At the National Business Aviation Administration-Business Aviation Convention and Exhibition (NBAA-BACE) in Las Vegas, FAA Administrator Mike Whitaker signed the SFAR, which contains initial operational rules and pilot training requirements for powered-lift aircraft and will remain in effect for 10 years.

“It’s here today,” Whitaker told NBAA-BACE attendees Tuesday morning. “It is now a final rule.”

The FAA called the SFAR the “final piece in the puzzle” for introducing powered-lift aircraft, which could begin flying passengers, cargo, and even ambulance services in rural and urban areas as soon as next year.

The category is a relatively new, special class of aircraft covering designs that take off vertically like a helicopter but cruise on fixed wings like an airplane. To be considered powered-lift, the aircraft must generate lift primarily from its engines—which can be electric, hydrogen, or hybrid-powered—while relying on rigid components, usually wings, for horizontal flight. They will become the first new category of civil aircraft since helicopters were introduced in the 1940s.

The FAA sometimes refers to these as vertical takeoff and landing (VTOL) or advanced air mobility (AAM) aircraft, the latter term covering new aircraft technology more broadly.

For years, the agency communicated to the aviation industry that there would be a pathway for powered-lift designs—such as electric air taxis being developed by Joby Aviation, Archer Aviation, and others—to be certified as Part 23 normal category aircraft.

But the regulator unexpectedly reversed course in 2022, determining instead that they would be certified as Part 21 special class aircraft. That kicked off a yearslong effort to develop an entirely new set of rules for powered-lift pilot training, operations, maintenance, and more.

The FAA last year released a proposal addressing several of those areas. It was panned by a collective of industry groups, however, who argued that the proposed pilot training requirements were too strict. They also clamored for performance-based operational rules—drawing from aircraft and rotorcraft guidelines as appropriate—rather than the creation of a new powered-lift operational category, as the FAA proposed.

FAA and Department of Transportation officials have promised to address the industry’s concerns. According to Whitaker, the SFAR does exactly that.

“For the last 80 years, we’ve had two types [of aircraft], rotor and fixed wing,” he said. “We now have a third type…and this rule will create an operating environment so these companies can figure out how to train pilots. They can figure out how to operate.”

The SFAR applies helicopter rules to certain phases of powered-lift flight, regardless of whether the aircraft is operating like a helicopter or an airplane. But in response to the industry’s feedback, it uses performance-based rules for certain operations, applying airplane, rotorcraft, or helicopter rules as appropriate.

For example, powered-lift aircraft can use helicopter minimums for VFR and IFR fuel requirements and minimum safe altitudes when they are capable of performing a vertical landing at any point along the route, as a helicopter is. This will allow manufacturers to get around the issue of low battery energy density, for example, by lowering the fuel reserve requirement.

“The rulemaking approach now is to really focus on performance and making sure you can prove that you can operate safely, or you can meet certain performance metrics, rather than being prescriptive and telling you exactly how to do it,” Whitaker said. “So we’re trying to create a larger envelope to have different means of compliance for some of the requirements and the rules.”

The approach mirrors the European Union Aviation Safety Agency’s (EASA) special class for VTOL (SC-VTOL) rules, which base operational guidelines on situational factors—like reserve fuel levels—instead of aircraft design. It’s a change that will be welcomed by manufacturers, who can now design aircraft for a wide range of operations rather than those defined by a narrow powered-lift category.

“We need to have the flexibility to allow these businesses to succeed, do so safely, and adjust our approach as we go along,” Whitaker said.

The other major difference between the SFAR and the FAA’s initial proposal is the creation of a pathway to train powered-lift pilots with a single set of flight controls. Some programs will still require dual controls. But throwover controls and simulator training will be acceptable substitutes. The change is a big one, as many powered-lift manufacturers designed their aircraft—including trainers—with single controls.

“Some pilot training can happen in the normal way that it’s always happened, with an instructor that has a set of controls and a student that has a set of controls,” Whitaker said. “But sometimes it’s a single set of controls that are accessible to an instructor, so we have rules that allow for that type of operation. And sometimes they have other configurations. So there again, we put in performance metrics to make sure that the companies can train instructors, and the instructors can train pilots.”

