The company on Tuesday announced a partnership with California-based vertiport developer and operator Skyway Technologies to install eVTOL hubs in South Florida and Puerto Rico. The partners plan to release more information on locations and routes in those markets in the coming months, with plans to launch service in 2026.

“Our partnership with UrbanLink is advancing the industry towards launching operations in the United States,” said Clifford Cruz, CEO of Skyway.

Similar to a heliport, a vertiport allows an eVTOL aircraft to take off and land vertically, with additional infrastructure for electric charging. In addition to design and operation, Skyway provides vertiport services such as air traffic management and mission planning.

The partnership is UrbanLink’s second in as many months following an agreement with Texas-based Ferrovial Vertiports to build a network of hubs in South Florida and the Los Angeles metro area.

Both collaborations are intended to set the stage for Lilium Jet operations across networks linking the takeoff and landing locations. The sites are also meant to serve “the broader [advanced air mobility (AAM)] industry,” UrbanLink says.

“In order to finance and build the vertiports needed to support the AAM industry, it is crucial to have multiple partners,” said Ed Wegel, who founded UrbanLink earlier this year and serves as chairman. “We are impressed with Skyway’s understanding of our business and their commitment to delivering well-designed, safe, and efficient vertiports in the U.S. and Caribbean.”

The operator is eyeing a 2026 U.S. commercial launch, which is in line with Lilium’s projections for when its flagship Lilium Jet will be ready for service.

The manufacturer is so far the only company to receive certification bases from both the FAA and European Union Aviation Safety Agency (EASA) for a commercial eVTOL design. It intends to fly on both sides of the Atlantic, as well as in the Middle East.

The Lilium Jet is expected to cruise at 162 knots on city-to-city trips spanning 25 to 125 sm (22 to 109 nm). It uses a propulsion system seldom seen on eVTOL designs, with a pair of electric motors feeding 10 independent battery packs that power 36 electric ducted fans embedded in the aircraft’s fixed wings. These allow it to hover and take off vertically like a helicopter, with minimal noise production or impact on cruise performance, Lilium says.

By contrast, manufacturers such as Archer Aviation and Joby Aviation employ tilting rotors and propellers that aid in both vertical and forward flight.

The unique propulsion system underwent initial testing in June ahead of the Lilium Jet’s first crewed flight, expected later this year. The manufacturer began building its first production prototype aircraft, which will be used to validate the design with regulators, in December.

Since partnering in May, Lilium and UrbanLink have moved quickly to target eVTOL jet operations in South Florida—which is poised to be Lilium’s U.S. base of operations—Los Angeles, Southern California, and Puerto Rico. Announcements for additional locations are on the horizon, they said Tuesday.

Like this story? We think you’ll also like the Future of FLYING newsletter sent every Thursday afternoon. Sign up now.

The post Lilium Partner UrbanLink Targets eVTOL Jet Service in Caribbean appeared first on FLYING Magazine.

According to an arrest affidavit, Lake County Sheriff’s Office deputies arrived at Clermont’s Walmart store Wednesday in response to a drone being shot while flying on delivery.

Representatives from DroneUp, a new drone delivery service partnered with Walmart, told deputies they had a two-man crew in a nearby neighborhood promoting their company by doing mock deliveries. The crew was at the delivery point outside Dennis Winn’s residence in a cul-de-sac.

After the drone arrived and began its descent, one of the DroneUp employees told authorities a man, later identified as Winn, pointed a handgun at the drone. After hearing a gunshot, the crew ran to the van and drove back to Walmart. The damaged drone also returned to the store.

The crew spotted a bullet hole in the drone’s payload system and estimated the damage at $2,500. Deputies noted metal shavings consistent with bullet fragmentation. The complainant from DroneUp told deputies the drone will be inoperable for some time.

Questioned by a deputy at his home, Winn said the drone had flown over his house, so he shot at it with his 9 mm handgun. Winn told the deputy he had past experience with drones flying over his house and believed they were surveilling him.

The deputy said Winn reacted with disbelief when he was told he had shot a Walmart drone.

The deputy told Winn the damages amount to $10,000, which he had been advised were the damages at the time. Winn told the deputy that if he had to pay $10,000, then he wanted the drone as his personal property.

The deputy told Winn the round he shot had gone over several other residences, and he acknowledged his actions were reckless. The deputy notes in the affidavit that when officers arrived on the scene, a small child was playing in the cul-de-sac near Winn’s residence.

Winn was taken to Lake County Jail and charged with shooting or throwing deadly missiles into dwellings, vessels or vehicles, criminal mischief of $1,000 or more in damage, and discharging a firearm in public or on residential property. Firing at an aircraft is a felony in Florida. Winn was released on $13,500 bond on Thursday.

