in a soccer game, they’ll come down hard on us. If you don’t do this cautiously and do all you can to prevent that, the media will jump all over you and government agencies will jump all over you.”
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Managing Editor

Charles Alcock

Uber Urges FAA to Rethink Safety Certification for Urban Air Mobility

Electric aircraft developer Eviation has become the latest aerospace start-up company to use Dassault Systèmes’ 3DEXPERIENCE digital design and engineering software to support all phases of its work to bring the new <a href="https://www.futureflight.aero/aircraft-program/alice">Alice</a> aircraft into service. The Cloud-based platform, developed by Dassault to support its family of combat and business jets, is also being used by leading aerospace groups such as Airbus, Boeing, Bell, and Lockheed Martin, as well as by newcomers such as supersonic jet developer Boom, Joby Aviation, and the Solar Impulse team.
In the 3DEXPERIENCE platform, France’s Dassault has combined a suite of software to help manufacturers with every stage of the product lifecycle, from initial design to service entry and product support. These allow engineering and product development teams to work collaboratively on all stages of the design and engineering process, as well as to simulate how aircraft will perform in service in order to reduce development costs and optimize performance in ways such as reducing emissions and making maintenance more cost effective.
The 3DEXPERIENCE portfolio includes the latest version of long-established Catia design software, as well as Solidworks (providing training and support for engineering and design teams), Enovia (program planning), Delmia (connectivity between virtual and real-world operations), and Simulia (simulation).
Eviation is adopting the Dassault Systèmes software to support its very aggressive product development timetable for the nine-passenger fixed-wing Alice aircraft. This is due to make its first test flight in Arizona before the end of 2019, and the Israel-based company believes it can complete type certification under Federal Aviation Administration Part 23 rules by the end of 2021, followed by service entry with launch customer Cape Air in 2022.
“When we selected the 3DEXPERIENCE platform, we were an early-stage start-up with limited resources and time,” commented Eviation CEO Omer Bar-Yohay. “We've developed our commercial-stage prototype faster than we imagined&nbsp;and have already signed our first customer in the U.S.”
Defense giant Lockheed Martin recently selected 3DEXPERIENCE platform to design its next-generation fixed-wing and rotary aircraft. Several of the company’s divisions will use the 3D design software, as well as its digital mock-up and product life cycle management capability.
Dassault’s software also has been adopted by automotive companies for developing new electric cars. Companies using 3DEXPERIENCE include Toyota and Spark Racing Technology.

