Thursday, January 18, 2024

'We're home': 140 years after forced exile, the Tonkawa reclaim a sacred part of Texas


Don Patterson (Ricardo B. Brazziell/American-Statesman)

Almost exactly 140 years after the Tonkawa were expelled from Texas, they have returned to purchase Sugarloaf Mountain, a sacred site located in Milam County, northeast of Austin, that plays a key role the tribe's creation story.

"We're home," Tonkawa President Russ Martin said at a small Dec. 12 ceremony honoring the recovery of 60 acres of the tribe's ancestral lands in Central Texas. "The first time I got to the top of the mountain, I was overwhelmed. I'm not that spiritual a person, but that experience was spiritual. We're glad to be home in Texas."

The purchase of the land for a historical park is part of a larger movement, especially among Texas tribes that were expelled — or nearly exterminated — during the 19th century, to reclaim their legacies here.

Sugarloaf Mountain is a high conical hill of red sandstone that overlooks the prairies and bottomlands of the Little and Brazos rivers, which flow together just downstream of the landmark.

On those floodplains, a large village of several cooperative tribes, which the Spanish called RancherĂ­a Grande, became the one of the most populous spots in Texas during the 1700s. So dense was the Indigenous presence that the Spanish planted three short-lived missions in what is now Milam County.


To the Tonkawa, Sugarloaf was known as Red Mountain, or "Natan Samox” in the Tonkawa language. According to one historian, the Spanish called it Turtle Mountain, or "La Tortuga."

It was a sentinel marker for the Spanish traveling along the braided Camino Real de los Tejas, which followed trails blazed by Native Americans from the Rio Grande to northwestern Louisiana.

In 1884, the Tonkawa, once called "the best friends of the Texans," were removed from Fort Griffin in northwestern Texas to first one and then another reservation in Oklahoma as part of their own "Trail of Tears." They had been moved previously in 1855 and 1859.

By the late 20th century, it was rumored that the Tonkawa had disappeared altogether.

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GUASE, TX.   December 12, 2023. 

On December 12th, 2023, the Tonkawa Tribe of Oklahoma purchased its place of origin in Central Texas. That place of origin, a mountain named Naton Samox meaning Red Mountain in the Tonkawa language, is the site of the tribe’s original creation story. The sixty acre tract near Gause Texas was purchased from Texas landowners who owned a larger parcel since 1995 containing that mountain. After the necessary preparations are concluded, the tribe will be making the site accessible to the public as a historic park, for public enjoyment of its beauty, as well as to educate the public about the tribe’s Texas history.

Chief Russell Martin, Secretary/Treasurer Racheal Starr, and Tribal Historian Don Patterson traveled to Texas for the closing of the purchase, taking possession of the land with Red Mountain in view. “I can hardly find words to describe how important this purchase is to our tribe,” said Russell Martin, President of the Tonkawa Tribe. “This past summer when it became clear we had the opportunity to purchase the site, we held a tribal meeting to discuss the situation. When we called for a vote, every hand in the room was raised in favor of the purchase. We felt part of a story that was bigger than all of us. Many eyes had tears.”
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Red Mountain’s place in the tribe’s history is significant in many respects. Its geological formation and color in Central Texas is unusual; its location along ancient trade routes was strategic; it served as a regional navigational landmark; it was a gathering place for seasonal tribal celebrations; and it presided over a large collection of area campsites that provided new homes to many tribes seeking refuge during the difficult days of the Spanish period, often referred to as Rancheria Grande.

While the Tonkawa creation story had been passed down in its oral history for generations, after the tribe’s second and final removal to Oklahoma in 1884, the mountain’s exact location was lost. Using in part the old Spanish records, Donald Patterson rediscovered the mountain’s location in the early 1980s. Key to the rediscovery was the fact that the tribe was often said to reside at the confluence of the Brazos and Little Rivers, near what is today Gause Texas, a 30 minute drive Northwest of Bryan-College Station. Patterson later served multiple terms as President of the Tribe, and is now the oldest living male elder. Patterson has also filled the role of tribal historian for over fifty years.  “This purchase would not have been possible without the effort of Don Patterson,” said Russell Martin. “While his list of accomplishments and his legacy is huge, I have a feeling that Don’s rediscovery of our sacred mountain might one day be considered his most important effort of them all.”

