Category: Regulations
Lilium Achieves G-1 Certification Basis From FAA
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...

Lilium Achieves G-1 Certification Basis From FAA

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
FAA Releases New Concept of Operations for Aerial Mobility
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...

FAA Releases New Concept of Operations for Aerial Mobility

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.
White House Hosts Summit on Advanced Air Mobility
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...

White House Hosts Summit on Advanced Air Mobility

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.
UK’s Civil Aviation Authority to Match EASA Certification Standards for 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...

UK’s Civil Aviation Authority to Match EASA Certification Standards for 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.
FAA Issues New Guidance on eVTOL Certification
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...

FAA Issues New Guidance on eVTOL Certification

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.
Horizon Aircraft Advocates for Stricter Safety Standards Passenger eVTOLs
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...

Horizon Aircraft Advocates for Stricter Safety Standards Passenger eVTOLs

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
U.S. Congress Introduces Legislation to Support Aerial Mobility Infrastructure
The United States House and Senate have introduced legislation looking to advance the development of aerial mobility, notably with bipartisan support. Under the name of “Advanced Air Mobility Coordination and Leadership Act,” the proposed bills call on U.S. Secretary of Transportation Pete Buttigieg to “establish an inter-agency working group to coordinate efforts to develop a complete AAM ecosystem to support...

U.S. Congress Introduces Legislation to Support Aerial Mobility Infrastructure

The United States House and Senate have introduced legislation looking to advance the development of aerial mobility, notably with bipartisan support. Under the name of “Advanced Air Mobility Coordination and Leadership Act,” the proposed bills call on U.S. Secretary of Transportation Pete Buttigieg to “establish an inter-agency working group to coordinate efforts to develop a complete AAM ecosystem to support widespread operations of new eVTOL aircraft”, or in other words, federal support for the development of an aerial mobility infrastructure system.
The U.S. House bill, H.R. 1339, was referred to the Subcommittee on Aviation on February 26th, 2021, by Rep. Sharice Davids (D-Kansas), and was co-sponsored by Garret Graves (R-Louisiana). In the Senate, S.516 was referred to the Committee on Commerce, Science, and Transportation on March 1st, 2021, backed by Sen. Jerry Moran (R-Kansas) and Sen. Kyrsten Sinema (D-Arizona).
According to Sen. Moran, “American aviation is entering a new era of innovation and growth, and industry leaders should have a seat at the table as the federal government creates programs to advance the development of this technology and sets safety and operation standards.”

According to Sen. Moran (R-Kansas), “American aviation is entering a new era of innovation and growth, and industry leaders should have a seat at the table as the federal government creates programs to advance the development of this technology and sets safety and operation standards.” Photograph: Hyundai
The proposed inter-agency working group would include representatives from the U.S. Dept. of Transportation, Federal Aviation Administration (FAA), NASA, and U.S. Depts. of Defense, Energy, Commerce, and Homeland Security. Additionally, eVTOL aircraft manufacturers would be invited to participate, as well as pilot training and ground handling organizations, aircraft operators, aircraft maintenance providers, pilot and ATC unions, state, local, and tribal agencies, first responders, environmental groups and energy companies.
If enacted, the working group would be established within 120 days from the date of enactment, and ready to start deliberations 60 days afterwards. The group’s main tasks would be to provide a review and examination of all the factors — such as safety and security involved with air traffic management concepts involving AAM, federal policies that can be leveraged to advance AAM and necessary infrastructure to support the development of AAM, and benefits associated with such development — required to support aerial mobility development and to report on proposals within 180 days after the completion of this work, implying a rough estimated timeline that extends to the fourth quarter of 2022.
The legislation has received support from several key aviation industry groups, including the NBAA, the General Aviation Manufacturers Association (GAMA), Aerospace Industries Association, the Vertical Flight Society, Helicopter Association International, American Association of Airport Executives, and Airports Council International.
According to GAMA President and CEO Pete Bunce, “The Advanced Air Mobility Coordination and Leadership Act goes well beyond the good work the FAA is doing to certify and build the operational regulatory framework to introduce electric aircraft into the National Airspace System,” Bunce said, adding such inter-agency and industry coordination would “help realize the enormous potential and broad societal benefits of this rapidly developing and transformative aviation sector.”
“On-demand AAM provides a path for the U.S. to maintain its position as the world leader in civil aviation, and there are significant opportunities for general aviation and our highly skilled workforce, which is why we support this important legislation,” added NBAA president and CEO Ed Bolen.
Why it’s important: This legislation displays the rising popularity of aerial mobility, with bills being introduced in both House and Senate with bipartisan support. If enacted, aerial mobility development in the domestic market would be greatly accelerated, as federal support would allow for easier paths into installing aerial mobility infrastructure and services within the United States.
Source // AIN Online
EASA Merges VTOL and General Aviation Certification Departments
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...