Eviation Uses Dassault Software To Fast-Track Alice's Service Entry

Safety redundancy to protect against possible system failures in new vertical takeoff and landing (VTOL) aircraft will be critical to getting them certified for use and accepted by customers. Some manufacturers are planning to provide an extra layer of protection in the shape of a ballistic parachute designed to land the aircraft safely on the ground in the event of loss of control. It’s an approach that is already in use with Cirrus’s popular single-engine, fixed-wing aircraft.
When triggered, a firing mechanism launches the ballistic parachute to help it deploy more quickly than a passively activated parachute otherwise would. That’s important for VTOL aircraft, which will spend significant time flying at altitudes and speeds where traditional parachutes may not have time to activate before impact. That consideration is especially important in the hover phase around takeoff and landing, during which there is likely to be little or no momentum to speed deployment.
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<figcaption>The Transcend Air one-fifth-scale prototype.</figcaption>
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Transcend Air is relying heavily on ballistic parachutes developed by BRS Aerospace to protect its Vy 400 aircraft, according to COO Peter Schmidt. Six years into a 10-year development cycle, Transcend is currently flying one-fifth-scale prototypes of the vehicle that it plans to use primarily for city-to-city business travel.
Schmidt specifically points to Cirrus as having validated the use of ballistic parachutes through its Cirrus Airframe Parachute System. According to Cirrus, 142 people are alive today specifically thanks to the use of the parachute.
“Cirrus has a 20-year operating history with piston singles,” Schmidt said. “After they retrained the pilot community to go to the parachute as an early resort, not a last resort, their fatality rate became half that of the fleet at large. When a Cirrus airframe parachute has been activated in its deployment envelope, no one has ever died or been seriously injured. When used outside [the] envelope as well, looking at all accidents, deployment reduces the risk by a factor of 13.”
According to Schmidt, the parachute supports Transcend’s entire business case. The company believes that it can achieve the same level of safety redundancy with its Vy 400 tiltrotor design as that of Leonardo’s far more complex AW609 tiltrotor. The Vy 400 is expected to be priced at around $3.5 million.
<h2 class="heading">The Case Against Parachutes</h2>
However, there’s a counter-argument that the use of parachutes is not appropriate in all circumstances. Specifically, say critics, since an aircraft suspended from a deployed parachute can be blown off course by wind this might pose dangers for VTOL aircraft and cause collateral damage
In its development work for a planned new eVTOL aircraft, Airbus has been using ballistic parachute technology—also developed by BRS—for its single-seater Vahana demonstrator. Zach Lovering, the company’s vice president of urban air mobility systems, says that the use case for the technology is clear at least for the development phase of the program, but maybe not so clear for regular operations.
“We’re doing flight testing, so it’s pretty much [needed for] all fields, so we don’t have to worry about what’s underneath us,” he said. “When we start thinking about urban missions […] you are maybe going to be helping the people on board, but you also have to worry about the people on the ground, buildings; you can imagine hitting the side of a skyscraper and tumbling after that. It makes the conversation quite tricky.”
Airbus has not yet decided which of its aircraft might be equipped with parachutes in the future, or who will provide that technology, but Lovering said it could be “vehicle- and mission-dependent.”
BRS founder Boris Popov thinks it’s pretty simple. “Any structure that’s in the air needs a brake,” he said. “I always tell people, it’s like driving your car down the freeway: 99 percent of the time, you don’t need the brakes, but the 1 percent of the time you do, it can be deadly.”
Parachutes are right “for everyone” as a last resort, he said, because there’s no algorithm or technology that will preclude their need in every situation. “You’d be foolish not to develop as much redundancy as you reasonably can…and then use the parachute to close any gap that remains,” he insisted.
BRS is working on a high-loading, rapidly opening “smart chute” for the VTOL market. Popov said it must sense speed and altitude and know not to open during cruise but be able to deploy quickly in the event of an emergency.&nbsp;Amortizing research and development and paying for the new features will have a cost, he said, but it won’t be “a significant increase.” In his view, the market will support the cost of parachute&nbsp;systems up to around 20 percent of the value of the airplane.
While BRS is working on using built-in technology to activate its parachutes quickly, Popov also advocates avoiding vertical takeoffs whenever possible.