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Once the mountain was rediscovered, the tribe immediately had hopes that the site could be preserved. In July 1986, tribal President Henry Allen spoke to the Austin American Statesman about Red Mountain being the birthplace of the Tonkawa. He also said  “If there's some way we could get that back and make it a state park or a national park or a tribal park, whatever the case may be, we’d like to do that.” In that timeframe, Chief Allen hoped that the state might ultimately spend the money necessary to preserve the site that was so important to the tribe. “You don't take something from someone without offering something in return,” Allen told the paper.

While Chief Allen had called it Red Mountain in 1986, the mountain had been known in Texas by another name for more than one-hundred years: Sugarloaf Mountain.  The name Sugarloaf Mountain was given to the site by the locals because of its similarity to the way that sugar was historically transported as a smooth, round mound of molasses on a flat board. One of the highest points in Milam county, the mountain peak stands 500 feet above sea level, and 250 feet above the Little River that flows by its base. It is clearly visible from thirty miles away, as it looks out upon many square miles of flat Brazos river bottom land, and rich blackland prairie.

In 1994, a Texas landowner who owned the mountain as part of a large tract of land was approached by treasure hunters seeking Spanish gold. With the landowners approval, the treasure hunters examined the mountain carefully, but found no minerals of value. Unsatisfied, the landowner began excavating the side of the mountain himself in a haphazard, irresponsible manner, to the dismay and outcry of local residents. Then Tribal President Virginia Combrink learned of the destruction of the mountain and visited Gause, writing ​open letters to local newspapers and calling on local residents to pressure the landowner to stop the mountain’s destruction. One week later, the digging stopped, but the mountain still bears the scars of the excavations. Having seen the mountain both before and after the destruction, Don Patterson describes the Red Mountain today as being like an apple with a bite taken out of it.
In 2022, the Herzog’s expressed interest in selling off sixty acres of their land that included Sugarloaf Mountain to an organization that might want to preserve it and turn it into a local park. Independently in November 2022, two members of a documentary film crew working with the tribe invited President Russell Martin to climb the mountain with them, simply for enjoyment. When Russell Martin and the two crew members reached the summit, all climbing it for the first time, a silence fell upon them. Being moved at its beauty Russell Martin broke the silence by saying, “This mountain must be preserved.”

With the blessing of the tribal executive committee, the documentary crew researched the situation and learned of the Herzog’s desire to sell off the mountain. In 2023 the Herzog’s leased sixty acres containing the mountain to El Camino Real de los Tejas National Historic Trail Association (ElCaT), a lease which also included an option to purchase at a previously agreed sales price.
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In 1995 the mountain was sold, this time to new Texas landowners, Leon and Kay Herzog who desired to protect the mountain and the woodlands surrounding it. They had no knowledge that the land might have any connection to an existing indigenous tribe. During the Herzog period of ownership, the locals often visited, considering the place to be of great beauty, and its view remarkable even without any maintained trail to its summit. Students from Texas A&M University were said to visit the site in groups each year. Stories of marriage proposals at the top of the mountain were common. Meanwhile, tribal members often visited the site whenever they made trips to Texas. Some climbed the mountain, but after NO TRESPASSING signs were added as a precaution, most tribal members just viewed the mountain from the public roads. Since Don’s rediscovery, those tribal members who climbed the mountain not only had a wonderful view, but often remarked that it was a place of spiritual reflection – a way to feel closer to their ancestors who had also climbed the summit for many generations. But since 1995 no direct contact was made between the Tonkawa Tribe and the Herzog’s, who had no knowledge of the tribal members’ interest in the site.

The tribe then approached Steven Gonzales, executive director of ElCaT, and learned that ElCaT would be willing to forgo its lease and allow the tribe to purchase the site in its entirety.  The tribe also realized that ElCaT could become an excellent partner to manage the site locally, and had great expertise in working with Texas landowners to develop historic parks. Once a management agreement was put in place between the tribe and ElCaT, all that was left was the completion of the sale between the Herzog’s and the tribe. This sale was arranged by broker and Sugarloaf advocate Dave Cunningham, who lived nearby and had long dreamed that the mountain could become a park.

For the last eighteen months, the tribe has been working to produce a film that would tell their unusual story in a feature-length documentary format.  The tribe, together with Sugarloaf Pictures’ director Andrew C. Richey, producer Bob O’Dell, and executive producer Felipe Adams, have been capturing the evolving story of the mountain and its purchase on film. The film, Tonkawa: They All Stay Together, has an expected release date of 2025.

Red Mountain is the first piece of Texas land ever purchased by the Tonkawa Tribe. The tribe has agreed to preserve and protect the land in perpetuity, and will work with ElCaT to open up the site for public access as soon as the needed preparations are complete.

