Joby operational demo flights

Lindberg said:
He seems to be saying that it's either that or nothing, and since eVTOL isn't ready for arbitrary pickups and dropoffs that it's DOA.
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More nuanced than that.

UAM is DOA, because it can't reach critical mass with vertiports to vertiport use only. Without critical mass it can't become profitable.

EVTOL has chances if companies diversify and don't rely on UAM as their profit driver.

Unfortunately, most of the companies are, and that's what their using to over promise/under deliver, which will make the vertiport to vertiport operation even more frustrating to the general public as that's not was was envisioned.

Ever seen the Simpsons "Monorail" episode? UAM is the 2020s updated version.
 
As a diversion from the UAM market, here is a 2 seater going for LSA certification.

www.airev.aero

Home | AIREV

AIR is the developer of a personal eVTOL for the consumer market. AIR ONE is a sporty, easy-to-operate electric vertical takeoff and landing (eVTOL) aircraft designed for individual consumer ownership.
www.airev.aero www.airev.aero

nauga said:
No serious UAM/eVTOL contender is considering a quad rotor configuration. Every serious UAM/eVTOL contender has plans for contingency management and redundancy.
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The AIR ONE has an interesting twist on that issue. Quad pod configuration, but with push/pull on each pod.

Screenshot_20260326-185439.png
 
Ed Haywood said:
As a diversion from the UAM market, here is a 2 seater going for LSA certification.
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This should actually be moved to its own thread for several reasons. One, there's minimal comparison to the LSA market in this thread. And two, once all of MOSAIC goes live, I believe you'll see the LSA market move a lot quicker and have more relevant results in the near term than the UAM market. And with the FAA including "simplified flight controls" within the rotorcraft and powered-lift LSA categories, it think the Part 91 recreational market will be given one last chance to break out and expand at a price point most people hope for. However, if the participant numbers don't match up over time, it will go south just like the previous two attempts by the industry and it will continue its slow death.
 
Bell206 said:
This should actually be moved to its own thread for several reasons. One, there's minimal comparison to the LSA market in this thread. And two, once all of MOSAIC goes live, I believe you'll see the LSA market move a lot quicker and have more relevant results in the near term than the UAM market. And with the FAA including "simplified flight controls" within the rotorcraft and powered-lift LSA categories, it think the Part 91 recreational market will be given one last chance to break out and expand at a price point most people hope for. However, if the participant numbers don't match up over time, it will go south just like the previous two attempts by the industry and it will continue its slow death.
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Ok, but one more point here about the quad configuration: in addition to redundant motors and rotors, it has BRS.
 
Ed Haywood said:
Ok, but one more point here about the quad configuration: in addition to redundant motors and rotors, it has BRS.
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"Quad configuration" is not quad rotor, and I stand by my quote:
nauga said:
No serious UAM/eVTOL contender is considering a quad rotor configuration. Every serious UAM/eVTOL contender has plans for contingency management and redundancy.
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Nauga,
and the dreaded twelve engine approach
 
nauga said:
"Quad configuration" is not quad rotor, and I stand by my quote:


Nauga,
and the dreaded twelve engine approach
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If you included the Hound Dogs formerly flown on BUFF's, It is possible to have a somewhat dreaded 10 engine approach.
 
X3 Skier said:
If you included the Hound Dogs formerly flown on BUFF's, It is possible to have a somewhat dreaded 10 engine approach.
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There is (or was, rather) at least one 13-motor eVTOL testbed (with multiple flight articles). 12 lift fans and a pusher. As I'm typing this I also recall the testbed prior to this one had 12 lift and 2 pushers. This one, coincidentally, is now on display at the Udvar-Hazy center. Fan-out recoveries were tested, so...you do the math.

Nauga,
happily retired
 
FAA published powered-lift certification rules on Friday.

One interesting point for pilots:

The FAA’s final rule mandates a new ‘powered-lift’ rating distinct from both helicopter and fixed-wing certificates. Pilots already holding commercial certificates in other categories are estimated to require approximately 40 to 60 additional flight hours to qualify.
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www.altitudesmagazine.com

FAA Issues Final Air Taxi Certification Rules as Joby and Archer Race Toward Commercial Launch - Altitudes Magazine

Maria Castillo had already downloaded the app and set a pickup point on the rooftop pad of her Miami office building — she just needed the FAA to catch up.
www.altitudesmagazine.com www.altitudesmagazine.com
 
Ed Haywood said:
FAA published powered-lift certification rules on Friday.

One interesting point for pilots:



www.altitudesmagazine.com

FAA Issues Final Air Taxi Certification Rules as Joby and Archer Race Toward Commercial Launch - Altitudes Magazine

Maria Castillo had already downloaded the app and set a pickup point on the rooftop pad of her Miami office building — she just needed the FAA to catch up.
www.altitudesmagazine.com www.altitudesmagazine.com
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Unless they changed the existing Part 61 rules, you'd need more than 50 hours for a commercial powered-lift rating. How much more depends on how you combine the dual hours, but you need a minimum of 50 as PIC.
 
Lindberg said:
Unless they changed the existing Part 61 rules, you'd need more than 50 hours for a commercial powered-lift rating. How much more depends on how you combine the dual hours, but you need a minimum of 50 as PIC.
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Outside my wheelhouse, but I've been told there are alternative rules to Part 61 for powered-lift qualifications listed in Part 194.
 
What!! They demonstrated a flight from a helipad in the city to/from JFK airport? That's crazy!! Partnered with Uber and Delta? I wonder why they'd do that? Could have sworn someone said that kind of service isn't a business plan at all for them. Makes no sense at all.

On another note, genuine question (because I haven't followed it), I wonder how long before the cab companies sue over taxi medallions there.
 
midwestpa24 said:
So let me ask this question, what makes eVTOL different operationally over existing helicopters? Why will they be allowed to operate differently? How does a difference in powerplant change the operational structure
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Much less noisy, for starters, and likely the footprint they need for ground operation is smaller
 
Mileage said:
Much less noisy, for starters, and likely the footprint they need for ground operation is smaller
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Footprint will likely be larger for both once FAA publishes the new AC, combining helicopter and evtol facilities based on aircraft performance and not dimensions of the main rotor (or combinations of rotors).
 
Ed Haywood said:
A little more detail about the demo flight in NYC and the business model there.

www.businessinsider.com

The future of aviation may be this Jetsons-like air taxi. I saw it fly over NYC for the first time.

Joby Aviation is one of a handful of startups and legacy manufacturers trying to capitalize on a race to design air taxis for commutes across the US.
www.businessinsider.com www.businessinsider.com
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Paywall

On a related topic. That was one of the routes they had when our EAA Chapter got to fly the SIM located at KSGH.
 
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