The HHS’ Administration for Strategic Preparedness and Response (ASPR) awarded electric aircraft manufacturer Beta Technologies $20 million, forming a partnership that could one day send the vehicles to respond to natural disasters or public health emergencies. As part of the multiphase contract, Beta will install 22 electric chargers along the East Coast and Gulf of Mexico at sites the partners believe will enable faster response times for potentially life-saving healthcare.

About half of these sites are up and running in states including Georgia, Florida, Alabama, and Arkansas. The most recent was installed at Jackson-Medgar Wiley Evers Airport (KJAN) in Mississippi, where the company also agreed to electrify a terminal for FBO network Atlantic Aviation. The rest are expected to come online in 2025, joining a Beta charging network that already spans from Vermont to Florida to Arkansas.

Bridging the Gap

Lack of access to healthcare, whether due to financial or geographical reasons, is a key driver of high morbidity and mortality rates in rural areas of the U.S., according to the Centers for Disease Control and Prevention.

Beta, citing a study in the National Library of Medicine, points out that air ambulances, which typically take the form of helicopters, take in more than half a million patients each year. The aircraft have played an increasingly important role as more rural hospitals shut down.

The problem, though, is that these services are often bogged down by costs and inclement weather. Per an investigation by Kaiser Health News and Reveal, between 2014 and 2019, transportation issues during organ transplants caused about 370 “near misses,” or delays of two hours or more that nearly made the organs unusable. Almost 170 organs failed to reach their destination in time and could not be transplanted—instead, they were discarded.

“We’ve had organs that are left on airplanes, organs that arrive at an airport and then can’t get taken off the aircraft in a timely fashion and spend an extra two or three or four hours waiting for somebody to get them,” Dr. David Axelrod, a transplant surgeon at the University of Iowa, told Kaiser Health News.

Beta claims its chargers will allow HHS to establish an Emergency Preparedness Platform (EPP)—essentially a network for delivering equipment, pharmaceuticals, and patients without the pitfalls of using conventional aircraft. The idea is to help close the healthcare access gap between urban and rural areas.

“We expect this work with Beta to give ASPR and other federal partners the ability to get vital materials and equipment to ground zero when other land-based modes of transportation are unavailable,” said Arlene Joyner, director of ASPR’s Office of Industrial Base Management and Supply Chain (IBMSC).

The company’s chargers are designed to the Combined Charging System (CCS) standard, a system originally created to be the norm for electric ground vehicles. The systems so far have been purchased by the U.S. Air Force, airports, FBOs such as Atlantic and Signature Aviation, and even other electric aircraft manufacturers such as Archer Aviation.

Beta is developing two electric aircraft that will use the systems: one that takes off conventionally (the Alia CTOL or CX300) and another that lifts off vertically like a helicopter (the Alia VTOL). But the chargers can use grid-tied energy to juice up other manufacturers’ aircraft, as well as electric ground vehicles.

Quicker and Cheaper

According to Beta, electric chargers and vehicles will lower operating costs compared to existing air ambulances. The company further claims electric aircraft such as the Alia CTOL and Alia VTOL fare better in inclement weather, enabling higher usage rates and fewer missed opportunities.

“HHS and ASPR are on the front lines of these issues and we’re excited to be working with them on meaningful, capital-efficient solutions that benefit the public,” said Kyle Clark, founder and CEO of Beta. “We believe this work has the potential to increase access to healthcare and essential services for all types of geographies, including the historically harder-to-reach ones.”

An ASPR spokesperson told Inc. magazine that the aircraft tied to the program will carry a pilot plus four passengers or three pallets of medical supplies, which could include vaccines, personal protective equipment, and other gear. The spokesperson also said that Beta will study pathogen containment on its aircraft in order to transport contagious patients.

The 22 new charging locations will join Beta’s network of more than 30 sites, with another 50 in the construction or permitting process. Some of these locations overlap with the company’s commercial customers, such as Atlantic at Jackson-Medgar Airport in Mississippi. But Beta tells FLYING the chargers will be publicly accessible, meaning they could facilitate an HHS organ transplant and an Atlantic passenger flight on the same day.

Beta aims to certify its Alia CTOL with the FAA and launch the model in 2025, followed by the Alia VTOL in 2026.

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The company on Monday said it completed the first pilot training program for its Alia CTOL (also called the CX300) with a customer, United Therapeutics (UT), and its subsidiary, Unither Bioelectronics. Beta took company leaders and flight operations executives through its full CX300 pilot training syllabus, which the company intends to use during future in-aircraft training once approved by the FAA.

