The E-flight Magazin the world of electric and sustainable aviation. Evtols and Aircraft

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Evtols and Aircraft


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

Flight Journal


Quarterly Vol. 04 - 2022



eVTOL over



Hyrogene eVTOLs and more

European Demos:

Launch in Paris and Magdeburg

e-flight-Forum 2022:

Speakers from Around the World

in a Hybrid Conference

2 read


WE Bring YOur

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e-flight progress -

despite a year of challenges

In 2021, despite Corona,it was a boom year for electric flight, with several eVTOL

companies going IPO and quite a bit of progress. Everybody was expecting to see

the big E taking off in 2022.

But then Putin’s Russia attacked the Ukraine. There was fear of a large economic

downturn, which also would affect electric flight development. But despite the energy

crises in Europe and many Corona lockdowns in China, development progressed

quite well. And some developments even helped the conversion to electric

in aviation. With the dramatic price increase of fossil fuels in cars, electric was economically

the better choice and many in Europe, Arabia, and Africa are now talking

about converting the economy from gas to renewable hydrogen (produced from

solar,wind,or water energy). The result is that suddenly the largest argument against

fuel-cell-powered aircraft is fading away as governments decided to build up the hydrogen

infrastructure for the rest of the economy.

So it is no surprise to see the first lift and cruise mid-range fuel cell eVTOL coming

up in 2023. Zero Avia, H2Fly and APUS are feeling rising air under their wings

as well.

And the ‘conventional’ electric aircraft, with battery only, are progressing very well.

The Elektra Trainer was certified in the German Advanced UL-category (600 KG

Mtow) and is going into service with a promise of more than two hours of flight

time. Autoflight released their 3rd full- size proof of concept which will now be flying

soon in Europe. Opener made a very nice appearance with their Blackfly eVTOL

at the 2022 AirVenture Oshkosh Airshow. Skyports, ADP (The Paris Airports) and

Volocopter opened the first Vertiport for the use of the first passenger services during

the upcoming Olympics in 2024. The German DLR opened a large test centre

for testing all kinds of eVTOL flying together with existing aircraft.

So perspectives for the electric flights for 2023 are not so bad despite all the world

wide challenges. And if Vladimir P. fades away (I know,my little politically incorrect

wish for the new year) it may even be a very good year.

Willi Tacke

4 / 2022

e Flight Journal


Content / Imprint

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

Flight Journal


Quarterly Vol. 04 - 2022


eVTOL over




Hyrogene eVTOLs and more

European Demos:

Launch in Paris and Magdeburg

e-flight-Forum 2022:

Cover eFlight Journal


Speakers from Around the World

in a Hybrid Conference

2 read

We the e Flight Journal (e FJ)

founders are a team of aviation journalists

and enthusiasts who created Flying-Pages.

Publishing several aviation publications

around the world. It started with the interest

in electric flying in 2009..

We co-founded the e-flight-Expo in Friedrichshafen/Germany

as part of the AERO, and

established it as the largest show for electric

aviation worldwide.

The e FJ is supported by the GAMA EPIC

committee, FACC, Rolls-Royce, Rotax and

many others.


6 • eNews around the world

12 • 6th e-Flight-Forum China 2022 &

hybrid strives Despite the Pandemic

14 • Smart Cities and Integrated Transportations

16 • Electric Propulsion System

18 • Infrastructure and Supply Chains

20 • Drivers of Electric Aircraft Development:

From Regulatory Policy to Public Acceptance

22 • Hydrogen aviation

24 • Electric Flight Now: The Road

to Rapid Commercialization of Electric Aircraft

28 • The Swiss PieAeronef

Electric Valaisan

32 • 1st Skyport Inauguration in Paris

38 • Integrated drone operation test in


42 • Electric Aircraft Symposium &

Airventure / Oshkosh

48 • Electrifly-in Bern/Swizz 2022

54 • Blois / France 2022

58 • European Rotors in Germany

60 • Airtec und Bavaria AAR Forum /


e Flight Journal


Publisher, Flying-pages GmbH, Buttersteig 11,

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Worldwide Willi Tacke, • phone :+49 (0)8841 / 487 515,

mob:+49 (0)171 69 808 71, fax:+49(0)8841 / 496 012,

US Cell: +1 920 385 8495 • willi@flying-pages.com

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Otto Reimers, Torkell Saetervade, Christian Tacke, Julia Tacke, Willi Tacke, Dave

Unwin, Qinyin Zhang, Markus Villinger, Jean-Marie Urlacher (Photo).

Managing Editor, Design: Bettina Cosima Larrarte

Technical Proofreader/USA: Vickie Betts

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permission of the copyright owner.


This publication consists largely of information supplied by traders and

manufacturers. Flying-Pages GmbH and its associates do not take any

responsibility for the data, facts, wording, addresses, prices and spelling of

the items published and do not claim the market survey to be complete. The

publisher has made every effort to ensure its accuracy and completeness, and

has queried many facts during its compilation, but cannot be held responsible

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e Flight Journal 5

Cover News Story


enters the eVTOL race

The Korean start-up Plana Aero wants to develop

a new long-range hybrid-electric VTOL

air taxi that can carry four people plus the pilot

over a distance of around 350 km. Concept

drawings show a fully vectored thruster design,

with a slender fuselage merging into an upper

main wing, while a slightly negative-swept

narrow canard wing sits forward and lower.

The electrical portion of the hybrid propulsion

system consists of six electric motors driving

six large, pivoting, five-blade propellers, two

mounted on the outside of the canard wing and

two more mounted on the outer leading edges

of the main wing. The third pair sits near the fuselage

on the trailing edge of the main wing,

acting as a pusher in forward flight, and tilts down for VTOL

operation while the rest tilt up. The company has not yet provided

any information on how the electric motors are supplied

with electricity.


Wisk Aero

updates their air taxi design

With the 6th generation of its air taxi, the California eVTOL developer

Wisk Aero has presented an aircraft that is close to

the planned series model. It should accommodate four passengers

plus luggage,fly autonomously, and be affordable for

a large base of customers. Unlike its predecessors, the current

design dispenses with wheels and is instead equipped

with skids. In addition, a single tail replaces the previous twin

tail. The previously favored push propeller for propulsion in

cruising flight was also replaced with swiveling rotors on the



United Airlines

expands UAM commitment

United Airlines is expanding its commitment to Urban Air Mobility

(UAM). The American airline has signed a far-reaching

contract with Eve Air Mobility, the innovative subsidiary of the

Brazilian aviation group Embraer, which, in addition to an investment

of 15 million U.S. dollars, also includes the purchase

of 200 four-seater eVTOL air taxis and an option for 200 more

orders included. United Airlines had already become involved

in the air taxi market in February of last year, when they concluded

a contract with the start-up Archer for the purchase of

200 Marker eVTOL aircraft, which is of course subject to the

fulfillment of certain requirements.


6 e Flight Journal

4 / 2022


Archer’s Maker eVTOL

succeeds in transition flight

As reported by the American eVTOL developer Archer, its twoseat

prototype Maker, equipped with six pivoting and another

six horizontally arranged propellers, successfully completed

a full transition flight from hover to forward flight and back

for the first time on November 29, 2022.

According to Archer, the Maker climbed to almost 80 meters

and then accelerated to a speed of almost 170 km/h in a transition

phase, during which only the wings generated the necessary

lift. Then the speed was said to have been slowed down

again and the transition to hovering took place, so that the

Maker then landed vertically again. While the maker is purely

a technology demonstrator, the recently presented “Midnight”

prototype, with its twelve rotors in all, is set to go into certification

and series production. The all-electric aircraft, which

is, like the Maker, representing an intermediate between vectored

propulsion and the lift-and-cruise concept, is flown by

one pilot and offers space for four passengers. “Midnight”

has a payload of just over 450 kg. However, the range still

leaves a lot to be desired: according to Archer, Midnight is optimized

for trips to destinations about 30 km away and back.

The charging time between two rotations is designed to be

only ten minutes.


SWITCH consortium

develops hybrid engine

The SWITCH engine concept, which is being developed by a

broad-based technology consortium, is intended to enable a

major leap towards climate-neutral aviation through the combination

of different technologies. The international project is

funded by the Clean Aviation research program of the European

Union. A total of 20 projects are being supported with 700

million euros. MTU Aero Engines, Pratt & Whitney,

Collins Aerospace, GKN Aerospace, Airbus,

DLR and universities from Germany, Greece and

Sweden are involved in SWITCH (Sustainable

Water-Injecting Turbofan Comprising Hybrid-

Electrics). The aim is to develop and test a new

hybrid-electric drive that has the potential to reduce

fuel consumption and CO2 emissions by

up to 25 percent compared to current engines

for short- and medium-haul aircraft.


4 / 2022

e Flight Journal


Cover News Story

Prosperity I

with center propeller

China-based eVTOL developer AutoFlight, whose main development

center is in Augsburg/Germany, has once again

revised the design of its highly acclaimed Prosperity I to further

improve lift and cruise capabilities. While the eight horizontally

arranged propellers which provide lift during take-off

and landing were retained, the two laterally arranged pusher

propellers were replaced by a center propeller for cruising.

