Ту-155
Бывший
Сам небось и сломал.
Надо было и в бизнесе сломать, пересадили бы в первый наверх.
А летел бы один - то и в спальник к стюре! Уа-ха-ха!
Зарубежный авиапром - обсуждение общих вопросов
Надо было и в бизнесе сломать, пересадили бы в первый наверх.
А летел бы один - то и в спальник к стюре! Уа-ха-ха!
G8000
Старожил
я на работе своим рассказал, те всё, захожу в самолет и превым делом ломаю свою кресло и требую бизнессСам небось и сломал.
Надо было и в бизнесе сломать, пересадили бы в первый наверх.
А летел бы один - то и в спальник к стюре! Уа-ха-ха!
astoronny
Probatorem orbis terrarum
Профи!
Stalevar
Горячий финский парень
)))
Ту-155
Бывший
Обратно экономом и летел. Так оно и есть.
astoronny
Probatorem orbis terrarum
"Вечно пьяный, вечно сонный техник авиационный" на такие далеко идущие коварства не способен...
Да ведь свои ручки чешутся "восстановить справедливость"!
"...бздынь! Сказала японская пила...
"Ааааа!! *ука!! -- сказали сибирские лесорубы..." (ц)
G8000
Старожил
EASA proposes to mandate take-off performance monitoring on new-build aircraft
Certain transport aircraft will be required to carry a take-off performance monitoring system to reduce the persistent risk of data-entry and calculation errors, under a new proposal from the European Union Aviation Safety Agency.
The proposed mandate would only apply to new-build aircraft and would be unlikely to take effect until around 2033.
EASA’s measure is being driven by the long-standing threat posed by undetected deviation from expected take-off performance – a situation which can result from incorrect take-off parameters, using the wrong runway intersection, or misconfiguring the aircraft based on erroneous weight-and-balance data.
The proposed monitoring system would use three functions – designated F1, F2 and F3 – to detect problems and alert the crew.
EASA says the F1 function would check errors in take-off parameters, such as inputs to the flight-management system, while F2 would check the aircraft’s position at the beginning of the take-off run. The third function, F3, would provide real-time monitoring of take-off performance.
Serious incidents analysed by EASA included a 100t take-off weight error by the crew of an Air France Boeing 777F
While the installation mandate for functions F1 and F2 would apply to all transport aircraft, the F3 function would only be required for large models – exempting smaller business jets and regional turboprops.
EASA justifies this preferred option by pointing out that the F3 function, real-time monitoring, is the “most complex and most expensive” of the three to implement.
While mandating all three functions could prevent 89% of potential future occurrences involving new aircraft designs, EASA says an analysis of previous incidents and accidents shows none involving smaller aircraft which would have been mitigated by the F3 function, but not by F1 or F2.
It says F3 offers “very limited benefits” for turboprops and executive jets – although business aircraft based on larger airliners would not be excluded.
EASA studied 118 occurrences worldwide spanning 1998-2023, which included 18 accidents – of which five were fatal – and 74 serious incidents.
While a retrofit of in-service aircraft is not being considered, the EASA proposal would apply to new-build airframes of already-certified aircraft types as well as new designs.
This would effectively double the number of compliant aircraft in the global fleet by 2058, some 25 years after implementation.
EASA is inviting comments on its proposals, setting a submission deadline of 3 October.
The proposed mandate would only apply to new-build aircraft and would be unlikely to take effect until around 2033.
EASA’s measure is being driven by the long-standing threat posed by undetected deviation from expected take-off performance – a situation which can result from incorrect take-off parameters, using the wrong runway intersection, or misconfiguring the aircraft based on erroneous weight-and-balance data.
The proposed monitoring system would use three functions – designated F1, F2 and F3 – to detect problems and alert the crew.
EASA says the F1 function would check errors in take-off parameters, such as inputs to the flight-management system, while F2 would check the aircraft’s position at the beginning of the take-off run. The third function, F3, would provide real-time monitoring of take-off performance.
Serious incidents analysed by EASA included a 100t take-off weight error by the crew of an Air France Boeing 777F
While the installation mandate for functions F1 and F2 would apply to all transport aircraft, the F3 function would only be required for large models – exempting smaller business jets and regional turboprops.
EASA justifies this preferred option by pointing out that the F3 function, real-time monitoring, is the “most complex and most expensive” of the three to implement.
While mandating all three functions could prevent 89% of potential future occurrences involving new aircraft designs, EASA says an analysis of previous incidents and accidents shows none involving smaller aircraft which would have been mitigated by the F3 function, but not by F1 or F2.