US Department of Energy Allocates USD 104 Million for Clean Energy Projects

This funding, part of the USD 250 million allocation from President Joe Biden's Bipartisan Infrastructure Law, marks the first disbursement from the DOE's AFFECT program.

January 18, 2024. By Abha Rustagi


The US Department of Energy (DOE) has announced a USD 104 million investment for energy conservation and clean energy initiatives at 31 Federal facilities. 

This funding, part of the USD 250 million allocation from President Joe Biden's Bipartisan Infrastructure Law, marks the first disbursement from the DOE's Assisting Federal Facilities with Energy Conservation Technologies (AFFECT) program.

Established in 1992, AFFECT aims to assist agencies in reducing energy consumption and saving taxpayers money through various initiatives, including building electrification, geothermal heat pumps, on-site solar generation, and battery energy storage. 

The projects align with President Biden's December 2021 Executive Order, calling for a 65 percent reduction in greenhouse gas emissions from Federal operations by 2030 and a net-zero building portfolio by 2045.

US Secretary of Energy Jennifer M. Granholm highlighted the significance of the investment, emphasizing the Federal Government's role as the largest consumer of energy. The projects announced will contribute to securing energy independence, combating climate change, and creating a healthier environment.

Deputy Secretary of Defense Kathleen Hicks underscored the Department of Defense's commitment to adapting to the global energy transition. The selected projects aim to make installations more resilient, enhance critical infrastructure security, and achieve cost savings.

The funding will support projects at various Federal agencies, including the Social Security Administration, the Departments of Commerce, Defense, Energy, the Interior, Transportation, and Veterans Affairs, the General Services Administration, and the Office of Personnel Management.

Selected projects include the installation of rooftop solar panels and energy-efficient systems at the Pentagon, LED lights and PV film at the Department of Transportation's headquarters, and the replacement of boilers with electric boilers at DOE's Hanford Site, among others.

The 31 projects are expected to double the carbon-free electricity capacity at Federal facilities, resulting in 27 MW of additional clean-energy capacity. In the first year, the projects are projected to save over USD 29 million in energy and water costs, reduce greenhouse gas emissions, and decrease energy usage significantly.

Managed by DOE's Federal Energy Management Program (FEMP), the AFFECT program encourages public-private partnerships, leveraging private investment to make Federal funding go further. 

The second round of AFFECT funding is set to open in January 2024, inviting engagement from energy and sustainability stakeholders across federal agencies, private sector organizations, and utilities. 



 US Department of Energy Joins Forces with Consortium to Boost Clean Hydrogen Growth

By: BNN Correspondents
Published: January 18, 2024 


In a bid to bolster the growth of clean hydrogen, the US Department of Energy (DoE) has chosen a consortium comprising of the EFI Foundation, S&P Global Inc, and Intercontinental Exchange. This endeavor is a part of a grander USD-7-billion effort by the DoE to promote clean hydrogen as a pivotal energy source.

Push for Clean Hydrogen

The consortium, operating under the banner of the Hydrogen Demand Initiative (H2DI), will work hand in hand with the DoE over the course of the next nine months. Their collective goal is to devise mechanisms that bolster the demand for clean hydrogen. These mechanisms will be directed chiefly at incentivizing the purchase of clean hydrogen that is produced by projects under the US initiative Regional Clean Hydrogen Hubs (H2Hubs).

Expertise and Collaboration

The consortium brings to the table a diverse range of expertise in clean hydrogen, project finance, and commercial contracting. Other contributors to this initiative include the MIT Energy Initiative’s modeling and analysis group and the law firm Dentons. The collaboration with these organizations aims to mitigate investment risks and stimulate a sustainable demand for clean hydrogen.

Ernest Moniz, the former US Energy Secretary and CEO of EFIF, expressed his enthusiasm for the initiative. He emphasized the importance of collaboration with partners to lower the uncertainties associated with clean hydrogen investments and cultivate sustainable demand.

Looking Ahead

A project team is already in place and ready to launch the H2DI in the forthcoming months. Their efforts are aimed at providing demand certainty for Regional Clean Hydrogen Hubs and de-risking long-term investments in the clean hydrogen sector.



