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Electric Aviation, VTOLS, Multicopter, Rotor wings, Fixed Wing, Hybrid Technoilogy, Rule making news, Test Reports * Electric Aviation, VTOLS, Multicopter, Rotorwings, Hybrid Technoilogy, Rule making News, 

Quarterly Vol. 2-2017 

e-flight-forum 

Beijing 

Oshkosh 

e-Venture 

Kitty Hawk Flyer 

Larry Page’s 

e-bike 

www.e-fl ight-journal.com 

supported by 

1st e-Fly-In Switzerland 

Smartflyer 

Challenge 

e-motor 

MGM-Compro

E-Flight. 

An exciting future. 

“By entering the field of highly innovative aircraft propulsion 

technology, we‘re opening a new chapter in E-Mobility. 

Collaboration with Airbus Group will create new perspectives for 

our company and open us up even more to disruptive innovation.“ 

Siemens President and CEO Joe Kaeser 

siemens.com/innovation

e ditorial 

Step by Step 

AAt the moment you get the impression that light aviation, 

even aviation in general, is in the fast lane and is on the way 

with Seven-league boots. 

This year opened with the Elevate announcement from Uber, 

the taxi service, and in autumn two air taxis were seen at the 

International Motor Show (IAA) in Frankfurt. 

The financial markets as well are investing: Mercedes has 

a 10 per cent stake in Volocopter; Lilium has just collected 

90 million euros with their vertical-launch project Lilium-Jet. 

At the largest car show in the world, the Slovakian Aeromobil- 

Flugauto (flight Car) could be seen alongside the Volocopter. 

This is quite an interesting approach, but by many, usually 

self-proclaimed “experts” tell everyone without being asked 

that these devices are completely out when the VTOL aircraft 

will comes there. 

We, Flying Pages, have been supporting the electrification of 

light aviation for years; we have launched the e-flight Expo 

and the e-flight show at the AERO and will now be hosting 

the e-flight Forum in Beijing this November. 

But these rose-colored future-predictions, you may have 

heard last month, seems to be a little bit muted. “Our VTOL 

vehicle is to be approved as General Aviation / LSA and approval 

will be completed in the next two years so that sales 

can begin.” If a journalist asks one of the CEO’s this is one of 

the stereotypical timetables they like to offer and like to have 

quoted by the journalist. Very seldom will a journalist ask further 

questions or dig deeper. 

However the fact is, although technical problems, which are 

undoubtedly still there, can be solved faster with the flood of 

money which is now engaging into aviation and even if the 

super batteries will come in the following years, one thing, 

which nearly all forecasts absolutely underestimate is the 

certification. 

Remember how long it took to change to the new radios, 

how elaborate and laborious it is to get a certification for a 

new glass cockpit and how expensive this process is? If you 

think of this, then at least a decade - if not even more - will 

pass by before autonomous flying, vertical-flight flight-taxis 

will be allowed for passenger transport. Admittedly the regulatory 

authorities have moved and set a new milestone with 

the new Part 23. 

However, before a VTOL not only can fly as a prototype but 

with certification a lot of water will flow down the Rhine river. 

After all, the failure-proof and redundancy systems of this 

totally new technology have to be proved and extensively 

tested (alone and in combinations). At the moment most e- 

planes have a very short time in the air because the required 

flight time reserve limits the actual available real flight time to 

a few minutes. 

Remember how long it took to get the certification for the 

first ballistic recovery system, to save a plane in whole for a 

GA plane as well as it being very expensive. This was still the 

fact although this system was already used in ultralight aircraft 

and had already saved dozens of lives. 

Bridging Technology 

Against this background, it seems to be a good idea to look 

first at old-fashioned fixed wing planes equipped with electric 

motors and hybrid devices. Then test these planes and 

develop the necessary safety standards, approvals and operating 

criteria together with the authorities. 

So when the VTOL devices really will come, EASA and Co. 

already know how to deal with larger battery packs in the air 

and which (approval) requirements are to be placed on the 

control software. 

The next step will then be airplanes with many electric motors, 

which may also start vertically in the future. Of course, 

where they can take off and land, that is a completely different 

question. 

