e-flight-Journal--01-2025WEB

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

Quarterly Vol. 01 - 2025

Exclusive Interview: Drew Mcewen

Integral E & ERA

Geiger, smartflyer, Pivotal

MGM Compro, ...

Guide:

www.e-fl e-flight-journal.com

Special 2025

EHang EH216-S receives CAAC : TC, PC & OC

Sustainable Aviation Trail

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eVTOL ERC Medivac from Germany

FLÜGEL Magazin - FLYING CHINA - WDLA - AVIATION ET PILOTE

editorial

The importance of a solid business case

embracing the value of small innovations

TThe e-Flight industry, particularly in Europe, has recently

encountered significant challenges, marked by the insolvency

of companies such as Lilium, Volocopter, and

APUS, as well as project suspensions at Rolls Royce and

Airbus. In the U.S., firms like Universal Hydrogen and eViation

have also ceased operations. Currently, attracting

new capital for e-Aviation initiatives is proving to be quite

difficult.

The primary issue stems from unmet promises and milestones

by many businesses. A well-known lesson from

General Aviation has resurfaced: developing an aircraft

typically requires more funding and time than originally

projected. Moreover, the global context has shifted considerably.

In the U.S., the emphasis on green aviation

has diminished under a government prioritizing fossil fuel

extraction, sidelining electric mobility. Simultaneously,

Europe’s green deal strategies have also evolved.

However, this change is not the only factor contributing to

the failure of numerous projects. Some have stumbled by

making commitments that current technology cannot fulfill.

Business plans from five years ago, which anticipated

hundreds of thousands of eVTOL flights in urban areas at

prices comparable to Uber black rides (as suggested by

Uber Elevate in 2019), were often unrealistic. The ambition

to “resolve urban traffic congestion for everyone” was

overly optimistic.

Does this imply that the eVTOL boom is over and that all

projects will fail, relegating electric flight to mere fantasy?

At e-flight-journal, we remain optimistic.

As political attention shifts from climate change to rejuvenating

national and global economies, it is evident

that new products must be underpinned by robust business

cases. Key questions arise: “What is my market?

Does it exist? How large is it? When can I start generating

revenue? How well does my product align with market

needs?”

There are global examples demonstrating that success

is attainable. For instance, launching a product in the ultralight

or LSA category, identifying customers within that

niche, and selling ultralight aircraft can yield revenue

while gathering operational data to refine the system and

develop new products for various categories and business

cases.

Consider Pipistrel from Slovenia, which developed the

Alpha Electro as an ultralight/LSA and subsequently introduced

the Velis LSA, achieving global sales and advancing

to the Nuva UAV. Similarly, Pivotal from California

is working on a part 103 single-seat Helix, offering operational

training and control systems, initiating sales as an

ultralight, and is now exploring medivac, cargo, and multiseat

versions, as well as military applications. (You can

even experience the moving simulator for this pioneering

eVTOL at the AERO booth A7-100!)

Another noteworthy example is Geiger Engineering from

Germany (featured in this issue). Established in 2007,

the company initially developed a small electric propulsion

system for paragliders and hang gliders, and today

it supplies systems for two-seat trainers and military and

civil drones, all while maintaining profitability.

To provide further insights into the e-flight landscape, we

have included profiles of several successful e-companies

in this issue, along with exclusive interviews.

Willi Tacke

Willi Tacke

Publisher of “FLÜGEL - The Magazine”,

“Flying China”, ‘e-Flight-Journal’ and the

World directory of Light Aviation’, which is

published in German, English, French and

Chinese.

1 / 2025

e Flight Journal

3

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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

Flight Journal

Quarterly Vol. 01 - 2025 www.e-flight-journal.com

Special 2025

EHang EH216-S receives CAAC : TC, PC & OC

Exclusive Interview: Drew Mcewen

Integral E & ERA

Geiger, smartflyer, Pivotal

MGM Compro, Safran,

eVTOL ERC Medivac from Germany

Guide:


FLÜGEL Magazin - FLYING CHINA - WDLA - AVIATION ET PILOTE

Cover eFlight Journal 1-2025

3 • Editorial - About the business case

6 • eNews around the world

12 • eVTOL Interview: ERC System

16 • AERO - News from the show

20 • e-flight-expo: Forum programm

21 • Sustainable Aviation & e-Flight-Award

22 • AERO / Sustainable Aviation Trail - map

24 • Market - The blue danger

26 • AURA AERO- Integral & ERA

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.

30 • Report: smartflyer

36 • Geiger Engineering: Motors since 2007

40 • Flight report: ePixel trike

42 • GoAero: The eVTOL competition

43 • VFS Transformative Vertical Flight 2025

e Flight Journal

www.flying-pages.com

Publisher, Flying-pages GmbH, Am Oberhagen 23,

59581 Warstein. phone: D-+49(0) 2902/2163

, Fax.: D-030/34 70 91 24 • info@flying-pages.com •


ADVERTISING

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

mob:+49 (0)171 69 808 71, • willi@flying-pages.com

Europe & Germany, Rosi Berkemeier

• phone: +49 (0)33931/80 60 27

• rosi@flying-pages.com

USA, Bettina C. Larrarte

• phone: +1 970 310 1410

• bc@flying-pages.com

EDITORIAL

Lukas Feichtner, Robby Bayerl, Marino Boric, Mike Friend, Xin Guo, Martin

Hardung, Dan Johnson, Christian Tacke, Jan Friedrich, Frank Anton, Bettina

Cosima Larrarte, Germán Larrarte, Julia Tacke, Werner Pfändler, Jan Otto

Reimers, Christian Tacke, Julia Tacke, Willi Tacke, Christian Tacke, Uli Hahn,

Emmanuell Davidson, Markus Tacke.

Managing Editor, Design: Bettina Cosima Larrarte

Publisher (VISDP): Willi Tacke

Technical Proofreader/USA: Vickie Betts

Online: Achim Holzmann

© 2025 Flying-Pages GmbH. No part of this publication may be reproduced,

stored in a retrieval system, or transmitted in any form, or by any means,

electrical, mechanical, photocopying, recording, or otherwise, without the prior

permission of the copyright owner.

DISCLAIMER

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

for errors or omissions, or for any problems arising from them, or for the use

to which the information is put.

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

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4/2023

Flügel Das Das Magazin

21 29

Cover News Story

Lilium Again Files Insolvency Application

The hoped-for Christmas miracle failed to materialize. After

filing for insolvency in October 2024, the German eV-

TOL developer Lilium had hoped to be able to raise 200

million euros in fresh capital from a group of investors

in the short term. However, since these funds have not

flowed after all, the company is probably financially at the

end of its rope and had to go to the district court again

to file for bankruptcy. Lilium was listed on the New York

Stock Exchange NASDAQ and had previously raised a

total of around 1.5 billion euros from investors. But the

progress in the development of the Lilium jet was far from

the company’s full-bodied announcements. Most recently,

applied for state subsidies had been rejected because

analyses commissioned by the federal government had

come to the conclusion that the entire project was asso-

It is not only in Germany that the times seem to be over

when investors were virtually scrambling to invest in comciated

with an extremely high risk. The federal government

then denied possible loan guarantees.

www.lilium.com

Eviation Alice Project Stopped for the Time Being

panies in e-aviation and the emerging eVTOL industry.

Now the Israeli-American start-up Eviation Aircraft has

also had to put the development of its electric regional

aircraft called Alice on hold for the time being and lay

off almost all its employees. The background is said to

be financial problems. The Alice was scheduled to enter

service in 2027. Among the numerous customers is the

German logistics company DHL with twelve pre-orders.

In total, orders worth more than five billion US dollars

are said to have been received for the electric aircraft,

which can be used either as a ten-seater passenger aircraft

or as a cargo aircraft. www.eviation.com

SkyDrive in dialogue with JCAB and to fly at Osaka World Expo

Japanese eVTOL developer SkyDrive has announced

that the Japan Civil Aviation Administration (JCAB) has

issued G-1 certification for its three-seat aircraft. Under

the new agreement, SkyDrive and the

JCAB will remain in dialogue about the

future certification plan, with the goal of

reaching an agreement on the required

test plan and procedures. Once the certification

plan is complete, SkyDrive plans to

work with the ground and Flight tests begin.

In parallel with the JCAB, SkyDrive is

also working with the U.S. Federal Aviation

Administration (FAA) to validate a certification

process for the SkyDrive eVTOL in the U.S. and is

going to fly, together with Joby at the Osaka Expo 2025.

www.skydrive2020.com

6 e Flight Journal

1 / 2025

News

Electra‘s STOL Aircraft Electrifies Investors

With $9 billion in pre-orders, Electra’s EL9 hybrid-electric

STOL (Short Take-Off and Landing) aircraft surpasses

all other eVTOL aircraft. The aircraft may look conventional,

but it generates enormous lift to be able to take off

and land at incredibly low speeds. The EL9 is designed

for one pilot plus 1,361 kg of cargo or nine passengers

with luggage and is expected to reach a cruising speed

of about 320 km/h. Eight electrically driven propellers on

the leading edge of the wings and large landing flaps

on the trailing edges create such a strong aerodynamic

lift effect that the aircraft can take off at a speed of

only 56 km/h. According to Electra, the aircraft will be

able to operate at airfields measuring just 92 x 31 m (300

x 100 feet). This corresponds to a tenth of the size of

a standard runway. To the delight of investors, the aircraft

works more or less like a normal aircraft and is also

very quiet. The path to certification and commercial use

should therefore be much smoother and easier than with

the electric vertical take-off aircraft. A full-fledged nineseater

technology demonstrator is scheduled to take off

in 2026. The target date for certification and commissioning

is sometime in 2028. www.electra.aero

Diamond Aircraft Acquires Volocopter

A German subsidiary of Diamond Aircraft from Wiener

Neustadt will take over the insolvent air taxi manufacturer

Volocopter for about 10 million euro. However, the

number of employees of the company after the takeover

will be significantly lower than before the insolvency.

Heptus 591 GmbH, headquartered in Berlin, will acquire

the German eVTOL developer Volocopter for ten million

euros. Diamond Aircraft itself has been a subsidiary of

the Chinese automotive group Wanfeng since December

2017, which wants to strengthen its foothold in the

aviation industry through the acquisition of Volocopter.

Volocopter has already massively cut jobs as part of the

insolvency, which are not being rebuilt to the same extent

by the new owners. While 500 employees were still

employed by the German eVTOL pioneer at the time of

the insolvency application, there will be only 195 in the

future. 450 employees had already been dismissed at

the beginning of March. Before the insolvency, Volocopter

was aiming for the approval of its first electrically powered

air taxi, VoloCity, for this year. Due to the takeover

and job cuts, it is unlikely that this schedule can be met.

www.volocopter.com

1 / 2025

e Flight Journal

7

Cover News Story

Joby Wants to Fly in England

California-based eVTOL startup Joby Aviation, in partnership

with long-haul airline Virgin Atlantic, plans to fly passengers

from UK airports to nearby English cities at 322

km/h in small all-electric air taxis. The company states

that its six-rotor air taxi, which offers five seats (including

the pilot), will take its passengers from Manchester

Airport to Leeds in 15 minutes, for example. The travel

time on the road would be at least one hour. And the normally

80-minute drive from Heathrow Airport to London‘s

Canary Wharf could even be shortened to just eight minutes.

However, Joby has not yet announced when these

short-haul flights will take off in the UK. However, the

company announced that it would offer prices comparable

to those of existing premium ride-sharing services

at launch. Joby had hoped to start passenger flights in

the U.S. this year or next year at the latest, but may have

to wait even longer for permission to take off as the U.S.

Federal Aviation Administration (FAA) has been instructed

to postpone enforcement of the new air taxi operating

regulations so that Trump administration employees can

review those regulations. www.jobyaviation.com

JEKTA Relies on Cooperation

JEKTA, the Swiss-based manufacturer of the zero-emission

amphibious aircraft Passenger Hydro Aircraft – Zero

Emis-sions 100 (PHA-ZE 100), is strengthening its operational

ecosystem through two new partnerships. JEKTA

has chosen the Aerovy software platform, which collects

and analyzes data to enable precise aircraft condition

monitoring and predictive maintenance. Aerovy is a U.S.

software company focused on the integration of hardware

and software for the aerospace, infrastructure and

energy transition sectors. To further strengthen the customer

offering, JEKTA and the British specialist insurance

company Advanced Technology Assurance (ATA)

have agreed to develop tailor-made insurance products

for the PHA-ZE 100 amphibious aircraft. Both agreements

are now in force. The electrically powered amphibious

flying boat PHA-ZE 100 is made of composite

materials, is equipped with innovative hydrogen fuel

cell technology and is to be certified according to Part

23. The PHA-ZE 100 can be used in coastal waters with

waves up to 1.2 m high, on lakes, waterways and runways,

with the standard retractable wheeled landing

gear being used on the latter.

www.jekta.swiss

Transavia Student Pilots Fly Velis Electro

The first students of the junior program of the Dutch airline

Transavia have now been able to gain an impression

of electric flying for the first time. At Teuge Airport in the

Netherlands, in collaboration with the E-Flight Academy,

they were shown the possibilities of how this innovative

technology can contribute to making aviation more sustainable.

The highlight of the event was an introductory

flight with the Pipistrel Velis Electro, during which the prospective

Airlin pilots were allowed to take control themselves

under the supervision of an instructor.

www.eflight.nl

8 e Flight Journal

1 / 2025

192 World Directory of Light Aviation > 2023-2024

VTOL/MULTICOPTERS

EHANG 184/216

The EHang 184 is an Autonomous Aerial Vehicle (AAV) designed by Guangzhou EHang Inc. and it was first

shown to the public at CES 2016. The designator 184 stands for 1 passenger, 8 propellers, and 4 arms.

Ehang unveiled a two-seat model called 216 (namely 2 seats and 16 propellors) in 2018, has been undergoing

test flights in China, and began certification with the Chinese regulator CAAC in 2021. Ehang expects to obtain

the certification in China in 2023.

EHANG INC. Building No.3 of Yixiang Science Park,No.72 • 510700 Huangpu District, Guangzhou

Guangdong • Guangdong • CHINA • Phone : +86 020-29028899

service@ehang.com • www.ehang.com

EHANG INC.

2 4 0 3 6 0 8 2 1 . 6 8x19 kW 152 kW 1 - 60 - 17 kWh 30 - - -

EW MTOW PA BA PD Engine Power St Vmax Vc Vz ES Endurance Price (estimate) Kit Plan

WHISPER

EAC is a French manufacturer who began developing its eVTOL, the Whisper, in 2014 and presented at

AERO 2017 for the first time. The new version of the Whisper is in the finishing phase. The design remains

the same but its size has increased by 10%. Propulsion is provided by 8 independent lithium-ion batteries.

