The company on Monday announced its acquisition of electric aviation technology developer Magpie Aviation, including the company’s Aerotowing solution, for an undisclosed fee. Magpie Aerotowing uses electrified tow aircraft to stretch out the flight time of larger electric models.

Ampaire will also inherit multiple pending Magpie patents and pending and existing government contracts. The company said these will help it further develop Magpie’s solution, as well as its proprietary propulsion system.

“We founded Magpie because we believe electrified aircraft have a pivotal role to play in the future of aviation,” said Damon Vander Lind, CEO of Magpie. “I am thrilled to see this vision continuing to move forward under Ampaire’s banner. Not only does this lift the prospects of civilian electric aircraft and meaningful emission reductions in the future, it also helps Ampaire to serve military customers with their needs, right now.”

According to Magpie, electric aircraft are often limited to short routes due to battery energy density constraints. The company is developing technology to counteract this: specifically, a network of electric tow aircraft that could enable zero-emission flights of electric vertical takeoff and landing (eVTOL) and other electric aircraft beyond 1,000 sm (869 nm).

Here’s how it works. An electrified main aircraft takes off and climbs to its cruising altitude, while a tow aircraft departs from a charging station at a nearby, secondary airport. The pair meet autonomously in the sky and are connected at a safe distance. The tow aircraft then begins towing while the main aircraft idles and can be swapped out en route to enable even longer flights.

Last year, Magpie demonstrated what claimed were the world’s first automated towing connections between two flying aircraft. Its autonomous Active Hook system tracked, positioned, and connected two aircraft in repeated tests “with centimeter-level precision,” according to the company.

Magpie said Aerotowing becomes cost-competitive at scale, despite the involvement of extra aircraft. Airlines would be able to operate large electric aircraft over longer distances, which the firm said could help them save on fuel and maintenance costs.

Those savings may also offset the added cost of towing, which Magpie said is “kept economical” by operating simple aircraft out of secondary airports. Citing research from Bain Capital, the company claims battery-electric designs will be “substantially cheaper” to operate than sustainable aviation fuel (SAF) or hydrogen-powered aircraft.

Magpie owns several strategic government contracts, including with the U.S. Air Force, which Ampaire said it will continue. The company also said it will leverage Magpie’s pending contracts and patents when they come to fruition.

“With this acquisition, Ampaire anticipates further revenue growth across both commercial and defense sectors while simultaneously enhancing the capabilities and mission scope of our existing hybrid aircraft,” said Kevin Noertker, CEO of Ampaire. “Building upon our recent acquisition of Talyn Air, the addition of Magpie exemplifies our deliberate approach to integrating pivotal companies and assets on our path to accelerate our leadership in electrified aviation.”

Ampaire’s AMP-H570 AMP Drive hybrid-electric propulsion unit can be integrated into both general aviation and regional turboprop commercial aircraft. The systems have flown more than 25,000 sm to date, the company said, claiming that no one in the industry has more hybrid-electric flight time. That includes a 12-hour flight of the company’s Electric EEL demonstrator in December, which set the endurance record for hybrid-electric aircraft.

The firm’s flagship aircraft, however, is the nine-seat Eco Caravan, which has an estimated 1,100 sm (956 nm) range and 2,500-pound payload. Ampaire in 2022 said the model could be the first electrified regional aircraft to enter commercial service. It hopes to earn a supplemental type certificate from the FAA by year’s end.

The Eco Caravan is equipped with Ampaire’s proprietary propulsion system, which it said will reduce fuel consumption and emissions by 50 to 70 percent compared to conventional Pratt & Whitney PT6 engines. PT6s are common on Cessna Caravan turboprops.

Ampaire’s acquisition of Magpie follows its July purchase of eVTOL manufacturer Talyn Air, through which it also inherited several defense contracts and patents. It intends to leverage these to add its systems to eVTOL aircraft, in addition to Cessnas and de Havilland Twin Otter DHC6s it is already modifying.

Noertker in July told FLYING his hope is for the company to become the go-to propulsion systems firm for both conventional and emerging aircraft. The Ampaire CEO sees near-term applications for eVTOL aircraft in defense and cargo delivery, but his primary focus remains on electrifying conventional aircraft.

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The post Hybrid-Electric Propulsion Developer Ampaire Acquires Magpie Aviation appeared first on FLYING Magazine.

The firm on Thursday announced it successfully completed a hybrid-electric ground test using sustainable aviation fuel (SAF) from partner Dimensional Energy. The pure, 100 percent ASTM D7566 SAF is produced from electricity and carbon dioxide and was used to fuel Ampaire’s nine-seat Eco Caravan, a modified Cessna 208B Grand Caravan.

