AAMs and big iron
Advanced air mobility enters the GA conversation
But at last year’s National Business Aviation Association Business Aviation Convention and Exhibition, a panel discussion dubbed “Tomorrow’s Flight Department—The Opportunities and Challenges of AAM Integration” addressed the topic. Kristen Costello, senior director of flight compliance at Drone Up, which represents drone-based package delivery systems, said that today’s AAMs will have to face some of the same challenges that are now facing the unmanned aircraft systems (UASs), namely air traffic management and regulatory challenges.
“AAM operations, at least in the near term, will look a lot like those of traditional aircraft,” said Paul McDuffee, an executive operational analyst for Hyundai’s Supernal AAM project. “There’s a lot of discussion now about what can be accomplished in the near-term...Right now the lens is kind of narrowing down to the period from roughly from now to 2030, and how we can operate in an effective way to satisfy our investors over the next seven years.”
“AAM operations, at least in the near term, will look a lot like those of traditional aircraft.” —Paul McDuffeeThis doesn’t sound like any sort of competition with traditional turbine-powered operations, which continues its impressive post-pandemic growth. Demand for owner-flown, charter, fractional, and corporate turboprops and jets continues to expand. “Early adopters of AAMs will be the military, medevac, and package delivery services,” said industry analyst Brian Foley. “For example, the military can write its own rules…and AAMs will cut their teeth on package delivery.”
Even so, some AAM companies are planning on selling to operators of conventional helicopters (like Blade Air Mobility) or running vertically integrated organizations (like Joby) that will both manufacture and essentially charter their own Uber-like fleet.
One thing’s for sure. The sustainability bug has bitten hard, and ecologically friendly policies are in the ascendant. NBAA and its industry partners have committed to net-zero carbon emissions by 2050. With electrically powered, hybrid-electric, and hydrogen-powered aircraft this goal is easier to achieve. Their promise of eventual growth into bona fide roles as mainstream corporate, regional, and other commercial transport is attractive. That’s why eVTOLs are on display at what once was an overwhelmingly big-iron, Jet A convention.
