“We are extremely disappointed to announce that the Air Race World Championship will not be returning to the skies in 2022,” said a post on the organization’s Twitter account. 

“Despite the tireless efforts and support of all of our race teams, specialist suppliers and partners, some of the challenges presented by COVID and further implications posed by the current global economic situation have simply been too great to overcome.

“The safety of our pilots and fans is paramount and without all of the intricate parts required for safe racing firmly in place we have been forced to make this very difficult decision to cancel the 2022 World Championship Series.

“We remain totally committed as event organizers, competitors and fans of this incredible sport as we now focus on 2023.

“Our thanks go out to fans around the world for their ongoing resilience and support. We’ll be updating on plans and news as it happens—stay tuned.”

Statement from Air Race. pic.twitter.com/AuAUlahSGk

— Air Race (@TheAirRace) August 12, 2022

Air races that had been scheduled for later this year include:

• Malaysia, September 10-11
• Jakarta, Indonesia, October 15-16
• Lake Macquarie, Australia, November 19-20
  

We’ll be racing at the beautiful Lake Macquarie in NSW, Australia in November! And it’s home to reigning World Champion, Matt Hall. Racing to defend his title in front of a home crowd is going to be quite something!#timetorace #airrace #smokeon pic.twitter.com/6awgcJUNRv

— Air Race (@TheAirRace) April 13, 2022

It’s been a challenging year for organizers. In May, the series announced the cancellation of an air race in Goodwood, England, that had been scheduled to take place in July.

It is with a heavy heart that we have had to make the difficult decision not to race at Goodwood in July 2022. There are a number of factors that have contributed to this, including significant logistics challenges that have arisen. pic.twitter.com/LyJDp20wmY

— Air Race (@TheAirRace) May 27, 2022

Veteran elite race pilots like Mélanie Astles had planned to participate. 

According to organizers, the events are intended to put a focus on “future tech, innovation, clean energy, and spectator experience.” Earlier this year, organizers said they were planning to “introduce a fleet of high-performance race planes on new, zero net carbon aviation fuel by 2023.”

The post 2022 Air Race World Championship Series Canceled appeared first on FLYING Magazine.

What Is Density Altitude? 

Density altitude is formally defined as the “pressure altitude corrected for nonstandard temperature variations.” That’s just a fancy way of saying density altitude is where the airplane “feels” like it is. For example, if the density altitude is 5,000 feet at sea level, your airplane is going to take off like it’s already flying at 5,000 feet. This is due to the fact that air density decreases at higher altitudes. 

Why Is Density Altitude Important? 

Pilots need to know the density altitude to operate aircraft safely during flight. It directly impacts an airplane’s ability to fly effectively. 

Density Altitude Impacts Takeoff, Climb, and Landing Distance

High air density altitude has a negative impact on aerodynamic performance. It decreases the horsepower output of an aircraft’s engine. High air density altitude requires airplanes to increase their takeoff distance. It reduces an airplane’s rate of climb. High air density altitude also requires increased distance for a landing roll. 

Most Dangerous Density Altitude Conditions

The most dangerous combination of density altitude conditions include a heavy load, high temperature, high airport elevation, and high humidity. High, hot, humid, and heavy  is a very bad combination, but an aircraft needs only be experiencing one to have its performance decreased by density altitude.

How Does Density Altitude Affect Aircraft Performance? 

When density altitude increases, it decreases the amount of available power that can be produced by an airplane’s engine. It also decreases the effectiveness of airplane propellers. For a typical non-turbocharged, light, single-engine airplane, this can result in a takeoff roll that’s 25 percent longer for every 1,000 feet of elevation above sea level. 

Pilots are taught to determine their takeoff roll using performance charts in the Pilots Operating Handbook—sort of the owner’s manual for the airplane that indicates what performance they can expect given selected power settings and the atmospheric conditions.

Density Altitude vs Pressure Altitude

Here’s the difference between density altitude and pressure altitude: Pressure altitude is the altitude read off the face of the altimeter when the 29.92 in Hg is set in the Kollsman window of the instrument (or 1013 hPa if you are going metric.) Density altitude is pressure altitude corrected for nonstandard temperature variations. 

The standard temperature is 15 degrees Celsius at sea level or 59 degrees Fahrenheit.

What Is an E6B Flight Computer?

An E6B flight computer (or E6B app) can be used as a density altitude calculator as well as a way to quickly access key data for flight planning and navigation By entering specific information for outside air temperature (OAT) and pressure altitude, the E6B flight computer will help you determine the current density altitude.

How to Determine Pressure Altitude

To determine the pressure altitude, set the window in the altimeter to 29.92. Whatever value it reads is the pressure altitude. 

If you don’t have access to an altimeter, you can determine pressure altitude by using this formula: (standard pressure minus your current pressure setting) times 1,000 plus field elevation equals pressure altitude.

For example: Let’s say the current altimeter setting is 29.45 and the field elevation is 5,000 feet. Plugging these numbers into the pressure altitude formula, you get: (29.92 – 29.45) x 1,000 + 5,000 = 5,470 feet. 

According to the formula, your pressure altitude is 5,470 feet. 

