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 certifaction 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).