It says F3 offers “very limited benefits” for turboprops and executive jets – although business aircraft based on larger airliners would not be excluded.
EASA studied 118 occurrences worldwide spanning 1998-2023, which included 18 accidents – of which five were fatal – and 74 serious incidents.
While a retrofit of in-service aircraft is not being considered, the EASA proposal would apply to new-build airframes of already-certified aircraft types as well as new designs.
This would effectively double the number of compliant aircraft in the global fleet by 2058, some 25 years after implementation.
EASA is inviting comments on its proposals, setting a submission deadline of 3 October.
Ту-155
Бывший
Это после Индии?
G8000
Старожил
Это связано с ошибкой ввода веса (в том числе) для расчета взлета. В статье упоминается "ошибка" в вводе на 100 тонн веса Air France Cargo. Также на моей памяти известный взлет Emirates A346 в Австралии когда были на волоске от катастрофы. Был большой ремонт у этого самолета, перегоняли его во Францию на малой высоте.
astoronny
Probatorem orbis terrarum
На дорогах во многих всех странах есть "весовые станции" для фур...рррр...
Трудно, что ли, поставить одну на аэропорт перед выкатом на взлетку?!
Вроде как "до килограмма" там вешать не требуется...
Трудно, что ли, поставить одну на аэропорт перед выкатом на взлетку?!
Вроде как "до килограмма" там вешать не требуется...
G8000
Старожил
astoronny
Probatorem orbis terrarum
"А380, у вас перевес! Немедленно срулите на обочину!!! Ауу-ау-ау-аууу!!!"
"Боинг 787, порожняком идете! Нет порожним
G8000
Старожил
Борьба в суде стартапа Zunum против Boeing.
В мае 2024 года вашингтонский федеральный суд признал виновным боинг в краже 11 коммерческих секретов и постановил боинг выплатить ущерб в размере 81 млн дол
В августе того же 2024 года районный судья (как позже выяснится не читсый на руку) James Robart постановил иск в пользу боинг и отклонил все обвинения в адрес боинг. Основание для решения было такое что Zunum недостаточно пометил секреты и из-за этого боинг не мог знать что это представлет ценность для Zunum.
Позже, 14 августа в апеляционном суде США, районный судья пересмотрел решение и установил что имеется достаточно оснований для суда рассматривать иск Zunum проив боинг и перенес рассмотрение в суд низшей инстанции (это конечно легче тому у кого меньше денег для судебных издержек, кто судился тот знает) и назначил новго судью.
Как оказалось судья James Robart вынесший решение в пользу боинг несвоевременно указал что в процессе расмотрения иска в суде его жена приобрела акции боинг через пенсионный счет (что является - конфликтом интересов. гнать таких из судебной системы ссаными тряпками)
Это моя история. А вот
Zunum was developing a hybrid-electric regional aircraft, but shut down after failing to raise funding.
The long-running dispute between failed electric aircraft startup Zunum Aero and Boeing, which resulted in a judge overturning a jury award of $81 million in damages against Boeing for stealing trade secrets, has taken a new twist.
A U.S. appeals court has reinstated the damages award, reversing the district court’s directed verdict in favor of Boeing and sending the case back to the lower court with the instruction that the case be assigned to a different judge. Reuters first reported the decision.
Zunum was founded in 2013 and in 2017 launched development of a 12-passenger hybrid-electric airliner, with Boeing Horizon X Ventures as an investor. The startup folded in 2018 after failing to raise more funds and in 2020 filed a lawsuit accusing Boeing and its suppliers of a targeted and coordinated campaign to gain access to its trade secrets.
In May 2024, a Washington federal jury found Boeing guilty of the “willful and malicious” theft of 11 trade secrets and awarded damages to Zunum. In August 2024, however, U.S. District Court Judge James Robart ruled Boeing had prevailed on all claims and vacated the court’s prior judgment, dismissing the charges and entering a judgment in the airframer’s favor.
In his directed verdict, Robart concluded Zunum had failed to identify its trade secrets with sufficient particularity or present substantial evidence that they were not generally known or readily ascertainable and therefore were valuable to the startup.
On Aug. 14, the U.S. Court of Appeals for the 9th Circuit reversed the district judge’s directed verdict in favor of Boeing, saying Zunum had “provided sufficient specificity for the jury to meaningfully evaluate” whether the trade secrets were protectable, valuable and were used inappropriately by Boeing. The appeals court also reversed the judge’s directed verdict in favor of Boeing on Zunum’s claim of tortious interference in a potential investment in the startup by Safran.
