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EHang Holdings Limited (Nasdaq: EH) provided an update last week on the development of its new AAV production facility in Yunfu city, China. The retrofitting process of the existing building is being completed and production of EHang AAVs is expected to start in the second quarter of 2021.

The new Yunfu manufacturing facility, as seen from above

The Yunfu facility has a total planned gross floor area of 24,000 square meters. It will be the home to EHang’s newest aerial vehicle assembly lines, a Computer Numerical Control (CNC) processing center, a painting workshop and a carbon fiber composite materials processing area. In addition, the Yunfu facility will include a research and training center and an outdoor flight test vertiport.

Upon completion, the Yunfu facility will play a major role in producing EHang’s flagship products, the EH216 series of passenger-grade AAVs, with a planned initial annual capacity of 600 units which can be further increased to support the growing global market needs. EHang expects that it will be the first AAV commercial production facility of this scale.

EHang plans to host an Investor Day event for a facility tour at the new Yunfu Facility in late June 2021. Further details will be announced at a later day.

The existing production facility at the headquarter of EHang in Guangzhou spans a total area of 8,750 square meters and houses production processes for its AAV products. After the Yunfu facility is up and running, the major role of the facility in Guangzhou will be gradually migrated to focus on supporting the Company’s expanding new products R&D efforts.

Watch the video tour of the EHang Yunfu facility below:

Why it’s important: Right now, EHang is one of the furthest companies along in the process of creating, distributing, and beginning operating its autonomous air taxis. The Yunfu manufacturing facility will be EHang’s second, and the company is already conducting paid aerial tourism operations with its aircraft in many cities throughout China. Many companies world wide can begin to look at EHang for an example of how initiating large-scale air taxi operations in their own countries may work.

Related:

• EHang Launches Aerial Tourism Program with Greenland Hong Kong
• EHang 216 Makes its Korean Debut
• Linz, Austria to be added to List of EHang’s Pilot Cities

Surf Air Mobility, a new developmental department of regional air mobility provider Surf Air, has now acquired aviation hybrid-electric power train developer Ampaire shortly after the company set a record for the longest route to date with an electric aircraft. With this acquisition, Surf Air Mobility, formed in 2020, looks to improve “affordability, accessibility, and environmental footprint of regional travel”.

Surf Air Mobility was recently formed after Surf Air, a short-haul flight service provider, acquired Blackbird, an aviation marketplace that provides passengers the option of chartering private flights. Soon after being formed, Surf Air Mobility acquired a $200 million USD investment from Global Emerging Markets Group in order to go public. Now, Surf Air Mobility looks to provide an (eventually electric) alternative to driving or flying on commercial airlines for trips of 50-500 miles.

According to Surf Air Mobility co-founder and CEO Sudhin Shahani, “We see the near-term opportunity to transform existing turboprop aircraft across the entire industry as the first step to ultimately extend to fully electric aviation across all trip lengths.”

The Ampaire Electric EEL prototype, capable of flying up over 300 statute miles

Before the acquisition, Ampaire was working on developing hybrid-electric power trains for 9-19 seat piston and turboprop aircraft, currently possessing two propulsion testbeds from a modified Cessna 337 Skymaster. Additionally, Ampaire is now developing a megawatt-class, hybrid-electric propulsion conversion for the 19-seat twin-turboprop de Havilland Canada DHC-6 Twin Otter.

According to Ampaire co-founder and CEO Kevin Noertker, “The same building blocks of the electrified power train from the Twin Otter can be applied to other turboprops in the Part 23 category, for example the Cessna Caravan. We’ll continue working on both.”
With the reduced direct operating costs of hybrid-electric aircraft, Surf Air Mobility will be “able to create a new kind of point-to-point network that opens up previously untenable markets with more direct connections,” says President Fred Reid. “With half of all U.S. flights 500 mi. or less, hybrid-electric technology will have an immediate and broad-reaching impact.”

Why it’s important: Surf Air Mobility’s acquisition of Ampaire will align Ampaire closer with aircraft operators to streamline development and deployment of their electric aircraft. According to the company, it will also enable Ampaire to address a wider range of aircraft for upgrade.
Source // Aviation Week Network

BLADE Urban Air Mobility announced today that it entered into an alliance with Vertiport Chicago. In December of 2020, Experience Investment Corp. (NASDAQ: EXPC) agreed to merge with Blade, which will create, following the closing of the merger, the only publicly traded urban air mobility platform in the United States.

