Germany’s Volocopter last year hatched a plan with international airport operator Groupe ADP to ferry spectators around the 2024 Paris Olympic Games using its VoloCity air taxi, which would mark the aircraft’s commercial rollout. The firm even extended an invite to French President Emmanuel Macron, whose government approved the flights earlier this year, to be its first passenger.

But the company was unable to certify its two-seat design, built for a pilot plus one passenger, in time to fly people at the global event.

Another eVTOL manufacturer, China’s AutoFlight, also partnered with Groupe ADP last year to demonstrate its self-flying Prosperity air taxi at the Games but has yet to announce any test flights.

Still, it wasn’t a total wash for Volocopter. The firm managed to complete two test flights, one on Wednesday and another on Sunday.

The first took place at the Aerodrome of Saint-Cyr-l’École (LFPZ), one of five sites where the partners are constructing vertiports to support commercial operations. These vertical takeoff and landing hubs, similar to heliports, are built with electric charging stations to support eVTOL aircraft.

Big Plans for Paris

Groupe ADP is developing additional vertiports at Paris Charles de Gaulle Airport (LFPG), Paris-Le Bourget Airport (LFPB), and Paris Heliport, as well as a special floating landing pad on the River Seine that Volocopter can use until the end of the year. These five locations will be linked by five eVTOL air taxi routes: three public transit routes and two round-trip tourism routes.

According to Volocopter, the vertiport at Saint-Cyr-l’École is the first bespoke commercial location within its approved Paris route network. Wednesday’s crewed test flight was conducted under a permit to fly awarded by France’s Civil Aviation Authority (DGAC), kicking off an operational validation test campaign.

The company will need to demonstrate flight maneuvers around the vertiport, ground handling, communication with air traffic control, battery charging, and more. The campaign is the culmination of years of testing at Pontoise airfield, the site of Paris’ first inaugurated vertiport.

“For now, test flights are carried out without passengers, but once the aircraft is certified, we will test emergency medical flights with AP-HP (Ile-de-France University Hospital Centre),” said Edward Arkwright, deputy CEO of Groupe ADP. “Innovation in the field of aeronautics needs time to remove obstacles regarding safety, but we remain convinced that new carbon-free air mobilities around eVTOLs will offer helpful services that go way beyond the transportation of passengers.”

Volocopter followed that test flight with a second at the World Heritage Palace of Versailles on Sunday, soaring over the palace’s lush gardens during a demonstration attended by Groupe ADP and DGAC officials.

The venue hosted several 2024 Olympic events and was the site of the first hot-air balloon flight by the Montgolfier brothers in 1783. Authorization for the flight was awarded on the final day of the Games by the Château de Versailles, City of Versailles, Yvelines Prefecture, and DGAC.

“The sustainable air mobility community is still at the start line, but today’s flight in this exceptional environment was the perfect closing ceremony to our summer, as we look forward to returning to Paris very soon,” said Dirk Hoke, CEO of Volocopter.

The company said it hopes to fly in central Paris later this year, with aspirations to launch passenger operations from its river barge vertiport on the Seine. A Groupe ADP official told Agence France-Presse (AFP) the partners hope to fly passengers over the river by the time Notre Dame Cathedral, which burned down more than five years ago, is reopened in December.

Volocopter next year also expects to begin trials of an emergency medical service in Germany with partner ADAC Luftrettung, which last year agreed to purchase two custom-built VoloCity aircraft and could buy as many as 150.

Why Didn’t They Fly?

Beyond test flights, the firm’s primary goal is to obtain type certification from the European Union Aviation Safety Agency (EASA), the elusive approval that would have allowed it to fly passengers at the Olympics. So far, only one eVTOL manufacturer—China’s EHang—has received type certification from its country’s aviation regulator, though many others have begun the process.

Arkwright told AFP that Volocopter’s VoloCity suffered “a delay of a few weeks” in certification due to issues affecting the aircraft’s motor. The air taxi features 18 motors and rotors powered by electricity from nine lithium-ion battery packs, giving it a range of about 19 nm at a cruise speed approaching 60 knots.

Hoke said the issue traces back to “an American supplier who was not capable of providing what he had promised.”

Passenger flights at the Olympics also faced political barriers from local French officials, many of whom characterized the project as environmentally harmful and air taxis as a service for the wealthy. In response, Volocopter and Groupe ADP have altered their tone by touting other use cases, such as emergency response.

Paris’ city hall even took legal action against the proposal, but according to AFP, French administrative officials ruled against it “pending a decision on the merits of the case, expected in the autumn.”

Though Volocopter failed to meet its goal, the company will have another chance to showcase its aircraft on the world stage at the 2028 Olympic and Paralympic Games in Los Angeles. By then, the FAA expects to have laid the groundwork for commercial air taxi routes to be flown routinely.

Manufacturer Archer Aviation earlier this month expressed its desire to be flying in the city by the time the Games begin, while competitors Joby Aviation and Wisk Aero, the eVTOL subsidiary of Boeing, plan to operate there as well. Wisk further intends to demonstrate its self-flying design at the 2032 Olympic and Paralympic Games in Brisbane.

The companies’ objective is to boost public acceptance of the novel aircraft, which they claim will be far quieter and more sustainable than helicopters. Some have already managed to convince major U.S. airlines, including United Airlines, Delta Air Lines, and Southwest Airlines, to make investments or commitments to the technology.

Among American manufacturers, Archer and Joby are the closest to receiving type certification. Both companies hope to begin flying passengers next year.

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Archer on Wednesday received the Air Force’s initial installment of nearly $1 million, the first of what is expected to be many payments under the agreement valued at up to $142 million. In return, Archer sent the Air Force a mobile flight simulator, specified as a deliverable under the contracts.

