The aircraft—which take off vertically like a helicopter but cruise on fixed wings like an airplane—could begin flying passengers in the Big Apple as soon as next year.

Atlantic on Thursday said the chargers will be installed at its terminal at the East 34th Street Heliport (6N5) on the Manhattan waterfront, where the company this week agreed with the city’s Economic Development Corporation (NYCEDC) to extend its operations for the next five years.

The location is a hub for trips in and around New York City and handles flights for New York University’s Langone Health Center. And according to Atlantic, eVTOL manufacturers Joby Aviation and Archer Aviation—which have announced New York City as a launch market in partnership with Delta Air Lines and United Airlines, respectively—plan to use the site in the coming years.

To accommodate both companies’ air taxis, Atlantic will install combined charging system (CCS) and global electric aviation charging system (GEACS) chargers.

The CCS was originally designed as a standard for electric ground vehicles and has been widely endorsed—including by the General Aviation Manufacturers Association (GAMA), as well as Archer and other manufacturers—as the standard for eVTOL aircraft. Joby chose to develop its own system, GEACS, which like the CCS is billed as a universal charger for electric aircraft. The main difference is that CCS systems can also accommodate ground vehicles.

Atlantic said it is working with Joby, Archer, and a third partner, Beta Technologies, to ensure that all certified eVTOL models can land at the heliport as soon as they receive the FAA’s green light to begin flying passengers.

“Maintaining our presence at the East 34th Street Heliport and expanding infrastructure there to support eVTOL operations aligns with our commitment to community-beneficial transportation solutions and will support New York City on its journey to facilitating quiet and sustainable aviation operations,” said John Redcay, chief commercial and sustainability officer at Atlantic.

New York is already home to scheduled and on-demand helicopter services such as Blade Air Mobility. But eVTOL air taxi manufacturers promise a service that is faster and quieter.

Joby and Archer, through its Archer Air subsidiary, each own FAA Part 135 air carrier permissions and are in the thick of the type certification process. The companies intend to offer flights to and from local airports, including Newark Liberty International Airport (KEWR) and John F. Kennedy International Airport (KJFK), with eVTOL air taxis that can carry up to four passengers plus a pilot.

The zero-emission aircraft cruise at around 150 to 200 mph, charging in about 10-15 minutes for minimal downtime between flights. They are also significantly quieter than helicopters—NASA, for example, found that Joby’s air taxi produces about as much noise as a typical conversation at cruising altitude.

Joby earlier this month showcased its air taxi at New York’s Grand Central Terminal and last year performed the first eVTOL demonstration flights in the city, lifting off from the Downtown Manhattan Heliport (KJRB) as Mayor Eric Adams and other officials looked on. Adams after the event announced the city’s plans to electrify the heliport.

Joby and Delta, meanwhile, are working with the New York Port Authority and NYCEDC to build eVTOL infrastructure at JFK and LaGuardia International Airport (KLGA). According to the manufacturer, an air taxi flight from Manhattan to JFK would take about seven minutes compared to an hour-plus drive by car.

Archer, on the other hand, estimates a flight in its Midnight air taxi from the Downtown Manhattan Heliport to United’s terminal at Newark Liberty would take about 10 minutes, compared to more than an hour in rush hour traffic. The company will initially operate airport-to-city-center “trunk” routes before adding “branch” routes that connect wider communities.

“New York City is leading the way in embracing this exciting new technology…that will bring significant quality of life improvements for New Yorkers and new sustainable transportation,” said Andrew Kimball, president and CEO of NYCEDC. “NYCEDC looks forward to working with Atlantic Aviation in our continued partnership as they ready East 34th Street for quieter and greener helicopter alternatives.”

Archer and Joby claim their offerings will be akin to ground-based rideshare services such as Uber or Lyft. Joby, for example, recently unveiled an Uber-like software for pilots and riders, which autonomously assigns users a flight based on their desired origin, destination, and departure time. Through an integration, Joby riders will be able to book rides on the Uber platform and vice versa.

The companies also claim their services will be cost competitive with existing rideshare platforms. Both firms have appointed veterans of Uber Elevate—which ran the short-lived UberCopter service—to their leadership teams, which could help them learn from the failed service’s missteps.

