ashor elmargane’s Post

I recently noticed several news items in the domain of eVTOLs (electric vertical take-off and landing aircrafts). Indian company ePlane is targeting 2026 for the commercialization of its e200x eVTOL. Their government is pushing air taxis because of worsening traffic congestion. Eve Air Mobility obtained a $50 million loan from Citibank to accelerate its eVTOL aircraft development. In China, Xpeng Aeroht broke ground on the world’s first assembly line for flying cars, marking a major milestone to mass adoption. There are many reasons why eVTOLs are among the most underestimated innovations in the mobility sector. There’s media bias, reporting a lot about failures. Many people also seem overly focused on the drawbacks. The clichés are that eVTOLs are loud, have limited range, are much too expensive to produce, difficult to scale, not inclusive, potentially unsafe and it will be a challenge to integrate them in the existing traffic. Though some of these challenges are (temporarily) real, I also feel that people claiming this have a bad case of linear thinking. The tech behind eVTOLs is already very mature, and I believe that scaling them will have an important impact on mobility. eVTOLs are all about speed and comfort, which are very important characteristics in this day and age. They are also incredibly safe, because that is just how the aircraft industry is regulated. Much more than traditional automotive, in fact. Yes, they may still be expensive, but A. that’s peanuts compared to traditional aircrafts and helicopters and B. their cost will be sure to go down when scaled. Their limited range will expand with the latest developments in batteries. Also, they will co-exist with all other vehicles and will only be useful for the more limited trajectories in areas where ground mobility is a challenge. Last, but not least, they are also a LOT less noisy than helicopters. Business model wise, I see this evolve along a dual track approach. In the short term, this will develop like Elon Musk’s approach at Tesla: starting with limited premium luxury carriers for a more well-off audience to secure the funds needed to invest in growth. I do not see this evolve toward a mid-market after that, though, ownership-wise, but in the longer term there is potential for a shared business model. Like the Uber model, where people can order an eVTOL via an app. And in some cases where ground transportation is difficult, as some sort of public transportation, like a flying bus. People lack imagination when it comes to eVTOLs. They see limitations and challenges and don’t think in terms of potential. They also think linearly, comparing them to cars, which is of course very different. I do not see a future where everyone will own a “flying car”. But I see a future with an extremely diverse stack of mobile carriers, where each of them can be used for specific niche trajectories. The age of “one family, one car” is coming to end. This next phase will be about choices. 

BEHIND THE INNOVATIONS THE RISE AND FALL OF THE PIONEER In the dynamic landscape of eVTOL aircraft development, a curious trend has emerged – a multitude of recent eVTOL developers seem to be outright replicating the UBER eVTOL design. UBER has been a pioneer in the urban air mobility sector, unveiling its vision for eVTOL transportation early on. Being one of the first major companies to showcase its concept, UBER set a precedent that naturally attracted attention. Many newcomers see UBER as an industry leader and seek to emulate its success. The whole concept theory based on the statement that helicopters have too high operational costs and whilst , for obvious reasons , Uber was not able to compete with the legacy copter companies in engineering of more effective helicopter , Uber went the other , simplest possible engineering way - following to the EV hype , was decided to use simplest possible construction - multiple electric motors/props placing onto the glider construction , to use that as new capabilities bridge to enter aerospace/air taxi sector. The idea was sweet - to invent the new killer tech , to start production and to start the new air taxi business. However, despite the initial enthusiasm, UBER disembarked from the developing of its eVTOL fleet , shedding the shadow on the real challenges that impede its transition from the vision to the reality. That raises the question: WHY UBER LEFT IT ? Possible they finally got to know something about their concept dark side ? In most of cases aircraft concepts shows their sustainability or flaws after longer operations in the real conditions. If the UBER's concept will fail and its designs flaws will become visible , the whole pyramid of other developers based on such layout could collapse , initiating the biggest bubble blow in aerospace industry. As we are living in the mirror wonderland , where often the rules are based not on the real physics , but on financing bubbles engineering ,the ''short sellers dreams '' in that sector can come to true. JETCOPTER is conducting research on the wide variety of eVTOL layouts and comparing them vs each other. The goal is to to get '' the realistic , fresh side view ''. Is the UBER concept the real ''silver bullet'' , engineered as ideal air taxi , or construction does have critical flaws, not visible at the first sight. So far JETCOPTER found 8 critical flaws for UBER vise vtol construction , that will much reduce such kind eVTOLs performance . As indirect , but real prove of our research results could be consideration of fact that UBER finally abandoned its concept , very likely after deep research on it , leaving the successors to solve that flaws or to give up with them. (full version of this article to be published in second part of 2024. ) JETCOPTER is multiple US and EU programs for the next gen high speed VTOL (HS VTOL) design participator , the next generation rotorcraft HELICOPTER 2.0 concept developer.