Vertiport Chicago to be rebranded Vertiport Chicago Powered by Blade.

As part of the alliance, Blade partner Helicopters, Inc. will station rotorcraft at the Vertiport to fly Blade passengers on routes which are expected to include flights between the Vertiport and O’Hare Airport, Lake Geneva and other lake communities, as well as Notre Dame, University of Illinois and other universities for sporting events. Vertiport Chicago is conveniently located near the Downtown Loop and is the city’s only vertiport.

Blade will have the exclusive right to offer passenger flights sold by-the-seat at the Vertiport, which will be rebranded “Vertiport Chicago Powered by Blade.” The Company will also have the right to build a branded terminal onsite to accommodate the processing of passengers when flight volume necessitates it to maintain the level of customer experience the Company is known for.

Additionally, Blade expects to service Chicago hospitals for its growing MediMobility business which currently flies more human organ transport missions in the Northeast than any other company.

“Chicago is the third largest city in the United States. It is the right time for us to establish a strategic presence in this important market.”, said Melissa Tomkiel, President of Blade.

Ms. Tomkiel added, “There are a number of passenger routes where we see real potential, and we look forward to enabling local hospitals to take advantage of Blade’s cost-effective MediMobility human organ air transport business.”

The company will also work closely with the Vertiport to ensure that it has the necessary infrastructure to support the transition to next-generation Electric Vertical Aircraft (“EVA”).

“The build out of infrastructure for next generation vertical air travel in Chicago is beginning now. Our alliance with Blade will only serve to accelerate our ability to help create the network of landing zones our city needs to be competitive in the future,” said Daniel Mojica of Vertiport Chicago.

Why it matters: Blade partnering with Vertiport Chicago and MediMobility ushers in another geographical market ripe for disruption by UAM services. Building on existing operations in New York, Los Angeles, and south Florida, Blade brings key expertise of flight operations in urban environments. As these key partnerships are forged and infrastructure built, Blade is well positioned to usher in the next era of transportation.

Wingcopter, the German developer, manufacturer and operator of unmanned delivery drones for commercial and humanitarian applications, has joined forces with the Flying Labs Network as a Technology Partner. Their global initiative will improve supply chains through locally led cargo drone projects and equip local talent with the skills to operate Wingcopter’s unmanned systems in long range drone applications, including beyond visual line of sight. The Flying Labs Network is reputable for strengthening local expertise in the use of drones, robotics, data and AI for positive social change in more than 30 countries across Africa, Asia, Latin America and beyond.

Credit // Wingcopter

Andi Fisanich, Wingcopter’s Head of Humanitarian Programs, comments: “I truly believe that to strengthen supply chains with drones it requires an active and supportive ecosystem that knows and involves their local communities. Together, we can establish a drone service for developing countries that allows its citizens to take the lead in building out this new industry and directly benefit from it.”

Wingcopter is currently implementing a drone delivery network in Malawi to strengthen local healthcare supply chains together with UNICEF and Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) GmbH on behalf of the German Federal Ministry for Economic Cooperation and Development (BMZ). Within the project called Drone + Data Aid the company cooperates with the African Drone and Data Academy to train youth from across the continent in drone operations.

In other parts of the world, Wingcopter is preparing for safe and efficient on-demand delivery of COVID-19 vaccines to remote areas by drone, building on experience from earlier vaccine and medical delivery projects, which took place amongst others in Vanuatu, Ireland and Tanzania. The company recently raised $22 million in Series A funding, led by Silicon Valley-based Xplorer Capital and German Futury Regio Growth Fund. In 2020, Wingcopter was named a Technology Pioneer by the World Economic Forum, recognizing its significant social impact as part of the fourth industrial revolution.

Why it’s important: With its extremely efficient cargo drone design and proven track record of reducing turnaround time to access vital supplies from days or hours to minutes, Wingcopter offers local Flying Labs a state-of-the-art technology for the delivery of urgently needed medical goods in hard-to-reach areas – an asset that is of even greater importance during a pandemic. Wingcopter has also recently closed successful fundraising rounds which will aid in the company’s continued effort to provide humanitarian, parcel delivery, and logistics services with its reputable technologies.