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Archer’s flagship design, Midnight, is built for a pilot to fly as many as four passengers on 20 to 50 sm (17 to 43 nm) routes, cruising at 130 knots and charging for just a few minutes between trips. The manufacturer’s goal is to compete against ground-based ridehailing services such as Uber or Lyft with a comparably priced offering.

In the Bay Area, the company will work with real estate giant Kilroy Realty Corp. The partners signed a memorandum of understanding (MOU) to make the 50-acre Kilroy Oyster Point waterfront campus in South San Francisco the anchor of Archer’s planned network.

Archer and Kilroy will look to build a vertiport at Oyster Point, connecting it with routes to Napa, San Jose, Oakland, and Livermore.

“We’re thrilled to collaborate with Kilroy on developing infrastructure to support Archer’s air mobility service and laying the foundation for a robust network of landing sites throughout the Bay Area,” said Bryan Bernhard, chief growth and infrastructure officer for Archer.

The manufacturer says it already has relationships with infrastructure and operations providers in those cities. One of its two main FBO partners, Atlantic Aviation, has hubs in Napa and San Jose. The other, Signature Aviation—which earlier this week agreed to install Archer electric aircraft chargers at 200 of its locations—also has a site in San Jose and another in Oakland.

Interestingly, Livermore Municipal Airport (KLVK), that city’s sole airfield, has no scheduled airline service and is designated as a regional reliever airport. Five Rivers Aviation, which operates a full-service FBO at the airport, appears to be Archer’s partner there.

San Francisco International Airport (KSFO), meanwhile, is a hub for Archer partner and investor United Airlines. The companies plan to launch routes in Chicago and New York City, also hub airports, by 2025.

In addition to constructing a vertiport at Oyster Point, Archer and Kilroy intend to create what Archer dubs “Sea Portal”—a renewable energy-powered development that offers both eVTOL and electric ferry services for all companies at the waterfront hub. According to the manufacturer, the facility could come online by the end of next year. Looking ahead, the partners will explore expansions to other Kilroy sites.

“We believe that this innovative and sustainable service has the potential to provide exceptional convenience and optionality to current and future tenants at the project, further differentiating Kilroy Oyster Point within the South San Francisco market,” said Angela Aman, CEO of Kilroy.

Archer began building the first Midnight production prototypes, which it will use to complete type certification evaluations with the FAA, in February. The aircraft received its final airworthiness criteria from the FAA in May and completed its first transition from hover to forward flight the following month during a remotely piloted test.

In June, Archer became one of just two eVTOL manufacturers to earn FAA Part 135 air carrier permissions, the other being competitor Joby Aviation.

It expects to install electric charging stations at Atlantic FBO locations in New York, Los Angeles, San Francisco, and Miami by next year, followed by similar infrastructure at as many as 200 Signature FBOs. Newark Liberty International Airport (KEWR) in New Jersey, Chicago O’Hare (KORD) International Airport, and KSFO—the bases of operations for Archer’s New York, Chicago, and Bay Area services—are all part of Signature’s network.

The company also intends to add electric chargers to planned air taxi hubs in Dubai and Abu Dhabi in the United Arab Emirates, which is shaping up to be its initial overseas launch market.

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The FBO network and aviation services provider on Wednesday signed a memorandum of understanding (MOU) with Germany’s Lilium to electrify its network of more than 100 FBOs. The partners will transform existing U.S. airport infrastructure to accommodate the manufacturer’s flagship Lilium Jet, a seven-seat eVTOL design for regional air mobility (RAM) services.

Lilium intends to launch RAM operations worldwide, including in the U.S., as early as 2026.

“Atlantic’s extensive presence across major U.S. cities and expertise in ground infrastructure development and premier customer service will be invaluable in establishing a robust network that supports the Lilium Jet throughout the U.S.,” said Sebastien Borel, chief commercial officer of Lilium.

According to Lilium, Atlantic operates sites at more than 30 airport locations within its planned U.S. launch markets, which include Florida, Texas, Southern California, and the Northeast corridor. The German firm is the sole eVTOL manufacturer with certification bases from both the European Union Aviation Safety Agency (EASA) and FAA, allowing it to fly on either side of the Atlantic.

The company’s flagship, seven-seat Jet is designed to fly routes between towns and inner cities, cruising at 162 knots on trips spanning 25 to 125 sm (22 to 109 nm). It began production of the first models in late 2023.

