WASHINGTON, D.C.—Within the next month, the FAA will release a final rule outlining pilot certification and initial operations for electric vertical takeoff and landing (eVTOL) air taxis and other powered-lift aircraft, a U.S. Department of Transportation (DOT) official said Thursday.

At Honeywell’s third annual Advanced Ait Mobility (AAM) Summit in Washington, D.C., Christopher Coes, acting undersecretary of transportation for policy within the DOT, said a highly anticipated special federal aviation regulation (SFAR) defining the rules will be published in the next few weeks.

“The department has a final rule for our powered-lift operations, and we expect that that will be published in the next month,” Coes said. “And I think you will see it is quite responsive to the industry’s comments.”

Industry Raises Concerns

The FAA published a notice of proposed rulemaking (NPRM) for the powered-lift SFAR in June 2023. The rule would set alternative training and eligibility requirements for certifying powered-lift pilots as well as create operational rules for passenger and cargo transport.

But the document was decried by a collective of stakeholders, spearheaded by the General Aviation Manufacturers Association (GAMA), who took issue with many of the agency’s proposals.

Namely, industry groups believe powered-lift training courses should credit existing rotorcraft and airplane category certificates, and pilots should be able to add a powered-lift rating directly to those permissions. They urged the FAA to lower the threshold for powered-lift flight hours, remove a requirement that limits training to dual control aircraft, and allow more training in simulators.

The groups also argue that performance-based—rather than prescriptive—rules should be used for powered-lift flight, such as by applying airplane and rotorcraft rules as appropriate rather than creating a new category of operations.

Kristie Greco Johnson, senior vice president of government affairs for the National Business Aviation Association (NBAA), said Thursday that members are seeking a “practical pathway” to AAM integration. And the SFAR could be that pathway.

“AAM isn’t a future Jetsons concept,” Johnson said. “It is actually happening right now in our airspace.”

Amanda Joyner, managing director of government affairs for GAMA, agreed with Johnson and said members are hopeful that the SFAR will help them to get their products on the market quickly. Eventually, investment into AAM manufacturers will dry up if the firms are unable to demonstrate a product, so a final rule could help them begin to turn a profit.

What It Means

The deadline for a powered-lift SFAR is December 16, as mandated by the FAA Reauthorization Act of 2024 signed into law on May 16—a provision that was lauded by industry organizations, private companies, and lawmakers alike.

The FAA earlier this week missed the bill’s September 16 deadline to issue a NPRM for beyond visual line of sight (BVLOS) drone flight. But Andrew Miller, a staffer on the Senate Commerce Minority Committee, and Alexander Simpson, a staffer on that chamber’s majority counterpart, said they are confident the FAA will meet the SFAR timeframe. Hunter Presti, a staffer on the House Majority Transportation Committee, is optimistic but believes it will be tight.

According to Simpson, should the agency miss its deadline, existing standards and regulations for rotorcraft and fixed-wing aircraft would apply to powered-lift models.

Coes said his office is simultaneously developing a U.S. national strategy to safely integrate AAM operations alongside conventional aircraft. That plan has been in the works for over a year and is under department review.

The initiative will require an interagency review and final briefing to Congress, “but I am confident that this will be a set of documents that can be championed by the industry, by academia, by labor, our state and local partners, as well as Congress,” Coes said.

Coes added that his team is working with the International Civil Aviation Organization’s AAM study group to harmonize international consensus on AAM standards, practices, and procedures. The goal, he said, is to ensure the U.S. takes the reins on those provisions.

Conference attendees including Coes hope the FAA and other federal agencies will be able to use the Los Angeles Olympic Games in 2028 as a showcase for AAM technology. The event could also serve as a proving ground for the integration of AAM aircraft with other transportation systems.

In support of that effort, the FAA last year released its Innovate28 blueprint for air taxi integration. Earlier this year, the agency proposed comprehensive certification criteria for AAM aircraft, laying the groundwork to get them approved to fly.

But there is still a long way to go, and the powered-lift SFAR—whenever it is released—will be a key part of the process.

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Electra picked Honeywell to provide the flight control computers and electromechanical actuators for its nine-passenger eSTOL design. In addition, Honeywell said it made a “strategic financial investment” in Electra, the value of which was not disclosed.

