Boeing has entered into a deal to buy 7.5 million gallons of blended Neste MY Sustainable Aviation Fuel for its commercial airplanes business operations, the fuel producer announced Tuesday.

The purchase marks Boeing’s largest annual SAF purchase to date, 60 percent more than in 2023, Neste said.

“Sustainable aviation fuel is essential to decarbonize aviation,” Ryan Faucett, vice president of environmental sustainability at Boeing, said in a statement. “About 20 percent of our fuel usage is a SAF blend, and we continue to increase our use of this fuel to encourage growth in the SAF industry. We are also working to make SAF more available and affordable to our commercial airline customers through collaboration, investment, research, and policy development.”

• READ MORE: Business Aviation Industry Groups Aim to Speed Adoption of SAF

SAF is a renewable aviation fuel consisting of 30 percent renewable waste and residue raw materials, such as fats, oils, and greases used in cooking, which is blended with 70 percent conventional jet fuel. 

According to Neste, the use of SAF reduces greenhouse gas emissions by up to 80 percent over the fuel’s life cycle, compared to using conventional jet fuel.

The total volume of blended SAF purchased will be supplied to Boeing’s commercial operations directly or through a book-and-claim system, according to the company. Four million gallons of blended SAF are destined for Boeing fuel farms in the Pacific Northwest. EPIC Fuels, a Signature Aviation company, will supply 2.5 million gallons and Avfuel will provide 1.5 million gallons of blended SAF from Neste. 

This latest order will be used to support the Boeing ecoDemonstrator program and Boeing’s U.S. commercial operational flights through 2024.

Boeing will also purchase SAF certificates corresponding to the emission reduction provided by the use of 3.5 million gallons of Neste-produced blended SAF produced through a book-and-claim system.

• READ MORE: Jet Aviation Signs Deal with World Fuel Services to Sell SAF at 2 More FBOs

Book and Claim 

Book and claim is an accounting process in which a company purchases SAF certificates to displace conventional jet fuel. Instead of putting the fuel into a Boeing fuel farm, distributors will deliver it to nearby airports for use by airlines and other carriers, ensuring the corresponding SAF use and related greenhouse gas emission reductions.

“Sustainable aviation fuel is a key lever to reduce aviation emissions,” said Carrie Song, senior vice president of commercial renewable products at Neste. “Working together with aviation sector leaders like Boeing is crucial in accelerating SAF usage and production.”

The post Boeing Ready to Buy 7.5 Million Gallons of SAF appeared first on FLYING Magazine.

Hungarian ultra-low-cost carrier Wizz Air and U.K. biofuel company Firefly have announced a partnership that aims to power 10 percent of flights operated by the carrier with sustainable aviation fuels (SAF) produced out of human waste by the year 2030.

The Firefly plant located in Harwich, England, will be adapted to convert human feces into SAF of which they are planning to deliver up to 525,000 tons over 15 years starting in 2028.

This initiative is part of Wizz Air’s effort to reduce its carbon emission per passenger/km by 25 percent by 2030. The aviation industry as a whole has set itself a ambitious target to be carbon neutral by the year 2050, and according to the International Air Transport Association (IATA), 80 percent of the reduction in emissions will be achieved through the use of SAF.

• READ MORE: Ampaire Completes Hybrid-Electric Ground Test Using Pure SAF

In February 2023 Wizz Air announced a similar agreement with Finnish group Neste for the supply of up to 36,000 tons of SAF over the period of three years starting in 2025. Neste MY SAF is produced from renewable waste and residues such as used cooking oil and animal fat waste.

Other airlines such as Swiss, Ryanair, Etihad Airways, and Southwest Airlines have already made similar agreements to source SAF from Neste or other companies.

Lifecycle Carbon-Emissions Neutrality

Currently, the main issue with the sustainability targets pursued by the aviation industry is the lack of large-scale availability of SAF and the supply chain that is supposed to deliver it where it is needed at airports around the world. SAF is intended to work with the existing technology as far as engines and aircraft are concerned and can deliver a reduction of up to 80 percent in greenhouse gas emissions due to the oxygen-positive and carbon dioxide-negative effects during the production phase of its life cycle.

When burned to power jet engines, SAF generates similar amounts of greenhouse gases as traditional oil-based fuels, but since they absorb those gases during their production phase, the net result of their impact on the environment is significantly lower.

• READ MORE: Business Aviation Industry Groups Aim to Speed Adoption of SAF

In addition to that, SAFs are generated from renewable resources, unlike oil-based fuels.

“There are enough biosolids in the U.K. to satisfy half of the mandated SAF demand in 2030” said Paul Hilditch, Firefly’s chief operating officer.

A utility company has committed to providing the biosolid needed by Firefly during the initial pilot phase, the BBC reported. The biosolids are a product of the wastewater treatment process.

“Wizz Air celebrates two decades of transformation this year, transitioning from a small airline into a global leader of sustainable aviation and affordable travel,” said Yvonne Moynihan, corporate and ESG officer at Wizz Air. “Alongside fleet renewal and operational efficiency, sustainable aviation fuel (SAF) plays a crucial role in reducing carbon emissions from aviation. Our investment in Firefly, which has the potential to reduce our lifecycle emissions by 100,000 tons CO2-eq per year, underscores our commitment to mainstream the use of SAF in our operations by 2030.

“However, achieving our aspiration requires a significant ramp-up of SAF production and deployment. Therefore, we call on policymakers to address barriers to SAF deployment at scale by incentivizing production, providing price support, and embracing additional sustainable feedstocks for biofuel production.”

Editor’s Note: This article first appeared on AirlineGeeks.com.

The post Wizz Air to Use SAF Produced from Human Waste appeared first on FLYING Magazine.

Electric vertical takeoff and landing (eVTOL) air taxi manufacturer Archer Aviation has reached what it says is a crucial milestone in its test campaign—one that could prove valuable as it pursues type certification for its flagship Midnight aircraft.

The company on Friday said it successfully completed a series of drop tests on Midnight’s battery packs, an evaluation it will need to complete again during for-credit testing with the FAA. A key step toward type certification for eVTOL designs, for-credit testing allows the regulator to gauge how well an aircraft conforms to its approved specifications.

Archer said it wrapped up the first phase of uncrewed Midnight flight testing in January and intends to begin piloted evaluations later this year. Following the completion of those tests, it will prepare for the FAA’s final exam.

The manufacturer considers the battery pack drop test significant, claiming it is regarded by the electric aviation industry as “one of the most difficult tests to pass for an eVTOL aircraft.”

Midnight’s six lithium-ion battery packs power a dozen electric engines. The aircraft’s tiltrotor configuration positions six propellers on each side of its fixed wings: During cruise, the front propellers tilt forward to provide thrust, while the back propellers lock in place.

The air taxi can carry a pilot and up to four passengers (or 1,000 pounds of cargo) as far as 100 sm (87 nm) at a cruise speed of 130 knots. It is optimized for back-to-back, 20-to-50 sm (17-to-43 nm) trips, with minimal charge time in between.

The drop test is designed to ensure Midnight’s battery packs could withstand a significant impact, similar to the 50-foot fuel tank drop test for rotorcraft and fixed-wing aircraft. Like fuel tanks, battery packs are flammable and could leak, catch fire, or even explode in the event of a crash.

The first 50-foot drop test for eVTOL aircraft batteries took place in 2022 at a National Institute for Aviation Research (NIAR) lab at Wichita State University in Kansas. It was sponsored by the FAA and conducted by NIAR and Beta Technologies, which is producing an eVTOL air taxi as well as a conventional takeoff and landing (eCTOL) variant. Recently, the European Union Aviation Safety Agency (EASA) adopted the test as a formal part of its own certification for battery-powered aircraft.

To simulate “extreme impact scenarios,” Archer dropped packs from a height of 50 feet at 100 percent, 30 percent, and 0 percent charge at a NIAR lab. The company said the batteries showed no signs of failure, and they actually functioned properly after each drop.

The company attributed the test’s success to its choice of using cylindrical cells produced by Molicel in its proprietary design. U.K.-based eVTOL manufacturer Vertical Aerospace is also using cylindrical cells from Molicel on its VX4 model.

Archer believes it will be able to replicate the results of the drop test for the FAA when the time comes. In February, the company began production of three type-conforming Midnight models to be used in those for-credit evaluations.

“Successfully passing the battery pack drop tests marks a pivotal moment that paves the way for future ‘for-credit’ certification testing with the FAA,” said Alex Clarabut, battery lead for Archer. “This accomplishment highlights our dedication to not just meeting but exceeding safety standards. It is a critical step towards our goal of ensuring that Midnight will be among the safest aircraft in the skies.”

Archer also has a battery testing collaboration with NASA. The space agency will gauge the batteries’ safety, energy, and power performance using the European Synchrotron Radiation Facility (ESRF), one of the world’s most advanced high speed X-ray facilities. The partners aim to understand how battery cells function in “extreme abuse cases” in order to safely integrate them into advanced air mobility (AAM) services and, potentially, spaceflight.

Archer said the partnership’s focus on batteries will expand to other technologies under a Space Act Agreement calling for the development of “mission critical” eVTOL systems.

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More than two decades ago, Concorde, the only successful supersonic airliner, was retired for good. But Friday, at Mojave Air & Space Port (KMHV) in California—where the Bell X-1 broke the sound barrier for the first time in 1947—another supersonic aircraft made its maiden voyage.

Boom Supersonic’s XB-1 jet demonstrator did not reach supersonic speeds during the test flight. But the inaugural flight of the aircraft—a precursor to Boom’s supersonic, sustainable aviation fuel-powered Overture—marks a key milestone nonetheless.

“When I last flew Concorde in 2003, I knew that this day would come,” said Captain Mike Bannister, former chief Concorde pilot for British Airways. “The first flight of the XB-1 supersonic demonstrator is a significant achievement toward making sustainable supersonic flight a reality.”

The XB-1, which Boom says is the world’s first independently developed civil supersonic jet, combines carbon fiber composites, advanced avionics, digitally optimized aerodynamics, and an advanced supersonic propulsion system. These technologies will also be present on Overture, which is being developed to carry 64-80 at twice the speed of subsonic airliners.