According to Florida law, drones cannot be operated over or close to “critical infrastructure facilities” but can fly over residential neighborhoods.

That said, the state does not limit the authority of local governments to enact and enforce ordinances relating to nuisances, voyeurism, harassment, reckless endangerment, property damage or other illegal acts arising from the use of drones.

The representative from DroneUp told Lake County deputies that DroneUp is a drone delivery service defined by Florida statute and is governed by Title 14 of the Code of Federal Regulations concerning aeronautics and space.

A spokesperson from Walmart Inc. told FreightWaves the company was aware of the incident and referred questions to Lake County law enforcement. DroneUp did not immediately respond to FreightWaves’ request for comment. Winn also could not be reached for comment.

Author CALEB REVILL is a journalist, writer and lifelong learner working as a junior writer for Firecrown. When he isn’t tackling breaking news, Caleb is on the lookout for fascinating feature stories. Every person has a story to tell, and Caleb wants to help share them. He can be contacted by email anytime at Caleb.Revill@firecrown.com.

Editor’s Note: This article first appeared on FreightWaves.

The post Florida Man Arrested on Charges of Shooting Walmart Delivery Drone appeared first on FLYING Magazine.

I ask my private pilot candidates this when the weather is unstable or marginal VFR and falling. If they determine the weather does not support the mission, they need to explain why they came to that decision.

Developing personal minimums and learning to make the go/no-go decision is an essential part of their training. Developing that skill set can be tough to do when you are being pressured by a CFI intent on accumulating hours or a flight school with a policy that seemingly requires flight operations that would be below personal minimums for many pilots.

For example, a recent weather cancellation policy memo from L3Harris Flight Academy, based at Orlando Sanford International Airport (KSFB) in Florida, started burning up the blogosphere, as it dictates that the weather must be below certain criteria before a flight can be canceled or penalties would be levied.

The cross-country flight minimum of visibility of 3 sm and the ceiling of 2,000 feet stated in the memo is generating the most discussion, due in part to the definition of Marginal VFR as ceiling 1,000 to 3,000 feet and/or visibility 3 to 5 miles inclusive. The minima in the memo puts the aircraft in MVFR and well below the minimum altitude for 91.159 VFR cruising altitudes. The chance of a collision with other aircraft and obstacles down low increases because it puts the cross-country pilot down among those doing maneuvers. 

There are L3Harris minima published for the cancellation of IFR flights as well. If the weather is equal to the lowest approach minimums at KSFB (there are three ILS approaches, so the aircraft can use those minimums that would take the aircraft down to 200 feet above ground) the flight is supposed to take place.

L3Harris is a Part 141 school and a pilot pipeline, ostensibly designed to create airline pilots as quickly and efficiently as possible. If the airplanes are not in the air, they don’t generate revenue, and the learners don’t progress in their training. It is frustrating and wasteful when a client no-shows or cancels at the last minute, but pushing these minima, and having the CFIs push them as company policy may be counterproductive to the creation of safe pilots.

FLYING was provided with a copy of the L3Harris memo from pilots concerned about it “sending the wrong message” and “encouraging scud running,” in addition to creating an atmosphere of extra pressure for both the pilots in training and the instructors.

The June 12 memo said: “To accurately predict equipment availability and efficiency in the schedule, we are adopting a new cancellation policy. If the weather conditions are at or better than the limitations, a cancellation is considered non-excusable.”

According to social media posts from people representing themselves as former or current clients or CFIs at L3Harris, the school allegedly requires the pilots to arrive at school an hour before flight time, and cancellations must be done in person, or the client is charged a $250 no-show fee. 

The memo continues by encouraging the pilots to “be creative in your plan of action,” such as “changing routes to avoid deteriorating weather or thunderstorms. Be sure to use all available weather resources including but not limited to: local news reports, aviationweather.gov, ForeFlight, etc. In the event your flying proficiency does not meet the current weather, please speak with your Training Group Manager concerning a plan of action.

“No flights shall be flown in the area of a convective SIGMET without the approval of the chief flight instructor or their designee. All thunderstorms must be avoided by a margin consistent with safety. All severe thunderstorms should be avoided by at least 20 nm.”

Thunderstorms are often a daily occurrence in the Sunshine State yet “severe thunderstorms” was not defined. Last September in Kentucky we saw the fatal result of a CFI continuing a flight into approaching thunderstorms. Departing an airport in marginal weather limits the pilot’s options should the weather begin or continue to deteriorate.

• READ MORE: NTSB Preliminary Report on Kentucky Fatal Crash Released

The memo has been the topic of discussion at FAA safety meetings. The most common question was, “Is this legal in the eyes of the FAA?” 

