Industry Stakeholders Take On the FAA

Now for this week's top story:

What happened? The FAA poked the bear. Since the agency reversed course to certify electric vertical takeoff and landing (eVTOL) aircraft in the powered-lift category, it’s been tasked with developing guidelines for training and certifying the pilots who will fly them. But its plan—proposed in June—did not go over well with the industry.

Too many hours: While the FAA proposed applicants should obtain a powered-lift category rating before pursuing a type rating, the General Aviation Manufacturers Association (GAMA) and seven other groups said training should credit existing airplane and helicopter certificates. That would eliminate some hours-based requirements, which they argue are too extensive.

The industry also requested the FAA ax the requirement for eVTOL manufacturers to build and maintain a dual-control model for pilot training. Instead, they insisted on awarding more credit to training done in simulators and expanding the simulator models acceptable for instruction.

Let eVTOLs be eVTOLs: Another of the industry’s qualms centered on eVTOL operational rules, which the FAA prescribes to be similar to airplane rules. But stakeholders countered that the aircraft—many of which can take off, land, and maneuver like helicopters—don’t fit neatly into the regulations for any one aircraft type.

Instead, they suggested applying airplane and helicopter rules to eVTOL operations as appropriate. For example, they should be subject to helicopter minimum visibility requirements but be treated as airplanes when flying over water. In other words: let eVTOLs be eVTOLs.

Quick quote: “These barriers are a direct consequence of FAA reversals on this rulemaking and the content of the proposed SFAR,” GAMA said.

My take: There are many, many further criticisms in the industry’s letter that I simply didn’t have space to fit here. Suffice it to say, though, that stakeholders have a very different vision for powered-lift pilot training and certification than the FAA’s.

In essence, the groups feel the proposed requirements are too strict and will impede the pathway for an initial cohort of eVTOL pilots and instructors to emerge. They also worry about the impacts on manufacturers, whom they argue would take on too great a financial and material burden under the FAA’s plan.

This level of political coordination isn’t exactly uncommon in general aviation. But whenever it happens, you should expect results. Several of these groups (GAMA in particular) have immense political clout on Capitol Hill, and their recommendations may very well end up shaping the bulk of the final rule.

Deep dive: GAMA and Other Industry Groups Cast Shade on FAA Powered-Lift Pilot Proposal

What happened? China’s DJI, which dominates somewhere between 50 and 70 percent of the global consumer drone market, just launched its first delivery drone, FlyCart 30. Named for its 30 kilogram (66 pound) payload, the new design has some impressive features.

The specs: FlyCart 30 is a four-axis, eight-propeller multirotor design powered by a pair of batteries, capable of flying 10 miles at close to 45 mph with a full load. It won’t be hampered by inclement weather—the drone can fly in dust or moderate rain, as well as at high altitudes. It also uses an intelligent “anti-sway” system to maintain level flight in wind.

Another neat feature is the dual-control mechanism, which allows multiple pilots in different locations to control FlyCart 30 at various points along the mission. It also offers two delivery mechanisms: a standard cargo box or a winch and crane configuration that lowers items from the sky.

Deep dive: DJI Already Dominates Consumer Drones; Now It's Getting into Delivery

What happened? Gary Gysin, who helmed Boeing-owned Wisk from its founding in 2019 until his resignation in February, joined a company that’s already flying eVTOL aircraft. The firm, Airspeeder, currently hosts remotely piloted flying car races and is looking to begin piloted races in 2024.

A new form of competitive racing: Wisk’s self-flying Gen 6 isn’t expected to fly commercially for at least another five years, but Airspeeder’s Mk3 eVTOL is already doing laps on digitally generated tracks in the sky. The company is now developing the Mk4, a crewed variant expected to be ready for the first piloted Airspeeder races in 2024.

Last year, the firm hosted the EXA Series, a precursor to next year’s event that allowed pilots to safely familiarize themselves with the technology. Pilot commands are sent as inputs to a robot “aviator,” which mimics their movements as they navigate augmented reality obstacles. Airspeeder is backed by a pair of venture capital firms and global logistics titan DHL.

Deep Dive: Former Wisk CEO Joins Flying Car Racing Company Airspeeder

Who needs a pilot certificate? Not you, apparently, if you plan to fly Rotor X Aircraft’s Dragon eVTOL.

Dragon just completed its final unmanned flight tests and could be available as soon as next spring. It’s a one-seat, build-it-yourself eVTOL design that’s light enough to qualify as a Part 103 ultralight aircraft—meaning no pilot certificate is required to fly it. Rotor X claims it can be assembled over a weekend, but we’re a little skeptical.

Limiting Dragon are its speed and range: it maxes out at 63 mph (54 knots) and can stay airborne for just 20 minutes. It’s also expected to cost around $90,000 to $100,000 at purchase, more expensive than other ultralight aircraft.

It will be interesting to see if the FAA has anything to say about all this. So far, the agency has struggled to chart the path for eVTOL pilot training and certification given the novelty of the technology. Chances are the agency won’t want a bunch of inexperienced pilots flying these unfamiliar designs.

Deep Dive: One-Seat eVTOL Needs No Certificate to Fly—and It's Ready for Piloted Tests

The biggest regulatory news this week was without a doubt GAMA and other groups’ resistance to the FAA’s powered-lift pilot proposal. But since I broke down that situation above, in last week's newsletter, and in a story for FLYING Digital, I’ll give you all (and myself) a break here.

At the same time, other groups—such as the Association for Unmanned Vehicle Systems International (AUVSI) and Studio City for Quiet Skies, a Los Angeles-based coalition—have pushed back on the FAA’s broader advanced air mobility (AAM) initiatives, including the Innovate28 plan for AAM integration at scale by 2028.

Other than that, there wasn’t too much action this week. But if you haven’t already read my story on the topic, consider this your first reminder: The FAA’s Remote ID rule for drones takes full effect September 16, and all operators will need to ensure their drones are equipped with the proper technology in order to continue flying.

Each week, I’ll be running through a list of upcoming industry events. Here are a few conferences to keep an eye on:

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