The manufacturer’s EL-2 Goldfinch, which first flew in May, got its first off-runway action when it lifted off from a grassy area smaller than 300 feet near a company facility in Manassas, Virginia.

The company has multimillion dollar contracts across the military, with the Air Force, Army, and Navy all exploring the use of eSTOL technology. The relatively cheap, runway-independent aircraft are viewed as an attractive alternative to conventional fixed wing aircraft and rotorcraft

Electra said the demonstrator completed several takeoffs and landings, climbing at a steep angle of 32 degrees. The aircraft did not require electric charging infrastructure, as many electric vertical takeoff and landing (eVTOL) air taxis do, because its propulsion unit charges the batteries in flight.

All the while, the Goldfinch produced just 55 decibels of noise, equivalent to the volume of a typical conversation, while flying overhead at 500 feet. Electra says its full-scale design, which will carry nine passengers or up to 2,500 pounds of cargo on trips up to 500 sm (434 nm), will be inaudible from the ground at its typical cruise altitude.

It seeks to certify a full-scale model under FAA Part 23 regulations by 2028.

“eSTOL technologies increase the number of available landing sites by orders of magnitude relative to traditional fixed wing aircraft while providing for higher cruise speeds, lower costs, and lower noise than vertical lift solutions,” said JP Stewart, vice president and general manager of Electra. “These first flights from a field demonstrate the beginnings of this strong capability that we will continue to develop.”

Electra’s eSTOL achieves its incredibly short runway requirement through the use of blown lift propulsion. Airflows are guided over the wing into flaps and ailerons that redirect them toward the ground, adding to thrust from the aircraft’s eight electric motors. This allows the vehicle to take off at what Electra describes as neighborhood driving speeds.

Though the manufacturer has several commercial customers lined up for its flagship design, it also views the eSTOL as ideal for airlift operations and agile combat employment, a U.S. Air Force doctrine that calls for the rapid deployment of assets to dispersed locations.

The military will be its first customer, but Electra in January surpassed 2,000 aircraft preorder sales from private partners including JSX, Bristow Group, and JetSetGo.

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On Monday, the Air Force Research Laboratory (AFRL) announced that it and the Air Mobility Command (AMC), which provides aerial refueling and airlift services for U.S. forces worldwide, began testing a UAS traffic management (UTM) system at MacDill Air Force Base in Florida.

The system, called CLUE, or Collaborative Low-Altitude Unmanned Aircraft System Integration Effort, is designed to integrate UAS flights next to crewed aircraft above and around Air Force installations. According to the AFRL, MacDill is the first base to use a UTM system in airspace overseen by Department of Defense air traffic controllers.

“This is a significant milestone for AMC, AFRL, and the CLUE program, as the MacDill Air Traffic Control Tower and Base Defense Operations Center are first in the Air Force to operationally assess UTM capabilities,” said Phil Zaleski, manager of the AFRL CLUE program.

CLUE was born out of the AFRL’s Information Directorate as a project meant to provide “air domain awareness, situational awareness, and UTM operational capabilities for UAS operators, air traffic control [ATC] personnel, Security Forces and other stakeholders.”

The system arrived at MacDill in 2022, where initial testing focused on airspace deconfliction, communication, and security. The goal was to enable drone flights beyond the visual line of sight (BVLOS) of the operator, which are heavily scrutinized and restricted by the FAA.

Since then, the UTM platform has been developed to give air traffic controllers a three-dimensional view of UAS activity and make it possible to grant flight permissions automatically.

“Equipping airspace managers and UAS operators with a 3D operational viewing capability and additional features designed to reduce lengthy manual and advanced planning procedures will be critical to achieving real-time flight planning and mission execution,” said James Layton, chief of plans and programs at MacDill.

The system is also sensor-agnostic, meaning it integrates with an array of different sensors designed to detect, track, and identify drones, including a counter UAS system being tested at MacDill.

The Air Force in May began formally testing CLUE’s capabilities on the base, opening it to the site’s ATC tower, Defense Operations Center, and airfield management team. Personnel so far have used the system to plan the intent of UAS flights or let operators know where they are approved to fly a drone, for example.

Operators ask CLUE for the all clear to fly, and their request is either approved or denied by the control tower. Once permission is granted, they can fly within a bounded area. CLUE feeds the operators information about the airspace and other nearby aircraft, helping them stay within the approved zone while avoiding other drones.

