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The Financial Side of the eVTOL Industry: Insights from the CFO of Opener

Opener, developer of the BlackFly eVTOL aircraft, recently appointed a new CFO—Jon Campagna. (Photos: Opener)

Electric vertical take-off and landing (eVTOL) developer Opener has designed a Part 103 Ultralight Personal Aerial Vehicle. Called the BlackFly, the eVTOL is a fixed tandem-wing aircraft with eight fixed propulsion units and fly-by-wire electrical controls. The BlackFly’s range is 20+ miles and it can cruise at 60 miles per hour.

The company is led by Ken Karklin, who was appointed as Opener’s CEO in 2022. Just last month, Jon Campagna joined the company as Chief Financial Officer (CFO). “Jon is an exceptional financial leader with a proven track record,” Karklin remarked in the announcement. “His wealth of finance and strategy expertise, combined with his deep understanding of the aviation sector, will be immensely valuable to Opener.”

Jon Campagna, CFO

Campagna recently spoke with Avionics International about his previous experience, his goals as the new CFO, and his perspective on the larger eVTOL industry. Check out our Q&A with Opener’s CFO below:

Avionics International: Can you share some details about your previous experience as CFO at Virgin Galactic and Capella Space Corp? How have these experiences prepared you for your role at Opener?

Jon Campagna: I was at Virgin Galactic for about five and a half years. I focused on building the company to scale as we got closer and closer to commercial operations and on setting up the foundation for the accounting and finance organization. Obviously, Virgin Galactic went public, so I was really focusing on getting the company ready to be a public company, looking for investments, [handling] investor relations, and some of the other things that go along with a public company. Essentially, I was tackling the key financial aspects and then thinking about strategically how to move forward with some of our initiatives.

Similarly, Capella—a synthetic-aperture radar [SAR] satellite company—started commercial operations in January 2021, shortly before I started. I focused on building out the finance organization, putting in new systems, and getting that company ready to scale as they continued to deploy additional assets in space.

Avionics: As the new CFO of Opener, what are your top priorities and strategic goals for the company in the near future?

Campagna: We’re sort of on the cusp of sales kickoff, and starting to do deliveries to customers. We’re not announcing when we’ll do that yet, but we’re getting closer and closer. For me, it’s focusing on scaling the business as we ramp up our production side, as we start to do more customer deliveries, and that’s a core main focus. There are a lot of other strategic opportunities for the company. Our focus right now is selling to individuals, but I think there’s a lot of vision beyond that like selling to municipalities, and other commercial applications are huge. We’re making sure we’re in a position to start to take advantage of those, looking at it from a finance angle, and seeing how we can continue to grow the business and scale.

How do you plan to leverage your financial expertise to support the growth and expansion of Opener’s eVTOL aircraft for various applications, including recreational, commercial, and public service?

As we expand the scope of what type of products we can offer, there are going to be different regulatory aspects that we need to think about. Making sure that we’re aligned with that, from an insurance perspective and other risk management perspectives, is going to be key. We’ll be opportunistic about raising money when it makes sense to do so—when it’s the right thing to do for our shareholders—in order to take advantage of another segment of the market. We’ll continue to scale the business, [for example] if we have additional product lines, making sure that we have the infrastructure in place to be able to handle that. We’ll also make sure that the team is in place to be able to support those functions as they grow and as the business continues to become more and more complex.

What are some of the key challenges and opportunities Opener may face as it continues to grow?

I’m relatively new to the eVTOL space. I think regulations are a big challenge for the eVTOL space, and I think that we will definitely get there. We’re in a unique position because we don’t have the same regulatory requirements, given that we’re Part 103 Ultralight. That gives us a huge competitive advantage because it allows us to get more flight time; we’re the first and only fixed-wing eVTOL that has human flight hours. We’re able to do that because we have some of the opportunities to continue to fly, and that’s really where we have a huge advantage.

As we get into some other types of applications, there could be future regulatory requirements that we have to make sure we’re complying with. Right now, getting that training experience in is huge. That’s where we really have a competitive advantage.

In general, for eVTOL, our capital requirements are not as significant as others. I think a lot of that lends itself because of the simplicity, although it’s a very safe vehicle but it’s relatively simplistic. We’re vertically integrated, so that also helps from a cost perspective. But to build these things to scale for other eVTOL companies takes a lot of capital. Hiring—obviously you want to hire the top talent, which is one of the reasons we relocated the company to Silicon Valley; we’re in Palo Alto now, because of the hotbed of engineering and other talent in the area, I think that helps us significantly.

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Becker Avionics Announces Updates to Next-Gen Digital Intercom System

Becker Avionics’ digital intercom system, the AMU 6500, is getting some key updates, including 3D audio and Bluetooth capabilities. (Photos: Becker Avionics)

Becker Avionics just announced some of the new features that will be offered in its updated AMU 6500, a digital intercom system. These include 3D audio, Bluetooth capabilities, and the ability to use the AMU (Audio Management Unit) 6500 in combination with Becker’s Digital Voice Communication System, the DVCS 6100, as a hybrid system. The addition of the Antenna-Receiver Unit (ARU) 6510 enables the expansion of the AMU 6500 from three to 15 intercom positions.

The DVCS 6500

In a statement to Avionics International, David Oglesbee, Director of Sales and Marketing, commented, “We have had the AMU in the marketplace for about a year, and as we fielded the system, we listened to the customer. Their suggestions have led to these updates making a fantastic audio panel an even more amazing system. We are very excited to meet with operators and show them how this is truly industry-altering technology.”