Related: Thales, Skyports, Wingcopter to Conduct Trial of Drone Based COVID Response Flights

Source // Wingcopter press release

The technology that will allow an air taxi to operate safely with paying passengers on board is becoming increasingly old news. Now that the engineering challenges of designing, building and flying eVTOLs have been conquered, the discussion has shifted toward certification processes, production decisions, infrastructure development, and investment structure to accelerate innovation within the industry.

Archer is one of the eVTOL companies targeted in recent SPAC deals. Image // Archer Aircraft

Over the past week, the industry has vaulted from an exciting demonstration of the commercial air travel technology of 2030 and onward to an industry on the verge of an acceleration of expansion. Proposed or actual aerial mobility investments and instruments committed to advancing the industry have totaled almost $2 billion USD. While commercial aviation continues to feel the squeeze from reduced air travel, with many opting for private or semi-private alternatives, the concept of democratization of aviation that eVTOLs and aerial mobility aircraft would provide is of such interest that investors are becoming creative in acquiring the necessary capital to move the industry forward. 

While each of four landmark recent deals have varying flavors, they share a key theme: innovative fundraising and a mix of public and private capital to achieve massive valuations with lessened risks than conventional fundraising. We examine these key deals made over the past two weeks that support the massive commitments these institutions are undertaking to drive aerial mobility forward at an even faster pace. 

February brought with it multiple novel applications of the increasingly common SPAC business structure used as an instrument for aerial mobility investment. SPACs are unique in that they exist as an entity to take over another company through merger and acquisition deals – and fundraise using an IPO – hence the colloquial term “blank check company”.

The first example of this type of acquisition was revealed in December of 2020 when BLADE UAM and a blank check company backed by KSL Capital (Experience Investments Corp, EXPC) confirmed a BLADE valuation of $825 million. According to SEC filings, the $400 million USD deal maintains a $125 million cash infusion along with the cash in the SPAC.

Next, Atlas Crest Investment Corporation, among other commitments from firms Stellantis and Putnam, focused their fundraise towards Bay Area eVTOL maker Archer. The IPO was joined in part by an announcement from United Airlines to purchase up to $1 billion USD in aircraft from Archer, which is the largest publicly disclosed eVTOL order to date. While this is the first order announcement from a major airline, other airlines work within the space as well: jetBlue Innovation ventures is no stranger to the aerial mobility investment sector, though they have not publicly joined or invested in any of these companies at time of writing.

Second, Reinvent Technology Partners, headlined by respective LinkedIn and Zynga founders Reid Hoffman and Mark Pincus, took aim at eVTOL magnate Joby Aviation, with a $690 million USD IPO providing the necessary funds to begin the merger process with Joby. The resultant company will maintain approximately $800 million USD in disclosed funding to date.

Third, and finally, ex-Boeing CEO Dennis Muilenberg’s New Vista Acquisition Corporation’s SEC filing indicates a $200 million USD raise from their proposed IPO. It’s not readily clear which company New Vista Acquisition Corporation will target, but trends would indicate that a company such as Volocopter, Lilium, or EmbraerX would be of interest to the Chicago based, recently established blank check firm. 

While none of these investment numbers single handedly reach unicorn status, their magnitude is indicative of the trust that many of these institutions place within emerging eVTOL companies. Further, they represent a nimble implementation of fundraising approaches to accomplish an end goal that may have not been possible with conventional methods in a cash-strapped industry emerging from a pandemic. Both SPACs feature leadership teams that have either previously been involved within the technology industry or that have substantial experience leading aerospace companies.

It’s important to point out that the mechanics of these fundraising techniques substantially offload risk for blank check companies, since their disclosures to potential investors include multiple notices that they have no profits and no current operations. However, the ability for such companies to successfully raise the necessary funds is telling in its own right.

Why it’s important: Aerospace companies require huge capital investments to complete certification and initial production and delivery requirements. The expenses incurred with these types of business activities thereby require sizable investments from outside entities for financing, while the current economic status of commercial aviation is cash sparse. Those with sizeable enough reserves are investing at a low, while others who understand the unique opportunities of this timing are seeking alternative fundraising means to accomplish the same goal. While the ink is not dry for all of the SPAC deals outlined, they foreshadow the trend of future progress toward certification and initial commercial operations. However, without a large enough sample size for comparison, it’ll be at least a year before the manifestation of these mergers can adequately be compared and contrasted with a more conservative approach toward development.

