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Experience & Education
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Electra.aero
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Licenses & Certifications
Publications
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Aircraft Wiring Guide
The practical guide to planning, wiring, and enjoying the electrical system in your experimental aircraft.
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What UAVs Can Learn From Manned Aircraft
The basis for future UAV regulation is today’s rules for manned aircraft.
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Aircraft Electrical System Design
Kitplanes Magazine
Planning the design of your aircraft's electrical system.
Honors & Awards
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Patents
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8,346,409 Variable speed flap retraction and notification
8,340,842 Aircraft emergency handling
8,103,393 Aircraft exhaust gas temperature monitor
7,973,533 In-circuit testing for integrity of solid-state switches
7,796,054 Aircraft electrical system evaluation
7,622,818 Backup electrical power system for solid-state aircraft power distribution systems
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Explore more posts
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Alex Krutz
Really great article on Space! Highlights Rocket Lab and their mission of small launches their Electron rocket has filled. It goes on to discuss the Neutron that is a medium lift vehicle. Rocket lab focuses on the taxi service where it takes individual payloads to specific orbits, but the new Neutron rocket is meant to compete with SpaceX and its Falcon 9. The article further discussed start ups, such as Relativity Space and ABL Space Systems. I was quoted around the maturity of businesses in this segment and discussed M&A activity. I highlighted that, "... for a company to be a consolidation target it needs some enterprise value; it needs sales and employees and contracts." I further went on to say that, "... those pure-play space companies, they are going to have a harder time because it is a slower cycle, versus a company that gets into space with a diversified book of business and will probably be more successful." #aerospace #space #mergersandacquisitions #thefactorydoctor https://lnkd.in/gsNrw2cA
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Bill Johnson
BETA has taken a pragmatic approach to AAM. Interesting that the article says the industry wrote off BETA as being a player in the UAM sub market. Notably, BETA developed their own vertiports that signaled they would both support other OEM operations, but could vertically integrate both products to provide a more complete solution for operators. Now they are making good on that long term bet by finalizing their eVTOL. Still a long way to go, but they’ve made excellent progress! #aam #beta #singleseatconsulting
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Paul Pocialik
Funny how all of these luminaries have now come to the conclusion that RAM represents a much better business opportunity than UAM. It gets even worse when Mark Moore, the highly opinionated and proclaimed father of the eVTOL recently dismissed UAM as a "shiny object" that is usurping attention from RAM. There are some good insights articulated in this article but I'll take the conversation a step further and suggest the following... 1️⃣ The only potentially viable business case for the eVTOL for commercial transport of passengers in an urban setting (UAM) is the air shuttle servicing fixed routes on a scheduled basis and cherry-picked for likely demand. Many will recognize the airport shuttle like the one proposed by Archer to connect Manhattan and Newark International as a prime example of this. This is a Part 135 commuter operation which most assuredly affords better load factors and utilization than the on-demand air taxi use case where the passenger dictates the origin and destination (O-D pair) and time of travel. The problem is, the TAM for the air shuttle is miniscule compared to the air taxi opportunity which is the pot of gold at the end of the UAM rainbow the evangelists insist is there for the taking. 2️⃣ Based on point 1 above, both the FAA and NASA who is serving as their trusted advisor should begin to de-emphasize the passenger-carrying variant of UAM for the very near-term. This since it obviously won't get off the ground with the eVTOL as the work horse on a scale originally envisioned. It almost seems like their efforts to date have taken us down a questionable path which common sense says is a silly one - the eVTOL won't mitigate congestion or democratize travel for the everyday urban commuter like we were sold. This doesn't mean they should abandon UAM altogether but I think it would be wise to limit their efforts to facilitating Innovate28 in the LA market as proof point, which clearly represents the best opportunity for UAM overall. 3️⃣ Looking back at what has transpired with the UAM paradigm over the last 8 years I think it comes down to this. The vision emerged from enthusiasts at NASA. This vision was subsequently hijacked by opportunists at Uber. The opportunists were followed by financial engineers that found a way to capitalize on questionable SPAC rules for personal enrichment. Regardless if you believe this or not, the FAA and NASA should move to put the breaks on UAM until the benefits can be proven out via the Innovate28 program currently planned for rollout in 2028. Proponents of UAM shouldn't fret - sometimes the equivalent of a rain delay can work wonders - just ask the Chicago Cubs when they finally won the pennant. 4️⃣ UAM can be a thing, but it's not going to look anything like the evangelists have conjured up. And it may not be as electrified as some would have you believe. Now let's see how long it takes the luminaries and Generative AI to pick up on this diatribe ;) #UAM #RAM #AAM #eVTOL