The native Bluetooth capabilities of the AMU 6500 enable the integration of tactical handsets and cell phones onto a switched position on the system’s control panel. Following the pending expansion of its capabilities, the AMU 6500 can integrate with a Bluetooth-capable wireless headset as well, allowing the rear cabin crew to operate the system from the back of the aircraft.

Hi-Air Signs LOI for 30 of PLANA’s Hybrid-Electric Aircraft

Hi-Air signed a Letter of Intent (LOI) and a Memorandum of Understanding (MoU) with hybrid eVTOL developer PLANA. (Photos: PLANA)

South Korean commercial airline Hi-Air has signed a Letter of Intent (LOI) and Memorandum of Understanding (MoU) with PLANA, the companies announced this week. PLANA will provide 30 of its hybrid-electric vertical take-off and landing (eVTOL) aircraft to Hi-Air starting in 2031 per the terms of the LOI.

The MoU includes plans to collaborate on the development of business models for transporting both passengers and cargo via eVTOL.

Jinmo Lee, CPO of PLANA, commented on their partnership with the small-scale air operator, saying, “This partnership will help us to strengthen our position in the AAM [advanced air mobility] market and contribute to the development of the South Korean air mobility industry.”

Joseph Kim, CEO of Hi-Air, said the company is “confident that this partnership will help us pioneer a new era of air mobility in South Korea.”

Hi-Air operates flights to Gimpo, Muan, Suncheon, and Jeju, and recently launched a new route between Muan and Kitakyushu, Japan. The airline first began operating in December 2019 with a route between Ulsan and Seoul.

PLANA and Hi-Air signed an LOI for an AAM aircraft order and an MoU for a business development partnership.

Previous LOIs that PLANA has signed include one with U.S.-based Ghenus Air for 20 aircraft and another with Japan’s SkyTaxi for 50 aircraft.

In February, PLANA signed an MoU with LG Uplus to conduct joint research on 5G/LTE-based avionics data communications for urban air mobility, or UAM. The MoU includes plans to develop technologies that will enable UAM aircraft to communicate operational data to each other as well as to traffic management platforms.

PLANA also signed an MoU with Jeju Air, the largest South Korean low-cost airline, in March. The companies plan to work together to create an advanced air mobility ecosystem.

During last month’s Paris Air Show, PLANA announced a strategic partnership with BlueNest, a vertiport infrastructure developer, in addition to a partnership with DUC Hélices Propellers, a French carbon composite propeller and rotor manufacturer.

Just last week, PLANA announced the signing of yet another MoU with Gloria Aviation. “Through this agreement, we will be able to train manpower and technology that are the most important factors in the aviation industry,” said PLANA’s CPO, Jinmo Lee.

In collaboration with Gloria Aviation, PLANA will work to establish an education program and qualification standards for AAM pilots and maintenance technicians.

OPINION: The Power of Electroforming

Electroforming is a form of additive manufacturing that joins materials layer by layer. Metal parts are built atom by atom and can reach up to 6,000 pounds in weight. (Photos: AMG)

Helicopters are complex pieces of aviation machinery with a wide range of components that work seamlessly together. One basic premise that all pilots must remember for every flight is this: if the rotors don’t work properly, the elaborate and costly sky chariot goes nowhere.

One of the critical components of rotor blades is abrasion strips, which protect materials on rotors from impact and erosion. Water, dirt, volcanic ash, and sand can all contribute to erosion, which reduces energy efficiency and performance. Helicopters used in military operations are particularly susceptible to sand and abrasion strips—also called leading edge guards—help keep helicopters sky-bound.

The process by which abrasion strips are manufactured is a rarely used process called electroforming. Similar to 3D printing, electroforming joins materials layer by layer. The difference, however, is that electroforming builds up metal parts atom by atom, one tiny piece at a time. Components manufactured through electroforming can be quite large—up to 6,000 pounds and 17 feet long.

Parts for aerospace, defense, and medical industries are made with the electroforming process. Chemical, mechanical, and industrial engineering principles are all interwoven into component production, and the process allows for near-identical reproduction.

Electroforming is a form of additive manufacturing but is more precise than a current manufacturing favorite, 3D printing. “It’s much more widely accepted,” says Luigi Cazzaniga, Director of Engineering for Alpha Metalcraft Group (AMG), one of the world’s leading manufacturers of electroformed components and formerly known as AlphaCoin. “One, because it has been around for more than 100 years. And two, because the process involves depositing material at the molecular level. 3D printing doesn’t have the precision or control over mechanical properties that electroforming can provide.”

Built In a Bath

In electroforming, parts are built using a mandrel, or the inverse model for the component. The electrolytic solution—which is frequently referred to as a bath—includes anode and cathode electrodes. An electric DC current passes through the electrodes, which causes metallic ions in the solution to migrate and attach to the mandrel’s surface. Layers build up around the mandrel.

When the desired thickness is reached, the mold is removed from the solution and the metal atoms, now bonded to each other, are removed from the mandrel. The process allows for the reproduction of the external shape of a mandrel within one micrometer—about 0.000039 inches. For comparison purposes, one hair strand is about 70 micrometers.

AMG’s most commonly used material is nickel, and different additives can affect the tensile strength and stress properties of the component being manufactured. The flexibility to adjust metal properties is one of the primary advantages of electroforming and the properties of the final part can be affected by additives placed into the bath.

“There are several parameters that can be used to impact the properties of an electroformed part,’’ Cazzaniga says. “And that control for the most part is not present in a 3D printed process. Electroforming gives you a level of control all the way down to the microscopic level, as opposed to a macroscopic level.”