It will be equipped with an ASR Trichute whole airframe parachute with a minimum deployment height of 200ft.

Empty weight 500Kg, Max weight 700kg, Autonomous flight control, flight duration 25-30 minutes, cruising speed

70-80 km/h.

ELECTRIC AIRCRAFT CONCEPT (EAC) 1002 Route du Barroux • 84330 Caromb • FRANCE • Phone :

+33 (0)6 03 48 28 37

info@eac-whisper.com • www.eac-whisper.com

ELECTRIC AIRCRAFT CONCEPT (EAC)

350 550 8 - - - - - - - - - - - - -


EMAGIC NEXT

eMagic Next is a three-passenger design with a lift+cruise configuration with 12 propellers including two

fixed tractor propellers for forward flight and 10 propellers dedicated for VTOL flight. The goal of this design

is to create a long-range and very safe passenger eVTOL production aircraft for Urban Air Mobility.

EMAGIC AIRCRAFT GMBH Robert-Koch-Str. 15, • 53501 Grafschaft, • GERMANY • Phone : +49 2225

888 713, Fax : +49 2225 888 710

info@emagic-aircraft.com • http://emagic-aircraft.com/

EMAGIC AIRCRAFT GMBH

- -


EMAGICONE

The company was founded in 2018 by Michael Kügelgen and Thomas Senkel (ex Volocopter). The

eMagicOne is a single-seat demonstrator with a tractor propeller for horizontal - and eight ift props for

vertical - flight. This is a tandem wings taildragger configuration and can be completely disassembled for

trailer transport. eMagic One made its maiden flight in 2021 in Airplane as well as in eVTOL mode. The company

revealed an airmedical model in 2023.

EMAGIC AIRCRAFT GMBH Robert-Koch-Str. 15, • 53501 Grafschaft, • GERMANY • Phone : +49 2225

888 713, Fax : +49 2225 888 710

info@emagic-aircraft.com • http://emagic-aircraft.com/


- -


EVE - EMBRAERX EVTOL

Embraer unveiled its eVTOL concept under the company’s subsidiary EmbraerX at the Uber Elevate

Summit in 2018. The original name of EmbraerX’s eVTOL aircraft was DreamMaker which was changed to

Eve in October 2020. The Eve aircraft was handed to the independent offshoot of EmbraerX known as Eve

Urban Air Mobility Solutions. Eve eVTOL design has separate lift and cruise powertrain configuration and five

seats. In May 2023 Eve announced the design has completed important wind tunnel testing.

EVE URBAN AIR MOBILITY SOLUTIONS 276 SW 34th Street, • Fort Lauderdale, FL 33315, • Floride •

USA •

contact@eveairmobility.com • eveairmobility.com

EVE URBAN AIR MOBILITY EMBRAER

- - - - - - - - - - - - - - - -


Ehang unveiled a two-seat model called 216 (namely 2 seats and 16 propellors) in 2018, has been undergo-

EHANG INC.

the same but its size has increased by 10%. Propulsion is provided by 8 independent lithium-ion batteries.

ELECTRIC AIRCRAFT CONCEPT (EAC)

is to create a long-range and very safe passenger eVTOL production aircraft for Urban Air Mobility.


vertical - flight. This is a tandem wings taildragger configuration and can be completely disassembled for


Eve in October 2020. The Eve aircraft was handed to the independent offshoot of EmbraerX known as Eve

EVE URBAN AIR MOBILITY EMBRAER

eVTOL, eAIRCRAFT, eMOTORS & much more

Welt-index ultraleicht & Flugzeug 2023-2024

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2023-2024 < World Directory of Light Aviation 191

ELROY

The Astro Elroy was originally announced in July 2017 under the name «Passenger Drone».It was acquired

by Astro Aerospace and was renamed in May 2018. This VTOL project made the first manned flight in

August 2018. Astro prototype has a cabin converted from a two-seat gyrocopter. The Astro uses 16 electric

motors for propulsion, which are located on two booms above the cabin. The Astro is an all composite structure,

uses fiber-optic for internal communication and is flown by the fly-by-wire joystick. The Astro has 20-25 minutes

range and can fly on 60-70 km/h.

FLYASTRO 320 W MAIN ST • LEWISVILLE 75057 • Texas • USA • Phone : +1 (833) 359-8685

www.flyastro.com

ASTRO

2 4 0 3 6 0 1 6 3 2 - - - - 7 0 - - - 0 , 2 5 - - -


PROSPERITY1

Autoflight has been working on several passenger-carrying eVTOL models over the years including the

2-seat V600 prototype revealed at e-flight-expo of Aero Friedrichshafen Germany in April 2019. The company

unveiled a 4-seat V1500M named “Prosperity I” full scale model at the Zhuhai Airshow in 2021 when annoucing

$100 million investment from Team Global from Germany. V1500M has lift+cruise configuration using 8

propellors for vertical flight and two pusher propellors for cruise. In January 2022 the V1500M prototype achieved

transition test flight between vertical and horizontal flights. AutoFlight has set up a reseasrch, development and

certification center in Augsburg, Germany and will apply for EASA certification of their V1500M 4-seat eVTOL. On

March 2, 2023, AutoFlight claimed they made a world record for the longest eVTOL aircraft flight using only battery

power of 250.64 km (155.74 miles) on a single charge.

AUTOFLIGHT EUROPE GMBH Berliner Allee 65 • 86153 Augsburg • GERMANY • Phone : +49 (0)821 508

258 50, Fax : +49 -

info@autoflight.com • autoflightx.com

AUTOFLIGHT EUROPE GMBH

- - 1 0 2 2 8 0 - - 5 1 6 0 - - - - - -


ALIA

On June 12, 2020, Beta Technologies revealed their full-scale Alia eVTOL aircraft with four vertical lift propellers

and one pusher propeller for forward flight. This eVTOL had been undergoing flight tests in fixed-wing

configuration, not yet in VTOL mode. In May 2022 Alia prototype flew over 2200km in eight days with multiple

stops in fixed-wing configuration. Beta Technologies is a US Air Force Agility Prime participant and has passed

Phase III of the Initial Capabilities Opening. In April 2021, UPS announced it will purchase up to 150 Alia cargo

models for time-sensitive cargo deliveries. In April 2021, Blade UAM annouced their purchase of five Alia passenger

models with an option to buy 15 more for urban air mobility services.

BETA TECHNOLOGIES, INC. 1150 Airport Drive • South Burlington, VT 05403 • Vermont • USA • Phone :

+1 802) 338-1876

info@beta.team • www.beta.team

BETA TECHNOLOGIES, INC.

- - - - - - - - - - - - - - - -


SKYDRIVE

Their eVTOL development began in September 2012 with the start-up company Cartivator witha $4 million USD

seed fund from Toyota. In December 2018 a scaled model made its first test flight. In August 2018 SkyDrive

unveiled the latest design SD-03 which can carry a single passenger. In September 2022 SkyDrive revealed the

latest design SD-05 which is a two-seat production model with maximum cruise speed of 100 km/h (62 mph). The

12 propellers are on multiple booms. The aircraft has a back-to-back modified V boom configuration with the rear

V boom having a slight wing-type structure. At each end of the booms is a cross boom and each propeller is at the

end of each cross boom. The booms are located at the top of the fuselage. SkyDrive is planning to use the SD-05 to

launch air taxi service in the Osaka Bay area during the world exposition scheduled for 2025 in Osaka, Japan.

CARTIVATOR DREAM ON, Okubo, Shinjuku-ku, Tokyo, • JAPAN • Phone : +81 (0)565282121

INFO@CARTIVATOR.COM • www.cartivator.com

CARTIVATOR D O

- 4 0 0 - - - - - 2 1 0 0 6 0 - - - - - -


EAERO 2

The Swiss company Dufour Aerospace announced in early 2018 the aEro 2 project. The company notes that

it was inspired by Canadair’s pioneering work 50 years ago with the CL-84 tiltwing aircraft. The hybrid VTOL

aircraft will reach cruising speeds of up to 320 km/h. Fully electrically operated, the two-seater should have

a range of 120 km. With the optional auxiliary combustion engine, it increases in hybrid configuration to 800 km.

On 27 July 2020 the company completed the first phase of flight testing of the sub-scale technology demonstrator

over 550 test flights including transitions from hover to cruise and back again.

DUFOUR AEROSPACE Seewjinenstrasse 6 • 3930 Visp • SWITZERLAND • Phone : +41 (0)78 770 50 82

info@dufour.aero • http://dufour.aero

DUFOUR AEROSPACE

- - 2 - - - - 2 - - - - - - - -


August 2018. Astro prototype has a cabin converted from a two-seat gyrocopter. The Astro uses 16 electric

ASTRO

unveiled a 4-seat V1500M named “Prosperity I” full scale model at the Zhuhai Airshow in 2021 when an-

AUTOFLIGHT EUROPE GMBH

unveiled the latest design SD-03 which can carry a single passenger. In September 2022 SkyDrive revealed the

CARTIVATOR D O

aircraft will reach cruising speeds of up to 320 km/h. Fully electrically operated, the two-seater should have

DUFOUR AEROSPACE

configuration, not yet in VTOL mode. In May 2022 Alia prototype flew over 2200km in eight days with multiple

BETA TECHNOLOGIES, INC.

Flügel Das Magazin

e Flight Journal

Texte : Willi Tacke, traduction Thierry Gérard. Photos : Flying Pages, Elektra Solar

ELEKTRA TRAINER

ELEKTRA TRAINER

Calin Gologan has been working on electric aircraft for more than ten

years. With the Elektra Trainer, for the first time, a plane has reached

the point where it is ready for series production and also appeals to a

wider audience. Two-seater, 2.5 hours flight time plus reserve - these

are the key data that could convince flight schools and flying clubs -

despite the high purchase price. At the AERO 2023, the machine will

not only draw attention to itself with the DULV type certification but also

with approval for glider towing. The CEO of Flying Pages Willi Tacke

was the first journalist in the world to have the opportunity to fly the

ElektraTrainer.

T EST

1. Flight-Report:

76

An everyday-use electric airplane

Flügel Das Magazin

Flügel Das Magazin

e Flight Journal

e Flight Journal

FLIGHT REPORT FROM WDLA PARTNER MAGAZINES

An everyday-use electric airplane

multiaxes/lsa

Présentation

Urban Air mobility - The aviation industry‘s buzzword,

Urban Air Mobility, is losing its popularity. Manufacturers

have realized that inner city infrastructure development

may take longer, making flights more expensive.

As a result, the focus has shifted to Regional

Air Mobility, where flights operate from international

airports to nearby landing sites, followed by other

modes of transportation to the city center. The Chinese-German

eVTOL manufacturer, Autoflight, has set

a world record for take-off mass and flight distance

with a payload of measuring and recording devices.

This device can serve both inner cities and regional

The development of electrically powered aircraft is diverse and becoming more

and more diverse. This year the following decisions are on the horizon: eV-, eC-

TOL or eSTOL, urban or regional and last but not least battery, hybrid or hydrogen

or maybe all three together.

The agony of choice

destinations. The Berlin startup, Nex, plans to launch

a fuel cell-powered aircraft, while Lilium, based in Munich,

has shifted its focus to regional mobility with its

Liliumjet.

Feature: e-flight & eVtOL

world record holder, the Autoflight Prosperity at the Paris Airshow 2023.

Nex AERO Lift and cruise eVTOL with fuel cell.


Some companies are competing to provide shorthaul

flights for future customers. Some use eCTOL

(electrically powered aircraft that take off and land

conventionally) or eSTOL (Short Take Off and Landing)

aircraft that require runways. However, Vaeridion

from Munich is developing a 9-seater commuter

aircraft with an electric motor and a conventional propeller

in the nose. With a highly efficient wing, the battery-electric

machine aims to have a range of around

500 kilometers.

Weltpremiere in Le Bourget the Cassio 330 hybrid shall have its maiden flight in 2023.

H2 trend - Elexir wants to burn the magic stuff in a turbotech turbine.

WDLA publisher Willi Tacke in the cockpit of the Bluespirit hydrogene 4 seater.


Jean Botti explains the hybrid driveof his VoltAERO.


ONLINE: www.wdla.flying-pages.com

AERO IN FRIEDRICHSHAFEN: FLYING PAGES, BOOTH A7 - 100

world directory of light aviation 2023-2024

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BOSE-17214 A30 ad3 GA Airline 210x297_5mmbleed EN RZ.indd 1 07.03.23 11:04

ULTRALIGHT / LSA FIXED-WING

motorgliders

eVtols

SPECIAL ISSUE OF

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2023-24 > Australia $16.90 • USA $17.99 • UK 10.50 GBP

World Directory of

1 000

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CERTIFIED AIRCRAFT

Certified Aircraft > Trikes > Gyroplanes > Helicopters > eVTOLs > Motorgliders... BUYER'S GUIDE

trikes

2023-2024

2023-2024

ELECTRIC MOTORS


Actia Electromobility AP-MOT-110KW-250NM 110 55 - Permanent Magnet 12.000 317x255 65 250 AP-MOT-110KW-250NM


Actia Electromobility AP-MOT-160KW-2300NM 160 296 - Permanent Magnet 120 2300 AP-MOT-160KW-2300NM


Advanced Electric Machines HDSRM 150TC 50 30 - 700 25 100 HDSRM 150TC

Advanced Electric Machines HDSRM300 160 80 - 700 75 325 HDSRM300

Advanced Electric Machines HDSRM300T 160 75 - 700 75 600 HDSRM300T

Advanced Electric Machines HDSRM300X 300 140 - 700 150 100 HDSRM300X

ATB IEC motors up to 2000 - IEC motors

AXTER AEROSPACE AX-100E Electric Propulsion System - AX-100E Electric Propulsion Sys.