The UTM system has also been installed at Eglin AFB’s Duke Field (KEGI) in Florida, where the AFRL conducted a demonstration of its capabilities in 2023. There, CLUE will begin by integrating flights of small UAS (weighing less than 70 pounds) before moving to larger designs, including electric vertical takeoff and landing (eVTOL) air taxis such as Joby Aviation’s five-seat S4.

Joby, partnering with AFWERX, the Air Force’s innovation arm, earlier this year committed to deliver two air taxis to MacDill and has also shipped a prototype aircraft to Edwards AFB in California.

MacDill in May also hosted flights of a KC-135 Stratotanker equipped with an autonomous flight system from developer Merlin Labs, which is designed to one day enable fully remote flights. That technology, as well as systems from fellow AFWERX collaborators Xwing and Reliable Robotics, could one day be integrated into the CLUE UTM.

AFWERX and the AFRL are not the only government entities studying UTM systems. The Air Force is working with NASA to build a digital operations center for drones and electric air taxis nationwide and is collaborating with the FAA to integrate novel and uncrewed aircraft with air traffic control and other systems within the national airspace.

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The company believes these were the first such deployments for an electric aircraft with major commands of the Air Force.

The on-base and cross-country missions with the Air Combat Command (ACC) and Air Mobility Command (AMC) included daylong and even multiday exercises. Beta characterized them as “real-world” missions that were conducted at the behest of the ACC and AMC, with a little help from AFWERX, the Air Force’s innovation arm with which the manufacturer has worked since 2019.

The goal of these flights was to see how Beta’s Alia, a conventional takeoff and landing (CTOL) design, could support defense use cases such as resupply, cargo delivery, and personnel transport, including during combat. The aircraft seats up to five passengers and has a range of 250 nm.

Alia took off from Beta’s headquarters at Burlington International Airport (KBTV) in Vermont and embarked on a series of cross-country flights before arriving at the Air National Guard’s Alpena Combat Readiness Training Center (CRTC) in Alpena, Michigan. There, with the ACC, the aircraft completed a four-day exercise.

Over the course of 24 flight hours, Alia moved more than 2,200 pounds of cargo—including 500 pounds at a time—delivered meals and equipment, simulated a medical evacuation between two bases, and filled in for a Lockheed C-130 Hercules that had a scheduled airlift canceled.

“We can be ready to take off in a matter of minutes, and the battery has a low center of gravity, which is not affected by the way you load the cargo,” said Ross Elkort, flight test engineer for Beta.

The next stop for Alia was Springfield, Ohio, where a pilot for UPS Flight Forward completed a ground school program, simulator training, and evaluation flight. Flight Forward in 2021 placed an order for the electric vertical takeoff and landing (eVTOL) variant of Alia.

After that came a simulation of planned Alia routes in Virginia and a joint demonstration at Atlantic City International Airport (KACY) in New Jersey alongside the FAA, AMC, and others.

The AMC helped finish out the campaign with a series of flights between Dover Air Force Base in Delaware (KDOV) and McGuire Air Force Base (KWRI) in New Jersey, which are considered key hubs for military logistics. During a daylong exercise, AMC pilots flew Alia five times, delivering multi-hundred-pound payloads and slashing delivery times by more than half.

“It brings key innovation to the mission. It’s going to make things faster and simpler,” said Alyxandra Scalone of the Air Force’s 305th Maintenance Squadron at Joint Base McGuire-Dix-Lakehurst. “Dover (AFB) is about two and a half hours away from us. Today’s flight only took 45 minutes.”

Over the course of the monthlong campaign, Beta said it deployed Alia with a 100 percent success rate.

Beta has worked with AFWERX through its Agility Prime division, which focuses on vertical lift technologies, since 2020.

Beta last year installed the first electric aircraft charger at a Department of Defense site at Eglin Air Force Base in Florida. The Alia eVTOL in 2021 became the first electric aircraft to receive military airworthiness approval for human flight.

The CTOL, meanwhile, was responsible for the first airman flight of electric aircraft and was the first of its kind to complete an Air Force deployment: a three-month campaign at Eglin’s Duke Field (KEGI) and Robins Air Force Base (KWRB) in Georgia.

From October to January, it completed what Beta claims to be the first simulated casualty evacuation and first live military exercise with an electric aircraft. The latter saw Alia fly alongside 350 airmen, demonstrating how the aircraft could integrate with existing military operations.