The demonstrator is 62.6 feet long with a 21-foot wingspan. Its three GE J85-15 engines produce a combined max thrust of 12,300 pounds of force. Boom chief test pilot Bill “Doc” Shoemaker took it off the runway at Mojave Air & Space Port, flying in the same airspace that has hosted many historic first flights.

“I’ve been looking forward to this flight since founding Boom in 2014, and it marks the most significant milestone yet on our path to bring supersonic travel to passengers worldwide,” said Blake Scholl, founder and CEO of Boom Supersonic.

A T-38 chase aircraft monitored the XB-1 in the air, verifying factors such as altitude, airspeed, and airworthiness during flight. The company performed an initial assessment of the XB-1’s handling qualities, including airspeed checks with the chase aircraft, and assessed its stability in the landing attitude at a high angle of attack.

According to Boom, the aircraft met all of its test objectives. These included achieving an altitude of 7,120 feet and speeds up to 238 knots (273 mph).

The test flight is meant to validate the XB-1’s key technologies, such as an augmented reality vision system comprising two nose-mounted cameras that feed a high-resolution pilot display.

Another crucial component tested was the engine, which converts kinetic energy to pressure energy with supersonic intakes that slow supersonic air to subsonic speeds. Boom says this will allow conventional jet engines to power Overture from takeoff through supersonic flight.

The next step for the engineering team will be expanding the flight envelope for the XB-1. That will allow it to validate its performance and handling qualities through and beyond Mach 1, speeds Overture is expected to reach.

Boom intends for Overture to fly at Mach 1.7, or just over 1,300 mph. For comparison, Concorde flew at Mach 2. But unlike Concorde, Overture is designed to run on 100 percent SAF.

Leonardo is the engineering lead for the Overture’s fuselage structural components integration and will manufacture the aircraft’s composite structure. Other parts that will come from suppliers include wings designed by Aernnova, nacelles manufactured by Collins Aerospace, and Honeywell’s Anthem flight deck.

Scholl previously told The New York Times that the company’s goal is to fly passengers anywhere in the world within four hours—for only $100. That’s inexpensive compared to most one-way commercial flights, let alone Concorde, which cost passengers thousands of dollars.

However, don’t worry about supersonic booms over your backyard. Overture will only fly supersonic on overwater routes, since the FAA has banned it over the continental U.S.

Boom’s order backlog for Overture includes 130 orders and preorders, including 15 aircraft for American Airlines and 20 apiece for United Airlines and Japan Airlines.

The manufacturer’s $60 million U.S. Air Force contract should help speed development of the aircraft, giving it a potential customer as well. Boom is also partnered with Northrop Grumman to design a special mission variant of Overture for potential U.S. military operations, disaster response, and high-speed surveillance.

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Atlantic Aviation, which boasts the second-largest FBO network in North America, is working with electric vertical takeoff and landing (eVTOL) manufacturers Archer Aviation, Joby Aviation, and Beta Technologies to install charging systems for electric aircraft. Add a fourth manufacturer to that list.

The FBO network and aviation services provider on Wednesday signed a memorandum of understanding (MOU) with Germany’s Lilium to electrify its network of more than 100 FBOs. The partners will transform existing U.S. airport infrastructure to accommodate the manufacturer’s flagship Lilium Jet, a seven-seat eVTOL design for regional air mobility (RAM) services.

Lilium intends to launch RAM operations worldwide, including in the U.S., as early as 2026.

“Atlantic’s extensive presence across major U.S. cities and expertise in ground infrastructure development and premier customer service will be invaluable in establishing a robust network that supports the Lilium Jet throughout the U.S.,” said Sebastien Borel, chief commercial officer of Lilium.

According to Lilium, Atlantic operates sites at more than 30 airport locations within its planned U.S. launch markets, which include Florida, Texas, Southern California, and the Northeast corridor. The German firm is the sole eVTOL manufacturer with certification bases from both the European Union Aviation Safety Agency (EASA) and FAA, allowing it to fly on either side of the Atlantic.

The company’s flagship, seven-seat Jet is designed to fly routes between towns and inner cities, cruising at 162 knots on trips spanning 25 to 125 sm (22 to 109 nm). It began production of the first models in late 2023.

Together with Atlantic Aviation, the manufacturer hopes to plan a network of hubs that will support Lilium Jet operators. The partners will ensure current and future vertiports are compatible with the aircraft and give operators access to “strategic points” within Atlantic’s network.

Lilium and Atlantic will focus on infrastructure deployment and operations at existing and upcoming Atlantic sites, honing in on the passenger experience. Strategic planning will be molded around considerations such as aircraft flight paths, charging capabilities, passenger facilities, and operations forecasting.

“This collaboration underscores our firm conviction in the transformative potential of eVTOL technology in reshaping regional travel, and we are dedicated to furnishing the technology-agnostic infrastructure and assistance required to bring this vision to fruition,” said John Redcay, chief commercial and sustainability officer at Atlantic.

Atlantic in January also partnered with eVTOL air taxi manufacturers Archer Aviation, Joby Aviation, and Beta Technologies, with separate deals to electrify Atlantic terminals for Archer’s Midnight, Joby’s S4, Beta’s Alia, and other electric aircraft models.

Joby said its agreement will initially focus on FBOs in New York and Los Angeles. Archer too is eyeing those markets in addition to San Francisco and Miami, while Beta is targeting the East and Gulf Coasts. All three manufacturers have hinted that more sites are on the horizon.

Joby, however, diverges from Lilium and the rest of the pack when it comes to charging.

While Lilium, Archer, Beta, and a host of other eVTOL manufacturers back the General Aviation Manufacturers Association’s (GAMA) endorsement of the combined charging system (CCS)—a set of design standards also proposed for the electric ground vehicle industry—Joby has proposed its own standard, the global electric aviation charging system (GEACS). 

Both standards would accommodate any model of electric aircraft. Among the key differences between the two are that CCS is intended for both electric air and ground vehicles. Atlantic, Clay Lacy Aviation, and other FBO networks have said they intend to install both CCS and GEACS chargers, while others such as Signature Aviation have so far only committed to one.

Lilium last month partnered with electric charging infrastructure provider Star Charge, from which it placed a “first order” for 120 CCS-compatible chargers. The manufacturer expects these systems will substantially lower charging time, reducing turnaround time and maximizing hours in the sky.

Before charging the Lilium Jet, the systems will support the launch of Lilium’s Pioneer Edition model: the planned launch version of its flagship aircraft, with a $10 million price tag.

A total of 50 Pioneer Edition models will be sold to business and general aviation operators worldwide, intended for private, premium, and shuttle operations. Lilium says its go-to-market strategy of selling to the premium segment first will diversify its revenue stream.

The approach is predicated on vertiports and charging infrastructure being ready for the Lilium Jet’s intended launch in 2026—which is where partners such as Atlantic come in.

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Ampaire, a developer of hybrid-electric propulsion systems and manufacturer of the Eco Caravan—a nine-seat, modified Cessna 208B Grand Caravan—believes it now holds the key to extending the range of electric and hybrid-electric aircraft.

The company on Monday announced its acquisition of electric aviation technology developer Magpie Aviation, including the company’s Aerotowing solution, for an undisclosed fee. Magpie Aerotowing uses electrified tow aircraft to stretch out the flight time of larger electric models.

Ampaire will also inherit multiple pending Magpie patents and pending and existing government contracts. The company said these will help it further develop Magpie’s solution, as well as its proprietary propulsion system.

“We founded Magpie because we believe electrified aircraft have a pivotal role to play in the future of aviation,” said Damon Vander Lind, CEO of Magpie. “I am thrilled to see this vision continuing to move forward under Ampaire’s banner. Not only does this lift the prospects of civilian electric aircraft and meaningful emission reductions in the future, it also helps Ampaire to serve military customers with their needs, right now.”

According to Magpie, electric aircraft are often limited to short routes due to battery energy density constraints. The company is developing technology to counteract this: specifically, a network of electric tow aircraft that could enable zero-emission flights of electric vertical takeoff and landing (eVTOL) and other electric aircraft beyond 1,000 sm (869 nm).

Here’s how it works. An electrified main aircraft takes off and climbs to its cruising altitude, while a tow aircraft departs from a charging station at a nearby, secondary airport. The pair meet autonomously in the sky and are connected at a safe distance. The tow aircraft then begins towing while the main aircraft idles and can be swapped out en route to enable even longer flights.

Last year, Magpie demonstrated what claimed were the world’s first automated towing connections between two flying aircraft. Its autonomous Active Hook system tracked, positioned, and connected two aircraft in repeated tests “with centimeter-level precision,” according to the company.

Magpie said Aerotowing becomes cost-competitive at scale, despite the involvement of extra aircraft. Airlines would be able to operate large electric aircraft over longer distances, which the firm said could help them save on fuel and maintenance costs.

Those savings may also offset the added cost of towing, which Magpie said is “kept economical” by operating simple aircraft out of secondary airports. Citing research from Bain Capital, the company claims battery-electric designs will be “substantially cheaper” to operate than sustainable aviation fuel (SAF) or hydrogen-powered aircraft.

Magpie owns several strategic government contracts, including with the U.S. Air Force, which Ampaire said it will continue. The company also said it will leverage Magpie’s pending contracts and patents when they come to fruition.

“With this acquisition, Ampaire anticipates further revenue growth across both commercial and defense sectors while simultaneously enhancing the capabilities and mission scope of our existing hybrid aircraft,” said Kevin Noertker, CEO of Ampaire. “Building upon our recent acquisition of Talyn Air, the addition of Magpie exemplifies our deliberate approach to integrating pivotal companies and assets on our path to accelerate our leadership in electrified aviation.”

Ampaire’s AMP-H570 AMP Drive hybrid-electric propulsion unit can be integrated into both general aviation and regional turboprop commercial aircraft. The systems have flown more than 25,000 sm to date, the company said, claiming that no one in the industry has more hybrid-electric flight time. That includes a 12-hour flight of the company’s Electric EEL demonstrator in December, which set the endurance record for hybrid-electric aircraft.

The firm’s flagship aircraft, however, is the nine-seat Eco Caravan, which has an estimated 1,100 sm (956 nm) range and 2,500-pound payload. Ampaire in 2022 said the model could be the first electrified regional aircraft to enter commercial service. It hopes to earn a supplemental type certificate from the FAA by year’s end.