Baumueller Nuernberg PowerMela140 154 147 - 400 140 455 PowerMela140



BorgWarner Inc. HVH250-090-DOM 180 49 - 95 max700 130 340 HVH250-090-DOM

BorgWarner Inc. HVH250-115-DOM 350 57.2 - 10.000 95 up to 700 135 420 HVH250-115-DOM

BorgWarner Inc. HVH410-075-DOM 105 98 - 5.500 95 up to 700 95 1000 HVH410-075-DOM

BorgWarner Inc. HVH410-150-DOM 110 140 - 5.000 95 up to 700 90 2000 HVH410-150-DOM

Bosch General Aviation Tech. IMG 90 - 95 up to 400 400 IMG

Bosch General Aviation Tech. SMG 2.1 320 - 97 up to 800 620 SMG 2.1

Bosch General Aviation Tech. SMG 280/290 420 140 - 92 650 240 900 SMG 280/290

Brusa DTSO1-096 150 51 - 13000 80 270 DTSO1-096

Brusa DTSO1-097 125 52 - 11400 80 250 DTSO1-097

Brusa DTSP1 250 51 - 12000 220 600 DTSP1

Brusa HSM1-10.18.13 180 51 - brushless 4.900 10 95 400 100 390 HSM1-10.18.13

Brusa HSM1-10.18.22 210 73 - brushless 4.600 10 95 400 125 440 HSM1-10.18.22

Brusa HSM1-6.17.12 125 51,5 - brushless 1.200 6 95 400 70 310 HSM1-6.17.12

Collins Aerospace Power & Controls One MW project - 1000 One MW project

Contra Electric Propulsion Ltd. CRPS 25 95 - 800 150 790 CRPS

Denso Emotor EPU Denso Honeywell 125 - EPU Denso Honeywell

Electric Aircraft Corp Electra 1 /Uls 15 12 $ 4 200 Brushed - - - 85 74 Direct 1 - - Electra 1 /Uls

EMRAX d.o.o. EMRAX 188 52 7 - brushless Outrunner 20 98 300 Direct up to 30 90 EMRAX 188

EMRAX d.o.o. EMRAX 208 68 9 - brushless - Outrunner 20 98 350 Direct - up to 41 140 EMRAX 208

EMRAX d.o.o. EMRAX 228 109 12 E 2 790 brushless - Outrunner 20 98 500 Direct - up to 62 230 EMRAX 228

EMRAX d.o.o. EMRAX 268 160-200 20 - brushless Outrunner 20 98 650 Direct up to 107 500 EMRAX 268

EMRAX d.o.o. EMRAX 348 170-380 42 - brushless Outrunner 20 98 800 Direct up to 210 1000 EMRAX 348

ENGIRO GmbH 159AH_06020_ABC 34 12 - brushless 8.000 10 90 96 9,6 75 159AH_06020_ABC

ENGIRO GmbH 205 A_04XXX 8,5-75 20 - brushless 8000 8 96 48-140 3-18 95 205 A_04XXX

ENGIRO GmbH 205 W_04XXX 8.3-25 25-55 - brushless 8 96 48-650 5.3-15 95 205 W_04XXX

ENGIRO GmbH 260 W_08XXX 58-262 68-149 - brushless 2800-6000 10 330 x 530 x 315 96 96-700 32-135 437 260 W_08XXX

ENGIRO GmbH 260 W_20XXX 253-672 - brushless 4210-6000 40 x 530 x 315 650-700 130-342 1090 260 W_20XXX

ENGIRO GmbH 370 W_29XXX 292-707 - brushless 3.900 12 550 x 509 x 440 96 700 182-400 3900 370 W_29XXX

Equipmake APM120 125 24,5 - 12.000 75 130 APM120

Equipmake APM200 220 57 - 10.000 420 APM200

evolaris aviation gmbh EVO220 260 45 - brushless 660x380x380 420 Direct 1 220 EVO220

Geiger HPD 12 15 3.75 - brushless 2180 Outrunner 12 HPD 12

Geiger HPD16 20 4.7 - brushless 2.280 Outrunner 16 HPD16

Company Model Max power Total Price Commut Type Number Number Dimensions KV Kt Rm No-load Best Normal Reduction Redution Max cont. Max torque Model

(kW) weight (kg) of coils of poles (l x w x h mm) (rpm / V) (Nm/A) (mO) current lo (A) efficiency (%) voltage (V) mechanism ratio power (kW) (Nm)

Rolls-Royce Electrical

Deutschland / RRP70D

MGM Compro / REX 90

Safran / ENGINeUS 45

magniX Technologies Pty Ltd /

YASA Limited / P400

Magnax bvba / AXF250-S

Rotex Electric / REX 50

H55 / EPS

Flügel

Flügel

Flügel

Flügel

Flügel Das Magazin

Das Magazin

Das Magazin

Das Magazin

Das Magazin

e Flight Journal

e Flight Journal

e Flight Journal

e Flight Journal

e Flight Journal

e Flight Journal

e Flight Journal

e Flight Journal

e Flight Journal

317x255

317x255

350x315

350x315

330 x 530 x 315

330 x 530 x 315

40 x 530 x 315

40 x 530 x 315

550 x 509 x 440

550 x 509 x 440

660x380x380

660x380x380

Dimensions

KV

Dimensions

KV

(l x w x h mm) (rpm / V) (Nm/A) (mO) current lo (A) efficiency (%)

(l x w x h mm) (rpm / V) (Nm/A) (mO) current lo (A) efficiency (%)


Deutschland / RRP70D

MGM Compro / REX 90

Abbreviations

MOTORS - ELECTRIC

A

Current, Amps

kg

Weight, kilograms

(1kg = 2.20 lb)

KV

Speed constant (rpm/V)

KT

Torque constant (Nm/A)

kW

Power, kilowatts

Nm

Torque, Newton metres

(1Nm = 0.738 lbf.ft)

Max cont power

Maximum

continuous power, kilowatts

Max power

Maximum power,

kilowatts

mm

Dimensions, millimetres

(1mm = 0.0394 inch)

Price

Price excluding

local and national taxes

Rm

Internal resistance (m0)

rpm

Engine speed,

revolutions per minute

Total weight

Total weight including

reduction and controller, kg

V

Voltage, volts


ELECTRIC MOTORS

ACTIA ELECTROMOBILITY

5 rue Jorge Semprun • 31400 Toulouse •

FRANCE

Phone : +33 05 61 17 61 61

Fax : +33 02.37.33.34.35

commercial@actia.fr

electromobility.actia.com

ADVANCED ELECTRIC MACHINES

10-11 Teal Farm Way, Teal Farm Park, • Washington

NE38 8BG, • Durham England • UNITED

KINGDOM

Phone : +44 0191 4477010

info@advancedelectricmachines.com

advancedelectricmachines.com

ATB

(ATB Austria Antriebstechnik AG) Danube City

Road 6 / Top 15a 1220 Vienna • 1220 Vienna •

AUSTRIA

Phone : +43 +43 1 902 50 0

Fax : +43 +43 1 902 50 110

info@atb-motors.com

http://www.atb-motors.com

AXTER AEROSPACE

(AXTER AEROSPACE Light Division) Av. Gregorio

Peces Barba, 1 • 28919 Madrid Leganes •

SPAIN

Phone : +34 654647495

info@axteraerospace.com

www.axteraerospace.com

BAUMUELLER NUERNBERG

(Baumueller Nuernberg GmbH) Ostendstr. 80-90

• 90482 Nuernberg • Franken • GERMANY

Phone : +49 911 5432 0

Fax : +49 911 5432 130

mail@baumueller.de

www.baumueller.de

BORGWARNER INC.

3850 Hamlin Road • Auburn Hills MI 48326 •

USA

Phone : +1 248 754 9200

info-eu@borgwarner.com.

www.borgwarner.com

BOSCH GENERAL AVIATION

TECHNOLOGY

(Bosch General Aviation Technology GmbH)

Goellnergasse 15-17 • A-1030 Wien • AUSTRIA

Phone : +43 (1)79722-4300

Fax : +43 1)79722-4310

bosch.aviation@bosch.com

http://www.bosch-aviation.com

BRUSA

(BRUSA Elektronik AG) Langaulistrasse 60 • 9470

Buchs • SWITZERLAND

Phone : +41 81 758 19 00

info@brusa.biz

www.brusa.biz

COLLINS AEROSPACE POWER &

CONTROLS

One Hamilton Road • Windsor Locks CT

CT06096-1000 • USA

Phone : +1 860 654 6000

Fax : +1 860 353 5805

calvan@rockwellcollins.com

www.collinsaerospace.com

CONTRA ELECTRIC PROPULSION

LTD.

1 Chubb Close • Malmesbury SN16 9JW •

Wiltshire • UNITED KINGDOM

Phone : +44 01666 825340

info@contralectric.co.uk

www.contraelectric.com

DENSO EMOTOR

(DENSO Corporation Emotor) 1-1, Showa-cho,

Kariya • Aichi 448-8661, • JAPAN

Phone : +81 0566-25-5511

kaan_aksu@denso-diam.com

www.denso.com

ELECTRIC AIRCRAFT CORP

(Electric Aircraft Corporation) 118 Pine Street,

Suite 3 • Cliffside Park NJ 07010 • USA

Phone : +1 561 / 351 1190

randall@electraflyer.com

www.electraflyer.com

EMRAX D.O.O.

Pod hribom 4 • SI-1235 Radomlje • SLOVENIA

Phone : +386 82053850

Fax : +386 0)17227905

support@emrax.com

http://emrax.com

ENGIRO GMBH

Rathausstr. 10 • 52072 Aachen • GERMANY

Phone : +49 0)241/56816-60

Fax : +49 0)241/56816-65

engineering@engiro.de

http://www.engiro.de

EQUIPMAKE

Unit 7, Snetterton Business Park • Snetterton

NR16 2JU • Norfolk • UNITED KINGDOM

Phone : +44 0) 1953 661200

enquiries@equipmake.co.uk

equipmake.co.uk

EVOLARIS AVIATION GMBH

(evolaris aviation gmbh / InnoCampus) Dr.

Schneider-Strasse 92 • 2560 Nidau • SWIT-

ZERLAND

Phone : +41 79 857 27 81

Fax : +41 79 857 27 81

info@evolaris-aviation.ch

http://www.evolaris-aviation.com




Actia Electromobility AP-MOT-250KW-3000NM 250 429 - Permanent Magnet 693x512 130 2300 AP-MOT-250KW-3000NM

Advanced Electric Machines HDSRM 150TC 50 30 - 158x210x277 700 25 100 HDSRM 150TC

Advanced Electric Machines HDSRM300 160 80 - 386x195x420 700 75 325 HDSRM300

Advanced Electric Machines HDSRM300T 160 75 - 386x200x420 700 75 600 HDSRM300T

Advanced Electric Machines HDSRM300X 300 140 - 425x386x420 700 150 100 HDSRM300X

ATB IEC motors up to 2000 - IEC motors

AXTER AEROSPACE AX-100E Electric Propulsion System - AX-100E Electric Propulsion Sys.




BorgWarner Inc. HVH250-090-DOM 180 49 - 277 x 242 95 max700 130 340 HVH250-090-DOM

BorgWarner Inc. HVH250-115-DOM 350 57.2 - 10.000 302 x 242 95 up to 700 135 420 HVH250-115-DOM

BorgWarner Inc. HVH410-075-DOM 105 98 - 5.500 252 x 490 95 up to 700 95 1000 HVH410-075-DOM

BorgWarner Inc. HVH410-150-DOM 110 140 - 5.000 278 x 490 95 up to 700 90 2000 HVH410-150-DOM

Bosch General Aviation Tech. IMG 90 - 95 up to 400 400 IMG

Bosch General Aviation Tech. SMG 2.1 320 - 97 up to 800 620 SMG 2.1

Bosch General Aviation Tech. SMG 280/290 420 140 - 92 650 240 900 SMG 280/290

Brusa DTSO1-096 150 51 - 13000 501 x 325 x 456 80 270 DTSO1-096

Brusa DTSO1-097 125 52 - 11400 513 x 383 x 428 80 250 DTSO1-097

Brusa DTSP1 250 51 - 12000 504 x 328 x304 220 600 DTSP1

Brusa HSM1-10.18.13 180 51 - brushless 4.900 10 256x292x328 95 400 100 390 HSM1-10.18.13

Brusa HSM1-10.18.22 210 73 - brushless 4.600 10 344x292x326 95 400 125 440 HSM1-10.18.22

Brusa HSM1-6.17.12 125 51,5 - brushless 1.200 6 256x292x328 95 400 70 310 HSM1-6.17.12

Collins Aerospace Power & Controls One MW project - 1000 One MW project

Contra Electric Propulsion Ltd. CRPS 25 95 - 800 150 790 CRPS

Denso Emotor EPU Denso Honeywell 125 - EPU Denso Honeywell

Electric Aircraft Corp Electra 1 /Uls 15 12 $ 4 200 Brushed - - - - - - - - 85 74 Direct 1 - - Electra 1 /Uls

EMRAX d.o.o. EMRAX 188 52 7 - brushless Outrunner 20 77x188x188 98 300 Direct up to 30 90 EMRAX 188

EMRAX d.o.o. EMRAX 208 68 9 - brushless - Outrunner 20 85x208x208 - - - 98 350 Direct - up to 41 140 EMRAX 208

EMRAX d.o.o. EMRAX 228 109 12 E 2 790 brushless - Outrunner 20 86x228x228 - - - 98 500 Direct - up to 62 230 EMRAX 228

EMRAX d.o.o. EMRAX 268 160-200 20 - brushless Outrunner 20 91x268x268 98 650 Direct up to 107 500 EMRAX 268

EMRAX d.o.o. EMRAX 348 170-380 42 - brushless Outrunner 20 107x348x348 98 800 Direct up to 210 1000 EMRAX 348

ENGIRO GmbH 159AH_06020_ABC 34 12 - brushless 8.000 10 182 x 218 90 96 9,6 75 159AH_06020_ABC

ENGIRO GmbH 205 A_04XXX 8,5-75 20 - brushless 8000 8 220 - 340 x 250 96 48-140 3-18 95 205 A_04XXX

ENGIRO GmbH 205 W_04XXX 8.3-25 25-55 - brushless 8 220-340 x 256 96 48-650 5.3-15 95 205 W_04XXX

ENGIRO GmbH 260 W_08XXX 58-262 68-149 - brushless 2800-6000 10 330 x 530 x 315 96 96-700 32-135 437 260 W_08XXX

ENGIRO GmbH 260 W_20XXX 253-672 - brushless 4210-6000 40 x 530 x 315 650-700 130-342 1090 260 W_20XXX

ENGIRO GmbH 370 W_29XXX 292-707 - brushless 3.900 12 550 x 509 x 440 96 700 182-400 3900 370 W_29XXX

Equipmake APM120 125 24,5 - 12.000 75 130 APM120

Equipmake APM200 220 57 - 10.000 420 APM200

evolaris aviation gmbh EVO220 260 45 - brushless 660x380x380 420 Direct 1 220 EVO220

Geiger HPD 12 15 3.75 - brushless 2180 Outrunner 12 HPD 12

Geiger HPD16 20 4.7 - brushless 2.280 Outrunner 16 HPD16

Company Model Max power Total Price Commut Type Number Number Dimensions KV Kt Rm No-load Best Normal Reduction Redution Max cont. Max torque Model

(kW) weight (kg) of coils of poles (l x w x h mm) (rpm / V) (Nm/A) (mO) current lo (A) efficiency (%) voltage (V) mechanism ratio power (kW) (Nm)


Deutschland / RRP260D-X

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World Directory of Light Aviation

* The World Directory of Light Aviation 2024/25

lists over 1000 aircraft on 292 pagwith images,

descriptions and technical data: e Aircraft, eVTOL

and ultralights, microlights, LSA, gyrocopter, ul-helicopters,

certified aircraft, kitplanes, trikes, instruments,

engines, propellers and accessories.