The transaction marks the beginning of Archer’s relationship with AFWERX, the Air Force’s innovation arm, and its vertical lift division, Agility Prime, which also works with advanced air mobility (AAM) rivals Joby Aviation and Beta Technologies. 

The arrangement will eventually culminate in flight testing of Archer’s five-seater Midnight eVTOL with Air Force pilots on board. First, the company will deliver up to six of the aircraft to an unnamed Air Force Base. A time frame has not yet been specified, but the first contracted payment sets things in motion.

Archer hopes to begin ferrying up to four passengers at a time (plus a pilot) to and from airports in partnership with United Airlines in 2025. It will start with air taxi routes near O’Hare International Airport (KORD) in Chicago and between Downtown Manhattan and Newark Liberty International Airport (KEWR) in New Jersey.

“Archer’s eVTOL technology can help maintain the United States’ position as a global leader in aviation,” said Adam Goldstein, the company’s founder and CEO. “To see our historic contract with the U.S. Air Force move from signature to execution at a rapid pace is a reflection of the strong commitment that the U.S. Department of Defense has made to securing our country’s future by investing in transformational technology.”

Getting the Ball Rolling

Initially, Archer and the Air Force will use the mobile simulator to begin training pilots on Midnight’s flight capabilities. The partners will use it to assess the air taxi’s flight controls and familiarize Air Force personnel with the operational capabilities of Archer’s commercial platform. And down the line, there is potential for the military to develop a Midnight variant for its own use.

Archer will also deploy its mobile simulator to public and industry events to raise awareness of eVTOL designs and encourage more engagement with the novel tech. Other deliverables on the way to the Air Force include wind tunnel testing reports, as well as project specific certification plans (PSCPs) and subject specific certification plans (SSCPs) submitted to the FAA.

Once training in the simulator is complete, Archer will move to piloted flight testing, a milestone rival Joby announced it had reached Wednesday. But first, it will need to deliver the first Midnight aircraft to the Air Force. Joby hit that mark last month with the ahead-of-schedule delivery of its own air taxi to Edwards Air Force Base in California.

Billed as “a safer and quieter alternative to helicopters,” Midnight runs on a proprietary electric powertrain with six independent battery packs, creating a low-noise profile. It combines six rigid propellers for vertical lift with a half dozen tilt props that rotate toward the nose as it transitions to forward flight.

Archer believes the aircraft’s 1,000-pound target payload and 150 mph (130 knots) top speed—combined with its ability to take off vertically like a rotorcraft—could make it ideal for military rapid response, personnel transport, logistics support, or rescue operations. The firm also said Midnight will be more agile and cost-effective to transport, operate, and maintain in the field than the present aircraft deployed for these missions.

While the air taxi will have a maximum range of 100 sm (87 nm), Archer has optimized it for short hops with its planned commercial service in mind. Competing with on-demand rideshare firms, Midnight will primarily make back-to-back 20 sm (17 nm) flights, charging for about 12 minutes between trips. Archer asserts the model will make its air taxi business competitive with ground-based counterparts such as Uber and Lyft.

Where Archer Stands

Midnight’s lightweight carbon fiber composite airframe is developed by automaker Stellantis, which in January announced an exclusive mass production deal with the eVTOL manufacturer. Stellantis also boosted Archer with a $70 million acceleration investment, part of an August funding round.

In June, the partnership advanced from “concept phase” to “execution phase” as the companies ramped up construction on Archer’s high-volume manufacturing plant in Covington, Georgia. The facility at Covington Municipal Airport (KCVC) will initially span 350,000 square feet and produce up to 650 units per year, beginning in 2024. Eventually, though, the plant could more than triple in size and churn out as many as 2,000 aircraft annually.

Joby, however, may have it beat. Last month, it selected Dayton, Ohio—once home to the Wright brothers—as the site for its 200,000-square-foot scaled manufacturing plant. But the company said the 140-acre plot at Dayton International Airport (KDAY) could one day allow the facility to span 2 million square feet.

Short term, Joby’s manufacturing plant is expected to begin full-scale operations in 2025 and produce 500 air taxis per year. The company put down $500 million of its own money and could leverage up to $325 million in state and local incentives to support construction.

Archer and Joby, along with Boeing-owned Wisk Aero, are considered the leaders in the U.S. eVTOL air taxi space. Germany’s Lilium and Volocopter are also key players. All of them are awaiting type certification of their aircraft before they can launch commercial operations, but some are further along than others.

Joby appears to have a slight edge on Archer in terms of flight testing, but both are eyeing entry into service in 2025. Wisk, which plans to fly its air taxi autonomously from the jump, is looking a bit further out to 2028.

Lilium, also targeting a 2025 entry, has made the most progress of the firms when it comes to certification on both sides of the Atlantic. It’s the only eVTOL manufacturer with individual certification bases from both the FAA and the European Union Aviation Safety Agency (EASA). However, Joby and Archer appear to be fully focused on the U.S. market before thinking about an international expansion.

While entry into service is not the be-all and end-all, Volocopter looks like the leader on that front. It flew its first crewed tests at EAA AirVenture in Oshkosh, Wisconsin, in 2021, long before its rivals. It’s also done piloted tests in Germany, South Korea, and France, where it expects to launch commercially in Paris following AAM demos at the 2024 Paris Olympic Games.

Notably, Volocopter just signed a deal with Houston-based helicopter operator Bristow Group to deliver two VoloCity eVTOLs to the U.S., with an option for 78 more. The partners are aiming to launch in the U.S. after Volocopter receives EASA type certification in 2024. Unlike Lilium, the company has a concurrent certification path with the FAA, which should allow it to receive approval to fly in the U.S. shortly after EASA gives its greenlight.