The Eco Caravan is equipped with Ampaire’s proprietary propulsion system, which it said will reduce fuel consumption and emissions by 50 to 70 percent compared to conventional Pratt & Whitney PT6 engines. PT6s are common on Cessna Caravan turboprops.

Ampaire’s acquisition of Magpie follows its July purchase of eVTOL manufacturer Talyn Air, through which it also inherited several defense contracts and patents. It intends to leverage these to add its systems to eVTOL aircraft, in addition to Cessnas and de Havilland Twin Otter DHC6s it is already modifying.

Noertker in July told FLYING his hope is for the company to become the go-to propulsion systems firm for both conventional and emerging aircraft. The Ampaire CEO sees near-term applications for eVTOL aircraft in defense and cargo delivery, but his primary focus remains on electrifying conventional aircraft.

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The FAA released its final rule regarding pollution reduction for large transport aircraft flying in U.S. airspace. The agency had released a notice of proposed rulemaking (NPRM) regarding aircraft fuel efficiency in June, 2022.

The new rule requires manufacturers to incorporate improved fuel-efficient technologies into airplanes manufactured after January 1, 2028. It also applies to subsonic jet airplanes and large turboprop and piston-engine airplanes that have not yet been certified, the FAA said.

• READ MORE: FAA Proposed Rule Targets Turbine, Turboprop, and Piston Aircraft Fuel Efficiency

“We are taking a large step forward to ensure the manufacture of more fuel-efficient airplanes, reduce carbon pollution, and reach our goal of net-zero emissions by 2050,” said FAA Administrator Mike Whitaker.

Among the aircraft that will be required to meet the new standards are the Boeing 777X and newly built versions of the Boeing 787 Dreamliner; the Airbus A330neo; business jets including the Cessna Citation; and turboprop transports such as the ATR 72 and Viking Air Limited Q400. The regulation does not affect airplanes currently in service. 

• READ MORE: ‘We Need to Fly Aircraft—We Don’t Fly PowerPoints’

Civil aircraft such as those listed contribute 9 percent of domestic transportation emissions and 2 percent of total U.S. carbon pollution, according to the FAA. 

The final rule, which can be found in the Federal Register, is part of the U.S. Aviation Climate Action Plan aimed at achieving net-zero greenhouse gas emissions from the American aviation sector by 2050.

The post FAA Releases Final Rule on Aircraft Fuel Efficiency for Emissions appeared first on FLYING Magazine.

Ampaire, the company that set the endurance record for hybrid-electric flight in December, believes it can become even more efficient.

The firm on Thursday announced it successfully completed a hybrid-electric ground test using sustainable aviation fuel (SAF) from partner Dimensional Energy. The pure, 100 percent ASTM D7566 SAF is produced from electricity and carbon dioxide and was used to fuel Ampaire’s nine-seat Eco Caravan, a modified Cessna 208B Grand Caravan.

The goal of testing was to validate the performance of Dimensional Energy’s pure e-fuel SAF. According to Ampaire, the results “exceeded expectations,” demonstrating a massive increase in energy efficiency compared to traditional jet fuels.

Both Ampaire and Dimensional Energy received funding and support from climate technology investor Elemental Excelerator. According to Ampaire, the investment has helped the partners more than double the efficiency of SAF consumption while driving emissions to near zero.

“By showcasing the transformative efficiency gains achievable through hybrid-electric propulsion, we are driving the future of eco-friendly air travel,” said Kevin Noertker, CEO of Ampaire. “For those already recognizing the potential of SAF, its integration into our hybrid-electric aircraft enhances its appeal even further.”

Ampaire’s Eco Caravan is a hybrid-electric design with a range of 1,100 sm (956 nm) and a payload of 2,500 pounds. In 2022, the manufacturer said the model could be the first electric regional aircraft to fly commercially. Ampaire expects FAA certification this year.

The aircraft is equipped with Ampaire’s proprietary AMP-H570 AMP Drive hybrid-electric propulsion unit. According to the company, the system will reduce fuel consumption and emissions by 50 to 70 percent compared to conventional Pratt & Whitney PT6 engines, which are common on Cessna Caravan turboprops.

Ground tests paired the hybrid-electric propulsion system with Dimensional Energy e-fuels to “reimagine” 100 percent electric flight and address SAF quality and cost concerns, the goal being to enable broader use. According to Ampaire, Dimensional Energy has two projects that will “add significant inventory to the world’s availability of e-fuels.”

“Technology providers have to collaborate beyond innovation and into execution,” said Jason Salfi, CEO of Dimensional Energy. “By combining Dimensional Energy e-fuels with Ampaire’s aircraft technology that can reduce the amount of fuels combusted during flight, we quicken the pace up the steep curve of the energy transition and reduce the need for extraction faster.”

Nonprofit investor Elemental Excelerator provided both Ampaire and Dimensional Energy with project development capital and years of support to scale the companies’ tech. The three partners intend to continue their collaboration and research into sustainable flight.

“[Ampaire and Dimensional Energy’s] innovations reduce pollution and noise in neighborhoods around airports and make possible a cleaner way to fly,” said Dawn Lippert, CEO of Elemental Excelerator.

Ampaire’s recent ground test wasn’t the company’s only milestone in the past few months. In fact, it doesn’t even come close to the firm’s biggest achievement: a 12-hour, 1,375 sm (1,195 nm) flight of its Electric EEL demonstrator. The flight set a high-water mark for hybrid-electric aircraft endurance, eclipsing the company’s previous record.

The EEL is a modified Cessna 337 Skymaster, also equipped with the AMP-H570 AMP Drive, that functions primarily as a testbed aircraft but could also serve owner-flown, charter, and short-haul regional airlines and carriers. It has a 400 sm (348 nm) range and 450-pound payload.

In 2020, Ampaire and the EEL also completed the first trial of a hybrid-electric aircraft along an actual airline route, in partnership with Hawaii’s Mokulele Airlines. The Eco Caravan, meanwhile, made its maiden voyage in 2022.

Ampaire’s largest order for the hybrid-electric design comes from U.K.-based lessor Monte Aircraft, which agreed to order up to 50 Eco Caravans. The firm also has an agreement with Azul Conecta—a subsidiary of Azul, Brazil’s largest airline by passenger volume—to convert six Grand Caravans in its fleet.

Meanwhile, Ampaire is working with NASA on several projects, most notably one that would install its propulsion system aboard a Twin Otter DHC6. It has an agreement with private charter operator WingTips for the conversion of 50 Twin Otters to Eco Otters—another Ampaire concept—in addition to 20 Caravans.

Unsurprisingly, major airlines and manufacturers are ramping up development of SAF as Ampaire matures its tech. Both Gulfstream Aerospace and Virgin Atlantic completed inaugural transatlantic flights fueled entirely by SAF in November. Rolls-Royce that month said all of its current engines can now run on 100 percent SAF.

According to the International Air Transport Association (IATA), SAF production tripled from 2021 to 2022. And with aviation industry groups working to speed its adoption, the dawn of SAF appears to be on the horizon.

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The post Ampaire Completes Hybrid-Electric Ground Test Using Pure SAF appeared first on FLYING Magazine.

Aviation has its fair share of problems. The current pilot shortage of about 17,000 is only expected to grow by the end of the decade, and industry sustainability commitments may not achieve the target of net-zero aviation emissions by 2030, to name a few. But these issues, dire as they may be, present opportunities for innovation.

Venture capital firm UP.Partners last week published the 2024 edition of its annual Moving World Report, a deep dive into the movers and shakers in aviation and transportation more broadly. Though the industry’s challenges are steep, the company believes the introduction of new aircraft types—such as electric vertical takeoff and landing (eVTOL), hydrogen-powered, and blended wing body designs—offers hope that they can be solved.

“Our goal with this report is to equip industry leaders, entrepreneurs, and policymakers with a comprehensive understanding of these changes, enabling them to effectively navigate and shape the future of mobility,” said Cyrus Sigari, co-founder and managing partner of UP.Partners.

UP.Partners, which holds stakes in a range of mobility-focused startups, estimated that the pilot shortage will grow to 65,000 by 2030. At the same time, transportation is the biggest culprit of U.S. carbon emissions, with aviation contributing an estimated 8 percent within the segment. Based on announced pledges, UP.Partners claims aviation emissions are expected to rise 79 percent between 2020 and 2030—theoretically, that figure would need to be capped at 22 percent to remain in line with global net-zero by 2050 targets.

These issues will need to be addressed quickly. And an influx of new intercity and long-distance air mobility options may be the catalyst.

The Innovation Problem

According to UP.Partners, there’s an “innovation problem” in commercial aviation.

As Stripe CEO Patrick Collison pointed out, the inception of the Boeing 737 design is now closer in time to the Wright Flyer than it is to the present day. At the same time, efficiency gains in carbon-emissions reduction have leveled off over the past 70 years.

According to the report, those gains are due almost entirely to engine development rather than airframe innovation. However, commercial airlines are exploring blended wing body designs—which UP.Partners called the first major airframe innovation during that span—and other sustainable configurations. The U.S. Air Force in August awarded startup JetZero a $250 million contract to develop a blended wing body demonstrator, and Airbus previously announced a similar concept.

Emissions reductions may improve further with the introduction of electric and hydrogen aircraft. The report predicts electric models will hit the market in 2025, followed by hydrogen fuel cell designs in 2030 and hydrogen combustion aircraft in 2040. 

However, that comes with the caveat that electrifying or switching to hydrogen “likely has a limited impact, at a huge cost.”

UP.Partners estimated that electrifying all flights less than two hours could reduce emissions by 28 percent, a respectable figure. But electrifying or using hydrogen for longer flights—which account for the remaining 72 percent of emissions—is not technically or financially feasible with current technology.

Sustainable aviation fuel (SAF) is expected to bridge the gap, contributing to 65 percent of emissions reductions by 2050 according to International Air Transport Association (IATA) projections. However, the report estimates that SAF is still 43 percent more expensive than conventional jet fuel. Bringing those costs in line could take more than a decade, it predicted.

UP.Partners also raised concerns that certain SAF commitments may be examples of “greenwashing.” RyanAir, for example, has pledged to obtain about 10 percent of its fuel from SAF by 2030. But the airline does not know exactly where it will come from.