FLYING contacted the FAA and the agency replied: “VFR weather minimums are in Parts 91.155 and 91.157. Flight schools operating under Part 61 must comply with these minima. Flight schools operating under Part 141 may have additional minima established by their FAA Flight Standards District Office as part of their training curriculum.”

Legally, the L3Harris memo complies with FAA regulations. Is it an exercise in good judgment and aeronautical decision-making? I don’t believe so, and I am not the only one. 

“Imposing mandatory weather minimums for student flight dispatch—to expedite flight training efficiency and protect profit margins—is both dangerous and counterproductive to building essential weather judgment,” said David St. George, executive director of the Society of Aviation and Flight Educators and a DPE. “This industrial flight training methodology, to improve dispatch rates, destroys the central focus of the FAA ACS—personal risk management.”

Added Karen Kalishek, chair of the National Association of Flight Instructors (NAFI): “NAFI has two primary areas of concern regarding L3Harris Flight Academy’s published weather policy regarding non-excusable cancellations: One, There are many instances in which weather quickly deteriorates, and the L3Harris stated weather minima provide little margin for pilots to escape potentially decreasing ceilings and/or visibility, and two, imposed weather minimums are inconsistent with the FAA’s intent that pilots should develop personal minimums that reflect their individual levels of proficiency and experience.

“The policy provides for a pilot to assess their personal proficiency and speak to a manager for an alternative plan of action. However, the ‘non-excusable’ terminology supports application of the default minimums.”

Attempts to find out if L3Harris operates with “additional minima established by their FAA Flight Standards District Office” were not successful, despite sending multiple emails and placing phone calls to the local FSDO and David Krug Jr., who signed the memo as the L3Harris chief flight instructor/head of flight training. 

When FLYING reached Krug, he said he was aware the flight academy weather cancellation memo was a topic of conversation in the pilot blogosphere, adding, “I cannot speak to internal information. I am not going to say anything. We are addressing it internally. I understand the situation.”

There were multiple posts on social media from individuals who contacted the Orlando FSDO to report the perceived safety issues. A few posted the emails they received from the FSDO in reply, stating that their concerns were logged and an investigator had been or would be assigned. A check of the signature on the email corresponds to the Orlando FSDO employee directory.

According to the FAA, the agency does investigate safety concerns but “does not confirm or comment on investigations.”

Risk Part of Flight Training

Flight safety is about managing risk. The FAA’s Risk Management Handbook explores how pilots should evaluate risk, and that includes establishing personal weather minimums.

In Chapter 2, it states, “federal regulations that apply to aviation do not cover every situation nor do they guarantee safety,” noting that “pilots who understand the difference between what is ‘smart’ or ‘safe’ based on pilot experience and proficiency establish personal minimums that are more restrictive than the regulatory requirements.”

Flight instructors are often the gatekeepers of personal minima—done in the form of limitations on a learner’s solo endorsement.

For example, the initial solo endorsement I give lists weather for flight in the pattern as 3 miles visibility and a 3,000 foot ceiling, and for the practice area, 5 miles of visibility. A weather briefing is a requirement as well. Crosswinds are limited to 6 knots, and that limitation is lifted and increased as the learner’s experience grows.

For the initial cross-country flights, visibility increases to 10 miles and the ceiling to 5,000 feet. After I review their flight plan, the trip-specific endorsement includes noting “weather checked as of (insert time).” 

I wouldn’t feel comfortable or responsible sending a learner out solo on a cross-country flight with 3 miles visibility and a 2,000-foot ceiling as noted in the L3Harris minima. 

There Is a Time and a Place

Personal weather minima is a fluid concept. It’s good to go out and stretch those skills from time to time with a CFI onboard. It can be a beneficial learning experience.

Weather minima are often dictated not only by the pilot’s experience but also proficiency and the mission. You probably wouldn’t take your non-flying, airplane-shy significant other up on a day with gusting crosswinds or turbulence.

A CFI (personally or by virtue of company policy) shouldn’t be pressuring the learner into making the flight, but it happens. Especially when the CFI and or company only gets paid when the propeller is turning.

Sometimes, the decision not to fly is the best choice. But it needs to be a choice and not something the client is financially penalized for.

The post Weather Minimums Memo at Florida Flight School Generates Controversy appeared first on FLYING Magazine.

UrbanLink Air Mobility, a newly formed operator of advanced air mobility (AAM) aircraft that in May agreed to purchase and operate 20 Lilium Jets, on Monday partnered with Ferrovial Vertiports to build a network of takeoff and landing hubs in South Florida and Southern California, including Los Angeles. The partners plan to add more locations to the network.