“There’s no reason to take off vertically if you don’t have to,” he said. “Just the fact that you’re getting some forward direction, some glide angle…a lot of people are converting from VTOL to almost-VTOL, and if you can take off at a 45-degree angle, you’ve significantly increased your chances [of survival.] There’s a gray area there that you and I can probably survive a malfunction at 50 feet off the ground, without a parachute, with airbags…Between 50 and 150 [feet], there’s no way the parachute opens.”
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<figcaption>A life-size mockup of the Bell Nexus at NBAA-BACE 2019. (Photo: Mariano Rosales)</figcaption>
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Bell decided not to use a parachute for its Nexus eVTOL aircraft. Paying a weight penalty for something that will only help in certain situations—and even then, is a risk given the urban environment the company wants to operate in—just doesn’t make sense, according to Scott Drennan, the company’s vice president of innovation.
“With vehicles at air taxi size, 6,000 to 7,000 pounds, you couldn’t put in a parachute system that allowed full controlled descent into that context that would ever really be safe for the people down below,” he said. “I know there are systems out there that claim it’s powered and controlled. They use thrusting mechanisms to keep the flight path they want, but—gosh—tall buildings, cars, people—I just don’t feel comfortable with it.”
Drennan also said that passengers who are on a vehicle during a parachute landing would “never return and get back on the aircraft,” regardless of injury, so Bell wanted to find gentler ways to assure safety.
Instead, the Nexus reserves a portion of battery power—enough for about four&nbsp;minutes of flight, equivalent to autorotation on a Bell 407 helicopter—to use only in the event of an emergency landing. Thanks to increased automation, Drennan said the onboard computer and pilot should know where its emergency landing spot would be at any given point during a route so that contingency plan simply kicks in in an emergency.
If Bell had used a parachute on the Nexus, it would have been an additional redundant system—with a weight penalty—that didn’t allow the company to remove any parts from its criticality list. Drennan cautioned against using that “get out of jail free card” to strip away systems that are important for reliability and safety. “It can be dangerous if you’re looking at redundancy as a panacea to what is fundamentally a reliability question,” he said.
Among Uber partners, Bell is relying on the Nexus’ batteries, Pipistrel will use the 801’s battery packs and the fixed-wing aircraft’s ability to glide and Jaunt will use the slowed-rotor capability it acquired from Carter Aviation to facilitate safer autorotation on its ROSA design. That said, Uber engineering eirector of aviation, Mark Moore, is a fan of ballistic parachutes and has suggested that Uber’s partner companies look into their applicability.
“We’ve gone to makers of systems as well as companies who don’t currently and are encouraging them to make them—encouraging them to find ways to make them workable across the entire envelope of our mission,” he said.
According to an Uber study of five different aircraft developers, parachutes can currently be effective at 200 feet of altitude with no airspeed, Moore said, though he wants to beat that performance. To that end, Uber is also looking at alternatives to parachutes, including a retrorocket solution.
“I know it sounds farfetched, but some large aerospace companies are starting to think it’s feasible,” Moore said. The idea is that several small, “smart” rockets positioned around the aircraft would use the vehicle’s sensors and flight controls. In the event of an emergency, they would fire to enable a safe landing reminiscent of Space-X’s reusable Falcon 9 boosters—ideally, when they land correctly, and not when they crash.
A good retrorocket solution would need to be lighter and provide better survivability than a parachute, Moore said. The bigger issue might be price, but since the new parachutes would need to be smart and have active-control devices, retrorockets that tie into existing sensors might not cost much more.
At the Revolution Aero conference held in San Francisco in late September 2019, U.S. company Aviation Safety Resources won a "shark tank" style competition for its pitch to develop the Xtreme Rapid Deployment parachute system for eVTOL aircraft. The concept involves rockets and three separate chutes and ASR believes the system could weigh no more than around 100 pounds.
At this stage in the development of the urban air mobility industry, there is no clear consensus solution for different problems. Manufacturers are trying different things and suppliers are attempting to create or adapt technologies that better fit needs. They’ll have to work together with the Federal Aviation Administration, the European Union Aviation Safety Agency and other regulators to determine the favored way of keeping people and vehicles safe. One thing industry experts do agree on is that safety is paramount, and early missteps on that front may permanently undermine efforts to win public acceptance.

