Australian vertiport developer Skyportz, which is building a network of sites across the country that could accommodate advanced air mobility (AAM) operations, is now looking to operate AAM aircraft itself.

The company over the weekend announced the establishment of Wilbur Air, a wholly owned subsidiary that will operate drones, air taxis, and other electric and hybrid aircraft across the future Skyportz network. 

Wilbur will have “priority access” to vertiport locations being developed across Australia. Several partners will provide aircraft to the new company to enable drone delivery, short- and long-distance passenger travel, and other AAM services.

“Wilbur Air will be establishing operational partnerships across Australia with existing small charter and helicopter companies interested in moving into advanced air mobility and flying under the Wilbur Air brand with priority access to our Skyportz vertiports,” said Clem Newton-Brown, founder and CEO of Skyportz and Wilbur Air.

American manufacturer Electra.aero is the first aircraft partner Wilbur Air has announced. The company and Skyportz signed a letter of intent (LOI) in 2021 for 100 Electra hybrid-electric short takeoff and landing (eSTOL) aircraft.

Even among electric aircraft, Electra’s eSTOL is unique in that it can take off or land in an area as small as a soccer field. According to the manufacturer, it is the first company to deploy blown lift technology using distributed electric propulsion. Blown lift redirects slipstream flows over the aircraft’s wings into large flaps and ailerons, reducing its runway requirement to just 150 feet.

Electra in January said it surpassed 2,000 orders for its flagship aircraft, including large purchase agreements with American operators Bristow Group and JSX and India’s JetSetGo.

“Our sustainable eSTOL aircraft is perfectly suited for Australia’s diverse geography, with its ability to access short airstrips in both urban and remote areas while offering exceptional operational efficiency,” said Marc Ausman, chief product officer of Electra.

Newton-Brown, meanwhile, pointed to the eSTOL’s long range—about 434 nm—as a factor that could open up potential use cases for Wilbur.

Additionally, the aircraft cruises at 175 knots and can carry nine passengers or up to 2,500 pounds of cargo. According to Electra, it has twice the payload, 10 times the range, and 70 percent lower operating costs than designs that take off vertically, such as electric vertical takeoff and landing (eVTOL) air taxis.

Another advantage is the eSTOL’s hybrid-electric configuration. Because it uses hybrid power to fuel up and recharge its batteries during flight, airports won’t need electric charging infrastructure to accommodate it.

Electra intends to begin eSTOL deliveries in 2028. The company envisions a wide range of use cases for the aircraft, including passenger transport, on-demand urban air mobility, defense, cargo logistics, executive transport, humanitarian aid, and disaster response.

According to Newton-Brown, Wilbur intends to announce more aircraft partners in the future, expanding its fleet with aircraft that “suit a range of uses that we intend to operate.”

Although Skyportz will give its subsidiary priority access to its network of vertiports, the company’s goal is to “break the nexus between aviation and airports” for other operators. Many AAM infrastructure developers are looking to install vertiports at airports or FBOs, but Newton-Brown believes the industry should reduce its reliance on those sites.

“We are working with governments, air regulators, and communities to establish the parameters for the introduction of vertiport infrastructure and short takeoff and landing runways,” said Newton-Brown. “If all the aircraft do is fly from airports and helipads, then there will be no revolution. We need to start developing vertiports in new locations now.”

Last week, the Australian Association for Uncrewed Systems, the country’s largest AAM industry advocacy group, released its Industry Vision for the integration of eVTOL, eSTOL, drones, and other emerging aircraft into the country’s ecosystem. Like the FAA’s Innovate28 blueprint or U.K. Civil Aviation Authority’s Future of Flight action plan, it seeks to position Australia at the forefront of the AAM industry.

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German manufacturer Lilium, which is developing what it says will be the first electric vertical takeoff and landing (eVTOL) jet for regional travel, is continuing to ramp up manufacturing.

Following the start of aircraft production in December, the company on Tuesday began building the aviation-grade battery packs that will power its flagship Lilium Jet: a seven-seat eVTOL designed for regional air mobility (RAM) services.

Each Jet will be fitted with 10 independent battery packs, intended to boost range. The packs are also redundant, allowing the aircraft to fly and land safely if one fails. According to Lilium, production follows extensive testing all the way down to the individual battery cell.

The first battery packs off the assembly line at the manufacturer’s purpose-built battery factory, just outside its headquarters in Munich, will be used to perform verification testing ahead of the Lilium Jet’s first piloted flight. That milestone is being targeted for late 2024.

“The start of production of the battery packs is a proud moment for Lilium,” said Yves Yemsi, chief operating officer of Lilium. “Battery technology is central to the goal of delivering sustainable regional air mobility, including overcoming the challenges of developing and industrializing a battery pack that will meet the stringent safety standards of aircraft certification.”

Lilium’s battery packs are composed of lithium-ion cells with silicon-dominant anodes. The company claims these enable greater energy, power, and fast-charging capabilities than graphite anode cells, which are much more common in batteries today. However, many automakers, including Porsche, Mercedes-Benz, and General Motors, are eyeing transitions to silicon anodes, which are believed to provide a higher energy density than graphite.

The packs are designed to meet European Union Aviation Safety Agency (EASA) safety standards around shock resistance, heat resistance, containment, and redundancy. According to Lilium, it has secured intellectual property rights for the technology.

The German manufacturer says its batteries are designed to support a higher power and energy density for regional—rather than urban—air mobility operations, with the implication being that they are more powerful than those of competitors focused on urban air mobility (UAM).

RAM and UAM are subsets of advanced air mobility (AAM). RAM seeks to connect cities within a region, while UAM focuses more on intracity operations. The Lilium Jet is expected to cruise at 162 knots on regional trips spanning 25 to 125 sm (22 to 109 nm).

Each Jet’s 10 battery packs will power electric jet engines produced by Honeywell and Japan’s Denso. Propulsion comes in the form of 36 electric ducted fans embedded in the aircraft’s fixed wings. The unique configuration sacrifices hover efficiency for improved cruise efficiency and lower noise.

Lilium began building its flagship aircraft in December with the delivery of seven fuselages to its manufacturing facility, ramping up production in February with the installation of a serial production line for the Jet’s propulsion systems.

These components and others will be assembled into seven aircraft, which the company intends to use for piloted flight testing and, later, for-credit evaluations with EASA. It hopes to achieve type certification in 2025 ahead of a planned commercial launch in 2026.

In February, Lilium designated Orlando International Airport (KMCO) as the hub for its U.S. operations in Florida.