Meanwhile, in April, the Alia eVOL completed its first crewed transition from hover to forward flight, a key stage in that model’s development. The vertical lift version of Alia has received less attention than its counterpart, but AFWERX has shown interest in the configuration, working with eVTOL manufacturers such as Archer Aviation and Joby Aviation.

If all goes according to plan, the CTOL version of Alia will hit the market in 2025, followed by the eVTOL in 2026. The aim, however, is for the military to get its hands on the aircraft first.

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Joby on Tuesday announced it acquired the autonomy division of Xwing, the developer of autonomous gate-to-gate flight software Superpilot, as it looks ahead to a transition to self-flying air taxi services. The manufacturer plans to initially operate the aircraft with onboard pilots and has a partnership with Delta Air Lines to launch commercial service as early as next year, beginning in New York and Los Angeles.

Terms of the deal were not disclosed. But the acquisition was paid for with Joby shares and covers “all of Xwing’s existing automation and autonomy technology activities,” the company said.

“The aircraft we are certifying will have a fully qualified pilot on board,” said JoeBen Bevirt, founder and CEO of Joby, “but we recognize that a future generation of autonomous aircraft will play an important part in unlocking our vision of making clean and affordable aerial mobility as accessible as possible.”

Like competitors Wisk Aero, the eVTOL subsidiary of Boeing, and Archer Aviation—which in August agreed to make Wisk the exclusive provider of autonomous systems for a future variant of its flagship air taxi—Joby evidently believes autonomy will be key to scaling up its operations.

The manufacturer began exploring pilotless flight in 2021 with the acquisition of radar developer Inras, whose technology it said it would use to develop an onboard sensing and navigation system.

One problem the eVTOL industry faces is a lack of powered-lift pilots, for which the FAA is working to develop a training and certification pathway. In the short term, autonomy could take on more flight functions, akin to autopilot technology on commercial airliners, to allow operations with smaller crews. Further out, it could allow Joby to remove the pilot from its aircraft entirely.

Wisk argues that the technology will further make operations safer and more affordable for passengers. That’s important, because eVTOL manufacturers, including Joby and Archer, claim their air taxi services will be cost-competitive with ground-based rideshare options such as Uber and Lyft.

Additionally, Joby said Xwing’s Superpilot will help it fulfill obligations for the U.S. Department of Defense, through which it is under contract with AFWERX, the innovation arm of the U.S. Air Force. The manufacturer has so far committed to four deliveries out of a total of nine air taxi orders—two each to Edwards Air Force Base in California and MacDill Air Force Base in Florida—delivering one to Edwards.

Joby in March estimated that the agreement has a total contract value of $163 million but on Tuesday said Xwing’s technology gives it room for growth.

“Autonomous systems are increasingly prolific in the private sector and bring potentially game-changing advantages to the Air Force as well,” said Colonel Elliott Leigh, director of AFWERX and chief commercialization officer for the Air Force. “We created Autonomy Prime to keep up with this shift and to stay engaged as a partner while this technology evolves so that we can adapt and evolve along with the private sector, maintaining our competitive advantage.”

Rather than develop autonomous software in-house, as it does for most of its aircraft’s components and systems, Joby will instead adopt the technology Xwing has been building since its founding in 2016.

A platform-agnostic system, Superpilot uses AI and machine learning algorithms to automate a range of tasks such as vision system processing, detect and avoid, decision making, and mission management, including route planning and live updates.

The system integrates into type-certified aircraft and is designed to change the role and location of the pilot, enabling remote supervision from a ground control station within the existing air traffic control system. However, Xwing on its website says the technology “is applicable to and will improve safety in both piloted and autonomous aircraft.”

Xwing began flying Superpilot-equipped aircraft in 2020 and has since completed more than 250 autonomous flights and 500 autolandings using a modified Cessna 208B Grand Caravan. Since 2021, it has operated a Part 135 air carrier business, flying 400 feeder cargo flights per week for UPS. Through a nonexclusive agreement with Cessna manufacturer Textron Aviation, the company intends to retrofit more small cargo aircraft, beginning with the Grand Caravan.

Last year, Superpilot became the first standard category large uncrewed aerial system (UAS) to receive an official FAA project designation, initiating the process for it to be approved for commercial cargo operations in U.S. national airspace. Under a three-year contract with NASA, Xwing is allowing researchers to study the technology and develop a safety management system (SMS) to integrate routine, pilotless flights alongside conventional aircraft.