* The World Directory of Light Aviation 2024/25

is available in four languages: English, French,

German, and Chinese.

Cover News Story

Aircraft Manufacturer Apus Is Insolvent

The developer of the Apus i-2 hydrogen aircraft, Apus

Zero Emission GmbH from Strausberg near Berlin, filed

for insolvency at the Frankfurt/Oder District Court at the

beginning of March 2025. Lawyer and tax consultant Sebastian

Laboga from the law firm Pluta has been appointed

as the provisional insolvency administrator. Business

operations are to be continued for the time being. The

salaries of the 68 employees are secured by the insol-

vency benefit for the next three months. The search for an

investor is currently underway, as the development of the

Apus i-2 is to be continued. The aim is the strategic realignment

of the company, which offers engineering services

for the aviation industry in addition to the development

of zero-emission aircraft.

www.group.apus-aero.com

Safran Electric Drive Approved by EASA

With the ENGINeUS-100 aircraft engine, which has now

been certified by EASA, the French company Safran

Electrical & Power has developed a jack of all trades.

The propulsion system is suitable for two-seater, allelectric

training aircraft as well as for hybrid-electric aircraft

and small, multi-engine regional aircraft. As part of

the certification test program, the engine was intensively

tested for over 1,500 hours on various test benches

and 100 hours in the air. According

to the registration certificate,

the engine weighs only 51.6 kg

and has a maximum continuous

power output of 114 kW. So far,

several companies have already

selected this electric motor as a

drive for their aircraft, such as

Diamond Aircraft, CAE, AURA

Aero, Bye Aerospace, VoltAero

and Electra. With the French

company Ascendance, an air

taxi developer has now joined

Safran‘s customer base, which

wants to use the ENGINeUS 100

aircraft engine for its ATEA proj-

ect. In this eVTOL, the Safran engine is to provide propulsion

in cruising flight, which is generated by a pull propeller

at the front of the aircraft and a pressure propeller

at the intersection of the T-tail, while a total of eight lift engines

in the wings are responsible for vertical take-offs

and landings. Construction of a demonstrator has already

begun.

www.safran-group.com

10

e Flight Journal

1 / 2025

News

Successful Transition

The most recent flight tests of the Czech hybrid VTOL

developer Zuri were very successful. Two different small

models reached decisive milestones. The smaller version

successfully completed the full transition from hover

to forward flight, demonstrating precise control and

smooth aerodynamic performance, while the larger model

achieved its highest altitude and top speed to date.

The data from these tests will be used to optimize control

responses and optimize aerodynamics.

www.zuri.com

Ehang becomes world’s first eVTOL company with a complete

suite of regulatory certifications

On 28 March 2025 the Chinese eVTOL company EHang

achieved a significant milestone as its subsidiary Guangdong

EHang General Aviation and joint venture HeYi Aviation

received the Air Operator Certificates (OC) from the

Civil Aviation Administration of China (CAAC) for civil human-carrying

pilotless aerial vehicles. Though coming

with certain restrictions, this OC enables the launch of

commercial passenger-carrying flight services in China,

allowing consumers to purchase flight tickets for sightseeing

in two locations respectively in Guangzhou and

Hefei. This OC makes EHang the world’s first eVTOL

company to obtain a complete suite of regulatory certifications,

including the type certificate (TC), standard airworthiness

certificate (AC), production certificate (PC),

and now the OC. The company plans to expand operation

sites across China, establishing low-altitude transportation

centers and supporting local operators in obtaining

OC.

www.ehang.com

Always a hit!

Need an Advertisement Strategy?

Contact us: Rosi@flying-pages.com

1 / 2025

e Flight Journal

11

Interview: ERC System Market Watch

IntervIew: erC SyStem

The fuselage of the ERC Prototype looks very familiar - like a rescue Helicopter.

Munich-based startup ERC was established with the explicit aim of developing an

eVTOL for Emergency Medical Services (EMS). In a short time, they have created

two full-scale prototypes with a small team and are making significant progress.

Willi Tacke interviewed co-founder and CEO David Löbl.

E

E-Flight-Journal: Over the past ten months, the once-thriving

e-flight industry has faced a crisis, with pioneers such as

Volocopter, Lilium, eViation, Universal Hydrogen, and APUS

filing for bankruptcy, while Rolls Royce has shut down its e-

division. You launched your company in Nov 2020. Are you

also at risk with your startup?

David Löbl: No, we are in a stable position. While some companies

in Europe are experiencing financial difficulties, there

is still substantial funding available globally. We believe our

approach differs from that of many other eVTOL and air taxi

manufacturers, and our later entry into the market has been

advantageous.

E-Flight-Journal: How do you benefit from your late entry?

David Löbl: Companies like Volocopter and Lilium have

paved the way, particularly regarding certification. When they

began, there were no established rules, so they had to develop

their products while regulatory bodies like EASA and

FAA were simultaneously creating new standards. This required

them to invest significant time in certification process-

es. By the time we started, there were already many Means

of Compliance for the new eVTOL regulations, allowing us to

spend considerably less time on this aspect. Moreover, firms

like Uber, Volocopter, and Joby have promoted the eVTOL

concept to the public and policymakers, incurring substantial

costs. Overall, we have been able to reach our current stage

with much lower expenditure.

E-Flight-Journal: Is your later start the only distinction between

your company and the larger eVTOL firms in Germany?

David Löbl: No, I would highlight three key differences. First,

our market orientation is distinct. While air taxi companies

are still uncertain about market development and public acceptance,

we have a clearly defined market in EMS services,

where more cost efficient operations can replace some helicopter

functions and provide additional services. Second,

we maintain a lean and efficient team, focusing on designing

only those components that are not yet available on the market,

and we seek capable suppliers for those components.

Third, our eVTOL is specifically designed for the EMS mar-

12

e Flight Journal

01/2025

Market Watch

The Aircraft will have .eight lift and 2 traktor propellers which have not been mounted on the first Proto at the roll out.

ket, giving us unique selling

points compared to other

eVTOLs that were originally

designed for air taxi services

and are now attempting

to expand into EMS.

E-Flight-Journal: Is there a

plan to replace all helicopter

services?

David Löbl: Not at all.

E-Flight-Journal: How did

you come up with the idea

for the ERC company? Is

this startup your first role in

aviation and eVTOL?

David Löbl: My background

includes working as a design

engineer at Diamond

Aircraft, followed by pursuing

my PhD at TUM Munich

under Professor Holzapfel.

He introduced me to Tian

Yu, the founder of Autoflight,

where I served as CTO, establishing

the German division

focused on developing

the V-600, a two-seat eVTOL

ultralight. After the project

was discontinued and Au-

The cabin is dedicated to emergency madical services (EMS).

There is also space for patient monitoring systems.

01/2025

e Flight Journal

13

ERC System

Usecase of a hospital to hospital transport.

toflight shifted its focus to China, I collaborated with Professor

Holzapfel to conceptualize a specialized eVTOL. This led

to the founding of ERC in Munich alongside Professor Rudolf

Schwarz. With around 7 developers from the Autoflight team

joining us, we were able to initiate our work effectively.

E-Flight-Journal: ERC operated in stealth mode for quite

some time, emerging publicly only last year. What is the current

status of your development?

David Löbl: We have designed a lift-and-cruise vehicle with a

mass of 3 tons and a useful load capacity of 500 to 600 kilograms,

offering a range of approximately 150-200 kilometers.

Next month, we will test our second full-size prototype, focusing

on hover mode. The design features eight lift motors and

two pull motors, along with a large cargo or clamshell doors

at the rear, allowing patient entry similar to a medical helicopter.

This feature has received positive feedback from potential

clients.

E-Flight-Journal: Many eVTOL companies are prioritizing

the cargo market due to uncertainties surrounding the air

taxi market and lower certification requirements in that sector.

What are your thoughts?

David Löbl: While we are indeed considering the cargo market,

our primary design is intended for emergency medical

services (EMS), which necessitates a relatively large space,

high useful load, and a sizable rear door. These features also

facilitate cargo transport when necessary.

E-Flight-Journal: You mentioned that the 150-kilometer

range is based on battery power only. Are you also considering

a hybrid version?

David Löbl: Yes, for several reasons. Many potential customers

have expressed a need for increased range, which can

currently only be achieved through a hybrid model given the

limitations of battery technology. In the air taxi sector, traffic

and distances can be planned, but in EMS, mission changes

can occur, necessitating greater reserves. Thus, we are exploring

both improved batteries and hybrid solutions.

E-Flight-Journal: Some players in the e-aviation industry advocate

for full vertical integration. Are you producing all your

components?

Dr. David Löbl and investor Professor Rudolf Schwarz.

David Löbl: To maintain cost efficiency, we aim to avoid excessive

staff growth. During the development phase, we prioritize

purchasing readily available components and focus on

producing only those parts that cannot be sourced externally.

Our goal is to operate as efficiently as possible.

E-Flight-Journal: How many team members do you cur-

14

e Flight Journal

01/2025

ERC System

rently have, and when do you anticipate

completing certification and commencing

service?

David Löbl: Our team currently consists

of 45 engineers, but we will need to expand

to meet our target of entering service

by 2030.

E-Flight-Journal: There are concerns

that the EASA SC-VTOL certification

may be overly challenging, especially for

the development of a new aircraft class.

What is your perspective?

The lift Propelles are huge to reduce the noise impact of the 3 ton vehicle.

David Löbl: We believe safety is paramount.

However, the regulations appear

to have been established with the business

aspirations of many players in mind,

anticipating hundreds or thousands of

eVTOLs operating over large urban areas,

which necessitates high standards

akin to those for airliners. For initial operations,

a more lenient standard might be

more conducive to development. While

we strive to minimize accidents, we must

acknowledge that incidents will occur,

much like in the aviation and helicopter

industries. On the positive side, achieving

the highest standards would allow us

to operate globally. Additionally, as flight

experience accumulates, safety can be

enhanced through data collection. Companies

in the US and China that are actively

flying and gathering experience will

ultimately develop safer and more reliable

aircraft. Therefore, allowing for initial

operations under standards of 10-7 or 8

could still be safe and accelerate our entry

into the air.

The single pilot seat.

E-Flight-Journal: Thank you for the conversation,

David.

https://www.erc-system.com/

The Team in Munich was working high speed over the last 4 years.

The prototype will fly soon.

ERC CEO David Loebl and e-flight-Journal editor Willi Tacke.

4

01/2025

e Flight Journal

15

Preview

AERO - E-FLight-ExpO

Flight show,

e-Flight-Show

Simulator

parties and new

opening hours

AERO Friedrichshafen is the global platform for all areas of general aviation. Twelve

exhibition halls and a static filled with the entire diversity of the industry, from gliders,

microlights, powered aircraft and helicopters to business aviation.

And all possible e-Flight products from components to eVTOLs and simulators.

Only a year has passed since the last AERO, but times are turbulent and aviation has

not been spared. Many things have changed fundamentally. Who will come out on top in

the race for the first electric airplanes and eVTOLs on the market? The Americans, the

Europeans or the Chinese? As always, the AERO also offers this global overview. With

the first Part 23-certified electric four-seater, a Chinese company is at least ahead in this

area at the moment and as world premiere the aircraft will fly in the AERO e-flight-show.

Flying Pages (A7-100)

For all those interested in e-flight , the Flying Pages stand, directly

at the entrance to Hall A7, with its e-Flight Journal, is of

course the first port of call. This year we have two more highlights

at our booth: in addition to the FLÜGEL and e-Flight

Journal editors, the team of our French partner magazine

“Aviation et Pi-lot”, with whom we have been publishing the

four-language catalogue for two years, is also present.

World Directory of Light Aviation“ (in German: World Index

UL & Aircraft) will be at the start. And our newest partner, the

“AOPA Pilot Magazine”, the world‘s highest-circulation pilot

magazine, will also be represented at our booth. Together we

are preparing the new issue of the “World Directory”, which

will be published again at the end of July with all the news

from the AERO and the Paris Airshow in June. We will celebrate

the cooperation with a booth party on Thursday evening

with live music. As if that isn‘t enough - we have another

highlight: Pivotal, manufacturer of the world‘s only mass-pro-

Die RX4E will fly at the AERO.

The Pivotal Simulator will be at the Flying Pages booth.

16

e Flight Journal

01/2025

Elektra Trainer - taildragger version.

duced ultralight to date and - at least in the USA - can be legally

flown by any buyer - is bringing its Moving Simulator to

the fair. It will also be set up at the Flying Pages booth and

here anyone who wants to - and is willing to wait in the probably

long queue - can complete their first virtual eVTOL flight

with VR glasses. Next year, Pivotal also wants to participate

in the air show.

Three-axis controlled aircraft

This year, the RX4E will probably be the star of the air show.

The four-seater machine is the first in the world to be approved

according to the Part 23 standard – so far only by the

CAAC in China. But the Chinese from the RX4E Team have

big plans, so they are not only at the air show by plane, but

also as exhibitors in Hall A7. Another manufacturer - Smartflyer

from Switzerland - will also bring its four-seater to Friedrichshafen

as a complete prototype for the first time in 2025.

ETH Zurich‘s Celsius project also comes from Switzerland:

an electrification of the Sling, a metal LSA from South Africa.

Also on board is the four-seater seaplane from Kaseaero/Dornier.

It is still powered by batteries, but soon it will take off with

a fuel cell. Another well-known person in the e-aviation scene

is Calin Gologan. Another well-known player on the e-scene

ERC Medivac eVtOL from Munich

Der Smartflyer from switzerland - CEO Rolf Stuber.

Pipistrel Velis

HiFly / Dornier - e-Seaplane

EMOSYS new flight motor from germanyDeutschland

01/2025 e Flight Journal 17

Preview

Diamond Aircraft not only the eDA40

(above), owns now Volocopter as well.

Zuri already has flying prototypes with

an 11-meter wingspan in the air (left)

is Calin Gologan. He is presenting the tailwheel version of his

Elektra Trainer, which is intended to appeal to flying schools

that are not really familiar with the glider landing gear of the

first Elektra Trainer. Pipistrel from Slovenia, under its new owner

Textron, is presenting the Velis, the only mass-produced

e-airplane that is used for training worldwide.