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St Barth Executive, a French VIP air charter service based in the Caribbean, is scheduled to be the launch customer of Tecnam’s twin-engine P2012 STOL, the aircraft manufacturer announced. 

According to Tecnam, the short field capabilities of the 11-place aircraft make it the perfect platform for a unique environment such as the West Indies.

Designed as a commuter and cargo aircraft, the P2012 STOL will be used for scheduled service from Pointe-à-Pitre International Airport (TFFR) in Guadeloupe to Gustaf III Airport (TFFJ) in St. Barth. The aircraft will be the first to be operated under the Air Inter Iles brand by St Barth Executive, with three flights per day and up to six flights per day during the high season.

The flight is less than an hour and will allow travel between islands that were previously only accessible by boat.

• READ MORE: EASA Certifies Tecnam P2012 Traveller STOL Variant

“We are delighted that St Barth Executive has chosen the P2012 STOL,” Giovanni Pascale, Tecnam managing director, said in a statement. “It is the right aircraft for their operations. We are proud to see our aircraft landing at this iconic airport.” 

The P2012 STOL is a turbocharged, twin-engine high wing aircraft that can be flown single pilot. Designers say the cabin is ergonomic and has excellent leg room and underseat storage.

“We are thrilled to begin a new era for St Barth Executive with new scheduled services betweenGuadeloupe and St. Barth,” said Vincent Beauvarlet, president of St Barth Executive. “We have been waiting for more than 10 years for a type of aircraft capable of flying between our islands, with very specific runways.” 

The airline also operates a fleet of Pilatus PC-12 NG/NGX.

• READ MORE: Kenai Aviation Adds Tecnam P2012 to Alaskan Fleet

Beauvarlet noted that the runways are short and very technical, requiring both an appropriate STOL aircraft and a pilot with good short field skills. The capability of the P2012 STOL allows St Barth Executive to expand its operation.

“No business plan was realistic until the launch of the P2012 STOL for our islands and the passenger, cargo, and medevac activities we need to develop,” Beauvarlet said.

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The change from 100LL to UL94 unleaded fuel is not without some growing pains in the aviation fleet. 

Lycoming Engines has released the results of a study undertaken after receiving reports from the University of North Dakota (UND) about abnormal valve seat recession in the company’s powerplants that were using UL94.

Throughout the country, several GA fleets have been converted so that they can use unleaded fuel. One of those fleets belongs to UND, which made the switch in June. The UND fleet consists of Piper PA-28-181 Archers and PA-44-180 Seminoles.

Over the summer, the fleet of 120 aircraft logged some 46,000 flight hours. Routine maintenance discovered what was described as “abnormal exhaust valve recession,” and in October the university switched back to 100LL.

According to a media statement from Lycoming Engines, a root cause analysis of the issue was undertaken, including further testing of UL94.

• READ MORE: University of North Dakota Stops UL94 Use Following Valve Recession Concerns

“This analysis has determined that the engine components and airframe components conform to specification and are not believed to contribute to valve seat recession,” the statement read. “However, testing has also demonstrated that, under certain conditions, use of UL94 may impact valve seat recession. Analysis indicates that aromatic concentration tolerances for UL94 may contribute to valve seat recession in certain flight profiles.”

According to Lycoming, “aromatic limits are not directly specified by ASTM D7547, and elevated aromatic concentration may result in slower flame speed, radiant heat from particulates, and particulate abrasiveness to valve seats that may contribute to valve seat recession.”

What Is Valve Recession?

Exhaust valve recession occurs when the valve sits too low in the seat, according to Richard Scarbrough, an A&P mechanic and FLYING contributor. It results in valve discoloration—first red, green, then purple. It can also erode the guide. If the valve is not properly seated, there can be “blow-by” that can result in an uncommanded loss of engine power and compression and, in worst cases, valve failure.

“The aircraft were flown to POH procedures and the UL94 fuel was on spec,” UND chief instructor Jeremy Roesler told FLYING in a previous interview.

When routine maintenance detected abnormal exhaust valve recession, Roesler said the decision was made to revert back to 100LL while the issue was investigated.

“We have been running 100LL since then,” Roesler said. “To date we have replaced 126 cylinders. We flew 46,000 hours on UL94. We are submitting a technical paper on our experience and findings.”

Roeslser added that the university flies approximately 107,000 hours a year.

Lycoming is working with the FAA to evaluate the sensitivity of piston engines to aromatics in fuels.

“If indicated by this further analysis, we will work with industry to further define ASTM D7547 and provide appropriate guidance to operators regarding how leaning techniques can impact valve seat recession with high aromatic fuels,” the company said.

Lycoming Engines said it remains committed to the FAA’s Eliminate Aviation Gasoline Lead Emissions (EAGLE) initiative, a cross-functional industry effort to identify and deploy a high-octane unleaded replacement for 100LL for piston-engine aircraft by the end of 2030.

The FAA did not respond to FLYING’s request for comment.

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NASA Administrator Bill Nelson has shared the space agency’s “revised path forward” for the Mars Sample Return program, a proposed NASA-European Space Agency (ESA) mission to return Martian rock and soil samples to Earth. NASA’s Perseverance rover has been collecting rock and soil samples on the Red Planet since 2021.

The agency is asking “the NASA community,” including its Jet Propulsion Laboratory and other agency centers, to collaborate on “out-of-the-box” designs, using existing technology, that could return the samples.

NASA on Monday released its response to a September 2023 Independent Review Board (IRB) report analyzing Mars Sample Return and its costs. It estimated the mission’s budget at $8 billion to $11 billion, with the high end of that range being more than double previous estimates of $4.4 billion.

Under those constraints, Nelson said, the mission would not return samples until 2040, which he said is “unacceptable.”

“Mars Sample Return will be one of the most complex missions NASA has ever undertaken,” said Nelson. “The bottom line is, an $11 billion budget is too expensive, and a 2040 return date is too far away. Safely landing and collecting the samples, launching a rocket with the samples off another planet—which has never been done before—and safely transporting the samples more than 33 million miles back to Earth is no small task. We need to look outside the box to find a way ahead that is both affordable and returns samples in a reasonable timeframe.”

Nelson also pointed to Congress’ recent budget cuts as a contributing factor in the agency’s current challenges.

The agency’s response to the IRB report includes an “updated mission design with reduced complexity; improved resiliency; risk posture; [and] stronger accountability and coordination.”