If you accept these “normal” e-planes as bridging technology, 

then the flight cars with wings, like the aforementioned 

Aeromobile or the Carplane, are a step on the way to certificate 

an approve of novel electric planes. 

But one thing is clear: even if Air taxis are certified and massproduced 

in future, most of the novel airplanes (and their 

technology) have been developed in the microlight sector. 

Only in a deregulated environment a rapid advancing technology 

will unfold. In order to make this happen for the electric 

flight in the near future, the MTOW for double-seated ultralights 

must be clearly raised, best to 600 Kg. 

The only alternative is that the EASA will significantly deeggle/deregulate 

its classes, starting with the LSA, and adapting 

it to the UL world, but this will probably remain forever 

only a beautiful dream. 

Willi Tacke 

2 / 2017 

e Flight Journal 

3

The Future ofAviation 

April, 18.- 21. 2018 

Friedrichshafen - Germany 

The e-flight-expo 

is part of the annual AERO in Friedrichshafen / Germany. 

You will find the most advanced electric, hybrid, fuel-cell 

and solar aircraft and propulsion systems. 

www.e-flight-expo.com

· 

 

News 171 

CERTIFIED I MOTORGLIDERS 

O 

 

 

 

 

 

 

 

 

 

 

 

 

 

World Directory of Light Aviation 2015-2016 171

e Airshow 

 

AirVenture 2017 

Something 

for e veryone 

This year’s EAA AirVenture event, held 24-30 July 2017 in Oshkosh/USA, 

was a great event. While the week’s weather started a little cloudy and 

rainy, by the end of the event the weather was as sunny and optimistic as 

the people attending the convention. 

Big UBER 

Show: Chief 

Product Officer 

Jeff Holden was 

able to impress 

viewers with his 

“fast-talking”/ 

Speedtalking 

presenta- 

tion of the 

UBER Elevate 

program in the 

“Theater in the 

Woods.” 

The CAFE Foundation made their Electric Aircraft Symposium, which usu- 

ally is held in California in May, this year for the first time in Oshkosh. On the 

weekend before the start of the fair this event sees a lot of interested visitors, 

listening to interesting electric lectures from NASA, Siemens, Eviation, Carter 

Copter, Sarbust Capital, BRS, e-Flight-Expo, Solar Ship, the GAMA and other 

players in the e-flight scene.. 

14 e Flight Journal 

2 / 2017

e Airshow 

For the first time the eHang multicopter was presented at an Aviator fair. 

Flying Pages presented at Oshkosh 2017 the first “all-electric 

magazine,” the eFlight Journal. Zach Lovering, Project Manager 

for the VTOL aircraft Vahana at the Airbus subsidiary A3 

(pronounced A-Cube), agrees with the publisher of the eFlight 

Journal Willi Tacke: It’s great! Airbus showed its A3 project, 

which shall have its first take off this fall in Oshkosh along with 

its current helicopters. 

www.airbus-sv.com 

Surefly from the US presented not only the drone system that the 

company developed for Amazon, but also their hybrid two-seater called 

Workhorse. 

The Sitchblade will now fly as an Experimental. 

Also the “big planes” representatives show their interest in flying with e-power. 

Here you see FAA Administrator Michael Huerta, who has taken the right seat 

in the cockpit of a Pipistrel Alpha Electro. On the left is Pipistrel test pilot 

Paolo Romagnolli. Through the second door, GAMA Vice President Greg Bowls 

explains the latest actions of the GAMA EPIC Commission on Electric Flight. 

Detroit Flying Cars is a new player in the competition of Flying 

Cars. Through flying with a combustion engine, as a car it is 

electric or hybrid. 

2 / 2017 


15

e Innovation 

e Training 

by Willi Tacke 


2 / 2017

e Innovation e Training 

Kitty Hawk 

Larry r Page’s 

Sky Motorcycle 

A seat and handlebars like a motorcycle, a control unit, 

four struts and eight propellers – is this the ultralight of the 

future? Not likely! But the machine from Kitty Hawk, the 

second aviation company from Google founder Larry Page, 

is certainly an interesting approach. It’s a single-seat, 

manned drone, which is designed to fly under the American 

Part 103 regulations (without a pilot license, registration 

or airworthiness certificates), but only over water. 