Autoflight intends to present the final design with only

minor refinements in early 2023. This will then be used to

carry out further test flights at the Napa site in the California

desert. Nevertheless, a type certification by the EASA (European

Aviation Safety Agency) is sought. The Prosperity I is

designed for Urban Air Mobility (UAM) and regional flights


renamed VoloRegion

with a cruising speed of 200 km/h with a range of 250 km and

offers space for three passengers plus the pilot. AutoFlight is

one of only two eVTOL companies worldwide to have publicly

demonstrated the successful transition from vertical hover

to horizontal forward flight in a full-size aircraft using a lift-andcruise



At Volocopter, the German pioneer in the field of Urban Air

Mobility (UAM), the decision was made to carry out the third

eVTOL project, alongside the VoloCity and the VoloDrone,

as the Volo-Connectis to be renamed. In the future, the fourseater

VoloConnect will be called “VoloRegion” to indicate its

main use in the name. However, what is probably even more

important for the company is that, despite the currently difficult

global economic situation, it has succeeded in raising a

further 182 million euros in investor capital. The Saudi Arabian

“Smart Region Project” on the Red Sea, NEOM, and the

Hong Kong-based investor company GLy Capital, in which

the Chinese company Geely Holding has a significant stake,

have participated in the latest financing round. The funds are

to flow into the certification of the VoloCity and the opening of

the first commercial routes.



new design with V-tail

As a result of tests with technology demonstrators, subscale

models, aerodynamic simulations and many complex calculations,

the Czech developer of the hybrid-electric VTOL aircraft

Zuri has made significant changes to the design of its

five-seater tilt-rotor aircraft, in which a turbine has generatordrives

supplying a backup battery and a total of eight electric

motors. What is particularly striking about the current design

is the replacement of the previous standard tailplane with

elevator and rudder tailplanes for a V-tailplane. This design

change allows for larger propellers and increased propellerto-ground

clearance, according to Zuri. In addition, the use of

a V-tail should lead to less drag and contribute to an improvement

in the overall aerodynamic properties of the aircraft.


8 e Flight Journal

4 / 2022

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Cover News Story

HTAero tests eVTOL flying car for Hybrid Electric Aircraft

The Chinese electric car manufacturer Xpeng, whose subsidiary HTAero

recently had the two-seater FlyingTaxi X2 take off on a demo flight in

Dubai, has fundamentally changed the design of its second project, an

electric flying car. Now a roof-mounted, fold-out octocopter system is

supposed to bring the luxurious sports car into the air. A video that has

now been released proves that the prototype, which weighs almost two

tons, actually takes off. The original design used a much more compact

VTOL system with only two large diameter rotors. These were mounted

on articulated arms that could be folded away under the body of the car.

While this made for an attractive futuristic look, it came at the expense

of safety and complexity. Now, moving to an eight-rotor

system increases redundancy but is much bulkier. As a

result, the new design is reminiscent of a rally prototype

with a massive box on the roof. Even if the high weight

and the lack of a lift-and-cruise concept argue against

the AeroHT flying car, it must be acknowledged that the

Chinese company managed to produce not a sub-scale

model, but a real full-size prototype and brought it to the

air. With the 500-million-dollar investmentit received, one

can look forward to further development from HTAero.


Joby applied for certification

First flight of the Eco Caravan

Ampaire’s hybrid-electric Eco Caravan has completed its maiden flight.

The California start-up wants to get the conversion from conventionally

powered Cessna caravans to Eco caravans through FAA approval

by 2024. In addition to the electric motor developed by Ampaire, a

twelve-cylinder A03 diesel engine with 406 kW (550 hp), from RED Aircraft

from Adenau in the Eifel regionof Germany, works in the airplane.

According to calculations by the Ampaire engineers, the Eco Caravan

consumes up to 70 percent less fuel than the normal caravan. If SAF

(Sustainable Aviation Fuel) is used as the fuel, CO2 emissions could

be reduced to almost zero. According to Ampaire, the operating costs

of the Eco Caravan are 25 to 40 percent lower than those of a conventionally

powered caravan. Thanks to the hybrid-electric design, the

Eco Caravan can charge its batteries, which are housed in a cargo

pod under the fuselage, in flight. Ampaire states the range of the Eco

Caravan, which offers space for eleven passengers, as“well over 1,000

miles”(approximately 1600 km). The propulsion system was previously

tested extensively in a converted Cessna 337 in push-pull configuration.


California-based eVTOL developer Joby Aviation has

now officially applied for certification of its five-seat piloted

aircraft design for use in Japan after Japanese

and U.S. regulators reached an agreement to provide

a streamlined certification process for U.S. applicants

to validate their eVTOL aircraft designs in Japan. Joby’s

application to the Japan Civil Aviation Bureau (JCAB)

for validation of an FAA (Federal Aviation Administration)

type certificate is believed to be the first of its kind

and is a necessary step in the introduction of air taxi services

in Japan. www.jobyaviation.com


e Flight Journal

4 / 2022



April 19 – 22, 2023

Friedrichshafen | Germany



EDNY: N 47 40.3 E 009 30.7


eFlight Forum


In the time

of pandemic,

the forumwas


in a ‘hybrid’

format with

both the

on-site event

in Kunshan

city and

online live

streaming to

the global




On 15. and 16. December 2022,

the sixth Global e-Flight-Forum

was hosted in Kunshan, a charming

tourism city near Shanghai,

in a ‘hybrid’ format with both the

on-site event in Kunshan and online

live streaming to a global audience.

Since the first forum in

2017, it has evolved into one of the

world’s most professional annual

events in the field of electric aviation.

This year’s forum was no exception.

Based on the successful

experience of the past five years,

it attracted nearly 60 speakers

from regulators like EASA and

CAAC;leading OEMs like Wisk,

Autoflight, Volocopter, and CO-

MAC; key suppliers like Rolls

Royce, FACC and CATL;and universities

and research institutes

like TUM and BUAA to speak in

six sessions. Limited by the initial

local COVID policy, no public

event held in the city was permitted

to accommodate more than

150 attendees when the forum

was being organized. Fortunately,

a few days before the opening

day the restriction was lifted, so

in the end over 200 people managed

to come to the venue and

many more watched the online

live streaming.

12 e Flight Journal

4 / 2022

eFlight Forum

Autoflight: the forum organized the attendants for a visit to the facility of Autoflight, near the venue.

The forum this year was supported by the Chinese Society

of Aeronauticsand Astronautics (CSAA), the top organization

in this domain and currently chaired by the former

chairman of AVIC, the conglomerate of the aviation

industry in China.

The forum this year was fortunate enough to partner with

Kunshan city which is one of the first cities labeled as a

“National Ecological Garden City” by the central government.

The city is also among the top 100 counties and

cities in China for green development and manufacturing


Honor speakers at the opening ceremony of the forum

included Lin Zuoming, the Chairman of CSAA; Qian

Xudong, the Vice Mayor of Kunshan City; Song Deqiang,

the Vice Chairman of the CPPCC; Tao Zhi, the Vice President

of Beihang University; and Olaf Otto, the Project Director

of Rolls-Royce Electrical.

The Electric Aviation sub-committee of CSAA was officially

established in the first day of the forum. A number of

cooperation agreements and project deals were signed

on the spot at the forum including the strategic cooperation

and provisional procurement agreement between eV-

TOL developer Autoflight and one of the leading Chinese

general aviation operators, Longhao Aviation Industry Investment.

The strategic cooperation and the deal for a

new energy aircraft safety verification is a key laboratory

joint project between Aerofugia, the aviation subsidiary

of Geely Auto, and China Civil Aviation Flight Academy.

Chinese speakers at the forum this year included Xiang

Changle, member of the Chinese Academy of Engineering;

Yang Zhenmei, Director of the Airworthiness Department

of CACC; Yang Zhigang, Chief Research Engineer

of COMAC’s Beijing Research Center; Professor Zhang

Shuguang of BUAA; Guo Liang, President of Aerofugia;Li

Dongqi, President of SF Express’s UAV subsidiary, the

largest private logistic company in China; Sun Yong,

Director of JD Logistics X Department; and Qian Muof

CATL, the largest lithium battery manufacturer in the


The local

venue was in

Kunshan city,

a charming


site near


4 / 2022

e Flight Journal


Cover eFlight Story Forum


Urban Air Mobility (UAM), one of the most popular

areas in the broader Advanced Air Mobility (AAM)

subject, can be an important element in smart city

planning by being integrated into the transportation

system of the city.

Speakers for this session included Omer Bar-Yohay of

Autoflight International, Michael Kügelgen of eMagic Aircraft,

and Tom Gunnarson of Wisk. Omer is no stranger

to the electric aviation community. As the founder and

former CEO of Eviation, the leading start-up of electric

commuters, he is a veteran of electric aviation. Omer

gave an overview of Autoflight’s latest development.

They made some remarkable progress in 2022. Their

V1500 Prosperity finished full transition flights in Spring

2022, making Autoflight one of the very few eVTOL in the

world which has completed this important flight phase.

AutoFlight has also established the main development

and certification center in Augsburg, Germany, and has

once again revised the design of its Prosperity I to further

improve lift and cruise capabilities. While the eight

horizontally arranged propellers, which provide lift during

take-off and landing, were retained, the two laterally

arranged pusher propellers were replaced by a center

propeller for cruising. Autoflight intends to present the final

design, which will only undergo minor refinements, in

early 2023. This will then be used to carry out further test

flights at the Napa site in the California desert. Nevertheless,

a type certification by the EASA (European Aviation

Safety Agency) is being sought. The Prosperity I is designed

for Urban Air Mobility (UAM) and regional flights

with a cruising speed of 200 km/h and a range of 250

km, and offers space for three passengers plus the pilot.

has a tailor made eVTOL design specifically for air medical

use. The air ambulance eVTOL design is based on

the flying eMaigcOne single-seat prototype which was

developed, produced and test flown in one year and

won the e-Flight-Award at the e-Flight-Expo at AERO

Friedrichshafen in 2022. According to Michael, the PELI-

CAAN will carry a 150 kg payload, which is enough for a

stretcher, flying at 160 km/h with a 150 km range. eMagic

is also developing a three-seat eVTOL design in a similar


The presentation of Tom of Wisk Aero drew a lot of attention

because Wisk is determined to take the non-piloted,

fully autonomous approach. Considering the technical

and certification barriers it must overcome on the way,

this is obviously a bold target while the result, when it is

certified, would also be very fruitful in business and will

certainly leave a mark in aviation history. Tom’s speech

was timely because Wisk just unveiled the 6th generation

of their latest eVTOL in October, which is intended

to be the final design to apply for certification. The new

design, which does not yet have an official model name,

can accommodate four passengers plus luggage and fly

autonomously. Unlike its predecessors, the current design

dispenses with wheels and is instead equipped with

skids. In addition, a single tail replaces the previous double

tail. The previously favored push propeller for propulsion

in cruising flight was also replaced with tiltrotors on

the wings.