Together with Atlantic Aviation, the manufacturer hopes to plan a network of hubs that will support Lilium Jet operators. The partners will ensure current and future vertiports are compatible with the aircraft and give operators access to “strategic points” within Atlantic’s network.

Lilium and Atlantic will focus on infrastructure deployment and operations at existing and upcoming Atlantic sites, honing in on the passenger experience. Strategic planning will be molded around considerations such as aircraft flight paths, charging capabilities, passenger facilities, and operations forecasting.

“This collaboration underscores our firm conviction in the transformative potential of eVTOL technology in reshaping regional travel, and we are dedicated to furnishing the technology-agnostic infrastructure and assistance required to bring this vision to fruition,” said John Redcay, chief commercial and sustainability officer at Atlantic.

Atlantic in January also partnered with eVTOL air taxi manufacturers Archer Aviation, Joby Aviation, and Beta Technologies, with separate deals to electrify Atlantic terminals for Archer’s Midnight, Joby’s S4, Beta’s Alia, and other electric aircraft models.

Joby said its agreement will initially focus on FBOs in New York and Los Angeles. Archer too is eyeing those markets in addition to San Francisco and Miami, while Beta is targeting the East and Gulf Coasts. All three manufacturers have hinted that more sites are on the horizon.

Joby, however, diverges from Lilium and the rest of the pack when it comes to charging.

While Lilium, Archer, Beta, and a host of other eVTOL manufacturers back the General Aviation Manufacturers Association’s (GAMA) endorsement of the combined charging system (CCS)—a set of design standards also proposed for the electric ground vehicle industry—Joby has proposed its own standard, the global electric aviation charging system (GEACS). 

Both standards would accommodate any model of electric aircraft. Among the key differences between the two are that CCS is intended for both electric air and ground vehicles. Atlantic, Clay Lacy Aviation, and other FBO networks have said they intend to install both CCS and GEACS chargers, while others such as Signature Aviation have so far only committed to one.

Lilium last month partnered with electric charging infrastructure provider Star Charge, from which it placed a “first order” for 120 CCS-compatible chargers. The manufacturer expects these systems will substantially lower charging time, reducing turnaround time and maximizing hours in the sky.

Before charging the Lilium Jet, the systems will support the launch of Lilium’s Pioneer Edition model: the planned launch version of its flagship aircraft, with a $10 million price tag.

A total of 50 Pioneer Edition models will be sold to business and general aviation operators worldwide, intended for private, premium, and shuttle operations. Lilium says its go-to-market strategy of selling to the premium segment first will diversify its revenue stream.

The approach is predicated on vertiports and charging infrastructure being ready for the Lilium Jet’s intended launch in 2026—which is where partners such as Atlantic come in.

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On Wednesday, Joby Aviation and Archer Aviation joined Beta Technologies in collaborating with Atlantic Aviation, an FBO network and aviation services provider, to add electric charging stations to Atlantic locations across the U.S. The new infrastructure will open up the airfields to Joby’s S4, Archer’s Midnight, Beta’s Alia, and other electric air taxi designs.

Atlantic’s goal is to build technology-agnostic aviation infrastructure—in other words, it plans to work with a variety of firms to electrify its terminals. Joby said its agreement will initially focus on FBOs in New York and Los Angeles. Archer is also eyeing those two markets, in addition to San Francisco and Miami.

Beta, which announced its partnership last week, is targeting the East and Gulf coasts. The firm has already installed a system at New York’s Elmira Regional Airport (KELM) and agreed to add infrastructure to Birmingham International Airport (KBHM) in Alabama, Jackson-Medgar Wiley Evers International Airport (KJAN) in Mississippi, and Westfield-Barnes Regional Airport (KBAF) in Massachusetts.

All three manufacturers have hinted that more sites are on the horizon. In addition, each will work with Atlantic to study how its air taxi design can operate safely alongside traditional aircraft.

Joby and Beta did not provide timelines for their initial projects, but Archer said its early systems will come online in 2025.

“These initial eVTOL vertiport locations will provide a launching pad for future expansion across Atlantic’s portfolio and ensure that our Midnight aircraft has safe, centrally located landing facilities for our future passengers,” said Nikhil Goel, chief commercial officer of Archer.