2 / 2017 


17

e Innovation 

Control unit: 

The Flyer is 

controlled by 

buttons on 

the handlebar 

ends. 

TThe Kitty Hawk company has been working quietly for more 

than two years: People only knew that the money came from 

Google founder and Alphabet chief Larry Page and that Page 

with Zee Aero (and their work on vertical takeoff airplanes) was 

yet another iron in the fire. 

Then this past April came the bombshell: shortly after the first 

flight of the unmanned Lilium in Germany, Kitty Hawk showed 

their project - and the world was amazed! One day before the 

big Uber Elevate Summit in Dallas, they showed not an airtaxi 

nor autonomous aircraft but instead - in the truest sense a ‘Just 

for Fun’ aircraft - an air motorcycle, a jet ski for the sky. 

The air moped made its first public appearance at Oshkosh. 

The spectacle was scheduled to take place at 9:00 am, and at 

8:30am the beach at the Seaplane Base at Lake Winnebago 

was slowly filling up - quite unusual, because normally there 

in the shade of the old trees, the few people there find it rather 

relaxed. First up, Communications Manager Ellen Cohen explained 

how the flights would proceed: A flight of three minutes, 

landing on the pontoon, battery change, and then a second 

flight. Technical questions would only be answered in a limited 

way. The flyer could be seen on a floating platform at a footbridge. 

The plane was connected via a Datalink to a computer 

station, which records, stores and evaluates all data. 

Then it’s time. Todd climbs onto the flyer. Assistants take the 

propeller guards from the eight twin-blade propellers. There 

are a few, small remaining checks and then the propellers howl 

to life. The Flyer, with Todd aboard, slowly climbs into the sky, 

then he pulls past us and performs some pirouettes and some 

fly-bys at different speeds. Sometimes Todd lowers the device 

slowly to nearly the water surface, then rises again to its limited 

maximum height of about 15 feet. The flyer is equipped with a 

laser altimeter that ensures that it does not climb more than 15 

feet above the water. “Of course the machine could technically 

fly higher,” explained Reichert later in the interview, “but in the 

current test phase we have limited the height.” “Why is the pilot 

sitting relatively stiffly on the machine?” was another question. 

“The machine is piloted by the control units on the ‘handlebars,’ 

it is not about weight shifting - even though it would react 

to it,” says Todd, “but we have found that this is the most precise 

method of steering.” There are various buttons on the handlebars 

to control the vehicle. The throttle is a small knob on the 

left-hand tip of the handlebars. The throttle is used to regulate 

the height. On the right handlebar is the ‘pitch’ lever, which allows 

you to move the machine back and forth. Using the index 

finger on the left hand, another lever, the ‘yaw’ control, rotates 

the device around its own axis. 

Actually, the machine is not balanced by the pilot’s controls, because 

it is - like any other unmanned multicopter - controlled by 

several gyros that in turn drive the multiple propellers through 

redundant computers. 

18 e Flight Journal 2 / 2017

e Innovation 

Todd Reichert, 

the pilot behind 

the mask, is 

the head of 

Aerodynamics 

and Configuration 

at Kitty 

Hawk. 

Then it’s over. After the first landing, there is a 

second short flight which goes much like the 

first. 

After the final landing, the questions are dominated by price, but 

Kitty Hawk won’t give away anything, even a price frame they 

would announce or confirm. But what is certain: in the fall, the 

flyer is to be offered for sale, when the maximum flight time is to 

be significantly increased. And if you want, for $100 you can already 

become a member of the Kitty Hawk Club, which among 

other things will provide a discount of $2000 off the retail price 

of the Flyer. 

Light weight engines and propellers are designed in-house at Kitty 

Hawk for their own production. 

While Robertson is still being interviewed, his team stashes the 

Flyer on a red pickup truck, ties it down, and then it’s gone 

again. In the photos we caught, it becomes clear that it’s still 

a prototype: complete with cable ties, loose cables and tape. 

But when machines look like that, then you can still try out a lot 

of things. The first impression is that the flyer is stable in the air 

and reacts quickly and precisely to the control input, like many 

other multicopters, but of course it is slightly larger. 

How does one learn to fly the Flyer? Todd and his crew are 

convinced that mastery of the machine can be gained in a few 

hours. Whether or not this will actually be the case, the future 

will show. After all, the machine is quick (up to 24 mph) - and 

the aspiring pilot will probably have to learn some emergency 

maneuvers. 