The move represents a step toward finalizing a CX300 training product to accompany initial aircraft deliveries to customers. Beta expects to begin deliveries next year following type certification.

UT was Beta’s first customer, placing an order for the company’s electric vertical takeoff and landing (eVTOL) Alia model and electric charging stations. The firm is also an investor, having provided Beta with $52 million to get off the ground and a $48 million contract to build Alia, which it helped design. Martine Rothblatt, founder and CEO of UT and a member of the Beta board, was the first noncompany pilot to fly the aircraft.

When Beta unveiled the CX300 in 2023, UT was one of its first customers alongside Bristow Group and Air New Zealand. The company intends to use the two aircraft to quickly transport medical cargo, such as 3D-printed organs, at what Beta claims will be a fraction of the cost of conventional designs.

Both models are fully electric and designed to carry up to 1,000 pounds of cargo, or as many as five passengers, in a space of 200 cubic feet, cruising at 135 knots. The Alia has an expected range of 250 nm, while the more robust CX300 has demonstrated a range of 336 nm during test flights.

Beta has already begun installing a nationwide network of electric charging stations for its aircraft to tap into and is working with FBO networks such as Signature Aviation and Atlantic Aviation to electrify their terminals.

But one major step remaining for the company, and all electric aircraft manufacturers, is developing a pilot training curriculum.

Beta’s tailored CX300 syllabus, which the company said it has been refining for years, must still be approved by an FAA Flight Standards District Office. Walking a customer through the process, though, suggests that the firm is anticipating the green light sooner rather than later.

Over three days, Beta took a team comprising seasoned Unither helicopter and fixed-wing pilots through a three-step curriculum covering ground training requirements, familiarization with the aircraft and its systems, and operational employment for air ambulance missions.

The process began with overviews of the aircraft’s manuals, aerodynamics, concept of operations, limitations, and requirements, followed by reviews of its electric propulsion technology, fly-by-wire flight controls, and other atypical systems.

Capping off the campaign was a series of simulator rehearsals, during which Unither pilots completed practical exercises, performance planning, and preflight and ground operations. These culminated in two simulated missions—one IFR, one VFR—along routes the company intends to fly with the aircraft.

“The tailored syllabus from this event will be used with future in-aircraft training utilizing Beta’s dual-seat trainer configuration,” Beta said.

Beta so far has trained eight of its own pilots to fly the CX300, in addition to Rothblatt and pilots from the FAA, U.S. Air Force, Army, and customers UPS and Bristow. This year, it completed several “real-world” missions during two CX300 deployments for the Air Force under its contract with AFWERX, the department’s innovation arm.

More recently, Beta received a lift when the FAA authorized it to begin training pilots on its Alia eVTOL. The company tells FLYING it will eventually walk UT and Unither pilots through a separate curriculum for that model.

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The company on Wednesday said the agency granted it a letter of authorization (LOA) to start dual seat pilot training of “manufacturer and FAA personnel,” such as the aviation safety inspector who will ultimately help certify the aircraft for commercial service.

Trainees will ride along with one of Beta’s eight powered lift test pilots, as outlined in the FAA’s powered lift pilot training proposal, which requires eVTOL training aircraft to have dual controls. The FAA reviewed the ground, simulation, and flight training procedures used to train that group before issuing the LOA.

In addition to the A250, Beta is developing an electric conventional takeoff and landing (eCTOL) model called the CX300. That design has already been flown by pilots from the FAA, U.S. Air Force, U.S. Army, and companies such as UPS and Bristow Group.

The company’s eVTOL, meanwhile, is one of a handful of designs to complete a crewed transition from hover to cruise flight, but testing has largely been concentrated around its headquarters in Vermont.

Beta tells FLYING that the aircraft is configured with dual controls by default. But if the operator plans to operate a single-seat, the company will sell them a single-seat model with provisions for dual controls. The cockpit can be fitted with dual controls in about 20 minutes, according to the firm.

There is no limit on the number of pilots Beta can train under the approval. Though the FAA has yet to sign off on the firm’s use of a simulator to train pilots, the company says it is developing a simulator that will meet FAA requirements for a qualified training device.

The manufacturer expects to obtain FAA certification for its eCTOL model in 2025, followed by authorization for the A250 in 2026. It is in the process of building out a nationwide network of electric aircraft chargers for both aircraft to use, including at FBO terminals.