Medivac eVTOLs

Despite the bankruptcies of Lilium and Volocopter, there is

also news to report in the eVTOL sector. Volocopter has been

taken over the eVTOL pioneer from Bruchsal with Diamond

Aircraft from Austria (with a Chinese owner) and is showing

a mock-up at its A4-120 stand. It will also provide information

about future plans. Zuri from the Czech Republic will once

again be represented at the AERO. It will once again be showing

its eVTOL with hybrid drive in Hall A7. And a completely

new eVTOL manufacturer, ERC from Munich, will be showing

its eVTOL Medivac in lift-and-cruise design. The company

has quietly developed several prototypes, some of which

are already flying. It also has contracts with the German Air

Rescue Service. As the company is an indirect spin-off of the

Technical University of Munich (TUM), and exhibiting at the

TUM booth in the e-Connect Area. (page 12 in this issue).

the Alphafrog mit electric and combustion engine.

You see tham but can u also hear them?

the 60 or 120 Volt-motors of geiger power a wide variety of

microlight aircraft: from small trikes to the two-seater Elektra

trainer and drones as well ( see also page 36 in this issue).

MgM compro

- pt6 replacement

and more.

18

e Flight Journal

01/2025

Supplier companies

In addition to well-known e-motor manufacturers

such as MGM Compro and

Geiger, a number of other motor manufacturers

will be exhibiting their electric

drives at the trade fair on Lake Constance

for the first time this year. In addition

to the German development companies

EMOSYS and Oswald, for example,

the Australians from Dovetail Electric

Aviation, the Dutch from Saluqi Motors

B.V. and the Chinese company Tianjin

Santroll Electric Technology Co., Ltd. e-

Connect area will also feature the battery

manufacturer Theion, which plans

to offer the first test batteries for aviation

this year.

Propellers are an important part of the

electric propulsion systems of the future

. Nearly all leading aviation propeller

manufacturers who work in the field of

eAviation are present at the AERO. From

Duc over eprop to Hartzel and Helix.

But there are many other interesting

products of companies for new safer

aircraft . For example the company Alphafrog

which is not only developing

a series of new electric aircraft and are

showing the electric version of its G1

single seater 120 Kg Ultralight for the

first time they are also a Software package

which will bring things like Autoland

and other features at a reasonable

price into small aircraft. Another interesting

component - specially for all this e-

aircraft manufacturer who want to go to

professional passenger transport like

all the eVTOLs and eComuters. One of

them is the company Laminar deice of

Austria they are showing their heating

panels for deicing wings and propellers

of all different kind of aircraft . Their promise

is that their system is lighter, consumes

less energy is cheaper and not

influencing the aerodynamics of the aircraft

negative like existing systems.

Safety is the key feature of another company

BRS Aerospace known as the largest

manufacturer of Whole aircraft

ballistic parachutes and the only manufacturer

who has certified such a system

in Part 23.. Founded by Boris Popov, the

company from St. Paul in Minnesota has

been successfully producing complete

rescue systems for sports, experimental

and now also certified aircraft since

1980.

BRS rescue systems are available for

more than 450 aircraft aircraft models.

Together with the US accident researcher

Gerardo Olivares, Director of the

National Institute for Aviation Research

(NIAR) / Wichita State University, BRS

has developed a completely new safety

concept for safety design. BRS CEO

Fernando de Caralt and Oliveras will

present the concept in a lecture at the

AERO.


With the three e-keywords Electric,

Ecologic, Evolutionary, the e-flight-Expo

started 15 years ago as part of the

AERO to document the revolution in

light aviation.

At the beginning of the e-flight-Expo, the

electric aircraft and developments still

fitted into the Forum West. Then they

moved to Hall A7. Suppliers of products

and aircraft in the field of climate-neutral,

ecological flying can now be found

in almost all exhibition halls. This is why

the AERO e-flight-Expo has created the

“Sustainable Aviation Path”, which guides

interested visitors to the relevant

manufacturers. The starting point is, of

course, Hall A7 in Forum East. All e-exhibitors

are marked with a large green

balloon.

(The Companies of the trail are also

marked on our AERO map on page 22

of this issue).

LIGHTER

STRONGER

FASTER

LEARN MORE:

Stand B2-501

BRS safety concept more than just a ballistic parachute.

01/2025

WWW.HELIX-PROPELLER.DE

Preview

E-FLight ExpO - FORuM

As every year, a whole series of presentations will take place

as part of the AERO / e-Flight-expo in 2025.

Five sessions of the e-Flight-expo and the Award ceremony

e-Flight-expo Award / Sustainable Aviation Award will all

take place on the large stage in Forum East close to the e-

Flight Hall A7. Visitors can attend all these presentations free

of charge. And on the stages in the East and West Forums

there will also be a whole series of other interesting presentations

on the topics like safety / rescue parachutes, but also,

for example, on electric gliding and the future of electric business

aircraft. You can find all the details online at https://www.

aero-expo.com/conferences/daily-programm and in the new

AERO app.

AERO has also expanded the AERO Hydrogen & Battery

Summit in Forum East - Room Berlin. This will take place this

year on April 8 and 9. However, it must be booked and paid

for separately.

All e-Flight-expo presentations and forums will be held in

English due to the participants from all over the world:

e-Flight-expo panels AERO 2025

On the stage at Forum EAST

Wednesday 09.04.

13.15 -14:15 Uhr

Certified fixedwing eAircraft on final

As the first 4 seat certified aircraft receiving Certification

we give an overview what is in the pipeline for Part 23 and

the new LSA (MOSAiC) category and when it can be expected

on the market.

1. Liaoning GA Academy, RX4E. - The worlds first certified

part 23 aircraft a World Premiere at AERO (Xiaoben Xu, test

pilot).

2. Smartflyer – Part 23 four seat eAircraft from Switzerland

- Rolf Stuber CTO

3. ALPHAFROG eG4 - Development of a new intelligent

4-seat hybrid electric aircraft for the upcoming FAA MOSAIC

LSA class - Marco Hirsch CEO

4. Aura AERO – Develops in France a two seat electric Trainer

in Part 23 with a Lycoming Engine or an Safran electric

Motor and an e-Commuter. - Drew MCEWEN CCO Aura

5. Panel discussion

Thursday 10.04.

15:00 -16:15 Uhr

eVTOLS - in different classes getting ready - FAA UL Part

103 - European ultralight / FAA Part 23 – First Responders

and more

Some eVTOL companies in financial troubles , other programs

suspended, but others starting sales and pilot training.

We give a global overview with a side focus on the use as first

responders air vehicles

2. Pivotal – USA The first eVTOL u can buy and fly legally

(in US) - Ken Karklin CEO

3. ERC - A new German Manufacturer - specialized in in

a medivac eVTOL - David Loebl CEO

4. Wisk AERO –Unpiloted manned eVTOL from the Boeing

Company Wisk - Tom Gunnarson, Lead of Regulatory Affairs

5. TUM München - eVTOLs in Europe - Safety and Opportunity?

- Prof. Florian Holzapfel

16:15-17:00 Uhr

e- Commuter Aircraft on the Horizon After flight training

short haul commuter aircraft will be the second use case

for electric driven aircraft we show u some examples from Europe.

1. MD Aircraft - Developing Multi Motor a 9 seat Commuter

Aircraft - Gregor Müller CEO

2. Vaeridion – A 9 seat full electric Commuter Aircraft for

Part 23 – Ivor van Dartel CEO TBC

3. Elfly - Full electric seaplane from Norway for Norway

and more - Eric Lithun CEO

4. Panel discussion

20

e Flight Journal

01/2025

Friday 11.04.

12:40 -14:15 Uhr

Propulsion system & energy source Propulsion systems

and the sufficient energy source is the key question for

electric flight we give an overview.

1. Verdego AERO - Hybrid Electric Propulsion systems internal

combustion engines and turbines - Eric Bartsch CEO

and Co-founder

2. Theion – e-Flight Power Battery from Germany - Ulrich

Ehmes CEO

3. Montavista Energy, Status and Perspectives of High-

Energy Battery Technology for Electric Aviation- Yuegang

Zhang

4. Kasaero – Fuel-Cell electric Drive -- Karl Käser CEO

5. eMoSys GmbH – The German companie developes e-

Motors a. complete propulsion systems - Stephan Eck CEO

6. Project e-Stemme : e-drive for the Stemme S-10 - Klaus

Ohlmann / Karl Pickan

14:15 -14:45 Uhr

e-Aircraft in Aeroclubs and Flight-school

The use of e-aircraft has started we report on the experience

1. Elektra Solar - Flight Training with the Electra Trainer first

DULV approved electric UL- trainer aircraft - Uwe Nordmann,

Test pilot / instructor

2. Federation Francaise Aeronautique - Using Pipistrel Velis

for Flight Training - Jean Luc Charon (TBC)

3. Pivotal – flight training for the single seat eVTOL part

103 eVTOL Helix– John Gilbert Flight Instructor

e-Flight-Award 14:45-15:00 Uhr

13th. e-Flight-expo Award &

Sustainable Aviation Award

The current status of all presentations can be found on the

AERO websites: www.AERO-expo.de

& Flying-pages: www.aero.flying.pages.com

E-FLight-ExpO AwARD & SuStAinABLE AViAtiOn AwARD 2025

As has been the case for 16 years, the e-Flight Expo Award will

also be presented in 2025. And this year, the e-Flight Expo Award

has a new addition: It has been split into one award for aircraft

manufacturers and a second for suppliers, such as electric and

hybrid powertrains or essential components such as fuel cells

and batteries.

The e-Flight Expo Award is the oldest international prize for electric

flight: It honors outstanding developments in electric flight,

from propulsion systems to trikes and fixed wing aircraft to eV-

TOL. Previous winners include Jean Botti (Voltaero), Ivo Boscarol

(Pipistrel), Tian Yu (Autoflight), Michael Kügelgen (eMagic),

Calin Gologan (Elektra Solar) and also propulsion specialists

such as Frank Anton (Siemens Electric Aircraft) and Martin Dvorsky

(MGM Compro), ...

The winners will be selected by a jury of experts from among the

participants of the Sustainable Aviation Trail. They have already

drawn up a shortlist in advance: 10 candidates from the field of

aircraft developers and 10 from the field of drives and drive components.

pivotal was the winner of the e-flight Expo Award 2024

The nominees - aircraft:

AeroDelft ; A7-103 / AURA AERO ; A7-301 / CELLSIUS ; A7-

321 / ELEKTRA-SOLAR GmbH ; A7-304 / ERC-System GmbH;

A7-205 / Liaoning General Aviation Academy guoyilin@lgaa.

com.cn ; A7-124 / M&D Flugzeugbau GmbH & Co. KG ; A1-203

/ smartflyer AG ; A7-101 / Universität Stuttgart Institut für Flugzeugbau;

A7-323 / Zuri.com SE ; A7-211

The nominees - propulsion systems:

ClearWings B.V. ; A7-103 / DUC Hélices Propellers ; B2-303 /

Geiger Engineering GmbH ; A7-305 / Helix-Carbon GmbH ; B2-

501 / Kasaero GmbH ; A7-221 / MGM COMPRO s.r.o. ; A7-300

/ Saluqi Motors B.V. ; A7-103 / theion GmbH; A7-205 / Turbotech

; B2-302 / VerdeGo Aero ; A7-110

This year‘s awards will be presented on Friday, April 11th, at 2:45

PM on the stage in the Forum East, following the session on electrical

flight training.

01/2025

e Flight Journal 21

Companies at the Sustainable Aviation Trail (SAT)

Cover Expos Story / Fairs

A6-415 FANS4ALL

A6-123 SIERRAMIKE SABINE MERTENS A5-403 CloudLog UG (haftungsbeschränkt)

A6-521 IVAO VZW

A5-230 C.S.O. spol. s r.o.

A6-105 LIGHTSPEED AVIATION, INC A5-309 IDRF e.V.

A6-301 PORTA AIR SERVICE GMBH A5-125 MarS a.s.

A6-320 SUZHOU CHANGFENG INS: A5-201 AOPA Germany, Verband der Allgemeinen Luftfahrt e. V.

A6-318 INTUOS SRL

A5-110 Concorde Battery Corporation

A6-311 SCANDINAVIAN AVIONICS A5-132 Mavi Ida Enerji San Tic Ltd Sti

A6-425 AVIONA GBR

A5-240 SAS AIRFLEX Ingénierie

A6-116 M-H ENGINEERING GMBH & CO. KG A5-121 Intersky AD Lesnovo Airport & Primorsko Airport

A6-412 AEROPACT SP. Z O.O.

A5-227 C.M.D.Costruzioni Motori Diesel SPA

A6-322 FLYING NEURONS

A5-119 MIND Aviation

A5-226 LOMA-AIR

A5-224 DEWETRON Deutschland GmbH

A7-307 A.I.R. & Co. GmbH

A7-107 Aircraft Design Certification GmbH

A5-212 Teledyne Aerospace Electronics

A7-323 Universität Stuttgart Institut für Flugzeugbau A5-216 nadacní fond Petra AIR Foundation ID no.: 08963941

A7-209 TU München - L.f. Flugsystemdynamik A5-220 AIR KBAN

A7-110 VerdeGo Aero

A6-506 AERO MATE GMBH

A7-202 Parker Lord

A7-310 Klaus Ohlmann

SD-12

A6-201 GARMIN INTERNATIONAL, INC.

A7-103 Jomec International Business Support B.V.

A7-301 AURA AERO

A7-201 Deutsches Zentrum für Luft- und Raumfahrt (DLR) e.V.

A6-301 PORTA AIR SERVICE GMBH

A7-208 Tianjin Santroll Electric Technology Co., Ltd.

A7-304 ELEKTRA-SOLAR GmbH

A7-120 Martin Steffen Song-Electro

A7-221 Kasaero GmbH

A7-300 MGM COMPRO s.r.o.

A7-100 Aviation et Pilote / Flying Pages / AOPA Pilot / Pivotal (Our Home)

A7-305 Geiger Engineering GmbH

A7-321 CELLSIUS

A7-211 Zuri.com SE

A7-124 Liaoning General Aviation Academy

A7-205 theion GmbH

A7-206 Oswald Elektromotoren GmbH

A7-108 eMoSys GmbH

A7-101 smartflyer AG

A7-205 ERC-System GmbH

A7-203 exentra GmbH c/o ALPHAFROG

A7-105 Dovetail Electric Aviation

A7-310 Pimo GmbH

A7-310 Akatja GmbH

A7-103 Saluqi Motors B.V.

A7-103 Hangar One B.V.

A7-103 NRG2FLY B.V.

A7-103 AeroDelft

A7-103 European Academy of Aviation Technics

A7-103 Aerohauler B.V.

A7-103 Royal Netherlands Aerospace Centre (NLR)

A7-103 Tangshan City High Altitude Wind Energy Institute

A7-103 Twente Airport

A7-103 ClearWings B.V.