Last year, the FAA released a blueprint intended to serve as a framework for policymakers, describing a “crawl-walk-fly” approach to integrate powered-lift designs alongside conventional aircraft. The agency predicts they will initially use existing helicopter routes and infrastructure, and pilots will communicate with air traffic control as needed.

But Whitaker on Tuesday said the FAA will continue developing a new ecosystem for powered-lift aircraft. Critical to its blueprint is the construction of vertiports: vertical takeoff and landing sites equipped with electric chargers and other powered-lift infrastructure.

“The blueprint that we put in place 16 months ago for introducing this technology includes vertiports, and we’ll continue to work on that issue,” Whitaker said.

Plenty more work must be done in order for powered-lift designs to take to the skies at scale. But the SFAR gives the industry a practical pathway to begin flying.

Like this story? We think you’ll also like the Future of FLYING newsletter sent every Thursday afternoon. Sign up now.

The post FAA Finalizes Rules for Powered-Lift Aircraft appeared first on FLYING Magazine.

Whisper Aero, the manufacturer of an ultraquiet propulsion system, on Tuesday announced a partnership with Electric Power Systems (EPS) to combine its next-generation thrusters with EPS’ proprietary batteries. The objective, according to the partners, is to build certifiable electric powertrains for Part 23 models.

“Ultimately, the goal is to field these powertrains in complete solutions on retrofit and clean-sheet designs that enable affordable, sustainable flights at scale,” Whisper said.

Whisper was co-founded by Mark Moore and Ian Villa, two of the people behind Uber’s short-lived air taxi venture Uber Elevate, which was acquired by electric air taxi manufacturer Joby Aviation in 2020.

Eric Allison, the former head of Uber Elevate, also joined Joby, while co-founder Nikhil Goel departed for rival air taxi firm Archer Aviation.

But Moore and Villa decided to do something different, emerging from stealth in April 2023 with a $32 million raise to build a new kind of propulsion system.

At the core of Whisper’s thruster configuration is a set of high blade count electric ducted fans, an evolution of the designs Moore helped develop during his time as NASA, such as the X-57 Maxwell. According to the company, these fans are as quiet as a whisper at cruise altitude while delivering greater performance and safety than conventional propulsion systems.

The key is the fan’s high blade count, allowing Whisper to keep blade speed low while achieving an ultrasonic blade passage frequency, which is inaudible to humans. The company’s strategy is to differentiate between the different noises the propulsor produces, reducing some while “masking” others to be more pleasant to humans or animals.

Whisper said recent upgrades to its 80 pound-force thrust propulsor prototype, the eQ250, have effectively decoupled power and thrust, which typically are integrated in a turboprop. In short, Whisper can now put energy into developing its thruster while seeking a partner for its power needs—and it believes EPS is that partner.

The company’s EPiC 1.0 battery is known for powering novel aircraft such as the Diamond eDA40 awaiting FAA and EASA Part 23 certification. Per Whisper, EPS’ EPiC 2.0 battery boosts airtime by 50 percent on a single charge and could be the foundation for its new powertrains. EPS is seeking supplemental type certification for both systems from the FAA and European Union Aviation Safety Agency (EASA).

The partners say they have begun developing a Part 23 concept combining Whisper’s eQ250 and JetFoil integration with EPS’ energy storage systems. Already, they have completed initial compatibility testing. And at UP.Summit, the companies showcased how Whisper’s propulsor couples to EPS’ mobile battery unit.

They said the goal is to eventually test a flightworthy hybrid-electric demonstrator using a larger array of Whisper propulsors, as well as batteries that can integrate with a high voltage bus and turbogenerator.

Whisper said the agreement with EPS reflects the growth of its recently launched ReconnecTN initiative, under which it and autonomous flight developer Reliable Robotics are collaborating with public airports, academic and government institutions, electric charging providers, and the Tennessee Department of Transportation. The company has also secured NASA funding to develop electric ducted fans for human spaceflight.

Earlier this year, Moore, speaking at the Ohio Air Mobility Symposium, revealed the concept for the Whisper Jetliner—a 100-passenger regional commercial aircraft. While the company has no plans to actually build the aircraft, it hopes to entice a buyer who could develop the concept—potentially using the new EPS-enabled thruster.

Like this story? We think you’ll also like the Future of FLYING newsletter sent every Thursday afternoon. Sign up now.