How to Determine Outside Air Temperature (OAT)

To determine the outside air temperature (OAT) in degrees Celsius, simply check the outside air temperature gauge or obtain the information by the airport terminal information system or aviation weather briefing.

Using a Density Altitude Chart 

If you don’t have an E6B flight computer, it’s easy to determine the density altitude by using a density altitude chart. Here’s how: 

• Adjust for field elevation using numbers on the right side of the chart.
• Use the table on the right to adjust for the difference between standard pressure and pressure at the airport.
• Find adjusted elevation on the left side of the graph.
• Find temperature at bottom of graph.
• The point where those values intersect is the density altitude.

Reliable Resource for Pilots

Now that you know the important details surrounding density altitude, why it’s important, and how to calculate the density altitude, here’s a well-known and reliable resource for all your pilot interests and questions: FLYING Magazine. Click here to start your subscription.

The post What Is Density Altitude? appeared first on FLYING Magazine.

Based at California’s Mojave Air and Space Port (KMHV), Roc is the brainchild of the late Microsoft co-founder Paul Allen. You might say the airplane is steeped in myth and legend. Its nickname was inspired by a mythical bird of Middle Eastern lore, and the airplane was designed and built by Scaled Composites—the company founded by legendary aerospace engineer and designer Burt Rutan.

Roc’s wingspan measures approximately 385 feet—longer than that of any other airplane, including Howard Hughes’s H4 Hercules, the recently destroyed Antonov An-225 Mriya, the Boeing 747-8, and the Airbus A380. To give you additional perspective, the wingspan stretches longer than an NFL football field or the orbiting International Space Station.

• READ MORE: Sensor Malfunction Shortens Stratolaunch’s Sixth Mission

Since Roc’s first test flight on April 13, 2019, Scaled Model 351—as it’s officially designated—has consistently met mission goals for altitude, speed, and various systems tests.

Piloting such an unusual aircraft presents unique challenges, as you might expect. Stratolaunch test pilot and director of flight operations Evan “Ivan” Thomas tells FLYING that Roc has a very slow yaw rate that “just keeps going” and requires constant rudder inputs during turns.

“Because of Roc’s unusual Dutch-roll characteristic, you can’t just keep the rudder the same, you have to change it as you’re in the turn because 10 to 15 seconds later, instead of trying to yaw this direction, it’s trying to yaw that direction,” he says.

Roc never flies alone. A Cessna Citation Bravo chase airplane shadows it during every test flight, providing a much-needed observation platform for such a gigantic aircraft.

Although it has plenty of original components, some of Roc’s most critical systems have been salvaged from retired Boeing 747-400s, including the flight deck console, its six Pratt & Whitney model PW4056 turbofan engines, and its landing gear.

“We haven’t modified the gear in any way, but we have modified the systems and how they interact with our airframe,” Stratolaunch lead sub-systems engineer Stuart Yun says. “The original design is incredibly robust.”

Additional elements for Roc were manufactured by Textron Aviation, Gulfstream, and other OEMs.

Roc’s operations tempo is expected to increase as the company works to simultaneously develop an autonomous, hypersonic testbed vehicle. Eventually, the testbed—dubbed Talon-A—will be attached to a sophisticated carrier pylon on Roc’s center wing and launched at an altitude of about FL350.

Because this jet was designed to serve as a carrier, it comes with an especially impressive maximum take off weight (MTOW): 1.3 million pounds.

Expected to achieve operational status sometime in 2023, Stratolaunch has already contracted with the Pentagon to launch Talon-A to provide “threat replication” during planned hypersonic missile tests.

•  READ MORE: World’s Largest Airplane Makes Talon-A Test Vehicle Flight

The post A <i>Roc</i> Rises appeared first on FLYING Magazine.

Whether they’re Apple-brand iPads or Android tablets, you are probably already aware that tablets and pilot software can bring glass cockpit performance, including avionics and situational awareness technology, to any airplane. Pilots in the market for cockpit tablets should think about which aviation apps they use. Are you a fan of ForeFlight? Or is Garmin Pilot your go-to app? This is important because not all tablets run all popular apps. Ultimately, your choice of the tablet will be driven by your EFB app of choice.

Quicklook: Best iPad and Tablets for Pilots

1. Apple iPad Air: Best for pilots who use the ForeFlight aviation app.
2. Samsung Galaxy Tab A8: Best for pilots using the Garmin Pilot aviation app.
3. Apple iPad Mini: Best for student pilots and pilots flying small aircraft. 
4. Apple iPad Pro: Best for Foreflight users with more flight deck space.
5. Amazon Fire HD 10: Best for affordability and entering at a low price point.

5 Best iPads & Tablets for Pilots

We’ve done a bit of research and came up with five of the best iPads and tablets for pilots. Take a look at these options and see if any of these might be worth considering, based on how you fly, your pilot software, and what your mission goals are when you take flight.

Apple iPad Air (4th Generation or Higher)

Best For: Pilots who want to use the Foreflight or other iOS-based EFBs. 

The ForeFlight Mobile EFB leads the industry. For many aviators, it’s the first and only choice for pilot software. However, the popular program only runs on Apple’s iOS. So, Apple’s iPad Air 10.9-inch tablet is a great choice to run the platform. Its 256GB storage capacity can store any charts, flight plans, or documents you may need. With more than 10 hours of battery life, this industry-leading tablet will last through even the longest GA flights.