In May 2023, the Air Force committed to exploring Superpilot for defense applications through a 21-month flight trial awarded by AFWERX. It must like what it’s seen so far, because less than a year into the partnership, it granted military airworthiness to Xwing’s modified Cessna, allowing it to begin performing cargo missions in unrestricted airspace. In February, the aircraft completed the Air Force’s first autonomous logistics mission.

Joby on Tuesday said Xwing engineers, researchers and technologists will join the manufacturer to seek out new technology development partnerships with the DOD. The department is eyeing autonomous cargo aircraft as a way to take human pilots out of potentially dangerous scenarios.

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Over the course of two flights on May 15 and 16 at MacDill Air Force Base (KMCF) in Florida, engineers gathered data that will inform the development of the company’s autonomous flight system, Merlin Pilot. Intended to reduce the workload of pilots amid the ongoing pilot shortage—but not replace them, at least in the short term—the technology has also drawn the attention of government agencies, including the Air Force.

Merlin engineers observed Air Force pilots as they performed various tasks and maneuvers. The goal of the campaign was to identify areas where automation could be most useful for safety, efficiency, and cost savings. Teams gathered data on pilot priorities, for example, to implement automation in a way that could allow pilots to focus on the most critical tasks.

“The data collected during these flights is critical to our phased approach to autonomy, starting with reduced crew operations, and to materially evolving our advanced automation systems,” said Matt George, CEO of Merlin. “Being able to observe multiple aerial refueling flights and see exactly how pilots are focused on critical tasks like take-off, landing, and communications in operational military use cases has given us valuable insight.”

Physical assessments, observations, and crew interviews were conducted to determine how certain KC-135 operations could be integrated into the autonomous system.

The data will further be used to support a contract between Merlin, the Air Force, Air Mobility Command (AMC), and Air Force Materiel Command (AFMC) to design, integrate, test, and perform in-flight demos of Merlin Pilot on the aerial refueling tanker. The Air Force previously enlisted Merlin to explore reduced crew capabilities for the Lockheed Martin C-130J Hercules and is looking to automate other aircraft, such as the KC-46A Pegasus and UH-60A Blackhawk.

The FAA has also shown interest in Merlin, awarding it a $1 million contract for automated cargo network flight trials in Alaska, which the company completed successfully in July. Other aircraft that have been equipped with Merlin Pilot include the Beechcraft King Air, de Havilland Twin Otter, Cessna Caravan, Long-EZ, and Cozy Mark IV.

Merlin is seeking supplemental type certification from the FAA and has already obtained a Part 135 air operator certificate from New Zealand’s Civil Aviation Authority, which covers air operations for helicopters and small airplanes.

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Pyka, a manufacturer of electric uncrewed aircraft systems (UAS), on Monday partnered with aerospace and defense contractor Sierra Nevada Corporation (SNC) to introduce a variant of its flagship Pelican Cargo drone for DOD use.

“SNC has extensive experience modifying products from the Silicon Valley technology ecosystem to fit DOD requirements, and they are committed to making cutting-edge technology like Pelican Cargo available to the United States government,” said Michael Norcia, co-founder and CEO of Pyka.

The cargo version of Pelican—which also comes in a crop-spraying configuration, Pelican Spray—is the world’s largest zero-emission cargo aircraft, according to Pyka.

Unveiled in January, the UAS has a massive 400-pound payload and 70 cubic feet of cargo volume, far larger than what is seen on a typical delivery drone. It has a length of about 22 feet and a 38-foot wingspan, with a range of up to 200 miles and cruise speed of 60-70 knots.

“Pyka’s Pelican Cargo is unlike any other UAS solution on the market for contested logistics,” said Michael Bertman, vice president of programs at SNC. “We assessed a number of leading capabilities and concluded that the Pelican Cargo is significantly more capable than any other platform. It is the only all-electric, austere environment cargo aircraft with that kind of range, payload capacity, and cargo volume.”

Pyka and SNC together introduced RumRunner, a modified version of Pelican Cargo that also has a 400-pound payload and 200-mile range but was designed specifically for defense applications.

The UAS has four electric motors powered by triple-redundant batteries, which can be recharged within an hour or swapped out in five minutes. It flies fully autonomously using Pyka’s proprietary Flight Engine, which processes millions of inputs per second from the aircraft’s lidar, downward facing lasers, inertial measurement units, and air data booms. The system uses 3D aerial mapping and dynamic path planning to detect obstacles.