While not explicitly named in the agreement, Lilium in 2021 enlisted Ferrovial, the parent company of Ferrovial Vertiports, to build at least 10 vertiports covering “all major cities across Florida.” UrbanLink intends to launch initial eVTOL routes using the Lilium Jet by summer 2026, one year later than the planned U.S. debuts of eVTOL air taxi companies Archer Aviation and Joby Aviation.

“This partnership is a critical step in accelerating the deployment of our Lilium Jets and enhancing connectivity in the U.S., bringing us one step closer to making AAM a reality,” said UrbanLink chairman Ed Wegel, who founded the company in May.

Wegel is also the founder and former CEO of Global Crossing Airlines, for which he currently serves as a board member, and recently founded a scheduled carrier startup, Zoom! Airlines, that will deploy Embraer E-Jets. He said Zoom! will “work closely” with UrbanLink to provide passenger connections.

For UrbanLink and Lilium to succeed, they will need to have the proper infrastructure in place. Vertiports are to eVTOLs what airports are to commercial airliners. Without them, the aircraft lack a place to take off, land, and charge.

The Lilium Jet is no exception. It uses 36 electric ducted fans embedded in its wings for vertical propulsion, which the company says greatly reduces noise. Compared to propeller-based eVTOL designs, the aircraft sacrifices efficiency during the takeoff and hover phase in exchange for more efficient cruising on its fixed wings.

The manufacturer’s flagship model is designed for a pilot and up to six passengers, cruising at 162 knots on trips between towns and inner cities spanning 25 to 125 sm (22 to 109 nm).

UrbanLink and Ferrovial Vertiports will collaborate on vertiport site selection, facility design, and planning for future Lilium Jet operations, beginning with the manufacturer’s planned South Florida network. In February, Lilium tapped Orlando International Airport (KMCO) to be the main hub in that system and is working with the airport to install a vertiport.

Fractional aircraft ownership firm NetJets is also part of the company’s South Florida plans, having signed a memorandum of understanding (MOU) in 2022 for the purchase of up to 150 jets. Houston-based Bristow Group will provide maintenance services, and FlightSafety International has agreed to train eVTOL pilots for the company.

Outside Florida, UrbanLink and Ferrovial view Los Angeles and the broader Southern California region as the next potential market for the Lilium Jet.

Notably, Ferrovial Vertiports locations are intended to be accessible to any eVTOL design, meaning UrbanLink—or another operator—could one day use them to host multiple aircraft models.

“Our focus is on ensuring that an agnostic vertiport network is in place for operators like UrbanLink when eVTOLs gain certification,” said Kevin Cox, CEO of Ferrovial Vertiports.

On that front, Lilium hopes to achieve European Union Aviation Safety Agency (EASA) type certification as a Part 21 commercial aircraft in 2025. The aircraft has already received its certification basis, and Lilium in November became one of the first eVTOL manufacturers to receive EASA design organization approval (DOA), a required step for companies developing commercial designs.

The company is also the only eVTOL manufacturer to hold type certification bases from both EASA and the FAA. It hopes to leverage that status by activating the Bilateral Aviation Safety Agreement between the two regulators.

UrbanLink, meanwhile, claims it will be the first U.S. airline to integrate eVTOL aircraft into its fleet. eVTOL air taxi firms Archer and Joby have partnerships with United Airlines and Delta Air Lines, respectively. Archer will operate its flagship Midnight model on behalf of United through its Part 135 subsidiary, Archer Air, while Joby will operate its aircraft through Delta’s channels.

In addition, Lilium will work with FBO network Atlantic Aviation to electrify its network of more than 100 terminals. According to the manufacturer, Atlantic operates FBOs at 30 airports across South Florida, Texas, Southern California, and the Northeast Corridor, which comprise its planned U.S. launch markets. The partners will build eVTOL infrastructure at existing and future locations.

Atlantic is also collaborating with Archer, Joby, and another U.S. eVTOL manufacturer, Beta Technologies.

Like this story? We think you’ll also like the Future of FLYING newsletter sent every Thursday afternoon. Sign up now.

The post Lilium Partner UrbanLink Eyes California eVTOL Expansion appeared first on FLYING Magazine.

The agency says it plans to prepare an environmental impact statement (EIS) on the potential effects of awarding a commercial launch vehicle operator license for Starship operations at Kennedy’s Launch Complex-39A. To date, all Starship test flights have launched from SpaceX’s Starbase launchpad in Boca Chica, Texas, which serves as its primary research, development, and flight test facility for the gargantuan rocket.

SpaceX will need to obtain a vehicle operator license before launching Starship from Kennedy, an action that falls under the National Environmental Policy Act (NEPA), the FAA says. As such, it and NASA determined an EIS to be the appropriate level of scrutiny. 