EASA Merges VTOL and General Aviation Certification Departments

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
New Standards for UAV Delivery Service, Co-Created by EHang, will Begin in China in 2021
The Specification for Express Delivery Service by Unmanned Aircraft (the “Standard”) issued by the State Post Bureau of the People’s Republic of China will be effective in the country starting on January 1st, 2021. The Standard was jointly formulated by industry-leading players including EHang (Nasdaq: EH), JD.com (Nasdaq: JD), and ZTO Express (NYSE: ZTO). As China’s first industry standard for express delivery...

New Standards for UAV Delivery Service, Co-Created by EHang, will Begin in China in 2021

The Specification for Express Delivery Service by Unmanned Aircraft (the “Standard”) issued by the State Post Bureau of the People’s Republic of China will be effective in the country starting on January 1st, 2021. The Standard was jointly formulated by industry-leading players including EHang (Nasdaq: EH), JD.com (Nasdaq: JD), and ZTO Express (NYSE: ZTO). As China’s first industry standard for express delivery service by unmanned aircraft, the implementation of the Standard is of great significance for improving last-mile delivery service, ensuring the safety of operations, and promoting the development of aerial logistics for the eventual passenger aerial mobility industry.

An EHang Delivery Drone being tested
The Standard is applicable to express delivery services by unmanned aircraft with a maximum empty aircraft weight of 116kg (255 lbs), a maximum takeoff weight of 150kg (330 lbs) , and an airspeed of no greater than 100km/h (62mph). Moreover, it specifies the service entities, conditions, procedures, assessments, safety issues and compensation of express delivery by unmanned aircrafts, which provides a standard reference for postal express companies and drone operators to engage in drone delivery services.

An EHang Drone works with DHL Cargo in to execute a delivery as part of a partnership that has been established between the two companies
As one of the world’s leading autonomous aerial vehicle (AAV) technology platform companies and an aerial mobility industry pioneer, EHang has proprietarily developed a complete suite of intelligent aerial logistics solutions, including the EH216L heavy-lift AAV for short-to-medium-haul aerial transport, the Falcon medium-sized AAV for urban express delivery, the unmanned aircraft systems, take-off and landing control sites and intelligent self-express service machines. With abundant operating experience, service workflow and practical data, EHang made significant contribution to the groundbreaking for the Standard based on its industry expertise and valuable insights.

The EHang 216L, capable of autonomously carrying up to 200kg (440 lbs).
Why it’s important: With the implementation of this Standard, EHang will continue to accelerate regular operations of its intelligent AAV technologies for aerial logistics, and provide customized solutions for clients from various sectors including logistics, retail, e-commerce and more. Establishing this infrastructure and setting a standard for unmanned vehicles will help lay the groundwork for EHang’s eventual passenger aerial mobility services.
McKinsey’s Take on Aerial Mobility Pilots: A Niche Talent Pool in Need of Development
Consulting Firm McKinsey & Co published their analysis on the transition from piloted to pilotless aerial mobility aircraft on June 2nd, outlining a proposed four phase progression from the current status quo of completely piloted aircraft to completely autonomous aerial mobility operations. The analysis, compiled by Uri Pelli and Partner Robin Riedel, asserted that the development will mature through these...

McKinsey’s Take on Aerial Mobility Pilots: A Niche Talent Pool in Need of Development