2 / 2017 


19

e Innovation 

The Flyer is a Part 103 Ultralight 

Just as at the beginning of the eighties of the last century, when 

inventors and backyard mechanics for the then-new deregulated 

class invented brand new aircraft for production and sales, 

the high-tech nerds from the Silicon Valley also want to build 

flying machines under the ultralight category carved out by the 

American aviation authority, the Federal Aviation Administration. 

Part 103 of the FAA regulations state that airplanes with an empty 

weight of less than 254 pounds (115 Kg) are permitted to 

be built to fly without airworthiness certificates. And even better: 

for ultralights, those flying them do not need pilot licenses 

or airports. 

Part 103 also limits ultralights to a fuel capacity maximum of 

five gallons (approximately 19 liters), a minimum speed of 24 

knots (44 km/h) and a maximum speed of 55 knots (102 km/h) 

observed. 

These hurdles are also likely to be overcome. Part 103 states 

that the empty weight of 254 pounds does not include a weight 

allowance for aircraft floats. This means that the Kitty Hawkers 

can pull the weight of their floats from the empty weight. This 

is necessary because, as Rodd Reichert admitted in Oshkosh, 

currently the machine is still clearly above the weight limit; but 

that could be overcome. 

Why Kitty Hawk 

The reason why Larry Page’s air motorcycle is called the Kitty 

Hawk Flyer is simple: on the dunes of Kitty Hawk in North 

Carolina, the Wright brothers and their Wright Flyers first took 

off; the Wright brothers themselves called their plane “The 

Whopper Flying Machine.” The Kitty Hawk wants to lean on this 

historic vehicle, and hopes that they can revolutionize transport 

as well as did the Brothers Wright. An interesting further parallel 

between the design teams: the Wright Brothers produced and 

repaired bicycles, Cameron Robertson and Todd Reichert, the 

technical directors of Kitty Hawk, earned their first spurs in aviation 

with the Canadian company Aerovelo. The spin-off of the 

University of Toronto built the bike-helicopter Atlas a few years 

ago, a helicopter operated by muscular force which won the 

Sikorsky Prize. The helicopter flew - driven only by the muscle 

power of the pilot - 3.30 meters high and remained in the air for 

64 seconds. They also won a prize for the fastest bike. 

Conclusion 

Did I see the future of ultralight flying or even general aviation 

at the Seaplane Base in Oshkosh? Yes and no. Yes, because I 

believe that the future of drive technology will soon be mainly 

electric in aviation, and yes, many of the test vehicles will also 

be flying as ultralights in the next few years. That is because it 

is simply the least regulated class of aircraft and it allows designs 

to be tested the fastest and with the fewest bureaucratic 

barriers. 

No, because people want to fly higher than five meters and not 

just over water. Although the machine can technically fly over 

land, it lacks the redundancy needed to make overland flight 

safe. 

No, because if you want to fly to get somewhere, the lift is simply 

too ineffective. We will still need wings for a long time. This 

is especially the case while we wait for advances in the low energy 

density of the batteries used to power aircraft. 

The Kitty Hawk Flyer is as much the future of air transport as 

the jet ski was the future of boating. But like jet skis, it is certainly 

going to be a lot of fun and will find its place in the market. 

Two men could load the ultralight aircraft, which has a target 

empty weight of 254 pounds. 


e Training 

e Innovation 

2 / 2017 


21

e Fly-In 

e Fly-In 

by Willi Tacke 

photos: Willi Tacke, Jan Fridrich, Markus Jaegerlehner, Jean-Marie Urlacher, Xin Guo 

e Fly-In: 

Premiere 

in the rain 

Electric vehicles are on everyone’s lips and no country 

needs the electric drive more urgently than Switzerland: 

Many ultralight types are not allowed to fly there at all, 

a few take off as Ecolight. But with an electric drive 

the situation changed, because the argument of too 

much noise against aviators is not given anymore. The 

first e Fly-In, the “Smartflyer Challenge”, was eagerly 

awaited and took place in Grenchen. 