The post Whisper Aero Partners to Integrate Ultraquiet Thruster with Electric Batteries appeared first on FLYING Magazine.

According to Tecnam, the company is now on track to begin deliveries to U.S. flight schools.

• READ MORE: We Fly: Tecnam P-Mentor

“The FAA certification of the P-Mentor is another significant milestone for the Tecnam team,” said  Giovanni Pascale Langer, Tecnam managing director. “We look forward to working with all U.S. flight schools to improve the quality of training and help them keep hourly rates low.” 

The performance specs of the Tecnam P-Mentor put its hourly fuel consumption at 3.7 U.S. gallons per hour.

• READ MORE: Tecnam Signs Deals for HCH Aviation Fleet Transition

Deliveries of the aircraft in North America will begin soon, with the first 20 going to HCH Aviation/Stephen F. Austin State University in Nacogdoches, Texas. Deliveries will also be made to Kilo Charlie Aviation in New Century, Kansas, and EpicSky Flight Academy in Des Moines, Iowa.

About the P-Mentor

The two-place P-Mentor sports a Rotax 912isC3, with a variable pitch propeller, simulated retractable landing gear, and optional ballistic parachute. The cockpit features a Garmin G3X IFR touchscreen suite compliant with the latest CS-23 EASA and FAA amendments. The aircraft is designed to take a learner from private pilot and instrument training up through commercial certification on a single platform.

According to Capua, Italy-based Tecnam, the P-Mentor is one of the most environmentally efficient designs available, with very low carbon dioxide emissions. 

“Recent study shows that flight schools operating with Tecnam single- and twin-engine fleets can reduce emissions by up to 60 percent: 10 tons of CO2 for each student by the time they receive their commercial pilot license,” the company said in a statement.

The post Tecnam P-Mentor Earns Full Part 23 FAA Certification appeared first on FLYING Magazine.

Aircraft manufacturer Electra.aero’s EL-2 Goldfinch demonstrator pays homage to its namesake’s golden hue. Unlike a bird, however, the hybrid-electric ultra-short takeoff and landing (eSTOL) aircraft took off from the runway like a conventional plane once on Nov. 11 and again on Sunday, marking its inaugural flights.

The former was an all-electric test. But Electra said the latter was the eSTOL design’s first in hybrid configuration. Both flights were piloted by Cody Allee, chief technology officer of ABSI Aerospace & Defense and a former U.S. Marine Corps pilot, at Manassas Regional Airport (KHEF) in Virginia.

“The first hybrid flight lasted 23 minutes, reached an altitude of 3,200 feet, and covered a distance of approximately 30 miles,” said JP Stewart, vice president and general manager of Electra. “We’re looking forward to further expanding the envelope of this aircraft and demonstrating the full capability of Electra’s technology.”

Electra said its two-seat Goldfinch demonstrator is the first blown-lift aircraft that uses distributed electric propulsion and a hybrid-electric propulsion system. Blown lift directs slipstream flows back over the wing into large flaps and ailerons. This directs flows downward to “multiply” lift, allowing the eSTOL to take off and land at “neighborhood driving speeds.” By the company’s estimate, the demonstrator needs just 300 feet of runway.

Unlike the tiltrotor design common to electric vertical takeoff and landing (eVTOL) models, Electra’s eSTOL has no hover or transition phase because it relies on fixed wings and rigid propellers. In addition to removing complexity from the design, the fixed-wing architecture gives Goldfinch a path to be certified as a multiengine, Level 3, low-speed airplane under FAR Part 23 and be operated with a standard pilot’s certificate in the airplane category.

The aircraft’s eight electric motors run on a small turbogenerator that uses hybrid-electric power to recharge its batteries. Electra says this reduces emissions (by 30 percent) and noise (75 dBA at 300 feet, equivalent to a vacuum cleaner) below those of traditional airplane or rotorcraft. There’s also the benefit of added range and payload, stemming from Goldfinch’s lack of reliance on ground-based electric chargers and the reduced energy requirements of blown lift.

The Goldfinch demonstrator that flew this month is a predecessor to Electra’s flagship, nine-passenger model for commercial and government customers. That full-scale design is expected to cruise at 175 knots for up to 500 sm (434 nm), while carrying twice the payload (up to 2,500 pounds) of eVTOL designs with the same energy requirements.