NASA Reveals the X-59—Its Antidote to the Sonic Boom

The experimental aircraft is expected to fly 1.4 times the speed of sound, or around 925 mph, according to NASA.
January 12, 2024


NASA’s X-59 quiet supersonic research aircraft sits on the apron outside Lockheed Martin’s Skunk Works facility at dawn in Palmdale, California. The X-59 is the centerpiece of NASA’s Quesst mission, which seeks to address one of the primary challenges to supersonic flight over land by making sonic booms quieter. [Courtesy: Lockheed Martin Skunk Works]

A dramatic curtain drop at Lockheed Martin’s Skunk Works facility in Palmdale, California, on Friday gave the world its first look at the X-59—NASA’s new experimental aircraft designed to quiet the sonic boom.

The one-of-a-kind X-59 Quiet SuperSonic Technology (QueSST) aircraft is part of NASA’s Low Boom Flight Demonstration project aimed at collecting data to help shape regulations for possible future commercial supersonic flight over land 50 years after it was banned by the FAA due to the noise of the sonic boom.

It’s expected to fly 1.4 times the speed of sound, or around 925 mph, according to NASA.READ MORE: NASA Ready to Roll Out Experimental X-59

“This is the big reveal,” said Catherine Bahm, the manager of NASA’s Low Boom Flight Demonstrator project who is overseeing the development and build of the X-59. “The rollout is a huge milestone toward achieving the overarching goal of the Quesst mission to quiet the sonic boom.”

Bob Pearce, associate administrator of NASA Aeronautics Research Mission Directorate, recalled one of America’s test flight heroes during the ceremony.


“This journey actually began in 1947, when the era of supersonic flight started right here in the California high desert with test pilot Chuck Yeager in the X-1,” said Pearce. “It soon became apparent that the sonic boom’s sharp thunderous sound heard when the airplane flies overhead at supersonic speed was going to be a problem.”



Engineering Sound Through Shape

The X-59 is designed to lessen the perceived sound of a sonic boom to that of a gentle thump, and it does that through a specialized aircraft shape.

Screenshot of the X-59 [Courtesy: NASA/ Lockheed Martin]

“What’s most obvious right away is the long, distinct nose which comprises almost a third of that 99.7-foot length,” said NASA Deputy Administrator Pam Melroy. “This design is really critical in dispersing shockwaves” and preventing the shocks from merging together and creating the boom.

The cockpit sits almost halfway down the length of the aircraft, and there’s no forward-facing window, which would have increased noise, Melroy said.

“It’s a huge challenge—limited visibility in the cockpit,” Melroy said. “The team developed the external vision system, which is really a marvel of high-resolution cameras feeding an ultra-high-resolution monitor. Beyond its immediate applications in the X-59, the external vision system has the potential to influence future aircraft designs, where the absence of that forward-facing window may prove advantageous for engineering reasons. It’s creating capabilities that we haven’

NASA will collect data on how communities perceive the sound of the X-59 flights, which will then be used to inform the agency’s recommendations for an acceptable noise-level standard for commercial supersonic flights and possibly repeal the current ban of supersonic flight over land.READ MORE: NASA X-59 Cleared for Final Assembly

NASA’s X-59 aircraft is parked near the runway at Lockheed Martin Skunk Works in Palmdale, California, on June 19, 2023. This is where the X-59 will be housed during ground and initial flight tests. [Courtesy: Lockheed Martin]

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“The unveiling of NASA’s X-59 supersonic aircraft is a major milestone in aviation history that has the potential to transform our industry,” said Dave Schreck, vice president and general manager of military avionics and helicopters at Collins Aerospace, which provided the primary avionics system on the aircraft.

The X-59 is expected to take its first flight later in 2024.

“The Quesst team will conduct several of the aircraft’s flight tests at Skunk Works before transferring it to NASA’s Armstrong Flight Research Center in Edwards [Air Force Base], California, which will serve as its base of operations,” NASA said.


Watch: Time-Lapse Video of the X-59

This time-lapse video shows the manufacturing of the X-59 aircraft from May 2019 to June 2021 when the merger of its main sections—the wing, tail assembly, and fuselage—was completed.


Kimberly Johnson is managing editor of FLYING Defense & Space.
2 Eye-Popping ‘Flying Car’ Designs Debut in Las Vegas

XPeng AeroHT unveiled its ‘Land Aircraft Carrier’ modular ground/air concept and debuted its eVTOL supercar for an international audience.
FLYING MAG
January 12, 2024

XPeng AeroHT’s Land Aircraft Carrier, with its air and ground modules separated for flight.
 [Courtesy: XPeng AeroHT]

At this week’s Consumer Electronics Show (CES) 2024 in Las Vegas, it was a Chinese company that stole the show with a pair of outlandish concepts that it terms “flying cars,” though the use of the term stretches the definition for one of them.