A7-103 JetSupport Holding B.V.

A7-103 Simac Aerospace Technologies B.V.

Attention

Sustainable Aviation Award short list

The orange marked are selected for the

Category: Aircraft

The red marked are selected for the

Category: Propulsion-Supplier

award ceremony Friday 14:45 stage foyer East

B4-312 Wirtsc

B4-535 BV Per

FOYER EAST

B4-400 Droniq

B5-201 Rheinland Air Service GmbH B4-202 BORM

B5-410 UL-Helicharter & Service B4-209 AEROB

B5-203 D. Hubschrauber Verband e.V. DHV B4-103 Mobilit

B5-207 Air Covers Ltd info@aircovers.com

B5-203a Heli-Flight JLR gGmbH

Tex

22 e Flight Journal

1 / 2025

4-507 BV CORPORATION

4-119 SOBEN

4-501 TOWFLEXX GMBH

4-105 AERO.PLANDIENST

4-511 SICHUAN SINOHAWK

4-110 GROUPE EMITECH

4-113 SUPER VELOCE ISMALUX

A3-108 AEROGENIUS AG

A3-205 BRP-ROTAX GMBH & CO. KG

A3-305 Rheinland Air Service GmbH

A3-303 Continental Aerospace

A3-109 TOTAL ENERGIES Marketing

A3-112 Röder Präzision GmbH

A2-111 AdvanTec GmbH

A2-322 AeroVisto Interior Services AG

A2-130 Textron Aviation / Pipistrel

A2-301 Blackhawk Aerospace

A2-205 RTX

A2-304 Hartzell Propeller Inc.

A2-300 Titan Aviation Fuels

A2-100 KAWASAKI MOTORS LTD.

A2-103 TrustFlight

A2-202 AEG FUELS

Hall A1

tron Aviation

A1-202 GP GLIDERS Sp. z o.o.

A1-200 Allstar PZL Glider Sp. z o. o.

A1-402 ASO srl. Aerial Solution Opportunities srl.

A1-301 HPH Ltd.

A1-210 Deutsches Zentrum für Luft- und Raumfahrt

(DLR) e.V.

A1-109 eAvio d.o.o.

A1-105 Skylaunch Ltd.

A1-302 Breezer Aircraft GmbH & Co. KG

A1-201 VOCUS GmbH

A1-504 Idaflieg e.V. c/o Fliegergruppe Stuttgart

A1-203 M&D Flugzeugbau GmbH & Co. KG

A1-111 Blue Smart Robotics Antoine Masson

aftsförderung Bremen

sonal der Polizei e.V.

GmbH

ATEC GmbH

ITS Sp. z o.o.

y-Campus e.V.

1 / 2025

FOYER WEST

AC-14 Swiss Helicopter AG

AC-05 Aero-Dienst GmbH

B2-404 AIR CREATION

FW-17 FH JOANNEUM Luftfahrt / Aviation

B2-303 DUC Hélices Propellers FW-BP12 SKY4u Aviation Service GmbH

B2-501 Helix-Carbon GmbH FW-01 Motor Presse Stuttgart GmbH & Co KG

FOYER WEST

B2-302 Turbotech

FW-31 B2L GmbH & Co. KG

B2-505 Gruber Stahlbau GmbH FW-BP08 Embry-Riddle Europe Aeronautical University

B2-307 KRD Luftfahrttechnik

B2-203 Audendum

B1-103 DYNON AVIONICS, INC.

B1-303 Aeropilot s.r.o.

B3-405 Rupp Aircraft

B1-505 UAB Pilsena

B3-303 A B Europe BV

Flybywire Aviation Art

Ultraleichtflug NordWest

B1-506 Airmaster Propellers Ltd

B3-401 Breezer Aircraft GmbH

B3-207 Aero-Club der Schweiz

B3-204 Flugwerkstatt Black Forest

B3-502 DULV

B3-505 Romanian Ultralight ociation

e Flight Journal

23

Market Watch

The Blue danger

As VFR or IFR pilots flying above

the layer in direct sunlight all

have a pair of sunglasses at

hand. But is it the right one to

protect your eyes? Generally,

the pilot takes more care of his

ears than his eyes. Finally, having

a good helmet is also a guarantee

of safety—nothing could

be more normal! However, in the

long term, wearing unsuitable

lenses can damage your eyes.

As there are specialists in aviation

helmets, there are also specialists

in pilot’s sunglasses, and

we are not talking here about the

“aviator” style that still makes

some brands successful today.

Aviator glasses versus

aviator glasses: Traditional

„pilot glasses“ (left) are

open at the sides and

therefore less protective

than specialized round

sports glasses. This is

because they often do not

protect against destructive

visible blue light and also

allow light to enter from

the side.

A

a few manufacturers offer these glasses: Caruso &

Freeland, Scheyden, Vedalohd, american Optical

eyewear, randolph engineering, etc. Some pilots also

like brands like Maui Jim or Serengeti. These manufacturers

mainly target other sportsmen and women

who work on the sea, in the snow, or behind a windscreen.

It is essential to know that everyone is exposed to ultraviolet

(uV) radiation emitted by the sun, but that

its intensity depends on several factors such as altitude:

at higher altitudes, the thinner atmosphere absorbs

less uV rays, and cloud cover: the intensity of

the radiation is more vigorous when the sky is clear

but can also be under cloud cover. Some clouds even

behave like optical lenses by concentrating their rays.

But you also have to count on: the reverberation on

the ground, the elevation of the sun, the latitude (the

closer you get to the equatorial regions, the more the

intensity increases), ozone... The consequence of

poor protection is cataracts: loss of vision, fog, glare

in bright light... Moreover, its screening is one of the

points of the periodic medical fitness examination.

The glasses offer at least uV protection – most glass

roofs are also equipped with a filter, but for some experts,

our eyes face another danger: blue light, which

causes other damage such as macular degeneration

(aMd). In short, white light comprises radiation of different

wavelengths, each corresponding to a color.

Blue light – which is part of the visible spectrum – is

the one that scatters the most. Infrared, from which

24 e Flight Journal

01/2025

Not only ultraviolet light, also high energy visible blue light (on the left of this scala) may damage the eye.

we must also protect ourselves, is part of the invisible

spectrum. however, when flying, the pilot is generally

«exposed» to the blue sky...

however, 100% uV protection would only protect the

anterior part of the eyeball, the cornea, and the lens.

The posterior part, the retina, and its macula are often

forgotten even though they are the most sensitive

to blue light. The eye naturally does its job and absorbs

all this radiation, which raises the question of

the long-term consequences. For those who spend a

good part of their time in the air, it is worth investing

in your eyes for sunglasses with uV, blue light, and

infrared protection.

It is also good to know that in aeronautics, lenses

should not be polarized (i.e., they avoid annoying reflections),

at the risk of not reading the screens of your

glass cockpit well or even of not spotting another aircraft

in the sky in certain weather conditions. Then, it

is best to choose a light and very thin frame so as not

to get in the way of the headset, a neutral color for the

tint, and total protection around the eyes. a domed

shape also prevents light from entering from the side.

The best thing to do is to try them on before committing

to the purchase. Some brands are present at the

shows, and some aeronautical shops also offer some

test models, so do not hesitate to ask them questions. 4

Under conventional „aviator“ glasses (bottom left), it

is darker, causing the pupils to dilate and the UV light

entering from the side to endanger the eye (top). The

curved edges of the sports glasses (below right) also

protect against this danger.

01/2025

e Flight Journal

25

Interview: AURA Market AERO Watch

IntervIew: AUrA AerO

The ERA a 19 seater with hybrid propulsion and distributed electric propulsion..

The French start up AURA AERO has started to develop three aircraft from the

scratch in a modular system. A Part 23 Aerobatic trainer with conventional propulsion,

An electric Version of this Trainer and a 19 seated Commuter Aircraft with a

Hybrid propulsion system and distributed Propulsion. And a very ambitious plan to

enter the service already in 2028 after a maiden flight in 2026. Willi Tacke spoke with

Drew MCEWEN Chief Commercial Officer of the Toulouse company.

e

E-Flight-Journal: The company is located in Toulouse – are

there Ties with Airbus??

Drew MCEWEN: Yes the there are many connections as for

example two of our three founders has worked in executive

positions at Airbus and many of our employees come from

the large Airline manufacturer. In addition some Airbus was

also doing quite some Work for us.

E-Flight-Journal: Wy did they change?

Drew MCEWEN: At Airbus specially as a young engineer you

only work most of the time on a very little detail, at aura they

can work at a whole aircraft.

E-Flight-Journal: When was the company started ?

Drew MCEWEN: In 2018 the three cofounders wanted to develop

a clean sheet design. Of an 2 seat Aerobatic aircraft envisioning

a modern Version of the Cap 10 a very famous aerobatic

trainer aircraft called Integral, And certify this aircraft

in Part 23 and make it’s the base of a whole aircraft Family.

E-Flight-Journal: With which other Family members?

Drew MCEWEN: After the Taildragger Integral R there is the

Nosewheel version integral S in the certification pipeline and

the electric version Integral E to be certified in the end of 2026.

And than the ERA a 19 seat Commuter Hybrid electric aircraft

with 19 000 Pounds MTOW entering into service already

in 2028

E-Flight-Journal: th9is is a very ambitious timeline?

Drew MCEWEN: Yes but we believe to achieve this through

a modular approach. The propulsion system we develop now

develop for the Integral E is the same we will use in the ERA.

Both aircraft will be certified after Part 23

E-Flight-Journal: Hearing the news in the last 10 months,

one could believe that the once booming e-flight industry has

been in a small crisis – eVTOL Pioneers such as Volocopter

Lilium filed bankruptcy but also conventional fixed wing aircraft

like and eViation, Universal Hydrogen and APUS run out

of money and Rolls Royce is discontinuing their e-division.

You think you are safe?

Drew MCEWEN: Yes as our Business approach, and the target

market aver very different and the nearly 10 Billion in pre-

26 e Flight Journal

01/2025

Market Watch

AURA AERO, on a mission to reinvent air mobility

The integrale E will have a nosewheel and should be certified by the end of 2026.

.

orders we received by commercial

operators giving us BIGGER

safety.

ERA XL

E-Flight-Journal: So what

is the difference in your Approach?

ERA

INTEGRAL E

Drew MCEWEN: Firstly the

Electric

Aerobatic and upset recovery

INTEGRAL Thermic

market is a valid niche

(R&S)

market which will give the

Team the experience to develop

a modern aircraft from

the scratch. The conventional

aircraft will replace an aging

training fleet. And the

2018 PRIVATE AND CONFIDENTIAL

2020 2023 2025 203X 2050

GREENER

orders after the first certification

Ambitious timeline with the Era in service in 2028.

will give us a first

revenue point. The electric

Version will than bring this

training market to a future

level

E-Flight-Journal: but as

from your long year piper

experience you know that

it is difficult to make a lot of

Money with small aircraft ?

Drew MCEWEN: Yes this

is true but true the family of

the same aircraft with combustion

and electric propulsion

we attract many Flight

schools, and second the

2 seat trainer is a develop- The integral is available in 3 versions the e (electric) R (aerobatics) and S ( Flight training) (vltr)

Cost of fuel powered aviation

01/2025

e Flight Journal

27

Interview: AURA AERO

Electric Regional Aircraft

Technologies of the future

air mobility embodied

All electric auxiliary

systems (flight controls, ice

protection, environmental

control system)

Electric propulsion & hybrid energy power and

energy management

8 electrical engines powered by 2

turbogenerators (100% SAF compatible) and 4

battery packs through a novel 800V network

enabling supercharging capabilities (30 min)

2026 1 st flight | 2028 Entry into service

Advanced & connected avionics solution

associated with a digital platform and digital

twins

Smart energy planning and management

Predictive maintenance

Clean sheet

aerostructural

optimization for hybrid

powered aircraft

Large cargo door

Stand up and

pressurized cabin

In-house property Flight Control Computers to

enable Fly By Wire and pave the way to more

autonomous aircraft, from Single Pilot capability to

Autoland to full autonomy (cargo transportation)

The 19 seats Era is a hybrid with 2 gas turbines and Batteries for the power suply of the 8 electric motors.

ment step for the ERA and here is the real market there is an

aging Fleet of 28 000 19 seaters around the world which waits

for replacements.

And with our ERA we can reach all segments of the market

a 19 seats version, with a stand up Cabin, as Cargo Version

with 21 cubic Meters and 2 Tons foe the useful load and a

VIP version with 9 passengers and up to 850 nautical miles

of range.

E-Flight-Journal: which other exceptional features doe the

aircraft have. ?

Drew MCEWEN: The ERA has a Aluminium fuselage and a

Composite Wing. The Hybrid propulsion system works with 2

independent Gas turbine Generators being capable to burn

SAF, drive, together Battery pack under the seats the 8 Elec-

tric Motors which already is certified by Safran. And for future

options a fly by wire system for Part 23 will enable single pilot

operations and in Future autonomous flight.

E-Flight-Journal: Where are u with the ERA at the moment?

Drew MCEWEN: we froze the design in January 23 and now

we are finalizing the “make and buy of all Components. First

flight should be in 2026 and certification finished by 2028

E-Flight-Journal: Where will the company be located ?

Drew MCEWEN: We will be a global company and at have

working on three locations

The headquarters where is the Development and at the moment

the majority of our staff located is Toulouse but we already

opened our hangar in Daytona Beach for the us distri-

The staff of over 270 is mainly working in Toulouse

28 e Flight Journal

01/2025

Interview: AURA AERO

ready opened our hangar in Daytona

Beach for the us distribution and later will

be the production for the Americas market.

And we also have a presence in UAE

which will be extended soon.

E-Flight-Journal: Manufacturing will be

in France? With additional final assembly

in France? How will this work with the

new US “America First” tariff politics.

Drew MCEWEN: No we will have a full

assembly in US but I also think that in

four years things may be change again.

E-Flight-Journal: Is your market only the

replacement market of the existing 19

seat commuter fleet?

Drew MCEWEN: No we also are thinking

of binging back services. There used

to be 6000 Aircraft going into the market

going into this secondary airport which

went away when the regional jets came.

There is a chance to bring this old point

to point routes back. You see there are

many markets open for us.

E-Flight-Journal: Drew, thank you for the

Interview

https://aura-aero.com

Aura CCO Drea Mcewen talks with Willi Tacke.

PASSENGERS

EXECUTIVE

CARGO

The ERA will be available in 4 different Versions..

