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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The post Atlantic Aviation Preparing Manhattan Heliport for Electric Air Taxis appeared first on FLYING Magazine.

The New York City skyline could soon be dotted with small, humming drones after Mayor Eric Adams announced a rule that allows individuals and entities to apply for unmanned aircraft systems (UAS) privileges.

The rule, an addition to Title 38 of the Rules of the City of New York, establishes a permitting process and guidelines for takeoff and landing of UAS within the five boroughs. 

Before Friday, drones were only allowed to fly within New York City Department of Transportation (DOT)-designated locations or model aircraft fields recognized by the city’s Department of Parks and Recreation (with an exception for law enforcement). Now, the public can request additional locations to be temporarily designated as drone flight zones.

“With these rules, we are paving the way for drones to help in New Yorkers’ everyday lives—not just in emergency situations,” Adams said in a press conference. “Drones are going to allow us to make facade inspections faster and safer, help us inspect and maintain our bridges, tunnels, and critical infrastructure, and allow us to monitor our beaches more easily for unauthorized swimmers and hazardous conditions, among other things.”

Permits will be administered by the New York City Police Department, and each will include a location temporarily designated by the DOT as a takeoff or landing site. The rule opens the skies to both businesses and hobbyists, though the latter will need to hold a Part 107 remote pilot certificate.

• Read More: You (Probably) Have What it Takes to be a Drone Pilot 

Without further adieu, let’s dig into how to obtain a permit—and what can be done with it.

How to Get a Drone Permit in New York City

The city of New York provided a helpful Applicant User Guide and a set of frequently asked questions to walk prospective fliers through the process. But let’s break down the basics.

To start, create an account on the city’s newly launched drone permit portal. Applicants will be prompted to enter the name, address, email, and phone number for themselves and any proposed operators, alternate operators, and visual observers. The operator is the person actually flying the drone, while visual observers can extend the range of flight by keeping an eye on the aircraft.

Applicants will also need to provide a description of their intended activities, which could include inspections, project planning, or obtaining photo, video, or audio. Prospective pilots can request as many as five combinations of flight times, dates, and takeoff and landing locations but must also specify the altitude, duration, and geographical location of the flights themselves.

In addition, the application will require at least:

• The photo ID of the applicant and any proposed operators or visual observers.
• A remote pilot certificate from the FAA with a small UAS rating, including any waivers (such as operations over people) applicable to the requested permit.
• An FAA UAS registration certificate for the drone itself.
• Proof of commercial general liability insurance and drone aviation liability/UAS coverage.
• Details of the applicant’s data privacy and cybersecurity practices.
• The manufacturer, model number, weight, and year of manufacture of the UAS.

Importantly, applications must be submitted within 30 days and at least 180 days prior to the earliest proposed launch date. 

But there’s an exception: If each proposed operator and alternate operator has been listed on at least one permit in the previous 180 days and that permit was not revoked for failure to comply, the NYPD can approve submissions within 14 days. The department will also review all applications before August 1, 2024, to determine if the shorter 14-day timeline is operationally feasible.

In addition to paying for insurance out of pocket, applicants will be charged a $150 fee. Unfortunately, that’s nonrefundable, except in cases where an application was approved then revoked for reasons not the fault of the applicant or operator.

That means applicants could be paying just to have their requests denied, which could happen for a number of reasons. The NYPD may turn away applicants due to false or incomplete paperwork, concern for public safety or security, or a violation of state, federal, or city aviation laws. However, disapprovals can be appealed within 30 days of notification.

Whether approved or rejected, application status can be tracked via email. But if approved, you’re ready to fly within the specified window. Just keep an eye on that application status, as it can be temporarily or permanently revoked after being issued.

What Can (and Can’t) You Do with Your Permit?

According to Adams and other city officials, newly inducted drones will be used for everything from infrastructure inspections to personal photography. But there are a few key restrictions.

As would be expected, permittees are required to comply with all applicable federal, state, and local regulations when flying. That means flights will need to remain within the operator’s visual line of sight, among other restrictions. When operating, pilots will need to have their permit, documentation of FAA authorization (including waivers), and a copy of the aforementioned insurance policies. 

Permitted fliers must notify the NYPD of any crash that takes place during takeoff, operation, or landing. They are also required to contact the city’s Cyber Command of any suspected cybersecurity breaches.

If operating a drone without a permit or exception, or in violation of a permit, rulebreakers face $250 in civil penalties for the first offense. If two offenses take place within a year, the penalty doubles, and it rises to $1,000 if a third violation occurs. Violators may also be charged with a misdemeanor.

And there’s one more key rule. If a permit holder plans to capture photo, video, or audio, they must notify the community board in each district they wish to fly and post public notices within 100 feet of each takeoff and landing site. Failure to do so 48 hours in advance of the earliest launch could draw a fine.

So, those are the rules. But what will drones in the Big Apple actually look like?