In addition, a memorandum of understanding between Archer and Atlantic calls for the two to enter a strategic partnership down the line, based on Archer’s commitments for landing and infrastructure investments.

Beta, meanwhile, expects its collaboration to produce a “template” for FBO-OEM relationships. The blueprint would speed the execution of host site agreements (HSAs), which permit manufacturers such as Beta to install electric infrastructure at sites they do not own. Doing so would help the industry prepare for the first passenger-carrying air taxi flights in the U.S., which are expected to begin in 2025.

Clash of the Chargers

While Joby, Archer, and Beta are all working with Atlantic, they will be delivering slightly different systems. In fact, Joby has publicly clashed with Archer and Beta over the firms’ conflicting charging frameworks, both of which attempt to set the industry standard.

Interestingly, Archer will actually be installing Beta’s charging systems at Atlantic sites. The firms partnered in November to expand the latter’s infrastructure under the combined charging system (CCS) standard, which was originally developed for electric ground vehicles to make chargers accessible to any automobile. As part of the deal, Archer purchased several Beta systems and expanded the latter’s network to the West Coast.

The CCS has been proposed as a standard for electric aircraft and was recently endorsed by the General Aviation Manufacturers Association (GAMA), which enjoys significant sway in the aviation industry. Beta and Archer contributed to the endorsement, which also garnered support from Boeing’s Wisk Aero, Lilium, Volocopter, Overair, and other air taxi manufacturers.

Beta describes its solution as an “interoperable rapid charging system” for all kinds of electric aircraft and ground vehicles alike. According to Beta and Archer, “several top OEMs” in the aviation industry are designing for the CCS-aligned systems.

As of Monday, Beta chargers are online at 17 locations nationwide, with a further 55 sites in the permitting or construction process. The network includes the first electric aircraft charger at a U.S. Department of Defense site, which was delivered in September to Eglin Air Force Base’s Duke Field (KEGI) in Florida. Earlier in the year, Beta flew its electric conventional take off and landing (eCTOL) aircraft to the base, testing chargers in its network along the way.

“Over the past several years, Beta has been focused on deploying a reliable, well-distributed network of fast chargers to enable the entire advanced air mobility industry, and we are aligned with the team at Atlantic on our mission,” said Nate Ward, head of charge network development at Beta.

Joby’s Alternative

One of the few large manufacturers to snub GAMA’s endorsement of the CCS was Joby, which has come up with its own standard—the global electric aviation charging system (GEACS).

Like CCS, GEACS—which was unveiled the same day Beta and Archer announced their partnership—calls for chargers to be widely accessible. Joby also agrees with its rivals that air taxi manufacturers, not industry outsiders, should be the ones to build the charging systems. But while the proposals have similar aims, there are a few key differences.

Unlike Beta’s system, Joby’s includes a coolant mechanism that keeps batteries at an optimal temperature during charging. Beta opted instead to separate the two systems. Joby’s charger also includes several DC channels, which can be used to juice up multiple isolated battery packs simultaneously. Conversely, Beta’s system requires only one channel—its and Archer’s air taxis concentrate the battery packs in a single location, while Joby’s spreads them across the airframe.

Joby also intends to use an Ethernet connection to download data—such as battery charge level and temperature—while the aircraft charges. That means operations won’t be bogged down by ground personnel. Beta and Archer have not mentioned such a system.

“Through more than 30,000 miles of all-electric vertical flight with full-scale prototype aircraft, our team has fine-tuned a ground support system that allows for the simultaneous recharging of  multiple battery packs, external coolant exchange, and secure data offload after flight—making it suitable for all electric aircraft,” said JoeBen Bevirt, CEO of Joby.

According to the manufacturer, GEACS is already in place at its flight test center in Marina, California, and Edwards Air Force Base (KEDW) outside Los Angeles. In addition, at least one other FBO is interested in the system. Joby last week partnered with Clay Lacy Aviation to install chargers at its John Wayne Airport (KSNA) terminal in Santa Ana, California. Clay Lacy Aviation replaced Atlantic as a service provider at John Wayne in 2020.

It’s still unclear which standard—CCS or GEACS—will win out in electric aviation. But for the industry to be accessible, chances are only one will be adopted.

