When this occurs, owners are hit with a double whammy: They cannot fly their airplanes, and the work will cost them money. Now, some might come away from the down time with a shiny new Garmin gadget or a candy pearl, glossy paint job. And those lucky enough to accomplish engine maintenance may feel a little bump in the throttle, but it is a small consolation prize.

Prepping for Aircraft Maintenance

How do you plan for maintenance?

Last year we followed a local owner-operator as he maintained his 1966 Cessna 172 Skyhawk, detailing how cost, time, and scope factored into his maintenance planning.

Under the scope, consider the point complexity. If someone is putting their plane down for an extended period of time, wouldn’t it make sense to maximize the maintenance and knock out multiple upgrades at one time? For example, if the engine is going out for overhaul, should one also do the propeller? 

Downtime is downtime. Why not combine evolutions? Cost factors into that, but with mandated limits set forth by the original equipment manufacturer (OEMs), it could make sense to just comply now rather than later. Time remains constant, and scope and cost increase, but that saves time later down the line.

There is a common misconception that negotiating an aircraft maintenance evolution is like an episode of Pawn Stars. It is not, or it is not supposed to be. 

Initial Quote

Years ago, I won a sudden-stoppage inspection bid because I was more than $3,000 higher than every other bidder.

When I took the call and gathered the information, I inquired about the serial number of the engine. When the caller recited the number, I learned it ended with an “E,” indicating roller tappet bodies, which are mandatory for Lycoming after a prop strike. I was the only one who mentioned that and, therefore, kept the customer from an expensive surprise during the inspection.

JD Kuti of Pinnacle Aircraft Engines takes a similar approach when quoting engine overhauls.

“We front load the quote as much as possible,” Kuti said. “I do not like to ask the customer for more money during a build, so we lay out the worst-case scenario during the initial discussion.”

According to Kuti, some key points include:

• A new camshaft and tappet bodies on every engine overhaul.
• Full OEM factory new to start. Once the engine is in house the team will explore parts manufacturer approval (PMA), designated engineering representative (DER), and used serviceable material (USM) options, and pass those savings along to the client.
• Supply chain constraints. Right now, manufacturing is struggling to keep up with surging demand. Have you seen the lead time for the factory-new cylinders?

A tougher conversation on the front end makes for smoother sailing later.

Closing the Deal

Once the parts arrive at the MRO, the fun is just beginning. It is inspection time.

To Kevin Allen of Aircraft Accessories International (AAI), this is the best part of repair quoting.

“At AAI we like to be upfront and transparent with the customer,” Allen said. “I will break down the different practices and try my best to educate the customer.”

According to AAI, the process of quoting landing gear overhaul work falls into one of two categories, standard work and above and beyond.

Standard Rate

For landing gear, AAI quotes standard rate inspection that includes all the necessary labor and parts to disassemble, clean, inspect, reassemble, and test.

Once the landing gear is inspected, there may be items that are considered “above and beyond” standard overhaul.

‘Above and Beyond’

Items that may be considered “above and beyond” standard overhaul include:

• Corroded parts such as piston tubes and trunnions;

• Bent, broken, or missing parts; 
• Parts that require replacement due to airworthiness directives or service bulletins. 

AAI’s price breakdown, according to the company, provides customers “price-saving options of being able to choose between DER repairs, PMA, or OEM parts.”

Keeping Everything Straight

Aircraft maintenance software company EBIS assists MROs in keeping their ducks in a row.

“Historically, we see MROs using some combination of spreadsheets, Word documents, and historical invoices to build a quote,” said Chris Heine, senior manager of customer and partner experience at EBIS. “For years, it’s been the fastest and simplest way they knew how to build a high-level quote and get it to the customer ASAP. You’re going to send out a quote that isn’t very accurate for the sake of speed. That doesn’t always lead to a great customer experience down the road.”

There is a better way, Heine said.

“MRO software and automation can help centralize data, run complex calculations in real time and quickly generate pre-formatted quotes,” he said. “For example, one can leverage software to build quotes for recurring events [i.e. annual inspections] with all the labor hour estimates, parts markup calculations and customer-specific billing rates in about 30 seconds.”