One key feature of the zero-emission design is its super-short takeoff and landing (SSTOL) capability. With a full payload, Pelican Cargo requires just 500 feet of runway to take off. According to Pyka, this enables operations with “an order of magnitude less infrastructure than previously possible.”

In addition, the drone can operate at night using GPS and laser- or radar-based navigation. It can be loaded in just five minutes, Pyka says, using a nose-loading configuration with a sliding cargo tray.

“Creating a more diverse, distributed, and survivable supply chain is expected to be the primary driver in terms of interest from the DOD,” said Bertman. “The zero-fuel component minimizes the need to forward-stage bulk fuel, which significantly reduces the logistics tail normally associated with resupply operations. This presents opportunities to increase the survivability of our service members, reduce risks to the force, and transform the way military operations have historically been conducted.”

Pyka, like many manufacturers of electric or autonomous aircraft, also has a relationship with AFWERX, the innovation arm of the U.S. Air Force. In February, it delivered the first of three Pelican Cargo aircraft, on lease to AFWERX, to New Braunfels National Airport (KBAZ) in Texas, where Air Force personnel will explore its applications for defense.

Pyka so far has precommitments on over 80 orders and options for Pelican Cargo from three launch customers in North America and Europe, including London-based Skyports Drone Services.

In March, the manufacturer secured a 110,000-square-foot corporate headquarters and production facility in Alameda, California, the site of the historic Alameda Naval Air Station. It will use the facility to design, develop, and manufacture aircraft at scale after it settles into the site later this year.

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Last week, Kendall got in the cockpit of a self-flying fighter plane during a historic flight at Edwards Air Force Base (KEDW) in California. The aircraft—called the X-62A Variable In-flight Simulator Test Aircraft, or VISTA for short—is a modified F-16 testbed and represents the Air Force’s first foray into aircraft flown entirely by machine learning AI models.

As Kendall and a safety pilot observed, the X-62A completed “a variety of tactical maneuvers utilizing live agents” during a series of test runs. Incredibly, the aircraft was able to simulate aerial dogfighting in real time, without Kendall or the safety pilot ever touching the controls. According to the Associated Press, VISTA flew at more than 550 mph and within 1,000 feet of its opponent—a crewed F-16—during the hourlong simulated battle.

“Before the flight, there was no shortage of questions from teammates and family about flying in this aircraft,” Kendall said. “For me, there was no apprehension, even as the X-62 began to maneuver aggressively against the hostile fighter aircraft.”

It wasn’t VISTA’s first rodeo. In September, the Air Force for the first time flew the uncrewed aircraft in a simulated dogfight versus a piloted F-16 at the Air Force Test Pilot School at Edwards. The department said autonomous demonstrations are continuing at the base through 2024. But Kendall’s decision to get into the cockpit himself represents a new vote of confidence from Air Force leadership.

“The potential for autonomous air-to-air combat has been imaginable for decades, but the reality has remained a distant dream up until now,” said Kendall. “In 2023, the X-62A broke one of the most significant barriers in combat aviation. This is a transformational moment, all made possible by breakthrough accomplishments of the ACE team.”

ACE stands for Air Combat Evolution, a Defense Advanced Research Projects Agency (DARPA) program that seeks to team human pilots with AI and machine-learning systems. The Air Force, an ACE participant, believes the technology could complement or supplement pilots even in complex and potentially dangerous scenarios—such as close-quarters dogfighting.

“AI is really taking the most capable technology you have, putting it together, and using it on problems that previously had to be solved through human decision-making,” said Kendall. “It’s automation of those decisions and it’s very specific.”

ACE developed VISTA in 2020, imbuing it with the unique ability to simulate another aircraft’s flying characteristics. The aircraft received an upgrade in 2022, turning it into a test vehicle for the Air Force’s AI experiments. 

VISTA uses machine learning-based AI agents to test maneuvers and capabilities in real time. These contrast with the heuristic or rules-based AI systems seen on many commercial and military aircraft, which are designed to be predictable and repeatable. Machine learning AI systems, despite being less predictable, are more adept at analyzing complex scenarios on the fly.

“Think of a simulator laboratory that you would have at a research facility,” said Bill Gray, chief test pilot at the Test Pilot School, which leads program management for VISTA. “We have taken that entire simulator laboratory and crammed it into an F-16, and that is VISTA.”