A parallel conflict is unfolding in the electric ground vehicle industry, which may or may not be a harbinger for electric aircraft. In that space, the CCS is steadily losing ground to the North American charging standard (NACS) developed by industry leader Tesla, as Ford, General Motors, Toyota, and other automakers switch over. The NACS is equivalent to GEACS—an alternative standard proposed by a firm unsatisfied with the industry’s recommendation. The comparison isn’t perfect, however, since Joby has yet to reach the scale of Tesla.

If it can, Joby has a real chance at setting the industry standard, despite its rivals’ support of the CCS. But as each manufacturer looks to increase industrywide reliance on its tech, Beta and Archer will likely fight fiercely to be the top dog.

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The post Air Taxi Firms Joby, Archer, Beta Announce Plans to Electrify Airports appeared first on FLYING Magazine.

The airport said it entered a partnership with FBO operator Atlantic Aviation and fuel supplier Avfuel to make SAF available to jet fuel customers traveling in Northern California. The company also offers documentation to aid in tracking emissions reduction.

• READ MORE: SAF To Be Available at NBAA-BACE 2023

“The environmental benefits of SAF are realized when the fuel is created via renewable feedstock instead of crude oil, not when it is combusted. Neat or unblended, SAF reduces up to 80 percent of lifecycle greenhouse gas emissions compared to conventional jet fuel,” said Richard Sokol, airport director at KSCK. “We intend to be a regional leader in environmental sustainability as San Joaquin County continues to welcome more economic growth to the area.”

• READ MORE: Neste Makes Deal to Boost SAF Availability in Southern California

SAF will be available at Stockton Municipal through Atlantic’s SAF Marketplace, which provides customers with accounting and verification information as well as emissions reduction receipts for recording SAF purchases and tracking their environmental effects. The receipts also include chain-of-custody documentation tracing the fuel from production to delivery at the Atlantic FBO.

This development in SAF availability is part of wider efforts to promote sustainability in the region, airport officials said, noting that the San Joaquin County Board of Supervisors recently approved a $30 million solar energy project that includes “a substantial airport component.” The airport’s plans include working with additional aviation industry partners “to make meaningful contributions to global sustainability goals.”

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In addition, Atlantic Aviation will be making SAF available at its California facilities in Los Angeles (KLAX), Long Beach (KLGB), and Stockton (KSCK) through a book-and-claim process  on the company’s SAF Marketplace.

How It Works

Book and claim is a transactional process that gives customers the option to buy or “claim” SAF gallons not available locally but consumed elsewhere—this is the “book” part of the transaction.

When the customer purchases the SAF gallons, they receive credit for the environmental impact of the renewable fuel dispensed as a drop-in fuel elsewhere in the world—this is the “claim” part of the transaction.

According to Atlantic Aviation, using this method reduces the environmental impact of trucking SAF from refineries. The company’s SAF Marketplace enables accounting and verification of claimed SAF purchases that provides customers with emissions reduction receipts as their gallons are dispensed. These receipts summarize key sustainability information and include chain-of-custody documentation with traceability from fuel production to delivery at an Atlantic FBO.

“We are extremely mindful of business aviation’s responsibility to combat climate change and work toward a cleaner environment,” said Brian Corbett, chief commercial and sustainability officer at Atlantic Aviation. “SAF is jet fuel, and currently it is the most meaningful way to make an impact on aviation emissions. Atlantic is committed to doing our part to drive change with simple and reliable advancements across our network.”

Atlantic Aviation’s commitment to sustainability goes beyond SAF availability at nine of its locations. The company is also engaged in ongoing electrification of its ramp vehicles and has solar panels mounted on the hangar roof in Long Beach. In addition, Atlantic is actively using so-called “green building” techniques for hangar construction known as Leadership in Energy and Environment Design (LEED) that results in more energy-efficient operations.

Atlantic Aviation will be exhibiting at NBAA-BACE in the North Hall, booth N6216.

For more information, visit atlanticaviation.com

The post SAF To Be Available at NBAA-BACE 2023 appeared first on FLYING Magazine.

According to the county, the selection process was based on several criteria: approach to FBO services at KASE, a financial proposal, environmental goals for the airport, ability to finance and build new FBO facilities, development plans for the airfield, and past performance and industry experience.