Remanding the case back to the lower court, the appeals court instructed it be assigned to a different judge, saying Robart delayed disclosing his wife had acquired Boeing stock through a retirement account during the litigation.
В мае 2024 года вашингтонский федеральный суд признал виновным боинг в краже 11 коммерческих секретов и постановил боинг выплатить ущерб в размере 81 млн дол
В августе того же 2024 года районный судья (как позже выяснится не читсый на руку) James Robart постановил иск в пользу боинг и отклонил все обвинения в адрес боинг. Основание для решения было такое что Zunum недостаточно пометил секреты и из-за этого боинг не мог знать что это представлет ценность для Zunum.
Позже, 14 августа в апеляционном суде США, районный судья пересмотрел решение и установил что имеется достаточно оснований для суда рассматривать иск Zunum проив боинг и перенес рассмотрение в суд низшей инстанции (это конечно легче тому у кого меньше денег для судебных издержек, кто судился тот знает) и назначил новго судью.
Как оказалось судья James Robart вынесший решение в пользу боинг несвоевременно указал что в процессе расмотрения иска в суде его жена приобрела акции боинг через пенсионный счет (что является - конфликтом интересов. гнать таких из судебной системы ссаными тряпками)
Это моя история. А вот
Zunum was developing a hybrid-electric regional aircraft, but shut down after failing to raise funding.
The long-running dispute between failed electric aircraft startup Zunum Aero and Boeing, which resulted in a judge overturning a jury award of $81 million in damages against Boeing for stealing trade secrets, has taken a new twist.
A U.S. appeals court has reinstated the damages award, reversing the district court’s directed verdict in favor of Boeing and sending the case back to the lower court with the instruction that the case be assigned to a different judge. Reuters first reported the decision.
Zunum was founded in 2013 and in 2017 launched development of a 12-passenger hybrid-electric airliner, with Boeing Horizon X Ventures as an investor. The startup folded in 2018 after failing to raise more funds and in 2020 filed a lawsuit accusing Boeing and its suppliers of a targeted and coordinated campaign to gain access to its trade secrets.
In May 2024, a Washington federal jury found Boeing guilty of the “willful and malicious” theft of 11 trade secrets and awarded damages to Zunum. In August 2024, however, U.S. District Court Judge James Robart ruled Boeing had prevailed on all claims and vacated the court’s prior judgment, dismissing the charges and entering a judgment in the airframer’s favor.
In his directed verdict, Robart concluded Zunum had failed to identify its trade secrets with sufficient particularity or present substantial evidence that they were not generally known or readily ascertainable and therefore were valuable to the startup.
On Aug. 14, the U.S. Court of Appeals for the 9th Circuit reversed the district judge’s directed verdict in favor of Boeing, saying Zunum had “provided sufficient specificity for the jury to meaningfully evaluate” whether the trade secrets were protectable, valuable and were used inappropriately by Boeing. The appeals court also reversed the judge’s directed verdict in favor of Boeing on Zunum’s claim of tortious interference in a potential investment in the startup by Safran.
Remanding the case back to the lower court, the appeals court instructed it be assigned to a different judge, saying Robart delayed disclosing his wife had acquired Boeing stock through a retirement account during the litigation.
Последнее редактирование:
A_Z
Старожил
Тензометрические датчики в стойках придумали лет сто назад.
Почему не пользуются, я не в курсе.
G8000
Старожил
Возврат к эпохе "политических" продаж самолетов. Richard Aboulafia
цитата
The World Trade Organization Agreement on Trade in Civil Aircraft (ATCA) clearly states that “purchasers of civil aircraft should be free to select suppliers on the basis of commercial and technological factors.” It also stipulates that “signatories shall not require airlines, aircraft manufacturers or other entities engaged in the purchase of civil aircraft, nor exert unreasonable pressure on them, to procure civil aircraft from any particular source, which would create discrimination against suppliers from any Signatory.”
Government-directed jetliner sales are back. Qatar and the United Arab Emirates signed large orders during President Donald Trump’s Middle East trip in May (see photo), and Poland’s LOT Airlines selected Airbus A220s over Embraer 195s in June in a very politicized selection process
The use of high politics as a sales tool stands to transform the airliner market landscape, but it is nothing new. In the 1970s and 1980s, Europe used political pressure to promote Airbus’ emergence, and the U.S. responded in kind.
