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On the left is the Terrafugia Transition. On the right is the Pal-V Liberty. These are the first two flying cars to reach the market. Many VTOLs classify as ‘flying cars’ because they are personal-sized point to point vehicles that use the skies as their medium of travel. However, the Pal-V Liberty and the Terrafugia Transition can drive on the...
Many VTOLs classify as ‘flying cars’ because they are personal-sized point to point vehicles that use the skies as their medium of travel. However, the Pal-V Liberty and the Terrafugia Transition can drive on the road as well as fly through the air.
Terrafugia, founded by graduates of MIT, has been working on the Transition for over a decade. The Transition’s wings fold to become as flush as possible with the body when the car is on the ground, and unfold for flight. Based in New England, Terrafugia was purchased by Volvo’s Chinese parent company, Geely, in 2017.
Terrafugia has begun taking pre-orders for the Transition, with a price around $300,000. The Transition’s main features include the ability to switch from drive mode to flight mode in under one minute, a range of about 400 miles, and a flight top speed of 100mph. On the ground, the Transition is powered by a hybrid engine with speeds also up to 100mph.
The Dutch company Pal-V’s ‘Liberty; is designed more like a personal helicopter. The Pal-V Liberty has three wheels, and long helicopter blades that fold into its body for its drive mode.
The base model of the Liberty is priced at €299,000, but €499,000 for the ‘Pioneer’ edition, which will be delivered first and will include all the available customizable options. Pal-V started taking pre-orders last month. Similar to Tesla, it is currently taking these orders through a queue reservation system, which requires a minimum $2,500 down payment. The Liberty has a top airspeed of 112mph, and top ground speed 100mph and a 100 gallon fuel tank, which is good for about four hours of flight time.
Both companies will begin delivering to customers in 2019.
Why It’s Important: While both of these vehicles are mainly recreational, they represent great steps for the era of personal aerial transportation. Not only will both these vehicles promote the acceptance of personal aircraft, they have also already struggled with many of the certification obstacles that air taxi VTOLs are currently experiencing.
A professional hip hop dancer in the Philippines decided he wanted to fly. So he learned engineering, and built a personal passenger drone. His design and prototype were picked up by Australian electric vehicle company Star8, which will bring the aircraft into commercial production. The “Koncepto Millenya” is modeled like a sports car, and getting into it is...
A professional hip hop dancer in the Philippines decided he wanted to fly. So he learned engineering, and built a personal passenger drone. His design and prototype were picked up by Australian electric vehicle company Star8, which will bring the aircraft into commercial production.
The “Koncepto Millenya” is modeled like a sports car, and getting into it is meant to feel like getting into a Formula One car. The two share a streamlined and minimalistic body. The single-seater aircraft can fly up to 400 feet, though demonstration flights were conducted at about 25 feet. It can carry weights of about 150 pounds at a speed of about 40mph. This kind of flight, even at 25 feet, could mean huge improvements in places like the Philippines where traffic is extremely heavy and getting around is difficult.
Although 37 year-old Kyxz Mendiola had no professional or educational background in flight, he was able to learn everything he needed to know from the internet. His original passion was dancing, which led him into drone photography, which led him to become a flying car inventor. He began working on building drones in 2010, but felt that he didn’t really “crack the code” until around 2016.
“What started as curiosity became an obsession, I worked as a freelance filmmaker, taught dance and saved money for six years to be able to work on the drones. My designs had to be compact so that they could fit through the door, elevator and my small truck to take them out for testing.”
About a month ago, Mendiola’s design was noticed and picked up by electric vehicle developer Star8. Star8 currently makes solar-powered busses, ‘Tuks’, and scooters. It plans to carry on Mendiola’s design to enable a higher capacity of passengers and longer flight times.
Why it’s important: Urban Air Mobility solutions are beginning to appear all over the globe. While big traffic problems exist in the U.S, they are sometimes even worse in countries like the Philippines. Mendiola claims that an hour’s drive could be cut down to five minutes in his vehicle. Moreover, solutions like Mendiola’s prove that the kind of technology needed for this solutions is not only viable, but already possible to build.
Transcend Air has announced its plans for its air taxi service to launch in 2024. It’s not the first VTOL company to announce a date for service launch, with Uber committed to three cities by 2023 and Lilium committed to a 2025 launch. But Transcend Air is one of the first to offer a ‘business class’ style VTOL. The interior...
Transcend Air has announced its plans for its air taxi service to launch in 2024. It’s not the first VTOL company to announce a date for service launch, with Uber committed to three cities by 2023 and Lilium committed to a 2025 launch. But Transcend Air is one of the first to offer a ‘business class’ style VTOL.
The interior of the eVTOL is luxurious to say the least, with large cushy seats that face backward as in a business helicopter rather than in rows as in a commercial airplane or other eVTOLs.
Named the Vy 400, the aircraft is designed for somewhat longer inter-city travel with a range of 450 miles and private-jet level speeds of up to 405mph. It features a complete fly by wire control system. The initial three routes the company plans to offer are NYC to Boston, LA to San Francisco and Montréal to Toronto for prices between $280 and $330.
In addition to its 2024 air taxi service launch, Transcend Air also plans to open its pre-order book in late 2020 for those who wish to buy the aircraft. The Vy 400 should be priced at around $3.5 million according to Transcend Air’s website. The company has iterated 15 prototype VTOL models, and claims that its aircraft is ready to build owing to its quick-to-market strategy of integrating proven technologies already on the market. Despite this, the company guarantees complete safety with a full-aircraft parachute.