The goal of testing was to validate the performance of Dimensional Energy’s pure e-fuel SAF. According to Ampaire, the results “exceeded expectations,” demonstrating a massive increase in energy efficiency compared to traditional jet fuels.

Both Ampaire and Dimensional Energy received funding and support from climate technology investor Elemental Excelerator. According to Ampaire, the investment has helped the partners more than double the efficiency of SAF consumption while driving emissions to near zero.

“By showcasing the transformative efficiency gains achievable through hybrid-electric propulsion, we are driving the future of eco-friendly air travel,” said Kevin Noertker, CEO of Ampaire. “For those already recognizing the potential of SAF, its integration into our hybrid-electric aircraft enhances its appeal even further.”

Ampaire’s Eco Caravan is a hybrid-electric design with a range of 1,100 sm (956 nm) and a payload of 2,500 pounds. In 2022, the manufacturer said the model could be the first electric regional aircraft to fly commercially. Ampaire expects FAA certification this year.

The aircraft is equipped with Ampaire’s proprietary AMP-H570 AMP Drive hybrid-electric propulsion unit. According to the company, the system will reduce fuel consumption and emissions by 50 to 70 percent compared to conventional Pratt & Whitney PT6 engines, which are common on Cessna Caravan turboprops.

Ground tests paired the hybrid-electric propulsion system with Dimensional Energy e-fuels to “reimagine” 100 percent electric flight and address SAF quality and cost concerns, the goal being to enable broader use. According to Ampaire, Dimensional Energy has two projects that will “add significant inventory to the world’s availability of e-fuels.”

“Technology providers have to collaborate beyond innovation and into execution,” said Jason Salfi, CEO of Dimensional Energy. “By combining Dimensional Energy e-fuels with Ampaire’s aircraft technology that can reduce the amount of fuels combusted during flight, we quicken the pace up the steep curve of the energy transition and reduce the need for extraction faster.”

Nonprofit investor Elemental Excelerator provided both Ampaire and Dimensional Energy with project development capital and years of support to scale the companies’ tech. The three partners intend to continue their collaboration and research into sustainable flight.

“[Ampaire and Dimensional Energy’s] innovations reduce pollution and noise in neighborhoods around airports and make possible a cleaner way to fly,” said Dawn Lippert, CEO of Elemental Excelerator.

Ampaire’s recent ground test wasn’t the company’s only milestone in the past few months. In fact, it doesn’t even come close to the firm’s biggest achievement: a 12-hour, 1,375 sm (1,195 nm) flight of its Electric EEL demonstrator. The flight set a high-water mark for hybrid-electric aircraft endurance, eclipsing the company’s previous record.

The EEL is a modified Cessna 337 Skymaster, also equipped with the AMP-H570 AMP Drive, that functions primarily as a testbed aircraft but could also serve owner-flown, charter, and short-haul regional airlines and carriers. It has a 400 sm (348 nm) range and 450-pound payload.

In 2020, Ampaire and the EEL also completed the first trial of a hybrid-electric aircraft along an actual airline route, in partnership with Hawaii’s Mokulele Airlines. The Eco Caravan, meanwhile, made its maiden voyage in 2022.

Ampaire’s largest order for the hybrid-electric design comes from U.K.-based lessor Monte Aircraft, which agreed to order up to 50 Eco Caravans. The firm also has an agreement with Azul Conecta—a subsidiary of Azul, Brazil’s largest airline by passenger volume—to convert six Grand Caravans in its fleet.

Meanwhile, Ampaire is working with NASA on several projects, most notably one that would install its propulsion system aboard a Twin Otter DHC6. It has an agreement with private charter operator WingTips for the conversion of 50 Twin Otters to Eco Otters—another Ampaire concept—in addition to 20 Caravans.

Unsurprisingly, major airlines and manufacturers are ramping up development of SAF as Ampaire matures its tech. Both Gulfstream Aerospace and Virgin Atlantic completed inaugural transatlantic flights fueled entirely by SAF in November. Rolls-Royce that month said all of its current engines can now run on 100 percent SAF.

According to the International Air Transport Association (IATA), SAF production tripled from 2021 to 2022. And with aviation industry groups working to speed its adoption, the dawn of SAF appears to be on the horizon.

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The post Ampaire Completes Hybrid-Electric Ground Test Using Pure SAF appeared first on FLYING Magazine.

Now for this week’s top story:

Historic Cargo Flight With Uncrewed Cessna Caravan

What happened? You’ve never seen a Cessna like this before—in fact, the world hadn’t, until this week. On Monday, Mountain View, California-based Reliable Robotics released footage of its November flight of a 208B Caravan, modified with its remotely operated aircraft system to fly without a pilot in the cockpit. The company claimed the feat is an aviation first.