Consulting Firm McKinsey & Co published their analysis on the transition from piloted to pilotless aerial mobility aircraft on June 2nd, outlining a proposed four phase progression from the current status quo of completely piloted aircraft to completely autonomous aerial mobility operations. The analysis, compiled by Uri Pelli and Partner Robin Riedel, asserted that the development will mature through these stages:
- No automation or human assistance (current capabilities, where computer systems may assist human pilots by reducing workload and providing safety protections)
- partial and conditional automation, in which pilots provide some control from the ground but onboard automation systems control the majority of activities
- high automation with remote supervised vehicles (one supervisor on the ground monitoring multiple aircraft)
- full automation
It was noted that, while these stages appear discrete, they could overlap, or even blend together, as additional developments occur and the integration of piloted/augmented piloted operations of aerial mobility aircraft is more fully developed.
Additionally, the article paired these four development stages with four major headwinds: the challenges of obtaining the pilot population, training them, and then implementing them at scale, with the knowledge that in a certain number of years, by design, they’ll be rendered obsolete.
The first challenge was the sheer cost of pilots. Given realistic assumptions of operating cost for UAM aircraft, adding a pilot could almost double the cost of any given flight.
Secondly, training and pilot sourcing are difficult. The aviation industry was in a massive pilot shortage prior to COVID-19, and McKinsey’s estimates state that once the eventually return to commercial air traffic operations has reached steady state, “suggests the [aerial mobility] industry could require about 60,000 pilots by 2028, roughly 17 percent of the total number of commercial pilots in 2018”. Almost 20% of the pilot workforce, on top of the existing talent pool, is a very large increase in demand across any industry. However, pilots are also an opportunity to leverage experience gained in providing a comfortable atmosphere for commercial air travel; they would serve as ambassadors for the aerial mobility industry through their interactions with customers. In fact, McKinsey’s article leads directly into the hurdle of a completely new customer experience – one that pilots have the ability to help curate to both reassure passengers and allow them to enjoy the convenience and benefits of commercialized aerial mobility transportation.
Last, and the most commonly cited hurdle, is the aircraft design paradigm. While provisions for manual operation and piloting of aerial mobility vehicles will be required for earlier models, at what cost is either retrofitting these aircraft when pilots are no longer required, or operating them with a spare pilots seat, worth when compared to clean sheet designs and integrations that never intended for a pilot to be in the loop? The challenging reality of certification for UAM aircraft at present means that designs must include pilot provisions now, and likely in the future those provisions may be partially deactivated and the pilot’s seat “converted” to a passenger seat to realize the benefit of another revenue generating station onboard. But then, what to do with pilots? The value proposition moving forward is equally as important for pilots in search of a long lasting career. Transitions to remote operations, or fixed wing aircraft piloting, might need to be flowed out to demonstrate the long term benefits of a career that may only involve 10 years of piloting UAM aircraft, per se.
Why it’s important: Due to the autonomous intent of the aerial mobility industry, the interim flight operations solution (pilots required) can be overlooked easily. McKinsey has identified a few of the key challenges for sourcing the talent required to bridge this gap in public acceptance and certification (the technology gap is virtually non-existent for flight path guidance at present). Additionally, once the talent pool of pilots is obtained, there are secondary benefits to having knowledgeable and professional pilots who may be able to serve as ambassadors to aerial mobility.
Source // McKinsey & Co. Article
Dufour adds Karsten Fischer to Senior Advisory Team
Dufour Aerospace announced on Monday that Karsten Fischer will join their Senior Advisory Team. Fischer is stated to join as an advisor for certification, configuration control, process and quality management, according to Dufour’s press release. Karsten brings over 20 years of experience from within the aerospace industry, and has previously worked on the “conception, implementation, and operatino of European Part 21...

Dufour adds Karsten Fischer to Senior Advisory Team

Dufour Aerospace announced on Monday that Karsten Fischer will join their Senior Advisory Team. Fischer is stated to join as an advisor for certification, configuration control, process and quality management, according to Dufour’s press release. Karsten brings over 20 years of experience from within the aerospace industry, and has previously worked on the “conception, implementation, and operatino of European Part 21 Design Organizations and Part 21 Production Organizations.
Karsten studied aircraft engineering, at which point he applied his studies to his work at Pilatus Aircraft, Ltd in the Structural Engineering Research and Development Department. He worked on PC-12 loads, fatigue, and project management, and eventually transitioned into the Head of Configuration management for the aircraft. He was the first member of the Office of Airworthiness team to implement the Pilatus initial JAA JAR 21 DOA in 1999.
He currently serves as Co-Founder and Partner of ddpConcepts GmbH, a consultancy firm that offers products, tools, consulting, support training and auditing services focused on EASA Part 21 Design and Production Organizations. As a DO, his expertise spans type-certification process and changes by the TC-holder, as well as STC and ETSO approvals.
Dufour’s addition of Karsten to their senior advisory team adds a respectable complement of experience, primarily from the certification front. Dufour’s announcement of Karsten joining their team is timely, considering EASA’s release of their proposed eVTOL certification standards. Karsten will undoubtedly be working with Dufour and staying close to the EASA standards as Dufour continues work on their eVTOL prototypes and readies them for initial flight testing.
Why it’s important: More and more aerial mobility companies are reaching the flight testing phase as they complete their design concepts and move forward with real production and test. Looking forward, the next larger hurdle for many of these companies to overcome will be that of certification – and as such the addition of experienced aerospace talent within the certification realm will prove invaluable in deploying aerial mobility aircraft that are technologically advanced and poised to make an impact – but that aren’t yet certified. Expect future announcements of other aerial mobility companies bolstering their team with advisors and members that are well versed in the certification sphere.
Source // DuFour Aerospace Press Release
Enabling a Safe, Secure and Inclusive Sky with Aerial Mobility
Public and regulatory preparedness for aerial mobility are two of the top priorities for seamlessly integrating the rapidly developing technology in to the current global infrastructure. Following the 2020 Consumer Electronics Show (CES), U.S. Secretary of Transportation Elaine L. Chao shared some thoughts about how the United States—specifically, the Federal Aviation Administration, which is part of the U.S. Department of Transportation— is...