Its runway requirement is projected to be even shorter—just 150 feet, half the length of a football field. And all of this comes with the promise of 70 percent lower operating costs than “vertical alternatives.”

“The aim of Electra is to fill a gap in air travel between 50 and 500 miles, where most trips today are made by automobile,” said Electra founder and CEO John Langford. “The key to saving time is to operate close in, which means getting in and out of small spaces quietly and safely, while still being fast enough to cover long distances. Electra will be able to take you from downtown Manhattan not only to Kennedy Airport [KJFK], but to Washington, D.C. It will bring air service to thousands of communities where air travel today is not a practical or affordable option. It also opens vast new opportunities for middle-mile cargo logistics.”

The company so far has a backlog of more than 1,700 preorders of its flagship model from more than 30 customers, which it values at about $6 billion. Customers include Houston-based helicopter provider Bristow Group, airline Ravn Alaska, and Latin American on-demand private aviation platform Flapper. It also has plans to fly in Asia, Australia, and the Middle East.

In addition, Electra is developing a Goldfinch prototype for the U.S. Air Force under a contract with AFWERX, the department’s innovation arm. The agreement, worth up to $85 million, will see Air Force pilots take the aircraft out for testing and validation of operational use cases.

The Air Force has been a valuable partner for Electra, which as of August had six active Small Business Innovation Research (SBIR) and Small Business Technology Transfer (SBTT) Phase II and III contracts. Those agreements have allowed it to mature Goldfinch’s blown-lift aerodynamics, hybrid-electric powertrains, flight controls, and other features.

In addition to passenger transport, on-demand urban air mobility services, and defense applications, Electra expects Goldfinch to handle cargo logistics, executive transport, humanitarian aid, disaster response, and a variety of other use cases.

While the full-scale Goldfinch’s FAA certification isn’t expected until 2028, Sunday’s test flight was a promising development for Electra as it seeks to establish a new mode of regional transportation.

Like this story? We think you’ll also like the Future of FLYING newsletter sent every Thursday afternoon. Sign up now.

The post Electra Completes First Flight of Hybrid-Electric STOL Design appeared first on FLYING Magazine.

According to CubCrafters, Summit Aircraft Skis are a favorite of owners of CubCrafters Carbon Cubs—as well as many other aircraft—because the unique ski design allows pilots to take their aircraft into the backcountry even when the landing areas are not cleared of snow. CubCrafters notes the manufacturing of skis has already begun at its Yakima factory.

About the Ski Design

Mike Custard, founder of Summit Aircraft Corporation, notes that the Summit Ski design utilizes a patented bolt-on attachment bracket that completely eliminates the need to weld skis to the landing gear. The Summit Skis also weigh less than and are more aerodynamic than most competitors’ penetration skis.

“Our like-minded drive for high quality innovation is one of the main reasons we chose CubCrafters as our successor,” said Mike Custard, founder of Summit Aircraft Corporation. “CubCrafters’ leadership, its people, and facilities are all outstanding. The tooling and construction techniques are familiar to the CubCrafters’ composites facility and staff.”

The company specializes in skis for carbon fiber, tube and fabric, and metal experimental aircraft. Summit’s innovative ski design is a lightweight, 100 percent carbon fiber structure using a “monocoque” construction technique, which supports structural load by using the skis exterior structure, as opposed to using an internal frame that is then covered with a non-load-bearing outer skin.

Custard adds that he will remain onboard for a time to ensure a smooth transition for both staff and customers.

Bob Breeden, an Alaska backcountry flying expert who has Summit Skis on his Super Cub, is positive about the acquisition, saying, “I’ve been using Summits’ skis for some time now and they have enabled me to adventure further afield and discover and land in new, fresh places. I really love these skis and I’m very pleased to hear that they will be in CubCrafters’ capable hands going forward. I know the team there will keep the innovation going and will ensure the skis are supported in the future.”

“We are very excited and pleased to welcome Summit’s customers and products into our family here in Yakima,” said Patrick Horgan, CubCrafters president and CEO. “It has been a joy for our team to work together with Mike Custard, Summit’s founder, to coordinate a smooth ski manufacturing transition. Adding Summit Skis to the CubCrafters product lineup allows us to better meet our customers’ needs and adds a new profit center. We see a great potential for growth with the Summit brand that we want to be a part of going forward.”

