Lilium announced earlier this week that it has obtained its G-1 certification basis from the FAA in advance of its efforts to certify Lilium in both the EASA and FAA regulatory spaces.

The award is supplemental to the certification basis Lilium received from EASA in 2020 and highlights where Lilium will need to demonstrate conformance to FAA regulations of its prototype design in achieving a type certificate.

“We are the first powered lift eVTOL pioneer in our industry holding a Certification Basis from EASA and the FAA,” said Alastair McIntosh, Lilium Chief Technology Officer. “This is a major step towards our goal of achieving early certification of our aircraft in key markets to support a worldwide entry into service. We are grateful to have found great partners on both sides of the pond to electrify the skies. As per FAA practice, there will now be a collaborative process where Lilium and EASA provide feedback to the FAA before the G-1 is issued for public consultation. We look forward to continued collaboration with the FAA and EASA.”

“Receiving the FAA G-1 demonstrates the Lilium Jet’s path to global acceptance by aerospace regulators and the expected start of global operations in late 2025 for the revolutionary Lilium Jet,” Lilium Chief Executive Officer Klaus Roewe said.

The G-1 Certification Basis is based on the FAA’s certification standards contained in 14 C.F.R.Part 23. With Part 23 as the foundation, the G-1 Certification Basis sets forth the specific Airworthiness Standards and Environmental Standards required for FAA Type Certification.

According to a company press release, Lilium remains on track towards achieving Type Certification with EASA in late 2025.

Why it matters: FAA G-1 is a critical milestone in the FAA cross-validation process, establishing airworthiness and environmental requirements necessary to achieve FAA Type Certificate Validation. This effort confirms Lilium’s strategy of pursuing dual certification of the Lilium Jet to enable entry into service in key markets globally.

Source: Lilium Press Release

The FAA has released V2.0 of its Concept of Operations for the aerial mobility sector following on the documents initial release in 2020 with feedback incorporated from various stakeholders in the space.

According to the release, “The UAM ConOps Version 2.0 is an iterative progression of work in the development of the concept that will be continued to mature through ongoing government and industry stakeholder collaboration. Future editions of the UAM ConOps will provide a broader and more comprehensive vision of our shared partnership for UAM operations based on feedback and continued collaboration surrounding this iteration of the UAM ConOps.”

The FAA envisions a cooperative operating environemnt known as Extensible Traffic Management (xTM), which complements the traditional provision of Air Traffic Services (ATS) for future passenger or cargo-carrying operations.

The envisioned evolution for UAM operations includes an initial, low-tempo set of operations that leverage the current regulatory framework and rules (e.g., Visual Flight Rules [VFR], Instrument Flight Rules [IFR]) as a platform for increasing operational tempo, greater aircraft performance, and higher levels of autonomy. These are made possible by increased information sharing with operations across a range of environments, including major metropolitan areas and the surrounding suburbs.

The ConOps defines the future rollout of aerial mobility operations would be malleable to the growth of eVTOL traffic. Initially, operations would be conducted using new aircraft types that have been certified to fly within the current regulatory and operational environment. As the industry grows, the FAA would begin to define and develop UAM corridors and cooperative areas where autonomous flight can occur.

Why it matters: It is important to note this ConOps document is not a policy statement or a forecast of potential regulations surrounding the aerial mobility space. Rather this document outlines ways in which aerial mobility can integrate into the existing National Airspace System (NAS) and Air Traffic Services (ATS). Expect future versions to offer greater and more detailed descriptions for the integration of aerial mobility into the existing aviation industry.

The White House on Wednesday held a summit on advanced air mobility, including drones and electric vertical take-off and landing (eVTOL) aircraft.

The summit, hosted by the White House Office of Science and Technology Policy (OSTP), included NASA Administrator Bill Nelson, Federal Aviation Administration acting chief Billy Nolen and Joby Aviation (JOBY.N) CEO JoeBen Bevirt.

The summit addressed how advanced air mobility (AAM) can help achieve goals for U.S. domestic policy, national security, climate and job creation, the White House said. It also looked at the “future of aviation in America and the regulatory strategy towards responsible and equitable adoption of these technologies,” and at challenges of integrating drones and eVTOLs into the national airspace.

Other speakers included Gary Batton, chief of the Choctaw Nation of Oklahoma, Alondra Nelson, the acting director of OSTP, and Deputy White House Homeland Security Adviser Josh Geltzer.

Along with members of the OSTP and industry leaders, several aerospace non-profits including AIAA and AIA, shared their thoughts on the summit.

“On behalf of the 30,000 professional and student members of AIAA, we applaud the Biden Administration for holding the White House Advanced Air Mobility Summit (#WHAAMSummit) today. We were pleased to be part of this important event, joining other key stakeholders from the advanced air mobility (AAM) community.”