2 / 2017

e Fly-In 

Successful landing: Willi Tacke (left, CEO Flying Pages) and 

Frank Anton (Siemens) after their landing in Grenchen. 

RRain on the first day made it almost impossible for air travel for most 

participants. And the rain pushed the spectators who had come into 

the exhibition in the hangar as well as in the interesting lectures. 

With so much good will from the organizers around René Meier, the 

Swiss weather god changed his mind and let the sun shine through 

the clouds on Sunday. The light and ultra-light electric planes were 

able to fly over the Alpine lands. At the end, most of them participants 

promised to come back next year and then, if they could, fly 

in with the (electro-) plane. 

2 / 2017 


23

e Fly-In 

e Fly-In 


e Fly-In 

Smartflyer Challenge Grenchen: 

Despite the weather, many electric planes 

came to the small Swiss airfield, in addition 

also electric trikes (photo left) and a Tesla e- 

Mobil-bolide for showdown (photo center 

left). The lectures were well attended on rainy 

Saturday (photo right). 

The Windex motor glider 

from Sweden is now available in an e-version 

(photo top). 

2 / 2017 


25

e Fly-In 


e Fly-In 

Ultralight trumps at the e-flight In: 

The Silent 2e (photo top left), the ultralight Design EGO Trike (photo top 

right) and the Archaeopteryx (photo bottom right) are Ultralights. And in 

the E-Genius (photo bottom left) are many ultralight components - for example 

from the Taurus - installed. 

First e-ultralight cruise: 

Willi Tacke was the first journalist to fly with Frank Anton, CEO from Siemens 

e-Aircraft, in the e-Fusion to get to Grenchen by air. During the approach 

the power indicator showed red. 

2 / 2017 


27

e Training 

The long way to the electrical future 

English Channel crossing 

and MGM COMPRO 

Every aviation enthusiast knows the Airbus E-Fan, which took off at 

Lydd (UK) on July 10th 2015, and landed 37 minutes later at Calais 

in France lying 75 miles away. Under great media attention, Airbus 

celebrated afterwards the first Channel crossing with a manned allelectric 

plane. However, few insiders knew that the heart piece of the 

aircraft - namely the electric drive system – had significant contribution 

from a small Czech electric drive manufacturer. Who is behind it? 

The Archeopteryx (photo left) 

with a RET 30 engine (12 kW), 

MGM COMPRO HBC 25063 

controller (photo right side, 

left) and LiPo 40 Ah battery 

(50 V). The flight duration is 60 

minutes. 


e Training 

Airbus E-Fan 

with four RET 

60 (25 kW) 

engines and 

a REG 30 (7 

kW) engine 

for driving the 

wheel gear. The 

flight duration 

is about 40 

minutes. 

tMGM Compro 

The story of the small Czech firm began in 1998, when a frustrated 

businessman named Boris Guič returned to his old 

passion for the flying of airplane models. Delighted by the 

technical progress that has taken place in the meantime, he 

began to build his own models with electric drives. E-motors 

with up to 7 kW power have been developed, so that model 

airplanes with a span of 2.6 m could be propelled. But if you 

wanted even higher performance, things got complicated, 

because then sophisticated power electronics had to be 

implemented. At this time, Mr. Grisa Dvorsky, the owner 

of MGM COMPRO, offered him help. The Czech company 

MGM COMPRO located in Zlin already had an excellent reputation 

in the production of model electronics and industrial 

controllers. Mr. Guič was looking for a controller to control 

his powerful engine, while Mr. Dvorsky was looking for a 

powerful engine to fully load his controller. 

Grisa and Martin Dvorsky (photo right) are the main persons from 

MGM COMPRO. They offer power electronics not only for models 

but also powertrains for larger aircraft. 

2 / 2017 


29

e Training 

SportStar EPOS 

with a REB 90 

motor (80 kW), 

MGM COMPRO 

HBC 400400 

controller (see 

large photo page 

28) and LiPo 80 

Ah battery (360 

V). The flight 

duration is 60 

minutes. 