How it works: Reliable’s uncrewed, FAA-approved flight—operated remotely from a control center 50 miles away—lasted about 12 minutes. But while the jaunt was relatively brief, it helped validate the firm’s technology, which automates all phases of flight from taxi to takeoff to landing. Control surfaces and engine controls, for example, are adjusted automatically.

A continuous autopilot system equipped with advanced navigation technology prevents common causes of aviation accidents, such as controlled flight into terrain or loss of control in flight. However, redundant voice and data networks allowed the modified Cessna to be commanded remotely. Other models could be equipped with the system too, since it’s aircraft agnostic.

Has automated aviation arrived? Well, not quite. Reliable and other automated flight systems developers still need to certify their tech, but they’re getting closer. The FAA in June accepted Reliable’s formal certification plan, which relies on existing regulations for normal and transport category aircraft and contains no special conditions or exceptions. In addition to test flights with the regulator, the company has demonstrated its system for NASA and the U.S. Air Force.

But it’s looking beyond defense use cases. Reliable plans to start a fully owned Part 135 airline subsidiary for automated commercial cargo flights. It’s also working with ASL Aviation Holdings to automate its fleet of more than 160 aircraft, which service Europe, Asia, Africa, and Australia.

Quick quote: “This milestone accelerates dual-use uncrewed flight opportunities, increasing aviation safety and enabling us to bring a broad range of autonomous military capabilities into denied environments,” said Colonel Elliott Leigh, director of Air Force innovation arm AFWERX and the department’s chief commercialization officer.

My take: Automated flight systems are still in the early stages of development, but there is potential down the line for them to become ubiquitous. Some, such as autolanding, already are. Fully automated flight is another story.

Reliable is working with Textron Aviation and Textron eAviation to convert more Caravans, which are some of the most widely used turboprops in the world. Others such as Xwing and Merlin are building similar tech. But their success will depend on safety. Some believe automated systems will be more effective than pilots at reducing the risk of accidents. For now, though, humans have demonstrated the capacity for safe, routine, commercial flights—and automation simply hasn’t.

The cargo sector, which removes the risk of carrying humans, will likely be the first to adopt automated flight. That’s where Reliable is looking first. Others, who are eyeing the passenger segment, may need to wait on regulations and certification.

Deep dive: Reliable Robotics Completes Historic Cargo Flight—With No One on Board

In Other News…

Ampaire’s Modified Cessna Breaks Endurance Record

What happened? Historic Cessna flights pique your interest? How about another one: A Cessna 337 Skymaster equipped with hybrid-electric propulsion made a 12-hour, 1,375-mile trip. Ampaire, the maker of said propulsion system, believes the feat to be an endurance record. The previous high-water mark? Another Ampaire flight in 2022.

How about hybrid? Impressively, Ampaire’s Electric EEL demonstrator touched down with more than two hours of battery and fuel reserves remaining. That should be reassuring for the company—it claims the EEL offers a greater payload, cuts more emissions, and can be certified faster than hydrogen-powered designs. But hydrogen still has the advantage of range.

Ampaire went with hybrid propulsion because it believes it can take advantage of hydrogen fuel efficiency while weaving in the benefits of an all-electric system. Its designs are projected to reduce emissions less than the latter, but they’ll add greater range and payload while requiring less infrastructure. Plus, Ampaire believes it can certify its flagship model in 2024.

Deep dive: 12-Hour Hybrid-Electric Flight Sets New Endurance Record

This Strange Aircraft Could Come to Your Local Public Safety Agency

What happened? The funky-looking aircraft above is called Hexa—and it’s now on sale. Lift Aircraft, the manufacturer behind the unique, single-seat design, announced it will allocate five aircraft for public safety customers such as police and fire departments, emergency medical services, and first responders. Eventually, it’ll be available for personal use.

Anyone can fly: Lift enters the market with a unique proposition: an aircraft that anyone can learn to fly within an hour. Hexa qualifies as a Part 103 ultralight, which means the FAA doesn’t require a pilot certification to fly it. That may be a boon for public safety agencies, which could fly it for firefighting, supply drops, or air ambulance services without needing a licensed pilot.

Lift’s vision is for customers to one day walk into a vertiport, train for less than an hour, and leave flying their own personal eVTOL. The company actually has an agreement with helicopter tour operator Charm Aviation to bring Hexa to downtown Manhattan. But public safety customers will get the first crack at it.