Jets MRO in Dallas shares the EBIS work order dashboards with its customers during the quote building process and throughout the entire maintenance event. Its lead technicians serve as both sales engineers and project managers, which allows them to inform customers about project status, actuals versus estimates, and any changes to the original quote.

The same automation that underpins streamlined quoting is also what solves most MRO challenges around generating invoices and collecting payments. 

The post Quoting MRO Work appeared first on FLYING Magazine.

“We understand that there are other quality maintenance providers in the market,” GoJet CEO Rick Leach said in a news release. “However, being one of the few Part 121 operators offering this service, and only one of two regional airlines, GoJet now has a unique opportunity.”

The company noted a “growing need for MRO services,” particularly for regional airlines as aircraft return to commercial service from storage programs. GoJet plans to leverage this growth by offering MRO services to regional carriers and others.

“Our offering of this new service not only highlights our dedication to the regional market but should also provide our prospective airline customers with an additional level of comfort and support,” Leach said.

GoJet’s MRO facility will offer specialized maintenance programs, interior and composite capabilities, and aircraft modifications. The company said it emphasizes “efficient turnaround times, quality workmanship, and personalized service.”

The airline said it is actively seeking clients and securing long-term maintenance contracts. GoJet operates a fleet of over 30 CRJ-550 aircraft on behalf of United Express.

Editor’s Note: This article first appeared on AirlineGeeks.com.

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Hong Kong-based Volar Air Mobility, a company developing a fossil fuel-free aerial ride hailing platform that will use electric short takeoff and landing (eSTOL) aircraft developed by a partner in China, is one of the latest to signal interest in the UAE.

The firm signed a memorandum of understanding (MOU) with Abu Dhabi-based Inovartic Investment, laying the groundwork for a partnership that would commercialize a family of zero-emission aircraft in the country.

Agreed upon in advance of the inaugural DriftX—an Abu Dhabi-based conference that last week showcased cutting-edge technology in air, land, and sea transportation—the collaboration will cover aircraft distribution, post-sale services such as maintenance, repair, and overhaul (MRO), crew training, and, potentially, manufacturing and assembly capabilities in the UAE.

“This partnership marks a significant step towards integrating sustainable technologies in aviation, which is crucial for environmental conservation and technological advancement,” said Henry Hooi, CEO of Volar. “This aligns with the goals as outlined in the ‘UAE’s Net Zero by 2050’ agenda.”

Volar seeks to commercialize aircraft that are safe to fly, affordable, and offer on-demand flexibility and zero carbon emissions: a set of criteria it dubs “SAFE.” Its goal is to enhance regional accessibility to private aviation in suburban areas, where environmental concerns and existing aircraft configurations can make traditional airline operations impractical.

Volar’s proprietary, aircraft-agnostic platform is designed to facilitate air taxi ride hailing, complete with booking, check-in, and flight status updates. The first aircraft to join its fleet will be the RX4E: a four-seat eSTOL design being developed by partners at Liaoning General Aviation Academy, which works with the Chinese state-owned aerospace and defense conglomerate Aviation Industry Corporation of China.

The RX4E is built for one pilot plus four passengers, with a maximum takeoff weight just under 2,650 pounds. It will have a range of about 186 sm (162 nm) and cruise speed of 124 mph (108 knots). Batteries can be swapped out in about 10 minutes, minimizing downtime.

Volar deliberately picked an eSTOL configuration over an eVTOL or a drone for several reasons, Hooi told FLYING at DriftX. For one, Hooi said, it offers greater range and endurance. In addition, the company claims on its website that the RX4E will be more affordable and offer greater time savings compared to “conventional” private aviation options. One of the biggest benefits, though, is ease of certification.

“We believe that, from a regulatory perspective, eSTOL will be quicker to be adopted,” Hooi told FLYING.

The RX4E first flew in 2019 and is in the type certification process with China’s Civil Aviation Authority (CAAC). Volar claims the design will be the first commercial four-seat electric aircraft with Part 23 certification, which it expects to obtain by year’s end.