“Our ability to preintegrate multiple subsystems will not only help reduce the time it takes to install and integrate these technologies, but it will also enable Electra to expedite and streamline production of its groundbreaking eSTOL aircraft,” said Dave Shilliday, president of Honeywell Aerospace Technologies’ advanced air mobility (AAM) arm.

The company’s AAM business has racked up $10 billion worth of contracts and added customers such as Lilium, Boom Supersonic, and Heart Aerospace.

Electra’s flagship model makes use of a unique blown lift propulsion system, which redirects airflows downward to enable takeoffs at neighborhood driving speeds. The hybrid-electric design is expected to require just 150 feet of runway, with no electric chargers necessary. The manufacturer seeks to achieve certification under FAA Part 23 regulations by 2028.

Honeywell’s compact fly-by-wire flight control computer, which it describes as the “brains” of the aircraft, will be a key piece of Electra’s full-scale model. It is a fraction of the size and weight of typical computers on larger aircraft, the company says, drawing less power by comparison. The technology is intended to reduce turbulence by dynamically adjusting the eSTOL’s electric motors, replacing hydraulics and control cables.

The electromechanical actuators are similarly light and compact despite having 10 percent greater power density than most other actuators on the market, by Honeywell’s estimate. These take electronic commands from the pilot or onboard flight system, convert them to mechanical force, and use it to move control surfaces such as flaps.

The agreement to supply the two components was accompanied by an undisclosed investment from Honeywell Ventures, the firm’s venture capital arm.

“The investment supports collaboration between the two companies, reinforcing Honeywell’s commitment to advanced air mobility and the future of sustainable flight,” Honeywell said Wednesday.

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At the Farnborough International Airshow in the U.K., Boom unveiled Overture’s flight deck, built around technology from partner Honeywell, and predicted it will have a full-scale engine core operational by 2025. The company also announced Tuesday it secured a Symphony assembly and testing facility through an expansion of its existing partnership with StandardAero.

Boom aims to fly Overture in 2026 ahead of a planned 2029 commercial rollout with airlines worldwide. A supersonic demonstrator aircraft, the XB-1, completed its maiden voyage in March.

Overture’s state-of-the-art flight deck runs on Honeywell’s Anthem avionics suite, which is also the system of choice for electric vertical takeoff and landing (eVTOL) aircraft manufacturers Lilium and Vertical Aerospace.

According to Boom, it will be the first airliner to feature force-feedback sidesticks, which give pilots a physical response to the aircraft’s movement as well as inputs made by the copilot or autopilot.

Like something out of a science fiction film, Overture pilots will don augmented reality goggles during takeoff and landing. The headset, built by Universal Avionics, uses multiple cameras and sensors to fill any gaps in the pilot’s vision. Boom says this is intended to eliminate the droop nose configuration seen on aircraft such as Concorde—the only successful supersonic airliner in history. The views seen through the goggles will also appear on the flight display, and an autolanding system will assist pilots on the way down.

Breakers and buttons are replaced by high-definition, 17-inch touchscreen displays, while some physical controls such as stick, throttle, and landing gear remain. However, Boom says all aircraft functions can be accessed through software, which will receive routine over-the-air upgrades.

Already, the new flight deck has been tested by real-world airline, business, and military pilots, including Mike Bannister, the former chief Concorde pilot for British Airways. In a recent evaluation, commercial airline pilots cruised over the Atlantic Ocean at supersonic speed before flying into London Heathrow Airport (EGLL).

“After experiencing Overture’s flight deck, which is incredibly well designed and delightful to fly, my excitement and enthusiasm for this aircraft has only intensified,” said Bannister, who now works as an aviation consultant.

Separately, Boom gave several updates on the progress of its Symphony engine program, most notably that it expects to have a full-scale engine core operational within 18 months despite unveiling the program less than two years ago.

The company will collect data on the core via testing, which will inform the development of other components such as the compressor and turbine section. Those parts will come from newly announced partner ATI Inc.

Fuel nozzles and other 3D-printed parts have already been produced, and Boom has begun testing certain hardware components. It plans to conduct more than 30 engine hardware rig tests with partner Florida Turbine Technologies (FTT), which helped design the technology.