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Magnus Falk
Good morning "With a little help from my friends" seems to be the tunes in eVTOL. The race to EIS and production is on-going and even though there are doubters and critics out there, I think that the link with automotive manufactures such as Stellantis for Archer and Toyota for Joby is a token of a good idea. If the ramp-up will follow for a vehicle taking four persons and to be manufactured(allegedly) with such a high rate, then automotive pitch is probably needed in the industrialization. https://lnkd.in/dfQ-NC59
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Mark Moore
Archer Midnight Full Transition If you haven't watched the flight showing Archer Midnight's full transition it is well worth taking a look. What impresses me about this flight is how smooth every aspect of control is across the entire transition to fully wing-borne flight; this can't be said about some of the other few who have transitioned their eVTOL. It's also interesting to note that this is a much bigger eVTOL than others, flying at 6,500 lbm they are showing a full 5 person payload capability. I understand how some have been skeptical up to now from not being able to see evidence of their progress, but I think at this point Archer is clearly showing itself to be a front runner with Joby. The key difference between Archer and Joby is the speed of execution, which has let them get to the same value, but at a far lower program time and cost. This has been a 5 year path from the start for Archer, while executing/transitioning two different aircraft models. Joby is currently 9 years into it's development program of the S4. Both are impressive, but Joby has raised about twice as much funding at this point for a similar proof point. I am confident that Joby continues to have the quieter aircraft, but I'm also confident that Archer presents the better investor value in terms of lower investment dilution, with an equal or better opportunity for market share. I say a potential better opportunity than Joby for increased sales because of the difference in their business model execution. This past year I've been engaging with a lot of international customers in emerging markets, which is where the early revenue opportunities exist to provide momentum for early adopters to scale manufacturing to 500 units/year. I'm surprised by the amount of interest by high net worth individuals across these markets in direct purchasing. I've tended to dismiss direct sales because I see so much more opportunity in airport shuttle and other high utilization operations. But a mere 100 sales translates to $500M in revenue in the early years. And there is literally no one else who will be competitive in direct sales Joby insists on owning/operating its own fleet. Beta is distracted with their eCTOL for several years. eHang and Volocopter have almost no utility and clearly won't appeal to affluent sales as the Yugo's of eVTOL. Chinese eVTOLs are not going to be sold outside of China and wouldn't have strong appeal. And Lilium doesn't have the ability to operate from anything but improved Vertiports/Airports with significant setback distances because of their high discloading not allowing for soft field/unprepared locations where affluent customers want to go because any small rock/FOD will be thrown hundreds of feet from their hurricane force downwash velocities. So until at least at 2030, it looks like Archer will own the luxury eVTOL private sales market, with perhaps 1000+ total sales over that 5 year period... Congrats Adam Goldstein Nikhil Goel
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Terry Trevino
Fluidics! In an unmagnetized plasma, an electromagnetic electron wave is simply a light wave modified by the plasma. In a magnetized plasma, there are two modes perpendicular to the field, the O and X modes, and two modes parallel to the field, the R and L waves. Imagine, if you will, a duality but variable as well… as differing waves are attracted or repelled, my guess is we would witness matter changing form but not mass. Well, maybe mass too… I know this post I shared is about sound waves, but seeing wave mechanics in action is super cool! References: Chen, Francis (1984), Gurnett, Donald A. (2017), D. Gary Swanson, Plasma Waves, Academic Press, 1989. Link to Gurnett, Donald A. (2017) Trevino: Theoretical rant about mass transfer, which supposedly can't be done! Notwithstanding, where is all the dark matter originating/emitting/emanating? And would a Variable Duality in a magnetic filed line experience mass transfer?