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Four projects intended to study potential AAM use cases and guide Michigan lawmakers as they regulate the industry have received a total of $6.25 million in funding. AAM is an umbrella term used by the FAA to denote new forms of passenger- and cargo-carrying aircraft, from drones to electric vertical takeoff and landing (eVTOL) air taxis.

The $2.6 million will be allocated to electric aircraft and charging station developer Beta Technologies. The remaining funds will be divided among drone infrastructure developer Skyports ($512,000); Traverse Connect, the economic developer for the state’s Great Traverse region ($689,500); and Michigan Central, a transportation technology campus located in Detroit ($2.45 million).

The money comes from the Michigan AAM Activation Fund, which has the combined backing of the state’s Department of Transportation (MDOT), Office of Future Mobility and Electrification (OFME), and Economic Development Corporation (MEDC). The fund aims to prepare Michigan for the arrival of AAM aircraft by coordinating state agencies.

“Advanced air mobility is an incredible economic opportunity for the state of Michigan,” said Gilchrist. “These investments create high-tech jobs, grow cutting-edge businesses, and enhance quality of life for our residents. These innovative advancements will elevate the way our companies operate, making air transportation more efficient and changing the way we move both people and cargo.”

Added Bradley Wieferich, Michigan state transportation director: “This new investment complements the state’s strategy to find safe and cost-efficient ways to capitalize on a robust network of aviation infrastructure serving Michiganders today.”

Beta will use its $2.6 million appropriation to install electric aircraft chargers statewide, including at Cherry Capital Airport (KTVC), Capital Region International Airport (KLAN), West Michigan Regional Airport (KBIV), and Willow Run Airport (KYIP).

The company is developing systems that adhere to the combined charging standard (CCS), a set of design protocols endorsed by Beta, the General Aviation Manufacturers Association (GAMA), and other manufacturers such as Archer Aviation and Boeing’s Wisk Aero. So far, Beta has about 20 chargers installed and online in the Eastern U.S., with another 50 or so in the construction or permitting process.

Skyports will use its money to launch a trio of proof-of-concept, ship-to-shore drone delivery services in the cities of Sault Ste. Marie and Detour Village, in partnership with local shipping provider Interlake Steamships. The ships will be anchored while drones arrive to pick up deliveries.

Traverse Connect, with an assortment of partners, will examine the use of drones to deliver critical medical supplies to rural areas, which typically have less access to the U.S. healthcare system. The drones will also be deployed for marine surveying, water sampling and testing, bathymetric mapping, and emergency response in the Lake Michigan area.

Michigan Central, meanwhile, has been tasked with improving Michigan’s recently announced advanced aerial innovation region, an urban campus that was opened to bring AAM companies and jobs to the state. It will also work alongside Brooklyn’s Newlab, a technology center best known for revitalizing the Brooklyn Navy Yard, to test beyond visual line of sight (BVLOS) drone use cases across building inspection, cargo delivery, and medical delivery.

“Michiganders have always been pioneers in the mobility space, and now we’re taking to the skies, finding new ways to use next-generation transportation to deliver critical resources like medical supplies and food, reinforcing international partnerships and cross-border collaboration, and so much more,” said Justine Johnson, Michigan chief mobility officer.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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FLYING took the opportunity to see what’s on the horizon in terms of both traditional helicopters and the red-hot powered-lift and eVTOL categories ahead of the Helicopter Association International’s HeliExpo in February at Anaheim, California.

Bell 525

The Bell 525 (at right) proposes to bring the first fully digital, fly-by-wire rotorcraft to the civil market, and Bell Helicopter has been hard at work getting the program to the finish line down at its headquarters in Fort Worth, Texas.

So what does that mean? The FBW design logic on the 525 is different from an aftermarket add-on autoflight system such as the GFC 600H. In this case, Bell’s partnership with Garmin has translated to the G5000H flight deck.

Tim Evans, business development manager on the 525 program, gave FLYING a special update ahead of Heli-Expo.

“Broadly speaking, flight testing is continuing very nicely, with the good relationship we have with the FAA,” said Evans. “Last year, we were able to complete nine TIAs towards certification, and by the end of February, we should have only five events left. Two of them we’re already into, and the other two [should be complete] by midyear.”

• READ MORE: Bell 360 Invictus Prototype Advances with T901 Engine Delivery

At that point, all of the delegated activities that Bell is responsible for will be finished—and the team will turn things over to the FAA. From there, functional and reliability testing is the last milestone to cross, with 150 hours of flying with the FAA, putting the 525 through its operational paces.