The Transcend Air team consists of CEO Gregory Bruell, who co-founded Elytron Aircraft, invested in Martin Jetpack and was CTO at Silverback Technologies. Other executive members include COO Peter H. Schmidt – President and Founder of Linear Air, and Richard L. Gersh who led risk management and regulatory engagement for Terrafugia.
“This is a necessary and transformative addition to city-to-city transportation options. It solves multiple problems at once: we’ll take cars off congested roads, reduce pollution around airports and lower the cost of air transportation while drastically reducing travel times.” –Founder Gregory Bruell
Why it’s important: As the VTOL flying car industry develops, it will begin to segment, which is what we are seeing here with Transcend Air. While many air taxi services seek to offset the traffic problem for the general public, Transcend Air approaches the ‘business class’ frequent flyer sector of the market. Their solution aims to solve the problem of private jets: they are too expensive and are not point to point. The development of Transcend Air exemplifies that air taxi services will be used in many different ways, and represents another new branch of the growing industry.
We are on the cusp of a revolution in transportation that has far-reaching implications, from how we get across town to a change in how peoples and nations interact. Advanced aerial mobility — the impact on aviation of electric propulsion and autonomy — represents the inclusion into our transportation mix of a mode that doesn’t depend on building and maintaining every mile of connecting...
We are on the cusp of a revolution in transportation that has far-reaching implications, from how we get across town to a change in how peoples and nations interact. Advanced aerial mobility — the impact on aviation of electric propulsion and autonomy — represents the inclusion into our transportation mix of a mode that doesn’t depend on building and maintaining every mile of connecting path as expensive infrastructure. In other words, aerial mobility is a nodal transportation network, in contrast to road and rail that are linear networks. The flexibility, resilience, and low resource intensity of nodal networks are key strengths.
A nodal network’s advantages are exemplified by the ancient civilizations that excelled based on similar transportation in their time — water.
Some early civilizations developed along rivers ideal for transportation. Consider Ancient Egypt: The Nile river supported a large population under one economy and one governmental structure. Sailing across, up, or down a river, all points are directly connected with no pathways to build or maintain. Only the boats and ports need to be supplied.
Egypt’s easy transport enabled economic growth that left them able to devote resources to progress in other areas such as government, architecture, and the sciences. Egypt advanced relative to its peer civilizations and became one of the first to develop into a national identity.
Water transportation stood out again in the pre-industrial age, as advances in shipbuilding and deep-water navigation enabled countries with mastery of this technology to extend their reach across oceans. The economic and geopolitical implications were profound, including Europe’s expansion into the Americas and culminating in the British Empire.
But overland transport remained difficult, leaving regions not endowed with rivers or coastline behind. During the industrial age, new technology shifted the effort to building linear transportation networks with investments in rail and road to connect the interior. By 1880, the rich economies of Europe were crisscrossed with rail.
Roads and rail differ from water in that every mile must be built and maintained. Routes are fixed and limited in capacity. They make a permanent imprint on the landscape, influencing future behavior for centuries. These networks are costly, but for countries with large economies and strong institutions to manage the investment over time, the return on investment was and still is worth it.
In the modern age, nodal networks which dominated transportation throughout history have taken a back seat to linear networks. Today, ocean transport and commercial air travel are only a very narrow slice of our overall transportation systems. Indeed, the modern world runs primarily on roads and rail.
However, the consequences of this are growing ever more apparent. Megacity regions push the limits of road scale and congestion. Infrastructure becomes costlier to maintain with age. In the United States, our infrastructure is falling behind yet we spend $145 billion annually maintaining our road networks. That amounts to one dollar in road maintenance for every 22 miles traveled each year. In contrast, our $4.1 billion annual spending to maintain the “airside” of airports (the runways, etc.) supports 205 passenger miles per dollar spent. Even as congestion increases, such maintenance costs leave little to continue expanding our roads, particularly in already-built areas. Clearly, alternatives are needed.
The developing world has another challenge. There, it is an inability to afford a proper road network in the first place. Countries struggle under the burden of building and maintaining sufficient road networks to support economic growth that would feed a virtuous cycle. Roads deliver a benefit only once a country has invested to build out an extensive and high-quality network and then sustained that network long enough for the resultant economic growth to kick in. Compounding this, in developing economies that growth response can take longer.
That’s the theory, at least. In practice, the results are mostly disappointing. Today, the billion people living in the richest countries have 10 times more roads per person than the billion people living in the poorest countries. This proportion is consistent across sparsely as well as densely populated countries. For the poor countries to build their road networks up to the equivalent extent of the rich world, they would have to construct 13 million miles of roads — more than twice the size of the U.S. road network — and at a cost of over $5 trillion.
This deficiency is not just about economic growth — it is about missed opportunities for over a billion people. Opportunities ranging from education to health care to the ability to start and grow a new business. All of these things ultimately depend on making connections through transportation.
