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2024 Corporate Aviation Leadership Summit

Gregory Polek

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Boeing's chief strategy officer Marc Allen sees a limited role for hydrogen propulsion in aviation's green future and won't reverse supersonic withdrawal.

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Boeing witnessed record demand for its BBJs early this year, and values have skyrocketed for the minimal used inventory.

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As year-end deadline approaches for certification of Max 7 and Max 10, Boeing hangs its hopes on a possible extension by act of Congress. 

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Boeing held an opening ceremony for its new 3D printing facility in Auburn, Washington, on September 23.

Boeing Marks Opening of Its Washington Additive Facility  

The Boeing-backed autonomous eVTOL aircraft developer Wisk this week released a concept of operations that provides a roadmap for the adoption of an urban air mobility (UAM) ecosystem with pilotless air taxis.&nbsp;
Wisk, which was founded in 2019 as a partnership between Boeing and Kittyhawk, is developing a fully autonomous eVTOL air taxi designed to carry up to four passengers on short trips of up to 25 miles (40 kilometers). The California-based company has conducted extensive flight tests with the unpiloted, two-seat eVTOL called <a href="https://www.futureflight.aero/aircraft-program/cora">Cora</a>, its fifth-generation prototype, and it plans to reveal its sixth-generation aircraft in October.&nbsp;
While Wisk has yet to provide a timeline for type certification or entry into commercial service, it&nbsp;has now spelled out in detail its approach to bringing autonomous eVTOL air taxis to market. And though the 64-page <a href="https://www.boeing.com/innovation/con-ops">concept of operations</a> (ConOps) published on September 20 is presented in the context of the U.S. National Airspace System, the document could serve as a blueprint for the global adoption of urban air mobility, according to Wisk.&nbsp;
“We’re working to enable a future of aerospace that is safe, sustainable, and at scale,"&nbsp;said Brian Yutko, Boeing’s vice president and chief engineer for sustainability and future mobility. "Uncrewed operations will be fundamental to realizing that vision, and we have to exceed the current safety standards for the air transportation system.”
Wisk’s ConOps describes how the UAM industry will need to engage with regulators, communities, and the workforce to safely and effectively integrate unpiloted air taxis into the National Airspace System by 2030.&nbsp;
“The vision we have outlined is the result of many years of collaboration with Boeing, the FAA, NASA, and key industry stakeholders,” said Wisk CEO Gary Gysin. “As a result, this document offers the most comprehensive framework proposed to date with a vision for enabling UAM in the national airspace.”&nbsp;
The document explains that existing regulations will need to be modified to enable UAM operations, particularly regarding autonomous aircraft and other novel technologies&nbsp;such as electric distributed propulsion systems.&nbsp;
The role of pilots will also change. Rather than having one or two of them on board, pilots will serve as “multi-vehicle operators” who remotely manage up to three simultaneous flights from an&nbsp;operations center on the ground, according to the ConOps. Their role will be supervisory in nature; because the aircraft fly autonomously, multi-vehicle operators will take control only if an intervention is required to override the automated behaviors of an aircraft, such as during an emergency or other contingency.&nbsp;
However, Wisk’s ConOps states that UAM vehicles should have sufficient onboard automation to safely handle any contingency scenarios—such as a mechanical failure, loss of communications, or loss of GPS signal—without human intervention. Preprogrammed emergency and contingency procedures will allow the aircraft to divert its course or land prematurely if necessary.&nbsp;
Multi-vehicle operators will still be responsible for establishing two-way voice communications with air traffic controllers, but the automation of some basic communication functions will streamline their activities. They will also be responsible for verifying flight plans and trajectories before and during every flight to avoid hazardous conditions, such as bad weather, air traffic, and other obstacles. However, the aircraft’s highly automated flight control systems will handle navigation and hazard avoidance. Preplanned and dedicated UAM flight routes, though not essential, would contribute to greater operational efficiency and reduce the need for interventions due to conflicts with air traffic control.&nbsp;
Wisk’s ConOps also describes what sort of infrastructure will be necessary for communities to effectively utilize UAM, such as the fleet operations centers and vertiports where the aircraft will take off and land. The UAM vertiports, whether they be newly constructed facilities or repurposed existing helipads and airports, will need to provide charging stations for electric aircraft and security checkpoints for passengers, as well as maintenance personnel. Smaller so-called vertistops, much like so-called helistops for helicopters, can be located on rooftops of buildings or parking garages to help meet the demand in crowded city centers, the ConOps states.
“The UAM industry will need to work with states, cities, and economic development organizations to effectively evaluate, plan, and implement the changes that will be required to safely and seamlessly integrate UAM into the airspace. Ultimately, public acceptance of uncrewed UAM operations will be crucial to scaling the market,” the document states.
Looking beyond what’s required to initiate and scale UAM services, the ConOps also paints a picture of what the day-to-day business operations and passenger journeys will entail. According to the document, air taxi passengers will book flights through an online application that also provides the option for additional ground transportation as needed to carry passengers to and from vertiports. Once they arrive at the vertiport, they will go through a security checkpoint and weight checks before being escorted to the aircraft.&nbsp;
On the aircraft, passengers will be required to remain seated at all times. In case of an emergency, such as a medical issue, passengers will be able to push a button that connects them to remote hospitality personnel. If necessary, this feature can be used to trigger contingency or emergency scenarios that would require the aircraft to land early.&nbsp;
For the UAM ecosystem to work, the general public “will need to be convinced that traveling on UAM aircraft will be safe, reliable, and save them time and money,” the ConOps states.&nbsp;
“With collaboration, engineering excellence, and a safety mindset, Boeing and Wisk, alongside their respective partners, intend to lead the advancement of the UAM industry to achieve a future state where safe and affordable&nbsp;everyday flight can be available to everyone.”