The NYPD, New York City Fire Department, and other state agencies already use drones in cases where personnel cannot be deployed—like tracking shark attacks along the coastline, a recent initiative from Governor Kathy Hochul. Another example came in April, when drones were used to assess interior conditions and search for survivors after a garage collapsed in Lower Manhattan.

“From patrolling the city’s 2,000-square-mile upstate watershed to conducting routine infrastructure inspections along the coastline of the five boroughs, drones operated by our skilled workforce are already helping us serve New Yorkers more safely and efficiently,” said Rohit Aggarwala, New York City Department of Environmental Protection commissioner.

Individuals and organizations with drone permits will probably take on similar tasks. Remote inspections are likely candidates for UAS, allowing energy and utility companies to make safer, quicker checks. They may also be used to plan out capital projects, giving developers a bird’s-eye view of the city’s layout.

Hobbyists, on the other hand, may not benefit much. The $150 fee and out-of-pocket insurance payments present a barrier to entry, which is only compounded by the requirement of FAA certification and registration. Chances are this rule was geared toward companies with more money and time.

Still, the city’s drone permitting process is undoubtedly an improvement. Integrating UAS into the biggest city in the U.S. was never going to be easy, but New York’s rule is a small step toward democratizing the skies.

The post Drones May Soon Have New York City Skies Humming appeared first on FLYING Magazine.

The companies said the flight marked the first test of a piloted eVTOL in the greater New York area and is “an important step” in their plans to introduce eVTOLs into Blade’s fleets serving New York City and other short-distance routes. The company refers to the ALIA-250 as an electric vertical aircraft, or EVA.

”This demonstration is a big milestone in our transition from helicopters to electric vertical aircraft, and we are pleased that our partners at Beta have designed the right aircraft with the requisite range, capacity, and noise profile, for use in our key markets, including our homebase of New York City,” said Blade CEO Rob Wiesenthal. “We are confident EVAs will be a game-changer both for our company and New York City’s transportation system once certified by the FAA.”

• READ MORE: Blade to Become Largest Helicopter Passenger Service in Europe

“Blade is flying passengers in key urban markets all over the world, and this flight is another step toward delivering our electric aircraft to support those operations,” said Kyle Clark, Beta’s founder and CEO.

In April 2021, Blade agreed to arrange for operators in its network to buy up to 20 of the first ALIA-250 aircraft configured for passenger service. Beta has agreed to provide and install charging infrastructure at certain locations.

The companies said the ALIA-250 flew with a conventional helicopter during part of the test before making a pass by itself to demonstrate its quieter operation. For decades New York City residents have complained about the sound of helicopters, and many say the problem has gotten worse since Blade and other on-demand helicopter services became popular. The potential success of eVTOLs depends in part on convincing critics that the new electric-powered designs will significantly cut noise pollution.

The post Blade, Beta Complete eVTOL Test Flight Near New York City appeared first on FLYING Magazine.

Hochul vetoed Senate Bill S7493A—known locally as the “Stop the Chop” bill— December 16.

“Certain elements of this legislation run counter to the federal scheme regulating New York’s airports and airspace. Therefore, I am constrained to veto this bill,” she said at the time.

• READ MORE: Aviation Associations Fight NY Legislation To Restrict Helicopter Flights

The move was lauded by aviation advocacy groups, including the National Business Aviation Association (NBAA) and the Helicopter Association International (HAI), which both had called on Hochul to reject the legislation after it passed both houses of the state’s legislature.

The bill would have done “great harm” to the general aviation industry in the state had it been signed into law, NBAA president and CEO Ed Bolen said. The business aviation organization estimates that more than 43,000 jobs in the state are tied to general aviation, and that the industry accounts for more than $8.6 billion in economic output.

• READ MORE: Archer, United Plan Route Between Newark Airport, New York

“The bill would have resulted in frivolous lawsuits, and it had the potential to affect future

vertical aviation flight operations as well,” James Viola, president and CEO of HAI, said in a statement. “Moreover, the law would have violated the constitutional principle of federal preemption that reserves regulation of aircraft and airspace to the federal government.”

The post Governor’s Veto Halts ‘Stop the Chop’ Bill in New York appeared first on FLYING Magazine.

Aviation advocacy groups including the National Business Aviation Association (NBAA) and the Helicopter Association International (HAI) are calling on their members and others to contact New York Governor Kathy Hochul and urge her to veto the bill, which has passed in both houses of the state legislature.

“HAI is urging all New York members to contact Gov. Kathy Hochul’s office immediately to oppose a bill that would allow any person to bring an action against a helicopter owner and operator for creating an ‘unreasonable level’ of noise,” the helicopter association said in a statement.

“Senate Bill S7493A would allow anyone to sue a pilot, flight department, line service personnel, or company employee for alleged rotorcraft noise pollution by a flight operation in the state of New York even if the operation complied with federal law and regulations,” the HAI added.

Efforts to restrict or ban helicopters are not new to New York, especially in city boroughs like Manhattan and Brooklyn where people have long complained about the sound of low-flying helicopters making commuter, tourism, and airport-shuttle flights. 