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8 Comments -
Mikkel K.
How it feels when everything goes wrong: (The hardships of hardware development) [𝗽𝗮𝗿𝘁 5] I have to rewind from the spring of 2023 to the fall 2022. We hired an agent to help us fundraise in the fall of 2022. The agreement was the first part of the money on our account in February. When they failed to do that, our own investors pulled the bridge financing. Now we had 3 months before we ran out of money. It was fair enough. We had struggled with motor problems for 6 months. The progress on the flying prototype seemed very little. In the end, we found out there were manufacturing errors on them. The countdown timer is 3 months now. Fugg!! Well, Travis James Mathers and I were not ready to give up. We geared up, prepared ourselves for war. I had to fire the whole team due to Danish rules around responsibility. Here is the status at this point: - A fired team with 3 months of resignation, - A prototype with motors that had been causing problems - There is no regulatory approval to fly outside. Okay, here we go! We put in all our efforts to get regulatory approval so we could fly outside and do a demonstration for a potential customer, which would probably get us our bridge financing back. 1.5 months later, we got our regulatory approval as the only ones in Europe able to do onshore and offshore operations with this heavy drone for cargo delivery for wind turbines. 2 months later, we fly outside for the second time, and at about 25 meters of height, we have a small glitch on a motor that causes instability that makes the drone crash into the ground. At this point, all the escape hatches are open for us to jump into and give up. Double FUGG!! Follow me for the next part of the story. If you love what you do, fight for it with everything you have. -MK
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107 Comments -
Bill Johnson
Autonomous operations of the UAM eVTOLs has always been the goal for most of the operators/OEMs. Wisk designs it's vehicle from the outset to be uncrewed. Now Joby's partnership integrates the long standing expertise of Xwing into it's camp. This shows that Joby will not simply enter the market and sit on it's position. The article also correctly points out that the DoD customers will be very interested in uncrewed systems that could transport personnel across the battlespace, thereby reducing the need to train more pilots in the future. Joby looks to be continuing their dominance and lead in the UAM market. As this will most likely be the last to provide scaled operations, it is good that they continue to open near term markets like the DoD while looking at long term cost of operations reductions with autonomy. Smart move! #aam #joby #singleseatconsulting
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Kraettli Lawrence Epperson
The news is out about Vigilant Aerospace's new project to develop a distributed version of FlightHorizon! What does this mean, you ask? Isn't the software already "distributed"? Isn't it already hosted in the cloud for most clients? Yes and no. Yes, we deliver a standards-compliant automatic detect-and-avoid system for UAS of all sizes with either ground-based or onboard sensors. We've done that for a long time now for a wide variety of users. Yes, the system provides UTM functions and is compliant as a USS with ASTM F3548-21. Yes, the system is fully hosted and managed for most commercial clients (not including our military and NASA users, who tend to do their own thing...). But now we are adding the ability to manage, aggregate and fuse data from an unlimited number of remote sensors and data sources. We are integrating new and larger air traffic surveillance radars at key locations on our network. And we are doing pilot projects with major national programs, like the federally funded Skyway Range project in north central Oklahoma. So yes, it is a lot of new work with several partners and a lot of moving parts. And I'm delighted that we can finally share this project publicly! Thanks to our partners: Oklahoma State University , Oklahoma Aerospace Institute for Research and Education , Oklahoma Center for the Advancement of Science and Technology (OCAST) , Jamey Jacob, Jennifer McGrail, Cody Cramer, M. S., Zach Peterson, DeTect, Inc., Tulsa Innovation Labs, DronePort Network Want to know more? You can read the details here: https://lnkd.in/dNBAVzEe
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4 Comments -
Ryan Beall
Thought Experiment of the day: Elon's Idiot Index = Cost of a part or finished product divided by cost of its component raw materials at commodity level. I've seen a recent big push in the defense tech space focusing on making big leaps in production efficiency by optimizing production costs (labor) through automation and additive manufacturing. So much so that there are over a dozen of Venture backed startups on this very thesis alone. Here's the interesting finding: Sample Chinese COTS UAS hardware = $19 MSRP After going chip for chip through the bill of materials, Digikey (USA distributor of surface mount components) is charging $50 for just the raw materials. This doesn't include PCB, PCBA, shipping, Software, QA/QC, overhead etc. Food for thought. Got to look further left in your prod cycle folks.