Rather than depend solely upon linear road networks in countries not yet able to see a return on them, I believe we can create a better solution. What is needed is a lighter-weight transportation capability that delivers essential benefits at low development and maintenance cost. By starting with a thin overlay of high-speed flexible transport, we can deliver essential or high value goods that have the greatest impact and provide a more robust connection for public services to reach remote populations. Medical supplies are an obvious starting point that are already being delivered this way. This becomes the seed of a modern form of nodal network, one not constrained to water. Advanced aerial mobility, in its many forms, can be a crucial enabler of this solution.
More broadly, aerial mobility represents a fundamental step forward allowing any society in the world to incorporate a transportation system that is nodal in nature. In a way, this is a return to what has proven superior throughout history. As a complement to linear networks, it allows us to put high-priority movements such as medical emergencies and disaster relief onto a resilient high-speed network not subject to disruption on the ground. As we gain experience, the scale and use cases expand dramatically.
But wait, are we neglecting the role aviation already plays in connecting the world? Not at all. Aviation works when we overcome the complexities of operating in aerial networks with highly trained professionals throughout the system. However, 20th-century technology has held us back from going any further. Commercial aviation is, in fact, a telltale indicator of the impact when new technology brings its benefits down to short trips and small vehicles operating on-demand. The applications and benefits are too numerous to list here but my article, Technology is Redefining Flight, describes the technological changes at work and the new platforms that are commercializing.
In this article, we’ve taken a fast trip through the long historical arc of transportation’s role in society. Through this lens, we see that flight enabled by new technology is about more than drone deliveries and air taxis. It has far-reaching implications for both megacities and remote expanses of the developing world. The incorporation of a modern nodal transportation network into society is a major step forward and offers subtle yet transformative benefits. We have a lot to look forward to, as leading edge of this transformation is already here.
About Peter Shannon
Peter Shannon is a partner at Levitate Capital and an investor in advanced aerial mobility, formerly in sustainability and tech. He is also an entrepreneur and software engineer, as an Editor for Radius Mobility.
We hear a lot lately about urban air mobility and air taxis that are going to transform our commutes. Recently, I’m getting asked if we’ve yet reached peak-hype. I’m not sure people even agree what the hype is about, much less whether we’re at a crescendo. A common vein in hype is being led into an overly short-term mindset and...
We hear a lot lately about urban air mobility and air taxis that are going to transform our commutes. Recently, I’m getting asked if we’ve yet reached peak-hype. I’m not sure people even agree what the hype is about, much less whether we’re at a crescendo. A common vein in hype is being led into an overly short-term mindset and then getting disappointed. With today’s news cycle, and lacking a broader framework, this is an easy trap to fall into. To counter this, in what context can we frame aerial mobility? Let’s see if history can be a guide.
From the day Charles Lindbergh landed the Spirit of St. Louis at Le Bourget in 1927, people have dreamed of when airplanes would deliver truly spontaneous freedom of flight, to move around the world as they wished.
At the time, Charles Lindbergh’s crossing of the Atlantic was a pivotal moment that inspired the world, bringing a wave of capital, entrepreneurs and engineers into the industry. Like today, there was a frenzy of innovation and businesses getting started. Their shared vision was that soon everyone would be flying aircraft at their own whim, like driving a car.
Aviation has come a long way since then, connecting the world, yet that dream has remained elusive. For nearly a century, flying for most of us has been constrained to mass-aggregation of people on long-distance, scheduled commercial air routes with only enthusiasts or the wealthy braving the expense and complexities of private aviation.
Why this outcome? Progress during World War Two raised expectations for a domestic revolution in the use of personal airplanes. Wartime advances in aircraft design and manufacturing combined with the large number of trained pilots and people otherwise exposed to flight fueled expectation that following the war there would be demand for hundreds of thousands of airplanes as soldiers returned. Indeed, industry responded, with ads during the war reflecting this expectation as manufacturers prepared themselves and the public for the coming new era in flight.
Things actually got off to a decent start. The general aviation industry sold a record high 33,254 aircraft in 1946. But it didn’t last long. A contraction in aircraft sales came about suddenly and violently. In 1947, the number of aircraft sold dropped by more than half, and halved again in 1948. Not until 1951 did growth return. After a modest recovery in the 1960’s and 70’s, general aviation aircraft shipments stalled, seemingly permanently.
Why did general aviation fail to scale? Simply put, the product didn’t meet the needs of the market. Operating small combustion-powered aircraft proved to be too expensive and frequent maintenance made it unreliable to depend on. At the same time, piloting an aircraft remained complex and steep training requirements held back the pilot population. These forces fed on each other, limiting sales and thus funding for product improvements and airport infrastructure. A stringent certification process also contributed — what was proven safe was often kept in favor of innovation.
Combined, these factors kept aviation as personal transport beyond the reach of mass adoption. This cycle persisted for decades. The technology was just not evolved and mature enough and the industry had no path to overcome it.
In contrast, commercial aviation thrived. Here, efficiencies could be gained through aircraft scale and complexity managed with highly trained professional pilots. Today, as we watch tens of thousands pass through mega-hub airports daily, we wonder — was personal aviation a misguided idea or just before its time?
The answer, in this case, is destined to come from outside. As we apply electric propulsion and automation technology to flight, we see how they upend core assumptions around the aircraft, its economics, safety, and usability; and moreover, the transportation system in which it will operate.