Deep Dive: Lift Aircraft Sells Outlandish, Ultralight Personal eVTOL to Public Safety Agencies

And a Few More Headlines:

• NASA’s Voyager 1 probe can’t phone home, and it could take engineers weeks to fix the problem.

• Sean Cassidy stepped down as head of safety for Amazon’s drone arm, where he served as its main liaison to the FAA.

• The International Civil Aviation Organization (ICAO) will collaborate with Google to decarbonize aviation.

• Textron Aviation announced a carbon offset program for its turbine aircraft customers.

• Air taxi startup AIBot chose Honeywell to develop the flight controls for its autonomous eVTOL design.

Spotlight on…

Maeve Aerospace

Dutch manufacturer Maeve Aerospace broke onto the scene in 2021 with its concept for a 44-passenger, all-electric regional jet. This week it came out with an even more ambitious design.

Maeve on Monday unveiled the M80: a hybrid-electric model for up to 80 passengers that it says fuses the performance of a jet, the efficiency and economics of a turboprop, and the emissions reduction of an all-electric aircraft. That combination is an attractive proposition—if the company can make it happen.

The M80 is scheduled for arrival in 2031, which should give Maeve plenty of time to refine its unique architecture. The secret sauce is the aircraft’s engine: It runs on electric battery packs and an aviation fuel of the operator’s choice, including power-to-liquid (PtL) and other forms of sustainable aviation fuel (SAF). Combined with a redesigned airframe, the engine can reduce emissions to near zero and fuel burn by 40 percent—which, according to Maeve, will keep trip costs low.

Plus, airports won’t need to install electric infrastructure to welcome the M80. The aircraft’s batteries are only needed for takeoff and climb. In cruise, an altitude optimized thermal engine takes over, which allows the aircraft to charge its own batteries during descent, Maeve said.

Deep Dive: The Efficiency of a Turboprop, the Performance of a Jet: Meet Maeve’s M80

On the Horizon…

Will the FAA ever be reauthorized? The answer is almost certainly yes, but it may not happen soon.

On Tuesday, federal lawmakers extended the deadline for reauthorization to March 8, just a few months after it was stretched to December 31. The second extension will keep the agency funded into the new year. However, industry stakeholders are getting antsy about the long-term outlook. Reauthorization would secure the FAA funding for the next half-decade, but it would also introduce new standards for air traffic control, pilot retirement, and advanced air mobility (AAM). For now, though, Senators continue to quibble over certain provisions.

Simultaneously, lawmakers are working to bolster American defenses against rogue drones. The State Department this week hosted its first counter-drone policy forum workshop, which brought together stakeholders from the governments of the U.S., U.K., Canada, Australia, and New Zealand. Attendees shared their countries’ respective goals and challenges. For the U.S., that could be useful—according to reports, federal authority to down drones expired last month.

Also in the works is a bipartisan bill called the NASA Talent Exchange Program Act. The legislation would assign NASA employees to temporary aerospace industry positions, and vice versa, creating new linkages between the regulator and other stakeholders.

Across the pond, we’ve got a trio of updates from the European Union Aviation Safety Agency (EASA). Perhaps the most notable is the launch of an Innovative Air Mobility Hub for stakeholders to exchange information on technologies such as air taxis and drones.

The European regulator also published what should become a key document for eVTOL aircraft firms: the first standards (and limitations) on eVTOL noise. Since electric air taxis are expected to fly over people in crowded urban areas at low altitude, keeping noise to a minimum will be crucial. Among other provisions, EASA will require operators to measure noise during takeoff, overflight, approach, and hover.

And finally, there’s been a leadership shakeup at the top of the agency. EASA named Luc Tytgat as acting executive director in September following the departure of Patrick Ky. But this week it picked Florian Guillermet, director of France’s air navigation services provider, as a permanent replacement.

Mark Your Calendars

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

• 11th Annual eVTOL Symposium—February 6-8 in Silicon Valley, California
• Drone Show Korea 2024—March 6-8 in Busan, South Korea
• World’s Unmanned Aerial Vehicle Conference—March 17-19 in Jerusalem
• AUVSI Xponential 2024—April 22-25 in San Diego 
• Vertical Flight Society’s Forum 80—May 7-9 in Montreal

Tweet of the Week

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I want to hear your questions, comments, concerns, and criticisms about everything in the modern flying space, whether they’re about a new drone you just bought or the future of space exploration. Reach out to jack@flying.media or tweet me @jack_daleo with your thoughts.

The post You’ve Never Seen Cessnas Like These Before appeared first on FLYING Magazine.