“We are on schedule as we pursue critical component rigs for compressors, combustors, and bearings and are developing a ‘Sprint Core’ engine demonstrator that will provide valuable confirmation of engine component performance prior to finalizing the engine design,” said Stacey Rock, president of turbine technologies for FTT owner Kratos.

Symphony engines will be built and tested at a StandardAero facility in San Antonio, which Boom projects will one day include 100,000 feet of manufacturing space. The company plans for its partner to produce as many as 330 engines per year.

“We are excited to expand our role to include the assembly and testing of Symphony engines, further supporting the development of next-generation flight with Boom,” said Russell Ford, CEO and chairman of StandardAero.

Next up for Boom will be the second test flight of the XB-1, a smaller, less powerful version of Overture.

The company’s flagship model is intended to carry 64-80 passengers at Mach 1.7—just over 1,300 mph, twice the speed of subsonic airliners—while cruising at 60,000 feet.

Blake Scholl, founder and CEO of Boom, previously told The New York Times that the company’s goal is to fly passengers anywhere in the world within four hours for just $100. Concorde, for comparison, flew at Mach 2.0 and cost passengers thousands of dollars per trip. 

Unlike Concorde, though, Overture can run on 100 percent sustainable aviation fuel. The aircraft will only fly at supersonic speeds over water, since the FAA has banned those flights over land.

So far, Boom has racked up more than 130 orders and preorders for Overture, including from United, American, and Japan Airlines.

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Today’s Top Pick is a 1984 Cessna 650 Citation III.

Cessna’s first Citation jets broke new ground in the early 1970s with their forgiving flight characteristics, easy handling, passenger comfort, and economical operation. The only thing the straight-winged machines lacked, some critics said, was speed. Unflattering nicknames, such as “NearJet” and “Slow-Tation,” proliferated. The 650 Citation II put a stop to that with a new swept-wing design and record-setting performance.  

With the 650 Cessna focused its efforts on integrating high-end features that could give the new Citation the feel of bigger and more expensive airplanes. These ranged from a comfortable, surprisingly roomy cabin to trailing link landing gear known for smoothing out even fairly rough landings.

This 1984 Citation III has 9,931 hours on the airframe with 1,939 hours on the left engine and 1,741 hours on the right. The Honeywell TFE731-3C-100S engines are managed under the MSP Gold program. The aircraft is equipped with a Sundstrand T62T-40C7A1 APU and has made a total of 7,336 landings.

The panel features a PS Engineering PMA-8000E audio panel, dual Garmin GTN 750 GPS/Nav/Comms, Bendix/King KTR-953 radio, Garmin GWX 70 radar, Garmin TAWS B, Bendix/King TCAS, Goodrich WX500 Stormscope, Fairchild GA-100 cockpit voice recorder, and GTX 345R transponder with ADS-B In and Out.

Pilots who are interested in a jet with more cabin space and longer range than many light jets should consider this 1984 Cessna 650 Citation III, which is available for $1.2 million on Aircraft For Sale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

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Runway incursions happen, and Honeywell is focusing on software that will help reduce their numbers.

According to the FAA, a runway incursion is any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for the landing and take off of aircraft. A surface incident is a closely related event that occurs when there is an unauthorized or unapproved movement within the designated area (excluding runway incursions), or there is an occurrence in that same area associated with the operation of an aircraft that affects or could affect the safety of flight. 

Honeywell is working on Surface Alert, or SURF-A, a software technology that will help pilots avoid both.

SURF-A uses GPS data, automatic dependent surveillance-broadcast (ADS-B) equipment, and advanced analytics to pinpoint the exact location of traffic hazards. According to Thea Feyereisen, a flight safety expert, Honeywell’s SURF-A software will be like adding an ever-vigilant “third set of eyes” in the cockpit of an airliner or business jet.

“SURF-A will improve flight crew situational awareness and reduce the risk associated with runway incursions, which are happening more frequently as flight hours increase and airports get busier,” said Feyereisen, who is a senior technical fellow at Honeywell Aerospace Technologies. 

At the present time, there are groundside systems that warn air traffic controllers of potential problems. SURF-A will provide a warning to pilots creating a multifaceted approach to runway safety as it gives pilots real-time aural and visual alerts when they’re on a trajectory to collide with an aircraft or ground vehicle within 30 seconds. 