Government-to-government and government-to-airline commercial aircraft sales gradually diminished with global free trade agreements in the 1980s and 1990s. The Clinton administration’s aggressive 1993 Saudi Arabia sales campaign, in retrospect, was the end of an era.
In fact, one of these free trade agreements banned government-directed airliner sales campaigns outright. The World Trade Organization Agreement on Trade in Civil Aircraft (ATCA) clearly states that “purchasers of civil aircraft should be free to select suppliers on the basis of commercial and technological factors.” It also stipulates that “signatories shall not require airlines, aircraft manufacturers or other entities engaged in the purchase of civil aircraft, nor exert unreasonable pressure on them, to procure civil aircraft from any particular source, which would create discrimination against suppliers from any Signatory.” ATCA bans aircraft trade tariffs between signatories, too, so other features of this treaty are under attack as well.
The only major market where governments have played a key role in airliner sales in recent decades has been China. Even there, government purchase announcements often serve as a final approval stage of airline-determined purchases. (China is not an ATCA signatory, but it does have observer status.)
If the Qatar, Etihad and LOT agreements are harbingers of further market politicization, government involvement in airliner sales will shape the industry in three ways—none of them good.
First, politicized sales lead to bad economic consequences. Airlines do best when they can select the right equipment at the best price. Just as military effectiveness can be impaired when weapon choices are limited to less capable manufacturers, politicians can saddle airlines with aircraft that are less efficient for their particular networks.
Hence, airlines have liked ATCA and disliked the idea of being strong-armed into buying specific aircraft. ATCA has allowed U.S. airlines to buy Airbus aircraft and European carriers—even Air France—to become some of Boeing’s largest customers. Even in China, airlines work to select their own aircraft despite government interference. The saying goes, “The emperor is far, and the mountains are high.”
Political interference in airline purchase decisions also would induce manufacturer complacency. Why try as hard to innovate with new technologies and products when government salesmanship helps protect markets?
Second, politicizing aircraft sales puts manufacturers at risk of being blindsided by geopolitical developments. As a former Boeing executive once told me, “We’re the designated hostage in any trade standoff.”
Today, the U.S. is in the middle of any number of trade standoffs. China, the world’s largest export airliner market, has overwhelmingly favored Europe and Airbus since the first Trump administration, and there are few signs of this changing. India, hit by some of the highest import tariffs proposed by Trump, also is likely to retaliate by continuing to favor Airbus.
Securing a few additional orders from countries in the Middle East would be some consolation, but the Gulf superconnector airlines tend to buy in roughly equal numbers from Airbus and Boeing, and Trump-related sales are unlikely to signal a shift.
Continuing to lose out in China and India would be very damaging for Boeing’s market share. In the long run, these political winds could shift, putting Europe at a disadvantage, but for now, Boeing and its suppliers are at greater risk.
Finally, politicizing jetliner sales might produce a big unintended consequence. One new jetliner prime, Comac, has a growing lineup of unproven products, almost zero market share and a minimal global product support and sales presence and potentially very strong national political and economic backing.
If the U.S. and Europe openly abrogate ATCA, normalize the use of politics as a key selling tool again and work to weaken airline purchasing autonomy, China ultimately could be the biggest beneficiary. Indeed, those developments might be Comac’s best hope.
Contributing columnist Richard Aboulafia is managing director at AeroDynamic Advisory.
The use of high politics as a sales tool stands to transform the airliner market landscape, but it is nothing new. In the 1970s and 1980s, Europe used political pressure to promote Airbus’ emergence, and the U.S. responded in kind.
Government-to-government and government-to-airline commercial aircraft sales gradually diminished with global free trade agreements in the 1980s and 1990s. The Clinton administration’s aggressive 1993 Saudi Arabia sales campaign, in retrospect, was the end of an era.
In fact, one of these free trade agreements banned government-directed airliner sales campaigns outright. The World Trade Organization Agreement on Trade in Civil Aircraft (ATCA) clearly states that “purchasers of civil aircraft should be free to select suppliers on the basis of commercial and technological factors.” It also stipulates that “signatories shall not require airlines, aircraft manufacturers or other entities engaged in the purchase of civil aircraft, nor exert unreasonable pressure on them, to procure civil aircraft from any particular source, which would create discrimination against suppliers from any Signatory.” ATCA bans aircraft trade tariffs between signatories, too, so other features of this treaty are under attack as well.
The only major market where governments have played a key role in airliner sales in recent decades has been China. Even there, government purchase announcements often serve as a final approval stage of airline-determined purchases. (China is not an ATCA signatory, but it does have observer status.)