Michael of eMagic introduced the new design and the relevant

use case of his lift-and-cruise eVTOL drone called

PELICAAN, or the Perfect Electric Air Ambulance, which

The design specifications of the air ambulance eVTOL

drone of eMagic.

The targeted unit price and global market size of the air

ambulance eVTOL drone, speculated by eMagic.

14 e Flight Journal

4 / 2022

eFlight Forum

Wisk: the previous five generations of prototypes developed and test flown

by Wisk showing the long, rough but determined road that Wisk’s founder

and team have come along.

Tom (below) explained in this slide why and how fully-autonomous flight

can be realized in eVTOL design and operation.

Specifications of the

latest eVTOL design

by Wisk intended for


The challenging elements on the full chain of fully autonomous flights.

Despite all the uncertainty and obstacles, Wisk has laid out a plan with

different stages for the long run.

Autoflight has expanded into a truly global company

with facilities for different purposes set up in five locations

in China, Germany and the U.S.

4 / 2022

e Flight Journal


Cover eFlight Story Forum

Jacub gave a glimpse of the potential of electrification of the EV-55 twin turboprop commuter

airplane. MGM Compro offers a wide range of electric propulsion products.


The propulsion system is always the most important segment

in new aircraft designs and electric aircraft is no exception.

Actually, the whole new era of electric aviation is

because of the development of electric propulsion, so this

session is one of the key subjects of the forum. Speakers in

this session included Dr. Zhang Qinyin of Rolls Royce Electrical,

JacubHencl of MGM Compro, and Konstantin Kondak

of Elektra-Solar.

The leading role of Rolls Royce in electric propulsion needs no

elaboration, but it was still quite intriguing to listen to Dr. Zhang’s

presentation about Rolls Royce’s update in projects and the

overall thoughts on the whole domain. As an incumbent of aviation

engines, Rolls Royce is taking on the whole nine yards of

electric propulsion and applications, from eVTOL and commuter

airplanes to turbine-powered hybrid electric, from battery to fuel

cell, and from products to ecosystem.

MGM Compro is a veteran in electric propulsion with many projects

under their belt which have actually flown. Their projects

have a good variety, from eVTOL to fixed-wing commuter, and

from privately funded start-up projects to NASA-related and government

funded research projects. Due to the wide variety of

their projects and products, Jacub could only give a brief introduction,

reporting a little something about everything.

Konstantin Kondak of Elektra-Solar gave an extensive presentation

of the latest two-seat trainer that the company test flew in

June 2022. With up to 11m/s climb rate and high efficiency, it has

big potential among soaring clubs for towing sailplanes. As a

trainer or touring plane, Elektra Trainer is very efficient, consuming

only around 10 kW of power at cruising speed. This aircraft

accumulates the company’s decades of experience in the development

of solar and electric-powered aircraft. Elektra Trainer

is primarily based on the proven technology of Elektra One,

the single-seat electric ultralight aircraft from Elektra Solar, which

was certified in the German ultralight class in 2021. Elektra Trainer

was designed for flight schools and flight clubs’ use. The company

expects the operating costs to be less than 60 EURO/hour,

which is about half the cost of an ultralight aircraft with a combustion

engine, and justifies the higher acquisition price compared

with regular ultralight airplanes. The company will soon

begin flight tests for

German ultralight


Elektra Trainer uses

the off-the-shelf

electric propulsion

system of Geiger


The promising specifications of

the two-seat full electric Elektra


16 e Flight Journal

4 / 2022

eFlight Forum

Rolls Royce has already

designed and test flown

three remarkable electric

aircraft demonstrators in

different categories including

ACCEL, which set the world

speed record for electric

aircraft with their 622 km/h,

CityAirbuseVTOL and H3PS

hybrid airplanes.

Rolls Royce now

focuses on electric

propulsion system

development for

both the shorterrange

Urban Air

Mobility and the


regional commuter


The manufacture Rolls Royce’s planning of electric propulsion technology,

suitable for different categories of aircraft.

The larger commuter aircraft will require quite a lot of electric

power according to Rolls Royce.

The popular concept of Urban Air Mobility will require different electric

propulsion designsthan for fixed-wing airplanes.

Rolls Royce wants to foster the whole ecosystem of electric propulsion

and applications including turbine-powered hybrid electric

and fuel cells.




4 / 2022

e Flight Journal


Cover eFlight Story Forum

As a tier 1 supplier, FACC offers services in full

spectrum. The manufacture for example produces

the components for the Chinese eVTOL

manufacturer EHang, also the airframe components

of American eVTOL manufacturer Archer.


Infrastructure and supply chains are important links in the

chain of electric aviation ecosystems that are often overlooked,

for some people think that they are less urgent than

other tasks such as certification and system integration.

However, it would be awkward if there wasa lack of vertiports

and related verification standards, or qualified and certified

suppliers,when the aircraft itself is about to be ready

for commercial rollout.

So infrastructure and supply chains probably should develop in

parallel with aircraft, if not even faster. Speakers in this session

included Christian Mundigler of FACC, a well-established tier

one supplier; Professor Florian Holzapfel of TUM;Corvin Huber

of Skyroads, aUTM start-up; Ulrich Ehmes of Theion, an innovative

battery technology start-up; and Mike Hirschberg of Vertical

Flight Society, the dominant industry association of vertical takeoff

and landing (VTOL) aircraft.

Christian of FACC presented on how to transfer the rich experiences

of FACC in commercial aircraft manufacturing to new

aircraft like eVTOL. FACC has already begun working with eV-

TOL manufacturers such as the Chinese company EHang and

the American company Archer on certifiable airframe components

manufacturing. Christian used carbon fiber components

as an example to illustrate the difference in manufacturing requirements

and the related technique and cost between aviation

and automobile products. Corvin of Skyroads presented the

vision and means of the next generation of the Unmanned Traffic

Management system (UTM) which, according to the company’s

vision, will enable Advanced Air Mobility to scale in a few

years when the system will automatically manage all types of air

traffic in urban airspaces for hundreds of thousands of passengers

on a daily basis, while being 100 times safer than road traffic.

Professor Holzapfel of TUM gave a detailed introduction to

the latest research of eVTOL control methodology and technology,

tested on eVTOL visual designs and an electric helicopter.

Ulrich of Theion presented their development of the lithium sulfur

battery, which is one of the promising candidates for a nextgeneration

energy storage device with low cost and nontoxicity,

and super-high, theoretical energy density. According to Ulrich,

their battery product can offer up to triple gravimetric and volumetric

energy density. The raw material sulfur costs 1% of the

NMC811 lithium battery, and new production processes require

only 10% of the energy of the current method. Mike Hirschberg

of VFS gave a brief but comprehensive overview of the opportunities

and challenges of UAM development.

VFS: the key challenges

that eVTOL

must overcome for

UAM use, in the view

of Mike Hirschberg.

18 e Flight Journal

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eFlight Forum

Theion’s key value is

their solutions for some

of the shortcomings of

lithium sulfur batteries.

Their promising

specifications of the

lithium sulfur battery is

3 x gravimetric energy

density - target 1000

Wh/kg, 3 x lower cell

cost - target 35 Euro/


Professor Holzapfel’s

team at TUM (Technical

University of Munich/

Germany) are doing

some profound and

fundamental researches

in regard to eVTOL flight

control. They combine

academic research with

industrial application

and have developed and

demonstrated a full-motion

simulator of flight control for various

eVTOL configurations.

The fully integrated and

highly autonomous air

traffic management

system envisioned by


4 / 2022

e Flight Journal


Cover eFlight Story Forum


First Session on day two was about “Drivers of Electric

Aircraft Development: From Regulatory Policy to Public

Acceptance.”All factors for vehicle and component development

are important for the next steps.

First presenter in the panel was Jean Daniel Sülberg, the

Head of DLR Cochstedt Test Centre for UAS/UAM, which was

opened in May 2022 and is participating in several national

and international programs. He reported on the experience of

building up a test centre for integration of UAS/UAM into existing

traffic. Several German and international manufacturers

started testing in Magdeburg-Cochstedt and in November

2022 had a first official demonstration of traffic with an ambulance

helicopter and an unmanned Volodrone. Sühlberg also

pointed out the specialities of the area as it is a cooperative effort

from the existing 55 institutes. The DLR bought the existing

Airport Magdeburg Cochstedt with its 2500-meter runway

and modified it to this test centre. Companies from all over the

world can come there and run their test campaigns.

Although in the name it is says that it is an“Experimental test

centre for unmanned aircraftsystems,” Sühlberg stated that

manned eVTOLs and eSTOLs are welcomed as well so that

now the wording Test Centre for AAM (Advanced Air Mobility)

would be more precise. As one of the more than 30 test

areas in Europe, Cochstedt is one of the few which is large

enough that full-size eVTOLs can fly a full transition. The great

advantage is that Cochstedt is far out from any large city,which

minimizes the risk. For trying out test scenarios in an urban

environment, DLR plans to build model environments for eV-

TOL-ports and larger buildings.