Skyworks Global, a company that has been investing in creating VTOL flight technologies for several years, has released their concept for a small-scale gyrodyne; an efficient and compact aircraft that can act as an air taxi.

The Skyworks single-seater aircraft concept

Unlike mainstream eVTOL or even helicopters, the Skyworks concept is unique in that its main top rotor is unpowered. Gryodynes work through a combination of this unpowered lift rotor and a powered forward thrust rotor positioned at the rear – when forward thrust is applied, the free-sitting top rotor begins to spin, which develops enough lift to carry the aircraft into forward flight. While this means a gyrodyne is not a true VTOL (it needs just a very small amount of runway to take off), they can be far more efficient than VTOL and recover more smoothly in the event of an emergency, as auto-rotation is possible.

Diagram of how a gyrodyne generates lift. Forward thrust causes free-sitting gryo to spin, providing enough lift to carry the vehicle into forward flight.  

Skyworks has been developing larger VTOL concepts for many years now, whereas this aircraft represents its first smaller-scale gyrodyne. Global Skyworks is also the creator of the Skyworks Verti-Jet: a gyro-plane that uses jet-powered thrust along with its gryo-rotor. Skyworks intends to position both the small-scale gyrodyne and vertijet for use in passenger transportation, as well as border security and military operations.

The company also developed the Hawk 4 four-seater, which flew some 67 missions doing perimeter patrols around Salt Lake City International Airport during the 2002 Winter Olympics, and the Sparrowhawk kit gyro, which was spun off as a separate business in American Autogyro.

Why it’s important: Skyworks’ gryordyne concept represents a broadening of the full range of air taxi vehicle possibilities. While the industry was sparked by the concept of multi-rotor IDEP (independent distributed electric propulsion) as seen in drones, concepts like Skyworks’ could certainly work well in urban settings too, and even have some advantages over other eVTOL concepts. Like Skyworks, Jaunt Air Mobility also uses slowed-rotor lift concepts, and has partnered with Uber Elevate as well as potential air taxi operators abroad.

Archer, the Palo Alto based eVTOL OEM, has announced it has raised an additional $1.1B in capital from a SPAC merger with Atlas Crest Investment Corp. The merger values Archer at just under $4B ($3.8B) and includes investors including a new automotive joint venture, Stellantis, and United Airlines.

Source: Archer

In addition to the SPAC merger, Archer has announced United Airlines will purchase 200 Archer eVTOL aircraft valued at $1B with purchase options for another 100 units.

“By working with Archer, United is showing the aviation industry that now is the time to embrace cleaner, more efficient modes of transportation,” United CEO Scott Kirby said in a release announcing the Archer SPAC.

Archer has been moving quickly since its founding only three years ago. The company plans to unveil its prototype later this year and certify operations in the United States and deliveries by 2024. The order by United Airlines also marks the first large-scale order by an existing aviation operation. United Airlines sees Archer as a suitable product for meeting its carbon net-zero initiatives and could use aerial mobility as a complementary product offering to its airline network.

Source: Archer

“It’s pretty incredible to think how big this market can be,” Archer co-founder and co-CEO Adam Goldstein said. “The partnership with United really gives us a chance to get to market first and really helps us accelerate our timeline.”

The eVTOL market has exploded in recent years, with Deloitte estimating 200 companies worldwide are developing aircraft. Many are for cargo operations and others focus on passenger travel, which is expected to be a $4 billion market by 2025 and $57 billion by 2035, according to Deloitte as reported to a CNBC article on the news.

Why it matters: The SPAC merger and large order by United marks a significant investment in aerial mobility and brings eVTOL dreams closer to reality. By targeting a $3 per passenger-mile cost basis, Archer believes it can disrupt the urban transportation and offer customers like United Airlines a complementary service for transportation in dense areas and to/from large airports. Expect to see more news on Archer as incoming capital accelerates their developmental and certification efforts.