“There isn’t enough cooking oil in the world to power one day of green aviation,” Ryanair CEO Michael O’Leary said in December.

Electric Aircraft Have Arrived

Producing SAF and other sustainable fuels presents a massive challenge for aviation. But there are plenty of aircraft in development that will use them when the time comes.

In fact, many are already flying. The term drone may conjure up images of buzzing, microwave-sized aircraft. However, many designs resemble small cargo planes, with similar ranges and payloads. 

In 2023, electric drones completed 1 million deliveries. Commercial drone flights, meanwhile, have increased by 135 percent per year since 2018. Today, the aircraft mainly deliver air freight, parcels, and medical cargo. But the report predicts the pilot shortage will only accelerate the technology further, opening up even more use cases.

Adding to the momentum for drone delivery is its declining cost. According to UP.Partners research, the price is about $4 per delivery when a remote pilot is able to monitor multiple drones. That’s nearly one-third the price of a comparable automobile delivery, the firm said.

Per the report, Walmart is the world’s leading developer of drone delivery services outside of the war in Ukraine. In the past two years alone, the retailer completed more than 2,000 U.S. deliveries out of 36 hubs across seven states. In the Dallas-Fort Worth area, 1.8 million households are now eligible for drone delivery through Walmart and its partners.

Amazon Prime Air, meanwhile, has faltered. It has now been more than a decade since former CEO Jeff Bezos promised to permeate U.S. skies with drones, but the e-commerce giant has made only a handful of deliveries.

Compared to Walmart, Amazon has a few strategic disadvantages, UP.Partners said. For example, as Walmart partners with leading drone manufacturers and providers such as Zipline, Wing, Flytrex, and DroneUp, Amazon has taken a vertically integrated approach.

And while Walmart has more than 4,600 stores located within 90 percent of the U.S. population, Amazon has around 100 active fulfillment centers. However, Prime Air recently announced an international expansion and a ramp-up of its service in Texas.

As drones take to the skies, eVTOL aircraft may be the next to emerge. According to the report, there is an 18,000-unit global backlog for eVTOL aircraft valued at $111 billion. United Airlines leads the way, with large commitments for air taxis from Archer Aviation and Embraer’s Eve Air Mobility.

EHang, a Chinese manufacturer, completed the world’s first commercial passenger-carrying eVTOL air taxi flight in December, more than a year before the first American firm expects to enter service. But the industry is crowded. Several manufacturers are neck-and-neck on SMG Consulting’s Advanced Air Mobility (AAM) Reality Index, a monthly report that measures a company’s ability to type certify and mass produce AAM aircraft. The top dogs include EHang, Archer, Eve, Joby Aviation, Beta Technologies, and Boeing’s Wisk Aero.

Meanwhile, personal, single-seat eVTOL designs, such as the Pivotal Helix, and “flying cars” capable of driving on the freeway and taking off from the runway, such as the Jetson One, have already entered service.

Automated flight systems, such as those from Xwing, Reliable Robotics, and Merlin Labs, are also approaching certification. And soon, the industry may even introduce humanoid co-pilots.

The arrow is certainly pointing up for drones, eVTOL, and other emerging designs as they attract investments from private firms. But according to the report, the U.S. Department of Defense is the single largest customer of mobility technology. 

Through innovation arm AFWERX, the Air Force is working with a plethora of manufacturers to develop the next generation of aviation technology. Contracted firms include Archer, Beta, Pipistrel, Xwing, and Reliable.

During periods of conflict—a fair characterization of today’s state of play—U.S. military spending and venture capital investment in defense go up, according to data from PitchBook and the Office of Management and Budget. So, it’s possible that wars in Europe and the Middle East will accelerate these projects even further.

Battle for the Final Frontier

Private industry, government, and other stakeholders are coming together to address the issues facing the planet’s skies. But some are looking higher.

2023 was a banner year for commercial space activity. About 13,000 satellites are now in orbit, a number UP.Partners expects to rise to 50,000 in 2030. Satellite constellations, led by SpaceX’s Starlink, have increased tenfold over the past four years. And dollars spent on global space activity have tripled over the past decade, buoyed by growth in commercial ventures.

Orbital launch attempts, meanwhile, have spiked following Russia’s February 2022 invasion of Ukraine, with the U.S. and China leading the way. At the same time, the cost to send a satellite to low-Earth orbit (LEO) has declined significantly.

For example, SpaceX claims Starhip—the largest and most powerful rocket ever built—will deliver payloads for about $45 per pound. The spacecraft has attempted two suborbital test flights, both of which resulted in the loss of its rocket and booster and spurred FAA mishap investigations.

Still, SpaceX far surpasses all other launch providers in terms of payload, the report said. If successful, its Starship human landing system (HLS)—which NASA will use to return humans to the moon through the Artemis program—would drastically reduce the cost of lunar payload delivery compared to the Apollo program, from $36 billion to $70 million per ton.

However, UP.Partners worries that the U.S. may fail to lead in the final frontier. Venture capital investment in space startups has risen almost 3,500 percent over the past decade. But most space special purpose acquisition companies (SPACs) have fared poorly. For almost all of them, stock price as a percentage of valuation has declined more than 50 percent.

The report also raised concerns around the Artemis program. NASA in December delayed the Artemis III moon mission from 2025 to 2026, in part due to the issues facing Starship. SpaceX CEO Elon Musk estimated each lunar landing will require eight Starship launches to perform cryogenic refilling in orbit. But the Government Accountability Office predicts it will be double.

Any delay to Artemis or other U.S. space initiatives could open the door for China. The Eastern superpower is quickly accelerating its commercial space program, with companies such as Space Pioneer and Deep Blue already landing reusable rockets. Blue Origin and Stoke Space are among the U.S. firms developing similar spacecraft.

A Moving World

The issues facing aviation are not insignificant, nor are they easy—or cheap—to solve. The industry will soon need to complement or supplement thousands of pilots, eliminate significant  quantities of carbon, and maintain aircraft performance and efficiency while doing it.

The good news is that pressure makes diamonds. While it may not be enough just yet, hundreds of startups are pouring billions of dollars into new airframes, fuels, and other technologies.

However, regulation will need to catch up with innovation. The FAA has finalized some early drone regulations, for example, but still needs to address flight beyond the pilot’s visual line of sight (BVLOS). AAM regulations, meanwhile, are still in a primitive state—only initial guidelines have been released.

For the U.S.—or any nation—to lead aviation into a greener, more efficient future, regulators will have just as large a role to play as the manufacturers themselves.

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Green regional air mobility provider Surf Air Mobility is joining forces with Electra.aero, the manufacturer of a nine-seat, hybrid-electric short takeoff and landing (eSTOL) design.

A bilateral agreement between the two firms announced Thursday seeks to bring Electra’s eSTOL to market by leveraging Surf Air’s on-demand air mobility platform and Aircraft-as-a-Service (ACaaS) leasing program for operators. Surf Air also secured preferred delivery positions for 90 Electra aircraft.

The manufacturer’s eSTOL design uses a distinctive blown-lift propulsion system. According to Electra, this allows the aircraft to take off at “neighborhood driving speeds,” reducing its runway requirement to just 150 feet.

The unique ability will open direct air travel beyond large airports to include small regional airfields and even advanced air mobility (AAM) infrastructure such as vertiports, the company said. The goal is to serve more regional transportation customers than private aviation does currently.

The eSTOL further stands out for its ability to recharge during flight, using a small turbogenerator running on hybrid-electric power to juice up its batteries. The use of hybrid-electric fuel also reduces emissions (by 30 percent) and noise (75 dBA at 300 feet, equivalent to a vacuum cleaner) below those of traditional airplane or rotorcraft, while improving range and payload, Electra said.

“Electra stands out as one of the early market leaders in regional air mobility [RAM], and we’re excited to bring them onto our platform,” said Stan Little, CEO of Surf Air. “Their innovations around hybrid-electric, short takeoff and landing aircraft—which can essentially take off and land on a football field-sized space—will unlock tremendous opportunities within the changing landscape of regional air mobility.”

Electra’s nine-seat design is the third green vehicle planned for Surf Air’s platform. It will join the company’s electrified Cessna 208B Grand Caravan—retrofit with its proprietary powertrain system—and Regent Craft’s electric seaglider.

Surf Air hopes to introduce “affordable, sustainable, and easily accessible” trips across its national flight network, which includes Southern Airways Express and Mokulele Airlines. Together with Electra, it will explore fleetwide data analytics services, create routes for the eSTOL within its network, provide real-time aircraft information, and develop predictive analytics systems. That last component, Electra said, is expected to reduce operating costs and streamline operations.

“As the country’s largest commuter airline, Surf Air is at the forefront of addressing the growing demand for cleaner, more affordable, and convenient travel options,” said John Langford, founder and CEO of Electra. “Electra is pleased to partner with Surf Air in spearheading the decarbonization of regional business aviation through the integration of our eSTOL aircraft into their fleet.”

Electra and Surf Air will further develop a leasing agreement, which would make the latter the preferred lessor and provider of Electra eSTOL aircraft to Surf Air customers. 

Surf Air already has a leasing program in place called Aircraft-as-a-Service, or ACaaS. But according to the company, regional Part 135 operators lack the access to aircraft funding options and software services that large commercial air carriers enjoy. ACaaS attempts to solve this problem by providing financing and software tools, lowering barriers to entry for smaller operators. 

Through ACaaS, smaller providers will soon get the opportunity to expand their regional transport networks with eSTOL aircraft.

“With billions of dollars being invested into the regional and advanced air mobility space, it’s becoming increasingly important for a solution that can on-ramp new technologies and get them into the hands of operators as quickly and safely as possible,” said Jamie Strecker, vice president of business development for Surf Air. “Through our air mobility platform and our ACaaS program, we believe we can accelerate Electra’s eSTOL aircraft time to market.”

Simultaneously, Surf Air continues to develop electrified powertrain technology for the Cessna Grand Caravan through an exclusive relationship with Textron Aviation. It has agreed to purchase as many as 170 Cessna models from the manufacturer.

The company intends to use its on-demand platform to bring the electrified Caravan to market on a global scale. It said the introduction of the hybrid-electric model will demonstrate what its technology could do for other manufacturers.