Following the DLR Test Centre presentation, David Solar, the

EASA’s Head of General Aviation and VTOL department, reported

on what has happened in the European aerospace

agency EASA in the last year. He gave an overview of how the

unmanned and manned efforts in certification and operation

come together. He also explained the differences between the

U.S.-FAA approach and the EASA approach with the SC-VTOL

rules. The new organization of the airspace, in order to get eV-

TOL taxis and large drones in the air, is an especially big subject.

The final speaker of the session was Michael Hillermeier,

Volocopter’s head of strategy and program manager of Volodrone.

He gave an overview of Volocopter’s different eVTOL

activities, from the latest event with Volodrone in Cochstedt,

to the Paris opening of the first Vertiport in Pontoise with the

Volocity (together with Skyports), and up to the maiden flight

of the “Lift and Cruise” VoloRegion, formerly called VoloConnect,

which had its maiden flight in the historic Airport Oberschleißheim

close to Munich. He explained that the backbone

of the Volocopter system is the VoloIQ which is the software

system which will enable the safe operation of the eVTOL fleet

and which will lead to the first business cases, which will probably

be in Singapore or Paris. Following the presentation there

was a very interesting panel discussion about the next steps

for the future. Questions came from the virtual visitors of the

Forum from around the globe. If you are interested, please find

the session directly under this link.

.Jean Daniel Sülberg, Head of DLR Cochstedt

Testcenter for UAS/UAM, gave an overview on

the plans of the different DLR institutes in AAM.

He also explained how manufacturers may

use the new DLR Testing facilities to explore

integrated vehicle scenarios.

20 e Flight Journal

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eFlight Forum

David Solar, the EASA’s Head of

General Aviation and VTOL department,

gave an overview of how the

unmanned and manned efforts in

certification and operation come

together. He also explained the

differences between the U.S.-FAA approach

and the EASA approach with

the SC-VTOL rules.

Michael Hillermeier, Volocopter’s head of strategy

and program manager of Volodrone, gave

an overview of Volocopter’s different eVTOL

activities. He also said that the backbone of

the Volocopter system is the VoloIQ which is

their software system and will enable the safe

operation of the eVTOL fleet.

4 / 2022

e Flight Journal


Cover eFlight Story Forum

Johannes Garbino-Anton of the company

NEX Aircraft introduced their

concept of a Fuel Cell driven fiveseated

eVTOL for regional purpose

with a range of true 500 Kilometers+.

The aircraft had its debut this

year at the Greentech-Expo in Berlin.


The second session of the second day was about hydrogen

aviation, a topic which has been more and more discussed in

the last three years. Meaning, how hydrogen can be used as

the power storage for electric aviation. The panel discussed

the different options; for example, using hydrogen in a fuel

cell for electricity production for the e-motor; having turbine

burning hydrogen which produces electricity over a generator

for the emotors; or finally, burning the hydrogen in turbines

which drive the aircraft directly.

The session started with Johannes Anton, CTO of the company

NEX Aircraft,which is working on a fuel-cell-powered medium

range eVTOL. The range they want to reach with their first fiveseat

lift and cruise eVTOL is over 500 Kilometers plus a reserve,

which is clearly more than the best battery powered eVTOLs.

They are cooperating with the British fuel cellmanufacturer Intelligent

Energy and the main goal at the moment is to bring down

the waste energy from the fuel cell. He reported that at they are

flying with a 25% scaled prototype which is driven by a fuel cell.

The 50% aircraft is in production and should be flying mid 2023.

Next speaker of the session was Phillip Scheffel, CEO of company

APUS, one of the cooperation partners of Nex. Besides

their engineering work for integration of fuel cells into aircraft and

helping in certification, Apus is also working on their own aircraft,

a small four-seater conventional aircraft called I-2 with two electric

motors. The unique innovation in this aircraft is that the gaseous

hydrogen is stored in the tubular wingspars in the centre of

gravity of the aircraft. A second prototype, the I-5, is already under

prototyping as well.

Next speaker in the forum was Jonathan Douglas-Smith, the

Aerospace Business Development Manager of the fuel cell manufacturer

Intelligent Energy. He reported on the fuel cells for eV-

TOLs and Sub-Regional Aircraft. The company has more than

1000 patents in fuel cell technology. The design centre is near

London, but the company is also operating in the U.S., South

Korea, Japan, and China. At the moment, the company is actively

selling fuel cells in four sectors: IE-Soar for smaller drones

for inspection and transport; IE-lift in utility vehicles like forklifts;

IE-Drive fuel cells for cars, trucks, busses and stationary power

units; and finally, the latest IE- flight fuel cells for eVTOLs and

small, medium and large aircraft. One of the core technologies

is the cooling technology though evaporative cooling. Not only

the energy density of the hydrogen is much better as in the best

batteries,but the charging/refuelling time is much better as well.

Final speaker of the session was Michael Friend, Member of the

Board of ZeroAvia. The company has the goal of developing regional

hydrogen aircraft faster than anybody else in the world.

Michael has a very long history of working on hydrogen drives

for aircraft in various leading technical positions. At Boeing he

was responsible for the first manned fuel cell aircraft in the mid

200th. He thinks that there is enormous pressure on the commercial

aircraft industry to reduce their ecological footprint. He

gave an overview of ZeroAvias’s very aggressive timeline to the

first commercial hydrogen aircraft. As they are working on larger

aircraft and need more energy they are more focussed on liquid

(or cryogenics) hydrogen, which needs no pressure but a lot of

cooling. He stated that after the successful flight of the fuel-cellpowered

Piper single engine turboprop in 2019, the first flight of

the hydrogen powered Dornier 228 twin engine turboprop can

be expected soon. This aircraft will become the first commercial

product of the company and the next larger step, a 40-80

passenger commercial airliner with a range of over 500 nautical

miles, is planned for 2027. The following Q&A session was very

interesting and can be watched here.

22 e Flight Journal

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eFlight Forum

Phillip Scheffel, CEO of APUS Group, is

working on a series of fuel cell aircraft,

starting with the i3 (right), a four seat twin

engine GA aircraft. The special “Gag”: the

gazeouse hydogene is stored in tubular

wing spars (below); the company just

received their EASA DOA.

Jonathan Douglas-Smith, Aerospace Business

Development Manager at the British

fuel cell manufacturer Intelligent Energy,

reported on Intelligent Energy’s IE-Flight

Fuel Cells for eVTOLs and Sub-Regional

Aircraft, and where there are synergies

with other transport segments.

4 / 2022

e Flight Journal


Cover eFlight Story Forum

Mike Friend, ZeroAvia Board member

and Ex-VP of the new technologies

company, gave an update regarding the

plans and developments of the family

of Fuel Cell powered Regional Aircraft,

created by Zeroavia.


The sixth and last session of the 2022 Forum was focused

on fast ways to the market for e-aviation in general. The ultralight

category is definitely one way to get electric aircraft

airborne fast, due to the fact that the ultralight regulations are

easier to fulfil than those of CS, LSA, or even Part 23 or SCVtol.

This statement is proven by the fact that many of the first

electric flights were done by ultralight aircraft.

Even in the eVTOL category, where most of the companies

are now aiming for commercial passenger transport to make

their business model work, the first flights were done as ultralights

and the Volocopter-prototype, which was flying at

the opening of the first Paris Vertiport in November 2022, was

flying as an ultralight while his larger brother the VoloCity is

still working on Part 23certification.

First speakers of this session were Calin Gologan and his

colleague Konstantin Kondak, both CEOs of Elektra Solar.

The company presented their two-seat electric trainer in the

600 Kg European ultralight class about two years ago; now

they could announce the certification of the Elektra Trainer.

The fast certification was possible as the Elektra Trainer is

based on the single-seated model of the company, which

has been certified with the DULV (German Ultralight Club)

for a year, and both aircraft have many parts in common, including

the propulsion system which was developed together

with the company Geiger. It is based on a two-disk motor

which is driving one Helix propeller. One thing which separates

the Elektra Solar from many other aircraft is that it has

a low voltage battery system with only 60 Volts. The result is

that the certification is much easier,due to the fact that it is

not high voltage technology and therefore less dangerous.

“The negative side is,”explained Gologan,“that the powercables

will be thicker and more heavy, but due to the good

gliding performance the aircraft is capable of staying in the

air for more than two hours plus reserve. Single-seated, the

maximum climb of the aircraft is between 8 and 10 meters

per second so that we also towed gliders and we will do a

certification for glider towing as well.”

Konstantin Kondak explained the that the aircraft is equipped

with a Digital Aircraft Platform (DAP). In this system the aircraft

has a special sensor system which transfers the data

of all components of the aircraft to a ground station. Then

the data is analysed with AI programs so the maintenance

can be executed and planned much better. This is a great

advantage,especially for fleet operators like flight schools.

The aircraft will be seen and flying at AERO 2023 in Friedrichshafen/Germany.


e Flight Journal

4 / 2022

eFlight Forum

The following presentation was by Günther Spitzer of the

DULV,the German Ultralight Pilot’s Association. He explained

how the organization, which is under supervision of the German

authorities, is doing the homologation of ultralight aircraft

(up to 600 Kilograms MToW), including electric aircraft. Their

system is similar to the EASA certification, but the complexity

of the rules is lower and the certification is faster and much

cheaper than an EASA certification. As the German “UL-Type

certificate” is highly recognized in the world, this is often used

for a first development. For example, this also helped for the

eVTOL pioneer Volocopter for flying the VC-200 around the

world. But Spitzer explained that this case also created some

conflicts. Initially Volocopter, when they started the UL-certification

as eVTOL, intended to bring out a UL-product, but during

their path to the market they decided that in future, they

will not build any ultralights but only SCVTOL commercial aircraft

with EASA.

“But the DULV is a pilot’s organization,” explained Spitzer,

“we are only certifying machines which can be flown by our

members later- who are paying the bills of the organization.