Display Size: 10.9 inches (diagonal) 

Display Resolution: 2360 x 1640 pixels at 264 pixels per inch (ppi)

Weight:  1.02 pounds

Connectivity: Bluetooth, Wi-Fi, cellular, internal GPS

Battery Life: 10+ hours

Type of Port: USB-C

Storage: 256GB

Special Features:

• Touch ID for unlocking the device
• Digital Compass

Samsung Galaxy Tab A8

Best For: Pilots who want to use Garmin Pilot or other Android-based EFBs. 

While the Android operating system that powers Samsung’s Galaxy Tab A8 tablet will not run ForeFlight, even the model with 128GB of storage is priced at less than half of the iPad Air 10.5-inch tablet and will be a wise choice if Garmin Pilot or other Android-based EFBs are your choice. The use of a microSD card for storage expansion gives users 512GB of room for charts, documents, and of course, photos and videos of your favorite destinations.

Display Size: 10.5 inches (diagonal)

Display Resolution: 1920 x 1200 pixels

Weight: 1.12 pounds

Connectivity: Bluetooth, Wi-Fi, cellular, internal GPS

Battery Life: All day (approximately 12 hours)

Type of Port: USB-C

Storage: 128GB

Special Features: 

•  MicroSD card for extra storage

Apple iPad Mini (6th Generation or Higher)

Best For: Student pilots or pilots flying very small aircraft using an iOS-supported EFB. 

With a 8.3-inch screen, Apple’s iPad Mini offers a small size that’s less likely to get in the way inside a small cockpit, such as trainers or various types of light, small aircraft. 

Display Size: 8.3 inches (diagonal)

Display Resolution: 2266 x 1488 at 326 pixels per inch (ppi)

Weight: 0.66 pounds

Connectivity: Bluetooth, Wi-Fi, cellular, internal GPS

Battery Life: Up to 10 hours

Type of Port: USB-C 

Storage: 64GB or 256GB

Special Features: 

• Small, lightweight, easy to handle
• Digital Compass
• Touch ID

Apple iPad Pro (11-inch Model)

Best For: Pilots using ForeFlight or another iOS-based EFB and who operate aircraft that can accommodate a larger tablet. 

ForeFlight recommends this best ipad for pilots as its “top choice.” Specifically, the guide suggests iPad Pro models that are outfitted for Wi-Fi and cellular because the internal GPS chip enables moving map capabilities. The EFB also recommends the 256GB model because the ForeFlight app alone requires 15GB to fully operate throughout the U.S.

Display Size: 11 inches (diagonal) 

Display Resolution: 2388 x 1668 pixels at 264 pixels per inch (ppi)

Weight: 1.04 pounds

Connectivity: Bluetooth, Wi-Fi, cellular, internal GPS

Battery Life: Up to 9 hours

Type of Port: USB-C

Storage: 256GB

Special Features: 

• Digital Compass
• Face ID

Amazon Fire HD 10

Best For: Pilots looking for a very affordable tablet for running OS EFB apps. 

There are a number of EFB apps that will run on the Amazon Fire HD 10 tablet, including Hilton Software’s WingX and others. If entry price is a big consideration for adding a tablet-based EFB to your cockpit, the Fire HD 10 may suit your needs. However because it has no cellular network capability and therefore no built-in GPS functionality, it requires an additional external Bluetooth GPS to render moving maps and geo-referenced charts.

Display Size: 10.1 inches (diagonal) 

Display Resolution: 1920 x 1200 with over 2 million pixels (224 ppi)

Weight: 1.025 pounds

Connectivity: Wi-Fi, Bluetooth

Battery Life: Up to 12 hours

Type of Port: USB-C

Storage: 32GB / 64GB

Special Features:

• It’s possible to add up to 1 TB of data storage with a microSD card. 

What Features Do iPads for Pilots Need to Have? 

• Appropriate size: Not too large and not too small
• Appropriate data storage capacity: Enough to accommodate large files
• Rugged construction and protection: Can operate during extreme movements
• High battery performance and longevity: To maintain power during long distance flights
• High-quality display screen: Clear and easily legible

iPad and Tablet Must Haves for Pilots

Before you buy your iPad or tablet, there are a few other important considerations to keep in mind. Placement, mounting, battery life, connectivity, and durability are all possible factors that may affect your decision.

Durability

Will the best iPad for pilots be able to withstand the rough-and-tumble environment that comes with aviation? How tough is the device’s case? What’s it made of? Consider getting an anti-glare protector to help shield the screen.

Aircraft iPad Mount

Keeping items secure is always important in the cockpit—and that goes for iPads and tablets as well. The option you choose will depend on the aircraft. 

• Suction cup: Good for pilots who rent their aircraft
• Yoke mount: Positions the ipad directly in front of the pilot. Doesn’t work for every yoke type. 
• Kneeboard: Also good for renters and small aircraft. Keeps the iPad easily within sight.

Battery Life

Depending on the length of your flights, battery life can be a critical factor in choosing an ipad or tablet. Having your key data available anytime during the flight means choosing a model that can last much longer than your typical flight time. 