In the following years, MGM COMPRO had to overcome numerous 

challenges to bring about the success of the complex 

electric drive systems. Innumerable problems arose in 

the field of sensors, in the monitoring of critical parameters, 

in the emergency disconnection system and in the braking 

system, just to name a few examples. In the end, the components 

developed by MGM COMPRO included the electronic 

speed controller, the battery management system (BMS), 

the battery packs, the chargers, etc., i.e. the entire electric 

drive system except the engine. At the same time, a new 

company named RotexElectric was set up to focus on the 

production of industrial and aviation engines. Nowadays, 

this brand offers air-cooled and water-cooled electric motors 

from 10 kW to 100 kW, with a 160 kW engine already in 

the development phase. 

Once the barrier to higher performance has been surpassed, 

the aviation engines are used in manned hang 

gliders, motorized paragliders, UL trikes and motorized 

sailplanes. A prominent customer is the foot-launched highend 

glider Archeopteryx designed by Ruppert Composite 

from Switzerland. Elec’teryx’ electrically powered self-starting 

version uses the MGM COMPRO RET 30 engine (12 kW 

and 4.1 kg). In conjunction with two battery cells with a total 

capacity of 40 Ah, the motor glider can climb to 1300 meters 

in 11 minutes at full thrust, whereas a flight duration of 

60 minutes is possible under normal flight conditions. The 

entire electric drive system (including battery) weighs 23 kg 

and can be mounted and removed within 5 minutes. 

Electric motor 

The currently strongest electric motor in the portfolio of 

MGM COMPRO is the REB 90 with a maximum output of 

80 kW. It is a special development for the project SportStar 

EPOS (Electric Powered Small Aircraft) of the Czech aircraft 

manufacturer Evektor. The SportStar EPOS, still in development, 

is a concept for the sport aircraft of the future, combining 

eco-friendly flying with low operating and maintenance 

costs. MGM COMPRO also supplies the power electronics 

in this case, which enables optimal use of the stored electrical 

energy. In addition to the known advantages of electric 

flying, such as zero Carbon and low noise emissions, 

the net energy cost of the flight is about 75% lower than 

in aircraft with internal combustion engines. Furthermore, 

the number of components in an electric drive train is almost 

90% less than is the case with conventional combustion 

engines, which clearly shows lower maintenance costs 

30 


2 / 2017

e Training 

for electric vehicles. 

The Airbus E-Fan mentioned earlier used four RET 60 (25 

kW) motors for driving the two ducted propellers. An interesting 

detail is that Airbus engineers also installed a 7 kW 

REG 30 engine to drive the main gear to minimize the inefficient 

thrust generation through propeller at low ground 

speeds. Thus, the company MGM COMPRO contributed 

decisively to the Airbus success in the Channel crossing. 

It needs to be mentioned that Airbus officially ended the 

E-Fan project in the spring of 2017 to focus on other electric 

flight demonstrators. 

Other Projects 

Another interesting project involving MGM COMPRO 

was the CriCriElectric. This joint development of EADS 

Innovation Works, Aero Composites Saintonge and Green 

CriCri Association is based on the kit CriCri, a mini twin 

whose design dates back to the 1960s and had its maiden 

flight on July 19, 1973. The first all-electric version of the 

CriCri started on September 2, 2010 in Le Bourget for their 

first flight. It was equipped with four REG 30 (10 kW) engines 

that powered two traction and two pressure propellers. The 

electric drive system allows 15 minutes aerobatics, making 

the CriCriElectric the only four-engine electric aerobatic aircraft 

in the world. In a converted MC15E CriCri equipped 

with two Electravia GMPE 104 E engines, each producing 

25 kW of maximum power, French stunt pilot Hugues Duval 

flew from Calais to Dover and back on the eve of July 10, 

2015, the day of the E-Fan channel crossing back. The Aero 

Club France then congratulated him on the first all-electric 

world record over the English Channel. Another field of application 

for the lower power drive trains is the EGO suspension 

glide trikes from Ultralight Design. The lightweight single-seater 

carbon fiber trikes, together with the AIR surface, 

achieve very good flight performance. In addition, the MGM 

propulsion systems are also used in the electric SONG UL 

aircraft and in various electric motor screen drives. 

CriCriElectric with four REG 30 (10 kW) motors, MGM COMPRO 

HBC 120120 controller and LiPo 40 Ah battery (120 V). The flight 

duration is 45 minutes. 