One of the advantages of electroforming is its precision and the ability to manufacture large, heavy, and oversized components.

The Value of Nickel

AMG uses nickel for most of the components it manufactures, but gold and copper are some other materials that can be used.

The advantage of nickel is its availability—the global nickel reserve is about 100 million metric tons—but is also ideal for aerospace applications because nickel-based alloys resist extremely high temperatures, corrosion, and constant wear. Nickel alloys are also some of the strongest materials available and are also good conductors of electricity.

“We often hear the terminology of soft nickel and hard nickel,’’ Cazzaniga says. “We can modify the final properties depending on the customer’s application. The process is generally the same regardless of the size of the part. While the basics of electroforming were established many years ago, it’s the know-how that an individual company has developed over a variety of end-use applications that differentiates one manufacturer [from] another. The flexibility of electroforming really allows us to ‘shape the solution.’”

Electroforming is a manufacturing process that is used to make an assortment of aviation components, including leading edge guards.

Better than 3D

Compared to 3D printing, electroforming’s key advantage—besides precision—is the capability to manufacture large, heavy, and oversized components. Alpha Metalcraft Group constructs a rotor blade leading edge guard that is 17 feet long within a few days and can make parts up to 3,000 pounds.

“Large components require more design complexity,’’ Cazzaniga says. “Especially in designing components for aircraft, it’s critical to manage tight tolerances, overall part weight, tensile properties, and abrasion resistance. When done properly, electroforming allows for [the] production of the component without significant post-machining time, which also reduces cost.”

Electroforming also minimizes waste. When the component is complete, it is removed from the mandrel, which is reused to make the next component. Unlike 3D printing, electroforming does not produce waste that must be recycled.

One other advantage of electroforming is that it leads to large production runs. “Once the parameters of the electroforming process for a specific part have been established, it is easy to scale up for larger production runs with relatively minor investment. That’s quite different from 3D printing, where scale-up may involve significant investments in additional equipment,’’ Cazzaniga says.

The aerospace industry requires rigorous controls of materials and tolerances to assure quality, reliability, and safety, which can all be addressed with electroforming. Even rocket ships, which are now being used to transport cargo and personnel into space, are using more electroformed products.

AMG manufactures components via electroforming for the aerospace, defense, and medical industries. As the demand for composite products increases in aviation, so does the demand for electroformed components.

“Electroforming’s capabilities shape the solution and are trusted by some of the biggest companies in the world in the aerospace and defense industries,’’ Cazzaniga says. “Many of their parts are mission-critical. There is no other manufacturing process that can deliver components with the exacting tolerances, material properties, and scale of production that can compare with electroforming for precise metal parts.”

This article was contributed by Thomas Renner, who writes on building, construction, engineering, and other trade industry topics for publications throughout the U.S.

Sagetech’s Tiny New ADS-B Transponder Gets Thumbs Up from U.S. Defense Department

The DoD International AIMS Program Office has awarded certification to Sagetech for its upgraded ADS-B transponder, the MX12B V2. (Photo: Sagetech)

Sagetech Avionics is now the first company to receive U.S. Defense Department certification for its new MX12B V2 transponder technology.

Incorporating Mode 5 Level 2B Out capability, the transponder recently received the thumbs up from the Pentagon’s AIMS Program Office, a tortured acronym that stands for Air Traffic Control Radar Beacon System (ATCRBS), Identification Friend or Foe (IFF), and Mark XII Systems.

ATCRBS is used to provide identification and positioning data to the Federal Aviation Administration (FAA) and military ground stations. IFF is a general class of “L” band equipment that provides range, azimuth, and aircraft identity to ground stations. The Mark XII system is encrypted and military-specific.

Sagetech’s Mode 5 Level 2B Out IFF system enables seamless integration and interoperability among military platforms, ensuring effective coordination among aircraft, according to the Bingen, Washington-based company. It also can reduce the risk of friendly fire and midair collisions.

It is unclear for which military aircraft the technology was certified, but it could be used to deconflict complex battlespace among fleets of manned and unmanned aircraft and can better enable manned-unmanned teaming, or MUM-T. All of the military services are either currently practicing MUM-T, as the Army is with AH-64 Apache gunships and MQ-1 Gray Eagle Drones, or are developing semi-autonomous wingmen aircraft to fly alongside manned fighter aircraft in future conflicts. Advanced transponder technologies to deconflict airspace over crowded battlefields will be a key enabler of that and other operational concepts, Sagetech Chief Technology Officer Matt Hamilton said.

M5L2-B empowers aircraft to securely and accurately transmits critical information including position, airspeed, and identification to other friendly platforms and ground-based radars, without requiring the use of a large, costly Mode-5 interrogator to determine the identification status of the aircraft.

The MX12B packs all the latest required functionality into a micro package weighing less than half a pound. Tiny compared to traditional Mode 5 transponders, the unit includes integrated ADS-B In and Out, pressure altitude encoder, antenna diversity, and Ethernet.

“The addition of Mode 5 Level 2B will create a safer and more efficient airspace by providing air and ground crews with situational awareness of other friendly aircraft,” Hamilton said in a statement. “This technology will help enable the airspace for manned-unmanned-teaming missions and autonomous swarming. It also will improve air defense and counter-UAS systems by providing a more complete picture of the airspace without the need [for] an interrogator system.”

In April, Sagetech Avionics and Advanced Technologies Security & Defense completed the Brazilian equivalent of FCC approval by ANATEL (the Brazilian National Telecommunications Agency). Sagetech’s micro-transponder, the MXS, can now be installed on the Harpy drone produced by Advanced Technologies, an uncrewed aerial vehicle (UAV) manufacturer based in Brazil.