It said it will solicit proposals from the industry that could return samples in the 2030s, with responses expected in the fall. These alternative mission designs, NASA said, would reduce cost, risk, and mission complexity. It is unclear exactly what kind of solution the agency is seeking. But it emphasized leveraging existing technologies that do not require large amounts of time and money to develop.

Without more funding, according to NASA, Mars Sample Return could dip into money allocated for projects at the Goddard Space Flight Center, Jet Propulsion Laboratory, and other centers. Projects such as Dragonfly, a mission to Saturn’s largest moon, Titan, could be discontinued, warned Nicola Fox, associate administrator of NASA’s Science Mission Directorate.

Plans for a Mars sample return mission have been proposed by the Jet Propulsion Laboratory since 2001. The samples are expected to help researchers understand the formation and evolution of the solar system and habitable worlds, including our own. They could be used to learn whether there was ancient life on Mars and aid in the search for life elsewhere in the universe.

NASA’s Perseverance rover landed on Mars in 2021 and has been collecting samples since. Originally, the plan was to return them to Earth in 2033 using a rocket, orbiter, and lander. However, the IRB report found that the orbiter and lander likely would not leave the Earth until that year.

A Sample Retrieval Lander would deploy a small rocket to collect samples from Perseverance, using an ESA-provided robotic arm. Sample recovery helicopters—based on the successful Ingenuity autonomous Mars helicopter and also capable of collecting samples—would serve as backup.

A Mars Ascent Vehicle, which would be the first rocket to launch off the Mars surface, would carry samples to the planet’s orbit, where they would be captured by an Earth Return Orbite—also designed by ESA—and brought back to Earth.

The initiative would be the first international, interplanetary mission to return samples from another planet and, according to NASA, would return “the most carefully selected and well-documented set of samples ever delivered from another planet.”

Earlier this year, the space agency marked the 20-year anniversary of its twin Spirit and Opportunity rovers’ arrival on the Martian surface, where they provided the first compelling evidence that the red planet once held water.

NASA’s Curiosity rover is currently surveying a region of the planet thought to have been carved by a river billions of years ago. Its explorations could lead to further discoveries about life on Mars.

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Drone delivery manufacturer RigiTech has announced a key update with implications for its aircraft in the U.S.

The company last week announced that the FAA confirmed its Eiger drone to be compliant with the regulator’s Remote ID rule, a key step toward expanding operations in the U.S. to go beyond the visual line of sight (BVLOS) of the operator.

RigiTech’s U.S. customers—which include medical drone delivery operator Spright, a subsidiary of helicopter operator Air Methods—could leverage the approval to commence BVLOS operations with a waiver from the FAA.

“Achieving this approval is a crucial milestone for RigiTech and the drone community at large, propelling us towards more complex and beneficial drone operations,” said David Rovira, co-founder and chief business officer of RigiTech. “We are committed to continuing our work with the FAA and other stakeholders to ensure a safe, secure, and innovative future for drone technology.”

BVLOS flights are considered some of the highest-risk operations in the drone delivery industry due to the lack of human oversight, since they take place where the operator cannot see them. In lieu of a final rule regulating BVLOS operations, the FAA approves them on a case-by-case basis using waivers.

However, many industry stakeholders are pushing for a more reliable system. Doing away with the human oversight requirement would expand—in some cases significantly—the area that drone delivery companies can serve, allowing them to attract more customers.

Remote ID is one of the ways the industry can reduce its reliance on human operators. It is essentially a digital license plate for drones, broadcasting live information such as a unique identification number, location, altitude, and velocity over a 2-3-mile radius. That information can be used by law enforcement, the FAA, or other federal agencies to monitor flights and ground unsafe drones.

The FAA’s Remote ID rule took full effect in March, requiring all agency-registered drones to be flown with broadcast capabilities installed either during or after manufacturing. 

Most manufacturers began producing remote ID-compliant drones in September 2022, according to the regulator. But a company can retrofit its aircraft to broadcast remote ID with technology such as a beacon. RigiTech says Eiger is compliant with the FAA’s standard remote ID requirements, meaning the drone is produced with broadcast capabilities already built in.

For a drone, Eiger is quite durable. The aircraft has a range of about 62 sm (54 nm) and payload of 6.6 pounds, capable of flying during daytime or nighttime and in winds as fast as 33 mph (28 knots). A temperature-controlled cargo hold allows it to carry medical and humanitarian payloads such as blood or vaccines.

Working behind the scenes is RigiTech’s RigiCloud software, which enables autonomous and remote Eiger flights—another key tenet of BVLOS operations. RigiCloud provides real-time flight tracking and creates preprogrammed routes in compliance with aviation regulatory authorities across Europe. The software even tracks drone maintenance and operator credentials to help customers avoid run-ins with regulators.

In July, RigiTech conducted successful tests of Eiger’s prototype precision dropping system, flying spare parts to Anholt Offshore Wind Farm 20 sm (17 nm) off the coast of Denmark. The system, an optional add-on to the drone, autonomously releases cargo from a few feet in the air when RigiCloud detects the drone has reached its destination. The tests were monitored remotely from the Danish capital of Copenhagen, 83 sm (72 nm) away.

In October, the State University of New York Upstate Medical University (SUNY Upstate) became the first U.S. company to conduct a domestic flight with Eiger. RigiTech has also received a handful of Eiger orders from Spright, beginning delivery of the first six systems in May.

According to the company, its systems have been approved for and flown BVLOS operations on five continents. Outside the U.S., it has laid the groundwork for initial service or begun flying in its home country of Switzerland, France, Greece, South Korea, and Uruguay. In February, RigiTech added Dutch drone operator Medical Drone Service as a customer to launch healthcare deliveries in the Netherlands.

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The company behind Northern Air Cargo has taken delivery of two widebody freighter aircraft this year and immediately placed them in storage because there isn’t enough business to operate them profitably despite the improved outlook for the global airfreight market, FreightWaves has learned.

The decision represents the latest case of an all-cargo airline throttling back on fleet expansion plans made during the COVID-19 crisis when a shortfall in shipping capacity sent rates through the roof and made freighters valuable assets.

Northern Air Cargo, which serves communities in Alaska from its base in Anchorage, lost $12 million in the 12 months ended September 30, according to data on airline performance metrics compiled by the U.S. Bureau of Transportation Statistics.

The idled cargo jets wear the brands of sister companies Aloha Air Cargo and Miami-based StratAir. Northern Air Cargo operates planes on behalf of both businesses.