If the Qatar, Etihad and LOT agreements are harbingers of further market politicization, government involvement in airliner sales will shape the industry in three ways—none of them good.
First, politicized sales lead to bad economic consequences. Airlines do best when they can select the right equipment at the best price. Just as military effectiveness can be impaired when weapon choices are limited to less capable manufacturers, politicians can saddle airlines with aircraft that are less efficient for their particular networks.
Hence, airlines have liked ATCA and disliked the idea of being strong-armed into buying specific aircraft. ATCA has allowed U.S. airlines to buy Airbus aircraft and European carriers—even Air France—to become some of Boeing’s largest customers. Even in China, airlines work to select their own aircraft despite government interference. The saying goes, “The emperor is far, and the mountains are high.”
Political interference in airline purchase decisions also would induce manufacturer complacency. Why try as hard to innovate with new technologies and products when government salesmanship helps protect markets?
Second, politicizing aircraft sales puts manufacturers at risk of being blindsided by geopolitical developments. As a former Boeing executive once told me, “We’re the designated hostage in any trade standoff.”
Today, the U.S. is in the middle of any number of trade standoffs. China, the world’s largest export airliner market, has overwhelmingly favored Europe and Airbus since the first Trump administration, and there are few signs of this changing. India, hit by some of the highest import tariffs proposed by Trump, also is likely to retaliate by continuing to favor Airbus.
Securing a few additional orders from countries in the Middle East would be some consolation, but the Gulf superconnector airlines tend to buy in roughly equal numbers from Airbus and Boeing, and Trump-related sales are unlikely to signal a shift.
Continuing to lose out in China and India would be very damaging for Boeing’s market share. In the long run, these political winds could shift, putting Europe at a disadvantage, but for now, Boeing and its suppliers are at greater risk.
Finally, politicizing jetliner sales might produce a big unintended consequence. One new jetliner prime, Comac, has a growing lineup of unproven products, almost zero market share and a minimal global product support and sales presence and potentially very strong national political and economic backing.
If the U.S. and Europe openly abrogate ATCA, normalize the use of politics as a key selling tool again and work to weaken airline purchasing autonomy, China ultimately could be the biggest beneficiary. Indeed, those developments might be Comac’s best hope.
Contributing columnist Richard Aboulafia is managing director at AeroDynamic Advisory.
цитата
The World Trade Organization Agreement on Trade in Civil Aircraft (ATCA) clearly states that “purchasers of civil aircraft should be free to select suppliers on the basis of commercial and technological factors.” It also stipulates that “signatories shall not require airlines, aircraft manufacturers or other entities engaged in the purchase of civil aircraft, nor exert unreasonable pressure on them, to procure civil aircraft from any particular source, which would create discrimination against suppliers from any Signatory.”
G8000
Старожил
Расследователи авиационных властей Голландии не согласны с оценкой риска FAA в отношении эксплуатации двигателя PW4000. Они настояли на пересмотре решения FAA на основании того что FAA не учло ущерб третьим лицам от возможного события.
The FAA’s review of a rare Pratt & Whitney PW4000 failure scenario linked to a 2021 incident that prompted a related safety recommendation from Dutch experts reaffirmed the U.S. agency’s earlier conclusion that the risks fall short of requiring a mandatory fix.
The Dutch safety board in a May 2023 report urged the FAA to re-examine its decision not to mandate a 1993 Pratt service bulletin that addresses a known issue on PW4000 engines . Prolonged exposure to high temperatures can cause PW4000 high pressure turbine (HPT) stage 2 blade outer air seals to deteriorate. This can cause related parts, notably a transition duct, to deteriorate and break apart.
Pratt recommended two related fixes: the March 1993 bulletin to help direct more cool air into the ducts and a November 1993 one recommending installation of improved parts to prevent seal failure. The FAA mandated the second Pratt bulletin via an airworthiness directive (AD), but not the first.
A 2023 Dutch safety board report on a 2021 Longtail Aviation Boeing 747-400 PW4056 engine failure shortly after takeoff from Maastricht Aachen Airport found the problem engine had not undergone the recommended cooling modifications.
While the flight crew shut the damaged engine down and made an uneventful return to Maastricht, debris from the engine rained down on a nearby village, causing injuries and property damage. Dutch investigators expressed concern that regulators may not consider collateral damage risks when evaluating the seriousness of equipment failures near populated areas.
The FAA during the probe told the board that the PW4000 seal duct deterioration issue did not meet the risk threshold of an AD. The Dutch board urged the FAA to “reconsider ... in light of third-party risk” whether the cooling modifications should be mandated.