Are Parachutes the Right Safety Backstop for VTOL Aircraft Safety Redundancy?

Much of the impetus for urban air mobility (UAM), and the technology that will support it, is coming from beyond the mainstream aerospace industries. Investors and innovators are being drawn from sectors such as information technology, and it’s fairly apparent that the corporate culture in Silicon Valley is quite different from that of aviation.
But it’s aviation’s rules that will apply when it comes to getting new aircraft approved to enter service. This is where aviation industry trade groups are starting to play a significant role in smoothing the path for the disruptive technologies and business models that they once might have seen as a threat, but now generally accept to be a force for good.
This trend was apparent at the National Business Aviation Association’s 2019 annual convention held in Las Vegas at the end of October. The trade show’s Innovation Zone was given over entirely to a display of UAM concepts and technology. Conference sessions dealt with key issues, such as how autonomous aircraft will be incorporated into the National Airspace System and the role of artificial intelligence.
<a href="https://nbaa.org/">NBAA</a> isn’t the only industry group looking to play a role in this fast-growing sector. In the U.S. alone, the <a href="https://vtol.org/">Vertical Flight Society</a> (VFS), <a href="https://gama.aero/home/europe-en/">General Aviation Manufacturers Association</a> (GAMA), <a href="https://www.nata.aero/">National Air Transportation&nbsp;Association</a> (NATA), and <a href="https://www.aia-aerospace.org/">Aerospace Industries Association</a> (AIA) are all involved as midwives for UAM and other applications for electric and autonomous aircraft. Their strong connections with regulators and other government agencies worldwide mean they have much to offer pioneering companies. They have been supported by counterparts overseas, such as the <a href="https://www.ebaa.org/">European Business Aviation Association</a>.
In early November, NBAA, VFS, and GAMA were among the 13 founding members of a new alliance called the <a href="https://www.ainonline.com/aviation-news/business-aviation/2019-11-06/new-urban-air-mobility-group-hopes-help-shape-future-policy">Community Air Mobility Initiative (CAMI)</a>. The group, which also includes 10 eVTOL aircraft manufacturers and developers, is looking to cooperate in supporting development of urban air mobility.
In seeking to facilitate the certification process for new generation aircraft, the U.S.-based alphabet groups are exercising their strong connections with regulators around the world, and especially the U.S. Federal Aviation Administration (FAA) and the European Union Aviation Safety Agency (EASA). What’s more, in the face of mounting political opposition to business and general aviation on environmental grounds, the groups are eager to stress the green credentials of the new electric technology and its potential to reduce aviation’s dependence on fossil fuels.
“We’ve been working on the electric propulsion innovation committee, EPIC, which evolved from other work with EASA and FAA,” said Kyle Martin, GAMA’s director of European regulatory affairs and engineering. GAMA was a key player in the recent rewrite of the Part 23 regulations for light aircraft that regulators on both sides of the Atlantic undertook to refocus rules on performance standards rather than simply a means of compliance. Those changes are helping to pave a pathway to certification for electric vertical takeoff and landing (eVTOL) vehicles, which proponents say can be every bit as safe as other aircraft but will achieve that safety through different technologies.
As part of GAMA’s work in the field, which Martin said has been going on in earnest since September 2016, the organization has created various subcommittees, most recently including one focused on infrastructure. As the eVTOL and urban air mobility companies numbering among GAMA’s membership have increased from 15 to 80, Martin said the group looks to get consensus among companies rather than bring individual's&nbsp;concerns to regulators—an increasingly important task since GAMA has “a mix of the biggest manufacturers, Boeings, Airbuses, down to the little startups.
“It’s surprising me how much these companies have in common,” he told FutureFlight.aero. “They all want this system to be enabled somehow.”
With many of the early entrants to the space coming from the tech world rather than traditional aviation, Martin said some companies looked to GAMA for advice while others came in not realizing the value an association can provide in such a heavily regulated industry.
“There was some cross-learning,” he said. “You’d put new guys in the room with experienced players. [They had to learn that] you can’t bring an aircraft to market in months like you can with an electronics product.”
GAMA was one of the earliest associations to realize the importance of the UAM industry—a <a href="https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20190000517.pdf">NASA-commissioned Booz Allen Hamilton study</a> projected a potential unconstrained market of up to $500 billion—but other associations have since joined its cause. They characterize their combined efforts as teamwork rather than competition.
"Associations are working together,” said Mike Nicholas, NBAA’s senior vice president of strategy and innovation. “GAMA has been an incredible leader with the EPIC committee, the Part 23 rewrite, they have technical capabilities. I look at them as having taken a leadership role based on expertise. The Vertical Flight Society is doing a phenomenal job from a technical society perspective…No organization has been fighting to say, 'I own this space.' It’s been a wonderful collaboration.”
According to Ryan Waguespack, NATA’s vice president of aircraft management, air charter services, and MRO [maintenance, repair and overhaul], the key is each organization determining where it can do the most good.
“I think we’ve got to collectively get together and say, 'What’s our lane?'” he said. “There’s no desire to run parallel paths;&nbsp;there really isn’t. You don’t move the pendulum forward there at all. The [Part] 135 space, absolutely; the ground handling space, yes, I think we definitely fill a void there.”
NATA made the decision late last year that it needs to invest in the eVTOL space, Waguespack said. “That’s when we decided, if it’s five years [away], two years or 15 years, let’s be a part of the planning and the building of the infrastructure.”
To NATA, which represents Part 135 aircraft operators—air charter carriers, which will comprise most of the early and perhaps long-term eVTOL operators—that means thinking about ground operations. Who will handle the operations and who will train them? How do you deal with all of the situations that come up “in the real world?” How do you get a disabled person in and out of an eVTOL aircraft, for example?
All of that is an aspect of safety, which anybody who is trying to make UAM a reality will tell you is crucial. Waguespack worries that some innovation-focused minds among the start-up companies racing to be first to market aren’t thinking enough about the operations aspects of running an air-taxi company.
“Innovation is good, but the one thing we cannot forget is how we got to this point in safety,” he said. “They just think ‘Oh, that’s the old establishment,’ and in some cases I do agree. I’m 38 years old, I get it, but there’s an understanding that these things didn’t just happen.
“I think Uber has really exposed some of those—I don’t want to say weaknesses, but—I say all the time: Fifteen years ago, we would never have gotten into a [rideshare] car with a stranger. The app makes us feel comfortable, but we don’t know if that individual is inebriated or has been up all night. In an aircraft, you can’t just say ‘I want to get out.’ The general flying public can’t necessarily recognize if [a pilot] did something wrong. We know if a guy runs a red light. There’s definitely some thought needed on that space.”
That might be one area NBAA can help. Nichols identified operational and policy expertise at the federal, state, and local level as the organization’s strong suit—crucial, “as UAM begins to do more than demo flights and begins carrying passengers,” he said.
“Everybody that I’ve been interacting with has been looking at the FAA as a partner as opposed to an obstacle, and I think that’s an important lens for them to have,” said Nichols. “In the long term, the FAA may need to do some rulemaking, and that’s something we can apply some expertise and help with&nbsp;because you can’t manage a whole new section of aviation through exemptions. That’s a good basis, but things [such as the pilot operating handbook]—well, if it's remotely operated, is that that important? Who is going to be on board to read it?”
From January 21-23, 2020, the VFS will hold <a href="https://vtol.org/events/2020-transformative-vertical-flight">Transformative Vertical Flight</a> event in San Jose, California. This will encompass the organization’s seventh annual Electric VTOL Symposium, the International Powered Lift Conference and the Aeromechanics for Advanced Vertical Flight Technical Meeting. It will start with a short course on eVTOL Fundamentals to be held on January 20.