As with similar Textron Aviation aircraft programs, Bell engaged its Customer Advisory Board, which gave a clear message.

“The overwhelming response?” said Evans. “It’s automation that will bring a level of safety seen commensurately on the fixed wing side—the redundancy will be game-changing to how the civil market functions.”

According to Bell, the 525 will deliver what the customer feedback told it was needed: “When you pull it into a hover and get to 20 to 30 feet—with no pedals—it will hold that attitude, essentially hands off.”

Pilots can also turn into an angle of bank, with no pedal inputs, and the 525 will do a full 360 at the input bank angle.

“The control laws are able to anticipate and calculate the pilots’ inputs,” said Evans, noting that the 525 also benefits from a level of redundancy not seen before in this class of rotorcraft. “We’re shaping some of the requirements in Part 29, so the FAA required a triple redundancy—three computers, three hydraulic [systems]—so [it’s] a safer aircraft at a foundational level.”

Several markets that Bell shaped the 525 for include offshore, VIP/head of state, and SAR/parapublic/Coast Guard—so Bell built certain provisioning into the airframe itself, though kitting will take care of the details. Bell has multiple launch customers and is in active negotiations, though it can’t say yet who those first deliveries will go to.

In closing our briefing, Evans also wanted to highlight the green side of the design.

“If you compare the 525 to others in the medium space, it’s going to be 30 percent more efficient than a [Sikorsky] S-92. That’s one we’re pretty proud of. We’ve also flown it on SAF fuel, a 30 percent blend, but capable of up to 100 percent.”

Leonardo AW09 and AW609

Two projects from Leonardo Helicopters have also been winding their way through the certification process along the European Union Aviation Safety Agency (EASA) track—the modern-yet-standard AW09 helicopter and the AW609 tiltrotor design.

The single-engine AW09 was originally developed by Kopter Group, a company acquired by Leonardo in 2020. Proposed as a multimission solution for VIP transport, emergency medical services, utility operations, and security teams, the AW09 will carry up to eight passengers.

A five-blade, all-composite rotor system will translate into smooth flight characteristics and a high degree of maneuverability. Up front, the Garmin G3000H flight deck offers pilots next-generation glass. The Safran Arriel 2K powerplant has dual channel FADEC with an auxiliary backup system. Projected retail pricing begins at $3.9 million.

• READ MORE: Leonardo Tests AI-Enabled Visual Awareness System for Rotorcraft

A year ago, on March 16 and 17, Leonardo began familiarization flight testing with EASA on the tiltrotor AW609, following on to FAA testing in February. The company plans dual certification, so it is moving through the process with both agencies concurrently. Leonardo pursues this strategy in hopes of making up for some lost time, as the AW609 began life in the 1990s as a joint project between Bell and Agusta, called the BA609.

That’s probably why it bears some resemblance to the more commonly known Bell V-22 Osprey. The AW609 similarly enters the powered-lift category with its ability to take off vertically and fly at high cruise speeds with props tilted forward—up to twice the speed of normal helicopters, according to the company. The expected service ceiling will be 25,000 feet msl.

Its projected certification timeline remains in the distance, with a proposed retail price beginning at roughly $24 million.

Up Next for Robinson?

Robinson continues to set the pace on the light GA end of the market with its line of piston-powered R22s and R44s, and turbine R66 helicopters.

• READ MORE: Airworthiness Directive Issued for Robinson Helicopters

While the Lycoming O-320-powered R22 is well known in training, the R44—with its O-360 engine—crosses over into the recreational and light transportation markets with the Raven and Raven II variants. The R66 fulfills a variety of roles, with added cruise speed—up to 110 knots—extra passenger capacity, and turbine reliability from its Rolls-Royce RR300 engine.

As of press time, the company indicated news on the horizon that it would be sharing at Heli-Expo—including the updated empennage for the R44—so stay tuned into FLYING’s reporting from the event.

eVTOLs Next?

As we gear up for Heli-Expo, we know that the show floor will host an entire flight line of eVOTLs in various stages toward initial FAA certification. While we covered Joby Aviation’s prospects in detail in our “First Look: Joby’s eVTOL Future” piece in this issue, it is far from the only player in town.

Archer Aviation’s Midnight has recently passed its Phase 1 flight testing program, hot on Joby’s heels. The company announced in late January that it would be ready for the beginning of for-credit flight testing with the FAA later in 2024. The Midnight cuts a similar profile to the Joby aircraft—carrying one pilot plus four passengers—but with six fixed rotors in a forward flight position and six fixed for vertical flight. The test unit has yet to make the transition from vertical to forward flight as of press time, but we expect this to come soon.