According to the FAA, there are four categories of runway incursion, classified as A, B, C, and D. SURF-A targets Categories A and B, which are the most serious as they are narrowly missed collisions or there is a significant potential for collision, which may result in a time critical corrective/evasive response to avoid a collision.

According to Feyereisen, Honeywell has been working on the technology for several years, including tests in Europe and the U.S..

“Things slowed down during COVID-19, but now that flight numbers are back, the margins of safety are more and more narrow,” she said, adding that the company is galvanized when there is a lack of separation or a near miss.

Part of Honeywell’s research includes analyzing FAA data on runway incursions and analyzing the human factors elements. There are a great many ATC operators who are retiring and younger, less-experienced personnel moving into their positions. The same can be said for the cockpits of airliners as the regional and legacy carriers hire relatively low-time pilots to meet their customer demand for travel.

Honeywell, which successfully tested SURF-A capabilities during a series of flights in December has plans to begin demonstration flights in its Boeing 757 this summer for regulators, airlines, and news media representatives in the U.S. and Europe. 

“It was gratifying to see how effective SURF-A was in our flight tests at alerting pilots so they could execute avoidance maneuvers,” Feyereisen said. “The system checked all the boxes, and we gathered lots of information that will help us accelerate the development and certification processes over the next two years. 

The new technology joins Smart X, Honeywell’s portfolio of runway safety products that also includes Runway Awareness and Advisory System (RAAS) and the SmartRunway and SmartLanding software introduced 15 years ago. Available through a software upgrade to an aircraft’s required enhanced ground proximity warning system (EGPWS), they can boost flight crew situational awareness during taxi, takeoff, and landing.

Honeywell anticipates a “forward fit” opportunity, meaning aircraft will be outfitted with it before they leave the factory.

SURF-A will have the ability to determine where the aircraft is positioned and if there is another aircraft still on the runway.

“Using this knowledge of own ship position, I know if I am taking off and if another aircraft is still on the runway the algorithm in addition to GPS position of the other aircraft will let me know there is an another aircraft on the runway as soon as I advance the throttles,” said Feyereisen.

Part of this is made possible by information obtained from each aircraft’s ADS-B Out data, said Brad Miller, Honeywell chief engineer. In the air, ADS-B gives an auditory and visual warning when traffic is detected nearby.

“This is the extension of that, it implements this runway safety function,” Miller said.

As long as the other vehicle has ADS-B on board, SURF-A will be able to detect it.

The auditory warnings can be in either a male or female voice. Honeywell has professional voice actors who record the required messages “with an appropriate sense of urgency,” according to Miller. The airlines choose which gender they want.

Honeywell expects SURF-A to be released in 18 to 24 months.

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Today’s Top Pick is a 1990 Embraer EMB-312 Tucano.

Military training aircraft have been popular among aviation enthusiasts, with steady strong demand for types ranging from World War II Stearman PT-17s to North American AT-6s and T-28s. Much of the appeal has to do with power and handling. Because many of these airplanes were designed to train pilots for combat maneuvers, their performance tended to outstrip the typical civilian aircraft of the period.

Trainers have evolved considerably since the 1940s, though, and today’s models for beginners are high-powered turboprops designed to exhibit flight characteristics of jets. The Embraer Tucano for sale here arguably is the airplane that kicked off the modern era of military flight training. When it first flew in 1980 its looks were strikingly different from the trainers we were used to seeing. Today, many basic military trainers look a lot like the Tucano.

The attraction for private pilots is clear. With 1,100 hp the Tucano’s climb rate and cruise speed are well beyond most GA airplanes while its maneuverability can easily spark Top Gun dreams for everyday civilian aviators.    

This EMB-312 Tucano has 3,488 hours on the airframe, 2,360 hours on its Honeywell TR 331-12B engine since new, and 496 hours on its Hartzell propeller since overhaul.

The forward cockpit panel features a Garmin G500 avionics suite with GTN 750 GPS, Garmin SL 40 Nav/Com, L-3 Trilogy electronic standby instrument, TruTrak Sorcerer autopilot, GTX33ES transponder, GMA 35 audio panel, and  Electronics International MVP50 engine analyzer. The rear cockpit pane includes G500 avionics, GTN 750, GDL 69A, Sirius XM weather, L-3 Trilogy, and MVP50 engine analyzer.