Aviation Industry Associations are Taking a Leading Role in the Birth of Urban Air Mobility

Electric vehicle manufacturer Workhorse has agreed to sell its SureFly electric vertical takeoff and landing (eVTOL) program&nbsp;to Moog for $4 million. Workhorse flew a prototype of the two-seat model in 2018&nbsp; and last November signed a cooperative research and development&nbsp;agreement with the U.S. Department of Defense to test SureFly for specific military applications.
The hybrid SureFly is powered by a turbine generator with battery backup and has eight props driven by electric motors. It also has a whole-aircraft ballistic parachute for emergencies. In June 2018, Workhorse said it applied to the U.S. Federal Aviation Administration&nbsp;to begin the certification process for the vehicle.
Moog and Workhorse also agreed to form a joint venture to complete development of the latter's&nbsp;HorseFly unmanned aircraft delivery vehicle that is deployed from package vans.&nbsp;Under the proposed purchase agreement with Moog, covered by an October 1 8-K filing with the Securities and Exchange Commission,Workhorse would retain ownership of the HorseFly technology but the two companies would cooperate to&nbsp;develop and deploy it. The HorseFly multicopter has a maximum takeoff weight of just&nbsp;30 pounds, a 10-pound&nbsp;payload capacity, and a top speed of 50 mph.&nbsp;
Almost 45 percent of Moog's group revenues come from its aircraft controls business. In the U.S. company's latest year-end results, announced on September 28, 2019, the aircraft division accounted for $1.3 billion (9 percent up on 2018) out of total revenues of $2.9 billion (a 7 percent increase).

Workhorse To Sell SureFly eVTOL Program to Moog

Bye Aerospace and Oxis Energy have begun a 12-month collaborative program to develop lithium-sulfur (Li-S) batteries they believe will allow electric aircraft to fly between 50 to 100 percent longer on a single charge. Development work will involve both ground and flight testing of Oxis’ Li-S batteries on Bye’s existing eFlyer prototype aircraft.
According to UK-based Oxis, its Li-S technology will deliver a two-fold decrease in the weight of batteries due to having a higher gravimetric energy density (in excess of 500 Wh/kg at 20Ah capacity) than lithium-ion batteries. This will result in the increased flight durations possible, it maintains.
In an announcement on November 6, the partners said that Oxis energy cells and modules will be evaluated against the projected performance of both Bye’s existing eFlyer 2 and 4 aircraft, but also new models that the U.S. manufacturer intends to announce “soon.” The <a href="https://www.ainonline.com/aviation-news/business-aviation/2019-08-22/quantum-air-orders-bye-eflyers-la-based-air-taxi-ops">eFlyer aircraft</a> are both fixed-wing,&nbsp;single-motor designs being developed for certification under FAR Part 23 rules.
The development agreement that Oxis has with Bye does not prevent it from working with other aircraft developers. It says that it is already in contact with developers of electric vertical takeoff and landing (eVTOL) aircraft and expects to make further announcements “in the coming weeks.”
“Oxis is focusing its research and development on the transformation of piston and turboprop aircraft that is required for regional flight transportation,” commented Oxis CEO Huw Hampson-Jones. “We believe this to be the first phase for the electrification of air taxis, with additional requirements for regional aircraft.”