Enabling a Safe, Secure and Inclusive Sky with Aerial Mobility

Public and regulatory preparedness for aerial mobility are two of the top priorities for seamlessly integrating the rapidly developing technology in to the current global infrastructure. Following the 2020 Consumer Electronics Show (CES), U.S. Secretary of Transportation Elaine L. Chao shared some thoughts about how the United States—specifically, the Federal Aviation Administration, which is part of the U.S. Department of Transportation— is approaching this technology. The following is an excerpt from the discussion:
“First, as with every other mode of transportation, safety is our Number One priority. UAM aircraft, and the infrastructure that supports these novel operations, will require a level of safety commensurate with the complexity of any operation that engages in passenger carriage for hire. So the commercial availability of UAM technology in the United States will depend upon companies developing robust, reliable, and technically capable designs that have been shown to be compliant with the applicable airworthiness and safety regulations.
“As you know, Urban Air Mobility vehicles are not helicopters or scaled-up drones. They are complex systems involving infrastructure, new systems and new aircraft. A segregated approach to airspace integration may work for initial, low-volume operations resembling existing helicopter corridors in large urban areas. But a long-term solution that accommodates hundreds- if not thousands- of these air vehicles operating simultaneously over urban landscapes is a complex challenge. It will involve advanced concepts in Air Traffic Management Systems and Trajectory Based Operations, to name a few.

U.S. Secretary of Transportation Elaine L. Chao
“The Department’s FAA will be working with state and local governments and stakeholders over the next two years to define the requirements for these unique types of operations. Let me note that, consistent with this Administration’s approach to new technologies, the FAA has shifted from prescriptive rules to performance-based regulations. This approach will ensure that, as UAM technology and operations evolve, federal regulations will strengthen safety but be agile enough to grow with the technology. The Department will continue to work with industry stakeholders to identify the challenges, gaps, and opportunities associated with UAM.
“Let me add one more thought to this discussion. To be fully deployed, UAM technology must first win the public’s trust and acceptance. UAM systems will be flying directly over– and landing near– neighborhoods and workplaces. So it is imperative that the public’s legitimate concerns about safety, security, noise and privacy be addressed. I challenge the UAM industry to step up, and educate communities about the benefits of this new technology and win their trust. It is critical to ensuring that UAM technology reaches its full potential.”
Why it’s important: These vehicles have the potential to create new mobility options for millions and change how people travel to and around cities, as well as to and from rural areas. This potential has stimulated billions of dollars of investment in UAM technology, as well as first-of-its-kind roundtable discussions with urban air mobility leaders and advocates, as took place at CES 2020.
Source // U.S. Department of Transportation
EASA Drafting Certification Plans for eVTOL Prototypes in Europe
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...

EASA Drafting Certification Plans for eVTOL Prototypes in Europe

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.
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).
FAA Comments on the Integration of Urban Air Mobility
On January 13, The Transportation Research Board hosted a panel discussion with senior transportation officials to talk about automation technology in the transportation space. Representatives from the Federal Aviation Administration (FAA) and National Highway Traffic Safety Administration (NHTSA) joined two deputy assistant Transportation secretaries to talk about various new technologies and the rulemaking processes governing them. The panelists discussed automated driving...