The three companies are part of privately held Saltchuk Resources, a diversified freight transportation, logistics and energy distribution conglomerate based in Seattle. In 2021 and 2022, Saltchuk’s leasing subsidiary bought seven used Boeing 767-300 passenger jets and has been sending them to a Boeing partner site in Singapore to modify into main-deck freighters for the cargo airlines.

NAS Aircraft Leasing Co. (NALC) received two 767-300 converted freighters from Boeing in January and April and moved them to a storage facility until market conditions improve, Saltchuk Aviation spokeswoman April Spurlock said in an email.

Aircraft tracking site Flightradar24 shows the airplanes are being stored in the desert at Roswell Air Center in New Mexico.

“Throughout 2023 and 2024, the global air cargo market has experienced elevated costs and shifting market dynamics which has led to depressed pricing and cargo yields,” Spurlock said. “Due to this softening of the cargo market, Northern Air Cargo has taken steps to reduce its overhead costs and increase its revenues.”

The two new cargo jets will eventually replace aircraft the company will return in the near future when their lease ends. NALC currently leases three 767s from Air Transport Services Group (NASDAQ: ATSG), according to aviation analytics firm Cirium. A decision on when to place the new 767s into service will depend on several factors, including market conditions in the Caribbean and in Central and South America, where StratAir operates, she added.

StratAir is an airfreight logistics provider that charters airlift from NAC. It currently utilizes four 767 freighters operated by NAC.

Northern Air Cargo and Aloha Air Cargo operate a total of 16 aircraft: nine Boeing 737-300/400 Classics, a newer 737-800 and six 767-300 medium widebodies. All 767s are on NAC’s operating certificate and flown by NAC pilots. Saltchuk Aviation swaps aircraft among carriers as needed. One of the 767s flown by NAC for StratAir out of Miami to places such as San Juan, Puerto Rico, and Lima, Peru, for example, has an Aloha Air Cargo livery.

Aloha Air Cargo, which had a profit of $30 million in the fiscal year that ended September 30, operates interisland routes in Hawaii and to Seattle and Los Angeles. On a combined basis, Aloha and NAC posted $18 million in net income for fiscal 2023.

NALC has taken delivery of six converted freighters so far. It has not started work on the seventh Boeing conversion yet, and there is no firm date to do so, said Spurlock.

There are costs to keep an airline dormant, such as storage, regular maintenance to ensure electrical and hydraulic systems don’t deteriorate, and special maintenance service when a plane is reactivated. But industry professionals say it is cheaper to ground an aircraft than operate it if load factors are low.

NAC also laid off three administrative personnel as part of its effort to reduce costs, said Spurlock.

The airfreight market has been steadily recovering since a 16-month downturn hit bottom late last summer. During the first quarter, cargo volumes increased about 12 percent year over year, based on the average metric from various data providers. Industry analysts expect annual growth of about 3.5 percent over 2023 levels. But cargo growth varies by region, with major trade lanes out of Asia boosting the global average. North America, for example, had the weakest growth in February of any region, according to the International Air Transport Association. Also, Northern Air Cargo, Aloha Air Cargo, and StratAir play in specialized markets that are subject to their own unique dynamics.

Saltchuk Aviation and Northern Air Cargo aren’t alone in feeling the consequences of the freight recession in 2022-2023.

Miami-based Amerijet, which competes with StratAir, recently went through a restructuring with new ownership and returned six Boeing 757 converted freighters to lessors less than two years after acquiring them. FedEx Express is parking a portion of its fleet because of soft parcel demand. Canada’s Cargojet abandoned plans to acquire eight Boeing 777s and convert them for cargo. Air Canada backed out of a deal with Boeing for two 777 factory freighters. GlobalX, a startup charter operation in Miami, is concentrating fleet expansion on the passenger side of the business, rather than cargo. And Air Transport Services Group has sharply cut back on capital expenditures and postponed sending some aircraft to conversion sites.

Editor’s Note: This article first appeared on FreightWaves.

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During a Senate hearing on Tuesday, Air Force secretary Frank Kendall told U.S. lawmakers he will get in the cockpit of an artificial intelligence-controlled fighter jet.

Kendall said the flight is intended to allow him to observe the technology underlying the Air Force’s future fleet of Collaborative Combat Aircraft (CCA), which will pair crewed jets with fleets of tiny, buzzing, autonomous drones. A second pilot will join the Air Force secretary, but neither will actually fly the aircraft—a modified F-16—except in case of emergency.

The U.S. is investing plenty of money into the CCA. According to the Associated Press, the Air Force requested $559 million in its upcoming budget to support the program, out of a total budget request of $188.1 billion. The department’s 2025 fiscal year begins October 1. For the 2024 defense spending bill, the U.S. Department of Defense requested $1.8 billion worth of artificial intelligence investments.

“We have a cost problem with the aircraft that we’re buying now,” Kendall said in response to a question from Senator Susan Collins (R-Maine), vice chair of the Senate Appropriations Committee, during a hearing for the Air Force and Space Force fiscal year 2025 budget request. “Our fighters are very expensive. The F-35 and the F-15EX cost about $100 million each, NGAD (Next Generation Air Dominance) will cost over $300 million and will be bought in small numbers.

“The uncrewed Collaborative Combat Aircraft give us an opportunity to address the cost and the quantity issues with relatively inexpensive but very highly cost-effective platforms that we add to the fleet.”

The Air Force earlier this month welcomed three F-16s to Eglin Air Force Base (KVPS) in Florida, where they will be modified for autonomous testing. The modifications are part of the Viper Experimentation and Next-gen Operations Model-Autonomy Flying Testbed program, or VENOM-AFT, which supports CCA with funding for autonomous software testing on crewed and uncrewed aircraft.

VENOM-AFT testing will be performed by the Air Force’s 40th Flight Test Squadron and 85th Test and Evaluation Squadron. Personnel will monitor the autonomy system during flight and provide feedback.

Additionally, the Air Force Research Laboratory this month received a $4 million grant to build an AI and machine learning research center at Wright-Patterson Air Force Base (KFFO) in Ohio.

Kendall’s comments on Tuesday come amid the backdrop of China’s rising military might, particularly in the air.

Drones manufactured in China have been spotted on the battlefield in Eastern Europe and the Levant, where they have inflicted devastating attacks on troops, infrastructure, and civilians. Chinese manufacturer DJI is considered the largest seller of consumer drones. But many cheaply bought DJI products have been modified for use in combat, prompting wariness among U.S. lawmakers.

Kendall urged senators to modernize the department’s technology, warning that any further budget delays could give China a leg up. The budget for the current fiscal year was enacted in March, more than six months later than intended.