Bye Aerospace and Battery Developer Oxis Work to Boost Flight Times

The Community Air Mobility Initiative (CAMI) has been formed around the emerging urban air mobility (UAM) industry and will assist in its development, as well as aid cities with the integration of such systems, according to the Seattle-based nonprofit organization. “New technologies and new aircraft promise to make flight accessible and practical on a daily basis for more people than ever before,” said CAMI co-executive director Anna Dietrich. “With that promise comes the responsibility to integrate those aircraft into our communities safely, responsibly, and equitably. We created CAMI as the industry’s commitment to our neighbors and the decision-makers who support them to work to ensure that happens.”
On a conference call with reporters, Dietrich said CAMI’s charge is to work with state and local officials on integrating UAM in their communities through public education and helping to shape policies governing and regulating UAM in local jurisdictions. Dietrich noted there already exists a patchwork of state regulations and laws regarding small UAS.&nbsp;
“This is a fairly time-sensitive project that we’ve undertaken,” she said. “We do need to get ahead of potential issues with awareness and education now while the policies are first being considered. After we have policy and legislation and requirements on the books, it will be much harder to recover from that and change that, as opposed to working with these decision-makers from the beginning.”
Those decision-makers not only include state and local elected officials, but also transportation departments, urban planners, real estate developers, and business owners since UAM involves not just airspace concerns but also infrastructure-related issues such as where to locate landing ports for eVTOLS and how the distribution of those ports would affect various modes of a city’s ground transportation system.&nbsp;
“When we talk about the vision that we have for urban air mobility, we’re asking aviation to intimately integrate into an existing urban transportation system,” Dietrich’s counterpart, CAMI co-executive director Yolanka Wulff, said. “This is no longer a segregated system. It’s an integrated system, and in fact that is what makes urban air mobility both so valuable and interesting, but also challenging.”
Early backers of CAMI include trade groups such as NBAA, General Aviation Manufacturers Association, and the Vertical Flight Society; OEMs Bell and Raytheon; and fledgling eVTOL manufacturers Karem Aircraft, Joby Aviation, and Jump Aero. CAMI has a total of 13 founding member companies and organizations.

Community Air Mobility Initiative Formed To Shape Urban Air Mobility Policy

Electric vertical takeoff and landing (eVTOL) aircraft manufacturer EHang filed papers with the U.S. Securities and Exchange Commission (SEC) on October 31 to prepare the way for an anticipated $100 million initial public offering (IPO) on Nasdaq. The China-based group made an SEC F1 filing for the Cayman Islands-registered EHang Holdings Limited, giving notice of its intention to offer Class A ordinary shares from an as-yet unspecified date before the end of 2019 and secure a Nasdaq listing under the symbol EH. The IPO would make EHang the first of numerous privately owned eVTOL startups to go public.
One factor that sets it apart from other companies vying to get ahead in a crowded sector that reportedly includes up to 200 new aircraft developments is that EHang has already started to make deliveries of its two-seat 216 Autonomous Aerial Vehicles (AAVs). According to&nbsp;<a href="https://www.sec.gov/Archives/edgar/data/1759783/000119312519280594/d515413df1.htm">the F1 filing</a>, it has delivered 38 AAVs since March 2018 to various partners and prospective distributors, including freight group DHL-Sinotrans. It reported “unfulfilled orders” for 28 aircraft.
With the approval of the Civil Aviation Administration of China (CAAC), EHang earlier this year began some demonstration flights in its home city of Guangzhou and various other locations in China. In February, it filed an application with CAAC for operations in support of a customer’s logistics business under the Pilot Operations Rules (Interim) for Specific Unmanned Aircraft. The company said it is hopeful of getting this approval before year-end.
In the SEC filing, EHang indicates that for now its main focus is on the Chinese market. It acknowledged that the regulatory environment for autonomous aircraft operations in the U.S. and Europe remains more complex for now.
During the first six months of 2019, EHang reported a net loss of $5.5 million, which was 42 percent higher than the loss it incurred in the same period for 2018. Revenues for the first six months of 2019 were also down by 15.6 percent at $4.7 million. The company, which was formed in December 2014, already markets a family of consumer drones and also operates drones in public displays for marketing purposes.
During 2017, EHang subsidiaries in Germany and the U.S. filed for bankruptcy and these cases are still being resolved. The company indicated that these companies traded as sales organizations for consumer drones before it decided to withdraw from the market in those countries.