The FAA’s review prompted a late July non-mandatory safety airworthiness information bulletin (SAIB).
“Although the FAA determined that the failure mode ... does not rise to the level of a safety concern warranting an AD ... it is recognized that incorporating the [cooling] modifications ... plays an important role” in protecting the HPT Stage 2 seals, the July 22 SAIB said. “Therefore, the FAA recommends that operators who have not already done so accomplish the [recommended] actions.”
The European Union Aviation Safety Agency quickly adopted the SAIB.
The FAA declined to detail what led to its conclusion.
“The FAA uses its continued operational safety process to determine the appropriate way to address safety issues,” an agency statement said.
The FAA’s review of a rare Pratt & Whitney PW4000 failure scenario linked to a 2021 incident that prompted a related safety recommendation from Dutch experts reaffirmed the U.S. agency’s earlier conclusion that the risks fall short of requiring a mandatory fix.
The Dutch safety board in a May 2023 report urged the FAA to re-examine its decision not to mandate a 1993 Pratt service bulletin that addresses a known issue on PW4000 engines . Prolonged exposure to high temperatures can cause PW4000 high pressure turbine (HPT) stage 2 blade outer air seals to deteriorate. This can cause related parts, notably a transition duct, to deteriorate and break apart.
Pratt recommended two related fixes: the March 1993 bulletin to help direct more cool air into the ducts and a November 1993 one recommending installation of improved parts to prevent seal failure. The FAA mandated the second Pratt bulletin via an airworthiness directive (AD), but not the first.
A 2023 Dutch safety board report on a 2021 Longtail Aviation Boeing 747-400 PW4056 engine failure shortly after takeoff from Maastricht Aachen Airport found the problem engine had not undergone the recommended cooling modifications.
While the flight crew shut the damaged engine down and made an uneventful return to Maastricht, debris from the engine rained down on a nearby village, causing injuries and property damage. Dutch investigators expressed concern that regulators may not consider collateral damage risks when evaluating the seriousness of equipment failures near populated areas.
The FAA during the probe told the board that the PW4000 seal duct deterioration issue did not meet the risk threshold of an AD. The Dutch board urged the FAA to “reconsider ... in light of third-party risk” whether the cooling modifications should be mandated.
The FAA’s review prompted a late July non-mandatory safety airworthiness information bulletin (SAIB).
“Although the FAA determined that the failure mode ... does not rise to the level of a safety concern warranting an AD ... it is recognized that incorporating the [cooling] modifications ... plays an important role” in protecting the HPT Stage 2 seals, the July 22 SAIB said. “Therefore, the FAA recommends that operators who have not already done so accomplish the [recommended] actions.”
The European Union Aviation Safety Agency quickly adopted the SAIB.
The FAA declined to detail what led to its conclusion.
“The FAA uses its continued operational safety process to determine the appropriate way to address safety issues,” an agency statement said.
Последнее редактирование:
G8000
Старожил
XTI Aero Touts Progress on TriFan 600 VTOL Aircraft
Company raised $18.4 million through public offering in June
www.ainonline.com
During the second quarter of 2025, XTI finalized its digital model for the latest configuration of the TriFan 600 VTOL aircraft. © XTI Aerospace
Company raised $18.4 million through public offering in June
XTI Aerospace Touts Progress on TriFan 600 VTOL Aircraft | AIN
Company raised $18.4 million through public offering in June
www.ainonline.com
During the second quarter of 2025, XTI finalized its digital model for the latest configuration of the TriFan 600 VTOL aircraft. © XTI Aerospace
XTI Aerospace cited steady progress on the development of its turbine-powered TriFan 600 vertical takeoff and landing (VTOL) aircraft in a quarterly financial report released on Friday. However, the company still has not announced a targeted timeline for FAA type certification and service entry for the six-passenger TriFan 600, which has been in development since 2013. According to XTI, the TriFan 600 will combine the versatility of a helicopter with the speed and range of a business jet, cruising at 270 knots for up to 1,000 miles.
The Englewood, Colorado-based company closed the second quarter with $20 million in cash, nearly five times what it held six months earlier. This increase was primarily the result of a $16 million public offering the company completed in June and another $2.4 million it subsequently raised by exercising over-allotment options in July. Its operating expenses for the first half reached nearly $22 million, up from $8.2 million in the same period last year.