“Time matters, but so do resources,” Kendall said. “The United States is also now facing a competitor with national purchasing power that exceeds our own, a challenge we have never faced in modern times.”

Beyond the CCA, the DOD is also building up an army of “small, smart, cheap” drones through the Replicator initiative, announced by Defense Secretary Kathleen Hicks in August.

According to Hicks and other senior officials, the plan is to produce “multiple thousands” of systems that are attritable, meaning they could be lost or shot down with minimal impact to U.S. military capabilities. These drones would be ideal for high-risk operations in which the chance of a crash or takedown is likely.

Hicks said the objective is to “outmatch” China. But William LaPlante, undersecretary of defense for acquisition and sustainment, clarified that Replicator systems will be distinct from CCA aircraft. However, LaPlante added that Replicator drones could be “very complementary” to the CCA initiative.

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The U.S. Senate Commerce Committee will hold a hearing next week featuring a panel of experts who released a February report critical of Boeing’s safety culture.

Since the midair door plug blowout incident on January 5, Boeing’s reputation has taken a hit as the manufacturer has been plagued with whistleblower allegations, management shake-ups, and continual production delays.

Panel members Javier de Luis, an aeronautics expert at the Massachusetts Institute of Technology, Tracy Dillinger, a NASA expert on safety culture, and Najmedin Meshkati, a professor and expert on aviation safety, will testify during the April 17 hearing. The FAA convened the panel in early 2023 with the intention of Boeing to review its report, address the panel’s recommendations, and come up with an action plan within six months.

In addition to Wednesday’s hearing before the Senate Commerce Committee, the Senate Permanent Subcommittee on Investigations will hear testimony from whistleblower Sam Salehpour, a company engineer alleging that Boeing dismissed safety concerns related to its production of 787 and 777 jets.

Salehpour’s concerns made headlines after being featured in a New York Times article earlier this week where he accused the company of cutting corners in the assembly process.

According to USA Today, Boeing has dismissed Salehpour’s claims as “inaccurate,” emphasizing that they do not reflect the comprehensive efforts Boeing has undertaken to ensure the quality and long-term safety of its aircraft.

Boeing CEO David Calhoun was also invited to testify, but it is unclear if he will attend.

Editor’s Note: This article first appeared on AVweb.

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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.

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A Dutch aircraft manufacturer is racking up orders for its battery-electric regional air mobility (RAM) design.

Electron Aerospace, the maker of the 100 percent electric Electron 5, on Thursday announced an undisclosed but “significant” number of aircraft orders from business aviation provider Air2E and private air taxi operator Hopscotch Air. The companies signed a memorandum of understanding (MOU) committing to explicit payment schedules.

Air2E operates primarily in Germany, not far from Electron’s headquarters in the Netherlands. Hopscotch is licensed to fly in the U.S. and Canada. According to Electron, the fresh orders bring the company’s sales pipeline to an estimated $213 million.

“Securing orders from two pioneers in the regional air mobility sector like Air2E and Hopscotch Air affirms the market fit of our Electron 5 aircraft,” said Marc-Henry de Jong, co-founder and chief commercial officer of Electron.

Electron’s flagship aircraft is the zero-emission Electron 5, designed for one pilot, four passengers, and their luggage. The firm anticipates first deliveries in 2028 following certification with the European Union Aviation Safety Agency (EASA) in 2027. Beyond passenger and cargo transport, Electron says the aircraft could be used for pilot training and medical evacuation.

Compared to traditional internal combustion engine (ICE) aircraft, Electron 5’s twin-engine, battery-electric-drive system can slash operating costs by more than half, the company says. The propulsion system also limits noise to around 55 dB, quieter than a vacuum cleaner.

“The reduced operating costs of the Electron 5 will allow us to significantly broaden our customer base, providing more affordable and accessible air travel alternatives,” said Andrew Schmertz, CEO of Hopscotch.

Electron says its aircraft is optimized for “short intra-European hops.” With current battery technology, it has a maximum range of about 466 sm (405 nm) and top speed of 188 knots at 10,000 feet, making it ideal for regional flights, such as between New York City and Washington, D.C.

According to the company, aircraft with the same mission profile in the U.S. and EU typically have a range less than 311 sm (270 nm), more in line with Electron 5’s operating range of 310 sm.

An updated Electron 5 design, revealed in March, deploys some biomimicry and is inspired by the albatross, which is considered to be one of the most efficient flying animals on earth.

“Taking inspiration from the albatross, our Electron 5 features an aerodynamically efficient body, robust wings, and windows that mimic the bird’s vigilant eyes,” said Alexander Klatt, head of design at Electron.

One newly added feature is an easily accessible cargo door, which the company says is “unheard of” for an aircraft of Electron 5’s size. The cargo door allows the aircraft to accommodate up to four passengers or 1,100 pounds of cargo. In addition, the manufacturer claims Electron 5 has the largest windows in its class. These wrap around the aircraft to provide 180-degree views for the pilot and passengers.

Electron has stated Europe will serve as its primary market. So far, the firm has an agreement with the Netherlands’ Twente Airport (EHTW) to launch zero-emission flights in 2027. It claims it will be able to fly passengers from Twente to London, Paris, or Berlin within two hours.

Electron also has a strategic partnership with South Korea’s Mint Air, which placed an order for ten Electron 5 models and intends to become an operator and official reseller in the country.

With Hopscotch now getting in on the action, it appears North America will serve as another future market.

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The FAA has notified California’s Santa Clara County it is investigating noncompliance issues at Reid-Hillview Airport (KRHV) and San Martin Airport with an eye to getting their safety issues fixed.

In an April 8 letter, the agency detailed a long list of areas it would be looking at on the fields, including signage and runway markings, areas of pavement undermined by ground squirrels, and weed issues on the edge of various paved areas.

The agency said it has been discussing the issues for years with the county but hasn’t seen much action. Reid-Hillview especially has been under neighbor pressure for years, and the county has said it wants to close the facility and build affordable housing on the site. The county has also banned the sale of leaded fuel at the airport to prevent exposure to neighboring residents.

• READ MORE: FAA Investigates Alleged Safety and Grant Violations at Reid-Hillview Airport

Reid-Hillview is a relatively busy regional airport with about 350 based aircraft and more than 500 movements a day on average, so the FAA said it needs to be properly maintained. It’s aksi a federally obligated airport in that it has received a total of $11.6 million from the government for various projects over the years, the most recent being a $46,692 grant for taxiway work in 2011. San Martin, which is much less busy, got $600,000 in 2021.