Ampaire is the maker of the nine-seat Eco Caravan, which it claims to be the world’s largest hybrid-electric airplane. This week, the company announced it flew its Electric EEL demonstrator on a 12-hour, 1,375 sm (1,195 nm) jaunt out of Camarillo Airport (KCMA) in California—a feat it believes establishes an endurance record for hybrid-electric aircraft.

The firm said the demonstrator touched down with more than two hours of battery and fuel reserves remaining.

“Through this groundbreaking mission, Ampaire has shattered the conventional boundaries of electrified flight, underscoring our relentless pursuit of transformative vehicle performance and commercial utility,” said Ampaire CEO Kevin Noertker. “Our unique hybrid-electric solutions deliver unparalleled operating economics and unlock endurance and operational flexibility critical to our customer’s needs.”

The flight, which took place Sunday, comes just 17 months after a then-record 1,135 sm flight of the EEL from Camarillo to Wittman Regional Airport (KOSH) in Oshkosh, Wisconsin, which was validated by the International Air Transport Association (IATA).

Another manufacturer, Electra.aero, last month completed what it’s calling the “world’s first” flight of a hybrid-electric short takeoff and landing (STOL) design.

Ampaire’s EEL is a modified Cessna 337 Skymaster equipped with the company’s proprietary AMP-H570 AMP Drive: a hybrid-electric propulsion unit that’s also flying on its flagship Eco Caravan. The EEL is primarily a testbed aircraft, but the company says it can also serve owner-flown, charter, and short-haul regional airlines and carriers. The design boasts a 400 sm (348 nm) range and 450-pound payload capacity.

According to Ampaire, the EEL offers a larger payload than all-electric or all-hydrogen designs while enabling quicker infrastructure and certification timelines. It produces more emissions than all-electric models, but the manufacturer found that it achieved a 50 to 70 percent reduction in fuel consumption and emissions compared to traditional Pratt & Whitney PT6 turboprop engines.

The EEL Is the Real Deal

Ampaire described Sunday’s flight as the “crowning achievement” for the EEL. The demonstrator, the company’s second hybrid-electric prototype, first flew in 2020. Since then, it’s visited California, Arizona, Hawaii, Alaska, and Canada, often crossing state lines—and occasionally international borders—while picking up records and aviation firsts along the way.

The EEL’s first cross-country test flight between Camarillo Airport and Hayward Executive Airport (KHWD) came in 2020. Ampaire claimed the 2.5-hour, 341 sm (296 nm) trip was “the longest flight to date for any commercially relevant aircraft employing electric propulsion.”

Just a few months later, Ampaire partnered with Hawaii’s Mokulele Airlines to achieve another aviation milestone: the first trial of a hybrid-electric aircraft along an actual airline route. The project aims to demonstrate the island-hopping value of electric aviation. Not long after, the EEL made its debut in the U.K. hopping between Scotland’s Orkney Isles.

Then came 2022’s record-setting flight: a 1,135 sm (986 nm) jaunt from Camarillo to Oshkosh. But the company didn’t stop there.

In August, Ampaire flew the EEL to Alaska, which it said represented several firsts: the first hybrid-electric aircraft deployment in Alaska, first international hybrid-electric flight, and first aircraft to obtain special airworthiness approvals from regulators in both the U.S. and Canada. In November, it made the inaugural hybrid-electric flight into Palo Alto Airport (KPAO).

While the EEL is garnering headlines for its record-breaking demonstrations, Ampaire’s flagship Eco Caravan is flying too. The model is a modified Cessna 208B Grand Caravan with a 1,100 sm (956 nm) range and 2,500-pound payload. Last year, the company said it could be the first electrified regional aircraft to enter commercial service, with FAA certification expected in 2024.

Ampaire’s largest order for the Eco Caravan came in 2022 from U.K.-based lessor Monte Aircraft, which agreed to order up to 50 models. It also signed a deal with Azul Conecta, a subsidiary of Brazil’s largest airline by passenger volume, to convert six Grand Caravans in its fleet.

Behind the scenes, Ampaire has been working with NASA on several projects, most notably a collaboration to equip its propulsion system on its largest aircraft yet: a Twin Otter DHC6. It has an agreement with private charter operator WingTips for the conversion of 50 Twin Otters to Eco Otters—another Ampaire concept—in addition to 20 Caravans.

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The post 12-Hour Hybrid-Electric Flight Sets New Endurance Record appeared first on FLYING Magazine.

The companies—including Airbus, Ampaire, Archer Aviation, BETA Technologies, Bye Aerospace, Eve Air Mobility, Joby Aviation, Lilium, Overair, Signature Flight Support, Skyports, Supernal LLC, Vertical Aerospace, Wisk Aero, and ZeroAvia—say that while sustainable aviation fuels (SAF) are “an immediate solution to decarbonize the sector,” it is vital to also invest in future aircraft technology.