Unlike the tiltrotor designs common in the eVTOL space, Volar’s eSTOL uses a fixed configuration. The company says this will allow it to leverage regulatory frameworks similar to those for existing fixed-wing models.

The design also lacks the unique infrastructure needs of eVTOL aircraft, such as vertiports. In fact, Volar could reduce infrastructure requirements for operators, owing to the eSTOL’s ability to operate from shorter runways. According to Hooi, the company is developing models that can land on land, snow, or water.

Use cases for the eSTOL overlap somewhat with those proposed for eVTOL designs: private aviation, interisland transport, eco-tourism, medical logistics and evacuation, and services in rural areas with limited road infrastructure, to name a few.

But unlike many eVTOL air taxi companies, Volar’s focus is on the developing world, where it believes zero-emission aircraft can derive regional sustainability, accessibility, and economic benefits from aviation.

The firm envisions operations primarily in regions considered part of the “Global South.” It will first launch in the Association of Southeast Asian Nations (ASEAN) countries, a bloc of 10 nations that the company finds attractive due to its rapid economic growth and proximity to mainland China. After that, it will expand into African and Middle Eastern countries, such as the UAE.

“We fundamentally believe that the UAE is a fantastic hub for the potential development of green aviation in the region,” said Hooi.

Hooi said, for example, that he was recently approached with a proposition from a regional government in Southeast Asia. One of the country’s tourism sites lies atop an active volcano, requiring a three-day hike to reach it. The site is visited by as many as 100,000 tourists annually, who often leave a trail of rubbish in their wake.

Volar proposed flying tourists to the top of the volcano using an electric seaplane. Hooi said this could reduce the amount of trash on the trails and attract additional tourists by opening access to people incapable of making the three-day trek. He also suggested that by reducing travel time to the summit, visitors might spend more money at local restaurants and bars, bringing more economic activity to countries that rely heavily on tourism.

“You and I are not going to make an iota of difference if we cannot engage the rest of our communities to participate in collectively working towards a green environment,” Hooi said.

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Working on airplanes is like the Wild West sometimes. You have the good, the bad, and the ugly. Here are the top five attributes that should indicate your mechanic or shop is operating in the green:

Certifications

In the 1989 movie Parenthood, Keanu Reeves’ character states you need a license to buy a dog, drive a car, and even catch a fish. Guess what else you need a license for? If you said work on an airplane, you would be wrong. 

You need a license to return an airplane to service. Are individuals certified airframe and powerplant (A&P) mechanics? If you are inquiring about a maintenance repair and overhaul (MRO), are they CFR Part 145 certified? 

Stick with certified mechanics and shops. Just because someone’s cousin has a sick Chevelle and could change your Mooney’s oil doesn’t mean you should let them.

Tools and Equipment

Tools and shop equipment are the mechanisms by which we aircraft mechanics ply our trade. Are the  tools calibrated? Like a surgeon’s scalpel, we rely on the precision of our measuring instruments, the integrity of the torque wrench, and the sweet sound of the one-quarter-inch SK ratchet clicking through its turn. 

Airplanes are notorious for tight turn radius, and the SK version was second to none. For top-notchers, it is all about performance, not the show.

Technical Publications

Just like a pop quiz, if an inspector casually inquires about the airspeed velocity of an unladen swallow, the proper thing to do is puff up one’s chest and spout the answer in a good voice, right?

Wrong.

I have mentioned my ex-partner from the engine shop and his propensity to drop some knowledge on anyone who crossed his path—especially the FAA. It finally got to the point where I coached my crew to answer, regardless of the question, with this phrase: “Whatever the latest revision of the manual states.” 

I once had a primary maintenance inspector (PMI) advise me to stamp any printed material “FOR REFERENCE ONLY” in big red letters. His rationale was that the manual could have changed while we walked from the office to the shop.

I know this seems a bit like overkill, but there is truth in the sacred texts. It amazes me the number of mechanics I encounter who call the parts dealer with no clue as to the part number of their line replaceable unit (LRU). Ensure the facility you use is up to date and has the content library for your make and model.