Northrop Unveils DARPA Shipboard Drone Concept for Navy Tactical Missions

The Defense Advanced Research Project Agency’s (DARPA) Tactical Technology Office awarded a contract to Northrop Grumman for designing an autonomous VTOL aircraft system. (Photo: U.S. Navy)

Northrop Grumman has unveiled the design of the new autonomous uncrewed vertical take-off and landing aircraft capable of operating from Navy ships at sea that it will build under a new contract from the Defense Advanced Research Project Agency’s (DARPA) Tactical Technology Office.

The as-yet unbuilt aircraft has been given a typically terrible Defense Department acronym: ANCILLARY, which stands for AdvaNced airCraft Infrastructure-Less Launch And RecoverY. The Northrop-built demonstrator should be a cost-efficient, multiple-mission capable vehicle built on an agile platform that is runway independent.

Northrop is one of nine companies awarded contracts in late June to produce initial operational system and demonstration system conceptual designs for the DARPA program. AeroVironment, AVX Aircraft, Griffon Aerospace, Karem Aircraft, Leidos, Method Aeronautics, Northrop Grumman, Piasecki Aircraft, and Sikorsky will develop VTOL UAS designs, with Navy and Marine missions in mind, during the six-month Phase Ia. Teams then will submit competitive proposals for more detailed X-plane design work.

DARPA foresees a relatively small drone weighing somewhere between 250 and 300 pounds so that several can be deployed on a single ship. The MQ-8C Fire Scout, also developed by Northrop Grumman, is a full-sized Bell 407 helicopter outfitted to fly without a crew on board. Ideally, the system should require only two people to set up, launch, operate, and recover, DARPA has said.

The U.S. Navy conducted calibration flight testing of the Leonardo Osprey 30 AN/ZPY-8 radar for the MQ-8C Fire Scout drone in 2020. The helicopter system was deployed operationally at the end of 2021.

Northop’s ANCILLARY is designed to carry a 60-pound sensor payload with 20 hours of endurance and a mission radius range of 100 nautical miles. That should surpass current unmanned aircraft systems without using significant additional infrastructure aside from what is on board the air vehicle. The system will also have the capability to land on a ship in adverse weather conditions.

Conceptual drawings of Northrop’s design show a torpedo-shaped main fuselage with twin, fixed engine nacelles, each with a downward-facing propeller, mounted midway on wings that fold for vertical flight and extend into an airplane configuration for forward flight. The aircraft has a chin-mounted sensor ball and appears to have a pusher prop aft to propel it forward during level flight.

Northrop said that the aircraft will be capable of performing intelligence, surveillance, reconnaissance and targeting missions, and supporting expeditionary missions for special operations forces and logistical missions with significant affordability impacts for ship-to-shore transition of parts and supplies.

“In collaboration with DARPA, Northrop Grumman will work to significantly enhance how future autonomous vertical lift aircraft will operate at sea and ashore,” said Tim Frei, vice president of research and advanced design at Northrop Grumman. “The ANCILLARY program enables us to combine our digital engineering expertise with extensive knowledge and insights from past successes in developing and operating uncrewed vertical lift aircraft for the U.S. Navy.”

ANCILLARY aims to solve a combination of challenging design objectives by bringing together technology development in advanced VTOL aircraft configurations, advanced propulsion architectures, and advanced control effectors/theory from traditional and non-traditional industry companies, according to DARPA.

“The objectives of the program are to develop a small UAS that takes off and lands vertically, like a helicopter, and flies its mission like very efficient winged aircraft, while carrying a significant amount of payload for a variety of missions,” Steve Komadina, DARPA’s ANCILLARY program manager, said in June when the contracts were awarded. “We are looking for a VTOL UAS that can operate from ship flight decks and small out-of-the-way land locations in most weather conditions without using typical launch and recovery equipment that is needed for current long endurance, high payload weight aircraft.”

“The major challenge is developing an integrated flight vehicle that meets the hard objective of combining VTOL, long endurance, and large payload while also meeting requirements for shipboard storage and operations,” Komadina added. “A key element is the propulsion system, which needs to have enough power to lift the X-plane vertically while also being extremely efficient in forward flight when power needs are lower.”

The project is expected to culminate with X-plane flight tests in early 2026.

BAE Systems Unveils New Research Facility for Combat Air Capability

BAE Systems launches FalconWorks, a new division within its Air Sector, which will serve as a research facility for combat air capabilities. (Photos: BAE Systems)

BAE Systems recently unveiled a new research facility to accelerate research in cutting-edge combat air capability. The new division in the company’s Air Sector has been named FalconWorks, and as a center for research and development, it will deliver new cutting-edge air capabilities to the United Kingdom and its allies.

FalconWorks will collaborate with new and existing partners of BAE Systems to innovate through the generation of new ideas to further the capabilities of air combat technology. These partners include firms and institutions in a variety of areas, including academia, research, small and midsize enterprises (SMEs), and even national governments.

Governments are perhaps one of the largest stakeholders of this new facility. These authorities aim to stay up-to-date on the latest technological innovations that have the potential to further solidify national security and improve their position in a variety of foreign conflicts. Adapting to new security and defense technologies is critical to maintaining the safety and security of national borders.

Specifically, FalconWorks will harness today’s latest technology—like artificial intelligence, quantum sensing, and robotics—to assess emerging trends and develop solutions quickly and efficiently. Furthermore, the program will coordinate design and research efforts with partner companies in areas like autonomy, synthetic environments, and electrical-powered air systems.