Surf Air also sells its proprietary electric powertrains to operators. Its most recent electrification deal came from Kenyan operators Safarilink and Yellow Wings last month.

Electra, meanwhile, last month surpassed 2,000 preorder sales for its flagship model following a massive deal with regional air carrier JSX, as well as a few smaller agreements. In November, the company completed what it said was the  “world’s first” flight of a hybrid eSTOL design, using its EL-2 Goldfinch demonstrator. The jaunt lasted 23 minutes, reached 3,200 feet in altitude, and covered approximately 30 miles.

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Embraer said it will join United Airlines Ventures’ Sustainable Flight Fund, an investment program aimed at increasing the supply of sustainable aviation fuel (SAF) through investment in related startup companies.

United launched the fund in February 2023, and it has since grown to include 22 corporate partners. The airline and its partners have committed more than $200 million to invest in companies working to decarbonize air travel. 

• READ MORE: Embraer Executive Jets Follows Up on Sustainability Targets

“Embraer is proud to join United Airlines Ventures’ Sustainable Flight Fund, which is aligned with our commitment to develop and support innovative solutions to address the growing need for a clean energy transition in aviation,” said Leonardo Garnica, head of corporate innovation at Embraer. “In a joint collaborative effort with our partners, we can accelerate large-scale SAF production as the aviation industry progresses toward the goal of net-zero emissions by 2050.”

• READ MORE: Embraer Unveils Plans for Hybrid Electric, Hydrogen Electric Aircraft

The use of renewable energy sources can cut greenhouse gas emissions by as much as 80 percent, Embraer said. Boosting the availability of SAF is among the company’s goals within its plan to reach carbon-neutral operations by 2040.

Embraer said the pursuit of sustainability remains a key part of its business strategy. The company has conducted flight tests using 100 percent neat SAF and is exploring new methods for accelerating development of zero-emission propulsion systems.

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Hello, and welcome to the Future of FLYING newsletter, our weekly look at the biggest stories in emerging aviation technology. From low-altitude drones to high-flying rockets at the edge of the atmosphere, we’ll take you on a tour of the modern flying world to help you make sense of it all.

Now for this week’s top story:

NFL Drone Incursions Prompt Super Bowl Flight Restrictions

What happened? A recent incident involving a rogue drone pilot at an NFL game has drawn the attention of the FAA, which announced a temporary flight restriction (TFR) within 2 nm of Allegiant Stadium in Las Vegas, the venue for Super Bowl LVIII between the Kansas City Chiefs and San Francisco 49ers on Sunday.

The incident: A Pennsylvania man faces felony federal charges and up to four years in prison for flying an unlicensed drone at the AFC championship game on January 28, pitting the Chiefs and Baltimore Ravens at M&T Bank Stadium in Baltimore. The pilot also did not possess a remote pilot certificate.

TFRs around stadiums are standard during NFL regular-season and playoff games since 9/11, typically restricting drones that fly at or below 3,000 feet agl within 3 nm of any venue that seats 30,000 or more. But stadiums are often ill-equipped to enforce the rules, and only the FBI and Department of Homeland Security have the authority to jam or bring the drones down.

Super Bowl Security: Given a rise in drone-related incursions, the FAA this week outlined the TFR in place around Allegiant Stadium and the surrounding area. Flights of all kinds will be heavily restricted on game day, with various other limitations in place throughout the week. The agency also released guidelines for GA pilots and other pilots.

Like traditional pilots, drone pilots who enter the TFR without permission could face criminal prosecution or fines in excess of $30,000, or their drone may be confiscated. The worries are not unfounded. During Super Bowl LIII between the New England Patriots and Los Angeles Rams in 2019, a drone nearly caused a midair collision with Air Force F-16s over Mercedes-Benz Stadium in Atlanta.

Quick quote: “Without a change in federal law, mass gatherings will remain at risk from malicious and unauthorized drone operations. For more than a year, we have been calling for passage of the bipartisan Safeguarding the Homeland from the Threats Posed by Unmanned Aircraft Systems Act, which would empower state and local law enforcement to safely mitigate drones…It’s time for Congress to act,” the NFL said in a statement to FLYING.

My take: The bill the NFL spokesperson is referring to, introduced in May, would extend FBI and DHS drone takedown authority to officials who can act more quickly, or who may even be on-site. The legislation has been endorsed by the NFL, MLB, NASCAR, and NCAA.

And given how common the issue has become, the bill may be necessary. Cathy Lanier, NFL chief of security, estimated there were some 2,500 drone-related incursions over stadiums during the league’s 2022 season—nearly double the 1,300 such incidents the season prior. None of these have resulted in injury. But a few drones have dropped items such as leaflets into crowds of spectators, raising alarm bells about what else they could carry.

Officials are also wary of rogue drones at airports. Occasionally, these have led to mass flight delays or cancellations, including at the two largest airports in the U.K. Increasingly, drones have been reported to smuggle contraband or weapons into prisons or across the U.S. southern border.

Deep dive: Could One Pilot’s Mistake Deter Rogue Drones at the Super Bowl?

In Other News…

Airbus Charts Path for Electric Air Taxi Rollout in Italy

What happened? The manufacturer of popular aircraft such as the A320 family also has its sights set on advanced air mobility (AAM). Airbus this week added two new partners to its collaboration with ITA Airways, the flag carrier of Italy, with an eye toward standing up an AAM ecosystem in the Mediterranean country, including electric aircraft, chargers, and vertiports.

Gli aerotaxi: That’s Italian for “the air taxis,” and Airbus’ electric vertical takeoff and landing (eVTOL) CityAirbus NextGen could fly in the country in the next few years. The manufacturer expects to obtain European Union Aviation Safety Agency (EASA) CS-23 certification for the air taxi in 2025, it has said previously.

On February 1, Airbus and ITA added vertiport operator UrbanV and green energy firm Enel—which will assist airfields with the transition to electric infrastructure—to the partnership. Without a vast network of electric aircraft chargers and vertiports, air taxis will have a difficult time scaling. The electric ground vehicle industry has addressed the issue by installing universally accessible systems nationwide.

Deep dive: Airbus Expands Partnership for Italy Air Taxi Rollout

Air Taxi Manufacturer EHang Reveals Low $330K Price Tag for Flagship Model

What happened? Chinese eVTOL manufacturer EHang—which in October obtained the world’s first type certificate for an air taxi, its flagship EH216-S—plans to sell the aircraft for just $330,000 in China. Though the price tag is only intended for the firm’s home country, EHang intends to expand nationwide as early as this year, and it could undercut competitors.

The air taxi landscape: Outside of Lilium and its $10 million Pioneer Edition Jet, few of EHang’s competitors have publicly stated price tags for their air taxi designs. But using available information and a bit of math, it’s possible to estimate where EHang stands.

United Airlines’ purchase of up to 200 Archer Aviation Midnight aircraft for $1 billion, for example, equates to $5 million per unit. Per a 2021 investor presentation, rival Joby Aviation estimated its S4 will cost about $1.5 million each to produce. And based on previously announced aircraft orders, Beta Technologies’ Alia sells for about $4 million. Other players are also looking in this range, which is in a different stratosphere from EHang’s $330,000 list price.

Deep Dive: EHang Reveals Low $330K Price Tag for Self-Flying Electric Air Taxi

And a Few More Headlines:

• Archer has begun building three type-conforming Midnight aircraft to use in for-credit FAA testing later this year.

• Space tourism business Virgin Galactic is grounded by the FAA after an alignment pin detached during its latest mission.

• Beta and Bristow Group demonstrated the former’s Alia conventional takeoff and landing (CTOL) aircraft.

• Hybrid-electric airplane manufacturer Heart Aerospace raised $107 million in a series B round.

• Drone racing has been confirmed as an event at The World Games 2025, the lesser-known sibling of the Olympic Games.

On the Horizon…

There’s more drone-related legislation making its way onto Capitol Hill.

The Drone Evaluation to Eliminate Cyber Threats Act of 2024 (DETECT Act), introduced Wednesday by Senators Mark Warner (D-Va.) and John Thune (R-S.C.), calls on the National Institute of Standards and Technology (NIST) within the Department of Commerce to create cybersecurity guidelines for government use of drones.

Among other things, DETECT would set cybersecurity guidelines for all U.S. government agencies, prohibiting them from acquiring drones that don’t fit the standards. It also directs the Office of Management and Budget to enforce the rules whenever they are codified. Warner and Thune previously introduced several bills taking aim at the perceived threat of drones manufactured in China.

The FAA too has its eye on drones. The regulator on Thursday released its final report from the Unmanned Aircraft Systems (UAS) Detection and Mitigating Systems Aviation Rulemaking Committee (ARC). That’s a mouthful, but essentially, the ARC’s recommendations could align stakeholders in regards to the way they monitor drones and take down rogue aircraft. The ARC comprises representatives from more than 50 groups in the crewed and uncrewed aviation communities, government entities, law enforcement, subject matter experts, and others.

While the final UAS Detecting and Mitigating Systems report was welcomed with open arms by groups such as the Association for Uncrewed Vehicle Systems International (AUVSI), the FAA still awaits reauthorization. This week, members of the House Transportation and Infrastructure committee called on new FAA Administrator Michael Whitaker to “pick up the slack,” arguing that portions of the House-approved bill could be implemented by the agency without congressional authority.

Mark Your Calendars

Each week, I’ll be running through a list of upcoming industry events. The 11th Annual eVTOL Symposium wrapped up Thursday in Silicon Valley, California, but here are a few conferences to keep an eye on:

• Drone Show Korea 2024—March 6-8 in Busan, South Korea
• World’s Unmanned Aerial Vehicle Conference—March 17-19 in Jerusalem
• AUVSI Xponential 2024—April 22-25 in San Diego 
• Vertical Flight Society’s Forum 80—May 7-9 in Montreal

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The post The FAA’s Plan to Stop Drones from Spoiling the Super Bowl appeared first on FLYING Magazine.

An electric aircraft has flown in the state of Louisiana for the first time, according to partners Beta Technologies and Bristow Group.

The manufacturer and vertical flight provider on Wednesday hosted more than 100 spectators for a demonstration of Beta’s electric Alia conventional takeoff and landing (CTOL) aircraft—which the company intends to launch commercially in 2025—in Houma, Louisiana, about 50 miles southwest of New Orleans. The companies claim the aircraft is the first of its kind to arrive in the state.