• READ MORE: Blade to Become Largest Helicopter Passenger Service in Europe

Complaints have risen in the last few years in part because the growth of on-demand helicopter travel services—like Blade Air Mobility—has increased traffic. More people are also working from home, where they hear a lot more outside noise than they would in sound-insulated office buildings.

In the past it has been difficult for some city officials and politicians to lash out against an industry that serves tourism, business travel, and other markets that drive New York’s economic growth and upscale image. Today, demand for urban helicopter transport is especially strong, and many new companies are working toward launching eVTOL operations that would add significantly to rotorcraft traffic.

• READ MORE: Archer, United Plan Route Between Newark Airport, New York

“In New York, the general aviation industry is responsible for 43,200 jobs and more than $8.6 billion in total economic output,” said Brittany Davies, NBAA’s Northeast regional director. “This bill has a negative impact that reaches across New York and beyond, and we need the governor to recognize the true implications,” she added.

The governor has until December 23 to sign or veto the bill.

The post Aviation Associations Fight NY Legislation To Restrict Helicopter Flights appeared first on FLYING Magazine.

The National Business Aviation Association (NBAA) joined five other aviation associations recently in opposition to two New York City bills that would severely restrict helicopter operations in the city and create additional paperwork requirements. The March 9 letter to Peter Vallone, chairman of the New York City Committee on Economic Development, was co-signed by representatives of the Aircraft Owners and Pilots Association (AOPA), Helicopter Association International (HAI), the Eastern Region Helicopter Council (ERHC), the National Air Transportation Association (NATA) and General Aviation Manufacturers Association (GAMA).

The group of six associations stated opposition to Bill No. 2026, which would prohibit operations at city heliports by most charter (Part 135) operations if the helicopters are certified under FAA Stage 1 or Stage 2 noise standards. This highly-restrictive bill would affect as many as 80 percent of NYC helicopter operations based on pre-COVID numbers, according to Tom McCormick, a Part 91 helicopter pilot and chairman of the ERHC.

The coalition also expressed opposition to Bill No. 2067, which would require the operators of the city’s heliports to collect documentation from every helicopter that takes off or lands at its facility. Operators would be required to present their airworthiness certificate, registration, inspection report, the route flown to arrive at the landing site and the planned route of departure. The coalition noted that FAA already regulates helicopter operations and expressly prohibits municipalities from burdening them with documentation or other requirements that could be considered duplicative of federal standards.

“The undersigned associations and industry members believe the restrictions on helicopter operations at the City’s heliports proposed by Bills No. 2026 and No. 2067 would be devastating to New York City’s economy overall, as well as the economic viability of the heliports and the helicopter industry as a whole,” the letter read. “It is also important to note that the helicopter industry is investing billions of dollars into technologies that will dramatically reduce noise levels and drastically reduce the carbon footprint. The industry is fueling research and development needed for sustainable solutions across a broad spectrum of applications.”

In a hearing on the bills held February 17, testimony presented by Jol Silversmith of KMA Zuckert LLC on behalf of ERHC questioned the legal implications of the bills. That testimony said, “Aviation, including helicopters, is a federally-regulated industry. Congress, the courts, and the FAA deliberately have left little room for state or municipal regulation, and public airports (including heliports) generally must accommodate all types of operations. Silversmith quoted a Supreme Court ruling in City of Burbank v. Lockheed Air Terminal Inc., 411 U.S. 624 (1973), which said “Federal control is intensive and exclusive. Planes do not wander about in the sky like vagrant clouds. They move only by federal permission, subject to federal inspection, in the hands of federally certified personnel, and under an intricate system of federal commands. The moment a ship taxis onto a runway it is caught up in an elaborate and detailed system of controls.”

NBAA reported that McCormick also explained a flaw in the bill, saying that very few helicopters are certified under Stage 3 noise levels, however, several Stage 2-rated helicopters flying today are just as quiet, and could meet Stage 3 noise-certification requirements. “I look forward to working with the council and industry to bring cleaner, quieter aircraft to the market. New York has supported its heliports since 1956, and I want to see NYC maintain its economic advantage. You can’t do that without aviation,” McCormick said.

In the letter to New York’s Committee on Economic Development, the coalition also expressed support for Bill No. 2027, which would require a study on the safety and feasibility of replacing the City’s helicopter fleet with electric powered rotorcraft or eVTOLs.

Noise complaints because of helicopter activities in NYC are submitted by phone to 311, the City’s 24-hour customer service system. In the abstract of Bill No. 2027, the City said that through mid-November 2020, there had been 7,758 helicopter-related noise complaints since the start of the year, over 4,400 more than the total number of helicopter noise complaints in 2019. The increase in noise complaints were attributed in part to increased awareness of helicopter noise from people working from home during the pandemic, and the NYPD’s use of helicopters to monitor Black Lives Matter and anti-police brutality protests over the summer.

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