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5 Comments -
Paul Pocialik
Is anyone else wondering how easily UAM can be integrated into the airspace over major metropolitan areas? This considering launch cities like LA, NYC and San Francisco are often blanketed by controlled airspace requiring the operator to coordinate with air traffic control (ATC) for safe and efficient operation. Issues can arise when ATC dictates a change in plans that can mess things up for the individual operator - a scenario that will prove even more problematic with a high tempo of operations expected with UAM at scale. The network of routes recently revealed by Archer for the San Francisco area including Oyster Point as a key hub for service to Napa, San Jose, Livermore, and Oakland will test the ability of the FAA to support the passenger-carrying eVTOL as an intra-urban transportation option. Since Oyster Point lies smack dab in the middle of the Class B airspace that surrounds San Francisco International Airport (SFO), Archer must get approval from ATC for each and every departure and inbound flight using this airspace. And since these flights will be conducted under visual flight rules (VFR) clearance is not guaranteed - authorization often depends on how busy ATC is at the time. I think departures to Napa every 15 minutes as suggested here is a bit ambitious and may exceed the ability of ATC to accommodate a similar level of activity for all routes to and from Oyster Point, totaling 32 flights per hour. This represents a healthy dose of additional workload for ATC who some argue is already stretched to their limit. This situation poses a risk for a well synchronized, high tempo operation which will suffer if access to Class B is either delayed or not forthcoming, probably leading to dissatisfaction on the part of passengers as well as a loss of operational efficiency for Archer. Use of charted helicopter routes or other similar constructs embedded in Class B airspace can help alleviate this situation since this facilitates structured and efficient communication between ATC and the operator, and the mission is more likely to garner quick approval. But unlike NYC and LA, San Francisco does not have any charted helicopter routes as currently published by the FAA. And formally papering these routes is no small feat, requiring the input and concurrence of several groups each with their own interests to promote. Industry focus has recently shifted to the need for construction of vertiports to make the UAM dream come true, but few enthusiasts recognize the need for complementary changes to the airspace as well. Oyster Point may turn out to be the canary in the coal mine in this regard. #eVTOL #UAM #airtaxi
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40 Comments -
Riley Hutchinson
“AWS for CNC Machining” - this is Machiineit's north star. After talking with dozens of VCs, entrepreneurs, shop owners, and consultants, we’ve decided to take our first real steps toward building the dream by bootstrapping a “job shop” into existence. Many people have advised against VC money at this stage and have encouraged us to instead use our combined 36 years of aerospace precision machining experience to just “build a great shop.” In committing to this, our goals are to: - Have a real production environment to develop and test our software. - Work with contract CAM programmers to ensure our systems and processes are optimized for remote programming. - Use the “latest and greatest” off-the-shelf software and technology to be as tech-forward, lean, and profitable as possible. - Cash flow our way to growth. We’ve allocated about $100k to purchasing machines, tooling, and a CMM. With all of this said, we’d like to talk with people who need parts made. There is no sense in purchasing machines without knowing the work that will go on them. So, if you need parts machined and are willing to take a chance on two aerospace guys from Portland, please reach out! #CNC #Machining #Manufacturing #Reindustrialize #Gcode #Vericut #Startup
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Paul Rossi