Taking the money requires the county “to maintain and operate its airport facilities safely and efficiently and in accordance with specified conditions,” the agency said. 

Editor’s Note: This article first appeared on AVweb.

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The U.S. and Japan on Wednesday signed a quid-pro-quo agreement to give both countries’ space exploration initiatives a boost.

NASA and the Japan Aerospace Exploration Agency (JAXA) have agreed to facilitate missions to the moon using a crewed lunar rover designed, built, and operated by Japan. The enclosed and pressurized rover is designed to serve as a mobile habitat and laboratory for human personnel.

In exchange, NASA will set aside space for two JAXA astronauts on future moon landing missions under its Artemis program. Artemis is essentially the successor to the Apollo program, with the aim of initiating a new generation of lunar exploration.

NASA expects the rover, which will give crews more time to work on the lunar surface, to land on the moon during the Artemis VII mission, which is tentatively scheduled for 2030 or 2031. The agency anticipates it will have a 10-year lifespan and be used on subsequent Artemis missions. Japan will design, develop, and operate the rover, while NASA will provide launch and delivery to the moon.

“America no longer will walk on the Moon alone,” said NASA Administrator Bill Nelson. “With this new rover, we will uncover groundbreaking discoveries on the lunar surface that will benefit humanity and inspire the Artemis generation.”

Nelson and Masahito Moriyama, Japan’s minister of education, culture, sports, science and technology, signed the agreement Tuesday at NASA Headquarters in Washington, D.C.

The following day, President Joe Biden and Japanese Prime Minister Fumio Kishida announced “a shared goal for a Japanese national to be the first non-American astronaut to land on the moon on a future Artemis mission, assuming important benchmarks are achieved.”

A crewed, pressurized rover called the Lunar Cruiser has been under development by JAXA and Toyota since 2020. The vehicle uses hydrogen fuel cell technology found in the automaker’s electric vehicles. It could transport astronauts across the lunar surface for up to 30 days and cruise for up to 6,200 miles, providing ample time to perform research and conduct experiments. The partners are further developing systems to automate most of the driving and navigation.

The Lunar Cruiser’s tires are made from metal, and an onboard fuel cell uses solar energy and stored water to produce hydrogen and oxygen, generating electricity. The rover can also convert electricity stored in its battery pack back into hydrogen and oxygen.

According to NASA, two astronauts will use the vehicle to traverse the moon’s south pole during Artemis VII. Toyota expects it to be ready for launch by 2029.

“The pressurized rover will be a powerful contribution to the overall Artemis architecture as Japan and the U.S. go hand in hand with international and industry partners to the lunar surface and beyond,” said JAXA president Hiroshi Yamakawa.

The lunar rover arrangement falls under a framework agreement signed between the U.S. and Japan in 2023, which signifies the countries’ “mutual interest in peaceful exploration.”

The agreement covers a wide range of activities from science to exploration and will include Japanese participation in NASA’s Dragonfly mission, which will study Saturn’s largest moon, called Titan, using a dual-quadcopter lander. JAXA will also contribute to the development of NASA’s Nancy Grace Roman Space Telescope. In return, NASA will help develop JAXA’s SOLAR-C sun-observing satellite.

The U.S. space agency will allocate crew space for a JAXA astronaut on a future Artemis mission to deploy Gateway, a lunar orbital space station. An agreement between the two calls for Japan to supply the space station’s environmental control and life support systems and cargo transportation.

Artemis I—an uncrewed lunar flight test of NASA’s Space Launch System and Orion capsule—splashed down in December 2022 after a 25-day, 1.4 million-mile jaunt around the moon and back. However, issues unearthed during the flight have delayed Artemis II, a crewed lunar flyby, and Artemis III, intended to be the first crewed lunar landing in half a century, to September 2025 and 2026, respectively.

Artemis III astronauts would become the first humans to visit the moon’s south pole, where they will collect lunar samples, images, and other data. NASA describes the mission as “one of the most complex undertakings of engineering and human ingenuity in the history of deep space exploration.”

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The popularity of Tecnam aircraft at the training level continues to grow as evidenced by the increase in its designs being delivered to flight schools around the world.

During a press conference at the Sun ‘n Fun Aerospace Expo (SNF) on Thursday in Lakeland, Florida, the Italian aircraft manufacturer announced HCH Aviation, a Part 141 school based in Nacogdoches, Texas, is transitioning to an all-Tecnam fleet.

According to Tecnam, the school, which is operated in partnership with Stephen F. Austin State University, uses twin-engine P2006Ts for multiengine training. HCH Aviation has ordered 15 of the single-engine Tecnam P-Mentors to augment its fleet. At the present time the school has 75 students—a number expected to double within the coming year.

• READ MORE: Oregon Flight School to Buy 10 Piper Aircraft

“Tecnam has been a wonderful partner in assisting our team in our aircraft needs,” said Kristen Conklin, HCH Aviation president. “Having a standardized fleet using Tecnam makes complete sense for our team from both a business and training perspective.”

Tecnam Aircraft to Brazil

Tecnam and EJ Escola Aeronautica Civil have announced a letter of intention for the Brazilian flight school to add 30 Tecnam P92 MkIIs to its fleet. The school is particularly intrigued by the aircraft’s state-of-the-art glass cockpit designs.

EJ Escola Aeronautica, based in São Paulo, has been training pilots since 1999. It boasts more than 60 aircraft in the fleet, which are spread out in three locations.

Tecnam noted the P92’s short-field performance, excellent climb and efficiency are now combined with the MkII’s composite fuselage for improved cruise performance. The cabin volume has also been increased to allow for wider seats, additional forward and aft adjustment, and improved ergonomics.

The aircraft are equipped with advanced Garmin G3X touch avionics and available with synthetic vision and ground proximity warning, providing additional navigation and situational awareness.

“Tecnam is our choice to take EJ into the new era of modern flying, where fuel efficiency, sustainability, digital technology, and good flight characteristics are a must,” said Josué de Andrade, director and co-founder of EJ Escola Aeronautica Civil.

Said Walter Da Costa, Tecnam’s chief sales officer: “We are very pleased that the most important flight school in Brazil has chosen Tecnam to replace and upgrade its fleet. Today’s students are very demanding and deserve brand new aircraft with the latest technology.”

Throughout the industry there has been an initiative to reduce carbon emissions in aviation, both at the airline level and at flight schools. One of the selling points for the Tecnam designs is its relatively green operation.