Pilots interested in getting a taste of modern military flight training for future jet drivers should consider this 1990 Embraer EMB-312 Tucano, which is available for $1.35 million on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

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Today’s Top Pick is a 1999 Pilatus PC-12​/​45.

The PC-12 single-engine turboprop was a revolutionary concept when Swiss aerospace company Pilatus developed it in the late 1980s. Most large, pressurized turboprop transports were twin-engine designs such as the popular Beechcraft King Air. Pilatus sought to demonstrate that a single-engine aircraft could provide similar reliability and performance while also operating from short,  unpaved strips.

The airplane grew to be known as a jack-of-all-trades, becoming a standard in corporate fleets, charter and air-taxi operations and in air-ambulance and other special missions. Quite a few pilots own PC-12s for personal use, often mixing business-related travel with family vacation trips. I know of at least a couple of PC-12 pilots who regularly take their families to destinations in Florida on weekends, noting how the aircraft’s speed and pressurized comfort make the trip reasonably easy compared with long-distance travel in the typical high-performance piston single.

This Pilatus PC-12-45 has 15,665 hours on the airframe, including 9,679 landings, 1,100 hours and 798 cycles on its Pratt & Whitney PT6A-67P engine, and zero time since overhaul on its five-blade propeller. The aircraft’s useful load is 3,309 pounds.

The panel includes Garmin GNS 430W and GNS 530W nav/com radios, Garmin GTX 345 and Bendix/King KT 70 transponders, Honeywell KMD-850 MFD and KRA-405B radar altimeter, Bendix/King KAC-501 WX radar, KDR-610 datalink weather receiver, Bendix King KHF-950 high-frequency com system,  

Bendix King KA-44B ADF, Bendix/King 325 autopilot, and Honeywell DME.

Additional equipment includes supplemental air conditioning, FD200CPU-7 flight display, and True Blue Power dual USB charging ports.

Pilots seeking a higher level of single-engine utility and performance, from short-field operations to high-altitude, long-distance travel, should consider this 1999 Pilatus PC-12-45, which  is available for $3.2 million on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

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The São Paulo-based company—which intends to launch commercial advanced air mobility (AAM) services in 2026—is enlisting Thales, Honeywell, Recaro Aircraft Seating, and FACC to supply the sensors, guidance and navigation, seats, and flight controls for its flagship model.

The Brazilian company’s aircraft is a lift plus cruise design built to fly four passengers and a pilot, with eight propellers dedicated to vertical flight and fixed wings for cruise. Unlike tiltrotor designs from competitors such as Archer Aviation and Boeing’s Wisk Aero, none of its propulsion systems move.

Recently, Eve added an electric pusher powered by dual electric motors to the design, creating redundant propulsion and improving safety and performance, the company said. It also claims the design will offer efficient thrust and minimal sound, despite a low cost of operation and fewer parts compared to conventional aircraft.

The Embraer subsidiary has begun assembling its first full-scale eVTOL prototype, which will undergo a test campaign later this year. It plans to launch commercial service worldwide in 2026.

Like Archer, Lilium, and other air taxi competitors, Eve intends to leverage a network of suppliers to build its aircraft. Outsourcing the production of components, the companies say, can keep capital costs lower than competitors.

This week’s partnerships come on the heels of two additional supplier announcements Eve made last year.

In June, it announced Nidec Aerospace—a joint venture between Embraer and Japan’s Nidec Corporation—BAE systems, and Duc Hélices Propellers as providers of electric propulsion, energy storage, and rotors and propellers, respectively. A few months later, Garmin, Liebherr-Aerospace, and Intergalactic were picked to supply flight controls, avionics, and thermal management systems.

Additionally, Eve is working with DHL Supply Chain to study the demands of its network, an agreement that also calls for the delivery of batteries, spare parts, and supplies, as well as the disposal of used materials.

“We continue to be on schedule with our master plan, and we are building a strong and reputable list of qualified suppliers for our eVTOL aircraft,” said Johann Bordais, CEO of Eve Air Mobility. “We have been very deliberate in establishing a long-term working relationship with each of our suppliers. Each agreement covers the aircraft’s life cycle including prototype, production, and aftermarket service and operational support.”