• READ MORE: Is Los Angeles Becoming a Battleground for eVTOLs?

“The world is currently experiencing the most exciting time in aviation since the dawn of the jet age,” the companies said in their letter. “Recently, the White House correctly recognized this by listing net-zero aviation technologies as one of five priorities in its ‘U.S. Innovation to Meet 2050 Climate Goals’ for the newly formed Zero Emissions Game Changes Initiative.” 

The companies attested that the technologies they represent “provide the first and best long-term path to achieving net zero aviation emissions.” They noted that “electric, hybrid-electric and hydrogen aircraft will begin commercial operations as soon as 2024 and provide the aviation industry its first net-zero operations” for short haul, regional and long-haul flights.”

The companies also stressed the need to develop new infrastructure specifically designed for zero-emission aircraft and keep pace with advancements made in other countries.

“Other nations around the world have begun to heavily invest in zero-emissions technologies because of the environmental and societal benefits that will accompany them. The United Kingdom’s Aerospace Technology Institute announced a 685 million pound investment over three years specifically for zero emission technologies.

The European Union and its member states have also committed over a billion euros in Investment,” the letter reads.

The companies said that by embracing new technology the U.S. could create jobs while helping to decarbonize the aviation sector. “Since the dawn of flight, the United States has led the world in the research, development, and advancement of flight. In part, this has led to the aerospace and defense sector being the number one exporting sector annually.”

In the future the U.S. could maintain its leadership by prioritizing zero-emissions aviation, the companies said, noting that they “stand willing and ready to engage and assist in supporting this leadership.”

The post Industry Consortium Lobbies for More Federal Sustainable Aviation Investment appeared first on FLYING Magazine.

Ampaire said it expects its Eco Caravan to earn FAA certification in 2024, claiming it could be the first electrified regional aircraft to enter commercial service.

The maiden flight launched from Camarillo Airport (KCMA), close to Los Angeles, early Friday morning. It was piloted by Elliot Seguin, who flew for 33 minutes. During the flight, the company said Seguin climbed to 3,500 feet at full power, which combined power from the combustion and electric engine. At cruise, Ampaire said Seguin spent approximately 20 minutes conducting various power tests and collecting critical engine performance data.

“The Eco Caravan propulsion system performed just as expected,” Seguin said in a statement, adding, “It was smooth and quiet. All temperature and power output readings were normal.”

A Faster Solution to Net-Zero?

The flight marked a major milestone for Ampaire, taking a different approach from other industry initiatives to eliminate carbon emissions, such as the fast-growing sustainable aviation fuel (SAF) market. According to Our World In Data, aviation is responsible for 2.5 percent of global CO2 emissions. In order to reduce emissions to meet the industry-wide net-zero goal by 2050, SAF would be needed to cut up to 65 percent of emissions. the International Air Transport Association (IATA) said in an October 2021 study. Meanwhile, IATA estimated that electric and hydrogen solutions would only contribute 13 percent to the desired reduction. 

If certified, Ampaire’s solution—while smaller—could offer a faster approach to possibly reducing emissions, according to the company.

“Aviation is the hardest industry to decarbonize,” said Kevin Noertker, Ampaire CEO, in a statement following the flight. “Fully-electric aircraft are range limited because of the weight and energy capacity of current-generation batteries. Hybrid-electric aircraft, however, can preserve the range and utility of today’s aircraft. That is why we are focused on hybrid-electric propulsion for a series of increasingly capable regional aircraft. It’s a way for the airline industry to decarbonize more quickly and benefit from lower operating costs.”

Gaining Momentum 

Ampaire said the maiden flight on Friday adds momentum to the program. In October, it announced a financing company, Monte Aircraft Leasing Limited, would order up to 50 Eco Caravans.

• READ MORE: Monte Inks Deal for Up to 50 Ampaire Hybrid-Electric Aircraft

Before that, during NBAA-BACE, the company signed an MOU with Tamarack Aerospace Group to develop aerodynamics upgrades for Ampaire’s hybrid electric aircraft fleet. The agreement would allow Tamarack to deploy its Tamarack’s SMARTWING winglets on all alternative energy variants of the Cessna Caravan 208, de Havilland Twin Otter, and Beechcraft King Air.

Ampaire also said it launched a partnership in October with Air France Industries KLM Engineering and Maintenance to provide maintenance services.

• READ MORE: Ampaire and Tamarack Announce MOU on Aerodynamic Upgrades

Looking ahead, Ampaire said it is working with the FAA to certify the Eco Caravan in 2024 under a supplemental type certificate tailored for its propulsion system. The company said this would be less time-consuming and cheaper than a full aircraft certification program.