We have neither budgets nor capacity to develop certification

rules and then later do a certification for commercial companies

who only use the UL-certification as a cheap shortcut and

are not intending bringing out products for our members - we

only certify ‘Leisure Aircraft.’”Later in the discussion he further

explained that this does not mean that the DULV will never

certify an ultralight eVTOL at all, but it must be a product for

the UL-class intended – for example, the Blackfly from the U.S.

company Opener or the eMagicOne,as Opener is intending to

start the sales of the Backfly as an ultralight in the next year.

The next presentation of the ultralight side of e-flights was followed

by a presentation from Norway, where the industry is

expecting the first business case for electric flying, also on the

commercial side.

Eric Lithun, CEO of the company Elfly,presented for his company,

which has not only built an electric race plane which already

is airborne, but is also developing a nine-seat electric

commuter plane. The unique sales point of this plane is that

it is an amphibious-plane. After this he explained why Norway

is the ideal place to start electric business flying and why with

an electric seaplane it is the ideal solution:

1st: Norway has 98% renewable electric energy, so here e-

Flight really is green.

2nd: Norway is a large country with a small population (only

5.3 million inhabitants) and 80% of the Norwegians live near


3rd: Norway has no good, fast traveling road or train network,

especially in the northern countryside. So short-haul commuter

aircraft flights are already in use as a way of government

supported public transport now. There are more than 50 million

airtrips per year (10 per head of the population).

4th: it has 2650 Kilometers of coastline and 450,000 lakes.

5th: the major industries (shipbuilding, fishery, oil & gas, and

salmon farming) are located close to the coast.

6th: Norway has the highest percentage of electric cars in the

world;also the ferryboats in the fjords are all electrified.

So ElFlys approach is not only replacing the existing fleet of

turboprop aircraft for the many short trips from the airports

along the coast by electric aircraft, but in addition can also

land and take the passengers directly from the harbors in the

city centers. They then fly them either to the next harbor or to

the airport. Another advantage is the mountainous countryside:

emergency landing fields are very sparse, so amphibious

planes have another advantage here.

The following panel discussion was very interesting, as also

participants of the other sessions of this day participated. If

you want to know more, click here.

Calin Gologan, CEO of Elektra Solar,

presented the Electric Ultralight

Trainer which is coming to the market

in Germany in 2023 as a 600 Kg Mtow

twin seat aircraft. The aircraft will be

presented at the e-Flight-Expo @ AERO

Friedrichshafen/Germany and can be

ordered and delivered right now. The

aircraft will be also certified for glider


4 / 2022

e Flight Journal


Cover eFlight Story Forum

Günther Spitzer, Electric Aircraft

Specialist at the German Ultralight

Organisation DULV, explained what are

the rules for ultralight electric aircraft in


Eric Lithun, CEO of the e-aircraft manufacturer

Elfly, explained why

Norway is the ideal launch market for

Electric Aircraft, and unveiled their

Amphibious electric commuter. 4

26 e Flight Journal

4 / 2022


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Market Watch

Pie Aeronefs from Switzerland

The UR-1 Devil is already virtually in the hangar. In real life it will be seen at the next e-flight-expo@AERO (April 19-22, 2023)


E l e c t r i c Valaisan

The Swiss Marc Umbricht was in his dream

job: airline pilot on a Saab 2000 for the Darwin

Airline in Ticino. Then this airline went bankrupt.

So he earned a degree in Aerospace Engineering

in Worcester, MA, USA. Because of

Corona, the hoped-for route back to airline

service remained blocked.

So, he designed his first plane and founded

a start-up to build electric aircraft in tranquil

La Sarraz in Valais. Eflight-journal visited the

company and came across an unusual project!

The simulator attracted young pilots in Bern.

28 e Flight Journal

4 / 2022

Market Watch

The UG-2 will be able to transport two people over 900 kilometers with only 300 kg of battery.

PPieAeronefs (Magpie Planes)is a company in the French

Swiss Alps. The purpose of the company is to build electric

airplanes and the company’s first product is the UR

1, an electric racing plane. This plane will participate in

airraces in the newly established Air Race-E class. Here

the planes are usually conventional CASSUTT III racing

aircraft, which are converted to e-flight. But the UR 1 is a

completely new development.

When visiting La Saraz, the editor of the e-flight-journal,

Willi Tacke, asked Marc Umbricht why this should be

more promising and what else the company is planning.

eFlightJournal (eFJ): The location here in a valley near

La Sarraz is rather unusual for an aircraft manufacturer.

How did you get here?

Marc Umbricht: The building here is a former laundry.

We have a lot of space here and different rooms for the

various processes such as laminating or sawing.

(eFJ): From airline pilot to aircraft production seems to

be a long way. How does a newly trained airline pilot end

up becoming an aircraft manufacturer?

Marc Umbricht: After my employer Darwin went bankrupt,

I did my bachelor’s degree in Aerospace Engineering

at the University of Worcester in the USA. When I re-

The distinctive V-tail should provide little drag.

4 / 2022

e Flight Journal


Market Watch

turned to Switzerland to reenter airline services, Corona happened.

So I decided to use my newly acquired knowledge to implement

my love of flying differently: since computers and electric drives

fascinate me, it was a clear way to develop an electric aircraft.

eFJ: Why start with a racing plane?

Marc Umbricht: The UR-1 Devil is a racing plane on one hand

because it is a good way to give you experience and on the other

hand because almost all racing planes are kit planes. With the

experimental approval, you save yourself the very high approval

costs for a Part 23 approval at the beginning. You can bring a kit

product onto the market and make money relatively quickly.

eFJ: Are further aircraft developments planned by PieAeronef?

Marc Umbricht: Yes, the UG-2 Bullfinch is already being considered.

We’ll get started on it as soon as the UR 1 is on its way. UG-2

Bullfinch will be an unusually shaped middle wing and has a pusher

propeller at the tail assembly. It should be able to transport two

people in the plane with a maximum take-off weight of 1000 kg

over a distance of approx. 500 nauticalmiles (920 km). We want to

achieve the performance,but still with a low landing speed, by installing

electrically operated propellers in the flaps.

eFJ: Will the UG-2 also be a kit plane? Are approvals planned?

Marc Umbricht: Yes, the Bullfinch, which is supposed to take off

in 2024, will initially be offered as a kit. We are projecting a build

time of 1200 hours and a kit price of approximately $250,000. The

UR-1 kit will cost around $280,000. As usual for planes in the racing

scene, no approval is planned for the UR-1. For the UG-2, however,

we are of course planning an approval but later.

eFJ: What is included in the kit?

Marc Umbricht: All components are already laminated and ready.

Also included are all cables, batteries, motors and the complete instrumentation.

The customer only needs the tools and the adhesive

to assemble the components. Of course there will also be a builder

assist program, as is common in the USA.

eFJ: Does Pie only build the planes or do you also develop the engines?

Marc Umbricht: We also develop the entire drive train ourselves.

However, we use cooperation partners and components, so the

motor for the UR1 comes from the Slovenian Amrax, but the motor

controller and the battery packs were developed by us.

eFJ: The batteries are in the wings. How do you solve the problem

of cooling all the components?

Marc Umbricht: The engine and all other components are liquidcooled.

eFJ: At the Electrifly-In in Bern 2022 you presented components

of the plane for the first time. When will we see the full UR-1 for the

first time and when will it be airborne?

Marc Umbricht: We are currently building and testing all components

and believe that we will show the complete plane at AERO

in April 2023. The maiden flight should then take place by August

2023 at the Payerne airfield.

eFJ: Thank you for this interview. 4

The self-developed heat-resistant battery box.

The Swiss Minister of Transport, Guy Parmelin, visited


The CNC laser cutter cuts the ribs(spars) to size.

Marc Umbricht in conversation with eflight journal editor

Willi Tacke.

30 e Flight Journal

4 / 2022

Market Watch

The e-Racer is expected to break world records.

The main wing of the UR-1Devil

has a continuous spar (strut).

The fuselage is attached from

above. 12 self-designed battery

packs of the 800-volt system

find space between the two

spars (struts). The motor controller

is also ofthe company’s

own development.

Marc Umbricht in the hall of the former laundry together with eflight-journal editor Willi Tacke.

4 / 2022

e Flight Journal


e e VENT

Text: Willi Tacke, Fotos: Willi Tacke

1st Skyport Inauguration in Pontoise

Getting ready for:

Olympia Paris 2024

32 e Flight Journal



e vent

Volocopter and Skyports, together with ADP (Aeroport de Paris: the association

of all Paris airports), the City of Paris, and the Paris public transport network

RATP, has undertaken a collaboration, to offer a transport service for guests

from the airports to some sports venues of the 2024 Olympic Games in the

French capital. The first big step was the opening of the first Vertiport in France.

It was inaugurated on 10 November at the Paris-Pontoise general aviation airfield

together with all participating partners.

4 / 2022

e Flight Journal


e e VENT

OApproach in Pontoise: the Volocopter VC 200 2x in the air, and the new VoloCity is parked in front of the waiting journalists at Paris’ first Vertiport.

On the morning when the first Vertiport is to

be inaugurated, it is once again “France, business

as usual” in Paris. The communist trade

union CGT strikes the public transport RATP

and SNCF in the greater Paris area. The result

is even more traffic jams than usual, because

everyone is driving to work. Unfortunately,

the Volocopter service to the Vertiport in Pontoise

does not yet exist and so all journalists

and guests of honor are stuck in traffic jams in

cars or buses. And the masses of cars on the

Christian Bauer, CCO at Volocopter, is explaining the battery swap system.

Damien Cazè, Head of the French Civil Aviation authority DGAC, cutting the ribbon.

34 e Flight Journal

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e vent

The scoreboard like the big commercial airliners.