EHang announced on February 8th via press release that it was joining the European Union’s “GOF 2.0 Integrated Urban Airspace Validation” project, a continuation of the SESAR JU GOF U-space project. GOF 2.0 is focused on developing the safe, secure, and sustainable integration of unmanned aerial vehicle (UAV) operations in urban airspace. EHang is one of 13 consortium members, and is reported to have expectations of “ensuring safe flight operations in all degrees of airspace in order to provide fair and efficient access to shared airspace.”

SESAR JU GOF 2.0 was initiated in January 2021 to demonstrate the compatibility of existing Air Traffic Management (ATM) and U-space systems and services. The project intends to show safe integration of Unmanned Aerial Systems (UAS), eVTOLs, and manned operations in a unified, dense urban airspace. The project intends to showcase a number of demonstrations over the next two years that will provide validation of integration between existing ATM technology and UASs and eVTOLs, a recreation of the airspace of the future.

EHang matches with the intent of the project as they aim to establish a comprehensive UAM ecosystem including infrastructure, software and supporting service systems. the steady state goal for the company will be to have its EH216 passenger-grade AAVs gradually accepted for autonomous air taxi services by Air Navigation Service Providers (ANSPs), airspace users, regulatory authorities, and finally the flying public.

Why it’s important: While the challenges of designing and testing flight technology for eVTOL aircraft are disappearing by the day, efforts such as SESAR JU GOF 2.0 showcase the need to continue to flush out the ecosystem of eVTOL integration with existing commercial air traffic. EHang’s participation in the GOF effort allows for a real-world on demand commercial air taxi operator to take part in the exercises of validating the current frameworks for airspace integration of larger scale eVTOL aircraft. Additionally, given the partnership is global in nature, secondary benefits of the undertaking include a more equivalent set of international standards for other eVTOL manufacturers to reference in their own developmental projects.

Source // EHang Press Release

Earlier this week, real estate developer Hillwood and Bell Textron Inc demonstrated a point-to-point unmanned aircraft system (UAS) package delivery in North Texas.

The Bell Autonomous Pod Transport (APT) took off from the AllianceTexas Mobility Innovation Zone, and delivered a package to Pecan Square in Hillwood Communities’ tech-forward, master-planned community in Northlake, Texas.

Bell has recently made a massive name for itself in the aerial mobility industry by creating UAS systems like the ATP, unveiling multiple versions of its Nexus passenger aircraft at Vegas’s Consumer Electronics Show, and even beginning to design smart cities that support aerial mobility. Through these actions and more, Bell has begun to make itself a leading American name in aerial mobility advancement.

Hillwood, meanwhile, has also participated with companies like Uber Elevate in the past to design infrastructure for urban aerial mobility transportation. Said Ross Perot jr, chairman of Hillwood, “Together, we are carving a path forward for future commercial operations to solve the supply chain challenges our world currently faces.”

The APT initiated a vertical takeoff from the Mobility Innovation Zone, and then rotated to fly on its wing, becoming nearly silent to the ground below. The aircraft reached a maximum altitude of 300 feet above ground level, and flew a total of four total miles. Its route included flying near I-35W and unpopulated fields, transitioning in and out complex airspace in order to demonstrate the multiple types of airspace the APT could encounter during a commercial flight.

Said Mitch Synder, President and CEO and Bell, “This demonstration showcases the future application of the APT 70 as a logistics carrier. Testing at the MIZ showcases how Bell’s autonomous vehicles could seamlessly integrate into logistics operations, and unlock new opportunities for businesses.”

Multiple versions of Bell’s ATP system on the ground.

Why it’s important: Autonomous cargo transportation will almost certainly be the main way to lay the groundwork for the passenger-carrying aerial vehicles of the future. By setting out to begin these logistics services now, as well as simultaneously designing passenger vehicles like the Bell Nexus, Bell is creating a path for itself to bring aerial mobility networks to cities across the United States. Vehicles like Bell’s ATP will help Bell in building community acceptance, creating air mobility infrastructure, and testing flight technologies early on.

Alauda has unveiled the Airspeeder MK3, a full-sized remotely-operated electric vertical take-off and landing (eVTOL) vehicle designed for racing. The first of its kind, the MK3 is set to be showcased in an upcoming racing series that will serve as a technical test-bed and “feeder series” to the manned series in 2022. Currently, a full grid of MK3 models are being manufactured at Airspeeder and Alauda’s HQ in Adelaide, South Australia, and over 10 models will be provided to teams in 2021. 