This is not simply an improvement; technology is literally redefining flight. Propulsion electrification, autonomy, and the connected aircraft have profound implications. Electrification turns the operating cost and maintenance equation on its head, while opening up fundamentally new aircraft design possibilities. Automation sidesteps the hurdle of pilot training, delivering the on-demand mobility experience as a passenger rather than an operator. Autonomy in aviation is arguably a more tractable problem than on the ground, as the decades of automation experience already in the aerospace industry indicate.
Thematically, these drive the emergence of three flight platforms: the drone, (hybrid) electric airplanes, and the electric vertical takeoff and landing aircraft (eVTOL).
Fantastic, sounds simple. Take that drone and scale it up, right? Be done in about three years, right? Nope. The pathway to redefining aviation with 21st-century technology is complex and interdisciplinary. Recent history with very light jets and light-sport aircraft confirms this. Contrasting cultures must merge — between the people who are driving technology innovation and the community that has tested, refined, and driven aviation to its current levels of safety and maturity. Each community has a lot to learn from the other.
With this as the challenge, investors naturally ask each other how aerial mobility will get funded — questions around the investment thesis, timeline, capital intensity, and gaps to address in this endeavor. For now, internalizing why this is worthwhile will guide us to answer how to make it so.
Focusing on the hurdles and timing to commercialization, platforms requiring fewer changes to regulations or infrastructure will commercialize first. For example, electrically propelled fixed-wing airplanes can be flown by today’s pilots, use today’s airports, and operate within today’s air traffic control system.
Yet, the operating cost reduction they deliver is compelling versus the aircraft they replace. Small training aircraft are seeing direct operating costs drop from $150/hour to under $30/hour. Apply this technology to short-haul regional airplanes and they can experience a 70% drop in passenger-seat-mile costs, making them a cheaper option than driving.
This has both direct market appeal for the aircraft, but also interesting second-order impacts. They will bring real change to how and when people fly and will drive new traffic through our nation’s 5,000 regional public airports. These airports haven’t had meaningful capital investment for 40 to 50 years. Likewise, the fleet operations business model will evolve as more vehicles are employed in on-demand mobility networks.
eVTOL aircraft take the capability set even further. Able to operate vertically, they vastly increase the potential for point-to-point operations. However, their uses are not limited to carrying passengers over cities. Their utility as a cargo logistics tool, an air ambulance, and for access to remote locations over water or terrain shouldn’t be underestimated.
The commercialization of an aviation platform lowers barriers to its adoption. With this, innovators across the economy will apply it to use cases solving problems specific to their industry. This breadth of application reflects the flexibility of aerial mobility as a nodal network. My article, The Big Picture — Aerial Mobility as Nodal Transportation, elaborates and places this in historical context. In future posts, I will give more attention to the rollout of the other platforms and associated opportunities.
We are at perhaps the most exciting time in aviation since Charles Lindbergh’s Atlantic crossing. When we look back to history to either reinforce or temper our present-day aspirations, we see a persistent vision meeting fundamental technology changes. The proof points that convince us we will build this next generation are already flying. Our challenge now is to coordinate our efforts as an industry to implement this vision with purpose.
About Peter Shannon
Peter Shannon is a partner at Levitate Capital and an investor in advanced aerial mobility, formerly in sustainability and tech. He is also an entrepreneur and software engineer, as an Editor for Radius Mobility.
Zunum Aero, an electric commercial airplane developer, has announced its partnership with Safran Helicopter Engines. One might wonder why an electric airplane company would partner with a helicopter engine designer and manufacturer. This is because the Zunum Aero ‘ZA10’ is actually a hybrid electric aircraft. While its motors are indeed electric, existing lithium-ion batteries simply cannot store enough energy to...
Zunum Aero, an electric commercial airplane developer, has announced its partnership with Safran Helicopter Engines.
One might wonder why an electric airplane company would partner with a helicopter engine designer and manufacturer. This is because the Zunum Aero ‘ZA10’ is actually a hybrid electric aircraft. While its motors are indeed electric, existing lithium-ion batteries simply cannot store enough energy to make the 12 passenger 700+ mile journey, so the ZA10’s electricity will partially come from an on-board jet-fuel powered electric generator. Zunum intends to make the transition to fully electric aircraft once battery technology to do so becomes feasible. For now, the use of the hybrid power train, supplied with Safran’s 1700 shaft horsepower engine, means an 80% cut in emissions, a 75% drop in cabin noise, and a 60-80% drop in energy cost as compared to traditional commercial aircraft. JetSuite has already committed to purchasing 100 ZA10’s, and the company will begin flight testing and the FAA certification in 2020.
The announcement of this partnership on October 4th comes only a few days after the global aviation aviation innovation conference ‘Revolution.aero‘ in San Francisco, which both Zunum and Safran attended. While the topic of this conference was innovation in all sectors of aviation, a great deal of the conference focused mainly on Urban Air Mobility via eVTOLs. While the Zunum ZA10 is not an eVTOL, the hybrid electric technology it is developing is highly applicable to the industry. This is especially true considering that eVTOLs of higher passenger capacity are more economically efficient, and may require hybrid systems. The conference speakers talked greatly about this idea, as well as these other key points:
The emotions around autonomous aircraft–How can we get the public to accept autonomy?
- Martin Seif – Co-Founder – Anxiety and Depression Association of America spoke about his “Freedom to Fly” which is the largest program in the US for people who are afraid to fly. –The “Anxiety of ignorance”
- 70% of people have fears around flying, about 20% have fear that interferes with their flight habits.