Volocopter could hamper Archer and other U.S. eVTOL manufacturers by gobbling up early market share, if it can stick to its timeline. Or, it could assist them by introducing the U.S. market to the novel technology, potentially increasing the base demand for AAM services when they do enter the market. Either way, expect Archer to leverage its relationship with the Air Force to gain the upper hand.

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Now for this week’s top story:

Volocopter Enters the U.S. eVTOL Fray

What happened? U.S. manufacturers of electric vertical takeoff and landing (eVTOL) aircraft, beware. Germany’s Volocopter, the highest-ranking non-U.S. company on SMG Consulting’s Advanced Air Mobility (AAM) Reality Index (a nifty tool I use often to evaluate eVTOL firms), will take off and land in America with Houston-based Bristow Group in the coming years.

Coming to America: Bristow and Volocopter agreed to a deal that will see the former buy two VoloCity eVTOLs with the potential to acquire another 78, for a total of 80. The agreement also calls for the two to explore commercial, operational, and eVTOL maintenance services for the U.S. market.

When it arrives, the German company will compete mainly with Joby Aviation and Archer Aviation, considered the two titans of the yet-to-be-formed U.S. eVTOL air taxi industry. It’ll also need to worry about Boeing’s Wisk Aero, which is expected to launch a bit further out. But perhaps the reality is that those companies should be worried about Volocopter.

The velocity of VoloCity: As things stand, Volocopter is a very real threat to steal market share from Joby, Archer, Wisk, and others. The firm expects VoloCity to receive European Union Aviation Safety Agency (EASA) certification in 2024, with FAA approval following soon after. The goal is to fly it over Paris for the 2024 Olympic Games before launching it commercially—a year before the U.S. anticipates starting its first eVTOL air taxi services.

The German company also finished work on its main production facility in Bruchsal, earning EASA approval to build up to 50 VoloCity aircraft there every year. In addition to Paris, it’s looking to fly in Rome and Singapore in 2024.

Quick quote: “With this collaboration, Volocopter surpassed 500 pre-orders accumulated, including nearly 30 firm orders from reputational partners. I am filled with excitement toward the vast potential of the U.S. and U.K. markets and looking forward to working with Bristow’s experienced team as we prepare for operations,”said Christian Bauer, chief financial officer and chief commercial officer of Volocopter.

My take: Bristow and Volocopter’s partnership was picked up heavily by aviation media, and rightfully so. While nothing is final, Volocopter’s hypothetical U.S. entry would make waves.

In an industry that’s entirely up for grabs, the early entrants will have a major advantage in gobbling up market share and securing the funding they’ll need to scale up in the future—and perhaps no company is better positioned to fly now than Volocopter. VoloCity is one of the most well tested eVTOL designs out there. And while Joby, Lilium, and others have pushed back their certification targets, Volocopter has stayed right on schedule, delivering promising update after promising update.

The company may just have an excellent PR team. But keep an eye on Volocopter’s certification process and the status of its Paris Olympic Games demonstrations. If all goes according to plan, the company has the potential to beat out Joby, Archer, and other U.S. manufacturers.

Deep dive: Bristow to Bring Volocopter Air Taxis to U.S. Via New Partnership

In Other News…

NASA Astronaut Rubio Sets U.S. Spaceflight Record

What happened? On Monday, NASA astronaut Frank Rubio set the U.S. record for most consecutive days spent in space, having orbited on the International Space Station for 355 days. By the time his mission ends later this month, Rubio will become the first American—and just the seventh human—to spend a year straight in space.

An unexpected record: When Rubio departed for the space station last September, he only planned on staying for six months. However, when a meteorite poked a hole in the Russian Soyuz capsule that carried he and two Roscosmos cosmonauts to the orbital lab, stranding them, their mission was extended to a full 365 days and change.

Rubio’s journey to the space station is his first trip to space. But the first-time astronaut has handled the situation like a pro, helping NASA conduct zero-gravity experiments for three separate research efforts. Rubio is also the first person of Salvadoran descent to reach space.

Deep dive: NASA Astronaut Sets U.S. Spaceflight Record with Yearlong Mission 

FAA Extends Remote ID Compliance Deadline

What happened? Well, something was supposed to happen Saturday. But the FAA’s enforcement of its Remote ID rule for drone operators was pushed back to March 2024, giving them another six months to get their drones in order. Remote ID technology acts as a “digital license plate in the sky,” allowing the FAA and other regulators to keep an eye on them.

What’s the holdup? It appears the FAA is accounting for some unanticipated difficulties operators are facing, potentially due to its own actions. The agency did not release a means of compliance for its Remote ID rule in the Federal Register until August 2022, giving manufacturers just one month to adhere to new requirements for producing drones and remote ID broadcast modules. That’s now trickling down to operators, who have had trouble acquiring the right tech.

The FAA hinted at last week’s Commercial UAV Expo in Las Vegas that a change would be coming to Remote ID. However, it’s safe to say this was somewhat unexpected. The good news is that drone operators now have more time to comply: check out FLYING’s handy guide on what you’ll need to do.

Deep Dive: FAA Extends Drone Remote ID Compliance Deadline by 6 Months

And a Few More Headlines:

• Electric aircraft manufacturer Heart Aerospace tapped Honeywell to install the flight control system for its ES-30.

• Joby-backed startup H2Fly completed piloted flights of its HY4 demonstrator running on liquid hydrogen.

• The Association for Unmanned Vehicle Systems International (AUVSI) assembled an Avengers-like team of industry stakeholders.

• Drone delivery firm Flytrex said it will deploy technology to cut delivery times in half with Papa Johns, Little Caesars, and more.

• Virgin Galactic completed its third commercial space tourism flight and scheduled a fourth for next month.