Science & Technology Editor

Boeing and Wisk Issue Concept of Operations for Urban Air Mobility

Boeing is closing its Boeing NeXt innovation division just over two years since it launched the venture&nbsp;in July 2018. The move, confirmed by a Boeing spokesperson on September 17, raises questions about the future of the company’s shareholdings in eVTOL aircraft developers Wisk and Aurora Flight Sciences. Also now in doubt is whether Boeing will continue its investment in Aerion and its AS2 supersonic business jet program.
Boeing NeXt v-p and general manager&nbsp;Steve Nordlund&nbsp;announced the move to staff in an internal letter on September 15 and indicated that the decision had been taken in response to heavy financial losses sustained in the wake of the 737 Max grounding and the Covid-19 crisis. “Our goal is to move to a full pause as swiftly as possible,” he explained. “Organizations like these only have the privilege to exist when you have a healthy core business.”
Boeing NeXt, which is based in St Louis, Missouri, has been working on two eVTOL prototypes—one designated as a Passenger Air Vehicle and another a Cargo Air Vehicle. Through its Wisk joint venture formed in 2019 with Kitty Hawk, it is developing a two-seat eVTOL design called Cora.
The NeXt business unit also includes the SkyGrid joint venture that Boeing launched with SparkCognition in November 2018. This is focused on developing software for air traffic management of autonomous aircraft.
"SkyGrid continues to be a joint venture between Boeing and SparkCognition," said the company in a statement. "Boeing will remain a key partner, and together we’re committed to our mission of safely enabling the next generation of autonomous aviation. With a strong balance sheet and long runaway ahead of us, there is no impact to SkyGrid's strategic&nbsp;plans or financial viability. Our strategic partnership with broader Boeing will continue to strengthen as we collaborate on UAV technology, standards, and regulations."
A Boeing spokesperson issued the following written statement in response to questions from&nbsp;FutureFlight&nbsp;about the future of its urban air mobility activities: “Aurora will remain a subsidiary and will continue to be part of NeXt for the remainder of the year. Management is assessing several options regarding when this talented organization can make a meaningful and productive impact. In the meantime, it continues to run its business as usual. Our continued investment in and participation with Wisk is being evaluated and no decisions have been made.” She added that the same situation applies to Boeing’s investment in Aerion.
In June, Wisk announced that it had resumed flight testing of the Cora at its facilities in New Zealand and California. Aurora Flight Sciences has yet to confirm the status of its development of the Passenger Air Vehicle, after a June 2019 accident in which an early prototype was damaged at its facility in Virginia.
Boeing announced the Wisk joint venture with eVTOL startup Kitty Hawk in December 2019 but had formed it earlier last year in stealth mode. Last October, the U.S. aerospace giant also announced a partnership with German automobile group Porsche to develop what it described as luxury eVTOL designs, apparently signaling a strong commitment to this rapidly emerging sector.
In a written statement, a spokesman for Wisk told&nbsp;FutureFlight: “Wisk is a healthy, independent company with a committed vision, mission, and go-to-market plan. We are in a strong financial position with an exceptional team, and we continue to execute on our current roadmap. As an investor, Boeing’s relationship with Wisk has not changed.”
In February 2019, Boeing announced a partnership with U.S.-based Aerion Supersonic&nbsp;to help develop the AS2 supersonic business jet. It reportedly invested&nbsp;several hundred million dollars for a 40 percent stake in the company and appointed two out of the five board positions.
Aerion is projecting the Mach 1.4 AS2 will enter service in 2027. The program is backed by several major aerospace prime contractors, including Honeywell, Spirit AeroSystems, GE Aviation, Safran, and GKN Aerospace.
A spokesperson&nbsp;for Aerion indicated to FutureFlight&nbsp;that the company expects Boeing to continue its involvement with the AS2 program. "It is not for us to comment for Boeing of course, but from an Aerion perspective we are united with Boeing in a long-term partnership and an intention to create a faster, more connected future for human mobility," he said. "Boeing remains a long-term investor as was recently reiterated in an update to Aerion's board of directors."
Later this year, Aerion is set to start construction of a new $300 million facility at Melbourne International Airport in Florida. "In the light of the impact of Covid-19 on our industry, as we've been on the record for some weeks, now, we have taken proactive measures on reprioritizing workflow to maintain continuity on the AS2 program. Preliminary design review is scheduled for 2021 with a first flight in 2025," the spokesman had said in an earlier statement.
Announcing results for the second quarter of 2020 on July 29, Boeing reported a $2.96 billion operating loss, equating to a loss per share of $4.20. Revenues for the quarter were 25 percent down on the same period in 2019, at $11.8 billion. The company said it continued to be “significantly impacted” by the Covid-19 pandemic and by the ongoing grounding of the 737 Max airliner following two fatal accidents.