Paris wants to be first in the European eVTOL race.

streets make it clear that even a large eVTOL

service would not be a solution to the problem,

but at best a small building block in the puzzle

of a new Smart City.

Once everyone is there, everything goes as

planned. The partners Volocopter, Skyports,

the Paris airports and the public transport association

RATP confirm that they want to start

the service with aircraft of the VoloCity type for

the 2024 Olympic Games. Anyone who sees

the concentrated French political efforts at this

start can realise that this is very likely to happen,

and if EASA SCVtol certification has not

yet been obtained by then, maybe they will go

with a “permit to fly” for the aircraft. The technology

for this, as the event should show, is either

already in place or being developed at full

speed, from check-in with integrated weighing,

to battery exchange service, to adaptation of

air traffic control.

The Volocopter VC 200 2x still flies with German UL-Certification.

Before flying, you

have to step on

the balance.

Media interest from all over the world for the Vertiport.

4 / 2022

e Flight Journal



Augustin de Romanet, head of the Paris Airports Consortium ADP, at the interview under the VoloCity.

During simulated flight in Pontoise, the VC 200 2x makes two rounds over the airport area.

36 e Flight Journal

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Volocopter CCO Christian Bauer answers the questions of the numerous journalists from all over the world.

This is how the Austerlitz Urban Vertiport in Paris, near the Seine and right next to Austerlitz station, is supposed to look.

4 / 2022

e Flight Journal



Text: Willi Tacke, Fotos: Willi Tacke

Integrated drone operation test in Magdeburg-Cochstedt

Successful evasive maneuver

Drone evades rescue helicopter. The demonstration at the UAS/UAM Centre in Cochstedt went smoothly, as planned.

Corus XUAM is the name of a consortium funded by the EU

Commission through the Sesar program to test scenarios for

the operation of manned and unmanned eVTOLs in cooperation

with existing air traffic in various European cities. A demonstration

in Magdeburg-Cochstedt demonstrated how this can work.

The VoloDrone‘s control station; the yellow case

on the left contains the emergency abortsystem.

After opening the “National

Experimental Test Center

for Unmanned Aircraft

Systems” in Magdeburg-

Cochstedt in May 2022, the

Corus XUAM was the first

international demonstration

at the airport owned by the

German Aerospace Center

DLR (the national German

research institute).

The Corus XUAM demonstration

in late November

2022 showed the coexistence

of existing air traffic

(in this case an ADAC rescue

helicopter) and new unmanned

eVTOL traffic in the

form of a Volodrone cargo

drone. The drone had

a programmed course be-

Jan-Eric Putze ceo at Droniq explains the drone info

module for visibility.

Professor Anke Kaysser-Pyzalla, Chairwoman of DLR,

explained how DLR institutes and others cooperate at



e Flight Journal

4 / 2022

e vent

Project panel: Bern Korn DLR, Douwe Lambers DFS, Anthony Rushton NATS, and Michael Hillermeier, Volocopter, and Giancarlo Ferrara, Eurocontrol.

tween two targets and then flew an evasive maneuver

around the helicopter then continued the

flight to the target point.

Before and after this, the various participating authorities

explained how the German air navigation

service provider DFS, its British counterpart

NATS, and EuroControl work together with the

other players, such as Volocopter or Droniq. In

Germany, several DLR institutes are also involved,

as well as their national testing center in Magdeburg-Cochstedt.

One of the main tasks of the trials

is to test which mechanisms and technology

are needed to integrate small and large eVTOLs

into existing traffic. One thing is clear: coordination

between manned air-taxis, UAS and ‘normal’

aircraft cannot work with radio alone, as has been

the case in air traffic control up to now. Upcoming

parts of the Corus XUAM are tests in different areas

of Europe such as a test traffic of the German

case: from Frankfurt Fair to Frankfurt Airport without

disturbing existing fixed-wing and HEMS (Rescue

Helicopters) traffic; and the UK Case between

the airports of London City and London Heathrow.

The DLR Institute of Flight guidance presented

their simulation in the two cases for how the

UAS can be integrated and where are the biggest


The VoloDrone on its way: a small camera drone was recording the

whole exercise on video.

In one Hangar the DLR had also organized a small exhibition for all participants

of the Corus XUAM program.

4 / 2022

e Flight Journal



First Corus XUAM demonstration in Germany, the VoloDrone on its way to the target vertiport

The London case: the English NATS is planning a test traffic between

London Heathrow and London City airport.

In the Frankfurt use-case: simulation of drone traffic and the influence on

existing fixed-wing and HEMS (Rescue Helicopters) traffic.

In the simulation the Corus XUAM program is also to evaluate how dense

the drone traffic can be without safety risks.

In the London test case between the two airports, it will also evaluate

VFR-Routes and U-space Gates.

40 e Flight Journal

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e vent

The DLR Institute of Flight guidance presented a simulation in the two cases for how the UAS can be integrated and where are the biggest challenges.

The VoloDrone has a similar drive construction as the VoloCity, but the structure between the Motors is made from aluminium.

4 / 2022

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Expos / Fairs

Electric Aircraft Symposium & Airventure

e-Flight in Oshkosh

AirVenture Oshkosh has been the undisputed

Mecca of all aviation enthusiasts

for decades. No wonder that in addition to

e-drives for conventional aircraft, several

eVTOL manufacturers also presented onsite.

As a highlight in 2022 the Blackfly from

Opener flew, not only on the UL-runway, but

also as one of the stars in the evening program

- the Night Airshow. However, since

many of the e-flight innovations are lost in

the hustle and bustle between GA airliners

and warbirds, the Cafe - „Electric Aircraft

Symposium“ of the Vertical Flight Society

was established in 2017. This is where the

top manufacturers of the eVTOL and eSTOL

scene from around the world were present.

From A, like Archer and Autoflight, to B

like Beta Lilium, Opener to Volocopter and

Xwing and Zeroavia. We give an overview of

the most e-interesting from both eVents.

The Pipistrel Velis Electro- in 2022 at the Cessna booth.

AAfwerX Agility Prime program of the U.S. Airforce presented

a handful of small - and now larger – start-ups in a tent

on the AirVenture site with mock ups, scaled-down models

and, most importantly, the real experience for those interested,

with the use of simulators.


At the same time, the head of the program, Col. Nathan

Diller, explained in an interesting presentation at EAS the

structures and background of the program, with which the

U.S. Air Force on the one hand wants to make itself fit for

the aviation of the future, but on the other hand, also wants

to support and finance not only larger aviation companies

but also medium and small American start-ups from the eV-

TOL area. 38 million U.S. dollars in funding is available for

this purpose, and NASA and other research institutions are

also involved. Participating companies report that the entry

requirements for participation are kept very simple and non

bureaucratic, so that even a start-up can participate without

any problems. Unlike many European funding programs,

which often have a very complicated request process, the

U.S. Air Force has purchased prototypes from various manufacturers

for further joint testing. This is putting money

in the pockets of the start-ups. So far Joby, Lift, and Kitty

Hawk, for example, have benefited from the funds.


Experts around the world agree that after being used in

flight training, electric propulsion systems are likely next to

come into commercial use in unmanned and remote/autonomous

delivery drones. And here we are not so much


e Flight Journal

4 / 2022

Expos / Fairs

Top Col. Nathan Diller: the Chief of AFWorX of the U.S. Air Force explained how to support American start-ups (photo on top).

Several simulators were on display in the tent at the AirVenture site. Joby also brought his simulator trailer for VIPs (below).

talking about small delivery

drones weighing 10-20 kg,

but load drones designed

to transport between one

hundred and four hundred

kilograms or even more.

Three interesting companies

from the U.S. market

presented their concepts

at EAS: while Elroy Air and

Mighty Flight rely on hybrid

propulsion systems with

combustion engines for power generation in flight and rely

on remote control, or later autonomous flight, their competitor

Beta wants to fly its cargo drone, which is based on

the Airtaxi of the company of the same name, fully electrically

and initially have a real pilot on board. Electra AERO

and Xwing are taking a completely different approach. Both

are relying on short take-off and landing (STOL) conventional

aircraft for transporting goods. As Earl Lawrence, former

head of FAA certification, explained for his new employer

Xwing, they are initially focusing on converting Cessna

Caravans to remote-controlled and later autonomous flight,

and only then intend to convert to electric propulsion once

Olaf Otto from Rolls-Royce Electrical explained why the engine

company is focusing on e-commuters.

operations with the normal turbines are running smoothly.

Marc Ausman of Electra AERO, on the other hand, said his

company is developing an all-new electric STOL aircraft with

multiple electric motors and propellers on each wing.


Pipistrel stands for successful electrification of general aviation

more than any other company in the world. This year in

addition to the placement of the Pipistrel Velis in the Pipistrel

booth, it was also seen in the heart of the Textron Aviation

Booth. As Textron took over the Slovenian companies earlier

in 2022 it’s clear that Pipistrel is part of the family.

The announcement that Piper plans to electrify its Archer

under an STC with the help of the Swiss company H55 and

the Safran-powered Diamond eDA40, shown for the first

time at Oshkosh, shows where the trend is heading.

Tecnam, another successful supplier of training aircraft, has

not only realized the H3PS hybrid propulsion system for the

P2010 with Rolls-Royce and Rotax in recent years, but is

also working on the eCommuter PVolt. In Oshkosh, it was

announced that the Nasa X-57 experimental aircraft, which

is an eAircraft with distributed propulsion, based on a Tecnam

P2006, is about to make its maiden flight. Now, the

only company with an electric offering missing from the major

GA manufacturers is Cirrus.