Spotlight on…

Jump Aero

I like to think I’ve got my finger on the pulse of the AAM industry—this week it’s the JA1 Pulse first responder eVTOL from Jump Aero.

Most eVTOL makers are focused on passenger air taxi services. But Jump thinks the design is better suited to emergency response scenarios, even claiming its aircraft could beat an ambulance to the scene. The vision is to fly emergency personnel and equipment anywhere within a 31-mile radius in less than eight minutes.

Pulse’s development is backed by an Air Force AFWERX contract. That’s helped Jump test some of the aircraft’s more novel features, such as the pilot’s prone orientation (à la Superman) when in forward flight. The design could one day allow pilots to land on 10-degree slopes or in previously inaccessible locations, such as on a two-way residential street in front of a home.

Deep Dive: Startup Jump Aero Reveals Air Force-Backed Emergency eVTOL Design

On the Horizon…

Let’s dig into Remote ID a little more. Prior to the FAA’s update, drone operators had just a few days to get their equipment in order. Now they have six more months—but is that good for the industry?

Manufacturers and operators will obviously say yes. For those still installing Remote ID technology in their aircraft or equipping them with beacons, they would have faced fines for flying off the radar. But some stakeholders, such as AUVSI, urged operators to comply with the requirements as soon as possible to avoid potential safety concerns.

Separately, AUVSI has apparently been busy assembling an Avengers-like consortium of industry stakeholders to advance new drone-related policies. It includes some major players such as Draganfly, DroneUp, Skydio, and Workhorse Aero.

Among the group’s stated goals are to push for policies that prop up the U.S. drone industry while eating into China’s outsized market share. It will support legislation that includes the establishment of manufacturing tax credits, supporting access to critical minerals, and providing funding to agencies transitioning away from foreign-made fleets.

The consortium is still in its infancy. But with a roster of high-profile industry catalysts on board, the group could one day become a powerhouse on Capitol Hill.

Mark Your Calendars

Each week, I’ll be running through a list of upcoming industry events. The U.S. Chamber of Commerce Global Aerospace Summit wrapped up Wednesday in Washington, D.C., but here are a few conferences to keep an eye on:

• Defense and Security Equipment International 2023—September 12-15 in London
• DroneX 2023—September 26-27 in London
• World Aviation Festival—September 26-28 in Lisbon, Portugal
• Airtaxi World Congress—October 2-5 in San Francisco
• FAI World Drone Racing Championship—October 6-9 near Seoul, South Korea
• Intergeo 2023—October 10-12 in Berlin
• Dronitaly—October 11-13 in Bologna, Italy
• World’s Unmanned Aerial Vehicle Conference—November 12-14 in Jerusalem

Tweet of the Week

Want to see your tweet here next week? Have comments or feedback? Share your thoughts on Twitter and tag me (@jack_daleo)! Or check out FLYING’s media accounts:

Twitter: FLYING Magazine (@FlyingMagazine) / Twitter

Facebook: FLYING Magazine – Home (facebook.com)

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I want to hear your questions, comments, concerns, and criticisms about everything in the modern flying space, whether they’re about a new drone you just bought or the future of space exploration. Reach out to jack@flying.media or tweet me @jack_daleo with your thoughts.

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Volocopter, the German manufacturer that’s been a mainstay near the top of SMG Consulting’s Advanced Air Mobility (AAM) Reality Index, on Thursday announced a partnership with Houston-based Bristow Group that will bring the company’s VoloCity eVTOL to the U.S. and U.K. Bristow placed a firm order for two VoloCity with the option to acquire another 78, for a total of 80 aircraft.

The partnership will combine the vertical flight expertise of Bristow, which primarily operates helicopter services, with eVTOL aircraft from Volocopter as the partners develop an urban air mobility (UAM) ecosystem in the U.S. “Immediate cooperation” between the two firms will involve regulatory discussions, research on infrastructure requirements, and building local partnerships.

The joint development agreement also calls for the two to explore commercial, operational, and eVTOL aircraft maintenance services. It includes the adaptation of Volocopter’s proprietary digital platform, VoloIQ, which optimizes the allocation of batteries and other ground infrastructure, provides fleet service and management, automates routing and digital flight operations, and even connects users with cabs, scooters, and other ground transportation after they land.

Volocopter expects to receive European Union Aviation Safety Agency (EASA) type certification for VoloCity in 2024. A concurrent certification path with the FAA could allow it to begin operations in the U.S. shortly after. Prior to Thursday’s update, the company had not announced any services in the U.S. market.

“With this collaboration, Volocopter surpassed 500 pre-orders accumulated, including nearly 30 firm orders from reputational partners,” said Christian Bauer, CFO and CCO of Volocopter. “I am filled with excitement toward the vast potential of the U.S. and U.K. markets and looking forward to working with Bristow’s experienced team as we prepare for operations.”

Bristow earlier this week placed deposits for early deliveries of five Elroy Air Chaparral cargo drones. The commitments add to the firm’s orders for up to 55 Beta Technologies Alia-250s, up to 50 Vertical Aerospace VA-X4s, 20 to 50 Overair Butterfly eVTOLs, 50 Lilium Jets, and 100 eVTOL aircraft from Embraer subsidiary Eve Air Mobility.

Bristow mainly flies helicopter services around the world, including in Australia, Africa, Latin America, the U.S., and the Caribbean. But the company is making it clear that other vertical-lift aircraft are in its crosshairs.

“Launching this collaborative effort with Volocopter marks a major milestone in Bristow’s effort to usher in a new era of vertical transportation solutions,” said Dave Stepanek, executive vice president and chief transformation officer at Bristow. “Volocopter has taken a pragmatic approach to certification with a simple and elegant initial aircraft design and is leading the pack in its efforts to bring their aircraft to market.”