SpaceX will prepare the assessment itself under FAA supervision, at NASA’s request. Obtaining the EIS would not guarantee the issuance of a vehicle operator license, but it is a required step under NEPA.

SpaceX’s proposal calls for the construction of launch, landing, and other infrastructure at Launch Complex-39A that would support as many as 44 launches per year using Starship and the company’s Super Heavy booster. The site hosts launches of its Falcon 9 and Falcon Heavy rockets.

The new infrastructure would allow Starship—which is designed to be reusable—to land back on the launchpad or a droneship, a sea-borne landing platform. The proposal also calls for expendable rocket and booster landings in the Atlantic Ocean.

The FAA will hold one virtual and three in-person public scoping meetings, inviting relevant agencies and organizations, local Native American tribes, and members of the public to submit comments on the potential environmental impacts of the proposal.

The submission period for public comments opened Friday with the publication in the Federal Register of an FAA notice of intent to prepare the EIS. Stakeholders can attend in-person scoping meetings on June 12 and 13, followed by a virtual meeting on June 17. More information is available on the FAA website.

Starship so far has flown three uncrewed orbital test flights, each more successful than the last. However, the first of those flights, which launched in April 2023, caused a litany of unintended environmental effects, shattering windows and sending plumes of ashy particulate as far as 6 miles away from Starbase.

The debris field created by the launch had a far wider radius than anticipated, due in part to SpaceX’s decision to forgo the installation of a water-cooled steel plate beneath the launchpad. A water deluge system was installed for Starship’s second test flight, which greatly improved containment of the debris field.

Following Starship’s first test flight, a coalition of environmental groups also sued the FAA over its handling of the launch. The groups accuse the agency of allowing SpaceX to take the reins on evaluating the rocket’s environmental impact.

Like this story? We think you’ll also like the Future of FLYING newsletter sent every Thursday afternoon. Sign up now.

The post SpaceX Pitches High-Frequency Starship Operations at Kennedy Space Center appeared first on FLYING Magazine.

The German manufacturer of the world’s first electric vertical takeoff and landing (eVTOL) jet on Monday announced a firm order for 20 aircraft from UrbanLink, a U.S. eVTOL operator formed in March by aviation entrepreneur Ed Wegel, the founder and CEO of charter airline GlobalX.

Notably, the agreement—which includes another 20 purchase options—sets scheduled predelivery payments between the partners. UrbanLink intends to operate the manufacturer’s flagship Lilium Jet out of planned vertiports in South Florida, with the goal of forming a regional air taxi network by 2026.

The initial network will span Miami, West Palm Beach, Boca Raton, Fort Lauderdale, and Marco Island, Lilium says.

The collaboration represents a major boost to Lilium’s efforts to serve the Florida market, which has long been in its crosshairs. UrbanLink claims to be the first airline in the U.S. fully committed to integrating eVTOL aircraft into its fleet, giving the manufacturer a crucial operational partner it previously lacked.

“While many airlines have discussed the potential of operating eVTOL aircraft, none have made a definitive commitment,” said Wegel. “UrbanLink will be the first airline in the U.S. to integrate eVTOL aircraft into its fleet…After thorough evaluation of various manufacturers, we found the Lilium Jet to be the optimal choice for our needs, thanks to its superior cabin design, range, capacity, and cost-effectiveness.”

Fellow eVTOL air taxi manufacturer Archer Aviation has a similar relationship with United Airlines, which in 2022 paid $10 million out of its $1 billion deal for the purchase of up to 100 aircraft. Joby Aviation, which intends to operate its eVTOL itself, received a $60 million equity investment from partner Delta Air Lines, also in 2022.

“This is a huge milestone, not only for Lilium, but for the commercialization of eVTOLs in the U.S.,” said Sebastien Borel, chief commercial officer of Lilium. “We believe that this purchase of eVTOL aircraft is the first by a commercial operator that isn’t invested in the manufacturer that it is purchasing from. This is a sign that the market for eVTOL aircraft has matured, and there is growing demand for aircraft that can provide connections between, rather than just within, cities.”

Wegel—who led FAA certification for two U.S. Part 135 airlines and several U.S. Part 121 carriers, including Eastern Air Lines’ fleet of Boeing 737-800s in just eight months—founded UrbanLink as a standalone venture in March.

The industry veteran envisions Miami, Los Angeles, and San Juan, Puerto Rico, as the company’s early markets. It will then expand internationally beginning with the United Arab Emirates, which is rapidly becoming an eVTOL hot spot.

UrbanLink will provide the aircraft, pilots, and other systems needed to run the airline.

The firm picked the Lilium Jet for its fleet due in part to its quiet operation. The aircraft employs a unique fan-in-wing configuration, with 36 electric ducted fans embedded in its fixed wings. Compared to other eVTOL concepts, the design sacrifices efficiency in hover for a significant reduction in noise and improvement in cruise efficiency, where it will spend up to 95 percent of its time.