From Thales, Eve will receive an air data solution comprising sensors and a computer, which gathers data such as airspeed, altitude, and environmental conditions. That information is then relayed to pilots and other onboard systems to ensure safe flight in all weather conditions.

Honeywell will provide guidance and navigation in the form of magnetometers, GPS-aided attitude and heading reference systems, inertial reference systems, and other tech. Similarly, the data will be beamed to pilots and other systems to improve efficiency. Honeywell will also supply external lighting for the air taxi.

Recaro, a global supplier of premium aircraft seats for airlines (such as Alaska Airlines and Gulf Air), OEMs, and eVTOL designs, will design, certify, and produce the air taxi’s five seats. FACC, which is known for producing lightweight components, will lead development of the aircraft’s horizontal and vertical tail, including the rudder, elevator, and aileron.

The new partnerships come on the heels of the Brazilian National Civil Aviation Agency’s (ANAC) release of proposed airworthiness criteria for Eve’s design. The step is a key cog in the path to type certification, laying out the regulator’s requirements for how the air taxi is designed and operated. American eVTOL manufacturers Archer Aviation and Joby Aviation achieved the milestone in late 2022.

Eve and Embraer last year also broke ground on the company’s first eVTOL manufacturing plant in the Brazilian city of Taubaté near São Paulo. In a few months or years, suppliers will begin shipping components to the site, where Eve will mass produce its aircraft following certification.

Once scaled manufacturing begins, Eve intends to deliver its aircraft around the world. The company has agreements in place for air taxi services on six different continents, including partners in Brazil, Latin America, France, Scandinavia, India, Kenya, Dubai, Australia, and the Asia-Pacific region.

The manufacturer is also eyeing operations with partner (and investor) United Airlines, with plans to launch in the San Francisco Bay Area in 2026. Elsewhere in the U.S., Eve is collaborating with Blade Air Mobility to add service to South Florida.

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Under the companies’ agreement, the flight deck will be tailored to support the Overture’s mission requirements, including “exceptional situational awareness and enhanced safety,” Boom said. The Honeywell avionics interface gives pilots continuity from simulator-based flight training through to actual flights.

• READ MORE: Boom Supersonic Announces Milestones Including Taxi-Testing Its XB-1 Demonstrator Aircraft

The Anthem is Honeywell’s first cloud-connected flight deck and is designed to be adaptable to many aircraft types from general aviation to commercial aircraft. Honeywell first flight-tested the Anthem in a Pilatus PC-12 in May, marking an important step on the system’s path toward FAA certification.

“Honeywell has an extensive history of aerospace innovation and shares our vision of a faster future through sustainable supersonic flight,” said Blake Scholl, founder and CEO of Boom Supersonic. “We’re proud to work with Honeywell to realize one of the most advanced flight decks in the sky, with state-of-the-art technologies that reduce pilot workload and increase safety.”

• READ MORE: Honeywell Acquires HUD Assets from Saab for Use in Anthem, Primus Flight Decks

Honeywell traces its history in aviation to the earliest autopilot systems. The company has been a pioneer in developing numerous cockpit systems, including synthetic vision and heads-up displays. Boom said Honeywell is among several tier one suppliers it has tapped to support its Overture program.

“For decades, Honeywell has supported aircraft programs that build the future for aviation,” said Vipul Gupta, president of electronic solutions at Honeywell Aerospace. “We are looking forward to partnering with Boom to usher in a new generation of supersonic travel.”

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Now for this week’s top story:

SpaceX’s Starship Could Fly Again This Week

What happened? It’s official: The FAA has cleared SpaceX’s Starship rocket and Super Heavy booster—which stacked together stand 400 feet tall—for a second test flight. In case you forgot, the spacecraft’s maiden voyage began and ended in flames, grounding Starship while the FAA investigated. Now, it has a modified launch license, and SpaceX expects it to fly on Saturday.

Cleared for takeoff: The FAA closed its investigation into Starship’s inaugural flight—which scattered ash and debris as far as 6 miles away from SpaceX’s launch pad in Boca Chica, Texas—in September. And on Wednesday afternoon, the agency wrapped up its license evaluation, greenlighting Starship for one more launch.