4 OPERATIONAL

MODELS SATISFIED

WITH ONE AIRCRAFT

SPECIAL MISSIONS

4

01/2024

e Flight Journal

29

Market Watch

Text: Xin Gou, Photos: Markus A. Jegerlehner (4)

Swiss Made

smartflyer

smartflyer is a Swiss electric aviation startup which has been

working on an innovative electric airplane design for near ten

years. The model is called SF1 which is a four-seat electric airplane

with modular power source of either electricity generator,

battery or fuel cell in a modular and interchangeable nose

section. Our editor Xin Gou talked with the founder and CEO

of smartflyer Rolf Stuber.

30 e Flight Journal

01/2025

Market Watch

an electric airplane

with modular power source

The electric motor, installed on the tail on the smartlfyer, both improves the propeller

efficiency and frees the nose for different power source

01/2025 e Flight Journal

31

Market Watch

eFlight Journal (eFJ): The first thing that draws my attention

is the slogan at the company website. “A nose

ahead”. How did you come up with this configuration

and the idea of modular power source setup on the

airplane nose?

Rolf: The idea about this modular energy module on

the nose is that at the first the electric motor is not

on the nose. The electric motor is on the vertical tail.

From there the thrust can work more efficiently than on

the nose. That’s a concept from the University of Stuttgart

originally from 1970s.This is the second project

using this concept. With the propeller on the vertical

tail we can gain about 25% efficiency compared to an

aircraft which has propeller on the nose.

And that means we have another very nice advantage

of freeing the for different energy sources. On the prototype

we have installed a range extender, but we can

as well remove that and put battery in the same place

with the same volume and the same weight of the matrix,

then we can just double the capacity of the batteries.

So flight training organizations have a a flexible situation

where you can have different options of matrix

perhaps with some aircraft for more energy, more fuels,

more batteries or perhaps without the range extender

for every aircraft, or where you have maybe an

aircraft with different battery modules so that when the

airplane flying with one battery module, there’s another

battery module charging on the ground.

This configuration comes only because the propeller

is not at the nose. If you have the propeller in the nose,

then you have to place the batteries somewhere. And

then you are not able to easily change the batteries on

ground, because if they are in the wing, they are fixed

Rolf Stuber, the founder

and CEO of smartflyer

in the wing more or less, if you have them in the fuselage

or under the belly, they are fixed more or less as

well.So we have really the advantage in that with this

free nose we have the chance to put something what

is best to look for for the time or for technology.

eFJ: Can the nose modules be interchanged at the

field?

Rolf: Yes. This is the target that every power modeul

can do it within 15 minutes on the field. Of course, this

is a technical challenge to solve that. You have to just

probably to connect the range extender to connect

the fuel lines and the electric cables and the control

cables and so on.

The instrument panel

of smartflyer proof of

concept.

32 e Flight Journal

01/2025

Market Watch

eFJ: Have you discussed with the regulator like EASA

about this modular nose design?

Rolf: This is the question of how to certify it. Not yet,

because I think this would be the next step. We are

still working on a proof of concept.but I i’m quite confident

that we will have a solution there for certification

for such module, as when you think about the different

solutions for the foldable winglets on the commercial

airplanes.

The nose module needs to be in the initial type certificate,

exactly to be included in that type certificate. Otherwise,

it will be really difficult to implement.It’s not the

modification of the aircraft as this module belongs to

the type certificate. And it’s then only a different configuration

of the aircraft, the same as for the glider for

example, when you change the wingspan with shorter

wings and longer wings.

So we are good with our concept. And I would say it’s

feasible to start with the CS-23, then as technology

comes more mature and we have a more experience

with CS-23. We can continue to CS-25.

The different power source options of the

nose modules ....

eFJ: How did you come up with this design of fourseater

cruiser. Why not coming up as the first model

such as a two seater trainer or something bigger, perhaps

like commuter?

Rolf: We believe that for a trainer aircraft on the professional

training market all the big flying schools work

with 4-seat airplanes,

because they have classes with three students and

one instructor. The two student pilots sitting in the

back, they can really profit from the experience when

they are not at controls. When they just can see the

other student pilot flying in front. So flight schools can

use a four seater better than a two-seater. We intend

to go to this market for commercial pilot training. Also

with the seating configuration, we have no the propeller

in front. The layout of the flight deck is the same as

an airliner and that’s really a big advantage.

If predictions of Airbus and Boeing are correct then

within the next 20 years the commercial air traffic will

double. That means that there will be a constant need

for new pilots within the next 20 years. And that means

we have a quite good market for training aircraft. So

there is really a great and stable market of the flight

training.

eFJ: What inspired you to initiate the smartflyer project

back in 2016?

Rolf: It was just the lack of an electric aircraft. I thought

electric motor is really the perfect propulsion system

for an aircraft, because it has an incredible efficiency

of 95%. It’s smooth, no emissions, no vibrations. Everything

is perfect. So electric motor should be the

propulsion system in an aircraft. And that’s what the

inspired me and my team to build an electric aircraft.

01/2025 e Flight Journal 33

Market Watch

The batteries are really the bottleneck, but we solve

that with the hybrid version.

Also the fleet of the existing such airplanes are quite

old, almost 50 years old. Maybe the reason why they

don’t replace all the aircraft is because you have no

new engine technology. If you buy it now you have

the same engine on your new airplane as the 50-year

old airplanes,and this is not what you probably want

today. You need a a new propulsion system, and we

can offer this new propulsion system which makes flying

more comfortable, more quiet and emission free.

That’s probably a big one.

eFJ: The year of 2016 when smartflyer was founded

is an interesting time because that’s when Uber published

the elevate whitepaper to jump start the eV-

TOL hype. You’ve been a long time helicopter pilot,

So have you considered eVTOL?

Rolf: It would be a very nice thing, but I knew that with

our small budget, we can’t build an eVTOL because

the problem with eVTOL is not only the propulsion

system, but also all these flight control computers

with the design assurance level and this is not for a

Smartflyer is an electric

airplane with four-seat,

targeting flight training and

personal use.

startup. The other thing is that I think the eVTOL hype

is now stopping as everybody realizes that it’s not so

easy to fly from A to B especially here in Europe.

eFJ: How does the current setback of eVTOL and

electric aviation as a whole affect Smartflyer? Do you

feel the turmoil in the market?

Rolf: What we feel is that with the bankruptcy of Lilium

and Volocopter and there are a lot of investors which

are now a little bit unsure about development of electric

aviation. They will probably try to wait for investing

more money in electric aviation.

And we have really a hard time with finding new investors

and to our project as it’s really required now for

the next phase. Also the green concept is probably no

longer popular politically.

We have started with the government and state grants.

We started with a budget of 4.1 million Swiss francs

and now we have a budget requirement for about half

a million in order to complete this proof of concept. So

we are searching for aviation industrial partnerships.

We are not limited to Europe or USA. We are open as

well to Chinese partners.

4

Always a hit!

Need an Advertisement Strategy?

Contact us: Rosi@flying-pages.com

34 e Flight Journal

01/2025

The Event to bring your Products and Ideas to China

& Electrify China’s Sky and your Business.

The sixth Forum on

Electric Aviation in China:

eVTOL-, Autonomous Flight, LSA-,

Hybrid-, Engine-,

Battery-, Manufacturers,

Where: TBD

When: November 20255

Who: Flying-Pages GmbH

& the who is who

in electric flight

Regulators, Investors

from around the World.

202

5

www.e-flight-forum.com

America & Europe ( 美国及欧洲 ):

Willi@flying-pages.com +49 171 698 0871

China & Asia:( 中国及亚洲地区 ):

Xin@flying-pages.com +86 1362 8048 709 or +49 152 047 20326

Interview: Geiger Market Engineering Watch

IIntervIew: GeIGer enGIneerInG

Geigers oldest permanent customers since 2007 is the Aeriane company from Belgium which is motorising its swift Monowing.

Since 2006, Joachim Geiger and his company have been developing electrical propulsion

systems, launching their e-Drive system in 2007. Initially a side business, the

company has now sold over 650 units, powering more than 30 different machines,

from light blimps to cargo and surveillance drones, Medevac evacuation drones,

and two-seat trainer aircraft with 2.5 hours of flight time. Unlike many other e-flight

companies, the E-Drive business has been profitable for the past five years. E-flightjournal

editor Willi Tacke spoke with Joachim Geiger, founder of the company.

W

E-Flight-Journal: In the last 10 months, the once booming e-

flight industry has been in crisis. Pioneers such as Volocopter,

Lilium, and eViation have filed for bankruptcy, and Rolls

Royce, who developed electric aircraft motors, are closing

their E division. Are you also in danger?

Joachim Geiger: No, we are successful.

E-Flight-Journal: So what are you doing differently, and

when did you start this business?

Joachim Geiger: We started in 2006 to develop the first propulsion

system, and in 2007, the first aircraft took off with our

E-Drive. It was a motorized paraglider and a small flying wing

glider plane, the Swift, which is our oldest customer. They sell

their glider just as an electric glider.

E-Flight-Journal: What performance did the motor have?

Joachim Geiger: It was a system with 12 kW continuous

power and 20 kW peak power.

E-Flight-Journal: What happened next? What is the secret

of your success?

Joachim Geiger: I think the key is flexibility and that we did

not have time pressure.

E-Flight-Journal: Didn’t you start with a business plan and

show a constantly growing market to attract investors?

Joachim Geiger: Yes, we often sat over business plans and

had professional consultants who pointed out that to be successful,

we had to grow quickly and produce in large quantities

as soon as possible. But my gut feeling told me that this

was not the right approach for us. The problem was that the

market for standardized products just did not exist. There was

no market for eVTOLs or large electric fleets of commuters.

There was a lot of speculation in many business plans about

what would happen in 3, 5, or more years. And it did not build

up as many people believed.

Our approach was very different. We looked at which market

already existed and would be the first to be open to electrification.

E-Flight-Journal: Which companies were you looking for,

36 e Flight Journal

01/2025

Market Watch

Applikations

2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 …

Die Elektroflugevolution mit Antriebssystemen von Geiger Engineering

Drive Systems

HPD10 HPD13,5 HPD12

HPD16

HPD32D

HPD40D

HPD20

HPD50D

HPD14

HPD25

Entwicklung der Flugzeiten rein batterieelektrisch

20 Minuten --------------------------------------- eine Stunde ----------------------------------------2,5 Stunden

HPD8

From 2007 Geiger Engineering permanently expended their production.

and did you find enough of them?

Joachim Geiger: Due to the small power of the first motors

and limited battery capacity, we were looking for light aviation

with high efficiency. The lighter an aircraft is and the more efficient

the wing, the less energy you need to keep it up in the

air, and the longer you can fly. In the beginning, it was nearly

only small single-seated ultralights due to the limited power

of our system. The manufacturers had a lot of experience

with combustion engines but mostly no idea about electric.

E-Flight-Journal: When you say ultralight, for our international

readers, which category do you mean? The US FAA Part

103 (up to 254 pounds empty weight) or the European ultralight

(Microlight) up to 600 kg MTOW (Maximum Take Off

Weight), which are flown in many countries as LSA?

Joachim Geiger: The aircraft we worked with are mainly

in the European microlight class, but especially in the early

years, most would also fit into Part 103. Like the first two

we worked on were motorized paragliders and the Swift electric

(a rigid mono-wing composite design developed first in

the US and later produced in Belgium). The Swift’s weight is

so small that there is an unmotorized version which you can

even foot launch like a hang glider. In addition, there were

several paraglider drives for foot launch and with trike chassis

and also hang glider trikes.

E-Flight-Journal: What happened next?

Joachim Geiger: The increasing battery capacity also gave

larger manufacturers the idea, and thus the performance of

our systems increased. The most powerful is currently the

HPD50D with 50 kW continuous and 80 kW peak power.

E-Flight-Journal: That’s roughly equivalent to the Rotax 912

UL.

Joachim Geiger: Yes, and our motor is also used in similar

systems, for example, in the Elektra Trainer from Elektra Solar

(test report in e-flight-Journal 01-2023).

E-Flight-Journal: One of the big questions is flight endurance.

How long can you fly with a Geiger system?

Joachim Geiger: This depends on the efficiency and weight

The Elektra Trainer, a 2 seated UL with 2,5 hours of flight time.

E-Drive, das elektrische Komplett-Antriebssystem aus einer Hand,

Propeller

Motor

HPDxx

Disk 1

Disk 1

MC1-power

50% Torque

available

MC2-power

in redundanter Ausführung wie im Elektra Trainer

Motormanagement

MC300

Interface

SDI/ADI/ADCI

communication line 2

Redundancy in th HPH 50 system with a double disk motor.

Battery Bank 1 Power

communication line 1

Systemausfall

Battery Bank 2 Power

Simulation Redundanz

Throttle control

Batteries

Re

R

01/2025

e Flight Journal

37

Interview: Geiger Engineering

The Grille flys with 120V Geiger motors..

of the aircraft, the use case, and the number of batteries carried.

In the manned sector, the Elektra Trainer can fly twoseated

with 10 battery packs for about 2.5 hours.

E-Flight-Journal: Next to the fact that you have adapted to

an existing market, what are the other keys to success?

Joachim Geiger: There are two other major factors. We realized

very early that we cannot just sell the motors; we must

sell the whole system, which we adapt together with the customer.

As electric operation is new for them, we help them

monitor and maintain it. Another factor is that most of our customers

work in the ultralight field, not in EASA or FAA certified

areas, which keeps development and certification costs

low. But at the same time, we ensure as much redundancy

as possible. Also, we try to integrate all new products into a

modular system, which reduces development costs and accelerates

development.

This UL Hot air-Ship is pushed with a Geiger motor.

E-Flight-Journal: What do you mean by monitoring?

Joachim Geiger: The system has a black box which records

all the data available. The system has its own sensors like

temperature, acceleration, and variometer. All this data is recorded

on an SD card, and the customer can send it to us

over the internet. We help them analyze it with AI. Then we

can help, either if there is an issue or in general to improve

the system.

E-Flight-Journal: So your system is not transferring the data

via telemetry?

Joachim Geiger: Yes, we know that especially the larger unmanned

systems use telemetric data transfer, but we do not

offer this service as it can be quite expensive. Some of our

customers use such systems based on our black box, but for

most cases, an analysis on the ground after landing is sufficient.

E-Flight-Journal: When you say whole system, what does

this mean?

Joachim Geiger: Motor, motor management, instrument interface,

throttle control, battery packs including controller,

charger, and even the propellers.

E-Flight-Journal: That’s a lot of components. How big is

your staff?

Joachim Geiger: We are nine persons in the company, and

seven work for the aviation department.

E-Flight-Journal: You mentioned a modular system. What

does this mean in the E-Drive system?

Joachim Geiger: We have two classes of motors, single and

duplex, each with different power. The range goes from 12-

50 kW continuous power, which can be combined with different

motor controllers, propellers, throttles, and our standard

battery pack.