Why it matters: Having aerial mobility included in the conversation of high priority topics worthy of a summit at the White House shows the grasp eVTOL is gaining on. Putting the public and private sector together in the emerging stages of aerial mobility will prove to accelerate development of regulatory framework and technology regarding eVTOL aircraft.

EASA has been working over the past two years to build the certification framework necessary for commercialized eVTOL operations. These efforts have included proposed rule-making for eVTOL design specifications, vertiport operations, and organizational streamlines to combine general aviation and eVTOL aerial mobility certification.

The Civil Aviation Authority (CAA) of the United Kingdom has this week announced that it will follow the standards set in place by EASA (European Union Aviation Safety Agency) for eVTOL certification. The rule set by EASA known as Special Conditions (SC)-VTOL will now be the basis for all new aerial mobility platforms in the UK and EU.

“The decision to adopt SC-VTOL as our certification basis will support U.K. manufacturers and enable them to easily access the global market for eVTOL aircraft,” said Rob Bishton, CAA’s group director for safety and airspace regulation, in a press release. “We will continue to work with the industry to help promote and facilitate innovation throughout aviation.”

The Special Conditions will allow manufactures and the CAA to develop safety requirements as these new technologies come to market and provide the basis for approval.

In implementing these new standards, the CAA will continue to proactively engage and collaborate with other global national aviation authorities, such as the US Federal Aviation Administration (FAA), to share approaches, lessons learned, and safety insights.

Harmonizing safety standards across nations and continents helps to maintain high levels of safety, reduces industry costs, and increases efficiency in the regulations development process. Through this governmental collaboration, the UK aerial mobility industry will now have easier access to a wider global market.

Why it’s important: Streamlined and harmonized certification standards across Europe and North America would greatly simplify eVTOL maker’s development timelines and costs while ensuring a uniform level of safety in various geographic markets. As eVTOL aircraft begin achieving certification with EASA, expect to see other countries’ certifications roll out shortly after thanks to efforts like these between aviation regulatory agencies.

As eVTOL creators across the country continue flight tests, certification remains a question at large for stakeholders in the industry. This week, the FAA released new guidance on eVTOL certification within existing regulatory framework. Under Part 23 certification (the standard for most general and business aviation air transport vehicles under 9 passengers), eVTOL will be categorized as powered-lift aircraft.

In the immediate future, the FAA plans to use special class processes under FAR 21.17(b) with Part 23 performance-based airworthiness standards. “This ‘special class’ process is designed to address the many novel features of unique aircraft such as these emerging powered-lift designs,” the FAA said. “This regulatory framework already exists, and this approach is consistent with international standards.” In the long term, the FAA also announced plans unique to new eVTOL certifications pertaining to operations and pilot training.

This announcement comes in the wake of a regulatory audit earlier this year by the Office of Inspector General for US Department of Transportation. The audit was aimed at reviewing the FAA’s certification plans for eVTOL aircraft.

As reported to FLYING magazine, the FAA does not plan to delay type certification efforts for leading eVTOL manufacturers including Archer, Joby, and Beta Technologies.

Why it matters: A large outstanding question for aerial mobility stakeholders is how the FAA plans to certify eVTOL aircraft and to what standard they will be held. The current Federal Aviation Regulations were built for traditional aircraft and the innovations aerial mobility present challenge the paradigm for pursuing new type certifications. For now, it appears eVTOL aircraft will be expected to be certified to Part 23 performance standards, but new regulations could be introduced to ensure safety of operators and passengers in the United States.

Aerospace engineering company Horizon Aircraft is advocating that the safety bar for all eVTOL passenger aircraft, most commonly seen in the aerial mobility industry, should always be equal to if not higher than those in the commercial aviation industry. The company mentions that the global spotlight on the first air taxis will be intense to the point that any accidents from safety risks would set the aerial mobility industry back multiple years in terms of public confidence and regulatory approval, and thus eVTOL operations must be incredibly safe to be successful. 

“There is much debate around the safety requirements of eVTOL aircraft, with some commentators for example, saying they should be twice as safe as driving a car, or have safety records on a par with helicopters,” says Horizon CEO Brandon Robinson, “The safety bar must be set much higher so that potential passengers, regulators, and other stakeholders have the highest possible levels of confidence in the first eVTOL aircraft. This is essential to the sector reaching its full potential.”

At the current state of safety regulations in the aerial mobility industry, Horizon believes that most eVTOL aircraft developers looking to become commercially operational will fail to secure insurance at an affordable price, as they will be unable to meet the safety requirements of the insurers. The company also warns it will be difficult for eVTOL manufacturers and operators to secure insurance because there is currently a general lack of competition in the aviation insurance market.