David Holmes, Managing Director of FalconWorks at BAE Systems, explained that today’s technologies are constantly changing. Thus, “The creation of FalconWorks is a reflection of the changing environment and our goal to ensure innovative technology development is at the core of everything we do. This new division builds on our established expertise in world-leading combat air programs such as Typhoon, F-35, and Tempest to unlock opportunities to expand our portfolio and deliver the breakthrough technologies which keep our customers ahead.”

BAE Systems has extensive experience in the aviation defense sector, making its knowledge, resources, and talent critical to the success of not only FalconWorks but also the new technologies it will develop. Its long history of working with academic institutions to conduct research on new technologies has led to large investments in research and development. In fact, in the past three years, BAE System has invested £800 of its own funds in researching new technologies and methods.

Beyond FalconWorks, BAE Systems has reached several major accomplishments this year. In April it announced it would work with Heart Aerospace to create a battery system for Heart’s electric regional airliner, the ES-30. As a result of this collaboration, BAE aims to create a first-of-its-kind battery that will be utilized on the fully-electric regional aircraft. If this program is successful, this aircraft will fly with zero emissions, all while addressing other industry challenges like noise pollution. Throughout the past 25 years, BAE Systems has designed, built, and sold over 15,000 power and propulsion systems to various customers across the world.

In addition to its work with Heart Aerospace, in January the firm received a contract from the United States Air Force to support mission data loads for the F-35 fighter jet. The five-year contract will support BAE as it tests mission data loads at Eglin Air Force Base in Florida.

BAE Systems’ Air Sector is a major player in the aviation industry and supports governments and private firms alike with the research and development of new technologies to make aviation more efficient for operators. The UK-based company is a world leader in defense exports, and develops, manufactures, upgrades, and supports some of the world’s most advanced combat aircraft. BAE also supports customers across the world with an extensive support network that assists customers in provisioning, training, and maintenance.

Additionally, BAE plays a pivotal role in the UK Combat Air Strategy. Launched in 2018, the program has put forth a bold vision for what combat air capability will look like in the future in the United Kingdom. The program is defined by Tempest, a future combat air system that will utilize new technology from BAE’s expertise to stay ahead of evolving threats across the world.

OPINION: Regulations for eVTOL Aircraft

Where do eVTOL aircraft really fit? The FAA changed direction last year from classifying eVTOLs as fixed-wing small airplanes (Part 23) to treating them as a special class of “powered-lift” aircraft. (Photo: Archer)

The future of transportation is electric. That sentiment also applies to aircraft, though they’re often forgotten in talk of electric vehicles. While electric cars get all the publicity, there is in fact an electric revolution happening concurrently in the aviation industry which is equally profound but of more rigorous safety consequence.

And as electric vertical take-off and landing (eVTOL) vehicles generate more interest and funding, they’ll also be powering a new mode of transport. That’s because such small electric-powered aircraft can enable a novel form of urban travel. Think of two- to six-passenger air taxis that can quickly fly people throughout metro areas or nearby cities. Or even imagine ride-sharing apps taking to the skies and your next Amazon delivery landing near you. I know I’m excited by the prospect.

However, the FAA is now tasked with coming up with new regulations meant specifically for electric aircraft and air taxis, as well as plans to ensure that airspace isn’t too crowded in the future. With at least 20% of people surveyed saying that they can imagine switching from their current mode of transportation to air taxis in the near future, there will need to be big infrastructural and regulatory changes in the aviation industry to make this happen.

Vance Hilderman, CEO of AFuzion, writes about the emergence of electric aircraft and the regulations that will be needed.

Current Regulatory Landscape

Low-altitude urban aircraft are something of a first, meaning there are few regulations actually on the books. Most have only recently been proposed and are waiting to go through the legislative process. Moreover, eVTOL vehicles take off and land like a helicopter but fly like an airplane, making regulation and certification a major challenge. Since these aircraft will carry paying passengers, they must comply with DO-178C (“ED-12C” in Europe) for all their safety-related software and DO-254 for their safety-related hardware onboard. These standards are well proven as almost every commercial regular aircraft flying today complies with DO-178C and DO-254.

So where do eVTOL aircraft really fit? Even the experts are confused. The FAA changed direction last year from classifying eVTOLs as fixed-wing small airplanes (what is called “Part 23” under federal regulations”) to treating them as a special class of “powered-lift” aircraft with more rigorous, ‘special’ certification rules.

The FAA had to create this category from scratch as its European equivalent EASA did two years prior, which encompasses aircraft that take off and land vertically but use a fixed wing for horizontal flight. It meant that eVTOL would no longer be subjected to regulations for general aviation airplanes but are subject to regulations for special classes of aircraft under FAA regulations 21.17(b).

In order for the FAA to approve eVTOL aircraft now, these vehicles must pass regulations in three distinct categories: type certification, production certification, and operational authorization. The first refers to the model design, the second to the production of that model, and the third to the pilots themselves. The last of these is what’s causing the most controversy here, with various proposals dictating additional requirements for eVTOL pilot training.

Since eVTOLs are now considered a special class of aircraft, certified commercial pilots may be unapproved to operate eVTOLs, creating the need for specialized training centers and a lot more administrative work. This is because eVTOLs are really a hybrid form of regular fixed-wing aircraft and a helicopter: eVTOLs take-off and land vertically like a helicopter but are able to fly very efficiently at cruising altitude because additional lift is provided by varying forms of fixed-wing type structures.