Summit Skis will continue to be available on both CubCrafters aircraft and aircraft from other manufacturers as well.

“Summit Skis, when combined with the outstanding wintertime defrost and cabin heater technology used on our FX-3 model, makes that aircraft the ultimate ski airplane,” said Brad Damm, CubCrafters’ vice president. “The acquisition is part of an ambitious growth and business development strategy that has been supported by the outstanding early success of our recently announced public stock offering.”

About CubCrafters

CubCrafters was founded in 1980 by Jim Richmond, who started with the popular Super Cub design and refined it and improved on it resulting in experimental, LSA, and Part 23 certified aircraft all with the mission of heading into the backcountry.

READ MORE: The CubCrafters XCub Is an Ideal Backcountry Machine

Over the decades CubCrafters has used a combination of innovative design, modern materials, and updates in engine technology to create the ultimate backcountry aircraft. The company’s flagship XCub aircraft is offered in both nosewheel and tailwheel configuration, resulting in what basically can be described as an off-road vehicle with wings.

The post CubCrafters Acquires Summit Aircraft Skis appeared first on FLYING Magazine.

With a fleet totaling 165 in the field—and on the water and in the air—ICON reports that the A5 has notched more than 30,000 hours. Part 23 type certification lies just over the horizon, by its estimates, and that date looks to be hitting around the end of Q1 2023. With the TC in hand, the company can expand its international footprint, and it’s in the hunt for sales partners to make that happen.

• READ MORE: ICON A5 Among Aircraft To Appear at Detroit Auto Show

Deliveries Almost There

ICON shares the trials felt around the industry as far as meeting its delivery expectations—but it is happy to say that even in spite of supply chain woes and increased components costs, it is tracking to send 35 aircraft out the door in 2022—a little short of its target. The company looks ahead to a better 2023, with a backlog that will take it through June, and 80 percent of those orders for the higher-end Garmin G3X-equipped A5. It hopes to build and send off between 55 and 60 amphibs next year, all told.

“We had initially targeted more than the 35 A5s that will be sold in 2022,” said ICON CEO Jerry Meyer. “Like others in our industry and beyond, we faced supply chain challenges that caused us to lower our production goal. The good news is we pushed though and we’re in a better position because of it. We still are experiencing isolated shortages and longer lead times, but things are trending in a positive direction.”

In order to make that higher rate, ICON has been at work on optimization. According to an additional statement shared with FLYING, it’s “a big focus in 2022—we worked tirelessly as a company to control costs, optimize our production process, and put the company on a path to success. We made significant progress thanks to our incredible team.” Workforce has reportedly not been an issue for the company’s production footprint in Tijuana, Mexico, and completion and delivery center in Vacaville, California.

ICON concluded: “Our investors are committed, and we are evaluating a global capital raise to help accelerate product development projects that will enhance marketability.”

The post ICON Wraps 2022 with Milestones, Year-End Deliveries appeared first on FLYING Magazine.

Taking advantage of the high-profile venue at EAA AirVenture 2022 at Oshkosh, the company announced its intention to sell shares to anyone interested in helping the manufacturer reach new heights of innovation. IPO, the three magic letters for “Initial Public Offering” often heard throughout Wall Street, also began to circulate at Oshkosh. Is CubCrafters headed into IPO-land?

Meeting the IPO Criteria

The buzz started to circulate after the company—which has been in business for 40 years—made an announcement to sell shares. This sparked a lot of interest from potential investors, and CubCrafters’ leadership claims its first 48 hours of taking reservations was highly successful. Thinking of IPOs may conjure up images of executives in snappy business suits ringing the morning bell at the New York Stock Exchange (NYSE). Getting there, however, takes a lot of time (and bureaucratic red tape).

IPOs are not the only ways to raise capital. Direct listings and SPACs are other common ways of doing so. In a direct listing, employees and investors sell their existing stocks to the public, while in an IPO, a company sells part of the company by issuing new stocks. We will talk about SPACs later on.

Is CubCrafters pursuing an IPO or another type of investment opportunity? According to the Securities Exchange Commission (SEC), an IPO is “the first time a company offers its shares of capital stock to the general public.” Uncle Sam also clarifies the first steps required, stating that “under federal securities laws, a company may not lawfully offer or sell shares unless the transaction has been registered with the SEC or an exemption applies.” Has CubCrafters done so? Well, the company has started its takeoff roll along the IPO runway but it hasn’t rotated just yet.