Since 2020, Lilium has worked with the city of Orlando and other stakeholders to build a regional air mobility (RAM) ecosystem for its eVTOL jet in Florida. Unlike Archer and Joby, which are focused on shorter urban air mobility (UAM) routes, Lilium expects its aircraft to fly between cities, cruising at 162 knots on trips spanning 25 to 125 sm (22 to 109 nm). That range is another factor that garnered UrbanLink’s interest.

Fractional aircraft ownership company NetJets in 2022 became a Lilium partner, signing a memorandum of understanding to purchase 150 aircraft which it will operate within the Florida network. Vertiports, under development at locations such as Orlando International Airport (KMCO), will function as hubs for the service.

Vertical flight services provider Bristow Group will provide maintenance services across the network, while FlightSafety International has agreed to train an initial group of Florida eVTOL pilots.

However, adding an airline partner makes the company’s plans seem much more feasible.

In addition, the German manufacturer has a partnership with Atlantic Aviation to electrify more than 100 FBO terminals nationwide. The sites—30 of which are within Lilium target markets such as Florida, Texas, and Southern California—will be transformed to accommodate its seven-seat eVTOL jet.

Lilium expects the first piloted Lilium Jet flight test to occur in late 2024, with European Union Aviation Safety Agency (EASA) type certification in 2025. FAA certification, via the Bilateral Aviation Safety Agreement between the two regulators, would follow shortly after. Lilium remains the only eVTOL manufacturer with certification bases on both sides of the Atlantic.

UrbanLink expects to begin the FAA certification process in late 2025, with commercial service launching by summer 2026.

Like this story? We think you’ll also like the Future of FLYING newsletter sent every Thursday afternoon. Sign up now.

The post Lilium Receives Order for 20 eVTOL Jets, Forms Operational Partnership in U.S. appeared first on FLYING Magazine.

Tuesday marked the swan song for Delta IV Heavy, a heavy-lift launcher headed for retirement. The spacecraft was built by United Launch Alliance (ULA)—a joint venture between Lockheed Martin and Boeing—and is considered one of the most prolific in U.S. history.

Delta IV Heavy, standing 235 feet tall, is part of ULA’s Delta family of rockets, which along with its Atlas family is used primarily by the U.S. government. Tuesday’s launch was conducted in partnership with the National Reconnaissance Office (NRO), which is responsible for designing, building, launching and maintaining U.S. intelligence satellites.

The mission, NROL-70, is ULA’s 35th for the NRO and 99th for U.S. national security. Its payload is classified.

NROL-70 also represented the 389th Delta launch since 1960 and the 294th to lift off from Cape Canaveral Space Force Station in Florida. It was ULA’s 45th and final launch of a Delta IV rocket and its 16th in the Heavy configuration.

ULA is in the process of transitioning launches from Cape Canaveral and Vandenburg Space Force Base in California to its Vulcan Centaur, the successor to Delta and eventually Atlas. Vulcan completed its maiden voyage in January, carrying a Peregrine lunar lander for commercial customer Astrobotic.

On Tuesday morning, teams at Cape Canaveral reported 90 percent favorable conditions for the launch, which was originally scheduled for March 28. Crews promptly began filling the rocket’s eight cryogenic tanks with 470,000 gallons of supercooled liquid oxygen and liquid hydrogen.

The tanks power the spacecraft’s three common core boosters, which fuel three RS-68A engines each producing 700,000 pounds of thrust at sea level. The RS-68A is the largest hydrogen-burning engine in existence, per ULA.

The tanks also fuel Delta IV Heavy’s Delta Cryogenic Second Stage (DCSS), which is powered by a single RL10C-2-1 engine producing nearly 25,000 pounds of thrust. The DCSS avionics system provides guidance and flight control for the booster.

At 12:24 p.m. EST, ULA received confirmation that weather conditions were “green.” Minutes later, NRO mission director Colonel Eric Zarybnisky gave the final “go” for launch.

ULA began pressurizing the rocket’s tanks and started the launcher sequence, which independently verifies systems are functioning during the remainder of the countdown. Those systems include the hydrogen burnoff igniters beneath the engine, which play a critical role during launch.

Liftoff took place at 12:53 p.m., exactly as planned, enshrouding the launch pad in a ball of fire. That was also planned—Delta IV uses hydrogen gas to cool the rocket down before takeoff, which ignites and burns off during launch. A staggered engine ignition mitigates this process and reduces the burnoff.