According to the company, flight schools operating Tecnam’s single- and twin- engine fleets can save as much as 10 tons of carbon dioxide emissions for every single student graduated with a commercial pilot certificate, which represents a 60 percent reduction compared to fleets using 100LL fuel in 155 flight hours.

Kenai Aviation Adds Tecnam to Fleet

Flight schools are not the only entities relying on Tecnam for fleet operations. During a press conference at SNF, Tecnam and Kenai Aviation announced the Alaska-based operator has added a third Tecnam P2012 Traveller to its fleet.

The first P2012 Traveller entered into service with Kenai Aviation in 2022, coming immediately after the delivery ceremony at the Sun ‘n Fun. The second P2012 was delivered a year later. 

The twin-engine aircraft have been used to transport passengers and freight, and according to Kenai Aviation officials, the Traveller is the “aircraft of choice” for the short haul operations in the Anchorage area.

• READ MORE: Tecnam Delivers P2012 To Kenai Aviation at Sun ‘n Fun

The Traveller is a turbocharged twin-engine high-wing aircraft that can be used for freight or to transport nine passengers with one or two pilots. The aircraft is equipped with TKS deicing capabilities, which is a must in Alaska’s challenging and dynamic weather environment.

“Our third P2012 is the proof we have found the aircraft that is perfectly suited for our commuter markets in the state of Alaska,” Joel Caldwell, Kenai Aviation CEO and owner, said in a statement. “The P2012, designed specifically to meet the needs of our scheduled commuter markets in south central Alaska, has exceeded our expectations.”

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General Aviation Modifications Inc.’s (GAMI) George Braly announced in a seminar Wednesday at the Sun ’n Fun Aerospace Expo in Lakeland, Florida, that Vitol, a commodities trading company, has brewed 1 million gallons of GAMI’s G100UL, 100-octane unleaded aviation fuel, stored in a tank at its Baton Rouge plant.

More importantly, according to Braly, after testing the fuel received a certificate of authenticity (COA), which then makes it “commercially available.”

• READ MORE: Long-Term Unleaded Fuel Test Begins in AOPA Baron

With the announcement, Braly and GAMI hope to counter critics that say while the fuel has received FAA approval for use under the STC process, it’s not commercially available. The term is important because of a consent decree taken in California that could force the changeover to an unleaded fuel when an alternative to 100LL becomes commercially available.

• READ MORE: G100UL Unleaded Avgas Flight Trial

Editor’s Note: This article first appeared on Kitplanes.

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Daher says it is struggling daily with supply chain issues that have slowed production.

At a news conference at Sun ‘n Fun Aerospace Expo 2024, Nicolas Chabbert, senior vice president of Daher’s Aircraft Division said the strained production has resulted in two-year backlogs for both the Kodiak and TBM lines of high-performance turboprops.

“We would like it to be about a year,” he said. He said sourcing and acquiring the correct parts is a daily challenge for the company, but it is improving and the company has been steadily producing aircraft. It delivered 56 TBMs and 18 Kodiaks last year and is targeting delivering at least 60 TBMs and 25 Kodiaks in 2024.

• READ MORE: Daher Delivers 74 Aircraft During 2023, Reports Orders for 100 More

Meanwhile, the company has added some safety enhancements to its flagship TBM 960 by adding systems to detect unresponsive pilots. If the pilot doesn’t interact with the aircraft or controls in some way in a 30-minute span a voice annunciation sounds. It will try twice more to rouse the pilot before activating the autoland system.

It also added lights to indicate if the yaw damper has been activated, a “check gear” light and a “propeller abort” if the propeller isn’t correctly configured for takeoff. It’s also added 3D SafeTaxi and runway occupancy alert. A nosegear-mounted taxiing light has also been added.

Editor’s Note: This article first appeared on AVweb.

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Textron has shown off its refreshed T182 turbocharged model.

In a news release from Sun ‘n Fun Aerospace Expo 2024, the company said the T182—like the 172, 206 and T206— has received interior facelifts and the first deliveries of the aircraft have occurred. Production of the T182 was paused in 2013 and Textron announced its revival in 2022.

“Textron Aviation’s investment in the Cessna piston aircraft lineup demonstrates the company’s continued enthusiasm and support for pilots worldwide, whether they are pursuing training ambitions or planning their next adventure,” the company said.

• READ MORE: Cessna Turbo Skylane

The upgrades announced include new seats, power headset jacks at every seat, A and C USB charging ports at every seat, along with side and cell phone pockets throughout the aircraft. There is also integrated overhead air conditioning on aircraft with that option and a new center armrest available on certain models.

Editor’s Note: This article first appeared on AVweb.

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Tickets are now available for the first Reno Air Show on October 4-6 at Reno-Stead Airport (KRTS) in Nevada. 

According to the Reno Air Racing Association (RARA), the event will feature performances of both U.S. Navy Blue Angels and the Canadian Forces Snowbirds, along with the U.S. Air Force F-16 Viper Demo Team. A list of other planned performances may be found here. 

• READ MORE: Taking in the Reno Air Races’ Final Lap

The event, which is sponsored by the RARA, will begin with an airshow Friday night (October 4), and there will be many static displays of both civilian and military aircraft, and a STEM discovery zone.

“This year’s airshow celebrates our aviation heritage and the boundless potential for the future ahead,” said Fred Telling, RARA CEO and chairman. “We are honored to have made Reno the home of air racing over the last six decades. While we look forward to our organization’s future in air racing. This year, we welcome fans to enjoy an airshow that draws from experiences at the National Championship Air Races to create a one-of-a-kind event.”

• READ MORE: Early Analysis of Fatal Reno Accident Offers Lessons

This year marks the first time in the annual Reno aviation event’s history that air racing will not be featured. In September, the last Reno Air Race took place at KRTS, as community leaders had determined that encroachment by homes and other non-race entities were creating too much of a risk. The last races of that event were canceled after two pilots died in a midair collision.

RARA is reviewing proposals from six cities interested in hosting the National Championship Air Races next year. The organization expects to announce the new location later this spring.

• READ MORE: Three Locations Vie for National Championship Air Races

“We are so thankful for our fans and community that have supported us over the decades,” said Tony Logoteta, RARA chief operating officer. “And we are excited to produce our 60th aviation event in Reno. We will miss racing this year but have been blessed with an incredible performer lineup and are hard at work to ensure the Reno Air Show provides a unique and exhilarating experience that also celebrates our history.”

More information about the 2024 event and ticket sales may be found here.

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Redbird Flight Simulations and the Recreational Aviation Foundation (RAF) have launched a new initiative that will foster the creation of training materials supporting recreational flying, including backcountry trips.