Managing Editor

Boeing Pulls Plug On NeXt Innovation Group, Casting Doubts On Its Urban Air Mobility Plans

Boeing NeXt subsidiary Aurora Flight Sciences expects to resume flight testing of its Passenger Air Vehicle (PAV) early in 2020. The flight test program for the eVTOL aircraft prototype has been suspended following a <a href="https://www.ainonline.com/aviation-news/business-aviation/2019-06-12/boeings-autonomous-prototype-crashes">crash during the aircraft's fifth test fligh</a>t on June 4, 2019.
On November 18, a&nbsp;spokesperson for the company confirmed that the Aurora team in Manassas, Virginia, is making plans to restart the flight-test program. The aircraft is designed to operate autonomously and will be able to carry two passengers on flights up to around 50 miles.
The PAV was part of Boeing's display at the 2019 Dubai Air Show in November. Aurora's vice president for communications and marketing Blythe Jameson told&nbsp;FutureFlight:&nbsp;“We learned some lessons from that incident and now expect to resume test flying the second PAV prototype early in the new year.”
Boeing's NeXt engineering team continues to research battery technologies for the PAV&nbsp;as well as whether it should employ swappable or fixed batteries. Boeing has also partnered with SparkCognition on SkyGrid, an AI- and blockchain-powered airspace management software platform that will help enable safe operation of the PAV in the crowded urban air environment.
Meanwhile, the company’s remote-controlled Cargo Air Vehicle (CAV), which will be able to carry loads of up to 500 pounds and eventually will be fully autonomous, has conducted “dozens” of test flights since taking to the skies in May, said Jameson. The vehicle, which weighs 1,100 pounds (500 kilograms), has six dual-rotor systems and 12 propellers.
At the same time, Aurora Flight Sciences, which Boeing acquired in 2017 to serve as its rapid-prototyping division, is preparing to begin flight testing of the high-altitude solar/battery-powered Boeing Odysseus unmanned aircraft&nbsp;system (UAV) by year-end. The company initially planned to fly the airplane, which sports six electric motors, earlier this year but hit undisclosed development snags. The Odysseus UAV has a wingspan of 243 feet (74 meters), which is larger than that of &nbsp;Boeing's 777X airliner. Boeing envisions three major markets for Odysseus: earth science, including atmospheric research; communications relay; and defense.
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Boeing NeXt Says PAV Test Flights Will Resume in Early 2020

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