“Launching hybrid-electric aviation is no simple task, but we have made it easier by upgrading an already certified aircraft,” said Noertker. “We will come to market more quickly and allow airlines around the world to begin to gain operational experience with this new type of propulsion. And we will work with them on follow-on models to meet their network requirements.”

The post Ampaire Eco Caravan Conducts First Flight appeared first on FLYING Magazine.

Ampaire Builds Momentum with New Orders from MONTE and Global MRO Support from Air France/KLM

Full story here https://t.co/fNl9Eacs6M#MONTE #ecocaravan #sustainableaviation #greentech #cleantech #hybridelectric #partnerships #aviation pic.twitter.com/8HqmuNsu1U

— Ampaire (@AmpaireInc) October 25, 2022

It provides financing and leasing solutions for zero-emission technology to regional aircraft operators. That also means helping aircraft operators retrofit fleets with solutions such as electric, hybrid, or hydrogen propulsion technologies as they are developed. It says its goal is to become the world’s first carbon-neutral aircraft leasing company by 2027.

In this deal with Ampaire, Monte made a firm order for 25 Eco Caravans, with an option to purchase an additional 25. Ampaire’s Eco Caravan is a hybrid-electric upgrade of the Cessna Grand Caravan.

The aircraft marks the “starting point for a revolution in air travel,” bringing a slew of benefits, Ampaire CEO Kevin Noertker said in a statement.

“It brings the cost per available seat mile down to the range of driving, benefiting operators and their passengers. It dramatically shrinks the aircraft’s carbon footprint.,” Noertker said. “The propulsion technology is scalable, and we intend to quickly move toward larger regional aircraft and even the single-aisle jet market over time.”

According to Ampaire, the Eco Caravan can reduce fuel and emissions by as much as 70 percent on shorter trips and 50 percent on longer ones without sacrificing room for people, cargo, or overall range. Moreover, the company said the aircraft could lower operating costs by 24 and 40 percent of the unmodified Cessna Grand Caravan. Additionally, Ampaire noted that because the Eco Caravan can recharge its batteries in flight, its selection of airports that it can fly into aren’t limited to those with ground charging capabilities.

“Monte is looking to build a fleet of low emission and zero emission aircraft to lease or finance for regional aircraft operators worldwide,” Monte’s investment director, Timothy Eyre, said.

Last year, Monte signed a cooperation agreement with Tecnam Aircraft Limited to provide bespoke financing and leasing solutions to customers of Tecnam’s P-Volt Electric Aircraft. Eyre called Ampaire “the leading hybrid-electric technology provider” and said, “its Eco Caravan will be very attractive for a segment of our operators, thanks to its wide performance envelope and ability to operate without ground charging infrastructure where necessary.”

Ampaire Nearing Certification

Ampaire has stated that the Eco Caravan will make its first flight later this year. The nine-passenger aircraft is currently undergoing ground power tests and has entered the certification process with the FAA, with a supplemental type certification for the upgraded aircraft expected in 2024, according to the company. 

• READ MORE: Ampaire and Tamarack Announce MOU on Aerodynamic Upgrades

Last week during NBAA-BACE, the company signed an MOU with Tamarack Aerospace Group to develop aerodynamics upgrades for Ampaire’s hybrid electric aircraft fleet. Ampaire will have access to Tamarack’s SMARTWING winglets on all alternative energy variants of the Cessna Caravan 208, de Havilland Twin Otter, and Beechcraft King Air.

The post Monte Inks Deal For Up to 50 Ampaire Hybrid-Electric Aircraft appeared first on FLYING Magazine.

Tamarack announced the partnership during a press conference at the National Business Aviation Association’s Business Aviation Conference and Exhibition (NBAA-BACE) underway this week in Orlando, Florida.

“Tamarack’s Performance SMARTWING technology has demonstrated substantial aerodynamic improvements on multiple platforms, including 160 upgraded CitationJets, and our goal aligns closely with Ampaire’s to make every aircraft more efficient and sustainable,” said Nick Guida, Tamarack’s CEO, in a statement.

When applied to approved aircraft platforms, Tamarack’s winglet technology is designed to increase fuel efficiency and range and decrease runway takeoffs and landing requirements, especially in less-than-ideal conditions. 

Tamarack said the benefits of its winglets, when combined with Ampaire’s hybrid Eco Caravan, Eco Otter, and Eco King Air, would significantly increase cost savings and performance improvements.

The two companies have already begun working together to test and validate synergies between Tamarack’s Performance SMARTWING winglet technology, which aims to reduce wing load, and Ampaire’s hybrid-electric propulsion technology.

