Originally published at: FAA Issues Certification Blueprint To AAM Manufacturers - AVweb
Advanced air mobility innovators now know what is expected of them during the certification process.
I have been wondering why we have not seen more experimental entrants into the eVTOL space. I would have expected them to be all over EAA by now.
Is this a case where they are unable to achieve Phase 1 approval because there are (were) no guidelines in the certified space?
Apparently as of this morning the AC is published yet on the DRS.
Development of ‘novel’ configurations is costly, requires skill, pockets, and perseverance.
Hype is common when something is faddish or promoted by government - second-rate persons often try to do something but expect government money or private funding that never appears because investors look at track record and honesty.
New ideas come and go - I knew someone who worked on a concept for helicopter mechanisation - didn’t work out. (He went on to work on fighter airplanes and teach aeronautical engineering.)
Even with conventional configurations ability, honesty, and money are crucial.
A VLJ prototype flew in western Iowa but flight tests showed significant tweaking needed - combined with funds being needed for production funding did not come forth.
And Eclipse botched - poor weight estimation pushed design beyond planned engine, whose maker then rejected the project. Did go on to actually fly and to sell some elsewhere, but never became profitalbe.
French (and thus European) authorities gave out guidelines in 2022/2023, with the intention of Volocopter getting certified for passenger travel in time for the 2024 Olympic Games.
As we all know they did not, went bang, and have been bought by Chinese investors no-one knows much about.
Archer now faces a slightly longer time-frame to get certified for the LA Olympics in 2028.
In theory Olympic Games are ideal test beds because normal rules around traffic and circulation are suspended. Good luck to them.
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