Safety

Have you ever tried to pull over and check under the hood at 9,000 feet? That’s tough to do. Of course, no one is perfect, and accidents happen, but at what severity and frequency? 

Do a little homework on the shop or mechanic you are considering. Have they been cited by the FAA for naughty behavior? Remember, it’s all fun and games until someone gets their name in the newspaper.

Culture

The previous points are fairly straightforward. Is the entity certified? With a little due diligence, one can ascertain if the tooling is in order, technical publications accessible, and everyone has a clean record. 

What you truly need to understand is the culture. Specifically, are the employees empowered to speak up if something is wrong? In the case of a sole proprietor, is he or she the type of person to come clean and be honest with you?

We had a standing rule at my 145 engine shop. If you drop a tool in an engine and you raise your hand in confession, nothing bad will happen to you. It might be a long weekend, and no one is going fishing on Saturday, but zero disciplinary action would come down on you. What would happen is called a safety stand-down, Everyone stops what they are doing, and we go after the tool/part/foreign object debris. 

Have you ever heard the phrase “trust your instincts?” Well, it applies in this case as well. The best piece of advice I will give you—and I cannot stress this enough—is to spend some time on-site. Visit the shop several times if you can. Go unannounced and see how the staff react. I once knew a shop where, upon first sight of a dark late model Ford, the employees would scatter to the wind—all of them. For the record, I do not recommend that shop to my clients.

You will notice I didn’t mention how long it has been in business. Experience matters, but only competent experience. There are some working in the industry that are doing it wrong and have been for years. Stick with the professionals. 

The post 5 Attributes of a Top-Notch Maintenance Provider appeared first on FLYING Magazine.

The manufacturer on Thursday announced it received Part 145 Repair Station certification from the FAA, opening the door for select maintenance, repair, and overhaul (MRO) services in the short term and expanded MRO operations down the line.

“This is a major vote of confidence from the FAA on Archer’s promise and potential for operating a full-scale urban air mobility [UAM] service in cities across the country,” said Adam Goldstein, founder and CEO of Archer. “As we continue to rapidly advance towards commercial operations, we will be working closely with the FAA and regulators around the world to ensure Archer’s aircraft are safe and ready to transform mobility, providing a sustainable, low noise, and cost-competitive alternative to decongest our biggest cities.”

Archer competitor Joby Aviation also announced Thursday that it received Part 145 certification. The latter believes it is the first to receive the approval, which if true means the rivals are the first two eVTOL manufacturers authorized to conduct MRO operations.

Midnight, Archer’s flagship, zero-emission aircraft, is designed for a pilot to fly up to four passengers (or 1,000 pounds of cargo) on 100 sm (87 nm) trips, cruising at 130 knots. The vision is for the air taxi to perform quick, back-to-back flights with little charge time in between. Archer claims the design will be safe, sustainable, low noise, and cost competitive with ground-based rideshare services, such as Uber or Lyft.

The manufacturer intends to fly the air taxi in 2025 in partnership with United Airlines, which is also an investor and customer. Routes will operate out of United hub airports in cities such as New York, Chicago, and Los Angeles. Unlike Joby, which is partnered with Delta Air Lines, Archer will not operate the aircraft itself.

Part 145 certification allows commercial operators and OEMs, such as Archer, to perform limited MRO services on critical components such as airframes. The approval is a vote of confidence from the FAA, signaling Archer’s commitment to safety and operational standards, including the transport of hazardous materials.

The company said its certification “guarantees” that maintenance and repairs are done by “authorized experts,” ensuring operations adhere to the FAA’s strict safety requirements.

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Joby on Thursday announced it received Part 145 Repair Station certification from the FAA, which will allow it to perform select maintenance, repair, and overhaul (MRO) services on its air taxi and conduct full MRO operations following type certification.

“Receiving our Part 145 certificate from the FAA is an important step towards developing the needed maintenance, repair, and overhaul services to support Joby’s commercial flight operations, as well as establishing career pipelines for people who want to become eVTOL aircraft technicians,” said Bonny Simi, president of operations at Joby.