After clearing the launch tower for the final time, the rocket could be seen across most of the Florida peninsula, barring cloud cover. About 1 minute and 30 seconds into the flight, Delta IV Heavy broke the sound barrier. One minute after that, it weighed just half what it did at takeoff due to the amount of fuel it must consume.

By the time the booster core and DCSS separated about six minutes into the mission, Delta IV Heavy was traveling 15 times the speed of sound. A few seconds later, the rocket reached space, and ULA ended its coverage.

“For the final time, this is Delta Launch Control, signing off,” ULA said.

At the time of its retirement, Delta IV Heavy is the third-highest capacity launch vehicle in operation, after NASA’s Space Launch System (SLS) and SpaceX’s Falcon Heavy.

Delta rockets have ferried NASA’s Spirit and Opportunity rovers and other missions to Mars, launched probes that “touched the sun,” and even carried out the first orbital test flight of NASA’s Orion capsule. Orion will ferry astronauts around the moon and back during NASA’s Artemis II mission in 2025.

Delta’s successor, Vulcan, is less expensive than both it and Atlas V, the most recent addition to the Atlas family. It is designed primarily for the National Security Space Launch program. But ULA is also collaborating Vulcan launches with Amazon’s Project Kuiper and other commercial customers.

ULA’s new flagship spacecraft will need to compete with SpaceX’s Falcon 9 and Falcon Heavy launch vehicles, which unlike Vulcan are reusable. The company also has 17 remaining launches for Atlas V, the country’s longest-serving active rocket.

Like this story? We think you’ll also like the Future of FLYING newsletter sent every Thursday afternoon. Sign up now.

The post Prolific Delta IV Heavy Launcher Makes Final Flight appeared first on FLYING Magazine.

Victory’s Arsenal Theatre

It’s not Sun ’n Fun without historic military warbirds on display. The aircraft played significant roles in multiple conflicts, such as World War II and the Korean War. You’ll see a variety of transports, bombers, trainers, and pursuit aircraft, later known as fighters.

Beginning April 10, Victory’s Arsenal Theatre will present an aircraft each morning in front of the grandstands on the Sun ’n Fun warbird ramp. The pilot or owner of the aircraft will share  its story. The master of ceremonies will be Ron Kaplan, former executive director of the National Aviation Hall of Fame.

• READ MORE: A Fond Memory: Sun ’n Fun Aerospace Expo 2023

Take a Warbird Ride

The Commemorative Air Force will once again be offering rides in select warbirds, such as the RC-45J Expediter, T-6 Texan, known as “the pilot maker,” and P-51 Mustang. These once-in-a-lifetime flights are available for a price (it varies) and will certainly be the highlight of any aviation enthusiast’s day.

Catch a Daily Airshow

It wouldn’t be Sun ’n Fun without a daily airshow. Weather permitting, delight to the exploits of the U.S. Air Force Thunderbirds, aerobatic pilots Michael Goulian and Patty Wagstaff, the Titan Aerobatic team, the Howard DGA-6 Mister Mulligan, and the Patriot Parachute Team. Check the daily schedule here for updates, and keep your eyes on the skies.

• READ MORE: Sun ’n Fun 2024: Soar into the Skies with Unforgettable Airshow Spectacles

Hands-On Workshops

If you have ever thought of building your own aircraft or restoring one, check out the hands-on workshops. There will be demonstrations of a variety of skills, including composite construction, electrical installation and noise troubleshooting, fabric covering and metal shaping, woodworking, and welding.

• READ MORE: Trace Adkins, Sara Evans to Kick Off 50th Sun ’n Fun Aerospace Expo

Bring Your Kids

For children, there is the Junior ACEs program, which is a weeklong open house showcasing the year-round STEM programs available for those between the ages of 7 and 17. Explore different careers in aviation, fly a simulator, or learn about space. This year there are three locations for Junior ACEs: the Skylab Innovation Center, Buehler Restoration and Skills Center, and Junior ACEs tent located in the Future ’n Flight Plaza.

As if that’s not enough, don’t forget to wander through the exhibit hangars. If you can fly it, navigate with it, train with it, or use it to enhance your aviation experience in any way, shape, or form it, you’ll likely find it there.

The post 5 Things to Look Forward to at 2024 Sun ’n Fun Aerospace Expo appeared first on FLYING Magazine.

Florida-based pilots Joseph Hurtuk, Ian Goldbaum, and Richard Golightly collaborated in the design of a specialty plate with the theme, “Support General Aviation.” Among their goals was highlighting the economic impact of aviation in the state, which ranks third in the U.S. for the total number of pilots, aircraft, and airports.  

The three pilots worked with Stacey Heaton, AOPA’s southern regional manager, to seek help from elected officials to promote the plate. State Representative Doug Bankson (R-District 39) and State Senator Gayle Harrell (R-District 83) played major roles in legislative efforts to gain House and Senate approval. The next stop for the plate is the governor’s desk, where it is expected to receive approval by the end of March, AOPA said.