4 / 2022

e Flight Journal


Expos / Fairs

Diamond goes electric: The eDA40, a derivative of Austrian manufacturer Diamond Aircraft‘s existing and certified DA40 platform,

is planned to be the first EASA/FAA Part 23-certified electric aircraft with DC fast charging. A Safran electric motor and a special

battery pack by EP will be used. Certification is expected in late 2023/early 2024. The highlight of the eDA40 is that it can be

connected to DC fast charging systems. The charger is supplied by Electric Power Systems, a company that develops certified

systems for aerospace, defense, automotive and marine applications. Diamond says the final version of the eDA40 will charge in

about 20 minutes and provide up to 90 minutes of flight time.

U.S. rescue parachute manufacturer

BRS is expanding its

product line. “In addition to

other products for certified

aircraft here in the U.S., we are

also on board with the French

Part 23 trainer project Elexir”

said BRS boss Fernando de

Caralt. “Of course, we are also

on board with many projects for

manned and unmanned eVTOLs.

That was one reason why we

were present at the Oshkosh

AirVenture for the first time with a

large outdoor booth.”

EP- Systems not

only builds the

battery system for

the Diamond eDA40

but also developed a

charging truck. The

truck will supply notyet-electrified


for e-training. The

batteries in the truck

will be those from the

aircraft enjoying a

second life when their

capacity has dropped

below 80%.


e Flight Journal

4 / 2022

Expos / Fairs

Tetra is a new eVTOL from

Japan that was on display

at the Homebuild Aircraft

area in Oshkosh. Delivery

was scheduled to begin as

early as 2023. At the same

time, Volatus planned to

install the first Vertiport in

the U.S. at the Oshkosh


Leo is the name of this unusual three-seater eVTOL Coupe. Six thrust and 68 lift eJets are to carry it through the air. The company did show an

‘iron bird’ test frame and renderings and, like many others, is looking for funding.

The Israeli company Airev showed a lift and cruise

eVTOL called AIR ONE in Oshkosh for the first time.

The prototype is already flying. The wings will save

energy during cruise but the lift motors keep operating

in cruise. The AIR ONE takes off vertically thanks to

its eight electric motor/propeller combinations, each

rated at 70 kW. Currently, the next planned step will be

the first transition from vertical to horizontal flight. The

AIR ONE can take off and land on any flat surface with a

payload of 250 kilos. The all-electric two-seater is said to

have a practical range of one hour on a single charge at

speeds of up to 250 km/h. AIR ONE can be parked in most

garages and driveways and is suitable for trailer transport.

ONE will be fairly aggressively priced, using automotive

construction technologies that significantly reduce manufacturing


4 / 2022

e Flight Journal


Expos / Fairs

VTOL flies as an ultralight: Ken Karklin, Opener‘s new CEO, shows where

the triple redundant flight controls are located in the ultralight. During

landing, the pilot lies on his back. The soft touchdown is handled by the

software. With Version 3 the Blackfly is going into a small serial production,

which will be sold from 2023 to selected customers. Expansion to Europe as

a European ultralight is also being considered.

The Opener Blackfly - not tilt Rotor, tilt wing, or lift and cruise, this

eVTOL is Tilt Aircraft: Not just rotors or wings turn in transition to

horizontal flight, but the whole aircraft. As part of the Night Airshow,

the Blackfly demonstrated take-off, transition, back transition, cruise

flight, and landing.

Chirinjeev Kathuria, Chairman, presented the newly formed AIRO group at

an AirVenture press conference. AIRO wants to become a leading player

in the eVTOL/Drone business. The company took over existing players like

Aspen Avionics and the eVTOL manufacturer Jaunt Air Mobility.


e Flight Journal

4 / 2022

Even Birds are Jealous!

eVTOL Simulators: AfwerX of the U.S.

Air Force brought several simulators

from eVTOL manufacturers to Oshkosh.

Beta (far right) and Lift (right) were

extremely popular with visitors for test

sitting and ‘test flying.’

gic Pelikan eMagic Next eMagic One

Joby brought not only the PC simulator to Oshkosh,

but also the „real“ large-

The Opener Blackfly

simulator with Oculus goggles and realistic

scale simulator in its own trailer.

tilt seat for take-off and landing.

Even Birds are Jealous!

eMagic Pelikan eMagic Next eMagic One

Expos / Fairs

Electrifly-in Bern/Swizz 2022

A Velis Electro over the Swiss Federal House, the seat of the Swiss Parliament.

e-flight for Olympic

and World Champions

The sixth “electrifly-in” took place for the

first time in the Swiss capital of Bern.

Interesting lectures and discussions

around the topic of electric flight, a small

but delicate exhibition, demo flights and

even sightseeing flights by electric airplanes

over the Swiss capital and VIP

guests like Olympic champion Dominique

Gisin and e-world pilot Bertrand Piccard

rounded off the meeting.

Panel discussion and presentations on electric flight.

The eGenius from the University of Stuttgart/Germany

- now with hybrid power.


e Flight Journal

4 / 2022

Expos / Fairs

The interface of the control panel of the uncrewed Prosperity I prototype

Airport feeling for the e-planes. At Bern-Belp Airport, electric aircraft like this Elektra trainer joined the traffic.

TThe sixth Electrifly-In was this timeheld in

the tranquil town of Grenchen, directly at the

international airport of Bern-Belp. Nevertheless,

the organizers around President Sandra Dubach

managed to maintain the ambience of a small fly-in

with few security checks. Once again, the meeting

really provided a glimpse into the future of general

aviation, even though not all of the Swiss projects

were at the start. For example, H55 with its B23

Energic, developed together with BRM Aero, was

missing, and Dufour Aerospace was unfortunately

also not on site with its aircraft.

But another player, Alpine Airplanes, the Swiss

importer of e-flight pioneer Pipistrel, demonstrated

how e-flight can work. With three Pipistrel Velis

and the associated charging station, Alpine boss

Marc B. Corpataux not only ensured that the VIP

guests got into the air electrically, but he also

organized demo flights for completely ‘normal’

visitors, and one of these flights could even be

won in a raffle. Although the Velis did not score

with the longest travelling distance at the e-Trophy,

thanks to sophisticated charging technology and

logistics, the white high-wing Velis were humming

e-flight ambassador Dominique Gisin and e-world flier Bertrand Piccard.

4 / 2022

e Flight Journal


Expos / Fairs

„Where‘s the key?“ Around-the-world pilot Bertrand Piccard taking a test seat in the cockpit of the eMagicOne. The Swiss recordbreaking

pilot was fascinated by the high-flyer from Grafschaft.

permanently over the white-blue sky, especially on the

sunny Sunday. And thanks to the location right next

to the capital, they also had the opportunity to take a

look at the Bundeshaus in Bern, the seat of the Swiss

parliament, from the air.


A real stroke of luck for Swiss electric aviation is

Dominique Gisin. The gold medal winner in the downhill

skiing event at the 2014 Winter Olympics not only

studied physics after completing her career as a ski

racer, but also earned her commercial pilot license

and is a dedicated proponent of electric aviation. She

regularly flies the club’s own Velis at her club in Kägisvil,

is an official ambassador for the Electrifly-In, and on

Sunday did not miss the opportunity to take Bertrand

Piccards, who has flown around the world, for a spin

over the Swiss capital.


The same Piccard who was not only the first to

circumnavigate the globe in a hot air balloon, but

also flew once around the world in the Solar Impulse,

found something new within the exhibition at Bern

Airport that immediately fascinated him: the eMagic

New record flights on the horizon: serial world record holder

Klaus Ohlmann (right), together with eMagic founder Michael

Kügelgen (center) and round-the-world pilot Bertrand Piccard



e Flight Journal

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Expos / Fairs

A look into the future: the Elektra Trainer together with the eGenius with hybrid power over the Swiss countryside.

Thanks to their own charging station and sophisticated logistics, the three Velis Electro were able to set off on numerous flights at short


4 / 2022

e Flight Journal


Expos / Fairs

One of the two Velis Electro over Bern-Belp International Airport. Without any problems the participants of the 6th Electrifly-In integrated

into the regular air traffic around the Swiss capital Bern.

by Michael Kügelgen. After a tour around the object

of his awakening desire and a look at the first flight

video, he did not miss the opportunity to take a seat

in the cockpit of the small machine, which can fly

horizontally in normal aircraft mode as a three-axis

aircraft as well as in vertical flight mode as an eVTOL.

When asked if he would fly this machine, the answer

came like a shot from a pistol: “Preferably right away,

where is the key?” Afterwards, there was an intensive

exchange of ideas with designer and company boss

Michael Kügelgen as well as with the multi-world

record holder Klaus Ohlmann about what special

flights could be made with this machine.


In addition to the aforementioned Pipistrel and

eMagic, there were other very interesting projects that

made it to Bern. The two-seater ElektraTrainer from

the Landsberg (Germany) company Elektra Solar with

test pilot Uwe Nortmann, who regularly did demo laps,

won the trophy for the longest journey in the “Electric”

category. Also on site was the company Pie Aerponef

from Switzerland, which presented its first e-airplane,

a single-seat e-racing aircraft designed from scratch

The Pie Aeronef simulator: Here you can already fly the


The fuselage of the Smartflyer is now manufactured .by



e Flight Journal

4 / 2022

Expos / Fairs

with photos and some interesting components such as

the wing and the V-tail, and furthermore its concept of an

all-electric two-seat touring aircraft for general aviation,

the UG-2 Bullfinch. This is said to have a battery mass

of 500 kg on board with a take-off weight of 1000 kg,

giving ranges of up to 500 nautical miles (926 km).

Also on display in Bern was the fuselage shell of the

Smartflyer SF1. The ultra-light carbon fiber fuselage

is produced by Smartflyer’s new partner Aerolite. The

aircraft with the distinctive propeller on the tailplane is to

fly fully electric and as a hybrid - with combustion engine

or also fuel cells as the energy supplier. The eGenius

from the University of Stuttgart/Germany has the exact

same motor location. After setting many records as a

purely electric aircraft, it is now also flying as a hybrid

aircraft and took the trophy in the hybrid class, but was

also without competition in this class.