FAA Comments on the Integration of Urban Air Mobility

On January 13, The Transportation Research Board hosted a panel discussion with senior transportation officials to talk about automation technology in the transportation space. Representatives from the Federal Aviation Administration (FAA) and National Highway Traffic Safety Administration (NHTSA) joined two deputy assistant Transportation secretaries to talk about various new technologies and the rulemaking processes governing them. The panelists discussed automated driving systems, self-driving cars, unmanned aircraft systems, and the spectrum allocation for these new technologies.
At the gathering, Jay Merkle, the Executive Director of the Federal Aviation Administration’s Unmanned Aircraft Systems (UAS) Integration Office, spoke to the panel regarding the future of aerial mobility, as well as what is happening in the present day:
“As I mentioned, these are aircraft that fill that void from 30 miles to 300 miles, between the small drones and the commercial aircraft we know today. And probably the biggest question I get on this is, is this real? Are they really happening? Yes, this is more than just hype. This is more than just promotional videos. We have at least six aircraft well along in their type certification, which is the first step in introducing the new aircraft into operation. We are beginning to work on integrating them operationally, so the pilot requirements, the airline operating requirements, and then were also beginning to work on the air space integration as well.”
“The biggest lesson learned out of all of this work has not been the underlying technology, but it’s really been how do we engage the public and help them embrace these very innovative technologies?”
“To that end, we are continuing and starting to work on community engagement. This will be a particularly new challenge for us … these urban air mobility vehicles tend to be electric driven and have tremendous power requirements for recharging. There are problems that I should say, there are needs to solve certain problems, associated with getting people to and from these aircraft. The best example is they want to use space on top of existing buildings, as landing areas. And most elevators don’t go to the roof. So they will have to redesign elevators to get passengers up to those areas. And to get them up there safely, and without interrupting other activities. So this is a brief overview of all of the very exciting and innovative things that are going on in aviation today. And I think it matches well with what we’re seeing emerge in the surface transportation areas, and the other areas of research.”
Why it’s important: In order to expand the scope of current regulations and infrastructural development, the Transportation Research Board is looking to the experience and knowledge the FAA has already begun to gather regarding the emerging aerial mobility sector. Regulators are making available ample resources to aerial mobility vehicle manufacturers and operators, which has led – and will continue to lead – to the growth of the industry and increased public awareness.
Source // C-SPAN
U.S. Department of Transportation Issues Proposed Rule on Remote ID for Drones
The FAA has laid the groundwork for expanded UAS operation beyond line-of-sight The U.S. Department of Transportation’s Federal Aviation Administration (FAA) today announced a proposed rule that would continue the safe integration of Unmanned Aircraft Systems (UAS), commonly called drones, into the nation’s airspace by requiring them to be identifiable remotely. “Remote ID technologies will enhance safety and security by...

U.S. Department of Transportation Issues Proposed Rule on Remote ID for Drones

The FAA has laid the groundwork for expanded UAS operation beyond line-of-sight
The U.S. Department of Transportation’s Federal Aviation Administration (FAA) today announced a proposed rule that would continue the safe integration of Unmanned Aircraft Systems (UAS), commonly called drones, into the nation’s airspace by requiring them to be identifiable remotely.
“Remote ID technologies will enhance safety and security by allowing the FAA, law enforcement, and Federal security agencies to identify drones flying in their jurisdiction,” said U.S. Transportation Secretary Elaine L. Chao.

Wing (left), AirMap (center), and UASidekick (right) remote ID applications visualize 6 unique drone operations across multiple USS. Image courtesy of Wing.
The FAA will seek input on the Notice of Proposed Rulemaking (NPRM) for Remote Identification (Remote ID) of UAS that today was placed on display at the Federal Register. In the coming days, it will be accompanied by a 60-day comment period to receive public feedback and help the FAA develop a final rule to enhance safety in the skies over the U.S.
“As a pilot, my eye is always on safety first,” said FAA Administrator Steve Dickson. “Safety is a joint responsibility between government, pilots, the drone community, the general public and many others who make our nation so creative and innovative.”
Drones are a fast-growing segment of the entire transportation sector – nearly 1.5 million drones and 160,000 remote pilots are registered with the FAA. Equipping drones with remote identification technologies would build on previous steps taken by the FAA and the UAS industry to safely integrate operations, including the small UAS rule, which covers drones weighing less than 55 pounds, and the Low Altitude Authorization and Notification Capability (LAANC), which automates the application and approval process for most UAS operators to obtain airspace authorizations.
AirMap applauds @FAANews’ recent release of its proposed Remote ID rule and looks forward to providing feedback. Comprehensive Remote ID regulations will spur our industry forward. To read our full statement, click here: https://t.co/LVnFG5ECYq
— AirMap (@AirMapIO) December 26, 2019
These efforts lay the foundation for more complex operations, such as those beyond visual line of sight at low altitudes, as the FAA and the drone industry move toward a traffic management ecosystem for UAS flights separate from, but complementary to, the air traffic management system.
The proposed Remote ID rule would apply to all drones that are required to register with the FAA (recreational drones weighing under 0.55 pounds are not required to register), as well as to persons operating foreign civil UAS in the U.S.
Why it matters: While the initial motivation motivation for Remote ID is for drones, aerial mobility stakeholders will see value in the technology. This development will lead to expanded UAS operation beyond visual line-of-sight (BVLOS). Remote ID promises to advance the UAS industry with improved safety, accountability, and transparency of its stake holders.
Source // FAA
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