Beta also asserts that the Alia CTOL is the first electric aircraft to be flown by the U.S. Air Force, Army, FAA, and now Bristow pilots. Bristow placed a firm order for five vertical takeoff and landing (VTOL) Aria variants, with an option for 50 more, in August 2022. When Beta announced plans for the CTOL model, the operator placed an additional deposit-backed order for 50 conventional aircraft.

“We designed Alia with the goal of carrying out the most critical missions in a safer, cleaner, and more efficient manner,” said Kyle Clark, founder and CEO of Beta. “We’re excited to fly Alia into Bristow’s home base in Louisiana, marking the first time an electric aircraft has flown in the state and the next step of our partnership together as we look to execute real missions in the market.”

In addition, Bristow has placed orders for 50 electric short takeoff and landing (eSTOL) aircraft from Electra.aero, as many as 80 Volocopter VoloCity eVTOLs, and up to 100 Elroy Air Chaparral VTOL cargo drones.

Bristow primarily provides services to offshore energy companies and government entities, conducting missions such as personnel transport and search and rescue. Now, the company is looking to introduce electric, zero-emission aviation to its markets worldwide, complementing its catalog of vertical flight offerings with advanced air mobility (AAM) services.

The nearby Gulf of Mexico is one of the firm’s largest service regions, but it also has customers in 17 countries.

“Our vision is to be an innovator in flight solutions,” said Dave Stepanek, executive vice president and chief transformation officer at Bristow. “We believe aircraft like Beta’s Alia can expand our offerings and complement some of our current services. Our thinking is our current customers are natural AAM customers initially. We believe it will open up many new possibilities in the Gulf region.”

Among the more than 100 attendees at Beta and Bristow’s demonstration in Houma were local politicians, airport officials, customers, and subject matter experts. Spectators watched the CTOL make several passes over the airfield to exhibit its maneuverability.

“These new technologies have the potential to make certain missions more efficient, quieter, more accessible, and more sustainable,” said Chris Bradshaw, president and CEO of Bristow. “We view AAM as a natural extension of Bristow’s core competencies of safe and reliable vertical flight solutions, and we see multiple avenues for Bristow to participate in the emerging AAM value chain.”

Added Clark: “Bristow has built a strong reputation doing this across the globe, and continues to lean forward to what’s next. The team has been a crucial partner to Beta over the years, providing input and support every step of the way from design to mission application to aircraft handling feedback.”

The CTOL’s visit to Bristow—one of its first stops on the way back to Beta’s Burlington, Vermont, headquarters—follows the conclusion of Beta’s first electric aircraft deployment for the Air Force at Eglin Air Force Base’s Duke Field (KEGI) in Florida. There, the aircraft flew simulated missions including the first simulated casualty evacuation with an electric aircraft.

Beta said Alia, en route to Duke, became the first electric aircraft to fly in the flight restricted zone of Washington, D.C., stopping at nodes in Beta’s expanding electric charging network along the way. That network includes a charging station at Duke, which was the first electric aircraft charger to be installed at a Department of Defense site. According to the company, nearly 20 locations are now online, with a further 50 in development.

Beta’s charging network will support AAM operations nationwide when the time comes, opening up as many airfields as possible for Alia, as well as all electric aircraft and ground vehicles, the company says. The firm hopes to introduce the CTOL in 2025, followed by the VTOL variant in 2026.

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Beta Technologies said it formed a partnership with Montgomery Regional Airport (KMGM) to install a charging station for electric aircraft, the first such station in the state of Alabama. Electric utility Alabama Power also worked as a partner on the project.

The Beta-designed charger is capable of powering ground vehicles as well as aircraft. The equipment installed at KMGM includes a Level 3 fast charger located inside the airport fence, mainly for charging aircraft, and a Level 2 charger outside the fence for the public to charge electric vehicles.

• READ MORE: Beta Technologies Concludes First Electric Aircraft Deployment for Air Force

Beta has installed a number of charging stations at airports across the U.S. in a continuing effort to develop the electric aviation infrastructure in advance of the anticipated certification of its aircraft. So far, the company has established charging stations at 17 sites and has 55 more under development. 

“As we move closer to getting electric aircraft into operation, it is critical that we are building charging infrastructure where our customers need it,” said Blain Newton, Beta’s chief operations officer. “Montgomery marks the first charger in Alabama as we continue to deploy our chargers in key markets that will help accelerate connectivity among regional and rural communities.”

• READ MORE: Beta Technologies, Shoreline Aviation Partner with Massachusetts Agencies to Promote Electric Aviation

Montgomery Regional held a commissioning event on February 5, including representatives from the airport, Beta, Alabama Power, the Alabama Department of Transportation, and state government. Beta also flew its electric ALIA aircraft to the gathering to receive the first charge.

“The Montgomery Regional Airport is thrilled to welcome the dawn of a cleaner and more sustainable era in aviation with the installation of our new electric aircraft charger—a first for the state of Alabama,” said Wade A. Davis, MGM Executive Director. “With the commissioning of our state-of-the-art electric aircraft charger, we are not only energizing the spirit of innovation but also maintaining a commitment to be environmentally responsible.”

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The manufacturer of a 19-seat, all-electric seaplane has picked the location where it will build its flagship design.

Elfly, the developer of Noemi (short for no emissions), moved into new facilities last week at Sandefjord Airport, Torp (ENTO), about 70 miles south of Oslo, Norway. Torp is the largest privately-owned airport in the country, and Elfly will use the site to build its first full-scale Noemi prototype, as well as for testing and validation.

Elfly bills Noemi as a “modern-day amphibious aircraft,” powered by batteries and a pair of electric engines, with a large access door and windows. The design was inspired by predecessors such as the de Havilland Twin Otter and Grumman Mallard. It is expected to have a 124 sm (108 nm) range.

Elfly hopes to bring Noemi to market in 2029. It will begin with the complex landscape of Norway and its thousands of fjords and lakes before expanding worldwide. It’s unclear where the company will fly next, but its website depicts maps of New York City, Miami, Seattle, and major cities in Europe, the Middle East, East Asia, and Oceania.

Before that, the company intends to fly its full-scale Noemi prototype in 2026. That model will feature an unpressurized cabin powered by twin electric motors with up to 1 megawatt of combined output.

Ultimately, Noemi will offer commuting and sightseeing flights from city centers to islands or from harbors to airports, for example. Elfly is also developing models for cargo transport and medical evacuation. The company aims to save a total of 3 megatons of carbon emissions by 2050, aligning with Norway’s goal for domestic aviation to be emission-free by 2040.

The design is part of a research project funded by private investors and the Research Council of Norway, and Elfly is collaborating with the Norwegian government to develop it. The company will use an $8 million grant it recently obtained from Enova SF, a government enterprise that promotes environmentally friendly energy production and consumption.

“Torp Airport is an excellent new location for us to build and engineer while we retain our business unit in Bergen, [Norway],” said Elfly founder and CEO Eric Lithun. “It affords us plenty of space to grow for testing and also as we ramp up our team this year. Moreover, the airport’s dynamic management is very enthused by our plans to return seaplane travel to the fjords and lakes of Norway—and beyond, using electric power.”

The airport includes a full-scale NATO standard runway. It hosts national and international scheduled air services from Wideroe, Ryanair, Air Baltic, Norwegian, and Wizz Air, as well as various charter flights.

Elfly will take over a 1,160-square-meter office and workshop space within Torp’s 1,700-square-meter hangar, where it will build the first Noemi prototype. The company’s new neighbors include Norwegian Air Ambulance and its fleet of Airbus H135 and H145 helicopters, multiple flying schools and training centers, and Wilderoe’s Dash 8-Q400 maintenance facility.

Construction on the new facility is scheduled to begin this summer. In anticipation of the move, Elfly recently expanded its team to include 30 senior engineers, with new arrivals from Airbus, Pilatus Aircraft, HondaJet, Dornier Seawings, and Heart Aerospace.

“Torp is encouraging Elfly in its efforts to introduce zero-emission aircraft, as electric planes undoubtedly will contribute towards more sustainable and environmentally friendly aviation,” said Gisle Skansen, CEO of TORP Sandefjord Airport. “We look forward to following their progress very closely as a valued new tenant.”

Elfly is targeting certification for Noemi under the European Union Aviation Safety Agency’s (EASA) CS-23 normal aircraft category up to Level 4, which it says will allow the design to evolve into a 19-seat seaplane.

Initially, it will be offered in a business or executive cabin configuration for nine passengers plus luggage. The manufacturer will also offer a “VIP layout” with six seats and a “tourist pleasure” model for 13 passengers, minus baggage.

Elfly intends to operate 15 Noemi aircraft under its own Air Operator Certificate, which it recently announced it is targeting. In December, the firm signed a letter of intent with the Lofoten Islands region to develop a zero-emission regional aviation ecosystem in the archipelago. The islands are expected to be one of the company’s launch markets.

At EAA AirVenture in Oshkosh, Wisconsin, this past July, Elfly selected U.S. firm Electric Power Systems as the battery provider for Noemi. The company is now focused on confirming an engine provider.

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A manufacturer planning to build hundreds of hybrid-electric aircraft for United Airlines’ fleet just secured some major funding.

Heart Aerospace, maker of the 30-seat, hybrid-electric ES-30 regional airplane, this week raised $107 million in a series B round, bringing the company’s total funding raised to date to $145 million. The money will go toward type certification for the ES-30 under the European Aviation Safety Agency’s (EASA) CS-25 large aeroplanes category, expected in 2028.

Compared to conventionally fueled airplanes on short-haul routes, the design will lower emissions, noise pollution, and, most importantly, operating costs, Heart Aerospace claims.

“Billions of people around the world are looking to be connected to this amazing infrastructure over the next decade,” said Anders Forslund, co-founder and CEO of Heart Aerospace. “Meanwhile, the industry has committed to net-zero emissions by 2050. The only way forward is to decouple the tremendous growth in aviation from its emissions, and we believe ES-30 is the first stepping stone.”