• READ MORE: CubCrafters’ Effort To Go Public Generates Buzz

Where is CubCrafters in the Process?

The company’s aim to raise $50 million in capital can follow different IPO paths, so choosing a Regulation A+ filing with the SEC makes sense. This option allows smaller companies (like CubCrafters) in earlier stages of development to more cost-effectively raise money while following more limited disclosure requirements than what is stipulated for publicly reporting companies.

So, what regulatory “waypoints” lie ahead on CubCrafters’ financial flight plan? It’s already begun the Regulation A+ process by filing an “offering statement” (known as Form 1-A) with the SEC. We can think of this procedure using an IFR analogy, where departure routing is based on Standard Instrument Departures (SIDs). Each SID has its own charted transitions.

In the case of an SEC filing, think of Regulation A+ as a type of SID, and the available transition routes are “Tier I” and “Tier 2.” CubCrafters has “filed” (pun intended) for Tier 2. This option allows the company to offer up to $75 million per 12-month period. Since the company’s leadership is planning for a total of $50 million, that fits well within the SEC’s requirements. 

Other benefits make Tier 2 the preferred routing of choice. It allows the company to publicly advertise its intentions while bypassing state-related regulatory processes. In terms of financial disclosure, two years of auditing must be in place. The SEC doesn’t guarantee the accuracy of those records, so would-be investors are always cautioned to do their homework when looking into a Tier 2 offering. 

Looking at Page 16 of CubCrafters’ investment presentation offers a small glimpse into its financials. The last 20 years have seen explosive growth of $5 million to $30 million in annual revenue, with average aircraft revenue per customer doubling over the previous 10 years. These numbers are impressive, but the presentation does not provide income statements or balance sheets that offer a comprehensive financial health indicator. Comparing cash on balance sheets, expenditures and liabilities will help investors get a better idea of how much money the company already has on hand to weather financial storms and set aside for reinvestment.

What Comes Next?

Regulation A+ allows potential investors to express interest during the company’s early filing stage. In SEC parlance, this is referred to as “testing the waters,” which is communicating to the public to identify potential investors before formally launching the offering. CubCrafters has expressed this intention in the fine print of the presentation developed by Manhattan Capital.

At this point, the company has clearly stated that it’s not asking for money, simply a “Reservation of Investment,” which is non-binding for the investor. This means that stock purchases cannot yet be made, but the reservation does provide the benefit of locking in any future purchase at the issued price. The current price for this reservation period is $5 per share, with a minimum investment of $400 required. 

This is a required step where the company cannot sell shares while the SEC reviews the Form 1-A offering statement. However, once the statement is declared “qualified” by Uncle Sam via a “notice of qualification,” the company will have the option to begin selling its securities under the stipulations of Regulation A+. This is mutually beneficial for Cubcrafters and potential investors since it enables the manufacturer to “test the waters” and allows interested parties to examine the company’s financials.

• READ MORE: CubCrafters NXCub gets FAA Certification

The Ever-changing GA Market

Investment headlines have traditionally favored the large business aviation market, such as IPOs by General Dynamics (which owns Gulfstream), Textron, and Berkshire Hathaway’s Netjets. Nevertheless, the general aviation (GA) industry has seen sizable cash injections into companies, often from venture capitalists.

Some interesting trends have emerged in recent years within GA’s piston segment. Since 2006, several American manufacturers have been acquired by Chinese investors through mergers and acquisitions. A Rand report studied this trend, including several household names such as Cirrus, Enstrom, ICON, and Mooney. Even some flight training academies have followed suit.

On the other hand, U.S.-backed funding for GA projects has included massive amounts of investment cash accrued by up-and-coming players in the aeronautical landscape. Joby Aviation became the first U.S.-based eVTOL developer to go public on the NYSE. Using the trading symbol JOBY, the California-based startup’s merger with Reinvent Technology Partners reportedly gave the business a valuation of $4.5 billion. Pretty good for a relatively new kid on the aeronautical block.

Such a merger is a great example of a SPAC (special purpose acquisition company). This process involves a company without commercial operations formed strictly to raise capital through an IPO to acquire or merge with an existing company. This option wouldn’t work for CubCrafters since they already have an existing commercial operation with a long track record in the GA industry.