Just as automobiles have different classifications of driver’s licenses for cars, motorcycles, and commercial trucks, aviation will have a new eVTOL type pilot’s license. However, the leading eVTOL companies loudly criticized the move, claiming it’s only going to further the delay to initiation as in-work eVTOL designs had to be modified to comply with these new and evolving rules. Time will tell—the FAA has said that the industry should expect the full regulatory framework for eVTOL operators this summer.

In any case, the FAA has already admitted that it does not expect eVTOL aircraft to fly commercially until 2025 at the earliest, partially due to all these regulatory hurdles involved. (Author’s note: There were very few complaints about the new 2025 date because the necessary battery charging, vertiport, and air traffic control infrastructure changes probably mean an additional two-day delay to 2027 for meaningful eVTOL operations.)

(Photo: Joby Aviation)

What’s Needed

There are also two issues that the FAA has yet to address for special aircraft, issues that are not as huge a concern in traditional fuel-powered aircraft: fire and ice. We’ve seen the headlines with Teslas and other electric vehicles catching fire. But the stakes are a lot higher if a battery combusts in the air. This means that additional regulations and rigorous testing will be necessary for eVTOL batteries.

And on the other side of the spectrum, eVTOL engines operate at a much cooler temperature than those of traditional aircraft and are more likely to freeze in icy conditions. Companies that build eVTOLs will have to design their way around these issues, and then new regulations will be necessary on safe operating temperatures.

Outside the realm of vehicles themselves, additional regulations will be necessary based on the impact of these vehicles on urban settings and the surrounding environment. Take noise pollution. Developing regulations to address noise emissions and establish acceptable noise standards for eVTOL operations will likely be necessary to ensure minimal disturbance to urban communities.

Moreover, eVTOLs operate at lower altitudes than traditional commercial craft, which calls for the development of regulations to ensure their safe integration into urban airspace. Otherwise, they risk colliding with everything from skyscrapers to personal drones. To ensure safe flight paths, new air traffic management systems are necessary. Instead of air traffic control being restricted to airports, there may now be air traffic controls for city streets and rooftops.

So all-in-all, it’s about certifying the aircraft itself, the person operating the aircraft, and its operations in the surrounding environment. We’re entering uncharted territory here, but it won’t be uncharted for long.

Enabling Safe and Efficient BVLOS Operations

Iridium recently conducted a flight trial in partnership with American Aerospace Technologies to showcase BVLOS capabilities. (Photo: Iridium)

Iridium Communications, a global mobile voice and data satellite communications network, recently published the results of an uncrewed aircraft systems (UAS) flight trial that highlighted beyond visual line of sight (BVLOS) capabilities.

In recent news, Collins Aerospace unveiled its new SATCOM solution to support the Iridium Certus satellite network that replaced the legacy GEN 1 constellation.

Part of Iridium’s commitment to advancing the integration of UAS into the national airspace system (NAS), the flight trial was conducted in partnership with American Aerospace Technologies. The trial affirms that a simplified Minimum Equipment List (MEL) may allow a Remote Pilot-In-Command (RPIC) to effectively monitor missions, communicate with air traffic control, and ensure compliance with safe Instrument Flight Rules (IFR) separation from other aircraft.

In a white paper titled, “Monitored BVLOS: A New Model for UAS Integration in the National Airspace System,” Iridium addresses the challenges faced in establishing a safe, scalable, and efficient adoption of UAS in the NAS. The white paper explores methods to ensure the secure separation of aircraft.

The results of the flight trial indicate that BVLOS operations are especially well-suited for Class E airspace due to the significantly reduced risk of encountering crewed Visual Flight Rules (VFR) aircraft. This accomplishment by Iridium marks a significant step forward in revolutionizing UAS integration.

Monitored BVLOS: a new model for UAS integration (Photo: Iridium)

With over 30 years of experience in the aviation industry, John Peterson, Executive Director of Aviation at Iridium Communications, has witnessed numerous advancements and challenges. In an interview with Avionics International, Peterson shared his excitement about the potential of drones and the commercial benefits of BVLOS operations. He offered insights regarding the complexities of flying uncrewed aircraft and the crucial need for the safe integration of UAS into shared airspace.

Peterson remarked first on the difficulties of enabling UAS operations even with a visual line of sight. The absence of a pilot on board raises concerns about potential accidents. “Operating beyond a certain distance within visual line of sight really just isn’t safe, because your depth perception isn’t any good once it gets far away from you,” he explained.

Realizing that operating within visual line of sight had limited commercial applications, he began exploring the possibilities of beyond visual line of sight. He drew a parallel to instrument flight rule (IFR) operations, which involve trained and equipped pilots operating under a well-established set of rules. Inspired by this comparison, Peterson recognized the potential of BVLOS operations and the need for a similar regulatory framework.

However, the challenges lay in congested airspace, particularly over urban areas. Such airspace demands careful consideration from regulatory authorities, given the associated risks. Remote and rural areas offered a more favorable environment for BVLOS operations, with numerous potential applications, Peterson noted. Given this opportunity, there is a need to establish rules, standards, and equipment requirements specifically tailored for BVLOS operations.

He expressed his concerns about the current waiver process for BVLOS operations. The process involves writing and submitting a white paper outlining their plans for operating the aircraft and any associated risks. “Someone needs to review it, and then they have to approve it. There’s no standard for it, so all the equipment that’s inside that document may be unfamiliar to the person who’s reviewing it,” he explained.

Peterson and a collaborative group, comprising avionics providers, OEMs, and software providers, sought to answer the question, “Can we actually maintain safe IFR separation using the highest latency link?”