With a fresh license, Starship could launch as early as Friday, Musk said on his social media platform X (formerly Twitter), though the SpaceX boss hasn’t enjoyed a great track record when it comes to predicting the next flight. SpaceX on Thursday shared images of the rocket and booster stacked on the launch pad, but the launch how now been delayed to Saturday.

High stakes: A lot is riding on the success of Starship’s initial test flights, including several NASA moon missions. Last time, the rocket exploded just four minutes into its predicted 90-minute flight. But the next launch will debut a hot-stage separation system and a thrust vector control system for Super Heavy’s 33 Raptor engines, which should help.

The other major change SpaceX made was adding a water-cooled steel plate, a type of flame trench, to the launch pad. Flame trenches and water deluge systems are common on launch pads because they shield key infrastructure from the force of a launch, but Musk said SpaceX’s lacked one because it “wasn’t ready in time.”

Quick quote: “The FAA has given license authorization for the second launch of the SpaceX Starship Super Heavy vehicle. The FAA determined SpaceX met all safety, environmental, policy, and financial responsibility requirements,” the agency said in a statement.

My take: Is Starship moving too fast too soon? SpaceX is known for its “rapid iterative development” approach, which has seen Starlink satellites and Crew Dragon capsules flying for years already. But while Starship is moving much slower than those projects, Musk might be smart to pump the brakes.

A second Starship explosion could be catastrophic, not only for SpaceX (and the surrounding environment) but for NASA. The space agency has enlisted the company to build several variants of the spacecraft for the Artemis moon mission program, and it’s hoping SpaceX can complete an uncrewed demonstration flight to the lunar surface in 2024 or 2025. Already, there are concerns that the deadline won’t be met, forcing delays to NASA’s timeline.

The next test flight could go perfectly. But an explosion—and another FAA investigation—would be devastating to the campaign. The time pressure is obviously a factor. But SpaceX could be better off waiting and getting this right, rather than pushing to launch as soon as possible.

Deep dive: SpaceX’s Starship Cleared for Second Takeoff After Obtaining Modified Launch License from FAA 

In Other News…

Joby’s Electric Air Taxi Takes Flight in New York City

What happened? Not only did Joby fly its electric vertical takeoff and landing (eVTOL) air taxi in the Big Apple for the first time—the flight was the city’s first for an eVTOL design. New York City Mayor Eric Adams attended the event at the Downtown Heliport (KJRB) in Manhattan, which also featured a demonstration flight from German eVTOL manufacturer Volocopter.

Visions of the future: While Joby and other eVTOL manufacturers have done most of their flying in sparsely populated rural areas, urban jungles like New York City will be the advanced air mobility (AAM) industry’s cash cow. The idea is to replace ground-based rideshare services, such as Uber or Lyft, with short-hop flights over congested city streets.

New York is expected to be one of Joby’s first launch markets, where it will fly in partnership with Delta Air Lines. The companies are now working with local organizations such as the Port Authority of New York to plan initial operations and build infrastructure at John F. Kennedy International Airport (KJFK) and LaGuardia Airport (KLGA), the city’s two largest airfields.

Deep dive: Joby Performs First eVTOL Test Flights in New York

Skyryse’s Automated Autorotation Tech Lands Guinness World Record

What happened? Helicopter engine failures are relatively rare. But Skyryse wants to remove most chances of a hard landing in the few cases where they happen. The company last week completed the first fully automated autorotation for an emergency landing using a tech-equipped Robinson R66—a feat certified by Guinness World Records.

Keep it simple: Pilots practice autorotation during rotorcraft training often, but that doesn’t make the process any less complex. A manual autorotation involves four steps—each with multiple maneuvers—that require action to be taken in a matter of seconds. If done incorrectly or too late, the aircraft will come down hard and fast.

Skyryse wants to keep it simple. During last week’s flight, all the pilot had to do was press a button—automation handled the rest. Already, the company has received an Airbus A130 helicopter from partner Air Methods that it plans to retrofit with its tech. But the firm says its system can be installed on any kind of aircraft—not just rotorcraft.

Deep Dive: Skyryse’s Automated Autorotation Tech Lands Guinness World Record

And a Few More Headlines:

• We’ve got another world’s first—Elroy Air said it completed the first flight of a turbine-powered, hybrid-electric cargo drone.