The MK3
Photograph: Airpseeder

Final pre-season tests will be conducted behind closed doors in Australia before the start of an international racing calendar, where the initial MK3 races will provide crucial data on vehicle dynamics, performance, safety, and powertrain technology that will aid in the development of the Airspeeder MK4, the manned version. The MK3 will be operated remotely from the ground for all flights. 

The MK3 is capable of reaching speeds in excess of 120 kph (75 mph) in flight, and features LiDAR and Radar collision avoidance systems that create a ‘virtual forcefield’ around the craft. Safety features also include a carbon fiber frame and fuselage designed for maneuverability, performance, and efficiency. According to Alauda, “The powertrain represents a significant upgrade on the Mk2 proof of concept vehicle, with power increased by 95% with only a 50% increase in weight.” The MK3 possesses a 96 kW electric powertrain that gives the MK3 a thrust to weight ratio above two, and the entire vehicle only weighs 100 kg (220 lb) unmanned. 

The MK3 is laid out in an ‘octocopter X formation’, which according to Alauda, will provide significant advantages to a pilot when the MK4 is released. When racing, a pilot in the MK series speeder will be able to make the same sharp “hairpin style” turns as a Formula 1 car on top of being able to move in the vertical direction. Furthermore, Alauda’s engineers have developed a ‘slide and lock’ battery system facilitating rapid removal and insertion of batteries, allowing for rapid pit stops.

The MK3 Photograph: Airpseeder

Why it’s important: As well as being the first vehicle of its kind, the MK3 speeder, the first aerial mobility vehicle designed for racing purposes, shows the overall growth of the aerial mobility industry. The industry continues to improve, not only in transportation but in the development of other related sectors as well.

Source // Alauda Press Release

Terrafugia’s Transition prototype has received light sport category (S-LSA) certification from the FAA, marking a major step towards entry to service. The Transition is a 2-seater flyer car which can be operated as a street legal vehicle that transitions to flight. The prototype features a Rotax 912iS 100HP 4 cylinder engine with hybrid-electric platform for drive mode. In flight, Transition can reach speeds up to 100 mph and a total range of 400 miles.

As of this writing, Terrafugia has prioritized certification of a flight-only model, with certification for road operations coming later this year or next.

“We chose to finalize and certify the flight side first because, in the early days of Terrafugia, some potential customers expressed interest in a flight-only version,” said Fred Bedard, Terrafugia’s manager of business development. “They wanted something that could fit in their garage that contained many of the benefits of Terrafugia bringing automotive-style safety into a general aviation vehicle, but they did not necessarily need the vehicle to be able to drive on public roads. Thus, we reasoned that the ability to produce a few intermediate products along the way to a full fly-and-drive version would also help our business mature. Unsurprisingly, no one expressed interest in a vehicle with wings that could not fly, so finalizing the ground drive side first did not make any sense.”

Transition’s flight only model is capable of folding its wings and can fit in the space of a single-car garage. The vehicle also offers advanced safety features including a parachute and a rigid carbon fiber safety cage.

In late 2017, Geely acquired Terrafugia as it eyed an entry into the aviation space, and the company became a member of the Geely Technology Group which also includes sister companies Volvo Cars, Lotus Cars, and CEVT. Terrafugia’s US headquarters has remained in Woburn, Massachusetts.

Why it matters: The certification of Terrafugia’s Transition model marks a critical program milestone towards making aerial mobility a reality. In receiving FAA LSA category certification, Terrafugia has been able to prove the reliability and safety of its Transition product. The company plans to continue moving towards entry to service with first deliveries next year.

Students at the University of Texas – Austin have been awarded an over $3.5 million dollar grant from NASA to research the future of aerial mobility, specifically with focus toward logistical applications of aerial mobility technology. The award is part of a larger grant of $8 million from NASA that includes involvement from UT Austin, Purdue, MIT, Morgan State University, and industry partner Cavan Solutions.

One of the primary focuses for the award is to develop and test a model that simulates the cost and scalability of autonomous aerial mobility operations, to further supplant assumptions and market surveys which indicate the the economic proposal for using air cargo drones as a stepping stone on the path toward on-demand commercial operations is a wise idea. In addition, the intermediary technological development step (logistical applications) maintains massive market potential as well.