Connectivity

Most iPads have Bluetooth as well as Wi-Fi capability. But do you need cellular capability? Cellular capable iPads come with built-in GPS receivers. These receivers will work without linking to a cellular service provider. Even if you have no interest in using the cellular capability of the iPad, you very well might want the ability to use the iPad’s GPS receiver to access GPS data built into EFB apps. That way, your iPad can be used as a backup navigation device as a last resort, if necessary.

Size

Obviously, a bigger screen will help a pilot more easily view a display. But screen size must be balanced with the amount of space in the cockpit and the pilot’s ability to operate the controls of the aircraft. Generally, an iPad or tablet screen should be large enough to see from three to five feet away, but not so large that it impedes the pilot’s ability to safely or effectively fly the aircraft. 

Resolution

Resolution is key to accurately reading information displayed on any iPad or electronic tablet. Inside the cockpit, constant movement and frequently changing light conditions can make it challenging to see all the data displayed on a screen. Better screen resolution, will lessen the chances a pilot will misread an important data point that could be critical to a flight. 

Choose an Ipad or Tablet for How You Fly

Ultimately, the best iPad for pilots is the one that is the best fit for the way you fly. Experienced GA pilots will use an iPad differently from a student pilot or a commercial pilot. FLYING Magazine offers a treasure trove of information and features focused on pilots and people who want to learn more about flying. Get your subscription here.

The post What’s the Best iPad for Pilots? appeared first on FLYING Magazine.

It was Boeing’s MCAS that was blamed for the crashes of two 737 Max flights in Indonesia and Ethiopia that left 346 people dead in 2018 and 2019. 

“There are no words to describe the tragic loss of life brought about by these two airplane crashes,” said a statement released Thursday by SEC chair Gary Gensler. “In times of crisis and tragedy, it is especially important that public companies and executives provide full, fair, and truthful disclosures to the markets. The Boeing Company and its former CEO, Dennis Muilenburg, failed in this most basic obligation. They misled investors by providing assurances about the safety of the 737 Max, despite knowing about serious safety concerns. The SEC remains committed to rooting out misconduct when public companies and their executives fail to fulfill their fundamental obligations to the investing public.”

In its response Friday, Boeing said in a statement to FLYING that it has “made broad and deep changes across our company in response to those accidents—fundamental changes that have strengthened our safety processes and oversight of safety issues, and have enhanced our culture of safety, quality, and transparency.”

Boeing said the settlement “fully resolves the SEC’s previously disclosed inquiry into matters relating to the 737 Max accidents. The settlement specifies that Boeing does not admit or deny the findings in the SEC’s statement of facts, which concern company statements made in late 2018 and early 2019.  Today’s settlement is part of the company’s broader effort to responsibly resolve outstanding legal matters related to the 737 Max accidents in a manner that serves the best interests of our shareholders, employees, and other stakeholders.”

Muilenburg Fined $1 Million

Also as part of the settlement, Muilenburg agreed to pay a penalty of $1 million for his role in editing and approving a Boeing press release issued a month after the crash in Indonesia that “selectively highlighted certain facts from an official report of the Indonesian government suggesting that pilot error and poor aircraft maintenance contributed to the crash,” according to the SEC. The press release also “gave assurances of the airplane’s safety, failing to disclose that an internal safety review had determined that MCAS posed an ongoing ‘airplane safety issue’ and that Boeing had already begun redesigning MCAS to address that issue.”

Gurbir S. Grewal, director of the SEC’s Enforcement Division said in a statement that ”Boeing and Muilenburg put profits over people by misleading investors about the safety of the 737 Max all in an effort to rehabilitate Boeing’s image.”

The SEC said Boeing and Muilenburg “negligently violated the antifraud provisions of federal securities laws.” Boeing and Muilenburg agreed to SEC cease-and-desist orders that included the financial penalties, without admitting or denying the SEC’s findings.

“Public companies and their executives must provide accurate and complete information when they make disclosures to investors, no matter the circumstances,” said Grewal. “When they don’t, we will hold them accountable, as we did here.”

The SEC said a fund will be established “for the benefit of harmed investors,” in accordance with federal regulations.

Boeing’s $2.5 Billion Settlement in 2021 

News of the settlement comes a year and a half after Boeing agreed to a $2.5 billion settlement with the Justice Department to resolve charges that the company’s employees had misled the FAA. The settlement included a fine of $244 million and approximately $2.3 billion in compensation to airline customers and families of the crash victims.

In the aftermath of the crashes, the global fleet of Boeing 737 Max jets were grounded for two years while Boeing, the NTSB, and the FAA conducted investigations.

Changes were made to the MCAS software and training protocols were developed. The aircraft returned to service in November 2020.

Now, nearly two years later, no one has yet to be convicted of any wrongdoing related to the tragedies. 

In March, a Texas jury found former Boeing tech pilot Mark Forkner not guilty to charges that he deceived the FAA about issues with MCAS. Defense attorneys argued that Forkner was being made a scapegoat and that “many others” were involved in MCAS’s design and certification.