“During the second quarter, we made measurable strides toward our goal to bring the TriFan 600 to market as a game-changing aircraft for both commercial and defense applications,” said XTI chairman and CEO Scott Pomeroy. “Our engineering teams achieved foundational milestones, from finalizing the global finite element model (GFEM) for the latest configuration to selecting drivetrain supplier-partners, all while progressing critical FAA certification efforts.”
Completed in April, the GFEM is a detailed digital twin of the TriFan 600 that allows engineers to analyze the aircraft’s structural integrity and load distribution. Following the GFEM’s completion, XTI appointed three partners in May to design and manufacture the aircraft’s powertrain, which will use an as-yet-unspecified pair of turboshaft engines to power the aircraft’s three ducted fans.
“We also leveraged some of the most powerful computing resources in the world, including the U.S. Department of Energy’s Frontier supercomputer, to accelerate aerodynamic analysis and optimize our design ahead of wind tunnel testing,” Pomeroy added. “We opened a dedicated prototyping and innovation lab to fast-track subscale model testing and flight control development, and entered into a memorandum of understanding with VerdeGo Aero to explore hybrid-electric propulsion solutions for future variants.”
Kicking off the third quarter, XTI signed a memorandum of understanding with MagLev Aero on July 3 to evaluate the integration of MagLev’s HyperDrive magnetic propulsion technology into its hybrid-electric aircraft architecture.
The company also reported in July that it had met with the FAA to complete a series of reviews in support of type certification. In March, the company said the FAA had begun the G-1 issue paper process to establish the basis for type certification of the TriFan 600. It is preparing a subscale prototype nicknamed “Kestrel” but has not specified when it will be ready for flight testing. A 65% scale technology demonstrator achieved its first flights in 2019.
“We believe the combination of technical progress, a strengthened balance sheet, and a growing network of industry partners sets the stage for reopening TriFan 600 pre-sales and moving toward first flight and type certification,” Pomeroy said.
Since launching its pre-sales program in 2017, XTI has secured more than 700 conditional pre-orders for the TriFan 600 worth a total of around $7 billion. According to XTI’s quarterly financial report (Form 10-Q), the company has received approximately $1.4 million in deposits from those conditional pre-orders, which include a combination of non-binding aircraft purchase agreements, reservation deposit agreements, options, and letters of intent. Most recently, XTI announced an order from Mesa Air Group for up to 100 TriFan 600s in June 2024.
The Englewood, Colorado-based company closed the second quarter with $20 million in cash, nearly five times what it held six months earlier. This increase was primarily the result of a $16 million public offering the company completed in June and another $2.4 million it subsequently raised by exercising over-allotment options in July. Its operating expenses for the first half reached nearly $22 million, up from $8.2 million in the same period last year.
“During the second quarter, we made measurable strides toward our goal to bring the TriFan 600 to market as a game-changing aircraft for both commercial and defense applications,” said XTI chairman and CEO Scott Pomeroy. “Our engineering teams achieved foundational milestones, from finalizing the global finite element model (GFEM) for the latest configuration to selecting drivetrain supplier-partners, all while progressing critical FAA certification efforts.”
Completed in April, the GFEM is a detailed digital twin of the TriFan 600 that allows engineers to analyze the aircraft’s structural integrity and load distribution. Following the GFEM’s completion, XTI appointed three partners in May to design and manufacture the aircraft’s powertrain, which will use an as-yet-unspecified pair of turboshaft engines to power the aircraft’s three ducted fans.
“We also leveraged some of the most powerful computing resources in the world, including the U.S. Department of Energy’s Frontier supercomputer, to accelerate aerodynamic analysis and optimize our design ahead of wind tunnel testing,” Pomeroy added. “We opened a dedicated prototyping and innovation lab to fast-track subscale model testing and flight control development, and entered into a memorandum of understanding with VerdeGo Aero to explore hybrid-electric propulsion solutions for future variants.”
Kicking off the third quarter, XTI signed a memorandum of understanding with MagLev Aero on July 3 to evaluate the integration of MagLev’s HyperDrive magnetic propulsion technology into its hybrid-electric aircraft architecture.
The company also reported in July that it had met with the FAA to complete a series of reviews in support of type certification. In March, the company said the FAA had begun the G-1 issue paper process to establish the basis for type certification of the TriFan 600. It is preparing a subscale prototype nicknamed “Kestrel” but has not specified when it will be ready for flight testing. A 65% scale technology demonstrator achieved its first flights in 2019.
“We believe the combination of technical progress, a strengthened balance sheet, and a growing network of industry partners sets the stage for reopening TriFan 600 pre-sales and moving toward first flight and type certification,” Pomeroy said.
