Log-in here if you’re already a subscriber Release DateNovember 15, 2022Lilium’s implausible battery requirements get a second lookPurchase a...
Log-in here if you’re already a subscriber Release DateAugust 2, 2022Batteries are a looming certification challenge for electric aviation hopefulsPurchase...
Log-in here if you’re already a subscriber Editors note: One day after publication of this profile of H2Fly, The Air...
Log-in here if you’re already a subscriber In the second of a two-part series, The Air Current explores what it...
Whisper Aero sees drone testbed as a promising early application for its ultra-quiet electric propulsors.
Less than four months after the Federal Aviation Administration rolled out its 2021 Aviation Climate Action Plan, the agency’s official blueprint for achieving net-zero aviation emissions by 2050 is already starting to look dated. The plan relies overwhelmingly on sustainable aviation fuel (SAF) as the principal pathway for reducing the U.S. aviation sector’s greenhouse gas emissions. It is plainly dismissive of hydrogen, stating: “we do not expect hydrogen-powered aircraft to make a significant contribution toward achieving net-zero aviation emissions by 2050.”
His public comments at recent events — including an interview with The Air Current — have provided a previously unseen glimpse at Alice’s design and Eviation’s technical assumptions, nuances and operational necessities that accompany the world’s first all-electric commercial aircraft — including a begrudging acknowledgement of the slow pace of battery innovation.
A pilot shortage is shaping the debate over single-pilot cockpits, while Airbus CEO grabs aviation’s third rail with both hands.
As it prepares to fly a hybrid-electric demonstrator in 2024, De Havilland Aircraft of Canada says it’s all about designing an aircraft for a bad day.
DHC and Pratt & Whitney Canada are preparing to heavily modify a retired Dash 8-100 turboprop that will see half of its traditional propulsion replaced with a hybrid design. For the project, Pratt is designing a “new small engine” for sipping fuel at altitude. The 39-seat aircraft will have 20 to 24 battery packs to drive a 1 megawatt electric motor working in tandem with the new engine, providing the necessary horsepower when it’s needed most — at takeoff and climb.
The pull back in commercial jetliner development makes the maturation of its model-based digital tools on the Defense & Space side of Boeing even more important.
A modified ATR 42 began flight trials last week in Connecticut as part of an effort to test technology for single-pilot operations.