• READ MORE: Ex-Boeing Tech Pilot Found Not Guilty in 737 Max Case

In the months following Forkner’s acquittal, Boeing has benefitted from positive headlines, including a deal with Delta Air Lines (NYSE: DAL) to purchase 100 737 Max airliners, adding to Delta’s existing fleet of 737 next generation variants. 

• READ MORE: Delta Air Lines Agrees To Buy 100 Boeing 737 Max Jetliners

In fact, a spike in total orders for the 737 Max helped Boeing crush Airbus during last summer’s Farnborough International Airshow. 

• READ MORE: 737 Max Orders Help Boeing Crush Airbus at Farnborough Airshow

Meanwhile, Boeing faces challenges achieving FAA certification of two additional variants of the 737 Max, the 737-7 and 737-10. In July, current Boeing CEO David Calhoun reportedly suggested he is considering canceling the 737-10 if Congress fails to extend a certification deadline for the aircraft. 

• READ MORE: Report: Boeing CEO Isn’t Ruling Out Canceling 737-10

The post Boeing To Pay $200 Million To Settle SEC Charges It Misled Investors about 737 Max appeared first on FLYING Magazine.

Atlantic’s FBO at Aspen-Pitkin County Airport (KASE) will offer 38 metric tons—or two truckloads—of Neste MY SAF. 

“Avfuel is proud to support Atlantic Aviation’s sustainability mission with the provision of SAF, particularly in the renowned Aspen region,” said Keith Sawyer, Avfuel’s manager of alternative fuels, in a press release. “We’re further honored to play a role in this historic event by supplying SAF as aviation’s most effective way to reduce the carbon footprint of air travel, making a meaningful difference that supports the spirit of the United Nations’ meeting.” 

The United Nations’ Mountain Partnership voluntary alliance includes more than 450 members from 96 countries, including national and local governments, intergovernmental organizations, NGOs, private sector businesses, and nonprofits. The  meeting—which takes place every four years—will be held September 26-29. 

Dedicated to mountain peoples and environments, this year’s meeting includes speaking appearances by Colorado Gov. Jared Polis, U.S. Sen. Michael Bennet, and other dignitaries. 

Atlantic Aviation and Avfuel’s SAF initiative follows the UN’s declaration of 2022 as the International Year of Sustainable Mountain Development.

The use of SAF across commercial and private aviation is shaping up as a major pillar in international initiatives aimed at reaching net-zero carbon emissions by 2050. 

Civil aviation produces about 2 percent of global CO2 emissions, and 3 percent of greenhouse gas (GHG) emissions according to the UN’s Intergovernmental Panel on Climate Change. 

Burning Neste MY SAF can reduce an aircraft’s GHG emissions by up to 80 percent, compared to fossil jet fuel, if used in its neat, concentrated form.

Made from sustainably sourced, renewable waste and residue raw materials—such as used cooking oil—SAF’s success faces challenges such as limited production, distribution networks, and airport infrastructure. 

• READ MORE: Gevo To Break Ground on Huge U.S. SAF Production Facility 

The Neste MY SAF that will be available at KASE contains a 30/70 ratio of SAF to petroleum-based jet fuel. Avfuel says each of the two truckloads of the fuel at the airport will cut carbon emissions by 19 metric tons across its lifecycle—equivalent to the amount of carbon taken out of the air annually by 45 acres of U.S. forests. 

• READ MORE: European Parliament Gives SAF a Legal Boost

In addition to providing SAF, Atlantic Aviation offsets all aircraft carbon emissions at KASE by purchasing carbon offsets from Carbonfund.org. 

• READ MORE: Aviation Industry Welcomes U.S. SAF Tax Credit 

Several major airlines have committed to using SAF across their fleets, as support for SAF has been gaining political momentum. This year, the U.S. and European Parliament passed legislation enacting tax breaks and other initiatives aimed at making SAF more available at airports around the world. 

The post Atlantic Aviation and Avfuel To Supply SAF at UN Global Summit appeared first on FLYING Magazine.

“We have made the decision to wind down Kittyhawk,” the company announced on its Twitter account Wednesday. “We’re still working on the details of what’s next.”

We have made the decision to wind down Kittyhawk. We’re still working on the details of what’s next.

— Kittyhawk (@kittyhawkcorp) September 21, 2022

Kittyhawk is just one of hundreds of companies formed in the past decade or so as part of a worldwide movement to develop inexpensive, convenient, emissions-free air transportation over gridlocked traffic on the ground. 

It’s unclear precisely what Kittyhawk means by “winding down”—whether it means a significant reduction in development activity, or, as the phrase suggests, a total shutdown of operations. Kittyhawk did not immediately respond to FLYING’s request for further comment. If Kittyhawk completely ends its independent aircraft development activities, it won’t be the first eVTOL firm to throw in the towel, and it won’t be the last. 

News of Kittyhawk winding down comes as another eVTOL developer with ties to Page, Wisk Aero, prepares to unveil its new four-seat, sixth-generation prototype for a self-flying air taxi. Kittyhawk is also an investor in Wisk, and Wisk commented about the situation on its Twitter account Wednesday. “Today’s news does not impact Wisk,” Wisk’s tweet said. “We remain in a strong financial position with both Boeing and Kittyhawk as investors.” 