Joby competitor Archer Aviation announced it obtained its own Part 145 certificate on the same day. The former claims to be the first company to receive the approval, which if true would mean both firms are among the initial recipients.

Joby is seeking type certification of its air taxi before its intended commercial launch in 2025 in partnership with Delta Air Lines. Unlike competitors such as Archer, it plans to operate the aircraft itself.

“This approval marks another foundational piece of Joby’s vertically integrated strategy, including aircraft development, manufacturing, charging systems, commercial flight operations, and now maintenance operations, as we prepare to bring our revolutionary eVTOL aircraft to market,” said Simi.

Joby’s zero-emission design is built to fly a pilot and up to four passengers on 100 sm (87 nm) trips at cruise speeds as fast as 200 mph (174 knots). The company says the aircraft will produce a “fraction” of the noise emitted by helicopters, claiming it will be barely audible amongst city soundscapes.

The manufacturer will begin by performing select airframe, radio, and instrument repairs on traditional aircraft. It also intends to offer paid on-the-job training to prospective technicians. In 2022, for example, Joby partnered with Aviation High School in Queens, New York, to develop local talent and introduce students to course materials on electric propulsion systems. The company says this will help prepare the initial cohort of eVTOL pilots.

Following these initial operations, Joby plans to expand its MRO services in the coming months and beyond. The services will be a crucial component of the company’s operational ecosystem, allowing it to keep its air taxis cruising (or hovering) for as long as possible.

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As a Part 135 operator since 2000, OnFlight has worked with Embraer aircraft since 2011 and focused on them exclusively since 2016. With the latest authorization, the company expands to include work as a Part 145 repair station dedicated entirely to Embraer aircraft. Operations are expected to begin during the first quarter of 2024 at KLUK.

• READ MORE: We Fly: Embraer Praetor 500

“We have chosen to intentionally focus exclusively on Embraer’s product line, based on extensive knowledge of these aircraft, Embraer’s state-of-the-art technology, and overall quality of design and manufacturing,” said David Crockett, OnFlight’s president. “This singular focus ensures a high level of expertise and efficiency versus other independent alternatives who offer generalized service on numerous aircraft types and models, each presenting complex customer support challenges.”

Adding authorized service centers to its network is part of Embraer’s strategy to strengthen its presence in the competitive markets for light, midsize, and super-midsize business jets. The company’s product line includes the Phenom 100EX, Phenom 300E, Praetor 500, and Praetor 600.

“We are very pleased to deepen our relationship with OnFlight,” said Frank Stevens, Embraer’s vice president of MRO Services. “This new approval will allow us to meet the high demand across the entire Executive Jets network. Expanding our capacity, capability, and footprint is an important step to continue to bring value to our customers.”

The post Embraer Chooses OnFlight as Authorized Service Center appeared first on FLYING Magazine.

The new location will include nearly 40,000 square feet of floor and office space. According to Dassault, the facility will be capable of accommodating up to five Falcon aircraft at a time as well as having enough room for its upcoming Falcon 10X business jet model. It will hold repair station certifications from the FAA, European Union Aviation Safety Agency (EASA), National Civil Aviation Agency of Brazil (ANAC), Argentina’s National Civil Aviation Administration, the Civil Aviation Authority of Bermuda, and Uruguay’s National Civil Aviation and Aviation Infrastructure Directorate.

• READ MORE: Dassault To Build Major Maintenance Facility in Florida

“Dassault Falcon Jet Catarina will be able to perform line maintenance up to ‘B’ level checks for Brazilian-registered Falcons in the Falcon 7X and Falcon 2000 family as well as a prepurchase evaluation (PPE) program for customers considering purchasing a pre-owned Falcon,” the company said. “PPE operations include a thorough physical evaluation of the aircraft, systems operational checks, and a detailed record search.”