Using machine learning, VISTA picks up on maneuvers in a simulator before applying them to the real world, repeating the process to train itself. DARPA called the aircraft’s first human-AI dogfight in September “a fundamental paradigm shift,” likening it to the inception of AI computers that can defeat human opponents in a game of chess.

Since that maiden voyage, VISTA has completed a few dozen similar demonstrations, advancing to the point that it can actually defeat human pilots in air combat. The technology is not quite ready for actual battle. But the Air Force-led Collaborative Combat Aircraft (CCA) and Next Generation Air Dominance programs are developing thousands of uncrewed aircraft for that purpose, the first of which may be operational by 2028.

The goal of these initiatives is to reduce costs and take humans out of situations where AI could perform equally as well. Some aircraft may even be commanded by crewed fighter jets. The self-flying systems could serve hundreds of different purposes, according to Kendall.

Even within ACE, dogfighting is viewed as only one use case. The idea is that if AI can successfully operate in one of the most dangerous settings in combat, human pilots could trust it to handle other, less dangerous maneuvers. Related U.S. military projects, such as the recently announced Replicator initiative, are exploring AI applications in other aircraft, like drones.

However, autonomous weapons, such as AI-controlled combat aircraft, have raised concerns from various nations, scientists, and humanitarian groups. Even the U.S. Army itself acknowledged the risks of the technology in a 2017 report published in the Army University Press.

“Autonomous weapons systems will find it very hard to determine who is a civilian and who is a combatant, which is difficult even for humans,” researchers wrote. “Allowing AI to make decisions about targeting will most likely result in civilian casualties and unacceptable collateral damage.”

The report further raised concerns about accountability for AI-determined strikes, pointing out that it would be difficult for observers to assign blame to a single human.

The Air Force has countered that AI-controlled aircraft will always have at least some level of human oversight. It also argues that developing the technology is necessary to keep pace with rival militaries designing similar systems, which could be devastating to U.S. airmen.

Notably, China too is developing AI-controlled fighter jets. In March 2023, Chinese military researchers reportedly conducted their own human-AI dogfight, but the human-controlled aircraft was piloted remotely from the ground.

Leading U.S. defense officials in recent years have sounded the alarm on China’s People’s Liberation Army’s growing capabilities, characterizing it as the U.S. military’s biggest “pacing challenge.” The country’s AI flight capabilities are thought to be behind those of the U.S. But fears persist that it may soon catch up.

“In the not too distant future, there will be two types of Air Forces—those who incorporate this technology into their aircraft and those who do not and fall victim to those who do,” said Kendall. “We are in a race—we must keep running, and I am confident we will do so.”

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The company on Thursday said it is moving to the next phase of flight testing using production prototype aircraft, the first of which came off its pilot production line at Marina Municipal Airport (KOAR) in California in June. The company on Monday rolled out a second production prototype. Until now, Joby had only flown tests using two preproduction air taxi prototypes.

So far, the U.S. Air Force is the only Joby customer to operate a production prototype as airmen are deploying the manufacturer’s first model for logistics and other missions during joint testing at Edwards Air Force Base (KEDW) in California. Joby says its second prototype will soon join the first at Edwards and so far has committed to two further aircraft deliveries to MacDill Air Force Base (KMCF) in Tampa, Florida.

Now, though, the manufacturer is ramping up to perform its own production prototype testing ahead of for-credit evaluations with the FAA.

Joby in 2023 completed 30 for-credit tests of the air taxi’s structures and components. But successful for-credit testing of the entire aircraft would represent a key step toward the pinnacle of the eVTOL air taxi industry: type certification.

“Our preproduction aircraft were the second full-scale generation of Joby’s design, and their performance met or exceeded our predictions throughout the program, successfully achieving our targets for maximum range, speed, and a revolutionary acoustic footprint,” said JoeBen Bevirt, founder and CEO of Joby.

The manufacturer’s flagship air taxi is designed for a pilot to fly as many as four passengers on trips up to 100 sm (87 nm), cruising at 200 mph (174 knots). Unlike competitors such as Archer Aviation, Joby will operate the aircraft itself in partnership with Delta Air Lines.

The company is eyeing commercial urban air mobility (UAM) routes in and around large U.S. metro areas, such as New York and Los Angeles, starting in 2025. But that target will hinge on its success in for-credit evaluations.

Joby’s two preproduction aircraft together have flown more than 33,000 miles over the course of more than 1,500 test flights, 100 of which had a pilot on board.