Pie Aeronef: The eRacer will fly soon


Electric category:

1. Elektra Solar GmbH, Elektra Trainer, from Pfullendorf to Bern.

2. Martin Vogel, Pipistrel Velis, from Kägiswil to Bern.

3. Alpine Air Planes GmbH, Pipistrel Velis from Ecuvillens to Bern.

Hybrid category:

1. IFB Uni Stuttgart, eGenius, D-KGEN, flight from Donaueschingen to Bern.

Glider Category:

1. Klaus Ohlmann, Antares 20E, D-KPBW, Flight from Serres to Bern.

2. Ueli Messmer, Antares 20E, HB-2405, Flight from Hausen am Albis to Bern.

3. Ruedi Engeler, Antares 20/21E, HB-2452, Flight from Olten to Bern.

The trophies of the eThrophy.

4 / 2022

e Flight Journal


Expos / Fairs

Blois / France 2022



As a sign of the times, no less

than three three-axle and two

trikes equipped with an electric

motor were on display in Blois

this year. No, these were not

projects in development, but



The Ukrainian company Aeros has been offering its ANT

single-seat trike with an electric motor for several years

(see our review of it in our publication FLÜGEL), and a

dozen are said to have already been sold. The ANT-E is

powered by a Geiger HPD20 motor that can deliver 20 kW

(about 27hp) continuously and 28 kW (38 hp) at peak. The

HPD16 with 16-20 kW is also offered, but is only suitable

for pilots who weigh less than 70 kg.

operational machines that really

fly. It is undeniable that electric

propulsion is making progress

and is now a viable solution in

still small, but ever-growing, areas

of application.

The two-bladed e-prop is foldable, which reflects the

philosophy of the trike: Thermal flying, use upwinds and

turn off the engine as soon as possible to save battery

energy. This is also one of the advantages of the electric

drive: no need to worry about not being able to restart, but

simply turn the switch back to ‘on’ and the propeller will

rotate again. The two batteries, each with a capacity of 3.1

kWh, are enough for a flight time of 45 minutes and can be

recharged in four hours. With a Discus 15T wing the ANT-E

costs about 33,000 Euro (incl. VAT).

The ANT can be disassembled and transported

in bags that easily fit in the trunk of a car.


e Flight Journal

4 / 2022

Expos / Fairs

This year the French manufacturer AirCréation introduced

an electric version of its single-seater, the E-Pixel, which

is also equipped with the Geiger HPD20 and is propelled

by an E-Props three-blade propeller. It features a package

of up to three batteries, weighing about 15 kg each and

providing an operating time of about 30 minutes per

battery pack. Charging to 80% capacity takes four hours,

while charging to 100% takes twice as long (which, by the

way, are the claims made by one side or the other about

charging times, which should be taken with a grain of salt).

The E-Pixel could be flown in Blois, but it won’t be on the

market for several months, because the electronics still

need some fine tuning. No price has been announced yet.


In the electric three-axle airplane category, Romanian

manufacturer Avi Aircraft again showed its small green

high-wing e-Swan, which had already aroused great

interest during its demo flight here in Blois last year. It has

now got a little brother with low wings, the Dracula.

Both aircraft are fully foldable, so they can be easily

transported in their trailers. Both have very similar

characteristics and performance (the Dracula is a bit

faster than the Swan) and are available with an internal

combustion engine (Polini Thor 303 with 38 hp) or with a

self-developed electric motor. The latter was developed

together with a Chinese motor manufacturer; it has a

continuous power of 18 kW (24 hp) and a peak power of 23

kW (31 hp). The four batteries, with a capacity of 2.66 kWh

and a weight of 12 kg, come from Artech’Aviation, a French

company that will be responsible for selling Swan and

Dracula in France in the future. The stated duration is about

Der Alpha Electro von Pipistrel besitzt seit letztem Jahr eine

ULM-Genehmigung in Frankreich.

With a double pack of batteries, the runtime of the

E-Pixel approaches one hour.

4 / 2022

e Flight Journal


Expos / Fairs

The brand new Dracula: The same concept as the Swan, but

designed as a low-wing aircraft.

one hour and the charging time is 4.5 hours. The Dracula

is priced at about 36,000 euros (including taxes), without

batteries. The batteries will sell for 9,600 euros (without

tax) or 11,500 euros (including tax) and should last for

about 600 charging cycles, which is roughly equivalent

to 600 hours of flight. So we are at almost 20 euros per

hour, without taking into account the price of electricity;it’s

not clear how high that will be in the next few years. For

a combustion engine version, we would have to budget

about 7,200 euros for fuel (average consumption 6 l/h) for

the same flight time, plus 5,000 euros for the replacement

of the engine at the end of the performance cycle (300 h).

So we are in the same league for costs. Thereforethe talk

that an electric ‘tankful’ costs almost nothing is misleading:

it is as expensive or even more expensive than gasoline...

and if you buy the batteries, that means you pay for all

your fill-ups in advance! Pay in advance!


Finesse Max, Pipistrel’s importer, received ULM approval

last year for the Alpha Electro, the electric version of the

Alpha Trainer. However, the aircraft has an empty weight

of 368 kg, well above the 337.5 kg tolerated in France for

a two-seat, parachute-equipped three-axle. However, the

authorities have agreed to permit it to fly, on the condition

that you must carry at least 45 liters of fuel. Now, only the

flat 156 kg for two people on board must be deducted from

the 525 kg maximum takeoff mass: that works! The Alpha

Electro is equipped with a Pipistrel PEM 60MVLCDer motor

that delivers 60 kW (81 hp) of maximum power and 50

kW (68 hp) in cruise flight. Two 20-kWh batteries provide

operating time from 50 minutes to one hour. Charging time

is one hour with the included charging station (which must

be operated with three phases). The price of the aircraft is

approximately 155,000 euros (including VAT). 4

The little e-Swan

already thrilled the

audience in Blois last



e Flight Journal

4 / 2022




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Expos / Fairs

2nd European Rotors in Cologne, Germany

The Skycab

was one

of the few


exhibits at



More helicopters than eVTOLs

At the European Rotors exhibition,

jointly organized by EASA

and the European Helicopter

trade show, the helicopters are

clearly in the foreground. On the

other hand, the EASA conference,

which takes place during

the show, is the first priority for

all eVTOL manufacturers.


Traditionally, EASA announces not only new safety

guidance for helicopters at its conference during the show,

but also the latest rules for the certification and operation

of eVTOLs. This year it included an update on the MOC

(Means of Compliance) for the certification of eVTOLs.

Helicopter topics for certified helicopters dominated

the show. The few ultralight helicopters that were there

last year were gone by 2022. In the eVTOL section, the

first European appearance of EVE, the mockup of the

Aachen-based Skycab and the eVTOL simulator of the

TUMünchen,was mentioned.


Eve, the eVTOL spinoff of Embraer, is in Europe for the first


The core of the Cologne event for the eVTOLs are the EASA

Conferences and the announcement of the latest MOCs.

The „full motion“ eVTOL simulator from TUMünchen on



e Flight Journal

4 / 2022

The Future of Aviation

April 19- 22, 2023

Friedrichshafen - Germany

即 将 开 启

coming soon

eVTOLs flying

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.


Expos / Fairs

Airtec und Bavaria AAR Forum / Germany

The ultralight


trainer : In

the exhibition

in the new

hangar of the

TU and the


of Applied



there was

also real

AAM aircraft

to touch.

The Advanced Air

Mobility Forum

Interesting presentations (shown here is Rolls Royce) on the


In the space of just a few weeks,

two exhibitions dealt with the future

of electric mobility, from eVTOLs

to fuel cells, atAirtec, a trade fair

for suppliers to the airline industry,

and at the first Advanced Air

Mobility (AAM) Forum of BavAIRia.


held at the exhibition center in northern Munich, was

dominated by the conventional suppliers. Highlight of

the eVTOL was the simulator from TUM. The AAM lecture

program organized by Mike Hirschberg was the highlight of

the fair.

Visit to Lilium in the hangar next door..


For the first time, the Bavarian aviation cluster held the AAM

event in Oberpfaffenhofen. The interest of the audience, the

speakers, and exhibitors proved that Bavaria is a focal point

for electric mobility in the air.


Bavaria AAM Event was held in the new hangar of TUM and


Top Panel with Autoflight, Volocopter, Airbus, Eve & Joby


e Flight Journal

4 / 2022

There’s a reason pilots...

Installed in Over 20,000 Aircraft

FAA STC Approved for Nearly 600 Certified Aircraft Models

Over 20 Years of Innovation


Power your

career & Electrify

the future

Seit mehr als 100 Jahren gestalten wir die Mobilität

unserer Gesellschaft maßgeblich mit. Jetzt können

Sie dabei sein, wenn wir die nächsten 100 Jahre

revolutionieren. Werden Sie Teil von Rolls-Royce

Electrical, und treiben Sie mit uns die Entwicklung

eines nachhaltigeren Luftverkehrs voran.

entwickeln und testen wir elektrische und hybridelektrische

Technologien und Systeme, mit denen

die Luftfahrt neue und nachhaltige Wege gehen


Unser Weltklasse-Team von Innovatoren wächst.

Das ist Ihre Chance, die neue Ära der Luftfahrt


Für unsere Standorte Dahlewitz, München und

Cottbus suchen wir:

Electrical Design Engineers / Electronic Power

Management Engineers / Product Safety

Engineers / Electric Machine Designers /

System Integrators / Project Managers

Bewerben Sie sich jetzt:


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