E-Flight-Journal: So the battery pack is always the same?

Joachim Geiger: Yes, all motors work with the same sealed

pack with the following data: 60Ah/Flat size 1 - 52V/3.1 kWh

incl. BMS- cont. 100A / peak 600A 60sek. Some aircraft like

the Swift can fly with one pack, while others like the Elektra

Trainer use 10.

E-Flight-Journal: Some players in the e-aviation world talk a

lot about full vertical integration. Are you producing all of your

components?

Joachim Geiger: This is another reason for controlling the

cost. We develop most of the things ourselves, but when it

comes to production, we work with a group of highly specialized

suppliers who have the special machinery, for example,

CNC machines for the metal parts, and special automated

welding and testing for the battery packs.

E-Flight-Journal: You started with systems in the ultralight

area. As electric flight continues, have you also moved on to

other classes?

Joachim Geiger: Yes, we are working...

E-Flight-Journal: As new customers come in, one of your differentiation

points to other customers, especially if we look at

larger systems like two-seat ultralights, is the voltage. Other

systems go up to 400 or even 800 volts, but you work with 60

volts. What is the reason for this?

Joachim Geiger: In our power range of 12-80 kW, we work

in the low voltage range ( 60 V DC), which is a standardized

range that is also defined internationally, meaning that up to

38 e Flight Journal

01/2025

Interview: Geiger Engineering

this value, people and animals may not be endangered. This

was important to us because many of our customers fly in the

UL sector. In this field, the pilots often maintain their aircraft

themselves, and with high-voltage systems, they are not allowed

to touch anything, and they would run the risk of hurting

themselves.

E-Flight-Journal: What are the disadvantages of low voltage?

Joachim Geiger: The lower the voltage, the bigger and

heavier the cables must be. For example, in the Elektra Trainer,

the cable is less than a meter, but in other designs like

multicopters like the Grille, you face much longer distances,

which means more weight for the thicker cables.

E-Flight-Journal: As larger devices are now flying, have you

considered increasing the voltage?

Joachim Geiger: Yes, for four years we also worked with

double voltage (120 V). This system is, for example, used for

the Medevac drone called Grille. And to ramp up to this limit

was feasible with limited effort, and we have done it.

E-Flight-Journal: Have you also received requests for higher

voltage from the market?

Joachim Geiger: I receive this kind of request nearly once

a week. But I always refuse as the effort in time and money

would be too big. This is not our market, and we think in our

segment with smaller drones and ultralight vehicles, we see

a lot of growth coming. We think especially with a decrease

in price and the availability of systems, more people realize

the advantage of an electric system on the cost side, especially

when you fly a lot due to the lower energy and maintenance

costs.

E-Flight-Journal: Very often I hear complaints that the system

is too expensive. Can you tell us in which price range the

e-Drive systems are located?

Joachim Geiger: Sure, a small system like the 12-kW solution

including the prop and one battery pack costs 8000 Euros.

And a large system like the 50 kW HPD with 10 packs like

the Elektra Trainer is about 40,000 Euros.

More than half of the system price is the batteries, and the

low volume is the price driver, especially the certification of

the batteries. Because even for the ultralight category here in

Germany, the certification rules are set by the associations together

with the LBA (the German CAA). For the battery packs,

there are about seven tests that must be done for the cells,

then they are combined in a pack, and then the pack must

undergo about five other tests.

E-Flight-Journal: Since your approach is the aviation department

of the company profitable, and how many systems have

you produced from the beginning?

Joachim Geiger: (checks in the computer) Up to now, 650

systems, and yes, since 2020, the Geiger e-Drive business is

profitable.

E-Flight-Journal: Joachim, thanks for the interview

https://www.geigerengineering.de/

Also Dufour Aerospace from Switzerland works with Geiger motors.

The Corsair from Germany is an UL in the 120 Kg class.

An electrified Pipistrel Taurus with motor and a folding prop.

Joachim Geiger in the Zoom-Call with e-flight-Journal editor Willi Tacke.

01/2025

e Flight Journal

39

Flight Report

Text and Photos: Uli Hahn

Electric Trike

The E-Pixel Of

Air Creation

Ardèche, Aubenas, December 15th, 4 degrees Celsius. Following

a heavy downpour yesterday, I find myself questioning

the feasibility of flying today. The sky presents a rather

uninspiring outlook: approximately 6/8 cloud cover at under

1000 feet, with scattered clouds at 5000 feet above, though

there is a slight chance of improvement. We are at Air Création,

the last major European manufacturer of trikes, which

celebrated its 40th anniversary two years ago. Known for its

innovation, Air Création offers a diverse range of trikes and

wings that can be combined for two-seater configurations.

Today, however, I am set to experience a flight on their latest

model, the e-Pixel, an electric-powered single-seater weighing

120 kg that does not require registration. This model is

equipped with an electric motor from Geiger Engineering,

replacing the traditional combustion engine.

At first glance, the trike appears quite conventional. However,

what distinguishes it is the sleek, faired rear triangle that

encases the electric motor and controller. Behind the neoprene

fairing, where one would typically find the fuel tank,

three battery packs are visible. My attention is drawn to the

instrument panel: in addition to the MGL instrument for flight

data and radio, there are specific controls and information

displays for the electric motor. Although it may seem unusual

at first, Antoine, my contact at Air Création, provides essential

guidance. It is straightforward: the red toggle switch

functions as the main switch and emergency stop, while the

green button activates or deactivates the entire system. The

adjacent control unit displays flight data at the top, including

battery charge level, RPM, instantaneous power consumption,

as well as voltage and current below. Additionally, the

temperatures of the components can be monitored at the

bottom.

Easy Start Preparation

The weather conditions have continued to improve, with increasing

gaps in the low clouds. I conduct a pre-flight inspection

of the trike. Settling into the comfortable seat, I secure

my feet on the pedals, which feels satisfactory. I then

fasten the automatic seat belt. Although the control bar is

positioned slightly lower than usual, it remains neutral and

balanced, allowing for effortless maneuverability. Antoine

assists me in restarting the system by flipping the main

switch and pressing the green button for three seconds.

The LED indicators for the battery status should illuminate a

steady green after briefly flashing red and green. Following

this, the control unit powers on and performs a self-test for

several seconds. If all systems are functioning correctly, the

LEDs on the motor cowling will confirm that the batteries are

charged. I then verify that both the „accelerator“ and „hand

throttle“ are in the idle position and that the rotary control

is set to zero. The toggle switch adjacent to the rotary control

activates the manual speed control, which disables the

Hands and feet off - relaxed flying

„foot throttle.“ This manual control is strictly for cruising and

should never be used for take-off or landing. After pressing

the green button on the display unit, a brief acknowledgment

tone indicates that the „gas pedal“ is now active. We

are prepared for departure.

Smooth Handling

Upon lightly pressing the pedal, the e-Pixel begins to move

with a gentle whirring sound. I align and apply full throttle;

the small electric motor delivers power comparable to that

of a larger engine, which is now distinctly audible. At just

under 60 km/h, I lift the trike off the ground. With an indicated

climb rate of approximately 4 m/s at 65 km/h, I ascend

towards the low cloud base, continuing to rise between the

clouds until I can observe the landscape and clouds from

above. The air is remarkably calm, allowing me to pilot the

trike solo. With my hands and feet off the controls, the e-Pixel

maintains a steady course, trimming speed at around 80

km/h. Notably, the handling is exceptional: while the empty

trike with the Polini motor typically weighs about 95 kg, the

added weight of the battery packs brings it to approximately

40 kg heavier, creating an experience akin to flying a twoseater.

This does not affect the smooth handling; rather, the

trike feels „richer“ in the air, making small turbulences barely

perceptible. Thus, I enjoy a spirited flight among the clouds.

40

e Flight Journal 01/2025

Relaxed flying

The e-Pixel is a durable and straightforward aircraft that can

be conveniently stored in a hangar. The SP version of the

wing, which stands for „short pack,“ features a braced surface

that allows for quick folding and transport when assembled.

Its design is well-conceived, enabling a single individual

to easily assemble and disassemble the aircraft. The

front fork and footpegs are adjustable in four different positions,

accommodating riders of various sizes comfortably.

The Geiger electric drive is both reliable and efficient, paired

with a three-blade E-Prop for optimal performance. In compliance

with the German 120 kg class regulations, the e-Pixel

comes standard with two batteries, with provisions for

two additional batteries, allowing for operation with up to

four batteries. The included fast chargers can recharge the

two batteries to 90% within four hours. Therefore, for those

seeking a user-friendly, easily transportable, and robust trike

with a maximum emission-free flight time of 1.5 hours, the e-

Pixel presents an excellent modern option.

CONTACT

Manufacturer:

Air Création,

Aérodrome d‘Aubenas Ardèche méridionale,

07200 Aubenas, France

+33 4 75 93 66 66

www.aircreation.com/en

Pixels, propellers and propulsion - more you need to fly

The cockpit of the

e-Pixels.

Briefing and counseling before the first e-flight..

B2-404

Trike 2 Batteries 3 Batte. Batte.

Empty Weight 118,5 kg 134,5 kg 152 kg

MTOW

250 kg

Payload 130 kg 114 kg 96,5 kg

Engine

Geiger HPD20

Max. capacity 120 Ah 180 Ah 240 Ah

Max. power

28 kW

Max.Continuous power 22 kW 25 kW 28 kW

Propeller

E-Props R1300-3 und Adj.T-

S44R-150

Noise emission 100ft<65 dB

Wing

iFun13 oder iFun13SP

Winspan

8,8 m

Wing area

13 m2

Min. speed.

44 km/h

Max. speed.

110 km/h

Take off rol

35 m

Climb rate

4 m/s

01/2025

e Flight Journal

41

Competition

GoAERO Prize: Stage 1 winners

Winners of the stage 1 competition of GoAERO prize

.

The GoAERO Prize is a global competition initiated in 2024

by GoAERO, designed to stimulate the development of portable,

versatile, and autonomous Emergency Response Flyers

to tackle issues arising from natural disasters, medical

emergencies, climate change, and humanitarian crises.

With over $2 million in prizes, this competition encourages

entrepreneurs, engineers, students, and businesses to innovate

aerial solutions that can facilitate rescues, transport

first responders, deliver emergency supplies, and support

humanitarian initiatives.

The competition is structured in three phases: Phase 1 entails

the submission of technical papers, Phase 2 focuses

on validating concepts through subscale or full-scale flyers,

and Phase 3 culminates in a Final Fly-Off in 2027, where

teams will showcase their flyers in real-world missions evaluated

based on productivity, resilience, and maneuverability.

Awards include up to ten prizes of $10,000 in Phase 1,

up to eight prizes of $40,000 in Phase 2, and during the Fly-

Off, a top prize of $1,000,000 for the highest overall score,

along with three mission-specific awards of $150,000 each,

a $100,000 Autonomy Prize, and a $100,000 RTX Disruptor

Prize. Teams may enter at any phase without prior participation

or victories and will receive mentorship, software access,

and global visibility through partnerships with organizations

such as NASA, Boeing, RTX, and Honeywell. This

initiative aims to address critical gaps in emergency response

technology and enhance life-saving capabilities through

innovative aviation solutions.

In February 2025, GoAERO announced the successful completion

of Stage 1, recognizing 11 teams for their technical

paper submissions with prizes. This included up to ten

awards of $10,000 each, amounting to a total of $100,000,

as specified in the competition guidelines. Furthermore, 14

university teams based in the U.S. received funding support

through a collaboration with NASA’s University Innovation

Project to enhance their prototypes; this funding is classified

as development grants rather than prize money.

Currently, Stage 2, the building phase, is in progress, during

which up to eight teams may be awarded $40,000 each

(totaling $320,000) for the validation of their concepts using

subscale or full-scale flyers. However, as of now, there have

been no official announcements regarding the awarding of

Stage 2 prizes, considering the ongoing nature of the competition.

The majority of the prize pool, including the $1,000,000

grand prize, three mission-specific awards of $150,000

each, and additional prizes of $100,000 for Autonomy and

42 e Flight Journal

01/2025

RTX Disruptor categories, is allocated

for the Final Fly-Off scheduled

for 2027. These prizes remain unawarded

as the event is still two years

away.

The GoAERO Prize is an evolution of

the GoFly Prize, a distinct competition

initiated by Gwen Lighter, who later

established GoAERO, with sponsorship

from Boeing. Launched in

2017, the GoFly Prize sought to develop

personal flying devices and

offered a grand prize of $1 million.

Despite notable advancements, no

team successfully fulfilled all the criteria

necessary to claim the grand

prize. Team Tetra Aviation from Japan

was awarded the $100,000 Pratt

& Whitney Disruptor Prize for their innovative

single-seat eVTOL, the „Tetra

Mk-5.“ While other teams made

significant progress, they did not

meet the complete specifications required.

The competition concluded

in 2023 after an extensive evaluation

period, resulting in the grand prize

remaining unawarded. The GoFly

Prize catalyzed innovation in personal

aviation and laid the groundwork

for subsequent initiatives like the Go-

AERO Prize, while also underscoring

the technological hurdles associated

with achieving viable personal flight.

A visual explanation of the competition rules

GoAERO focuses

on emergency response

application of

eVTOL

VFS

Transformative Vertical flight 2025

The VFS Transformative Vertical Flight meeting in Phoenix, Arizona,

once again served as a pivotal gathering for those interested

in all facets of VTOL technology, particularly in the United

States.

This year‘s focus was on advancements in certification processes,

alongside an overview of the flight training methodologies

employed by industry leaders such as Joby, Archer, and

Beta. As these companies approach market entry, this topic

has become increasingly significant. Additionally, the integration

of AI in various aviation sectors, including instrumentation,

fly-by-wire systems, and air traffic control, was a key discussion

point. Honeywell demonstrated a strong interest in

this area and was a major sponsor of the event. Dave Shilladay,

Vice President and General Manager of UAM/UAS at Honeywell

Aerospace Technologies, provided insights into the

company‘s activities in this domain. As part of Honeywell‘s

UAS initiatives based in Phoenix, participants were invited to a

factory tour; however, this opportunity was unfortunately limited

to U.S. citizens, excluding attendees from Canada, Europe,

and Latin America.

Mikaël Cardinal, Vice President of E-Aviation and

Organ Delivery Systems at Unither Bioelectronics,

provided an update on the company’s recent advancements

in electric vertical transport solutions for

nationwide organ delivery in the United States. Unither

Bioelectronics is not only the largest investor in Beta

but is also developing a hydrogen fuel cell-powered

electric helicopter. Mikaël is scheduled to speak at the

AERO Hydrogen Summit on Wednesday, April 9, 2025,

in Room Berlin.

01/2025

43

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