Dassault noted that the Catarina MRO will be authorized for line maintenance and most major inspections on Falcon 50, 900, 2000, 7X, and 8X models. In addition, the site will offer line maintenance on CFE-738, Honeywell TFE731, and Pratt & Whitney Canada PW307A, PW307D, and PW308C engines. Other capabilities include a full service battery shop and nondestructive testing (NDT) procedures, including penetrant and eddy current testing. 

The facility is scheduled to open in early 2024.

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San Jose, California-based eVTOL manufacturer Archer Aviation on Monday announced its plan to initiate electric air taxi services across the United Arab Emirates, which is expected to be the company’s first international launch market. Partnering with the Abu Dhabi Investment Office (ADIO), Archer plans to launch nationwide in 2026.

The agreement was finalized during a signing ceremony this week, where ADIO and regional aviation leaders entered into a memorandum of understanding (MOU) to support Archer’s UAE launch. ADIO will provide incentives for the firm to build its first international headquarters and establish manufacturing capabilities in Abu Dhabi.

Archer is partially backed by Mubadala Capital, the asset management subsidiary of Abu Dhabi-based sovereign wealth fund Mubadala Investment Co.

“Archer plans to partner closely with ADIO and the [UAE’s] Department of Economic Development to bring manufacturing and operations for our air taxis to the region,” said Archer CEO Adam Goldstein. “Together, we are positioned to be a driving force in making all-electric air taxis a reality in the skies of the UAE and beyond in the coming years.”

The Details

The ADIO partnership calls for Archer to build an engineering “Center of Excellence,” which will focus on the development and implementation of advanced air mobility (AAM) technology to support the UAE’s growing AAM industry. The firm will work with Stellantis—with which it signed an exclusive manufacturing partnership in January—and local partners to support its construction, as well as that of its manufacturing plant.

“We are excited to be working with Archer to begin establishing a high-volume manufacturing facility for the Midnight aircraft in the United States over the last couple of years,” said Stellantis CEO Carlos Tavares. “We hope this first production site will be a blueprint for future Archer manufacturing facilities as it expands operations to serve new regions, starting with the Middle East, where we see extraordinary potential for urban air mobility.”

The facilities will be located within the UAE’s Smart and Autonomous Vehicle Industry (SAVI) cluster. Designed to speed the development of new vehicles across air, land, and sea, SAVI is backed by Sheikh Hamdan bin Mohamed bin Zayed Al Nahyan, the crown prince of Abu Dhabi and chairman of the city’s executive council. The urban hub launched last week and is centered in Masdar City, an urban community within the nation’s capital.

In a separate announcement, ADIO on Sunday revealed that Santa Cruz, California-based Joby Aviation—Archer’s main U.S. rival—will also participate in SAVI. Like Archer, it plans to establish a significant footprint in the region.

Archer also agreed to collaborate with local eVTOL manufacturers and maintenance and repair organization (MRO) providers to spearhead the country’s production and support SAVI’s expansion. In exchange, it will receive support from passenger helicopter operator Falcon Aviation, which agreed to operate its flagship Midnight air taxi across Abu Dhabi and Dubai.

It signed another MOU with Global Aerospace Logistics and the Advanced Military Maintenance, Repair and Overhaul Center (GAL-AMMROC) to add eVTOL MRO services to the region.

Next month, Archer will showcase Midnight in the Middle East for the first time at the Dubai Airshow. The following week, the eVTOL will make an appearance at the Conference on Aviation and Alternative Fuel (CAAF), hosted by ICAO and the UAE’s General Civil Aviation Authority (GCAA).

Archer in a press release said it is in discussions with “numerous other industry participants” and plans to announce more MOUs as Midnight tours the UAE.

“We are thrilled to work with Archer to host their first international operations in Abu Dhabi,” said Badr Al-Olama, acting director general of ADIO. “Bringing electric aviation to the UAE will help unlock congestion with zero emissions and, in turn, bring millions in foreign direct investment and thousands of jobs to the region over the next decade.”

Recently, GCAA leaders—including director general Saif Mohammed Al Suwaidi—visited Archer’s California headquarters to inspect Midnight and get an update on its FAA certification progress. Al Suwaidi said the regulator’s goal is to approve Midnight flights in the UAE as soon as the aircraft is type certified in the U.S.