Volocopter, meanwhile, does not yet operate commercially. But it’s set to fly VoloCity over Paris at the 2024 Olympic Games through an agreement with international airport operator Groupe ADP, the French Civil Aviation Authority, and the Paris Region. The initiative is similar to the FAA’s Innovate28 plan for air taxi demonstrations at the 2028 Los Angeles Olympic Games. But it’s scheduled to take place a full Olympic cycle before the U.S. effort.

The company first unveiled its VoloCity design in 2019. Its two seats provide room only for a pilot and one passenger, but 18 rotors powered by nine lithium-ion battery packs give it a 440-pound payload, a 22 sm (19 nm) range, and a 68 mph (59 knots) cruise speed. Volocopter claims the design is four times quieter than a small helicopter.

VoloCity will be certified in the EASA special condition—VTOL (SC-VTOL) category. The company obtained design organization approval (DOA) in 2019, giving it permission to begin developing its design. It followed that up with a production organization approval (POA) in 2021, giving it the green light to begin producing its type-conforming aircraft. 

Now, it’s seeking the coveted type certification which so far no eVTOL manufacturer has achieved. That would be a major step toward commercial operations. If the company doesn’t obtain type approval by 2024, it would need special permission from regional authorities to fly in Paris.

In January, Volocopter formed a new company and applied for an air operator certificate to fly commercial services with VoloCity. Normally, a company would first need to obtain type certification. But the firm has an agreement with regulators that has allowed it to pursue both in parallel. It’s serving as somewhat of a test case for authorities as they draw up AAM regulations.

The company also recently completed its Bruchsal, Germany production facility, noting that it received regulatory approval to manufacture 50 VoloCity aircraft per year there. In addition to Paris, Volocopter is looking to fly in Singapore and Rome in 2024, as well as in the planned city of Neom, Saudi Arabia as soon as construction allows. It just wrapped up the first eVTOL test flights in the country in June.

Looking a bit further out, the company is also developing the longer range VoloRegion model. It’s expected to connect cities and suburbs with UAM routes and first flew in 2022. The VoloDrone heavy-lift cargo drone is also in development.

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However, this fan, which comes from German propulsion developer Schubeler Technologies, is of the electric ducted variety. The eP05-21, unveiled Tuesday, is the company’s latest product. But unlike the rest of its catalog, which is primarily geared toward the sport and hobbyist industries, the new design is built for the AAM industry.

According to Schubeler, the eP05-21 is “designed specifically to power both manned and unmanned eVTOL aircrafts.” The fan is the first in a new line of aerospace-specific products under the banner Schubeler Aero. High static thrust fans, motors, propellers, and compressor drives are also listed as Aero offerings on the company’s website.

“It’s tested and proven technology. We’ve completed intense wind tunnel testing in July as well as successful integration in actual eVTOL aircraft,” said Daniel Schubeler, the firm’s founder and chief technology officer.

Already, Schubeler Aero counts major eVTOL manufacturers Lilium and Volocopter, both based in Germany, as customers. In May, the former equipped its aircraft with Schubeler fans for wind tunnel testing.

The firm is also working with AAM companies Bellwether and Tupan as well as Airbus, which is developing the CityAirbus eVTOL, and Boeing, which owns eVTOL air taxi operator Wisk Aero. General Atomics, a manufacturer of unmanned aircraft for defense, is listed as another customer.

With a diameter just more than 20 inches and a weight of 18.2 pounds, the eP05-21 is built for larger AAM aircraft. It uses a 21-kilowatt DC power input to produce 680 newtons of static thrust—that means it can accelerate an object with a mass of 680 kilograms by 1 meter per second squared. It achieves between 4,900 and 5,700 revolutions per minute.

The fan’s sub-60-volt architecture makes it a low voltage option that the company says is primed to be integrated into eVTOL aircraft. It operates within a flight speed range between 0 and 148 feet per second.

The eP05-21 is designed to be certificated under the European Union Aviation Safety Agency’s (EASA) SC E-19 framework for electric and hybrid propulsion systems as well as the Radio Technical Commission for Aeronautics’ DO-160G category for testing airborne equipment.

Known as a manufacturer of electric propulsion systems since 1997, Schubeler actually got its start building electric, carbon fiber-reinforced polymer axial fans for the sport and hobby sectors. However, in 2021 it was approached by a large AAM customer to create the electric propulsion systems for its eVTOL demonstrator.

Shortly after, the company began developing its first aero electric ducted fan, which it now hopes to integrate into a growing number of eVTOL aircraft designs.

Other firms, such as Honeywell and Nidec Aerospace, also design and build systems to be installed on other companies’ AAM aircraft. But Schubeler isn’t the only one hoping to sell fans.

Another company, Whisper Aero, is also developing electric ducted fans for eVTOL and electric aircraft. The firm’s “ultraquiet” design combines low propeller tip speed with an ultrasonic blade passage frequency—inaudible to the human ear—to reduce noise to, well, a whisper. It claims to be able to do so while also delivering 20 percent greater efficiency compared to other ducted fans.

For what it’s worth, Schubeler’s eP05-21 is expected to produce 61 dBA of noise at a distance close to 400 feet during flyby. That’s about the same volume as a conversation between the folks sitting one table over from you at a restaurant.

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American electric vertical takeoff and landing (eVTOL) aircraft manufacturers Joby and Archer Aviation have long planned commercial launches by 2025. But at the Paris Air Show on Tuesday, German rival Volocopter reinforced its agreement with Groupe ADP, an international airport operator based in Paris, and the French Civil Aviation Authority and Paris Region (DGAC) to establish an air taxi network in Paris by next summer.

Volocopter and its new partners are hoping to turn the “City of Lights” into the City of eVTOL Flights in time for the 2024 Olympic Games, a timeline that would likely make Paris the first city in the world to fly routine, dedicated urban air taxi routes.