The Oden Institute for Computational Engineering and Sciences at UT Austin was awarded a grant for hypersonic research in December of 2020 prior to NASA’s grant for Aerial Mobility research. Image // UT Austin

“Public concerns such as noise pollution, privacy or perceived risks of autonomous operations are usually addressed in a post-hoc analysis,” said lead investigator Ufuk Topcu, professor of aerospace engineering and engineering mechanics and director of the Autonomous Systems Group in the Oden Institute. “This approach is not only costly but tends to have limited impact. We are using mathematical models to represent public concerns that characterize their relative importance with other factors in the overall process.”

It wouldn’t be obvious, but there are unique aspects of aerial mobility modeling that have been further emphasized in a society living amongst the COVID-19 pandemic. For instance, package deliveries have increased drastically, and options for contactless drop off and pick up of goods have skyrocketed. What’s more, in many cases staffing levels can barely maintain the deluge of required deliveries, and an option such as on-demand aerial mobility aircraft to take over some of the burden is quite attractive. However, with the increased number of delivery aircraft flying in any given city, faculty and students at UT Austin have stated that they intend on adding flight path routing constraints which regard certain paths with varying levels of desirability, those being less impactful from noise and footprint standpoints besting other options that may fly lower over a hill or directly over areas of higher population density.

Why it’s important: NASA’s funding will allow for increased efforts to effectively and accurately model the impacts of aerial mobility. These research projects should aid in closing economic trade studies on the path to on-demand commercialized aerial mobility, with logistical applications of similar aircraft representing the intermediate step toward achieving passenger carrying flights.

Source // UT Austin Press Release

The latest iteration of ASX’s eVTOL tiltwing aircraft, dubbed Six Sigma, rotates its propeller orientation to optimize for its current phase of flight. The company intends to perform a demonstration flight of its full-scale concept vehicle in the third quarter of 2021. ASX co-founder and CEO Jon Rimanelli presented the company’s latest updates to a virtual audience at the Vertical Flight Society’s eighth annual Electric VTOL Symposium on Jan. 27.

“Over the last four years, we designed, modeled and built as many as six different subscale electric VTOL configurations, and what we have now is a design that incorporates innovations and lessons learned into a very exciting configuration which we have now frozen, that we are now calling the Sigma Six aircraft,” Rimanelli proclaimed.

Back in 2019, Rimanelli discussed the long-term plan to execute on ASX’s vision – a plan that involves applying strategies from the mature automotive industry to the production and operation of a fleet of unmanned aerial vehicles in order to benefit from the economies of scale accompanied with high-volume production. The company will rely on Detroit’s traditional automotive supply base, and repurpose it for aviation use. “We’ve got this great industrial base here, we’ve got skilled labor and capacity,” he says. “We can leverage this at scale and make it an accessible product that everyone can afford through ride-sharing programs.”

Check out the ASX MOBi-ONE’s technical specifications in the TransportUP Hangar. 

The Sigma Six VTOL differs greatly from MOBi-ONE V1 due to multiple design changes such as major architectural changes, repositioning the propeller locations, major improvements to its powertrain, revising its landing gear, and more. The aircraft cannot takeoff and land as a plane, the aircraft has only VTOL capability. The number of passengers the aircraft can hold is unknown as of the January 27th Sigma Six reveal.

The company is aiming to launch remotely piloted cargo operations by 2023, and pilot-optional autonomy by 2030. With the Sigma Six design, ASX is targeting a payload of 1,000 pounds (450 kilograms), a top speed of just under 200 miles per hour (320 kilometers per hour), and a cruise speed of 126 mph (202 km/h). ASX anticipates a fully electric range of up to 90 mi (145 km) with 25 percent reserve and a hybrid range of over 200 mi (320 km).

Related: ASX and Transcend Air Will Use VerdeGo Propulsion Systems

Why it’s important: ASX has streamlined the design of the payload module for manufacturing, and also simplified the payload stabilization mechanism which will allow the commencement of flight module testing in advance of the payload module being completed. This iterative design and focus on manufacturability will be instrumental to ASX’s success and its ability to scale production of its Six Sigma eVTOL while leveraging Detroit’s automotive industrial base.