Today’s news does not impact Wisk. We remain in a strong financial position, with both @Boeing and @kittyhawkcorp as investors. https://t.co/Pe98tOX9cI

— Wisk (@WiskAero) September 21, 2022

Although California-based Wisk is largely backed by Boeing (NYSE: BA), Kittyhawk’s Zee Aero group was initially involved when it developed an autonomous eVTOL test article called Cora in 2018. A year later, Zee Aero eventually became Wisk after it partnered with Boeing. 

Page—who founded Kittyhawk with autonomous automobile pioneer Sebastian Thrun—may be winding down as part of a strategy shift in light of Wisk’s progress toward achieving certification for its aircraft. 

• READ MORE: Wisk and Boeing Release First Concept Operations Plan for Self-Flying Air Taxis

Kittyhawk built and experimented with several eVTOL designs with various missions and capabilities. 

One of Kittyhawk’s test articles—dubbed Heaviside H2—was designed as a remote-piloted, single-seat, all-electric eVTOL aircraft with tilting motors, canards, and a large wing. It successfully flew more than 100 sm on a single battery charge, and achieved a top speed of 180 mph, according to Kittyhawk. Heaviside H2 was successful enough to garner support from the U.S. Air Force Research Laboratory’s AFWERX Agility Prime Program, aimed at accelerating advanced air mobility (AAM) technology. 

Another Kittyhawk eVTOL design, called Flyer, was an ultralight aircraft with water landing capabilities. 

Not surprisingly, the eVTOL sector is proving itself to be a tough place to succeed. The Vertical Flight Society has counted more than 700 eVTOL concepts, so far. Despite hundreds of concepts and companies in the game, only a handful are actually flying full-sized prototypes. 

So far, none have achieved certification for their aircraft, although In California, Wisk, Archer Aviation (NYSE: ACHR) and Joby Aviation (NYSE: JOBY) appear to be leading the way, along with Vermont’s Beta Technologies, as well as Volocopter and Lilium (NASDAQ: LILM) in Europe.

The safe bet is that—for lots of different reasons—many other eVTOL developers will be falling by the wayside in the coming years, as an emerging aviation sector struggles to define itself in a challenging arena. 

The post Google Co-Founder’s Kittyhawk eVTOL Company ‘Winding Down’ appeared first on FLYING Magazine.

Immediately following Tuesday’s accident, all 10 passengers and crew safely escaped the twin engine jet without injury, according to an FAA statement released to FLYING. The Cessna 525B “safely landed with its gear up,” the statement said, “before the aircraft caught fire.”

Pictures from this mornings plane. All 10 people on board walked away. Cause under investigation. pic.twitter.com/zgZldExjVf

— Pasco Fire Dept (@PascoWAFire) September 20, 2022

Firefighters Received No Warning

Both the FAA and the National Transportation Safety Board will investigate, the FAA said, and the NTSB will lead the investigation. Local fire department photos showed the jet still sitting on the runway shortly after the Citation arrived on a flight from Chehalis-Centralia Airport (KCLS) in Chehalis, Washington, about 200 nm west of Pasco. 

Fire department spokesman Ben Shearer told FLYING that firefighters received no warning that the aircraft was having trouble, which delayed their ability to have emergency equipment positioned near Runway 3L during landing.

At the time of the accident, a firefighting crew was sitting inside the airfield station, Shearer said. “All of a sudden, they heard something that didn’t sound right. They turned around, looked out the window and saw the plane sliding down the runway. About that time, the tower picked up the crash phone.”

Shearer said firefighters immediately made contact with passengers and crew, “making sure they were OK, getting them separated from the aircraft. Crash trucks extinguished the fire though quite a bit of effort,” Shearer said. “We evaluated everybody, and nobody was injured or needed transport or medical care.”

The airport terminal remained open during the emergency response and the airfield was back in service a few hours after the accident.

Nurse and Surgical Technicians Among Passengers

The aircraft reportedly was operated by the Pacific Cataract Laser Institute, based in Chehalis. Passengers included surgical technicians and a registered nurse who were traveling to a company office in nearby Kennewick, Washington.

Pacific Cataract Laser Institute operates multiple offices across the region, according to its website. The company performs eye surgeries and other treatments for conditions including cataracts, glaucoma, and LASIK vision corrections.

• READ MORE: Gear-Up Landing: The Mistake So Many Pilots are Prone to Make

The post FAA: Citation Landed With Gear Up Before Catching Fire in Eastern Washington appeared first on FLYING Magazine.

The 64-page document represents the next step in Wisk’s plan to move ahead of its competitors by launching service with automated air taxis, operated by “multi-vehicle supervisors” (MVS) on the ground. Wisk’s competitors, including Archer Aviation (NYSE: ACHR) and Joby Aviation (NYSE: JOBY), intend to fly passengers initially using on-board pilots, before eventually transitioning to an automated platform. Wisk, Archer, Joby, and others are flight testing full-size prototypes of their eVTOLs. Both Archer and Joby have said they expect to achieve FAA certification in time to enter service in 2024.

Investors and leaders across the air taxi industry believe scalability is the key to unlocking the economic potential of this entirely new form of air transportation, which aims to provide short, on-demand, emission-free flights above urban traffic gridlock. Operating fleets of self-flying aircraft supervised by a human in the loop is seen by many as critical to successful and profitable scaled operations. 