Beta Technologies launched its program with a conventional takeoff and landing (CTOL) aircraft

called the Alia to test its electric propulsion system in a more traditional airframe before moving forward into the powered-lift space. As of late January, Beta had conducted multiple flights with the U.S. Air Force and U.S. Department of Defense in both on-base and cross-country ops as part of the Agility Prime program. While it tests the applicability and cost reduction

possible—using electric aircraft in missions including casualty evacuation to go operational in 2025—Beta hopes to take what it learns and produce an eVTOL version by 2026.

Overair’s Butterfly eVTOL is also coming up quickly, as the Southern California-based company signs on several new customers in South Korea as well as Houston-based Bristow Group. Overair is now working through its G-1 Stage III means of compliance documentation with the FAA, with testing of the full-scale, six-seat prototype to begin later this year.

Meanwhile, south of the equator, Eve Air Mobility recently saw Brazilian aviation authority ANAC release the proposed airworthiness criteria for its design, along with bringing a list of key suppliers on board. Eve broke ground on its manufacturing facility in Taubaté, Brazil, earlier this year as well.

Many other players, including Volocopter, Lilium, and Jump Aero continue to chug along—and the race is really heating up as to who will make it to certification first. Oh, wait—that honor already belongs to EHang, which obtained CAAC’s blessing for its EH216-S in China in late 2023—and made the first commercial demonstration flights with it by December.

This feature first appeared in the March 2024/Issue 946 of FLYING’s print edition.

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The U.S. House of Representatives on Wednesday passed the legislation with a 387-26 vote after the Senate approved it last week, meaning the only thing standing in the way of the bill becoming law is a signature from President Joe Biden. The bill would reauthorize the FAA for the next five years.

Drone and AAM industry stakeholders have plenty of reasons to be excited. Within the legislation are several critical provisions intended to move the industries forward and assert the U.S. as a global leader in emerging aviation technology.

For example, the bill would require the FAA, within four months of passage, to issue a Notice of Proposed Rulemaking (NPRM) for drone flights beyond the visual line of sight (BVLOS) of a human operator. A BVLOS regulation has long been sought by the drone industry, as it would allow drones to fly farther than they do with humans directly watching them, opening new use cases.

The bill also contains a mandate for the FAA to publish a final special rule for operations of powered-lift aircraft—a new category that includes eVTOL air taxis—within seven months of passage. It would expand FAA research into preparing the U.S. for the safe integration of electric, hydrogen-electric, and other new aircraft types, including type and pilot certification, the electrification of existing aviation infrastructure, and the installation of vertiports.

Immediate reactions to the legislation’s House passage have been overwhelmingly positive.

The Commercial Drone Alliance (CDA), which comprises U.S. uncrewed aircraft systems (UAS) companies and organizations, offered general praise for the long-awaited bill.

“The FAA Reauthorization Act of 2024 brings much-needed stability to both the FAA and aviation industry and enables the U.S. drone industry to keep pace with other countries,” said Lisa Ellman, executive director of the CDA. “This legislation reflects years of dedicated collaboration between lawmakers and industry stakeholders, including the CDA.”

The Association for Uncrewed Vehicle Systems International (AUVSI), a global nonprofit, highlighted a few provisions in particular, such as the progress toward a final BVLOS rule and powered-lift aircraft operations.

“We look forward to working with the FAA and Administrator [Michael] Whitaker on the implementation of congressional mandates on key issues for our industries, including a Part 108 BVLOS rule and a special final rule for powered lift aircraft operations, which will safely unlock scalability and new, high-value commercial drone and AAM operations,” said Michael Robbins, president and CEO of AUVSI.

Pete Bunce, president and CEO of the General Aircraft Manufacturers Association (GAMA), applauded the bill for “furthering air traffic and airport operations through…electric aircraft infrastructure, fostering future improvements in certification and production oversight, expanding sustainability research programs, and following through on initiatives focused on a safe transition to unleaded avgas.”

U.S. lawmakers—on both sides of the aisle—similarly applauded the bill’s passage in the House.

Representative Steve Cohen (D-Tenn.), who authored provisions in the legislation that would invest $1 billion into airport improvement projects, praised the bipartisanship of the House vote and several forward-thinking provisions within the bill.

“Our reauthorization legislation addresses several critical priorities, including…addressing environmental resiliency, strengthening the general aviation sector, [and] ensuring the safe operation and integration of Unmanned Aircraft Systems (UAS) and Advanced Air Mobility (AAM) aircraft,” said Cohen.