Manufacturer XPeng AeroHT, a subsidiary of Chinese automaker XPeng Motors, unveiled its “Land Aircraft Carrier,” a lunar rover-looking vehicle that actually consists of two vehicles: a ground module and an air module that deploys from the ground module for flight. The company said customers will be able to preorder the vehicle in the fourth quarter of this year, with deliveries starting in late 2025.

Also at CES, AeroHT made the international debut of its electric vertical takeoff and landing (eVTOL) flying supercar concept, demonstrating the aircraft outside China for the first time. Production and delivery of that model will happen after the Land Aircraft Carrier takes flight, the firm predicted in October.

Billed as “the most powerful tech event in the world,” CES is an annual U.S. trade show that offers a forum for groundbreaking technology built by companies worldwide. All sorts of mind-blowing innovations were featured at the event. But AeroHT’s eccentric Land Aircraft Carrier may have taken the cake.

Announced in October, the design looks a bit like Tesla’s recently unveiled Cybertruck, with sharp lines and a sleek exterior. But stowed in its rear is a drone-like aircraft, which users could theoretically deploy and fly in a variety of settings.

The Land Aircraft Carrier is a two-part design, with an air module for vertical takeoff and low-altitude flight and a ground module for driving and storage of the compact aircraft. In addition to personal use, AeroHT envisions the vehicle being used for public services such as emergency rescue.

Though the final design is still under development, the “modular flying car,” as the company describes it, already features a futuristic, “cybermechanical” exterior. According to AeroHT, all key tests in the vehicle’s research and development validation phase are complete, and it is in the “preparation stage” for mass production.


The vehicle’s ground module is built for four to five passengers, driving on six wheels and three axles. That configuration enables 6×6 all-wheel drive and rear-wheel steering. In addition, an extended-range electric powertrain can be used to recharge the air module on the road.


The vehicle’s aerial component is fully electric, designed for a pilot and one passenger. It includes both manual and automatic driving modes, AeroHT said, as well as a 270-degree cockpit window for a wide field of view. And fortunately, getting it ready to fly is anything but a hassle.

“The automated system streamlines the separation and combination of the air and ground modules just like the Transformers [action figures], making flying more accessible and extending the user’s travel experience from the ground to the sky,” AeroHT said in a previous release.

The air module uses distributed electric propulsion to meet single point of failure safety requirements. Should one of its six rotors fail, the aircraft’s flight control system will automatically make adjustments, allowing it to fly safely even with only four propellers spinning. In addition, AeroHT in October tested a multi-parachute rescue system, which can be deployed at altitudes as low as 50 meters agl.

AeroHT this week also showcased its latest eVTOL flying car concept to an international crowd for the first time. The design, described as a supercar, was revealed in October alongside the Land Aircraft Carrier. CES attendees were treated to a live demonstration of its transition from land to flight mode.



Under development for more than two years, AeroHT’s flying supercar builds on the company’s early prototypes.

On the road, the vehicle really does look just like a car—its flying components, such as manipulator arms and rotor systems, are folded and stored inside the vehicle in land mode. Those parts unfurl in flight mode, allowing the supercar to take off and land vertically. An “intelligent cockpit” discerns between the two modes, adapting components such as the steering wheel or dashboard based on the user’s selection.

AeroHT’s eVTOL flying supercar, with arms and rotors stored for driving.
 [Courtesy: XPeng AeroHT]

“This functionality allows for intuitive navigation through congested areas and obstacles when conditions permit, effectively addressing the demand for short-distance, low-altitude travel,” AeroHT said.

The implication there is that users, when faced with traffic, will be able to switch to flight mode and bypass it through the air. That contrasts with other flying car designs that intend to limit takeoffs and landings exclusively to airfields, such as Aska’s A5.
AeroHT’s eVTOL flying supercar, with arms and rotors unfurled for flight, sits on display at CES 2024 in Las Vegas. 
[Courtesy: XPeng AeroHT]

In 2022, AeroHT tested a flying supercar prototype weighing about two tons. The company said mass production will follow as soon as policy, regulations, and application scenarios “become more mature.”

That day may be fast approaching. By AeroHT’s estimate, Chinese state and local authorities in the first half of 2023 released more than 120 policies related to the low-altitude economy, China’s equivalent to the FAA’s advanced air mobility (AAM) moniker. These include strategies such as the Outline for the Development of Green Aviation Manufacturing (2023-2035) and plans to set aside dedicated airspace for low-altitude operations.


