Mahesh P.S.’s Post

Reliable Robotics automation continues to move aviation safety to the next level-

Great day for aviation safety with final congressional passage of a 5-year FAA reauthorization bill. Check out a new blog post from Reliable Robotics Corporation detailing how the legislation will advance the certification and operational approval of aviation safety-enhancing technologies.

Okay, so I'm super intrigued by "Guidance on the Safety Assurance of Autonomous Systems in Complex Environments (SACE)". As shown in the figure, which leverages the SAE ARP 4754 process, focuses on the "Aircraft Level Safety Assessment Process" for autonomous systems, but looks tailor built to work with the aviation safety assessment process. Looks like it is establishing the safety assessment artifacts and helps establish the necessary safety requirements that are flowed down to the "System Level Safety Assessment Process" and item level process. Glad to have your feedback on the use of the SACE process or thoughts on it being used to establish aircraft level safety assessment process artifacts and output safety requirements for the system level. Assessments at this level are incredibly important and needed for the novel autonomous systems. https://lnkd.in/eUKSNm8j

The Federal Aviation Administration published an Advisory Circular (AC) and EASA - European Union Aviation Safety Agency updated its special condition for VTOL aircraft to provide more comprehensive guidance on certifying advanced air mobility (AAM) aircraft. The FAA has previously published certification bases for Joby Aviation and Archer. The new AC contains broad guidance forming the foundation for establishing certification criteria for eVTOL vehicles. The AC is now open for public comment for 60 days. The airworthiness criteria apply to powered-lift aircraft with a maximum gross weight of 12,500 lbs or less and a passenger seating configuration of six or fewer, using battery-powered electric engines for propulsion. These standards amalgamate sections of FAA parts 23, 25, 27, 29, 31, 33, and 35 of 14 CFR applicable to the specific type design. Regarding noise, the FAA will assess each powered-lift application individually to determine if the existing part 36 requirements are appropriate. If not, specific noise requirements will be published in the Federal Register. EASA's updated Special Condition for VTOL-capable aircraft, known as the "Second Issue of the Special Condition for VTOL," reflects agreements with the FAA on performance requirements, including safe flight and landing, handling qualities, and single-point failures. Unlike the FAA’s AC, this update is not open for public consultation. Further revisions of the Special Condition are planned to implement more alignments between EASA and the FAA. Additionally, both agencies have revised Safety Emphasis Items (SEI) lists for parts 23, 27, and 29, reducing SEIs and increasing delegation to the certifying authority. These updates mark a significant step towards the safe and efficient certification of eVTOL aircraft, ensuring that both regulatory bodies are aligned in their efforts to advance AAM. Read the full article on our blog. #AvfoilNews #AdvancedAirMobility #eVTOL #FAA #EASA #JobyAviation #ArcherAviation #AviationRegulations #SustainableAviation #FutureOfFlight

Automation is not only about safety (this is a long discussion) but also about performance and fuel saving. Optimizing every phase of flight increase the range and engine/component life. Embraer made a step forward for the E2. https://lnkd.in/eaqnYU6e

The last chapter from The Universal Concept of Aircraft Control - But not my last post on the subject!

AutoFlight’s CarryAll secures type certification. 🏆🎉🙌 In a major recent milestone, AutoFlight's CarryAll aircraft, the cargo variant of Prosperity, obtained Type Certification (TC) from the Civil Aviation Administration of China (CAAC) on March 22, 2024. This marks the world’s first eVTOL aircraft above one ton to have been awarded type certification. Securing TC airworthiness certification is vital for ensuring the safety and market entry of the aircraft for commercial operations. The CarryAll, with a maximum take-off weight of 2 tons, operates autonomously and on electric power. Its compliance verification encompassed various aspects, including performance control, stability, lift/thrust system, structural strength/composite blades, battery system, avionics system, electrical system, and flight performance. The thorough review process involved manufacturing compliance inspections and the witnessing of 46 major compliance verification tests at the equipment level, system level and structural component level. Additionally, the CarryAll airworthiness certification prototype completed eight major compliance tests, including plateau performance, data link and ground station functions, involving 156 flights and exceeding a total flight distance of 10,000 kms. AutoFlight: Feel the Freedom 🎉🎉 #evtol #electricaircraft #aam #aviation #futuremobility #feelthefreedom

#whatsitwednesday - an Ultralight Aerial Vehicle Regulation of ultralight aircraft in the United States is covered by the Code of Federal Regulations, Title 14 (Federal Aviation Regulations), Part 103, or 14 CFR Part 103, which defines an "ultralight" as a vehicle that: - has only one seat - Is used only for recreational or sport flying - Does not have a U.S. or foreign airworthiness certificate - If unpowered, weighs less than 155 pounds - If powered: • Weighs less than 254 pounds (115 kg) empty weight, excluding floats and safety devices • Has a maximum fuel capacity of 5 U.S. gallons (19 L) • Does not exceed 55 knots (102 km/h; 63 mph) calibrated airspeed at full power in level flight • Has a power-off stall speed which does not exceed 24 knots (44 km/h; 28 mph) calibrated airspeed Can an ultralight aerial vehicle be a flying car? Unlikely given the extra weight required to make an ultralight roadworthy/streetlegal.

While visually and power-wise the Citation CJ3 and Citation CJ3+ have little to no differences, a new avionics package was the main upgrade.

While visually and power-wise the Citation CJ3 and Citation CJ3+ have little to no differences, a new avionics package was the main upgrade.