- The main problem is anticipatory anxiety: “the fear one experiences before something”. People deal with this by talking to the flight creq, flying widebody, or upgrading seats.
- Exposure is the active therapeutic ingredient in overcoming a fear of flight.
Why hasn’t Uber for private jets happened yet?
- The supply challenge-unlike cars, most private aircraft aren’t owned by their operators.
- The regulatory challenge–how to get FAA on board.
- The payment challenge–while an Uber transaction is $13 on avergage private jets are on average $22,600 dollars which requires 72 hours of advance processing.
- “Technology is not the solution to all aviation problems”. Interesting new business models will drive these changes, -Per Marthinsson – Founder of Avinode
- Big OEMs aren’t afraid of new energy source innovations—“Moving more people through the air is better for me”–Jon Raviv – Citigroup
- Russia, China, Mitsubishi are making strides. They need to tie build an ecosystem around these airplanes to be successful, and tie the business to someone in the industry with deep pockets to fund certification process. –John Stack, The McLean Group
- Edward Gross, Shareholder at Vedder Price: One crash with a loss of life could mean the end of business but “All things are insurable if you want to pay the price”. What price this might be is yet unknown for the UAM space
XTI Tri-Fan 600 (Bob Labelle – CEO XTI Aircraft)
- UAM will be both intra-city and inter-city
- There’s a new market emerging with no preferred solution provider yet.
- The XTI Tri-Fan 600 is built for 500 nautical-mile commutes. It has 1,100 shp engine with vertical mode supplemented by a battery pack. Four pillars of the competitive model: price ($8million), low operating cost (35 gallons per hour), high cruising altitude, 6-9 passengers.
- $400 million in sales in US, Brazil, Australia, Europe, Japan, and more. Prototype scheduled to fly in October 2018.
Airbus and the upcoming UAM revolution
- Voom Helicopter Taxi service by Airbus in São Paulo start to prove the business model.
- Now is the right time for UAM because these technologies:
- IDEP (integrated distributed electric propulsion)
- Advanced Avionics, UTM (unmanned traffic management) software, and autonomy developments
- Connected Passengers
- Growing infrastructure support
- A^3 project was setup in 2015, which includes the Airbus Vahana, Voom, and Altiscope – NextGen UTM.
- UAM systems will need to be localized, not global. And Human Air Traffic controllers are not scalable. – Uma Subramanian, Voom.flights
- Now is the right time for UAM because these technologies:
Rob Wiesenthal – Founder/CEO – Blade
- Closest thing to on-demand–7AM to 8PM guarantee a helicopter in 20 minutes
- Flights from Blade Lounge in downtown Los Angeles to LAX International Airport are only $20 more expensive than UberBlack, and are 40 minutes faster.
- 170,000 users to date
- Blade has Partnered with Colony Capital and Airbus.
Ben Marcus of Airmap, one of the forefront UTM developers based in Santa Monica, California, spoke about the future of air traffic control.
The Revolution.Aero conference occurred this Monday and Tuesday in San Francisco, led by Alisdair Whyte co-owner and founder of VTOL Investor, Corporate Jet Investor, and Helicopter Investor. Here’s the top takeaways from the event. Key Takeaways: There are currently over 100 electric-propulsion air projects underway funded by more than $2 billion, a nearly three-fold increase in just the past 36...
The Revolution.Aero conference occurred this Monday and Tuesday in San Francisco, led by Alisdair Whyte co-owner and founder of VTOL Investor, Corporate Jet Investor, and Helicopter Investor. Here’s the top takeaways from the event.
- There are currently over 100 electric-propulsion air projects underway funded by more than $2 billion, a nearly three-fold increase in just the past 36 months.
- Paul Touw of XOJET for Private Jet Charter Flights spoke about the future of chartered flight. His main point was that commercial aviation won’t work for short term flights , and that eVTOLs are the future of short distance intercity travel owing to their small size, lack of need for airports, their quietness, and their zero emissions.TSA will check in travelers from abroad at ‘Feeder’ airports–this will take the strain off of urban airports.
- Energy cost of eVTOL flight should be about $3.93 for a 50 mile trip, with a passenger price of about $30 for every 115 miles.
- eVTOL mesh networks are better than high speed rail because they can get to double the destinations for half the price.
- Initially, eVTOLs will need to be piloted, meaning operators may want to use higher-capacity vehicles to better disperse the pilot cost.
- eVTOLs will be capital intensive investment, at a little under $1billion to develop a new aircraft. This means big companies and new startups will work together in this new industry
Gwen Lighter spoke about the GoFly Compeition, which included 3,000 innovators from 97 countries building thing like jetpacks,hoverbikes, hoverboards, and flying cars. The contest is sponsored by Boeing.
- Big companies are starting to acquire the entirety of smaller startups so that they can keep their innovation divisions nimble…an example of this is Aurora Flight Sciences’ acquisition by Boeing.
- Antonio Compello, of EmbraerX mentioned that a lot of aviation is not just about startups, its about partnerships. He said the biggest disruptions will come from business models, not the businesses themselves.
- Internet of things will be the next big disruption. (The Astro Aerospace Elroy eVTOL has all its components connected to an LTE network.)
- There are 6,000 aircraft in business aviation with broadband system, but 20,000 that don’t. There’s a huge market opportunity here.