Released Tuesday, the document, titled “Concept of Operations for Uncrewed Urban Air Mobility,” is a culmination of “studies by experts across Boeing, Wisk, Aurora Flight Sciences, SkyGrid, and other industry affiliates.”

• READ MORE Boeing Invests $450 Million in Wisk’s Self-Flying eVTOL

Although Wisk has been planning to operate self-flying air taxis for quite some time, the topic continues to spark lively discussions on social media. 

“While autonomy does well at the routine, repetitive and sometimes boring tasks, it cannot replace that unique, human ability to do extraordinary things in an emergency that a person has never been taught, learnt or programmed to do like “the landing on the Hudson” or Qantas Flight 72 or the Lion Air pilots on a [Boeing] 737 Max the day before the [Boeing] 737 Max tragedy,” writes techno-economics consultant Gary Vermaak on LinkedIn. “The remote supervisor will help somewhat, but lacks not only the situational awareness of an onboard pilot and also like the pilot of the Navy drone downed by the Iranians, may not have enough time to react.”

Virtually No Mention of Noise

The report offers details about “technology, regulatory, and social recommendations to help make uncrewed UAM [urban air mobility] a safe reality,” but it virtually ignores a key topic central to the success of eVTOL air taxis. 

“It’s an amazingly comprehensive conops document to help bring the industry forward,” said longtime eVTOL engineering pioneer Mark Moore, formerly at NASA and Uber Elevate and now CEO at Whisper Aero. “But it has a major oversight. It fails to address noise and community acceptance. None of these vertiports happen unless the communities sign off on them. It’s not up to the FAA. It’s not up to the industry. It is literally the communities that have to agree to have these vertiports inserted into their communities. And especially in terms of the noise—the major acceptance criteria—you don’t have a transportation system for eVTOL.”

Only briefly does the report mention the noise issue, saying, “Electric propulsion will minimize aircraft noise and eliminate direct carbon emissions.”

In a Wisk white paper from 2021, the company claims “the lower environmental and noise impact of eVTOL aircraft” offers “the potential to provide even closer connectivity between the airport and its surrounding communities.”

Highlights

Key elements of the Boeing/Wisk report include: 

• a roadmap to integrate self-flying UAM into the U.S. national airspace system and an aggressive timeframe aiming “to create a pathway forward for more equitable access to mobility across socioeconomic levels by the end of the decade.”

• a call to action for new flight rules.

• a goal of boosting stakeholder engagement and convergence by key aviation stakeholders across manufacturing, standards organizations, testing agencies, trade associations, lawmakers, and regulatory entities, including the FAA, EASA, CAA, and others.

• Wisk and Boeing make it clear they support making “safe and affordable urban flight available for everyone.”

“The important work we’re sharing today provides a stepping stone in the advancement of UAM in the U.S. and the world,” said Wisk CEO Gary Gysin in a news release. “The vision we have outlined is the result of many years of collaboration with Boeing, the FAA, NASA and key industry stakeholders. As a result, this document offers the most comprehensive framework proposed to date with a vision for enabling UAM in the national airspace.”

Multi-Vehicle Supervisors

The paper specifically addresses what it calls a “critical element to safely scaling up the tempo of UAM flight operations—enhanced automation and a shift in how we define the role of pilots.”

Instead of individual pilots, Wisk intends to use a person on the ground who monitors multiple aircraft simultaneously in a role it calls “multi-vehicle supervisor,” working inside facilities called Fleet Operations Centers.

“The ground facilities will provide not only the usual airline fleet operations management and flight dispatch functions, but also some essential functions currently performed by onboard pilots that will be allocated by design to automation and personnel on the ground,” the report says. 

Operations will be conducted during both day and night under visual and instrument meteorological conditions, according to the white paper. “Third-party service providers will provide ground-based solutions to replace key functions that are currently provided by onboard pilots.”

The aircraft will be designed to automatically take off and land.

Detect and Avoid

The air taxis will be equipped with hazard detection and avoidance technology aimed at quickly and effectively identifying operational hazards including traffic, weather, terrain, and obstacles, according to the report. The aircraft will “autonomically execute avoidance maneuvers if appropriate.”

Interestingly, the paper states that “supervisory oversight and intervention will be possible but will not be required. UAM aircraft will be operated in accordance with applicable collision avoidance, remain well clear, and right-of-way regulations.”

• READ MORE: How Will Self-Flying Air Taxis Make Ethical Choices?

Emergency Landing Sites

The paper details alternative landing sites “in case an event forces a precautionary or emergency landing before they reach their destination vertiport.” 

Three types of alternative landing sites are listed, including diversion vertiports, secure emergency landing zones (ELZ) that offer requirements for safe approach and landing, and non-secure ELZs, sites that have been determined safe for landing with minimal disruption, such as golf courses.

Airspace and Instrument Procedures

The paper specifies that UAM aircraft will depart from, operate in, and land in G-, E-, D-, C-, and B-class airspace. 

Flight operations will use “published required navigation performance (RNP) route and instrument flight procedures (IFP)—including low- altitude airways; instrument approach procedures (IAP), including missed approach procedures and transitions; and standard instrument departures (SID) with departure transitions.”