2 / 2017 


31

e-organizations 

Hybrid-Electric Aircraft 

Electric Propulsion & Innovation 

Committee 

tThe General Aviation 

Manufacturers Association 

(GAMA) has be at the centre of 

the world’s most exciting 

aerospace opportunities: 

Hybrid-Electric Aircraft. 

Through the GAMA Electric 

Propulsion & Innovation 

Committee (EPIC) GAMA has been 

working with the world’s leading space manufactures to address dress challenges 

and opportunities which will allow 

for incredible new developments 

in 

aero- 

aerospace. 

There is no question that one of the most exciting potentials 

exists in electric vertical take-off and landing (eVTOL) 

aircraft. There isn’t simply one factor alone that is enabling 

this new industry but rather the combined availability of technology, 

public perception, regulatory policy and a recognition 

by capital markets of the tremendous opportunities. 

The work of the GAMA EPIC 

includes addressing the requirements for the proper design 

of electric aircraft, including eVTOL, working with regulators 

to bring about new levels of simplified operation 

and dealing with infrastructure issues. Currently the GAMA 

EPIC is working in great detail with the U.S. Federal Aviation 

Administration (FAA) and the European Aviation Safety 

Agency (EASA) to assure the design requirements are appropriate 

for these vehicles but do not add unnecessary burden. 

In the last year, the regulatory environment in these areas 

has developed to a very mature stage which is allowing 

those involved to move forward with much lower risk that the 

safety regulators will raise new concerns as designs mature. 

The EPIC is very heavily engaged now in defining new levels 

of automation for operations within the traditional aviation 

airspace. To make profit with eVTOL designs, there is agreement 

that these activities will need to occur at a large scale 

in high-density airspace. The work of the GAMA EPIC in defining 

what these kinds of operations will look like is of critical 

importance to the eVTOL community. If you wish to be a 

part of the GAMA EPIC, please contact me to discuss your 

level of interest. 

Greg Bowles 

GAMA’s Vice President for Global Innovation & Policy, 

Manager of GAMA Electric Propulsion Innovation 

Committee (EPIC) 

For more information on GAMA and 

the EPIC, contact Greg Bowles at 

gbowles@gama.aero 

or +32 (2)0 550 39 00 


e-organizations 

5 ACTIONS TO MAKE 

URBAN AIR MOBILITY 

A REALITY 

APPROPRIATE DESIGN REGULATIONS 

Innovative designs require safety regulations to keep pace with the 

market, so as not to hold back new, safer technologies. With the rollout 

of electric & hybrid propulsion, alongside increased automation, 

our regulators need to update certification rules to specifically 

address new technologies, such as electric vertical take-off & landing 

(eVTOL) aircraft. A harmonised global approach is essential. 

MODERNISE PILOT LICENSING 

Graphics & Information 

for Public Campaigns 

We have some exciting things planned in the coming 

months and we are requesting your assistance in gathering 

graphics and videos to increase the level of appeal of 

electric propulsion and on-demand mobility to the broader 

community. 

We are creating some draft materials and web pages for 

use in future public campaigns with various government 

and public entities around the world and we would like to 

include a mix of images that represent the EPIC members. 

Prior to releasing these materials we will provide an opportunity 

to the EPIC to see them in draft form. Please send us 

the following images or videos to assure you can be included 

in these materials in the future: 

Traditional ways of regulating pilot capabilities will no 

longer work. Today we associate having two or more 

combustion engines with more complex aircraft. However 

new electric/hybrid designs can mean up to 10-20 small 

engines, controlled in a highly automated way. A pilot of 

an eVTOL aircraft would manage a remarkably simplified 

cockpit, either on-board or remotely. . 

THE RIGHT OPERATING ENVIRONMENT 

eVTOL aircraft promise highly efficient, environmentally-friendly 

ways to directly move people in urban areas. However they will need 

to operate in airspace shared by many other forms of aviation - from 

small cargo-carrying drones to helicopters. Careful planning is vital 

so no category of aviation is disadvantaged or exposed to 

unnecessary risk. 

INFRASTRCTURE & URBAN PLANNING 

European mobility plans will need to take more account of 

aviation for multi-modal transport solutions, as we seek 

ways to limit emissions and time lost in traffic. Cities who 

plan ahead to incorporate urban air mobility vehicles will 

see the benefit in the coming years - from air taxis to 

medical emergency capabilities. 