China predicts the low-altitude economy will add hundreds of billions of dollars to its national output in the coming years. The industry kicked off in earnest with the first commercial electric air taxi flight in December, completed by manufacturer EHang.

Electric air taxis have not yet launched in the U.S., though the initial cohort of aircraft is expected to enter service in 2025. However, personal eVTOL designs, such as Pivotal’s Helix, are now beginning to hit the U.S. market.

There are also several U.S. firms billing themselves as ‘flying car’ manufacturers, and AeroHT could present some competition. In addition to Aska, Oregon-based Samson Sky is developing the Switchblade flying sports car, while California-based Alef Aeronautics is building the Model A drive-and-fly vehicle.

Alef intends to open vehicle sales in 2025, while Aska and Samson Sky have not yet announced entry into service dates.


Personal Aircraft Requiring No Certificate to Fly Hits U.S. Market

Pivotal’s Helix is an electric vertical takeoff and landing design that qualifies as a Part 103 ultralight built for recreational flyers.

By Jack DaleoJanuary 11, 2024

A digital rendering of Pivotal’s Helix, a personal eVTOL aircraft that requires no certificate to fly and is now on sale in the U.S.
[Courtesy: Pivotal]

If you’ve dreamed of taking to the skies but are too busy to put in the hours for a full program of flight training, there’s a strange new aircraft you can fly without a certificate—and it’s now on sale in the U.S.

Electric vertical takeoff and landing (eVTOL) aircraft manufacturer Pivotal this week opened online sales of Helix, a personal flying vehicle for first-time aviators and experienced pilots alike. Like a video game, Helix is controlled by a single pilot using a pair of simple joysticks, plus fly-by-wire controls. For $190,000, Pivotal will train customers to fly it and send them on their way in their very own aircraft.

Pivotal, which is backed by Google co-founder and ex-CEO Larry Page, unveiled Helix in October when it rebranded from Opener Aero. Prior to that, the firm actually sold half a dozen preproduction BlackFly aircraft. In June, it said it was the first company to actually deliver an eVTOL to a paying customer.

Helix, which unlike BlackFly is scalable for production, was designed mainly for personal or recreational use. The aircraft is available in three differently priced configurations, with initial customer shipments scheduled for June.


With an empty weight below 350 pounds, Helix qualifies as a Part 103 ultralight aircraft, meaning the FAA does not require pilot certification to fly it. In lieu of hundreds of hours of flight training, Pivotal requires customers to complete about two weeks of initial training at its Palo Alto, California, headquarters, with recurrent training after they earn their wings.

While more expensive than a typical automobile, Helix’s $190,000 base price tag is at the low end of the range for popular personal aircraft. It costs slightly more than a Texas Aircraft Colt, for example, but less than a Beechcraft G36 Bonanza, Diamond DA40 NG, Piper Archer LX, or Cessna models such as the 182 Skylane or 172 Skyhawk.

“We’re proud to begin selling, and soon delivering, our Helix aircraft,” said Ken Karklin, CEO of Pivotal. “The market is ready for the wonder of aerial recreation and short-hop eVTOL travel. We are ready to provide the beauty and freedom of personal flight to a whole lot of people with a passion for flying and an interest in creating a new generation of aviators and aviation,”

To fly Helix, owners must be at least 18 years old, weigh less than 220 pounds, and stand no taller than 6-foot-5. Customers can place a nonrefundable $250 application fee on Pivotal’s website. To lock up a production slot and receive a forecasted ship date, they’ll need to deposit another $50,000 within five business days of the initial order.

Full Tilt

There’s nothing quite like Helix flying today.

One of the more eye-catching features is its “tilt aircraft” architecture. Tilting rotors or propellers are not uncommon to eVTOL designs, aiding in both vertical and horizontal flight. Pivotal, however, decided to scrap the moving parts and tilt the entire carbon fiber composite airframe between takeoff and cruise—this, it says, reduces weight, complexity, and points of failure.

Helix relies entirely on propulsion for hover but can cruise on its fixed wings, flying quieter than even an electric car. To switch flight modes, users simply push a button on one of the two joysticks and pull back. The transition happens pretty quickly, as seen below:




Ease of use was a central tenet in Helix’s design: It enables both autotakeoff and autolanding, for example. An integrated display and user interface, meanwhile, give the pilot real-time altitude, location, speed, and other measurements.