CubCrafters’ Grassroots Approach

CubCrafters’ path to raising capital does not involve billions of dollars, SPACs, or foreign investors…so far. They have opened the door for all types of interested parties, including accredited investors, which is a classification that includes several types of legal entities and some high net worth individuals. So while a foreign-based party may like to chip-in some capital, one of the company’s selling points is its American grassroots market.

Founded in 1980 by Jim Richmond, the company prides itself on having a portfolio of U.S.-built aircraft in an ever-changing industry. CubCrafters celebrates grassroots aviation with aircraft designed for backcountry flying and the freedom to explore wherever your aircraft can go. This is not exclusive to the United States, but certainly forms a core American aeronautical pastime.  

Forecasting Financial Progress

The company has captured an important market and is hungry for more. This appetite for growth was the impetus for the NXCub design, which offers a nosewheel configuration on the already Part-23-certificated XCub airframe. The manufacturer’s market research shows that 85 percent of airplane pilots fly this type of gear arrangement compared to a much smaller 15 percent flying those with tailwheels. Backcountry flying is growing, and so are the light sport (LSA), experimental, and Part 23 aircraft markets, all of which are represented by CubCrafters models. 

The $50 million will be focused on infusing cash into manufacturing, research and development, infrastructure, and market expansion. As outlined here, CubCrafters’ path to this funding is via an IPO, which it has already initiated by filing an offering statement following its announcement at AirVenture. CubCrafters seems to have garnered initial interest from potential investors, but the ceremonial bell-ringing at the stock exchange will have to wait a little longer. 

The post CubCrafters Launches A ‘Grassroots’ Capital Funding Effort appeared first on FLYING Magazine.

Pipistrel has introduced several of its aircraft into the U.S. over the past five years, including the Panthera high-performance retract single and the Velis Electro, the world’s first all-electric airplane to gain EASA certification.

Andrew Chan, founder and COO of Right Rudder Aviation, spoke with FLYING and expressed his enthusiasm for serving the Pipistrel customer base—of both current and future pilots. The previous setup didn’t make much sense from a customer standpoint, Chan said, and now the company is poised to offer a more “concierge”-style experience for potential aircraft buyers as well as those looking to maintain and service their aircraft.

Chan expects up to three new Velis aircraft to come into Right Rudder Aviation this spring so that he can get them in front of folks. He also said that Part 23 certification on the Panthera high-performance single-engine with retractable gear is on track. Pipistrel has reported that certification is anticipated for the end of 2023.

• DON’T MISS OUT: Subscribe to FLYING Magazine

The Velis series of both normally powered and electric aircraft have proven popular overseas as well as with flight schools. Chan has been participating in recent meetings under the FAA MOSAIC (Modernization of Special Airworthiness Certificates) initiative that show encouraging signs that several Pipistrel models currently operated under ASTM could move to Part 23 approval under the new guidelines.

A Velis Electro was brought to Florida Tech last summer, and its implementation there has been successful as well, according to Chan. 

“It’s the right airplane for the mission,” said Chan of the Electro’s use in flight training. “It may not fit every need, but flight schools are responding to it.”

The post Pipistrel Promotes Right Rudder Aviation as Its New U.S. Distributor appeared first on FLYING Magazine.

The Yakima-based company has received Part 23 certification for the nosewheel-equipped version of the design, making it a fully FAA-certified aircraft. 

Previously, the NXCubs were produced in the experimental category. 

According to CubCrafters, the NXCub was developed to increase access to backcountry flying for pilots who do not have a tailwheel endorsement. It will also provide an option to government agencies and other organizations that want the versatility of aircraft designed for excursions in places without runways, but prefer nosewheel-equipped designs for operational safety across a range of pilot capabilities, as well as insurability.

According to Brad Damm, vice president of sales and marketing for CubCrafters, the development of the NXCub began in 2019 when a fuel-injected version of the XCub was created, eliminating the need for a carburetor.

“It was important to remove the carburetor because that’s where the nosewheel attached,” Damm explained, adding that the NXCub experimental category became available in 2020 through CubCrafter builder-assist program. 

The NXCub is available on legacy gear and spring gear, and also on amphibious and straight floats.

The post CubCrafters NXCub gets FAA Certification appeared first on FLYING Magazine.