The plan is to begin with three public transit routes—linking airports, heliports, and vertiports—as well as two round-trip tourism routes. Trips will be flown by Volocopter’s VoloCity eVTOL, which has capacity for a pilot and one passenger. It will fly below 1,640 feet (500 meters) but will not be audible from the ground within the Paris soundscape.

“We are counting down the days to making electric air taxis a reality,” said Dirk Hoke, CEO of Volocopter. “Together with our French partners, we will take command in decarbonizing aviation, slowly but surely.”

All of Volocopter’s early operations in Paris will be based out of five vertiports, the construction of which will begin no later than September. Those five facilities, including a special vertiport on the Austerlitz barge on the Seine River, will produce five urban air mobility (UAM) routes to support a mix of public transportation and tourism:

• Paris Charles de Gaulle Airport (LFPG) to Paris-Le Bourget Airport (LFPB)
• Vertiport of Austerlitz barge (under construction) to Paris Heliport (JDP)
• Paris Heliport to Airfield of Saint-Cyr-l’École (LFPZ)
• Paris Heliport round-trip flights
• Paris-Le Bourget round-trip flights

In addition to the Austerlitz barge vertiport, which is being supported by Paris Region authorities, Volocopter will construct air taxi infrastructure at the two major Paris airports, the Paris Heliport, and the airfield in Saint-Cyr-l’École. Each vertiport will feature passenger terminals with one to three takeoff and landing spots. Over the next decade, the company said it will look to add vertiport coverage for the entire Paris Region.

But Volocopter will still need to certify VoloCity with the European Union Aviation and Safety Agency (EASA)—a process it says will be complete by early 2024—before launching commercial operations. For the past 18 months, Volocopter has completed dozens of flights at its testing ground in Pontoise, France, in front of thousands of spectators.

Aiding the company further is the recent completion of its Bruchsal, Germany, production facility, which it says has received regulatory approval to build 50 VoloCity aircraft per year.

“All the indicators are green for a successful summer 2024,” said Edward Arkwright, deputy CEO of Groupe ADP. “The challenges ahead are huge, but they are a great source of pride for all those involved in the project, with whom we share the conviction that carbon-free air travel also brings new services.”

Following a successful demonstration at the Paris Air Show, Volocopter also announced that charitable air rescue service ADAC Luftrettung agreed to buy two custom-built VoloCity aircraft, with the intention of procuring 150 more as part of an ongoing collaboration. The aircraft will begin flying research operations in 2024, with an eye toward future zero-emissions EMS and rescue missions.

“With higher ranges and operational speeds as well as significantly more payload of the next generation of eVTOLs, we can also put the benefits for emergency care into practice—and fulfill our statutory mission to further develop the rescue service from the air with pioneering innovations,” said Frédéric Bruder, CEO of ADAC Luftrettung.

In addition to services in France and Germany, Volocopter is looking to fly air taxi routes in Singapore and Rome by 2024, as well as in the planned city of Neom, Saudi Arabia, as soon as construction allows. The firm is also developing a longer-range eVTOL, VoloRegion, which aims to connect cities and suburbs with UAM routes. That model first flew in June 2022.

Interestingly, Volocopter has not announced any plans to launch commercial services in the U.S. That’s where Archer (Chicago and New Jersey), Joby (Los Angeles and New York), and Eve Air Mobility (San Francisco) are planning their hubs. But if Volocopter remains on schedule, none of them will stake a claim to the first commercial eVTOL service.

The post Volocopter Targets Commercial Launch in Paris for Summer 2024 appeared first on FLYING Magazine.

One of the flights took place at Leonardo da Vinci International Airport near Rome and was a collaboration among German eVTOL maker Volocopter, the Roman airport authority and mobility infrastructure companies UrbanV and Atlantia.

According to airport officials, a test pilot flew the Volocopter 2X aircraft at a speed of 40 kilometers per hour, or about 21 knots for five minutes at an altitude of about 131 feet.

• READ MORE: Wisk Unveils Generation 6 eVTOL Air Taxi Prototype

The flight was also a test of a prototype vertiport constructed at the airport for testing the possibilities of eVTOL infrastructure. The demonstration was part of a plan to use eVTOLs as air taxis between the airport and parts of the city by 2024.

The demonstration flight in Dubai was organized by the Dubai International Chamber and Chinese eVTOL maker XPeng.

After taking off, the XPeng X2 two-seat aircraft flew for about 90 seconds. The company says the X2 can fly at up to 130 kilometers per hour, or about 70 knots and has autonomous flight capability. The company says the flight “marks an exciting new era of short-haul flights and intelligent mobility solutions.”

• READ MORE: Company Says It Staged First Race of eVTOL ‘Speeders’

The post Rome and Dubai Host eVTOL Demo Flights, One With Pilot On Board appeared first on FLYING Magazine.

In partnership with Singapore’s Institute of Technical Education (ITE), the exhibit will offer free tours of the VoloCity air taxi prototype and a 3D scale model of its planned VoloPort facility for air taxi takeoffs and landings. It will be located at the school’s Aerospace Hub, the ITE’s aircraft technician training center. 

The announcement comes five months after Volocopter and Singapore unveiled plans to create an entire eVTOL ecosystem, starting in 2024 with guided air tours of the city-state’s Mariana Bay Area and expanding to commuters and business travelers by 2030.

• READ MORE: Volocopter Plans to Launch Singapore Air Taxis by 2024

Plans call for Singapore’s urban air mobility (UAM) infrastructure to eventually include four to six VoloPorts. 

Although Singapore is expected to be among Volocopter’s first launch markets, the company is also hoping to offer air taxi service with VoloCity in Paris during the 2024 Summer Olympics.