Helix represents a major upgrade on BlackFly, with a redesigned canopy and flight deck, more comfortable seating, and improved power, propulsion, and performance. But it maintains its predecessor’s portability, capable of fitting into a 16-foot trailer and going from storage to the sky in less than 30 minutes.

Owners will be able to download a free smartphone app that simplifies preflight checks, captures flight history, and manages charging and aircraft service. Aircraft add-ons include a transport trailer; fast charging; aviation and ground radios; ADS-B; and a gimbal camera, which would allow someone on the ground to watch the flight as if they’re in the air with the pilot.

As a Part 103 ultralight, Helix speeds up time to fly in exchange for certain operational restrictions. For example, pilots will be required to fly during daytime and in Class G airspace, far from congested airspace and airports. The aircraft is also restricted to about a 20 sm (17 nm) range and 63 mph (55 knot) cruise speed.

Since the eVTOL is built for inexperienced flyers, Pivotal made sure to load it with safety features. When necessary, it can land on water, for example, and only six of its eight rotors are required for flight and landing, in addition to other fault-tolerant systems. A landing camera, beacon lights, and whole-aircraft ballistic parachute add further layers of protection.

Starting only in the U.S., Helix can be purchased in three configurations. The $190,000 base package includes a digital flight panel, canopy, HD landing camera, charger, vehicle cart, custom marking, comprehensive pilot training, and warranty. A $240,000 package comes with a glossier finish and all of the features above, plus even more. The priciest option, at $260,000, includes everything in the first two packages plus premium features, such as beacon aircraft lighting, and the option to fully customize the exterior for an added fee.

Pivotal may provide a good litmus test for the integration of outlandish new aircraft such as Helix into airspace used by GA traffic. But Karklin told FLYING the company may one day certify Helix as a light sport aircraft (LSA) under updated FAA rules, should they come to fruition. That could enable some commercial applications, and the Pivotal CEO listed public service and defense as possible future use cases.
DRONES

China’s DJI, Facing U.S. Bans, Launches Global Sales of Delivery Drone

DJI, the largest consumer drone manufacturer in the world, confronts myriad restrictions from U.S. lawmakers fearing surveillance and Chinese dominance.
FLYING MAG
January 12, 2024

DJI’s FlyCart 30 delivery drone comes in two different configurations. 
[Courtesy: DJI]

The company responsible for an estimated seven out of every 10 consumer drone sales worldwide is throwing its hat in the drone delivery ring.

China’s DJI, the market leader in consumer drones since 2015, this week announced that its recently unveiled FlyCart 30 model is now available globally. The company kicked off sales in China in August. But the international expansion marks its true entry into the drone delivery space.

Prior to last year, DJI made drones almost exclusively for hobbyists or industrial customers. Most of these are camera drones, equipped with features such as high-definition lenses and video recorders. Others are designed for surveillance and inspection, with thermal or infrared sensors, mapping software, and advanced communications systems.

Despite the Chinese government’s alleged involvement in DJI, the company’s ascent has largely been organic, fueled by its reputation for low cost, high quality products. Its drones have been used to film high-profile TV shows such as Game of Thrones, The Amazing Race, Better Call Saul, and American Ninja Warrior, and have developed a following among American users. They’ve also been discovered on the battlefield in Eastern Europe and the Middle East, often in modified forms.


DJI’s presence in the U.S. has drawn the ire of lawmakers, who have decried the company’s products as “TikTok with wings” and leveled accusations of spying, without concrete evidence. Bans at the federal and state levels have taken aim at it and other Chinese manufacturers. In December, lawmakers successfully included sweeping restrictions in the recently passed defense policy bill.

However, with the exception of a few states, the restrictions only hamper DJI at the federal level. American companies will still be able to purchase the buzzing aircraft, though the manufacturer will compete for business with established U.S. players such as Zipline and Google parent Alphabet’s Wing.
The Specs

DJI says FlyCart 30 can be deployed for a variety of use cases: last-mile delivery, mountain or offshore transportation, emergency rescue, agriculture, construction, surveying, and more. This week’s announcement did not list a price tag, but the model is on sale in China for $17,000.

FlyCart 30 is a multirotor design featuring eight blades connected by four shared axes. Carbon fiber propellers, powered by a pair of built-in-house batteries, provide lift. Measuring 9-by-10-by-3 feet, the model enters the market as one of the largest short-range delivery drones.