Senator Todd Young (R-Ind.) highlighted the bill’s benefits to the domestic drone industry. The legislation would ban federal procurement and use of drones produced by Chinese manufacturers—a longtime target of U.S. lawmakers, who perceive the foreign drones as a threat to U.S. industry and national security. Attempts to restrict Chinese-made drones have been the subject of controversy among industry stakeholders.

“This bill contains many provisions important to the Hoosier [State] aviation industry and the flying public,” said Young. “I am pleased that it passed the Senate in a strong bipartisan vote and urge the House to pass this critical bill.”

Manufacturers of electric vertical takeoff and landing (eVTOL) air taxis have heaped praise on the bill’s AAM provisions.

Joby Aviation singled out language around the type certification of novel aircraft and propulsion sources, training of eVTOL pilots, development of AAM operational rules, and production of sustainable aviation fuel (SAF).

Joby board members Michael Huerta, who was FAA administrator from 2013 to 2018, and Dan Elwell, who served as deputy and acting FAA administrator from 2017 to 2020, went into more detail in a blog post.

“This congress has implemented foundational legislation that sets the stage for U.S. leadership in the next hundred years of aviation,” Huerta and Elwell wrote. “By mandating the FAA to lean into AAM, Congress aims to ensure that the FAA will serve as a driving force for innovation and continued U.S. leadership while keeping safety at the heart of its mission.”

Across the Atlantic, German eVTOL manufacturer Lilium, which is seeking type certification with both the European Union Aviation Safety Agency (EASA) and FAA, spoke highly of the bill’s commitment to modernizing AAM and eVTOL infrastructure in particular.

“We commend the United States Congress for their dedication to electrifying aviation and for recognizing the vital role that our industry will play in the future of transportation,” said Matt Broffman, head of partnerships and public affairs for the Americas at Lilium.

Added Klaus Roewe, CEO of Lilium: “The U.S. is a globally important market for aircraft like the Lilium Jet and we welcome this additional guidance from the U.S. Congress as we seek dual certification in both the U.S. and at home in Europe.”

Similarly, U.S. manufacturer Beta Technologies, which is building a network of proprietary electric aircraft chargers nationwide, praised the legislation’s emphasis on eVTOL infrastructure. The company shared with FLYING last year’s congressional testimony from CEO Kyle Clark, in which Clark lauded several measures. Among them are provisions around building new infrastructure, such as vertiports, as well as the electrification of existing airports.

“This is the first comprehensive piece of federal legislation that specifically advances the priorities of the AAM industry, which feels like a big win,” Beta told FLYING. “It’s the result of a multiyear effort by the whole industry, and we look forward to working with the FAA and DOT to implement these provisions.”

While FAA reauthorization still awaits the president’s signature, the industry, evidently, expects it to happen soon. At first glance, it appears to be a crowd pleaser: the rare piece of legislation that satisfies the demands of all, or nearly all, parties. The next challenge will be to ensure that the implementation of these provisions goes smoothly.

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The company on Tuesday said it completed a crewed, full transition flight of its Alia-250 (A250) eVTOL, shifting from vertical lift to forward cruise on fixed wings during the same flight. The model is one of two aircraft the firm is looking to commercialize in the coming years, along with a conventional takeoff and landing (eCTOL) Alia variant. Over four years of flight testing, Beta says its aircraft together have now logged more than 40,000 nautical miles.

Beta competitor Joby Aviation has also completed a crewed transition flight, putting a U.S. Air Force pilot at the helm in 2023. It claims to be the first to achieve the milestone. However, Beta’s flight is believed to be the first to include an out and back. Another competitor, Archer Aviation, said in January it is progressing toward a full wing-borne transition flight after it completed the first phase of its own flight campaign with the Air Force.

Like all of Beta’s test flights to date, the transition flight at the company’s flight test facility in Plattsburgh, New York, was crewed. Alia was piloted by Nate Moyer, a former Air Force experimental test pilot. The transition took place a few feet above the runway, with the aircraft relying solely on its fixed wings for cruise. Vertical propellers got the aircraft off the ground but remained stationary during forward flight.

According to Beta, the transition flight will provide key data the manufacturer will use to validate its design choices, as it works to type certify its eVTOL with the FAA. The eCTOL variant of Alia is expected to be given the all-clear about one year before then. But the company intends to conduct more crewed eVTOL transitions in the coming months.