Ultimately, Atlantic Aviation—the incumbent FBO—was chosen for the long-term lease. Atlantic Aviation, which is headquartered in Houston, currently operates 106 FBOs nationwide. Its current lease expires September 30.

In the request for proposal, the county stated that the selected FBO would be responsible for the operation and management of 32 tiedowns, 48 bay patio shelters, rental car services, and parking, along with the terminal, hangar, and fuel farm already operated by the FBO. The county also stated the new proposal would prioritize community involvement at the airport.

Several Pitkin County residents expressed the desire to keep the airport services under local control and hope that county commissioners would direct staff to take on FBO management themselves. Others were upset over the lack of community input. In an Op-ed published in the Aspen Daily News, Janet Mohrman, a local resident, wrote, “Allowing public comment after the contract is all but signed is not public comment, only public reactions to a 30-year, multimillion-dollar contract that was an under-the-table deal.”

Other constituents have voiced their frustration in being shut out of the process entirely. Robert Rubey started a petition advocating for local control of the Pitkin County Airport including dedicating the north ramp to local general aviation. 

“Let locals separate themselves from the Atlantic lease. Revenue generated from a locally administered North Ramp could provide a new training center, hangars, new patio shelters and self-fueling facilities,” Rubey noted in his petition.

Aspen Fly Right—a vocal nonprofit, has expressed its concerns with talks to allow for bigger aircraft at the airport. Currently, general aviation makes up roughly 80 percent of operations on the field while commercial aviation accounts for 20 percent. Bombardier CRJ-700s make up the vast majority of commercial aircraft flying into Aspen, but those are nearing the end of their lifecycle with estimates showing another 10 to 30 years of commercial viability.

Should the county decide to invite bigger aircraft, they would need to adhere to FAA rules on wingspans and make some airside improvements including expanding the runway/taxiway separation for aircraft. The FAA made it clear to county commissioners and the Airport Advisory Board that it would withhold discretionary funding until the airport widens the separation to allow for aircraft with up to 118-foot wingspans.

“We have not been saying bigger planes are inherently bad, and we shouldn’t have them,” said Aspen Fly Right president Amory Lovins. “We’ve been saying it’s premature to decide whether we need them.”

Lovins also said the money could be recouped by the county running the FBO since all money generated within the airport must be used for airport purposes.

While negotiations are ongoing, the county still has final authority to reject all bids and take back control of the FBO.

A community open house will take place on May 11 where the airport and advisory board will answer public questions on airside renovation and the FBO process.  

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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.

Earlier this month, Atlantic Aviation opened a new 40,000-square-foot hangar that includes a 4,000 square-foot U.S. Customs and Border Protection facility. “The hangar was almost full before we got the certificate of occupancy,” says Shawn Rose, area director for Atlantic Aviation. 

Rose says there’s a huge need for hangar space in the Northeast, from the New York metro area to Boston. “I think, in general, the customers that never flew privately before, that got a taste of private flying because of COVID, they're never going back,” he says. “I think that’s been some of the growth that we’ve seen in this industry in both Part 91 and Part 135 parts of the world.

“You call all these charter operations and they're full, they’re booked. This just goes along with it. As the fleets grow, the aircraft are getting larger, hangar space is becoming more and more a necessity and so are all the ancillary services.” 

Like Atlantic, Clay Lacy Aviation is doing its best to fill the growing need for hangar space and take advantage of the surge in business aviation activity in the Northeast. In July, it broke ground on a $20 to $40 million construction project at KOXC that will ultimately create 120,000 square feet of hangar space and a full-service FBO. 

Depending upon the cost of supplies and the economy, the company may split the project into two phases, says David “Buddy” Blackburn, senior vice president of Waterbury-Oxford FBO operations at Clay Lacy Aviation. He expects, at a minimum, that by early 2024, the company will have completed phase one of the project: 40,000 square feet of hangar space, a fuel farm, a passenger terminal, and executive offices.  

The project will create Clay Lacy Aviation’s third full-service FBO and maintenance facility—and its first brick and mortar facility on the East Coast. The company, which currently leases space from Atlantic Aviation at KOXC for its maintenance services, offices, and about 20 managed aircraft, plans to continue to do so—so the additional hangar space will be available for new KOXC customers.