Can you tell if the pilot has a Bose Corporation or a David Clark Company Incorporated headset on? Situational awareness is greatly improved by having a Ground Control Station (GCS) that ingests ADS-B in and displays manned aircraft on the operators map while also overlaying the aircraft directly on the user interface through augmented reality. Many of the Beyond Visual Line of Sight (BVLOS) operations at this point are going to require the drone, dock/nest/garage/hub/cradle and/or GCS to have the ability to ingest ADS-B as a layered approach to Detect-and-Avoid. The conceptual development of the ADS-B System began in the early 1990s. Over the next 15 years, fundamental system-level decisions and global standards for aircraft and ground equipment were established and developed. An implementing rule for the National Airspace System (NAS) was finalized in 2010. By 2014, the Federal Aviation Administration (FAA) had put ADS-B ground systems in place, appropriately linked to air traffic control (ATC) automation platforms. Check out ADSBexchange.com to better understand how the combination of hardware and software has been helping airplanes safely navigate the skies since before commercial off the shelf drones. I am confident that in 35 years, when I am 70, there will be robust solutions in place to support UAS operations we haven't even considered yet. #drone #deconfliction #airspace #northcarolina #plane #flying #future #exchange #adsb Nine Ten Drones, LLC
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eVTOL Insights
Southwest Airlines and Archer have signed a memorandum of understanding to develop operational plans for electric air taxi networks utilizing Archer’s eVTOL aircraft at #California airports where Southwest operates. Both companies intend to collaborate on a Concept of Operations that lays the foundation for integrated electric air taxi networks, which would support California airports and the surrounding communities that Southwest serves. Southwest is the Golden State’s largest air carrier and operates at 14 airports across the state. This collaboration will include partnering with Southwest employees and respective unions, including Southwest Airline Pilots Association (SWAPA), to maintain and improve efficient operations. https://lnkd.in/eKycTyDw #evtolinsights #southwestairlines #archeraviation #evtol #midnight #airtaxi #usa #electricaviation #advancedairmobility
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Ricky Sandhu
Urban-Air Port invested heavily in studying the aerodynamics of the latest and converging eVTOLs in order to provide enhanced landing infrastructure. In order to explain the inherent & significant advantages of Urban-Air Port’s multi-patented systems, one needs to see the problem! Business as usual for these extraordinary new aircraft is not sufficient. Delve into the below video and keep an eye on Urban-Air Port’s page to learn more how they solve some the biggest issues for vertiport developers from safety, operational efficiency, capacity, noise reduction, and the biggest issue of all >> dealing with the downwash & outwash quickly, on as little #realestate as possible. If you are serious about investing in VTOL vertiport development and / or operations - you should not ignore or hide from this! #technology #innovation #evtol #infrastructure #vertiports #aviation #aerospace #investing Rosberg Ventures Nico Rosberg #aam #uam #smartcities #airports Ferrovial #safety #future #developer
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Mehmet Emre YAZICI
When superimposed on to the other cargo eVTOLs' shadows in the same class, PD250's shadow better indicate the smaller footprint advantage. With its small landing footprint, PD250 can safely land and take-off from unprepared places like; rooftops, backyards or parking lots. Note: Dimensional data for Beta Alia, Pipistrel Nuuva V300, ElroyAir Chaparral, eHang 216 Cargo and Volocopter Volodrone are obtained from open sources. Actual data may differ.
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Bill Johnson
Good read explaining Manta’s business strategy. Using their hybrid electric VTOL/STOL aircraft they will look at short RAM routes. Seems reasonable, thought the limited passengers sizes seem to limit revenue production unless they can create a large number of flights per day. Still this is a company to watch closely. #aam #manta #singleseatconsulting
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