The runway-independent aircraft will first be deployed by the U.S. military. Beta in January wrapped up its first eCTOL deployment for the Air Force and has delivered both aircraft and electric chargers to Eglin Air Force Base (KVPS) in Florida for Air Force testing.

The manufacturer also continues to collaborate with AFWERX, the innovation arm of the Air Force with which it has worked since 2020. Together, Beta and AFWERX in 2022 conducted the first airman flight of an electric aircraft.

Beyond the military, Beta expects its eVTOL to be used by cargo carriers and passenger-carrying operators. It has electrification partnerships with U.S. FBOs Atlantic Aviation and Shoreline Aviation to install charging stations for eVTOL and eCTOL service at FBO terminals from coast to coast.

As of March, the company has installed chargers at 19 locations, with a further 50 in the permitting or construction process. The systems are designed to accommodate both of Beta’s flagship models, but also those of its competitors.

Beta’s eVTOL customers include the United Postal Service, LCI, Blade Air Mobility, and Canada’s Helijet. Air New Zealand, meanwhile, has opted for the eCTOL Alia variant. Customers United Therapeutics and Bristow Group are looking to introduce both aircraft.

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The firm on Thursday announced a formal partnership with Signature Aviation, a FBO network for business and private aviation, to install systems at three East Coast airports, with discussions underway to include additional locations.

The first multimodal Beta charger is already installed and online at Signature’s Manchester-Boston Regional Airport (KMHT) terminal in New Hampshire, which the company said is the state’s first such system.

“Manchester is emerging as one of the top high-tech hubs in the Northeast, and we are honored that Manchester-Boston Regional Airport was chosen as Signature and BETA’s first operational electric aviation site,” said KMHT director Ted Kitchens. “This interoperable charging station will help enable Manchester and southern New Hampshire to have better access to electric aviation, which will bring us better regional air mobility as we move into this exciting new era of electric transportation.”

Additional chargers—which Beta said will come online this summer—are being installed on Signature terminals at Frederick Municipal Airport (KFDK) in Maryland and Charlottesville-Albemarle Airport (KCHO) in Virgina.

“As one of the leading private terminal operators anywhere in the world, Signature takes a forward-leaning approach to best serve their broad base of aviators,” said Nate Ward, head of network development for Beta. “Beta has long been focused on building a reliable, accessible network of chargers for aircraft, and this collaboration represents another important pathway toward scaling our network.”

Beta’s chargers are designed to be multimodal and interoperable, accessible to the company’s aircraft, other developers’ electric models, or any electric air or ground vehicle.

The systems adhere to the international combined charging system (CCS) standard, which has also been proposed as the standard for electric ground vehicles. In September, the General Aviation Manufacturers Association (GAMA) endorsed the CCS alongside Beta, Archer Aviation, Lilium, Volocopter, Overair, Boeing’s Wisk Aero, and several other electric air taxi manufacturers.

Joby Aviation, one of Beta’s U.S. competitors, has proposed its own charging standard—the global electric aviation charging system (GEACS)—which it touts as an alternative to the CCS. In the electric ground vehicle space, Tesla’s North American charging system (NACS) is gradually supplanting the CCS as the industry standard. But Beta and others are pushing for the latter to become the norm in aviation.

Signature is Beta’s third FBO partner. The partnership follows a deal with Atlantic Aviation to install systems at New York’s Elmira Regional Airport (KELM), Birmingham International Airport (KBHM) in Alabama, Jackson-Medgar Wiley Evers International Airport (KJAN) in Mississippi, and Westfield-Barnes Regional Airport (KBAF) in Massachusetts. The Elmira site is already online.

Beta in February also partnered with FBO network AvFlight to inaugurate an electric aircraft charger at Golden Triangle Regional Airport (KGTR) in Columbus, Mississippi. The partners said it was the first such system to be installed in the state.

Now Signature, which bills itself as world’s largest private aviation terminal operator, is getting in on the action.

“We are thrilled to further solidify our partnership with Beta, which underscores our unwavering commitment to shaping the future of aviation through our sustainability initiatives in Signature Renew,” said Derek DeCross, chief commercial officer for Signature Aviation. “Together with Beta, we’re not only creating greater access to electric aviation but also unlocking new possibilities in regional air mobility for our guests, all while championing sustainability and innovation in the aviation industry.”

Signature earlier this week rebranded to emphasize its focus on aviation hospitality, customer experience, and sustainability. The firm achieved carbon neutrality across its entire global network in 2022 and last year said it pumped its 25th million gallon of sustainable aviation fuel (SAF).