The advantage of Iridium’s satellite link, according to Peterson, was that it enables “excellent visibility of an aircraft no matter where it is in the world. These aircraft fly at such low altitudes that they don’t always see the VHF or ADS towers, but they fly at a high enough altitude that they don’t always see the LTE towers.”

He emphasized the importance of augmenting IFR rules to facilitate BVLOS operations under specific conditions through a waiver process. Local airspace authorities would play a pivotal role in approving and monitoring operations within their respective regions. This approach would enhance safety and foster localized oversight, rather than relying on a one-size-fits-all approach.

The goal of the flight test, conducted with American Aerospace Technologies, was to determine if existing Instrument Flight Rules (IFR) and technologies could be leveraged to enable safe BVLOS operations. By analyzing the capabilities of Traffic Collision Avoidance Systems (TCAS) and Airborne Collision Avoidance Systems (ACAS), Iridium assessed the feasibility of maintaining appropriate separation distances. The team examined the time required to respond to intruders and maintain a safe distance based on speed, time, and distance calculations.

The flight test results were promising. Using Iridium Communications’ satellite link, the team found that it took approximately 18 seconds to react to an intruder spotted at a 5-mile distance. This response time allowed for maintaining more than 2 nautical miles of separation, meeting IFR rules even in BVLOS scenarios.

By utilizing existing rules and infrastructure and encouraging continuous improvement, the industry can expedite progress in BVLOS operations. Peterson believes that a limited number of BVLOS waivers issued per day, coordinated across different states, could provide a commercial advantage while ensuring safety and repeatability. This approach allows for iterative improvements in BVLOS operations while the FAA focuses on establishing comprehensive regulations for more complex airspace.

The vision extends beyond rule implementation. Peterson anticipates significant investments from avionics companies, aircraft manufacturers, operators, and software application providers to support BVLOS operations. The collaborative efforts of the industry will contribute to the development of standardized Minimum Equipment Lists (MEL) and the advancement of safer and more efficient BVLOS flights.

“That’s how our industry becomes great very quickly, without us sitting around waiting for a grant,” he said. “That’s the part that Iridium is super passionate about—using technologies that help us advance this incredible industry that’s in somewhat of a lull.”

He also shared his thoughts on how he would like to see the industry evolve over the next few years. “I’d like to see the directors of the local states working with their local operators and their local OEMs in order to establish areas where we can have BVLOS waivers that perform real commercial missions, whether they’re first responders, package delivery, or infrastructure monitoring—real commercial operations.”

He hopes to see these initial operations happening in a very simple way so that people become comfortable with increasing the number of missions per day. Then, the area in which they’re allowed to perform those missions can expand. Another factor is increasing the fidelity of what an MEL is in pilot training. “We don’t have established BVLOS pilot training—we need to define that better,” Peterson said.

He also hopes that it will be possible to get BVLOS waivers approved using software applications. “We have evolved the MEL in the training to a point where somebody doesn’t need to write a white paper,” he commented. “They just need to be able to prove that they meet the requirements for a BVLOS waiver.”

“Then what we would see is an economy of scale that’s occurring. We would see so much data from this that the FAA would become comfortable establishing a policy that eliminates the waiver process, and BVLOS becomes a part of our national airspace.”

Peterson outlined what he sees as some of Iridium’s strategic priorities. The first priority is to provide the drone industry with the most advanced and cost-effective satellite communications solutions. By addressing challenges related to size, weight, power, and cost, Iridium aims to offer the lowest-latency and most affordable satellite communication methods for drones. This strategic focus reflects the company’s commitment to equipping drones with the necessary tools to operate seamlessly and communicate effectively over long distances.

Although not in Iridium’s wheelhouse, the integration of 1090 megahertz surveillance systems into the national airspace is important for the industry, Peterson noted. He pointed to the unique advantage of this frequency, which is that satellites have the capability to detect 1090 megahertz signals. Drones, flying at altitudes where ground infrastructure is out of sight, benefit from excellent visibility to satellites. 1090 megahertz technology can be leveraged to enhance situational awareness, ensuring that drone operators have access to real-time information about their own position as well as the position of other aircraft in the vicinity. This integration is crucial for maintaining a comprehensive and accurate view of airspace activity.

Another priority is augmenting existing infrastructure through the use of battery-based Mode S transponders. These transponders, installed in aircraft that are not equipped with traditional transponder systems, enhance visibility and enable the effective relay of crucial information. Peterson suggests that incentives such as waivers, credits, or grants could encourage pilots to adopt this technology. It significantly contributes to the overall situational awareness of the airspace.

By layering the data from various sources, including 978 and 1090 megahertz surveillance, drones can relay valuable information about nearby traffic to air traffic controllers and remote pilots. This cooperative approach enhances safety and ensures that all relevant stakeholders have access to a comprehensive picture of the airspace.

The integration of these priorities offers a pathway to a future where collaboration, data sharing, and innovation thrive. Peterson believes that incremental improvements, rather than massive infrastructure overhauls, can lead to enhanced cooperation and safety in airspace operations. By making existing technology available to pilots, particularly those flying experimental or VFR, the industry can achieve greater synergy between different airspace users. The ability to respond to and cooperate with surrounding traffic becomes more accessible, fostering a conducive environment for BVLOS operations.

AirFi CEO Talks In-Flight Streaming and LEO Satellite Solutions

AirFi developed a LEO (low-Earth orbit) satellite solution, pictured above, in partnership with Iridium and SKYTRAC. (Photo: Iridium)

Travel technology company AirFi has developed portable wireless streaming solutions that are cost-effective and easy to deploy. Following the successful implementation of AirFi’s portable streaming solution on easyJet’s EU and Swiss fleets, the company recently announced the extension of this technology to the remaining aircraft in the airline’s fleet.