This belief in increased safety regulatory compliance is reflected in the safety and operational capability of Horizon’s own aircraft, the Cavorite X5, which is described by Horizon as a normal aircraft with the additional capability of eVTOL flight. According to the company, the Cavorite X5 flies 98% of its mission in a configuration exactly like a traditional fixed-wing aircraft, meaning the pipeline to certification and high safety ratings will be much smoother.

Why it’s important: The risk of safety-related accidents is a pressing concern for the aerial mobility industry, which will depend heavily on public confidence in order to succeed. An increase in safety standards for eVTOL aircraft development may set back several eVTOL developers, but reduce the risk of passenger injuries and/or fatalities, which may be a worthwhile tradeoff to attain public confidence. 

Source // ITS International

The following information was initially published by Aviation International News and can be found on AINOnline.

According to a European Union Aviation Safety Agency spokesman, EASA has reorganized its certification directorate, merging the departments handling general aviation fixed-wing and vertical takeoff and landing (VTOL) aircraft, including drones. The news was reported in a recent publication by Aviation International News (AIN), and follows announcements made earlier in 2020 regarding the Agency’s progress toward a full set of certification standards that Europe will need to adopt for the commercial operation of air taxis.

The new department opened on January 1 and is being led by David Solar, who reports to EASA certification director Rachel Daeschler. Solar previously was in charge of the VTOL department, which includes helicopters.

“This will deal with all general aviation products [including business jets] and all VTOL, as well as the certification of eVTOL [aircraft] and of drones,” explained a spokesman to AIN. However, the directorate does not cover the regulation of operations and flight crew licensing for these categories of aircraft.

Examples of eVTOL aircraft the latest EASA standards will apply to: Vertical Aerospace Seraph (left), The Lilium Jet (middle), and the Volocopter Velocity (right).

The European Union Aviation Safety Agency said it now expects to publish the final version of its means of compliance for its new Special Condition VTOL type certification rules in early 2021. In 2019, EASA announced its initial plans to publish certification standards for electric and hybrid VTOL aircraft, aimed at those designed for urban environments such as Lilium, Volocopter, and Vertical Aerospace‘s eVTOLs. According to Aviation International News, EASA had deferred planned publication in December because it needed more time to take account of the large volume of industry comments it received to draft proposals published on May 25, 2020.

Related: EASA Releases Proposed Certification Standards for eVTOLs

On the subject, AIN also wrote that the final version of the means of compliance for a special condition for certifying hybrid and electric propulsion systems will be published in the early part of this year.

Why it’s important: EASA’s effort to normalize the certification process and regulations with regard to VTOL aircraft demonstrates an initiative that will expedite the integration of VTOL technologies into global transportation systems. The merging of departments also conveys promising news for manufacturers and future operators of VTOL aircraft fleets, which will likely lead to continued motivation for pursuing research and development in the growing industry. Additionally, this positive feedback has potential to positively influence investors’ willingness to fund current and prospective projects as the regulatory infrastructure develops.

Source // AINOnline

Next month, the European Union Aviation Safety Agency (EASA) will outline the certification process for eVTOL OEM’s to receive type certifications for their prototypes under the new Special Conditions VTOL rules. 

This proposal will outline the critical regulations and rules eVTOL manufacturers must adhere to in achieving type certificates. It is expected as the technology advances towards commercialization that newer regulations will emerge sometime later this year, likely mid-November. For now, these basic regulations will likely follow the framework of existing air transport rules.

EASA’s headquarters in Cologne, Germany.

David Solar, head of VTOL certifications for EASA has stated that aerial mobility manufacturers are eager to receive the proposal sooner rather than later as to limit design re-work that may be necessary to achieve a type rating in EASA’s jurisdiction. However, Solar warns, “The first crash of an eVTOL aircraft could kill the business, so it’s important that we learn but do not close the door to progress.”

“The plan is that over the next couple of years, or more, we will see if we are aligned with what the applicants eVTOL manufacturers are doing,” Solar said. “At some point, it may result in a new CS regulation, or a change in the regulatory framework, it is hard to predict exactly when this will be completed because the industry is going through a lot of prototypes now with many final designs still on the drawing board.”

Along with the design requirements, EASA will publish rules and regulations surrounding the operation of eVTOL aircraft. In the context of urban air mobility operations, Solar said he expects individual cities to also establish the terms under which they are willing to accept operations.

Why it matters: EASA is the second largest regulatory body in the global aerospace industry aside from the United States’ Federal Aviation Administration (FAA). Achieving a type rating in Europe will unlock a key market for players in the aerial mobility space and will likely influence the decisions of other regulatory bodies. This process is already well underway as at least 6 prototypes are progressing well in attaining their type certification in the United States. Furthermore, the aerial mobility industry has begun commenting on the FAA’s Remote ID plans for identifying Unmanned Aircraft Systems (UAS).