The company’s three East Coast sites now join Beta’s U.S. charging network, which spans the coast from Vermont to Florida and extends as far west as Arkansas. Chargers have now been installed at 19 locations, with another 50 sites in the permitting or construction process, Beta said Thursday.

Within the manufacturer’s network is the first electric aircraft charger installed at a Department of Defense (DOD) base. Customers include the DOD, regional and state-owned airports, FBOs, and even other electric aircraft developers.

Beta is already using the sites to charge its all-electric aircraft. It stopped at several charging stations in October during a 12-state, 1,500 nm journey to Eglin Air Force Base’s Duke Field (KEGI) in Florida, where it recently concluded an initial three-month deployment for the U.S. Air Force.

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The manufacturer and vertical flight provider on Wednesday hosted more than 100 spectators for a demonstration of Beta’s electric Alia conventional takeoff and landing (CTOL) aircraft—which the company intends to launch commercially in 2025—in Houma, Louisiana, about 50 miles southwest of New Orleans. The companies claim the aircraft is the first of its kind to arrive in the state.

Beta also asserts that the Alia CTOL is the first electric aircraft to be flown by the U.S. Air Force, Army, FAA, and now Bristow pilots. Bristow placed a firm order for five vertical takeoff and landing (VTOL) Aria variants, with an option for 50 more, in August 2022. When Beta announced plans for the CTOL model, the operator placed an additional deposit-backed order for 50 conventional aircraft.

“We designed Alia with the goal of carrying out the most critical missions in a safer, cleaner, and more efficient manner,” said Kyle Clark, founder and CEO of Beta. “We’re excited to fly Alia into Bristow’s home base in Louisiana, marking the first time an electric aircraft has flown in the state and the next step of our partnership together as we look to execute real missions in the market.”

In addition, Bristow has placed orders for 50 electric short takeoff and landing (eSTOL) aircraft from Electra.aero, as many as 80 Volocopter VoloCity eVTOLs, and up to 100 Elroy Air Chaparral VTOL cargo drones.

Bristow primarily provides services to offshore energy companies and government entities, conducting missions such as personnel transport and search and rescue. Now, the company is looking to introduce electric, zero-emission aviation to its markets worldwide, complementing its catalog of vertical flight offerings with advanced air mobility (AAM) services.

The nearby Gulf of Mexico is one of the firm’s largest service regions, but it also has customers in 17 countries.

“Our vision is to be an innovator in flight solutions,” said Dave Stepanek, executive vice president and chief transformation officer at Bristow. “We believe aircraft like Beta’s Alia can expand our offerings and complement some of our current services. Our thinking is our current customers are natural AAM customers initially. We believe it will open up many new possibilities in the Gulf region.”

Among the more than 100 attendees at Beta and Bristow’s demonstration in Houma were local politicians, airport officials, customers, and subject matter experts. Spectators watched the CTOL make several passes over the airfield to exhibit its maneuverability.

“These new technologies have the potential to make certain missions more efficient, quieter, more accessible, and more sustainable,” said Chris Bradshaw, president and CEO of Bristow. “We view AAM as a natural extension of Bristow’s core competencies of safe and reliable vertical flight solutions, and we see multiple avenues for Bristow to participate in the emerging AAM value chain.”

Added Clark: “Bristow has built a strong reputation doing this across the globe, and continues to lean forward to what’s next. The team has been a crucial partner to Beta over the years, providing input and support every step of the way from design to mission application to aircraft handling feedback.”

The CTOL’s visit to Bristow—one of its first stops on the way back to Beta’s Burlington, Vermont, headquarters—follows the conclusion of Beta’s first electric aircraft deployment for the Air Force at Eglin Air Force Base’s Duke Field (KEGI) in Florida. There, the aircraft flew simulated missions including the first simulated casualty evacuation with an electric aircraft.

Beta said Alia, en route to Duke, became the first electric aircraft to fly in the flight restricted zone of Washington, D.C., stopping at nodes in Beta’s expanding electric charging network along the way. That network includes a charging station at Duke, which was the first electric aircraft charger to be installed at a Department of Defense site. According to the company, nearly 20 locations are now online, with a further 50 in development.

Beta’s charging network will support AAM operations nationwide when the time comes, opening up as many airfields as possible for Alia, as well as all electric aircraft and ground vehicles, the company says. The firm hopes to introduce the CTOL in 2025, followed by the VTOL variant in 2026.

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