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Several folk on LinkedIn have recently used the data in the recently-published FAA report DOT/FAA/TC-24/42 “eVTOL Downwash and Outwash Surveys” to suggest that the effect of eVTOL aircraft on their surroundings could be as damaging as that shown in the video below - showing the mayhem caused on the ground by a low-flying V-22 Osprey. While the velocities quoted in the FAA report are indeed distressing (albeit in line with the predictions contained in the UK CAA’s CAP 2576 published in 2023), the comparison with V-22 velocities must be approached with considerable care so as not to overstate the risks that might be posed by the downwash and outwash that is likely to be produced by eVTOL aircraft. In the comments below, I try to present the salient facts in some sort of logical fashion. We need to be very careful that we are comparing like with like in order to end up with a fair assessment of the relative risks.

The new regulation addresses gaps in the previous framework, which did not fully accommodate all eVTOL aircraft types.   European Commission #AAMME #AdvancedAirMobility #UrbanAirMobility #eVTOL #regulations #Europe https://ow.ly/YY2U50UOkU3

While premium niche eVTOLs are driving aviation battery development, the real value of such developments will be general aviation fixedwing eAircraft. https://lnkd.in/gpEUbaaF

In 2019, people were excited about flying taxis. Nevertheless, acquainted with the magnitude of airworthiness and type certification efforts for new aircraft, I was skeptical about the speculated “getting into service” timelines.  The eVTOL aircraft required some novel critical components such as motors, electric speed controllers, and batteries to be certified separately before the aircraft was certified. The platform certification (i.e. type certification), was a different story mainly due to non-existing requirements. Furthermore, infrastructure elements such as air traffic management and vertiports were to be added to the equation, before the eVTOL air taxis do get into service. I realized that, especially the operational difficulties can be minimized by employing eVTOLs to transport express and less than truckload B2B cargo over the middle-mile. So, I started working in April 2019 and came up with a solution in September. In early 2020 the idea evolved into a “system concept” and two years and many iterations later, the PD250 converged into the version we have today.

TE Connectivity is applying its expertise to help electric aircraft developers cope with ever-increasing high-voltage direct current loads. Read this article in Aviation International News to see how we are making this happen. #PASwithTE #ParisAirShow #aviation

Advanced Air Mobility (AAM) does not only stand for electric vertical take-off and landing (eVTOL). Classic aircraft that take off and land conventionally are now also being equipped with an electric drive. The technical term for this is eCTOL (electric Conventional Take-Off and Landing). In our AAM Index (https://lnkd.in/dTCN2uwi), we have now added the German eCTOL start-up Vaeridion, which primarily aims to improve transportation between regions. To this end, Vearidion is developing a 9-seater commercial aircraft with a range of 500 km. As an alternative to the eVTOL, the US start-up Electra is designing an eSTOL (electric Short Take-Off and Landing). This refers to aircraft that only need a very short runway (less than 100 meters) to take off. With this concept, Electra aims to combine the advantages of an eVTOL - high agility during take-off and landing - with the plus points of an eCTOL - greater range than an eVTOL. Similar to the automobile, aircraft can be electrified with a purely battery-electric or hybrid powertrain. Vaeridion is focusing on a battery-electric drive, while Electra is developing a hybrid drive.

Look, I get it - this definitely looks interesting, flashy, and will probably only get more popular. However… 🚨 I am not ready (yet) to jump on the "general public EVTOL" hype train. Why? Because the conversations always focus on how fancy and easy to use these EVTOL aircraft are, but never address the list of questions I and many others keep asking manufacturers, like: 🔸Why is a low chance of a safe emergency landing after a critical power failure considered acceptable? 🔸 What steps are they taking to ensure that their aircraft are safe for mass use, without introducing excessive risk due to pilot error, system failure, or misuse? 🔸 What testing has been done to guarantee the reliability of the battery and propulsion systems, especially in cold and wet conditions, or during long-term use? 🔸How will they ensure that their aircraft undergo regular maintenance, and how do they plan to regulate the repair industry to guarantee safety levels? 🔸 What liability or insurance policies are in place for accidents or malfunctions involving their aircraft, especially in highly populated areas? 🔸 How will they collaborate with regulators to develop a standardised global framework for EVTOL aircraft, to ensure consistent safety and operational guidelines? Until questions like these get crystal clear answers, it’s hard to really believe in this new industry trend. Do you disagree, and if so - why? I would love to hear your perspective on this! Join the discussion @ Pilots Who Ask Why: https://lnkd.in/eXEcTkQq Janine Lythe #PilotsWhoAskWhy #FlightSafety #VTOL 🎦 Supercarblondie

Have you wondered why the #aerospace Industry has exacting standards? Well the answer is that these standards whether they relate to design, maintenance, training, operation etc, all contribute an impeccable safety record. GLOBALLY less than 1 person dies daily. So its not surprising that the Certification process for the aircraft, crew, operator, and maintenance organisations is costly and time consuming activity. Compare the above with More than 3200 deaths PER DAY GLOBALLY on the roads! Obviously there are many factors in the deaths, from faulty vehicles, training, operation, road and weather conditions etc. So please STOP comparing CARS with AEROPLANES. (esp eVTOL) The cost per hour of operating a 100K car and a 4 Million Aeroplane, assuming the CAR has a life of 10 years, and the Aeroplane 20 years, and assume that each is used 8 hours a day 365 days of the year just on the depreciation is $3.42 per hour, whereas for the eVTOL it will be $68.49 per hour. Let us be Generous and say the eVTOL could be used 24/7 for 20 years depreciation alone comes to $28.83. The REFLECTIVE LAW in algebra states that x=x, but somehow through the use of REFLECWISH Law, eVTOL Cost = UBER. Cost. There is NO point in the comparison. The cost will be what it will be. If there are people who want to pay for the service, and there are service providers who can meet the demand, then I have no Problem. But to make it out as its the #AAM #UAM and for the masses, just does not cut the mustard. Flying sadly is not for the masses, it has been and will continue to be a mode of transport for the affluent. And that is the reality. I want to make it clear, that I support the 'electrification' of aeroplanes 100%, support the eVTOL technology (many uses cases) and some brilliant ones, medical supply etc... but projecting the eVTOL as mode of transportation comparable to say the EV's just is not correct. #aerospace #engineering #safety #deaths #faircomparison

AVIC aims to develop a 3-ton tiltrotor eVTOL aircraft for applications in urban air mobility, cargo logistics, and medical rescue. Plus, a look at their other eVTOL.