These included the first electric air taxi exhibition flights in New York City in November, when the company’s second preproduction model flew from the Manhattan Downtown Heliport over the Hudson River. Another demonstration in 2021 included a 154.6 sm flight on a single charge.

“Over the past four years, we thoroughly tested and studied our aircraft in flight, from precision landing and outwash to human factors,” said James Denham, chief test pilot for Joby. “We often flew multiple flights per day, demonstrating our ability to fly in a wide variety of weather and operational conditions.”

Since October, the company has been flying preproduction prototypes with pilots on board. That month, four Air Force test pilots completed the eVTOL’s first crewed transition from hover to cruise flight. The crewed test program includes 31 flights over a span of two days, completed at the start of 2024 in partnership with the FAA.

Joby has also entrenched itself with NASA, working with the space agency to evaluate air taxi traffic and noise. The ability for eVTOL aircraft to fly alongside other aircraft at low volume is considered essential for UAM services, which are largely expected to take place over cities.

“Learnings from the flight test program have been invaluable to our certification program and to the broader development of regulatory frameworks around electric VTOL aircraft, validating the performance, safety, and acoustics of our design while providing insight into daily operations and maintenance,” said Bevirt.

Joby competitor Archer Aviation is also looking ahead to for-credit testing. It expects to begin those evaluations later this year following the production of three type-conforming air taxi models, which is already underway.

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California-based MightyFly this week announced what the company is calling an “industry first” FAA authorization, granting it permission to test its recently unveiled 2024 Cento within a flight corridor between New Jerusalem Airport (1Q4) and Byron Airport (C83) in California.

MightyFly says the approval, obtained in March, is the first for a large, self-flying cargo eVTOL in the U.S., with “large” denoting a weight greater than 55 pounds. According to the FAA, the company’s UAS has a maximum takeoff weight of 550 pounds. MightyFly in January received an FAA special airworthiness certificate (SAC) and certificate of waiver or authorization (COA) to establish the corridor.

“This route is designed to connect the existing operating areas around the airports while ensuring the UAS does not overfly the city of Tracy or impact Stockton [Metropolitan Airport], which is Class D airspace,” the FAA told FLYING. “MightyFly needed the new authorization to operate in the area, but they could have started testing inside the operating areas that were previously approved.”

The firm’s March approval, which it obtained via Freedom of Information Act (FOIA) request, includes a COA authorizing a flight corridor up to 5,000 feet agl between New Jerusalem and Byron airports. The COA opens the ability for the company to perform what it terms “A-to-B flights” within the corridor’s general aviation airspace, allowing it to test aircraft range, among other things.

Following ground testing at its headquarters and test site, MightyFly began flying the 2024 Cento at the corridor’s origin airport on March 4. In the span of two months, the company has completed more than 30 autonomous flights, or about one every two days.

Future testing will include A-to-B flights. Eventually, it will expand to additional use cases and markets, MightyFly says.

“This is a solid vote of confidence from the FAA in our work and our ability to perform safe autonomous flights in the general aviation airspace,” said Manal Habib, CEO of MightyFly. “We now look forward to demonstrating point-to-point delivery flights with our partners in this space.”

The authorization also contains a SAC that will allow MightyFly to test Cento’s beyond visual line of sight (BVLOS) capabilities, which are considered key for enabling drone delivery at scale.

BVLOS refers to the drone operator’s ability (or lack thereof) to visually monitor the aircraft in the sky. In lieu of a final BVLOS rule, the FAA awards these permissions to select companies via waiver or exemption. But for safety reasons most companies must keep their drones within view of the operator.

However, technologies such as detect and avoid and remote identification have the potential to replace human observers as they mature. MightyFly will test Cento’s detect and avoid systems and long-range command and control (C2) datalink communications while the self-flying drone is trailed by a chase airplane.

The SAC also authorizes MightyFly to begin point-to-point autonomous deliveries and proof of concept demonstrations with customers and partners. These will include deliveries of medical and pharmaceutical supplies, spare parts and manufacturing components, and consumer goods within the flight corridor.

Future demonstrations include several planned point-to-point autonomous cargo delivery flights in Michigan under a contract with the state’s Office of Future Mobility and Electrification. The company is also scheduled to demonstrate Cento’s ability to autonomously load, unload, and balance packages for the U.S. Air Force in 2025. These flights, MightyFly says, will mark its “entry into the expedited delivery market.”