The initial trial of AirFi’s technology took place in Oct. 2022 as part of easyJet’s ongoing campaign to deliver an industry-leading digital onboard experience to its customers across Europe. The airline equipped an additional 108 aircraft with AirFi’s streaming technology, ultimately leading to its deployment on all 327 aircraft in the fleet.

The in-flight system powered by AirFi introduces a customized wireless engagement portal that offers passengers access to an array of content, including games, journey-specific information, and details about the airline. Passengers can also browse through a selection of in-flight retail offerings using their personal mobile phones, tablets, or laptops. Connecting to the content is as simple as accessing the local Wi-Fi network created onboard by AirFi’s hardware solution. This digital upgrade can be implemented without the need to take the aircraft out of service.

(Photo: AirFi)

AirFi ensures that accessing the content is cost-free. Passengers are not required to download any apps prior to the flight or share their personal information to connect to the network. With AirFi’s streaming solution, airlines can revolutionize the in-flight experience, offering passengers a variety of engaging options while simultaneously driving additional revenue streams.

Job Heimerikx, CEO of AirFi, shared his thoughts on the recent announcement in an interview with Avionics International. He also discussed AirFi’s LEO (low-Earth orbit) satellite solution, developed in partnership with Iridium and SKYTRAC, which received multiple Crystal Cabin Awards. Check out our Q&A with AirFi’s CEO below:

Avionics International: From your perspective, what do you see as the key factors that led easyJet to choose AirFi’s portable streaming solution?

Job Heimerikx: AirFi has its own factory and complete control of its own product. We’re not buying components or products from somebody else, and we are able to produce at very high volumes—or low volumes—depending on demand. We could pull off a four-month deployment on all these aircraft. That must have played a factor.

The way we are dealing with safety and operational safety is different from other companies in the market. We strongly believe that switching batteries during the flight is a dangerous thing, because you cannot control the health of the battery. Batteries need to be protected; measurements, fluctuations, all that is incredibly important to us.

Avionics: How does AirFi ensure a seamless and reliable streaming experience for passengers, considering the challenges associated with in-flight Wi-Fi connectivity?

Heimerikx: The AirFi system is a closed-loop system. In other words, we do not make a connection to the ground. There’s no internet connection, no browsing or surfing the internet. We created the solution in such a way that we have multiple independent nodes. Every box works independently, which makes it a multi-redundant system that is very reliable during flight. If one of the boxes would drop out for whatever reason, the other boxes could automatically take over the bandwidth. That really helps with service consistency.

We are not taking part in the race to bring gigabytes per second to the aircraft. That’s not our game. But we do work together with Iridium and SKYTRAC to provide a window-based antenna solution that is incredibly reliable. This is because we are dealing with a LEO solution that works pole to pole and not a specific area, and we do not require a 90-degree angle with the messaging from the satellite in order to have good reception.

From a reliability point of view, there are two very important factors. There’s multi-redundancy in the entertainment/box part as well as the connectivity part. It is multi-redundant by design, which makes it a very reliable solution. From a passenger experience perspective, similar to at home, we enjoy the fact that the phones have a memory of friendly Wi-Fi connections they connected to in the past. This means that if you have used the AirFi solution in one of the aircraft that we supply it to, the next time you end up on an aircraft using the AirFi solution, the phone will automatically connect.

Avionics: Could you discuss any of AirFi’s future plans for innovation and development in onboard entertainment and passenger engagement? Are there any exciting features or partnerships on the horizon?

Heimerikx: In the second half of this year, we will announce several new innovations both on the payment side as well as on the entertainment side of things. One of the innovations is something we probed several years ago called DANCE24. It’s EDM music festivals that have been recorded, which we bring to the IFE space. The first major airlines are now going to pick this up.

Are there potential scalability and cost-efficiency advantages of AirFi’s portable streaming solution compared to others available in the market?

From an efficiency point of view, it’s rather straightforward, especially if you look at the installed solution where we install the AirFi box in the overhead bin. It’s a 4.5-kilogram solution that covers the entire aircraft. From a weight penalty perspective and therefore from a fuel consumption perspective, we are incredibly efficient.

The use case for the in-flight entertainment solution itself, without the LEO, is [mainly] based on entertainment but also on providing the opportunity for airlines to organize in-seat ordering. That has a massive benefit and increase in what is being sold onboard from onboard retail or from onboard catering. We see double-digit growth in those sales in some of our trials—very substantial.

From a connectivity perspective, it’s all about validating payments and allowing passengers to send messages to the ground. Allowing passengers to send messages to the ground increases the so-called “repurchase intention,” or customer happiness—a statement or claim made by pretty much every IFC/IFE provider. We also do it in an extremely cost-effective way. The price for equipping an aircraft with an AirFi system is only 10% of the price you would expect from any other in-flight entertainment and connectivity supplier out there. Yet we can still do over 90% of all use cases—onboard sales, payment validation, flight deck information, crew empowerment, connecting flights, all these kinds of things don’t require a gigabit connection.

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Avionics International: From your perspective, what do you see as the key factors that led easyJet to choose AirFi’s portable streaming solution?

Avionics: How does AirFi ensure a seamless and reliable streaming experience for passengers, considering the challenges associated with in-flight Wi-Fi connectivity?

Avionics: Could you discuss any of AirFi’s future plans for innovation and development in onboard entertainment and passenger engagement? Are there any exciting features or partnerships on the horizon?

Are there potential scalability and cost-efficiency advantages of AirFi’s portable streaming solution compared to others available in the market?