WE SHALL SEE, more rubbish than facts and reality, who needs 140 different eVTOLs? -- Why the leading aerostructures suppliers are flocking to the new eVTOL industry After years spent developing countless renderings, concept experimentation and tests, the electric vertical takeoff and landing (eVTOL) aircraft industry appears poised to finally make its public debut.  But which country will be the first to launch an eVTOL into service remains to be seen. Will it be the Middle East, where Dubai, Abu Dhabi and Saudi Arabia have rolled out the red carpet for eVTOL developers? Or a mass event, such as the 2025 World Expo in Osaka, which boasts a dense advanced air mobility program?  There are a handful of eVTOL developers which are already ahead of the pack, at least when it comes to the stage of technological development. The likes of Joby Aviation, Archer Aviation, BETA Technologies, Lilium, Volocopter and Vertical Aerospace, are edging increasingly closer to certification and entry into service. In the case of Chinese firms such as EHang and AutoFlight, some limited forms of certification have already been granted.  What makes this race particularly interesting is that there does not seem to be a consensus among industry experts regarding the optimal airframe design for an eVTOL.  However, one thing is clear. If any of these aircraft are to fulfil expectations and make money for investors, it will need to be manufactured at scale. But here’s the problem: despite the pioneer energy that pervades this segment of the industry, making airplanes in 2024 is nothing like it was during the time of the Wright Brothers.  Meeting today’s stringent quality and safety requirements, while also delivering a product that is lightweight, reliable, and cost-effective, will require the adoption of manufacturing and supply management processes.  It’s one thing to build a couple of prototypes, but it is an entirely different matter to churn out aircraft by the thousands, as some developers envisage happening before the end of the decade. While startups and entrepreneurs have been the initial force behind the emergence of the eVTOL industry, the “traditional” aerospace industry, from the major OEMs to myriad other companies across the supply chain, has also started to take notice. And, interestingly, since one of the hypothetical primary use cases of eVTOLs is urban mobility, so has the automotive industry.    Some of its major players, such as Stellantis, Hyundai and Toyota, have become investors in or partners of leading advanced air mobility companies. These companies have much to bring to the table, particularly when it comes to managing complex supply chains and mass industrial processes.  **** However, there are still many lingering questions about the future course of the eVTOL industry. The first of these refers to the uncertainty about which eVTOL designs will emerge as winners, given the broad diversity of constructive choices. Read on!

Doroni's new fan-in-wing, cruise-capable, buy 'n' fly eVTOL After making its first manned eVTOL flight last June, Florida's Doroni Aerospace has announced its next model. The H1X rocks coaxial ducted fans and pusher props, and targets 120 mph (200 km/h) cruise speeds for up to 40 minutes. Interestingly, that's a little slower than the targets laid out in 2022 for the original Doroni H1. But the H1X is also a little lighter at 1,350 lb (612 kg), and capable of carrying the same 500 lb (200 kg) of payload between the pilot and passenger seats and whatever luggage you're carrying. As with the H1, the new design uses coaxial fans positioned in ducts along the wings. This time, the fans are out wider, which makes sense for control authority in VTOL operations, and it also appears to give the H1X a little extra wing surface, particularly at the rear. Ducted fans, as opposed to the open props on the Air One, for example, should be better for noise suppression and less likely to give bystanders an unscheduled rapid haircut. On the other hand, as we learned looking at the remarkable wing-splitting Horizon Cavorite X5 design, they do present their own challenges, particularly once you're moving at speed. In cruise flight, you're more or less asking the airflow over these ducts to make a 90-degree turn, and if it can't bend quickly enough, you can starve the forward halves of the fan discs of air. We asked how Doroni plans to deal with this issue, or whether it expects wing lift to be enough compensation here. "We are not concerned with the airflow over the ducts at higher aircraft velocities," the team tells us. "The fans speed are slowing down as the vehicle’s forward velocity speeds up and the air will start to flow right over the in wing fans. There has been old wind tunnel testing from the 60s that shows this." As for cruise, there's a chunky-looking set of pusher fans hanging below the rear wing, and while the X shape of the landing gear and rear wing look pretty wide, the H1X is absolutely designed to be stored in a regular-sized garage. It'll work with EV quick chargers if you've got one, allowing a full charge in 25 minutes at maximum rate. Controls-wise it's largely automated, with a single joystick and a screen, accessible from either seat. There's push-button takeoff and landing, anti-collision sensors, and a ballistic chute if this go really pear-shaped. We expect Doroni is planning to sell it as a Light Sport Aircraft, which will require pilots do just 20 hours of training. Doroni says the H1X will undertake full-scale prototype flight testing by the end of the year. The aircraft will start rolling out in 2025 if all goes to plan, with mass manufacture slated for 2026. The current estimated cost is US$3-400,000.   A single joystick and screen allow you to fly the H1X from either seat