Since launching its pre-sales program in 2017, XTI has secured more than 700 conditional pre-orders for the TriFan 600 worth a total of around $7 billion. According to XTI’s quarterly financial report (Form 10-Q), the company has received approximately $1.4 million in deposits from those conditional pre-orders, which include a combination of non-binding aircraft purchase agreements, reservation deposit agreements, options, and letters of intent. Most recently, XTI announced an order from Mesa Air Group for up to 100 TriFan 600s in June 2024.
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FAA Approves Special Conditions for ZeroAvia’s Electric Propulsion System
U.S. regulator signs ZeroAvia’s P-1 special conditions issue paper
www.ainonline.com
The FAA has awarded ZeroAvia a signed P-1 special conditions issue paper pertaining to the certification of its 600-kilowatt electric propulsion system (EPS), the company announced on August 19.
Originally developed as a key element in ZeroAvia’s planned ZA600 hydrogen-electric powertrain retrofit for regional turboprops, the 600-kilowatt motor is one of several components that the company recently decided to start selling to other aerospace companies developing electric, hydrogen-powered, or hybrid aircraft. The company holds 45 patents for its electric and hydrogen fuel cell propulsion system components and has another 200 patent applications pending in the U.S. and Europe.
In February, the FAA and ZeroAvia finalized the G-1 certification basis for the 600-kilowatt EPS. ZeroAvia is producing its component line, including the EPS, in a facility at Paine Field in Everett, Washington. The newly approved P-1 issue paper establishes the special conditions that apply to the EPS and will be scrutinized during the FAA certification process.
According to ZeroAvia, once the FAA’s special conditions ruling is finalized, it will determine the means of compliance that outline how the EPS will meet those conditions during the next certification stage. The FAA will publish a notice of proposed special conditions in the Federal Register for public comment.
“Getting this electric propulsion system certified and into service will be a monumental leap in the next great transition in aviation: from fossil fuel combustion to electric aviation,” said ZeroAvia founder and CEO Val Miftakhov. “Electrifying aviation will deliver a step change in efficiency plus steep reductions in operating costs by overcoming volatile fuel prices and the costly maintenance of complex, high-intensity combustion engines.”
“Air travel has been bringing the world together for more than a century, but we can do better for passengers trying to get to and from underserved communities, hours away from a hub airport,” he continued. “ZeroAvia and others in advanced air mobility are laying the groundwork to connect more people, more affordably, and to more places.”
U.S. regulator signs ZeroAvia’s P-1 special conditions issue paper
FAA Approves Special Conditions for ZeroAvia’s Electric Propulsion System | AIN
U.S. regulator signs ZeroAvia’s P-1 special conditions issue paper
www.ainonline.com
The FAA has awarded ZeroAvia a signed P-1 special conditions issue paper pertaining to the certification of its 600-kilowatt electric propulsion system (EPS), the company announced on August 19.
Originally developed as a key element in ZeroAvia’s planned ZA600 hydrogen-electric powertrain retrofit for regional turboprops, the 600-kilowatt motor is one of several components that the company recently decided to start selling to other aerospace companies developing electric, hydrogen-powered, or hybrid aircraft. The company holds 45 patents for its electric and hydrogen fuel cell propulsion system components and has another 200 patent applications pending in the U.S. and Europe.
In February, the FAA and ZeroAvia finalized the G-1 certification basis for the 600-kilowatt EPS. ZeroAvia is producing its component line, including the EPS, in a facility at Paine Field in Everett, Washington. The newly approved P-1 issue paper establishes the special conditions that apply to the EPS and will be scrutinized during the FAA certification process.
According to ZeroAvia, once the FAA’s special conditions ruling is finalized, it will determine the means of compliance that outline how the EPS will meet those conditions during the next certification stage. The FAA will publish a notice of proposed special conditions in the Federal Register for public comment.
“Getting this electric propulsion system certified and into service will be a monumental leap in the next great transition in aviation: from fossil fuel combustion to electric aviation,” said ZeroAvia founder and CEO Val Miftakhov. “Electrifying aviation will deliver a step change in efficiency plus steep reductions in operating costs by overcoming volatile fuel prices and the costly maintenance of complex, high-intensity combustion engines.”
“Air travel has been bringing the world together for more than a century, but we can do better for passengers trying to get to and from underserved communities, hours away from a hub airport,” he continued. “ZeroAvia and others in advanced air mobility are laying the groundwork to connect more people, more affordably, and to more places.”
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