“Tamarack’s technology is a great match with Ampaire’s hybrid propulsion system,” said Kevin Noertker, Ampaire’s co-founder and CEO, in a statement. “Both work synergistically to upgrade the performance and economics of the proven aircraft operated by our customers.”

Progress on King Air Winglets

Tamarack also shared that it is actively talking with the first three pre-sale purchasers of two King Air airframes. Additional orders involve upgrading a King Air 200 and a 350 with Tamarack’s Performance SMARTWING technology. Earlier this year, the company said it completed flights on those aircraft with its proprietary winglet technology and that those flights proved to increase endurance, payload, high and hot airfield capabilities, and extended loiter times.

Guida also said his company was enthusiastic about expanding its applications across the King Air fleet.

“There are currently approximately 2,000 King Air 200s and a similar number of King Air 350s in operation today on missions for private business and in the military,” Guida said. “Based on interest, we know a robust sales universe is waiting for our Performance SMARTWING upgrade.”

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Announced at EAA Airventure, the partnership includes RED Aircraft’s AO3 series compression ignition engine, rated to 550 hp, and Ampaire’s electrical system for peak power. RED Aircraft will develop and supply Jet A/sustainable aviation fuel (SAF)-compatible engine subsystems to Ampaire as part of the partnership’s goal to commercialize electric-propulsion aircraft for applications up to 800 hp.

“RED Aircraft sees enormous potential for hybrid-electric aircraft and believes the Eco Caravan is just the first step to bringing a new level of efficiency and vastly lower emissions to a large swath of aviation,” said Jürgen Schwarz, CEO of RED. “We are thrilled to be pursuing these opportunities hand-in-hand with Ampaire.”

The Cessna Eco Caravan serves as the first aircraft to receive the new propulsion system, but many more hybrid-electric fixed-wing aircraft are in development.

“The modern, powerful, and ultra-fuel-efficient RED engines have exactly the right characteristics for the Eco Caravan’s hybrid-electric propulsion system and for many other upgrades or all-new designs we may pursue,” said Ampaire CEO Kevin Noertker. “We are very pleased to take this first step in collaboration with a company that shares our goal to decarbonize aviation while reducing costs for aircraft operators and their passengers.”

Ampaire is not the first to electrify a Caravan, however. In 2020, electric propulsion designer Magnix and flight test specialist AeroTEC developed a fully-electric Cessna 208B Caravan. The aircraft’s maiden flight only lasted 30 minutes, restricting it to short distances.

Also, Pipistrel’s fully electric Velis Electro two-seater has been type certificated by EASA, and is being used as a trainer in the U.S. In Colorado, Bye Aerospace said recently it’s making significant progress toward key approvals to certificate its fully electric eFlyer 2 two-seater. 

• READ MORE: Bye Aerospace Nears Key Approvals for eFlyer 2 

H2 About the Aircraft 

According to Ampaire, the Eco Caravan will offer several benefits, including:

• fuel consumption reduced up to 70 percent
• Jet A/SAF compatible engine
• lower initial engine and maintenance costs
• up to 40 percent lower operating costs.

Ampaire was formed in 2016 to upgrade existing passenger aircraft to hybrid-electric vehicles in order to push the aviation industry towards net-zero emissions. RED, or Raikhlin Engine Developments, was founded in 1995 by Vladimir Raikhlin and is based in Adenau, Germany.

The post Ampaire Selects RED Aircraft GmbH as Engine Supplier for Hybrid-Electric Eco Caravan appeared first on FLYING Magazine.

Ampaire’s Cessna Skymaster hybrid-electric test aircraft took its first flight in Scotland on Wednesday, positioning the airplane at the new UK-supported incubator for sustainable aviation at Orkey’s Kirkwall airport.

This is the second test aircraft for the company. It was modified in the U.S., with its first demo flights taking place in Hawaii.

The six-seat Skymaster—known for its tractor-pusher twin-engine configuration—has had its front engine replaced. This aircraft, N337EE, is in a different configuration from the first test aircraft flown in California in 2019, which had the rear engine replaced with an electric power unit (EPU).

The EPU used in the current Skymaster is capable of 200 kW output, though it’s limited in this application to 120 kW. The rear engine remains the standard 310-hp Continental IO-550.

The battery pack has been moved to a belly pod.

The Skymaster EEL was reassembled with the help of Wick Airport’s fire brigade upon the airplane’s arrival in Scotland. The demo flights are intended to highlight the low-emission profile and low operating costs anticipated when hybrid-electric aircraft hit their stride.

Ampaire expects the aircraft to have its best application on those routes now served by regional airlines.

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