🚀✨ Did you know? UK's Vertical Aerospace just launched the VX4 eVTOL prototype, boasting speeds of 150 mph & a range of 100 miles! 🌐🛫 #Innovation #Aviation 🔍 The VX4 is a game-changer in urban mobility. This eVTOL (electric vertical takeoff and landing vehicle) is set to revolutionize the way we travel in congested cities, combining speed with eco-friendly tech. Its capabilities exceed prior models, promising a new era of efficient and sustainable transportation! 🌍📊 Why it matters? The VX5 offers a glimpse into future city travel: faster, cleaner, and quieter. 💡 Imagine a morning commute free from traffic jams! What industry do you think will be impacted next by eVTOL technology? 🔄➕ Your thoughts? Could eVTOLs be the future of urban transit? Thumbs up or down? Share below! #FutureOfTravel #TechTrends #SustainableTransport 📢📝 Want more updates? Follow for the latest in aerospace innovations! #VerticalAerospace #eVTOL

Some might say, “better late than never,” as Airbus puts a marker down on the eVTOL industry this week after presenting — with great fanfare at its new test centre in the town of Donauwörth, Germany — a prototype of its electric CityAirbus NextGen. And to add spice to proceedings a proviso: a promise of a maiden flight later this year. The two-tonne class CityAirbus has “a lift and cruise” concept; a wing span of close to 12 metres; a flight range of 80 km; and a cruise speed of 120 km/h making it well-suited for a variety of operations in major cities and suburbs. The 10,700-sq. ft Donauwörth Centre is part of Airbus’ ongoing and long-term investment in Advanced Air Mobility (AAM), which will now be used for the remaining trials required before the prototype’s maiden flight. These tests cover the electric motors with their eight rotors as well as the aircraft’s other systems such as flight controls and avionics. Balkiz Sarihan, Head of Urban Air Mobility at Airbus, commented, “Rolling out CityAirbus NextGen for the very first time is an important and real step that we are taking towards Advanced Air Mobility and our future product and market.” The release states, “At the same time, Airbus is expanding its global network and partnerships to create a unique ecosystem that will foster a successful and viable AAM market. Airbus recently signed a partnership agreement with LCI, a leading aviation company, to focus on the development of partnership scenarios and business models in three core AAM areas: strategy, commercialisation and financing.” So, what has been the initial reaction? While the media has an array of new photos as well as a three minute video to splash the internet, an immediate reaction on YouTube to the prototype, for example, has not been favourable. Solid1378 writes, “Why are the wings & fuselage so huge, compared to other drone taxis?” Georgecerda6727 follows this up, “It looks so bad. Seems like it only fits one person and has a footprint the size of a larger plane. Why not just make a helicopter at this point?” TheMojojara even pooh-poohs the video, “Those 3 minutes felt so long and boring…” Only Yannlecadet485 gives it the thumbs up. While the initial trial phase will be remotely piloted, Airbus has been clear from the outset that its plan is to enter the eVTOL market with a piloted product. This flight test campaign will take place in parallel with the development of technologies to be incorporated into the aircraft, such as the Millennium Single Stick Control and Vertex Autonomy System. Airbus is also working to develop a broader AAM ecosystem in different global regions, by signing a number of collaborations. Apart from LCI, these include agreements with Chilean operator Ecocopter S.A.; Saudi Arabia’s The Helicopter Company; and Japanese operator Hiratagakuen. Airbus has also partnered with the Stiftelsen Norsk Luftambulanse to explore the use of CityAirbus NextGen for emergency medical services. #avfoilnews