“The pilot shortage has caused many flight training providers to focus their operations primarily on recruiting and training professional pilot candidates,” said Charlie Gregoire, Redbird’s president and chief operations officer. “Consequently, pilots interested in pursuing recreational flying opportunities are left with little support beyond the typical $100 hamburger run. This new initiative with the RAF will broaden exposure to the many flying activities outside of training for a new certificate or rating, and arm pilots with information for how to approach them safely.”

• READ MORE: Recreational Aviation Foundation Remains the Sum of Its Hearts

Since 2006 Redbird has been building basic aviation training devices (BATDs) and advanced aviation training devices (AATDs) to supplement the educational process. The AATDs are used around the world by pilots, flight schools, colleges and universities, and K-12 programs.

The RAF was founded by a group of Montana pilots who realized that the threat of recreational airstrip closures was of national concern. The group is dedicated to preserving existing airstrips and creating new public-use recreational airstrips throughout the U.S.

The two entities are creating a catalog of resources covering topics such as practical flying skills and habits, planning and preparation, basic survival and first aid, and gear recommendations and usage.

Among the topics to be presented are: 

• What to pack and avoid packing for recreational flying adventures
• How to evaluate a potential landing zone
• How to read the wind without ATIS (or even a windsock)
• When to land (or not land) with a tailwind
• Nonstandard traffic patterns
• Basic first aid and triage
• Leave-no-trace and good-neighbor flying

How It Will Work

Over the next 18 months, Redbird will be releasing the material in written and video formats at no cost to pilots or training providers. In addition the organizations are collaborating on the creation of training scenarios for Redbird’s subscription-based personalized proficiency training app, Redbird Pro.

• READ MORE: We Fly: The RAF at 20 Years into Moose Creek

“This partnership with Redbird is exciting and yet one more piece in the aviation puzzle,” said John McKenna, RAF chairman. “We hope this excites a few more folks about aviation and perhaps the joy of recreational flying.”

For those lucky enough to be at this week’s Sun ‘n Fun Aerospace Expo in Lakeland, Florida, Redbird has a special edition of its MX2 aviation training device with a custom RAF livery on display to raise awareness of the initiative. The organizations are showcasing it in the Redbird booth (NE-51, NE-52).

In July, the device will be on display at EAA AirVenture in Oshkosh, Wisconsin. Pilots and prospective pilots are welcome to demo the device and try their hand at a series of recreational flying scenarios.

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Autonomous flight systems provider Merlin Labs is stepping up its quest for a supplemental type certificate (STC).

The company on Wednesday announced it completed the build of its Certification System Bench, a flight test simulator designed to speed its path to an STC. The simulator contains the company’s certifiable software and hardware components and is located at its Boston headquarters.

An STC is issued by a regulator when a company intends to modify an aerospace product from its initial, type-certified design. The approval authorizes the modification and how it will affect the original product.

In the case of Merlin, the company is seeking an STC from New Zealand’s Civil Aviation Authority (CAA) for Merlin Pilot, its platform-agnostic, takeoff-to-touchdown autonomy system for fixed-wing aircraft. Pilot uses an array of sensors to understand the state of the aircraft and its surroundings. The firm is working toward concurrent validation with the FAA through a Bilateral Aviation Safety Agreement between it and the CAA.

However, Merlin’s goal, at least in the short term, is not to remove the pilot from the cockpit entirely. Rather, it intends to supplement pilot workloads to combat the ongoing pilot shortage.

“In many ways, the Certification System Bench acts as a testing ‘funnel,’” said Sherif Ali, chief engineer for Merlin Pilot. “It allows us to test hundreds of cases with speed and ease, selecting edge cases to take to in-flight testing. As a result, we’re able to reduce the use of our test aircraft and keep it for limited cases only.”

The Certification System Bench will allow Merlin to test its automation systems from its headquarters, with no limitations due to factors such as weather, maintenance schedules, or pilot availability. The company says it provides a one-to-one replica of its in-flight technology, with three screens representing the pilot deck, instrument panels, and primary flight display.

The technology is equipped with the same software and hardware components found within the Pilot system. Further, cameras installed on the Bench allow Merlin’s global team to access it and perform testing remotely.

“With pilots on the Certification System Bench, we are able to learn multitudes about human factors while gaining accreditation towards our STC,” said Ali. “No other company in the sector has put more resources towards this type of testing simulator.”

According to Merlin, the Certification System Bench represents a “significant investment” for the firm—costing millions of dollars more than its actual aircraft—but one that will be worthwhile.

The company says ground tests on the Certification System Bench are accredited by aviation regulators, allowing those evaluations to contribute toward STC approval. Further, the technology should allow testing to become more routine. Technicians won’t need to worry about heavy rain or malfunctioning aircraft parts.

“Ensuring the Merlin Pilot is robust, safe, and reliable is our top priority, which underscores this [Certification] System Bench build as a huge milestone in Merlin’s certification journey,” said Matt George, founder and CEO of Merlin. “It took the team six months to design, vet solutions for, and build the Certification System Bench to extremely stringent specifications.”

Merlin is taking a “crawl-walk-run” approach to certification and operations, beginning with testing with the FAA and CAA, from which it recently obtained Part 135 operator approval. The next step will be to fly small aircraft with reduced crews, relying mostly on Pilot but augmented by a safety pilot. After that, the company intends to remove crews from small aircraft and reduce crews on larger aircraft.

Merlin received the first certification basis for an autonomous flight system from the CAA in 2023. Last year, Pilot also became the first autonomy system to secure U.S. National Airspace System integration and FAA validation, following agency-contracted uncrewed cargo network trials in Alaska, the company says.

Pilot so far has been integrated on five different aircraft types, including Dynamic Aviation’s fleet of Beechcraft King Airs and several aircraft from Ameriflight, the largest Part 135 cargo airline in the U.S.

Merlin further has a longstanding relationship with the U.S. Air Force, through which it has modified several military transport aircraft. In 2022, the company tested single-pilot crews aboard a Lockheed Martin C130J Hercules and conducted an autonomous refueling mission using a KC-46A Pegasus with no copilot.

In February, the partners extended their collaboration to demonstrate Pilot on a KC-135 Stratotanker. Merlin expects in-flight trials to begin next year, starting with a series of basic air refueling operations.

However, Merlin is not the only autonomous flight systems partner working with the Air Force. The department also has relationships with providers such as Xwing, Reliable Robotics, and rotorcraft manufacturer Sikorsky, which is developing an autonomy suite called Matrix.

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