In its fully electric, zero-emissions configuration, in which the batteries power four electric motors, the ES-30 has a range of about 124 sm (108 nm). But the aircraft can also be flown in reserve-hybrid configuration, using a pair of turbogenerators running on sustainable aviation fuel (SAF). This doubles the model’s range to 248 sm (215 nm). But it actually maxes out at about 497 sm (432 nm) with a slightly reduced load of 25 passengers.

Reserve-hybrid mode can also be used during cruise on longer flights, complementing the electrical power supplied by the batteries. As Heart’s battery technology matures, the ES-30’s range in all-electric mode is expected to increase, while battery maintenance and electricity costs go down.

At launch, the ES-30 will not produce emissions around airports or on routes up to 124 sm (108 nm). As battery technology improves, though, so too will zero-emissions range. Eventually, the company claims, it will cut emissions per seat in half compared to 50-seat turboprops on longer sectors, or by 90 percent if SAF is used.

In fact, Heart promises fuel costs, maintenance costs, and operating costs per seat comparable to a 50-seat turboprop, but with significant per-trip improvements. At the same time, the aircraft’s electric motors keep noise to a minimum during takeoff and landing.

“Moreover, because of the superior economics of electric aircraft over their fossil-fuel counterparts, the ES-30 will bring back service to communities that have lost connectivity and open many new markets,” said Forslund.

The ES-30 is the only clean-sheet, hybrid-electric airplane of its size possessing active type certification applications with the European Union Aviation Safety Agency (EASA). Heart expects to unveil a full-scale demonstrator this year. But first it will use this week’s cash injection to develop the aircraft’s hybrid-electric powertrain.

Sagitta Ventures, a Danish investor focused on early stage firms, is among the new investors in the series B, which included Bill Gates’ Breakthrough Energy Ventures, EQT Ventures, and Y Combinator. Customers and previous investors United Airlines Ventures and Air Canada also participated in the round, with the latter providing $5 million.

Further, Ted Persson, partner at EQT Ventures, will join Heart’s board of investors.

“As someone said, the Stone Age didn’t end because we ran out of stones, and the fossil fuel age won’t end because we [ran] out of fossil fuels,” said Persson. “Heart Aerospace is taking decarbonization to the skies, and we’re proud to be funding technology that will fundamentally change the aviation industry.”

Heart has approximately 250 firm orders for the ES-30 to go along with options and purchase rights for 120 aircraft, as well as letters of intent for 191 more. Thirty of those belong to Air Canada. The bulk, though, come from United and Mesa Airlines, a subsidiary which will help the airline introduce electric aircraft. A conditional agreement in 2021 calls for each to acquire 100 aircraft.

“United’s goal of net-zero emissions requires bold solutions, and that’s why we’ve invested in a broad portfolio of low-carbon technologies including hybrid-electric aircraft,” said Andrew Chang, managing director of United Airlines Ventures. “Once operational, we believe Heart’s ES-30 aircraft have the potential to reduce our carbon footprint, while serving regional markets across the country.”

Recently, Heart was also part of a massive order from JSX, the largest Part 135/Part 380 charter operator in the U.S. JSX committed to 50 firm ES-30 orders and 50 options, part of a spending spree for as many as 332 hybrid-electric models.

The manufacturer’s 2028 launch target mirrors the FAA’s timeline for initial advanced air mobility (AAM) air taxi services in the U.S. That year, several manufacturers are expected to fly their air taxis at the 2028 Olympic Games in Los Angeles, and operations are projected to reach scale in major cities. United is also working with air taxi manufacturer Archer Aviation, so Heart’s ES-30 won’t be the only electric aircraft in its fleet.

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The European Business Aviation Association (EBAA) and the General Aviation Manufacturers Association (GAMA) have agreed to work together to boost the use of sustainable aviation fuel (SAF) in the European business aviation market.

The groups said their joint initiative aims to encourage aircraft operators to use a stepped approach while incrementally increasing SAF use at a higher rate than mandated under existing regulations such as the ReFuelEU aviation initiative.

The plan outlines “ambitious yet achievable targets,” GAMA and EBAA said, starting with a goal of 5 percent SAF usage by 2025. Subsequent goals include increases in SAF use to 20 percent by 2030, 60 percent by 2040, 80 percent by 2045, and 100 percent SAF adoption by 2050. 

• READ MORE: GAMA Hosts Pre-Brief on Life After EPA’s Ruling on Leaded Aviation Fuel

In recognition of SAF’s limited availability in certain parts of the world, GAMA and EBAA are promoting a system of “book and claim” that would allow operators to purchase credits when the fuel is not available. Under this system, they could claim benefits of SAF when aircraft in other regions are using it.

“This initiative is a testament to our industry’s dedication to sustainability,” said EBAA secretary general Holger Krahmer. “We are not just meeting regulatory requirements. We are setting higher standards for ourselves and leading by example. It’s crucial that we support the development and distribution of SAF, and the ‘book [and] claim’ system is a crucial tool allowing for an accelerated uptake of sustainable fuels.”

The EBAA and GAMA said their initiative arrives as pressure increases for the aviation industry to reduce its carbon footprint. Establishing goals beyond the minimum regulatory requirements reflects the industry groups’ commitment to net-zero operations.

“With SAF playing a key role in decarbonizing business aviation, it is vital that we work with authorities and legislators to incentivize and strengthen efforts to develop, deploy, and increase overall usage of SAF,” said GAMA president and CEO Pete Bunce. “This initiative further demonstrates the industry’s commitment to achieving our sustainability goals.”

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The goal of net-zero carbon emissions in aviation by 2050 has been widely adopted by airlines, countries (including the U.S.), and global collectives such as the International Civil Aviation Organization (ICAO) and International Air Transport Association (IATA). But the industry won’t get there without action.

This week, European firms announced two collaborations intended to herald the transition from traditional jet fuel to alternative sources, such as hydrogen.

The first, between industry titan Airbus and four Scandinavian firms, aims to study the feasibility of hydrogen infrastructure at airports in Norway and Sweden. The companies claim the study—which covers two countries and more than 50 airports—is the first of its kind.

“Hydrogen stands out as a key enabler as we pioneer a sustainable aviation future,” said Guillaume Faury, CEO of Airbus. “Norway and Sweden are among the most demanding regions for aviation and have great potential for hydrogen production from renewable energy sources.”

Faury added that the company intends to deploy hydrogen ecosystems in “most suitable parts of the world.”

Separately, Cranfield Aerospace Solutions (CAeS), a U.K.-based hydrogen aircraft developer, signed a memorandum of understanding (MOU) with LoganAir, the U.K.’s largest regional airline, to fly hydrogen-electric aircraft between Scotland’s Orkney Islands by 2027. The partners believe the collaboration could deliver the world’s first commercial zero-emissions flights.

Airbus Forms a Hydrogen Herd

Airbus on Wednesday said it will work with Avinor and Swedavia, the flag carriers of Norway and Sweden, respectively, as well as Scandinavian Airlines (SAS), which serves the broader region. The companies will be joined by Vattenfall, a Swedish energy and power firm, which will support the partnership with electrical infrastructure and hydrogen production.

“We want to enable industry decarbonization,” said Anna Borg, president and CEO of Vattenfall. “Aviation is a hard-to-abate industry, where breaking away from fossil fuels is a huge challenge today. This cross-border collaboration however demonstrates the willingness to bring about change.”

According to Airport Carbon Accreditation, airport-controlled activities comprise around 2 to 3 percent of all aviation emissions. To reduce that figure, airports will need to move away from traditional aviation fuel and toward sustainable aviation fuel (SAF) and other renewable alternatives, such as hydrogen.

“If generated from renewable energy through electrolysis, hydrogen emits no CO2 [carbon dioxide] emissions, thereby enabling renewable energy to potentially power large aircraft over long distances but without the undesirable by-product of CO2 emissions,” Airbus claims on its website.

Airbus and its partners will study hydrogen aircraft concepts and operations, infrastructure, and refueling at airports to develop a hydrogen ecosystem in Norway and Sweden. The study will also identify which airports are candidates for early transformations and which regulatory frameworks will need to be in place.

“Hydrogen is expected to gradually become an increasing part of the aviation industry’s fuel mix in the future and will therefore have an increasing effect on the infrastructure and planning of our airports,” said Jonas Abrahamsson, president and CEO of Swedavia. “This partnership is a major and important step towards fossil-free aviation in the Nordic region.”

Airbus sees potential for hydrogen to be combusted into fuel to power modified gas turbines or converted to electric power via fuel cells. It could even be used to create synthetic fuels, or e-fuels, which are generated exclusively using renewable sources.

The manufacturer’s goal is to bring a low-carbon commercial aircraft to market by 2035. In 2020, it launched ZEROe: a program to develop aircraft, systems, and an ecosystem for hydrogen aviation. All four aircraft concepts being developed under ZEROe—a turbofan, turboprop, blended-wing body, and fully electric model—are hydrogen powered and designed for 100 to 200 passengers. 

Last week, Airbus tested ZEROe’s “iron pod” hydrogen power system, a key milestone in the program’s progress. And in December, the EcoPulse demonstrator, a joint project between Airbus, Daher, and Safran, made its first hybrid-electric flight.

To build out an ecosystem, Airbus in 2020 introduced “Hydrogen Hub at Airports,” a program that initiated research into infrastructure requirements for low-carbon airport operations. The initiative brings together key industry players and includes airports, airlines, and other partners in France, Germany, Italy, Japan, New Zealand, Norway, Singapore, South Korea, Sweden, and the U.K.

Electrifying the Islander

As Airbus and Co. collaborate on hydrogen infrastructure, CAeS and LoganAir are eyeing real-world flights.

LoganAir, which aims to be net-zero by 2040, hopes to fly the first operational hydrogen-electric Islander in the Orkney Islands by 2027, following certification in 2026. The Islander is one of the best-selling commercial airliners in Europe, used primarily for short-range commercial passenger service.

“The short-haul routes we operate in Orkney and the challenging weather conditions we face make the ideal test bed for hydrogen-electric aircraft, and we are incredibly proud that we could be offering the world’s first commercial zero-emissions flights,” said Peter Simpson, executive chairman of Loganair.

LoganAir is a longtime supporter of CAeS’ Project Fresson: an initiative, partially funded by the U.K. government, to develop hydrogen fuel cell propulsion systems for the more than 700 Islanders in operation, supported by Britten-Norman.