- Uber Elevate presented on its future air taxi program, re-iterating its partners and potential future cities, and giving more information about vertiport infrastructure, internet airspace management, and more.
- Uber Also mentioned its near release of Uber EATS by drone, which will utilize Uber’s UTM (Unammaned Traffic Managemet) Automated Control Layer technology made in collaboration with the FAA. It hopes to use this relationship with the FAA to build Elevate Cloud Services for airspace management for passenger drones in the future.
- Charging:GM boasts chargers that can charge an average electric car battery 80% in 20 minutes
- Development of electric semi trucks and UPS make for a postive near-future for battery technologies
- Big players like Airbus, Boeing, and EmbraerX may soon look to acquire startups with charging and battery concepts.
- Hoversurf has announced that it’s ready for consumer sales.
At the Geekwire Summit earlier this week, Boeing CEO Dennis Muilenburg stated his expectation that flying cars will be in operation in five years or less. While he makes the caveat that the the first aerial vehicles may carry cargo rather than passengers, Muilenburg believes that within five years the infrastructure of three-dimensional transit will begin to unfold. “Think about a future...
At the Geekwire Summit earlier this week, Boeing CEO Dennis Muilenburg stated his expectation that flying cars will be in operation in five years or less.
While he makes the caveat that the the first aerial vehicles may carry cargo rather than passengers, Muilenburg believes that within five years the infrastructure of three-dimensional transit will begin to unfold. “Think about a future in which you will have three-dimensional highways to relieve traffic congestion” he says, seeing eVTOLs as a way to compensate for overworked transportation infrastructure in our cities.
Boeing is one of the main companies working with Uber to make air taxis a reality. Its recently acquired subsidiary, Aurora Flight Sciences, is expected to release flying prototypes within a year. Boeing is also working closely with regulators, as well as the Austin-based artificial intelligence company SparkCognition to develop a blockchain-powered system for urban air traffic management. UTM (unmanned traffic management) will be an integral part of directing both piloted and unmanned and aircraft through urban ‘air traffic corridors’, and are being developed by other companies like Airmap in collaboration with NASA and the FAA.
The flying car industry represents the greatest advancement in the aviation industry since the jet age; Boeing being just one of the companies to join the movement. Other aircraft developers including Airbus, Bell, Embraer, Pipistrel, and Karem are also working with Uber on its vision. The Airbus Vahana aircraft has already established a testing center in Pendleton Oregon, a development strategy which Muilenberg says Boeing will soon follow.
While many of these companies have chosen to build infrastructure for piloted vehicles as a stepping stone to more distant future autonomy, Boeing has placed great investment into autonomy. It’s new research center to be built in Cambridge Massachusetts (rendering seen below) will focus purely on autonomous air vehicles.
Bell has just released plans for an autonomous VTOL built for the toughest of Marine Corps missions. The Bell V-247 ‘Vigilante’ is one of the largest unmanned VTOLs ever made. The tilt rotor combat drone is designed for a wide range of purposes including reconnaissance scouting, remote air strikes, cargo delivery, and more. It’s a versatile aircraft, made to launch...
Bell has just released plans for an autonomous VTOL built for the toughest of Marine Corps missions.
The Bell V-247 ‘Vigilante’ is one of the largest unmanned VTOLs ever made. The tilt rotor combat drone is designed for a wide range of purposes including reconnaissance scouting, remote air strikes, cargo delivery, and more. It’s a versatile aircraft, made to launch from helicopter-carrying amphibious assault ships and more. It has more power and durability than any urban mobility eVTOL with a maximum speed of over 345mph, a maximum altitude of more than 25,000ft, and a payload capacity of 2,000lbs.
Bell exhibited the V-247 to the Marine Corps and the public on September 25th at the Marine Corps Base Quantico in Virginia. Bell has been working on the V-247 since 2016. This was around the same time the Marine Corps announced its MUX ( Marine Air Ground Task Force Unmanned Aircraft System Expeditionary) VTOL program. Bell is currently the top option for the contract with MUX, having already sold its V-22 Osprey into marine use.
Bell is also working on an air taxi passenger vehicle. It has only revealed the interior of this vehicle for now, saying that it wants to keep its particular propulsion system configuration to itself until a later date. However, Bell has also been working on its FCX-001 concept private passenger helicopter, which is similarly designed for vertical flight by utilizing hybridized propulsion, shape-shifting rotor blades, gull-wing doors, and augmented reality in the cockpit to control the aircraft. Bell is one of the companies working with Uber to develop its on-demand eVTOL network.
Why it’s Important:
While the Bell V-247 is obviously not designed for urban mobility, the VTOL structural, electrical, and aerodynamic components are similarly relevant to flying cars. Large companies like Bell putting their money into these technologies will make the development of these vehicles more prevalent and rapid. Throughout history, many of the greatest technological innovations have been the result of military research. The development of VTOLs for public use may follow this path as well.
Toyota has filed a patent for its flying car design, releasing drawings to the public. On September 26th, Toyota patented a design for a flying car. Unlike many other VTOL designs, the Toyota patent shows a vehicle that is built for city streets as well as the air. Toyota calls it a ‘Dual Mode Vehicle With Wheel Rotors.’ This means...
Toyota has filed a patent for its flying car design, releasing drawings to the public.