eVTOL Startup EHang Prepares for Nasdaq Share Offering

On October 31, EHang filed an F1 form with the U.S. Securities and Exchange Commission to prepare its planned Initial Public Offering (IPO) before the end of 2019.&nbsp;The company is aiming to raise $100 million from the IPO.
The China-based group's published prospectus provides a fascinating insight into its prospects for fulfilling its ambitions to be one of the early leaders in bringing autonomous&nbsp;electric vertical takeoff and landing (eVTOL) aircraft into commercial service. To meet the SEC's transparency requirements, EHang has had to spell out risk factors associated with its business plan, and this exercise runs to 36 pages of detailed analysis of multiple risk factors. Many of these risks, such as uncertainty about the regulatory process and public acceptance of autonomous flight, would apply to any of EHang's rivals. Others are more specific to EHang's base in the People's Republic of China and the potential it to fall foul of the country's complex corporate legal requirements, such as the new Foreign Investment Law, which takes effect January 1, 2020. EHang Holdings Limited was established in December 2014 as a Cayman Islands-based offshore holding company specifically to facilitate offshore financing and listing.&nbsp;
In some respects, EHang's base in China is both a potential blessing and a curse. For instance, its close relationship with Chinese authorities has presented an opportunity for it to fast-track development work.&nbsp;
With the approval of the Civil Aviation Administration of China (CAAC), EHang earlier this year began some demonstration flights in its home city of Guangzhou and various other locations in China. In February, it filed an application with CAAC for operations in support of a customer’s logistics business under the Pilot Operations Rules (Interim) for Specific Unmanned Aircraft. The company said it is hopeful of getting this approval before year-end. In the SEC filing, EHang indicates that for now its main focus is on the Chinese market. It acknowledged that the regulatory environment for autonomous aircraft operations in the U.S. and Europe remains more complex for now. At the same time, it recognizes that Chinese legal requirements could complicate its status as an international public company.
The SEC filing also flags up the reality that the path to profitability in the urban air mobility market will require deep pockets, and it remains to be seen <a href="https://cncms.aero/node/292">whether EHang's are sufficiently deep</a>.&nbsp;
&nbsp;

EHang's SEC Filing for Nasdaq IPO Sheds Light on Risks Facing eVTOL Pioneers

With the green agenda rising in the UK's 2019 general election campaign, the UK Labour Party has indicated it would consider a ban on fossil-fuel powered private aircraft flights from 2025. The November 4 statement by shadow transport secretary Andy McDonald was in response to a new report calling for electric-only private aircraft flights published by environmental and economic pressure groups Fellow Travellers and Commonwealth.&nbsp;
The report, titled "<a href="s3-eu-west-1.amazonaws.com/media.afreeride.org/documents/Jet+Set+Go+Summary.pdf">jet, set, go</a>" claims that a passenger in a private jet today emits seven times as much greenhouse gas as a business class passenger&nbsp;on an airline flight. The reported differential rises to 10 times compared with an economy class airline passenger and 150 times compared with a train passenger. According to the authors, there were 128,000 private jet flights between UK airports and the rest of Europe in 2018—representing 6 percent of total traffic—plus another 14,000 flights from the UK to points beyond Europe.
According to the authors, four out of five private aircraft journeys within Europe today could be conducted by electric aircraft from 2025. That said, they acknowledge that even if electric aircraft were widely adopted this move has the potential to reduce the UK's aviation emissions of greenhouse gases by around only 15 percent by 2050.

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