In a released statement, Brian Kirkdoffer, president and CEO of Clay Lacy Aviation, said the new East Coast headquarters for Clay Lacy “will be one of the finest FBOs (fixed-base operators) and aviation facilities in the country” and will expand and enhance its services at Oxford. “Oxford will be an incredible economic and employment engine, attracting and supporting the finest aircraft and flight operations in the world.”

According to Blackburn, upon completion of both phases of the project, there will be a total of 360,000 square feet of hangar space for jets and general aviation aircraft at KOXC (including the existing 240,000 square feet owned/operated by Atlantic).  

And, he says, there’s a need for it. “Atlantic [Aviation at KOXC] is absolutely full…and when I say full, I mean over full, some of the planes have to sit outside because they don’t have enough room,” Blackburn says. 

Aside from corporate jets, the number of light single-engine and multiengine aircraft based at Oxford has also grown, Rose says. “We completed T-hangars of single and [other] light aircraft and those are full as well.” 

• READ MORE: Finding a Hangar Can Be Much Harder Than Finding an Airplane

What’s Driving the Demand?

In addition to new post-COVID aircraft owners and increased private and charter and jet card operations, Blackburn says Oxford’s location is contributing to the growth in aviation activity at the airport. “We’re on the western side of the state, and as the crow flies it’s a hop and a jump over to White Plains, or Teterboro, or any of the big New York airports…we’re close to even Boston.”

It doesn’t hurt, either, that the runway at KOXC is a healthy 5,801 feet by 100 feet. “We’re the largest general aviation [airport] by runway length and the amount of airplanes based than any other airport in the state,” Blackburn says.  

Also, the taxes in Connecticut tend to be more favorable for corporate aviation than those of surrounding states, for purchasing and maintaining aircraft, and hangars closer to New York generally come at a higher cost, he says. “Our proximity to the New York metro area is such that it’s conducive to having an option for hangar space. Probably 80 to 85 percent of our airplanes empty out of Oxford and go pickup in the New York metro area, drop off in the New York metro area and then come home empty.” 

There’s also a hangar deficit in the metro area that leaves aircraft owners little choice but to base their aircraft farther from their homes and offices. “There’s no room, generally speaking, in either Teterboro [KTEB] or White Plains [KHPN] for corporate jet aircraft to be based or hangared inside,” Blackburn says. 

There’s so much demand for hangar space and aircraft services at KOXC, that Atlantic Aviation isn’t worried about Clay Lacy becoming a competing FBO at the airport. “Honestly, I think there’s enough demand for the both of us,” Rose says.

• READ MORE: Will a Lack of Hangar Space Hamper Innovation?

International Customs and Border Protection Facility

Another plus, now, for hangaring at KOXC is its newly opened International Customs and Border Protection facility, a project that was funded jointly by Atlantic Aviation and the Connecticut Airport Authority. 

According to Rose, the project started when the FBO was owned/operated by Keystone Aviation Services, prior to Atlantic purchasing it in 2017.

“It was really a request from the users of the airport to the Connecticut Airport Authority,” Rose says. Because KOXC is such a large base for tenant aircraft that reposition to other airports, not having a customs facility at Oxford was an inconvenience. “When they [aircraft] came back empty, they had to clear customs, say in White Plains, in Buffalo, or in Albany, and then they had to reposition back in Oxford, so it was causing a cycle on the aircraft,” Rose explains. 

The new U.S. Customs and Border Protection facility will remove that extra stop, and Rose hopes it will increase itinerant traffic to KOXC as well. “Being able to now clear customs at Waterbury-Oxford, rather than other high traffic airports in the region, will be much easier for virtually any flight transiting the border,” he says.

The 4,000-square-foot facility is user-fee based and includes briefing rooms, holding areas and closed-interview capabilities. It is open from 12 p.m. to 8 p.m. Wednesday through Sunday and afterhours upon advance notice.

“This opening of a U.S. Customs and Border Protection facility marks a significant milestone in the continued growth of Waterbury-Oxford Airport,” says Kevin Dillon, executive director of the Connecticut Airport Authority, in a release. “It opens the doors to more international travel and provides a seamless experience to those traveling for business or leisure purposes. We thank U.S. Customs and Border Protection and Atlantic Aviation for their partnership in making this enhancement a reality.”

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