“Special thanks go to representative Bankson and senator Harrell,” said Heaton. “The representative’s own passion for aviation and the senator’s recognition of our members’ passion for aviation made this effort possible.” 

After receiving the governor’s signature, the plate still has to go through a process to coordinate its distribution. Presales are set to begin October 1 with a requirement of 3,000 purchases before the state can begin turning out the plates for drivers. Proceeds from the sale of the specialty plates will go toward funding aviation education scholarships for Floridians, which will be managed through the Aerospace Center for Excellence in Lakeland, Florida.

The post Sales of Aviation License Plates to Begin in Florida Later This Year appeared first on FLYING Magazine.

Their solution was to move to a residential airpark. After years of wanting to move to an aviation community, the couple finally had the opportunity at Massey Ranch Airpark (X50) in Edgewater, Florida. 

“I grew up in a town of about 130 people,” Autumn Adams said. “That small town feel is one of the things I have missed the most about Indiana. We were in Merritt Island, Florida, for almost 10 years, and we loved the area. But we only got to know a few neighbors the whole time we lived there. People mostly kept to themselves. We’ve only lived in Massey Ranch since June 2023, and we already know almost everyone and their dogs. It’s the sense of community that we enjoy the most.”

• READ MORE: Seeking to Silo in Montana

Nathan is a pilot and Autumn isn’t, although said she’s just as obsessed with aviation. It was a shared goal to one day live at a fly-in community.  

“Well, when Nathan and I got married, we were still living in Indiana,” she said. “But we always talked about moving to Florida. I remember when he was telling me about airparks. I had never seen one before, and I thought it sounded really cool. So, moving to an airpark was always in the back of our mind, even though we were nowhere near ready for that undertaking. It’s been our goal since 2007 and took longer than we initially expected.”

The couple moved to Florida in 2012, and their first home in the state was not in a fly-in community. They were still interested in one day moving to an airpark, and there was one neighborhood that they would visit more than others. The town of Edgewater had the small town feel they wanted. They also loved its close proximity to New Smyrna Beach. As an added bonus, Nathan had fond memories of Massey Ranch from his college days.

“The idea of living in the airpark, especially for me, was from when I was down here at Embry-Riddle [Aeronautical University],” Nathan said. “I worked at Massey Ranch…for a mechanic just doing odds-and-ends jobs. I’m not a mechanic, but I was like a shop guy, carrying parts around, taking stuff apart and things like that. So, I had already seen Massey Ranch and just thought that was the coolest thing—that all these people live there all the time, and their planes were in their hangars. I thought, this is great!”

• READ MORE: Keller Brothers Airport Remains a Family Affair

Nathan also had familiarity with other fly-in communities in the area. The couple recalled that once they were ready to move with their Van’s RV-8, the market was extremely competitive.

“Over the years we had looked at a few homes in Massey Ranch, and for one reason or another, they didn’t work out,” he said. “We knew how fast things had been selling recently. We had just missed out on a house due to a cash buyer. The reason we got the home we are in now was because of Autumn being the diligent, organized person she is. So, she actually went on Zillow several years ago and marked off every single address that had access to the airport and said notify me if there’s any change.

“The day that the listing for our house came available, we actually called the realtor within 20 minutes, and within an hour, we were meeting with him. We knew how fast things had been going and had just missed out on two houses we made offers on…[and] couldn’t get [them] because of cash buyers. We made an offer to buy [our] house the same day. It really was her diligence that absolutely caused this to become a reality in the end, after all of these years looking, searching, and trying.”

• READ MORE: Fly-In Camping at River Bend Aero Ranch

The fly-in community consists of a single 4,360-foot-by-60-foot asphalt runway with roughly 45 homes. Living steps from your aircraft can’t be beat, the couple says. But more than anything, they like the small town feel of Massey Ranch and the sense of community it provides. 

“What I love the most about Massey is there are tons of different types of backgrounds,” Autumn said. “We have neighbors that have been flying their whole lives, like me. We have neighbors that have recently learned to fly. There are even a few that hope to one day learn to fly but already embrace the airpark lifestyle.

“The excitement about aviation is real here. Almost every night, around sunset, people go flying. Around the same time, a little pile of golf carts starts showing up by the edge of the runway to watch the planes come and go. After landing most pilots eventually find their way back to the gathering of carts. Despite all the different personalities and backgrounds, it feels like we all grew up together. Our family has only been here for a short time, and yet we feel welcome with everyone.”

The post Finding a Small World at a Florida Airpark appeared first on FLYING Magazine.