• Honeywell said its AAM business has now racked up $10 billion worth of contracts.

• Electric air taxi manufacturer Overair partnered with DFW Airport and Arlington, Texas, to bring AAM services to the region.

• Airbus U.S. Space and Defense added a military drone business line, which it said will develop aircraft for the U.S. DOD.

• Rolls-Royce confirmed all of its current turbine engines can run on 100 percent SAF.

Spotlight on…

Samson Sky

In a week full of first flights, there’s one we still haven’t talked about yet. 

I’ve featured Samson Sky, the maker of the Switchblade flying sports car, in this spot before. But the company is worth another look following Switchblade’s maiden voyage on November 9. A prototype of the street-legal aircraft flew at 500 feet for nearly six minutes, marking the first test flight for the next generation of flying cars.

The use case for Switchblade is fascinating. Samson expects some customers not to fly at all, and no pilot certificate is required to purchase and drive it on the highway. But with a private pilot sign off, owners can drive the vehicle to the airport, unfold its wings and tail with the push of a button, and take off from the runway like an airplane. And importantly, Switchblade’s hybrid-electric engine runs on unleaded automotive gas rather than 100LL, allowing owners to fuel it at an automotive gas station.

Samson is still a long way from commercializing the flying sports car. But Switchblade’s first flight represented a major milestone and proving ground for its technology. If it can keep progressing, perhaps Samson will be the first to answer the increasingly popular catchphrase, “Where’s my flying car?”

Deep Dive: Switchblade Flying Sports Car Prototype Makes Maiden Flight

On the Horizon…

The American drone industry is growing, but U.S. stakeholders and lawmakers would like to see it grow faster. 

This week, members of the Association for Uncrewed Vehicle Systems International (AUVSI) met with drone manufacturers Skydio, Vision Aerial, Brinc Drones, Red Cat, and Easy Aerial to ring in the organization’s Partnership for Drone Competitiveness. Launched in September, the partnership is a coalition meant to bolster the U.S. drone industry and is supported by several other manufacturers, including AeroVironment, Draganfly, and DroneUp.

Also in attendance were U.S. Senator Ted Budd (R-N.C.) and Representative Dina Titus (D-Nev.), and the event was met with support from Senator Mark Warner (D-Va.), who has sponsored several drone-related bills, such as the Increasing Competitiveness for American Drones Act. AUVSI said it also held productive meetings with Senators Jon Tester (D-Mont.), Rick Scott (R-Fla.), and Marsha Blackburn (R-Tenn.). Keep an eye on the legislation those lawmakers introduce.

Speaking of introduced legislation, Senator Tom Cotton (R-Ark.) this week introduced the No ICBMs (intercontinental ballistic missiles) or Drones for Iran Act, which takes aim at Iran’s production of long-range missiles and drones through sanctions. Representative Elise Stefanik (D-N.Y.) is introducing a companion bill in the House.

The results of sanctions against various international entities have been a mixed bag, but lawmakers are clearly looking for ways to stifle Iranian (and Russian) drone production. Iran is known to supply Russia with aircraft like the Shahed 136 kamikaze drone, and it’s thought to be aiding Hamas militants with drone tech used against Israel.

Moving from the sky to space, the White House on Wednesday laid out possible regulations for private space stations, space junk removal, and authority over novel space activities and infrastructure. Under the proposal, several U.S. agencies, including the Departments of Commerce and Transportation and the Federal Communications Commission, would have responsibilities in different areas, such as passenger safety or launch and reentry.

The House Science Committee, meanwhile, delayed its vote on the Commercial Space Act of 2023, which would update government oversight of human spaceflight and other commercial activities. It’ll be a crucial piece of legislation for Virgin Galactic, Blue Origin, and other companies looking to ferry passengers to the edge of the atmosphere.

Mark Your Calendars

Each week, I’ll be running through a list of upcoming industry events. The Dubai Airshow wraps up Friday in the United Arab Emirates, but here are a few conferences to keep an eye on:

• Advanced Air Mobility Summit 2023—November 20-21 in Lisbon, Portugal
• ICAO Drone Enable—December 5-7 in Montreal
• 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

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