• Company Logo 

• Testing or Development Photos 

• Vehicle Assembly/Manufacturing Photos 

• Aircraft Photos or Concept Images 

• Marketing Photos 

For total file sizes under 15 MB total you may simply reply 

to this e-mail and attach files or for larger files we can coordinate 

on a transfer of some type (dropbox, FTP, etc.). 

FUTURE-PROOF EU DRONE POLICY 

As the EU prioritises building a framework for drones, it 

cannot overlook the forthcoming overlap of 'manned 

aviation' and unmanned drones. The European 

Commission's U-Space framework must not hinder the 

development of passenger air travel where a pilot may 

not need to be on board, or even directly fly the aircraft. 

FOR MORE INFORMATION: 

www.GAMA.aero 

2 / 2017 


33

e Airshow 

 

1st e-flight-Forum China: Beijing 

Mounting the new RX1E extended Version in front of the Z-Park building, Venue of the e-flight-Forum. 

The successful Taurus Electro. 

Electric Aviation 

meets in China 

FFlying Pages GmbH together with the Chinese partner 

Z-Park Sky Innovations General Aviation Industrial Alliance 

organize the e-flight-forum Beijing November, 8. - 10. 

2017. This is the first such event on all aspects of electric 

aviation held in China, which brings together the leading 

manufacturers of airframes, electric and hybrid propulsion 

systems, from Europe, China and the US, including the 

responsible authorities and the operators of future on demand 

aviation systems. 

As the second largest economy in the world, China is the 

biggest country on electric vehicles , with the largest foreign 

reserve. China is an important country for electric 

aviation, both public and private sectors in China have 

shown good appetite for electric aviation technologies 

such as RX1-E electric LSA with CAAC certification and 

Yuneec e-430 electric ultralight with DULV certification. 

Flying Pages is a well recognized organization with nine 

year experience in organizing e-flight-expo and promoting 

electric aviation. Flying Pages utilizing its seven years 

of publishing in China has been promoting European GA 

products. Flying Pages organizes e-flight-forum Beijing to 

showcase the contemporary electric aviation technologies 

from leading players in the industry bridging technologies 

to other e-mobility sectors on the ground and in the water. 

Flying Pages communicates with CAAC, China’s civil aviation 

regulator, about the policymaking related to electric 

aviation certification and operations. Along the same lines 

Flying Pages motivate Chinese companies to participate 

in electric aviation development and presents investment 

opportunities to potential Chinese investors. 

34 


2 / 2017

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e Flight Journal 9

Tim Archer, the Alliance’s US representative 

and veteran general aviation expert, presented 

at the Alliance’s forum in Beijing. 

The Alliance has set up 

booth at EAA Airventure 

for two consecutive years. 

The Alliance’s booth at 

Beijing Aviation Expo. 

Z-Park Sky Innovations General Aviation Industrial 

Alliance is a nonprofit, non-government 

organization co-founded by numerous 

corporations and organizations representing 

the broad GA ecosystem in China including 

leading operators, research institutions as 

well as institutional investors. The Alliance 

is headquartered in Zhongguancun Science 

Park (known as “Z-Park), an area on the 

north side of Beijing known as “China’s 

Silicon Valley”. 

Since the foundation, the Alliance has been 

active in membership services, coordination 

between commercial sector and relevant 

government agencies, and global cooperation, 

including setting up the Alliance booth 

at EAA Airventure for two consecutive years, 

hosting the first "China General Aviation Forum 

in Beijing", the 2017 China International 

General Aviation Innovation and Startup 

Competition, and planning and organizing 

the National Flying Car Design Competition 

together with Qinghua University General 

Aviation Technology Research Center. 

The Alliance is aggressively promoting 

the general aviation development in China 

through the integration of the industry and 

finance, aligning the unique strengths and 

values of individual members. The Alliance 

is also committed to support technological 

innovation and crossover development of 

technologies in Beijing as well as in over 200 

industrial parks developed by Z-Park group. 

www.zparkga.com 

Mr.Jin Qiansheng, the Chairman 

of the Alliance, gave a 

speech at the Alliance forum

eflight-journal01-36-efJ_02-2017Web

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