We are thrilled to be featured in Future Transport-News for our article on eVTOL.🙌 Did you know, as of Sep 2024, the eVTOL industry has seen investments worth over 7 billion USD and has a collective tentative order pipeline of ~20,000 aircraft? Though still in the pre-commercialisation stage, the industry is being conferred upon with high positive sentiments from investors and potential buyers alike. Based on the certification progress and the commercialisation targets, OEMs like Ehang, Joby Aviation, Archer Aviation, and Volocopter can be expected to start their services by the end of 2025 In major cities in Europe, 80% of the population has a positive outlook for eVTOLs and 70% are interested in trying out any one of the potential services to be offered by eVTOLs. With a positive outlook throughout, combined with high volumes of pre-orders, the market for eVTOL OEMs is expected to exceed 7 billion USD by 2030. We talk more about on this in our article 'Before and Beyond the Commercial Debut of eVTOLs': https://lnkd.in/dC_wtYyP Key Players:  Eve Holdings | Joby Aviation | Lilium GmbH | Volocopter | Vertical Aerospace | Wisk | Airbus | BETA TECHNOLOGIES | Pipistrel Aircraft #eVTOL #uam #airmobilty #airtaxi #flyingcar #advancedairmobility #StratviewResearch

XPeng AeroHT has announced that construction of the Guangzhou Huangpu factory will begin by the end of September, with the aim of achieving an annual production capacity of over 10,000 units. The company's ultimate goal is to surpass the total global deliveries of eVTOLs. Xpeng AeroHT also discussed its "Three-Step" product strategy: Step 1: Launch the "Land Carrier" flying car, designed for specific flight experiences and public services, to drive the development of the low-altitude flight industry and validate its commercial viability. Step 2: Develop a high-speed, long-range eVTOL to address air traffic challenges and advance urban 3D transportation. Step 3: Create an integrated land-air flying car for seamless door-to-door and point-to-point urban transportation Meanwhile, an eVTOL powered by CATL batteries is expected to make its maiden flight by the end of the year. Last year, CATL batteries were used in the successful test flight of a 4-ton civil electric aircraft. The announcement was made during the 2024 World Power Battery Conference (Sept 1-2) in in Yibin, Sichuan. During the event, CATL showcased its new battery series, including the "Shenxing Plus," "Tianxing," and "Qilin" models. The "Shenxing Plus" includes 1000-kilometer range and 4C ultra-fast charging capabilities, allowing for 600 kilometers of range with just 10 minutes of charging, even in -20°C conditions. CATL also announced plans to build 10,000 battery swap stations, with a target of 3,000 by 2027. This is the first time CATL has disclosed specific targets for this initiative. During the conference, Aerofugia in collaboration with Zeekr, a luxury technology brand under Geely Holding Group, showcased their integrated “low-altitude + ground” ecosystem. The joint presentation marked the beginning of their partnership, aiming to accelerate the development of integrated green transportation solutions. Plus, news from AVIC (AC332 Helicopter + Kunlong AG600), Changning County, EHang, and Suzhou. See: https://lnkd.in/gtaMvCCY

We often hear predictions that the first eVTOLs will start flying within two years. However, looking at the current state of our cities, it seems we are not yet ready for this urban mobility revolution. Although major cities like Rome and Milan (for example) have already planned the construction of vertiports, but a crucial piece of the puzzle is missing. eVTOLs are designed to connect small towns, making it essential to have vertiports not only in metropolises but also in small urban centers. It is useless to build vertiports in major urban centers if, within a 150 km radius, there are no other structures to connect smaller and less serviced cities. The difficulty of integrating new structures that have a certain impact within inhabited areas, especially in Italy, is well known. This is why I believe we should start planning and providing the necessary infrastructure to accommodate these means of transportation mainly in small urban centers. Only in this way can we ensure a truly effective and interconnected air mobility network. Let's start building the future of urban mobility today, starting from the ground up. #eVTOL #Vertiport #UrbanMobility #Innovation #Sustainability #UrbanPlanning #FutureOfTransportation

#advancedairmobility #realitycheck : If, by some bureaucratic miracle, the Archer or Joby is type certified in 2025, they still have to demonstrate that their aircraft can offer the same level of service as current leading urban airshuttles and airtaxis, the Airbus H125, Bell 407 and 505, and Robinson R66, by being able to do 3 typical airport city centre fully laden one way flights per peak hour for 3 peak hours with just top-up charging at a similar cost per seat mile, something no eVTOL developer has demonstrated yet. https://lnkd.in/dt6xGhvU