Routes 

The report encourages the use of dedicated UAM routes. “Although dedicated UAM routes and airspace will not be required, their use would contribute to operational efficiency gains and would reduce ATC interventions to resolve traffic conflicts.” the paper says. “By design, UAM routes will not interfere with other published routes and airspaces and thus will provide some procedural separation.”

Together with Boeing, we’re releasing a roadmap for transitioning to a future where automated and uncrewed aircraft can safely carry passengers and cargo in urban and suburban areas.

— Wisk (@WiskAero) September 20, 2022

Vertiports

The concept of operations paper comes five months after Wisk released a detailed report describing how eVTOL vertiports—along with related systems and infrastructure—could best accommodate automated air taxis. 

• READ MORE: What Will Self-Flying Air Taxi Vertiports Look Like?

Wisk—a privately held company backed by Google co-founder Larry Page—was formed in 2019. But its roots date back to 2010, when it started as Zee Aero, before merging with Kittyhawk and then spinning off into its current company. Wisk is expected to reveal its sixth-generation eVTOL soon.

Eventually, Wisk says it plans to operate an automated air taxi service as a 14 CFR Part 135 airline, flying nearly 14 million annual flights and transporting 40 million passengers per year across 20 cities—all with zero emissions. Wisk says its fleet will be the largest in the industry.

Wisk has revealed very little about its timeframe expectations for entering service, saying the answer to that question is largely out of its hands, dependent on decisions of the FAA and other industry regulators. 

The post Boeing and Wisk Unveil First Operational Roadmap for Self-Flying Air Taxis appeared first on FLYING Magazine.

As part of its Chicago XP program running through the end of September, Eve and Blade (NASDAQ: BLDE) are flying simulated air taxi commuter routes from three Chicago-area heliports. On the ground, passengers can use tablets outfitted with special software to view how Eve’s aircraft and a vertiport would appear during future operations.

The company plans to use data from the simulations to study requirements for eVTOL air taxi operations and infrastructure, as well as passenger services. 

Eve is among dozens of companies working to develop a fully-electric air taxi that promises a quick, convenient, environmentally friendly form of urban transportation for short flights over traffic gridlock. Eve says its air taxi could be ready to enter service as soon as 2026. 

It estimates the Chicago area has the potential to support a total fleet of 240 eVTOLS flying 150 routes along with 20 vertiports for takeoffs, landings, and operational maintenance. By 2035, Eve estimates Chicago air taxis could generate a yearly revenue of about $222 million.

“We foresee several flights during the day, probably demanding more than one pilot per aircraft at the beginning of the operation,” Eve vice president of services and fleet operations Luiz Mauad told FLYING. But it is early in the development of the industry and too soon to estimate how many pilots operators will need to operate one eVTOL over the day.

• READ MORE BAE Systems To Buy eVTOLs from Embraer’s Eve 

The emerging air taxi industry promises to create a career path for a new generation of pilots. 

“Flying air taxis could be an important part of a more sustainable solution to the pilot shortage, as long as simplified-aircraft-operation aircraft don’t short circuit that as a path to building flight time to reaching hiring minimums,” Rod Rakic, a downtown Chicago resident and regional airline pilot told FLYING Tuesday. “Air taxis could offer a sustainable path to getting to 1,500 hours, at real scale. Which would be far superior than shoving everyone we can into the right seat as a CFI.”

Rakic is a regional airline pilot, with more than 500 hours in Embraer ERJ-175s and also serves as COO at EZ Aerospace, which studies advanced air mobility for clients, including the U.S. Air Force. 

Blade is providing helicopter flights for Chicago XP, priced at $95—a price point that Eve says would be similar to expected fares in 2026, when Eve projects its air taxis will enter service. 

Chicago XP passengers can book flights on Blade’s website, board at one of the three meeting points, and then experience the eVTOL’s augmented reality experience during the helicopter flight. The three heliports taking part in the project include downtown Chicago, Tinley Park, and Schaumburg villages.

Eve is gathering data from the simulations to further understand the airspace, the passenger journey, and the vehicle journey with a goal to “make this industry very efficient in the future,” Mauad said. Analysts are tracking passenger times and movements and getting feedback from passengers about the flights. 

Feedback from the Chicago simulations will also help Eve put final design touches aimed at improving the passenger experience, Mauad said, including details like the size of the air taxi windows.

Rakic, who belongs to a flying club in Schaumburg, said options for potential air taxi landing locations in Chicago are severely limited. “Today the only vertiport available isn’t really downtown, it’s west of all the places people actually want to go, and the lakefront isn’t suddenly going to get more landing areas.”

Rakic suggests reopening Chicago’s Meigs Field, which closed in 2003, would provide a solution. “The reality is that regional air mobility (RAM) will have a much broader impact in the near term than with the technology we can expect to see anytime soon.”

“So far, it’s going very, very well,” Mauad said about the Chicago air taxi simulations. Since September 14, Eve has flown 60 to 65 passengers as part of the project. “They’re giving us good feedback about the future.”

The post Eve Is Flying Real-World Simulated eVTOL Routes appeared first on FLYING Magazine.