This week’s MOU, however, steps up the firms’ collaboration with additional operational requirements and design, standards and regulations, infrastructure development, and stakeholder engagement.

A proposed merger between CAeS and Britten-Norman, announced last year, would form a new company dedicated almost entirely to installing CAeS fuel cells on Islanders. But the firms have since put a pause on the deal.

“Collaborating closely with Loganair, we aim to harness our combined experience and expertise to address the operational and infrastructure considerations, ultimately ensuring the successful deployment of the hydrogen-electric Britten-Norman Islander across Loganair’s lifeline routes within the islands,” said Paul Hutton, CEO of Cranfield Aerospace.

Separately, CAeS is continuing to develop hydrogen fuel cells for a range of crewed and uncrewed aircraft, including cargo aircraft. In October, its fuel cell system order pipeline topped 1,300 with a letter of intent from cargo drone operator Dronamics.

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Members of the Airbus ZEROe team have successfully test run the hydrogen propulsion system designed for the company’s electric powered concept aircraft.

The power system, called the “iron pod,” includes a hydrogen fuel cell, electric motors, and range of control and cooling equipment. While Airbus had separately tested the fuel cell system at 1.2 megawatts in June and the powertrain at 1 megawatt in October, the recent test marked the first time that the full system operated at 1.2 megawatts.

• READ MORE: Airbus Highlights Efforts to Cut Greenhouse Gases

“It was a huge moment for us because the architecture and design principles of the system are the same as those that we will see in the final design,” said Mathias Andriamisaina, head of testing and demonstration on the ZEROe project. “The complete power channel was run at 1.2 megawatts, the power we aim to test on our A380 demonstrator.”

Airbus said testing the systems together and determining how they interact is how the team will decide how to proceed with the program.

• READ MORE: Airbus, GE Aviation, Safran to Develop Hydrogen Flight Test Demonstrator

“This process is how we learn what changes need to be made to make the technology flight-worthy,” said Hauke Peer-Lüedders, head of fuel cell propulsion system for ZEROe. “We measure how the propulsion system as a whole works by testing the power needed for several different flight phases, such as takeoff, where we are reaching maximum power levels, and cruising, when we use less power but over a longer period of time.”

The company said it will continue testing the latest version of the iron pod through the rest of this year before moving on to optimizing the system for flight, ground testing, and flight testing on the team’s Airbus A380, which is scheduled for 2026. The long-term goal is to fly a hydrogen-powered aircraft by 2035.

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Hello, and welcome to the Future of FLYING newsletter, our weekly look at the biggest stories in emerging aviation technology. From low-altitude drones to high-flying rockets at the edge of the atmosphere, we’ll take you on a tour of the modern flying world to help you make sense of it all.

Now for this week’s top story:

Clay Lacy Aviation to Bring Electric Air Taxis to FBOs

What happened? Clay Lacy, the famed aviator, is thought to have flown more hours on turbine aircraft than any pilot in history. But Clay Lacy Aviation, the company Lacy founded (and no longer has any association with the founder), is looking to fly electric vertical takeoff and landing (eVTOL) aircraft and other futuristic designs out of its FBO network in Southern California in partnership with Overair.

Old dog, new tricks: Clay Lacy Aviation is one of the oldest private jet charters and fleet operators in the Western U.S., with two full-service FBOs in Southern California and a third in the works on the East Coast. But the experienced provider is embracing the new generation of advanced air mobility (AAM) aircraft, such as Overair’s Butterfly eVTOL air taxi.

The partnership will center around the development of vertiports at Clay Lacy Aviation’s John Wayne Airport (KSNA) and Van Nuys Airport (KVNY) locations, as well as a concept of operations for Butterfly and other AAM aircraft that could fly in the region. Overair has similar agreements with Dallas/Fort Worth International Airport (KDFW) and the city of Arlington, Texas.

Air taxis for all: This week’s collaboration follows Clay Lacy Aviation’s agreement with Joby Aviation to install the latter’s global electric aviation charging system (GEACS) at John Wayne. Overair, however, has backed the combined charging system (CCS) standard widely used by electric ground vehicles and endorsed by the General Aviation Manufacturers Association (GAMA).

Both GEACS and CCS are designed to be universally accessible to electric aircraft—each could charge Overair’s Butterfly, for example. But Joby has clashed with some of its air taxi rivals, with each side asserting their framework as the industry standard. Clay Lacy Aviation, though, plans to build electric infrastructure at its FBOs that will support both charging system proposals.

Quick quote: “Clay Lacy Aviation is committed to installing the electrical infrastructure to support all makes and models of electric aircraft, both fixed wing and eVTOL, to encourage the adoption of electric flight. In planning our new FBO development at John Wayne Airport, we are speaking with multiple OEMs and our local utility provider to ensure that the electric infrastructure we build out can support both CCS and GEACS charging protocols,” Scott Cutshall, senior vice president of strategy and sustainability at Clay Lacy Aviation, told FLYING.

My take: Joby and CCS-supporting competitors, such as Archer Aviation and Beta Technologies, each argue their proposed framework will be the sole industry standard. They may be right about there being one winner—major OEMs and operators will probably design and plan for one standard rather than both. It’s just easier that way.

But what if they’re wrong, and both standards can coexist? Clay Lacy Aviation and Overair appear to believe in a multipolar world, with both GEACS and CCS infrastructure fitting into the ecosystem. Atlantic Aviation, another FBO network, recently partnered with Joby, Archer, and Beta to install both kinds of chargers at its sites. These moves may be contingency plans should one system supplant the other. But either way, FBOs are building infrastructure to support both.

For what it’s worth, both CCS and the North American charging system (NACS) developed by Tesla have been viable options in the electric ground vehicle space. But CCS is slowly losing out as Ford, General Motors, and other large automakers switch over to NACS.

Deep dive: Clay Lacy Aviation, Overair Partner to Bring Air Taxis to Southern California

In Other News…

Historic Astronaut Crew Begins Research at Space Station

What happened? The multinational crew of Axiom Mission 3—or Ax-3, the third private astronaut mission to the International Space Station chartered by Houston-based Axiom Space—arrived at the orbital lab and began conducting more than 30 experiments. The crew will research microgravity, space botany, and even methods of preventing cancer.

Astronauts around the world: A SpaceX Crew Dragon capsule carrying the crew of Ax-3—the first all-European commercial astronaut mission to the space station—docked Saturday morning. The crew, comprising Spanish, Turkish, Swedish, and Italian nationals, joined space station occupants from the U.S., Europe, and East Asia.

The combined crews will work together for two weeks studying a wide array of low-Earth orbit (LEO) activities. Astronauts are exploring how microgravity, for example, affects neurodegenerative diseases such as Alzheimer’s and are even using it to try to prevent and predict cancer. Other studies focus on plant growth, remote planetary exploration, and the effects of zero gravity on astronaut stress.

Deep dive: First All-European Commercial Astronaut Crew Begins Research at Space Station

North American Manufacturers to Ship $1.3B Worth of Electric Aircraft to India

What happened? JetSetGo, an Indian fleet operator and marketplace for private jet and helicopter charters, ordered up to 280 electric aircraft in three separate deals with a combined value of $1.3 billion. Each aircraft—Overair’s Butterfly, Horizon Aircraft’s Cavorite X7, and Electra.aero’s hybrid electric short takeoff and landing (eSTOL)—offers different advantages.

Mix and match: JetSetGo said the combination of the three aircraft will create an “optimal mix” to serve five use cases: airport transfers, regional connectivity, intercity commute, intracity shuttles, and urban air taxis. The agreements lock it into 150 firm orders: 50 from each manufacturer for a combined $780 million. But each includes options for more aircraft.

Overair’s Butterfly introduces two technologies never before seen in eVTOL aircraft, designed to reduce energy demand and enable smoother flights. Horizon’s X7 employs a unique “fan-in-wing” configuration and blends features of a conventional aircraft with an eVTOL. And Electra’s design can take off and land with just 150 feet of runway.

Deep Dive: India’s JetSetGo Orders $1.3B Worth of Electric Aircraft from 3 Manufacturers

And a Few More Headlines:

• Vertical Aerospace founder Stephen Fitzpatrick committed $50 million to keep the air taxi manufacturer liquid through mid-2025.

• NASA and Archer partnered to test electric air taxi battery systems for potential use in spaceflight.

• Electra topped 2,000 preorders for its nine-seat hybrid eSTOL following its agreement with JetSetGo.

• Walmart partner DroneUp became the latest drone delivery firm to earn new flight permissions from the FAA.

• An attempted first lunar landing by a private company ended before reaching the moon as Astrobotic’s Peregrine lander returned to Earth.

On the Horizon…

Chinese-made drones could be transmitting sensitive U.S. information back to China, at least according to the FBI and Cybersecurity and Infrastructure Security Agency (CISA). The agencies released a report emphasizing the Chinese government’s outsized control over domestic company data—and urging American firms to avoid buying drones from DJI and other Chinese manufacturers.

DJI, though not specifically named in the guidance, has already pushed back on the allegations and characterizations made by the U.S. government. The company, responsible for an estimated 7 in 10 consumer drone sales worldwide, has been the target of seemingly endless bans from U.S. lawmakers, who have decried its drones as “TikTok with wings.”

As the U.S. attempts to restrict drones, the U.K. is embracing air taxis. The country’s Civil Aviation Authority (CAA) launched a consultation for vertiport design proposals, with the aim of installing the eVTOL hubs at existing airfields nationwide. As in the U.S., the strategy is to leverage existing infrastructure for early operations of air taxis and other AAM aircraft.

Finally, European Commission officials this week said they intend to release a draft of the first comprehensive European space law by March. The finer details of the legislation are largely a mystery, though the expectation is it will address safety and sustainability concerns and harmonize space regulations across European Union member states.

Mark Your Calendars

Each week, I’ll be running through a list of upcoming industry events. Here are a few conferences to keep an eye on:

• 11th Annual eVTOL Symposium—February 6-8 in Silicon Valley, California
• Drone Show Korea 2024—March 6-8 in Busan, South Korea
• World’s Unmanned Aerial Vehicle Conference—March 17-19 in Jerusalem
• AUVSI Xponential 2024—April 22-25 in San Diego 
• Vertical Flight Society’s Forum 80—May 7-9 in Montreal

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