On September 26th, Toyota patented a design for a flying car. Unlike many other VTOL designs, the Toyota patent shows a vehicle that is built for city streets as well as the air. Toyota calls it a ‘Dual Mode Vehicle With Wheel Rotors.’ This means that the rotors of the VTOL themselves are actually built into the wheels of the car. When the vehicle is on the streets, the rotors of the VTOL fold into the interior of the wheel rim itself.
Here’s how the vehicle itself works: When it transitions to ‘land mode’, the arms with the rotors on each end lower down and simultaneously rotate so that the wheels sit on either side of the vehicle, like a car. Once the car is in land mode, it drives with ‘tank controls’. The wheels can only rotate forward or backward, not turn as they do on the front axle of a car. This is because unlike conventional cars, Toyota’s proposed vehicle would not have an axle.
Once the vehicle is ready to take to the air again, the arms come back up, placing the vehicle to rest on the the ‘stabilizers’ (points 110). It then is ready to fly once more. You can read the full patent here.
Last year, Toyota acquired the flying car developer, ‘Cartivator‘. At the time of acquirement, Cartivator was a fully crowdfunded small company made up of 30 engineers. It’s team is now part of Toyota’s flying car effort, called ‘SkyDrive’, which released the patent seen here. Toyota hopes to use the prototype of it’s SkyDrive vehicle to autonomously light the Olympic Torch at the 2020 Tokyo Olympics.
Why it’s important:
While many say the newly patented vehicle is highly unlikely to make it to consumer sales, the release of the patent shows Toyota’s direction and innovative process. The design is innovative for the industry by being one of the few ‘Dual Mode’ solutions. By releasing this patent, Toyota both pushes the industry forward and places itself at the forefront of VTOL development.
The Texas-based company Astro Aero has just announced that its eVTOL ‘Elroy’, formerly named the ‘AA360’ has successfully completed flight trials. Named after the young boy in the cartoon the ‘The Jetsons’, the Astro Aero Elroy is a vertical take off and landing aircraft with sixteen rotors. The idea behind the Elroy is to allow users to step into the...
The Texas-based company Astro Aero has just announced that its eVTOL ‘Elroy’, formerly named the ‘AA360’ has successfully completed flight trials.
A new safety system for eVTOLs uses specialized airbags, a balloon-integrated parachute, and even retro rockets. One of the many benefits of Distributed Electric Propulsion (DEP) as seen in many personal eVTOLs is the design’s redundancy. If one rotor fails, there are still four or more available to make a safe recovery. However a completely failed eVTOL dropping can be...
A new safety system for eVTOLs uses specialized airbags, a balloon-integrated parachute, and even retro rockets.
One of the many benefits of Distributed Electric Propulsion (DEP) as seen in many personal eVTOLs is the design’s redundancy. If one rotor fails, there are still four or more available to make a safe recovery.
However a completely failed eVTOL dropping can be even more dangerous than losing power in an airplane. This is especially true for eVTOLs without fixed wings, such as the eHang184 or the Workhorse SureFly.
A new company called AVCP-Active VTOL Crash Protection was incorporated on July 3rd 2017 with the goal of providing additional safety solutions for emerging eVTOL aircraft. AVCP points out that the parachutes in current eVTOL designs often still allow for impact speeds that can cause serious injuries. At heights of 100ft, some of these parachutes won’t even have time to fully open.
AVCP provides a ‘complete suite of active and passive safety technologies’. This product suite is made up of a system of retro rockets, under-belly airbags, energy absorbent structural materials, and a parachute integrated with a balloon. When the accident first occurs, the parachute is activated in one second with the assistance of the balloon. A retro rocket fires when the VTOL nears the ground, accompanied by the inflation of several basketball sized under-carriage airbags. Structural designs and ‘stroke seats’ will then help to further cushion passengers against the impact.
AVCP sees now as a crucial time for the industries’ acceptance, as well as the time when injuries are most likely to occur. It’s mission is to do all it can to protect the reputation of the eVTOL industry.
Why its Important: Solutions like AVCP add validity to the VTOL industry, and increase the chances of approval by government entities. One of the greatest concerns of any emerging industry is safety, and AVCP does much to assuage those concerns. The existence of AVCP also indicates the growth of the industry. As the industry grows , more third party solutions for safety, propulsion systems, aero-design, manufacturing, interior, and more will begin to emerge.
HoverSurf just became an approved personal Vertical Take -Off and Landing aircraft. In a momentous step for the industry, HoverSurf has successfully brought its ‘personal drone’ to market. For years, the greatest obstacle for personal VTOL aircraft has been certification. Owing to safety concerns, these aircraft have to prove that they virtually never fail before most governments will allow...
HoverSurf just became an approved personal Vertical Take -Off and Landing aircraft.
In a momentous step for the industry, HoverSurf has successfully brought its ‘personal drone’ to market. For years, the greatest obstacle for personal VTOL aircraft has been certification. Owing to safety concerns, these aircraft have to prove that they virtually never fail before most governments will allow sales. The United States’ FAA has been resistant at best to the idea of flying cars.
Now, HoverSurf has made history by becoming the first company to pass all the technological and certification obstacles required by the FAA to operate under Part 103. This means that the company is now cleared to begin sales to customers. Pre-sales of the ‘Scorpion 3’ will begin on November 1st with a price tag of $150k. The first Hoverbike will be delivered to a Dubai customer in Dubai within the month.