The 2024 Cento, MightyFly’s third-generation aircraft, is designed for expedited or “just-in-time” deliveries. Potential customers include manufacturers, medical teams, first responders, retailers, and logistics, automotive, and oil and gas companies.

The third-generation drone is built to carry up to 100 pounds of cargo over 600 sm (521 nm), cruising at 150 mph (130 knots). Under full autonomy, it is expected to be able to land at a fulfillment center, receive packages, fly to a destination, unload its cargo, and take off for its next delivery.

MightyFly’s Autonomous Load Mastering System (ALMS) autonomously opens and closes the cargo bay door, secures packages in (or ejects them from) the cargo hold, and senses the payload’s weight and balance to determine its center of gravity. The company is working with the Air Force and its Air Mobility Command to develop ALMS.

Another key differentiator for the 2024 Cento is its flexibility. The drone can handle a variety of cargo contents, densities, loading orders, and tie-down positions. That means customers won’t need to standardize their packaging or order loading processes to accommodate it. The aircraft can carry refrigeration boxes, for example, which are often used in the healthcare industry to transport organ donations or blood bags.

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Joby rolled out its first production prototype from Marina in June, delivering it in September to Edwards Air Force base (KEDW) in California ahead of schedule. There, U.S. Air Force personnel are using the aircraft to conduct logistics and other missions during joint testing. Joby and AFWERX, the innovation arm of the Air Force, signed an aircraft development and flight testing contract in 2020 that has since been expanded multiple times.

Joby says it expects its second prototype, on display at Marina on Monday, to join its counterpart at Edwards later this year following final testing.

The manufacturer designed its flagship air taxi to carry a pilot and as many as four passengers on trips up to 100 sm (87 nm), cruising at 200 mph (174 knots). The company is targeting commercial launches in major U.S. cities such as New York and Los Angeles, where it will ferry customers to and from airports in partnership with Delta Air Lines, in 2025.

A groundbreaking ceremony for the Marina expansion, which Joby expects will more than double the facility’s production capacity, was attended by a who’s who of local stakeholders, including the city of Marina and the Monterey Bay Economic Partnership (MBEP), and Drone, Automation, and Robotics Technology (DART) groups. A representative of the company’s manufacturing partner, auto manufacturer Toyota, was also present.

“This facility will play a foundational role in our future success, and it is a privilege to once again be growing our footprint and our workforce in California,” said JoeBen Bevirt, founder and CEO of Joby. “I am grateful to the local community and our many supporters who have advocated on our behalf to reach this point and to Toyota for everything they continue to do to make manufacturing a success at Joby.”

Joby expects the expanded Marina facility to be open for operations by next year. The company is targeting a production rate of 25 aircraft annually as its scaled manufacturing plant in Dayton, Ohio, comes online.

The Dayton facility, selected in September, is expected to initially churn out 500 aircraft per year when full-scale operations begin in 2025. The 140-acre site has enough space for the company to one day fill it with more than 2 million square feet of manufacturing assets, which figures to expand capacity further.

However, Marina also has an important role to play for Joby. The company in its 2023 earnings report said a significant portion of the approximately $450 million in cash and short-term investments it projects for 2024 will go toward the site’s expansion. On Monday, it confirmed that a pilot training and flight simulation center as well as a maintenance hub, intended to support early operations, are among the planned facilities.

The expansion is funded in part by the California Governor’s Office of Business and Economic Development (GO-Biz), which in November awarded Joby a $9.8 million California Competes grant.

The prototype aircraft being built at Marina will further support Joby’s quest for type certification. The company’s initial prototype was responsible for its first $1 million in revenue, as reported in its 2023 earnings: early flight services provided to the Department of Defense, conducted at Marina Municipal Airport.

Since then, the manufacturer has committed to two more air taxi deliveries to MacDill Air Force Base (KMCF) in Tampa, Florida, in an expansion of its $131 million contract with AFWERX. The agreement calls for the delivery of nine aircraft, of which the company has now firmly committed to four.

Evaluations conducted under the contract figure to help Joby refine its air taxi design ahead of for-credit type certification testing with the FAA. The company in February said it is ramping up to for-credit testing following the regulator’s acceptance of the certification plans for its aircraft, components, and systems.

Following the rollout of its second air taxi prototype, Joby says another two aircraft are in the final assembly phase. Parts for “multiple subsequent aircraft” are in production at the company’s recently acquired facility in Ohio, from where they will be shipped to Marina.

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