Eyes on Asia

It’s the latest signal that Volocopter continues to see Asia as a key to its business strategy.

Volocopter announced plans last year to launch air taxi service at Japan’s World Expo in 2025. 

The company also has plans aimed at South Korea, where last November it staged a demonstration flight of its 2X test article.

Also, Volocopter has made deals to begin manufacturing and selling eVTOLs in China.

About the Aircraft

The company says VoloCity continues to move toward certification for flight under European Union Aviation Safety Agency (EASA) regulations for the SC-VTOL category.

In 2021, the aircraft secured production organization approval (POA) in compliance with EASA under Part 21G. In 2019, it attained design production organization approval (DOA) under Part 21J.

• READ MORE: EASA Proposes Air Taxi Regulations

VoloCity Air Taxi Specs

A Four-Seater

This past May, a demonstrator for Volocopter’s VoloConnect, the company’s first four-seater, flew its first flight test.

• READ MORE: Larger, Faster Volocopter Makes First Flight

Volocopter is targeting VoloConnect for certification in time to enter service in 2026.

The post Volocopter Opens Air Taxi Exhibition appeared first on FLYING Magazine.

The document, unveiled Thursday, remains open for public comment through this September, and it helps answer several critical questions pilots have long had about this entirely new emerging sector of aviation: electric vertical takeoff and landing (eVTOL) aircraft. The proposal brings the European Union one step closer to electric air taxis becoming a reality.

What will the flight rules be that govern these newfangled aircraft? Which pilots will be authorized to undergo required training and certification? Where will they be authorized to take off, fly, land? What about autonomous air taxis—unmanned aerial vehicles (UAVs) with no pilots on board? How will that be dealt with? 

#EASA publishes world’s first rules for operation of air taxis in cities for public consultation https://t.co/mns6BzDzrs #VTOL #UAM #Safety #USpace #EUcitizens pic.twitter.com/jtlFq0Zz9K

— EASA (@EASA) June 30, 2022

These are many of the same questions being asked by industry insiders in the U.S., just seven weeks after the FAA shifted its required path for certificating eVTOLs. The FAA hasn’t addressed many of the issues covered in the EASA document. 

• READ MORE: GAMA Has Questions for the FAA About eVTOL Certification

EASA’s proposed framework for operations is undoubtedly being closely read in offices of leading eVTOL developers that are now flight testing these small, battery-enabled aircraft that seat up to nine passengers with a maximum takeoff weight (MTOW) of 3,175 kg (7,000 pounds) or less.

In fact, two companies based in Germany—Lilium (NASDAQ: LILM) and Volocopter— are developing exactly these kinds of aircraft—using two very different designs. Both are working closely with EASA and have made significant progress toward certification. 

• READ MORE: Lilium Adds Gear for Short Running Landings

EASA acknowledges in the document that the timing of the proposal is being driven by European developers looking to enter service very soon. The six-passenger Lilium Jet is expected to enter service in 2025. Volocopter has set a goal to provide air taxi service with its VoloCity two-seater in time for the 2024 Summer Olympics in Paris. “It is to be anticipated that some manned VTOL-capable aircraft manufacturers/operators will already be ready to start operations before the adoption and applicability of the subject draft implementing and delegated acts,” the document says.

So let’s take a look at some of the key revelations in the document, as they relate to pilots.

‘Air Taxis at the Core’

The proposed rules acknowledge that although there are “many different use cases, air taxis will be the type of innovative operations more largely deployed in Europe in the near future.” Regulators are outright saying that air taxi operations “will be the core” of what it calls “innovative air mobility”— the “safe, secure, and sustainable air mobility of passengers and cargo enabled by new-generation technology.” 

Sustainability is at the heart of the global electric air taxi movement, which aims to create effective, efficient, and profitable air transportation over gridlocked traffic on the ground without using fossil-based fuels.

The EASA document proposes separating regulations for air taxis from helicopters, by designating air taxis as “VTOL-capable aircraft.” The definition of “helicopter” would be changed to “heavier-than-air aircraft supported in flight chiefly by the reaction of the air on up to two power-driven rotors on substantially vertical axes.” Aircraft with more than two power-driven rotors “should be initially classified as ‘VTOL-capable aircraft,’ the document says, for the purposes of the new regulations. 

Air Taxi Pilots Will Be Existing Airplane or Rotorcraft Pilots

New pilots flying under EASA regulations will not be part of initial commercial flight operations for air taxis, according to the document.  

“Only pilots that already hold a license for a conventional aircraft could be involved in operations with manned VTOL-capable aircraft, with no possibility for ab initio pilot training in VTOL-capable aircraft,” the proposal says. “Only experienced pilots shall fly VTOL-capable aircraft during the initial phase of their operation. Experience gained during this phase will contribute to the development of a robust and comprehensive flight crew licensing framework.”

Trained Pilots Will Be Issued Separate Type Ratings

EASA clearly wants to  ensure that—as commercial operations begin—air taxis will “be supported by the availability of appropriately qualified and certificated flight crews.” The document calls for provisions that will “allow holders of commercial pilot licenses (CPL) for aeroplanes or helicopters to be issued with a VTOL-capable aircraft type rating that will be endorsed on their [CPLs] after having completed type-rating training.”

New rules will be drafted to “address type-rating training including revalidation and renewal, privileges for flying under instrument flight rules (IFR), as well as related instructor and examiner privileges.” Commercial plots of conventional airplanes and helicopters who want to shift their careers to air taxis “will not need to obtain a separate pilot license.” They will be able to add a “VTOL-capable aircraft type rating to their existing license.” 

Nothing in the document specifies if each new aircraft design will have its own separate type rating for pilots. The FAA has said it wants certify pilots for each type of new eVTOL aircraft in the U.S., although it has not yet formally proposed any regulations for operating eVTOLs, as EASA has done with this document. 