The maximum recommended safety height is sixteen feet, but the pilot can adjust the height limit as desired. Top speed of the Scorpion 3 is 60mph. No pilot’s license or certification will be required to fly the HoverSurf craft. Instead, HoverSurf provides its own training software which uses a smartphone app to allow pilots to fly safely by pointing out no-fly zones and sending the location of the hoverbike to other aircraft in the area.
Why it’s important: The certification of the Scorpion 3 by the FAA carves the way for more aircraft. The Scorpion 3 will be the commercially available VTOL, beginning the progress of social acceptance of personal aircraft. Similar to other hoverbike like Assen Aero, HoverSurf sets the stage for step by step certification of larger and more advanced aircraft. This step means that the FAA is ready to begin certification hardware and software technology for flying cars.
Jetoptera, one of the world’s first jet-powered VTOL companies, is partnering with GE to produce a test vehicle with 500lbs of thrust. ` Since it’s founding, Jetoptera has been slowly leveling up their VTOL concepts. Last Summer, the company built a vehicle with 100lbs of thrust that could successfully take off vertically, hover, and transition into fixed wing flight....
Jetoptera, one of the world’s first jet-powered VTOL companies, is partnering with GE to produce a test vehicle with 500lbs of thrust.
Since it’s founding, Jetoptera has been slowly leveling up their VTOL concepts. Last Summer, the company built a vehicle with 100lbs of thrust that could successfully take off vertically, hover, and transition into fixed wing flight. GE will now be providing them with the needed turboprop engine for a test aircraft with 500lbs.
The Jetoptera 500 VTOL is a unique aircraft. It is one of the few existing companies to make jet-powered VTOLs. It does so by using its own in-house designed “Fluidic Propulsion System”. In this system, a turbo-prop motor (as used in many lightweight aircraft) is used as gas generator to produce a pressurized fluid that is distributed to specially designed air thrusters. These thrusters then control the hover of the aircraft and provide its lift. The gas generator, based of of GE’s H-series turbo-prop engine, will be what GE is working with Jetoptera to produce. Eventually, this development should lead to a fully customized engine.
Jetoptera’s 100lbs test aircraft:
GE’s aviation division has $400 million invested in its turboprop program. Said Michele D`Ercole, president and managing executive of GE Aviation Czech: “This is a unique opportunity for GE to participate in the burgeoning development of the urban air mobility, while still infusing new technologies on our H-Series workhorse”.
Why it’s important: As the flying car industry begins to grow, the number of businesses providing individual components will begin to spread out. Right now, most flying car develops are designing every component of the aircraft themselves, from the propulsion systems to the interiors. In the future, the flying car industry will begin to look more like the auto industry in that components like engines will be produced by third parties while the main producers will simply complete the assembly. With its unique Fluidic Propulsion System, Jetoptera or GE may eventually become the industry leader specifically for jet-propulsion systems.
Workhorse announced on Tuesday that part of its aviation division, the Workhorse “SureFly”, is up for sale. The Workhorse SureFly is Workhorse‘s edition of personal aircraft. The SureFly is hybrid-electric, can accommodate up to two passengers (or one passenger with cargo) totaling 550lbs of weight. It can travel up to 70mph for two hours, and is designed to quiet, comfortable,...
Workhorse announced on Tuesday that part of its aviation division, the Workhorse “SureFly”, is up for sale.
The Workhorse SureFly is Workhorse‘s edition of personal aircraft. The SureFly is hybrid-electric, can accommodate up to two passengers (or one passenger with cargo) totaling 550lbs of weight. It can travel up to 70mph for two hours, and is designed to quiet, comfortable, and above all, safe. It also features a ‘fly by wire’ system, allowing the aircraft to remain light and efficient.
Workhorse makes electric vans, trucks, and as of recently, an autonomous drone delivery system dubbed “Horsefly”. It has worked with UPS to test drone delivery from truck to doorstep.
Workhorse has now turned to selling the SureFly to another company. The sale will include all technology, expertise, and intellectual and physical assets relating to the SureFly. Throughout the development of the SureFly, the company has been working closely with the FAA. It has already begun to complete manned hover tests. In June 2018, the FAA accepted its application for type certification. It is one of the first VTOLs to get to this crucial step of the certification process.
Workhorse has engaged investment bank B. Riley FBR to manage the sale of the SureFly. SureFly is currently its own publicly traded company, and Workhorse plans to maintain some of the common stock of the company. The CEO of Workhorse, Stephen Burns, commented,
“Now that SureFly is doing hover test flights and has entered into the Type Certification Process with the FAA, we believe it is the ideal time to find a suitable partner or buyer that wishes to lead the eVTOL race,” Finding a suitable partner for SureFly will enable Workhorse to continue focusing on its N-GEN electric delivery truck platform as well as our W-15 Electric Pickup Truck.”
Workhorse has opted not to sell the portion of its aviation department relating to drone deliveries. it has has already successfully sold 1,000 of its electric vans to UPS, and plans to work with them further on its drone delivery system.
Why its important: Workhorse predicts that future applications of the SureFly could be “precision agriculture, urban commutes, emergency response, military, and more.” The electric truck company is devoted to electric transportation, but seems to want to remain within the design and manufacturing industry rather than the aviation industry. The sale of the SureFly could indicate that Workhorse believes that the SureFly is ready to be used in fields like urban aviation, and might hope that an air taxi operator could purchase the aircraft.