The five-seat eVTOL, designed for four passengers and a pilot, features a pair of fixed wings and 12 propellers—a half dozen on each wing, with the front propellers tilting forward during cruise—powered by lithium-ion batteries. The propulsion system gives it a range of about 52 sm (45 nm) at a cruise speed of 130 knots.

Midnight is meant to replace hour to hour-and-a-half commutes by car with estimated 10- to 20-minute flights. Designed for rapid, back-to-back short hops with as little as 10 minutes of charge time in between, Archer claims it will be cost-competitive with rideshare services such as Uber and Lyft.

In the U.S., the company hopes to launch air taxi routes in 2025, beginning with Chicago and the New York City metro area, in partnership with United Airlines. United is one of Archer’s largest investors and has already paid the firm $10 million as part of a deal to purchase 100 Midnight aircraft.

AAM In the UAE

Archer’s planned entry into the UAE makes it the first U.S. eVTOL manufacturer to commit to operations in the country. But it probably won’t be the only player.

In December, GCAA and the Mohammed bin Rashid Aerospace Hub announced a partnership with vertiport firm VPorts to build a 9-acre AAM integrator center, which is expected to begin operating next year. The center will support flight testing and development of eVTOL designs and other emerging aircraft types.

The project received an initial investment of $40 million over three years, and construction is already underway. It’s expected to generate some $7 billion in revenue for Abu Dhabi and Dubai over the next 25 years. 

Also in December, UAE leaders published the country’s first national vertiport regulations. VPorts plans to build the first vertiport at Ras Al Khaimah International Airport (OMRK) north of Dubai.

More commitments were made in February at Dubai’s annual World Government Summit, where Sheikh Mohammed bin Rashid Al Maktoum (the city’s crown prince) approved plans to develop a nationwide network of vertiports. Working with the U.K.’s Skyports, the goal is to develop infrastructure in time for widespread eVTOL air taxi services in 2026.

The plan includes a vertiport at Dubai International Airport (OMDB), the concept for which was unveiled in April by Skyports and British architecture firm Foster + Partners. The design is backed by Al Maktoum.

A promotional video posted to X (formerly Twitter) following the announcement featured eVTOL air taxis made by Joby, Archer’s main U.S. competitor. A Joby spokesperson told the Associated Press the manufacturer is “actively exploring the possibility” of flying in the UAE, but did not commit to operations in the region.

However, with the news that Joby will join Archer as an early SAVI participant, the implication is that the company’s air taxi won’t just be used for marketing purposes.

“Autonomous flight has the potential to unlock important benefits for our customers over the long term,” said JoeBen Bevirt, founder and CEO of Joby. “We welcome the opportunity to participate in the SAVI cluster and look forward to collaborating with the team at ADIO as we work toward our mission of delivering fast, quiet, and convenient air taxi service in cities around the world.”

Another California-based eVTOL manufacturer, Odys Aviation, is building a headquarters in Abu Dhabi that will include a production facility. China’s EHang, which also plans to build a manufacturing plant in the capital, has conducted flight testing in the country since 2017. Last week, the firm earned the world’s first eVTOL type certificate from China’s aviation authority.

The UAE has also hosted test flights from Germany’s Volocopter, China’s XPeng, and Vermont-based Beta Technologies, which recently partnered with UPS to begin demonstrations.

In June 2022, Falcon Aviation and Embraer subsidiary Eve Air Mobility announced plans to launch eVTOL tourism flights in Dubai starting in 2026. The agreement included a letter of intent for Falcon to purchase 35 Eve air taxis, which will likely join Midnight as some of the first eVTOL designs to fly commercially in the Middle East.

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In development since 2018, the proposed 200-acre “drone park” now looks like a sure thing after Battle Creek Unlimited (BCU), the nonprofit business and economic development arm for the city of Battle Creek, received a $7 million allocation in the state’s 2024 budget. Now, the site at 97-year-old Battle Creek Executive Airport (KBTL) could serve as a hub for the emerging advanced air mobility (AAM) industry.