See and Avoid

Some things for the new air taxi pilots in Europe will remain the same, including what it calls Standardized European Rules of the Air (SERA). 

“One of the underlying SERA principles is the principle of ‘see and avoid’ which shall be used by the pilot-in-command as the last line of defense to avoid mid-air collisions in all airspace classes,” the document says. When a pilot is on board these new types of aircraft, the see-and-avoid principle should be “automatically complied with.”

It’s worth noting that many electric air taxi developers are planning to use on-board pilots for the first several years of commercial operations, and eventually transition to automated or remote-controlled flight. With appropriate foresight, EASA acknowledges this in its proposed rules. “In the future such operations will be performed on the same platforms but remotely piloted… therefore it is necessary to support the transitioning phase and to ensure a smooth integration of these new operational concepts in the current civil aviation domains.”

It’s interesting that EASA addresses terminology regarding fuel sources for these new battery-enabled aircraft types. Should regulators continue to use the word “fuel” when talking about an electric air taxi and not a conventional helicopter that burns avgas or jet-A? 

“It was concluded that the terms ‘fuel/energy’ would be used whenever appropriate, but the term ‘fuel’ would be retained when necessary, in particular in sentences that contain standardized phraseology,” the document says.

Routes and Vertiports Will Be Limited

EASA formally acknowledges in the document that where these new aircraft fly is directly linked to safety. For example, in European cities, the agency expects initial commercial operations “will follow a limited set of predefined routes or areas/corridors for which the relevant competent authorities have got assurance that the air and ground risks are properly mitigated.”

In addition, there will be a limited number of vertiports and operating sites in each city, and the safe and efficient air traffic taking off from and landing at those areas together with other air traffic in urban environments and existing air operations must be ensured. 

However, the document also allows for the possibility that technological leaps could make more routes and more vertiports acceptable from a safety perspective. 

“If, during the development process, it can be demonstrated and validated that safety, environmental protection and compatibility, security, and privacy can be guaranteed without the need for predefined routes or areas/corridors…then this potential limitation would be removed.”

As the eVTOL movement continues to move forward, the proposed regulatory framework demonstrates EASA’s proactive stance in handling critical issues that otherwise could slow, cripple, or even block the electric air taxi sector from success. It will be interesting to see what happens next. 

The post Proposed Air Taxi Regulations Reveal Possible Future of eVTOL appeared first on FLYING Magazine.

The two-minute, 14-second flight of the strikingly unique “lift-and-cruise” eVTOL took place last month in Germany, although Volocopter made the milestone announcement at the UP.Summit of mobility innovators in Bentonville, Arkansas. 

VoloConnect achieves vertical takeoff using six rotors. Two electric fans and “uplift-creating” wings propel the aircraft forward. The aircraft is designed with an expected range of 60 sm (52 nm) and a cruise speed above 155 mph (135 knots). 

The extended range and higher payload compared to Volocopter’s VoloCity air taxi is aimed at business travelers and commuters flying from downtown areas to destinations beyond the city—such as Burbank to Huntington Beach in the Los Angeles, California, area. 

Using the L.A. market as an example may be a subtle hint by Volocopter. The company has been collaborating with local government transportation partnership Urban Movement Labs on possible route locations, noise mitigation and potential jobs resulting from air taxis. Volocopter is one of many companies trying to develop zero-emission, low-noise aircraft that takeoff vertically and fly horizontally. 

News Announced at UP.Summit

Volocopter is one of several major eVTOL developers attending this week’s UP.Summit, a three-day, invitation-only gathering of mobility innovators across air, sea, ground, and space, not far from the headquarters of the Walmart retail empire. The event was founded five years ago by UP.Partners, Steuart Walton, Tom Walton, and Ross Perot, Jr.

Other eVTOL companies at UP.Summit include Beta Technologies, Joby Aviation (NYSE: JOBY), and Wisk Aero. 

• READ MORE: Why Are So Many Aviation Innovators Meeting in Arkansas?

Initial Test Flights

Already, VoloConnect’s flight test team has verified a significant portion of the aircraft’s envelope, including forward speeds up to 40 mph (35 knots) and lateral speeds up to 28 mph (24 knots). 

Currently, the pre-production demonstrator is continuing this initial flight-test campaign aimed at verifying the aircraft and its systems are performing within expected limits. Those tests include flying at low speed, transition from hover to horizontal flight, high speed cruise, and “engine failure testing for automated and later autonomous flights.”

“This is an extraordinary moment for us—seeing the VoloConnect soar to the sky marks the achievement of one of our key milestones and demonstrates just what we are capable of in a short time and in line with the company’s overall strategy for crewed and uncrewed aircraft,” said VoloConnect chief engineer Sebastian Mores in Tuesday’s news release.

The flight makes Volocopter “the only eVTOL developer worldwide to have an entire fleet of distinct aircraft configurations undergoing flight tests,” the release said.

Volocopter’s other two eVTOLs currently in testing include: VoloCity—a two-seat intracity air taxi with a halo of 18 rotors and a range of 35 km (19 nm)—and VoloDrone for transporting cargo.

Eventually, after aircraft are certificated, manufactured, and enter service, all three eVTOL variants will be part of urban air mobility (UAM) ecosystems in each market via Volocopter’s VoloIQ digital platform—providing what the company describes as a seamless mobility experience. 

“Volocopter is bringing these innovative designs off the ground, into the air, and then to cities worldwide,” said Florian Reuter, Volocopter CEO, in the news release. 

Volocopter is targeting VoloConnect for certification in time to enter service in 2026. 

The post Larger, Faster Volocopter Air Taxi Makes Its First Flight appeared first on FLYING Magazine.