While billed as a drone park, MICH-AIR will host unmanned aerial systems (UAS) like drones as well as electric vertical takeoff and landing (eVTOL) aircraft. Marketed as a site for drone and urban air mobility (UAM) manufacturing, operations, maintenance and repair, and training, the facility should create plenty of opportunities for innovation—and economic growth.

“MICH-AIR will put Battle Creek and Michigan at the forefront of the advanced air mobility sector,” said Joe Sobieralski, BCU president and CEO. “This industry is rapidly expanding, and this project will have a transformative impact on our community. It will bring a new, high-tech industry to Battle Creek which will create hundreds of high-paying jobs.”

BCU will use the state’s money to upgrade the airport’s airspace surveillance system in anticipation of greater traffic. It previously had a bid for Build Back Better funding rejected, which would have greatly accelerated the project timeline. But the corporation has so far poured $3 million into preparing the site, acquiring land for a new entrance, developing engineering plans, and conducting an environmental analysis.

The facility is further expected to require a new multitenant hangar and training facility, upgraded utilities, and leveling and grading on the 200 acres of land set aside for the project.

Drone parks are not uncommon. Most are geared toward recreational flyers and research opportunities. MICH-AIR, though, is eyeing large companies seeking business opportunities, rather than drone hobbyists.

“At MICH-AIR, we will be targeting large aviation and defense manufacturers, which are developing next generation aircraft,” Sobieralski said. “These could be used for transportation, cargo delivery, border surveillance, spraying crops, or firefighting. There are all kinds of applications for both civilian and military use. Our goal is for MICH-AIR to be a leader in the emerging sector.”

It’s unclear whether BCU will turn MICH-AIR into an FAA UAS test site, an FAA-Recognized Identification Area, or some other agency-designated zone. But doing so could expand the kinds of activities permitted at the site, such as beyond visual line of sight (BVLOS) flights.

BCU did not immediately respond to FLYING’s request for comment.

Scoping Out the Site

The MICH-AIR project traces its roots back to 2018. That year, BCU earned a $150,000 Defense Industry Growth Area contract from the Michigan Defense Center to determine if KBTL would be an attractive location for drone companies looking to set up shop.

One of the state’s busiest airports, KBTL has a main runway measuring over 10,000 feet and a parcel of unused land that would be “ideal for drone operations,” per BCU. The airport serves as the headquarters for airplane manufacturer WACO Aerospace and a maintenance hub for business jet service provider Duncan Aviation.

Further, KBTL is home to Western Michigan University’s College of Aviation, which offers degree programs in aircraft maintenance and aircraft and airport operations. The Michigan Air National Guard’s 110th Wing, which has its own remote drone operation, also has a base at the airfield.

The airport is adjacent to Fort Custer Industrial Park, a BCU-owned, 3,000-acre facility hosting 90 companies and more than 30,000 employees.

Ringing in the New Guard

MICH-AIR promises to expand Michigan’s role within the AAM industry, with the hopes of developing a Silicon Valley-like hub for emerging aviation technology. The project is one in a series of initiatives embraced by the state.

To the north, the Michigan Department of Transportation is partnering with the Canadian province of Ontario on a feasibility study to explore the concept of a “commercial drone highway.” The project includes a 40-mile air mobility corridor that will enable activities, such as BVLOS flights, to explore potential applications such as just-in-time delivery or medical transport.

More recently, the state awarded a contract to autonomous delivery company MightyFly. The agreement calls for it to conduct a first-of-its-kind public demonstration in 2024, using its autonomous, fixed-wing eVTOL to deliver 100 pounds of cargo. The company has reportedly begun talks with potential business partners, with an eye on expanding into Michigan.

But another UAS firm has already ironed out an agreement. In March, drone delivery provider Zipline agreed to fly prescriptions to patients’ doorsteps for local healthcare provider Michigan Medicine. Expected to launch in 2024, the service could double the number of prescriptions the company fills each year.

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