Despite its size, the drone tops out at about 45 mph (39 knots). With both batteries installed, it can carry a 30-kilogram (66 pound) payload over a distance of about 8.6 nm, remaining airborne for only 18 minutes. In emergency single-battery mode, the payload rises to 88 pounds but range is cut in half.

However, FlyCart 30 is more durable than the average delivery drone. It has an IP55 rating, meaning it protects against dust and moderate rain, and can fly in winds as fast as 27 mph. The drone can also operate in temperatures as high as 122 degrees or as low as minus-4 degrees Fahrenheit—its batteries heat themselves, maintaining performance even in the freezing cold.

In addition, the drone’s propellers are optimized to fly at up to 19,600 feet agl, or up to 9,800 agl with a 66-pound payload—far higher than the 400-foot altitude occupied by most delivery drones today. This will allow FlyCart 30 to serve China’s mountainous landscape and hard-to-reach locations in other countries.

For beyond visual line of sight (BVLOS) flights, FlyCart 30 can communicate with a remote controller as far as 12 miles away. But its unique Dual Operator mode extends that range by allowing pilots to transfer control of the drone with the push of a button.


During flight, a suite of sensors and visual systems can detect obstacles in multiple directions, in all weather conditions, day or night. A built-in ADS-B receiver alerts crewed aircraft of the drone’s approach. And in case of emergency, an integrated parachute can deploy at low altitude for a soft landing—or the drone can automatically pick an alternate landing site.

FlyCart 30 comes in two configurations, both of which can fold down for transport in a “standard-sized vehicle.” In cargo mode, payloads are placed in a 70-liter case built from material commonly found in the reusable packaging industry. Capable of being installed or removed in under three minutes, the case includes weight and center of gravity sensors to prevent swaying in the air.

Customers can also opt for winch mode, which is ideal for deliveries to inconvenient landing sites. A winch crane can carry up to 88 pounds of cargo, releasing it automatically at the delivery location on a 65-foot cable. Augmented reality projection is used to guide the cable to the landing point.

A FlyCart 30 purchase comes with the aircraft, batteries, charging hub with cables, and DJI’s RC Plus remote controller. In addition, FlyCart can be linked with the company’s DeliveryHub software, which provides operation planning, status monitoring, team resource management, and data collection and analysis.


Viewable on the RC controller is Pilot 2, another software that displays real time information on flight status, cargo status, battery power level, and more. Pilot 2 also alerts operators of potential risks along the flight path and generates alternate landing points in the case of extreme weather or other abnormal conditions. From the controller, users can even view flights live through the drone’s first-person view gimbal camera.
The Outlook

DJI has held the pole position in consumer drones for nearly a decade. The company could continue to bring in billions of dollars in annual revenue by specializing in that area. But the launch of drone delivery signals the firm’s ambitions run deeper.

Rather than selling exclusively to individual hobbyists, DJI can now reach enterprise customers such as retailers or medical organizations. That segment is less susceptible to macroeconomic swings and could help the company stabilize revenue. Skydio, the largest consumer drone company in the U.S., recently shuttered its consumer business entirely, electing instead to pursue enterprise customers.

Working in DJI’s favor is its already established international network of dealers and customers. The firm has become a trusted brand in the consumer drone space, and many companies and organizations—which could become drone delivery customers—are already familiar with DJI systems and interfaces. Some of them already use the company’s other drones.


A potential concern, however, is FlyCart 30’s niche. The drone doesn’t fit neatly into a single category: its limited range and flight time suggest it will hone in on the last mile, but its size and weight make it better suited to deliver heavy cargo rather than food and groceries. Medical payloads could be a good fit (DJI has said as much) but the company would need to compete with Zipline, whose drones can fly 190 miles on a single charge. As of January, Zipline has completed nearly 900,000 deliveries worldwide.

In addition, FlyCart 30’s 143 pound empty weight with both batteries installed would exceed the FAA’s limits for small unmanned aircraft systems (sUAS). To fly in the U.S., DJI would require type certification or an exemption to Section 44807 of Title 49 of U.S. Code. The European Union and New Zealand, two other emerging drone delivery markets, have similar rules.

DJI may be able to overcome those restrictions in other foreign countries, but breaking into the U.S. market could be challenging. For years, American lawmakers have targeted it and other Chinese manufacturers with bans, though these only restrict the technology at the federal level. However, a few states have already shown willingness to pass their own bans.

Further, U.S. lawmakers are pushing legislation that would extend DJI bans to the consumer level, restricting hobbyists and potentially even businesses from flying the drones. But DJI has made one thing very clear: Global scale, not regional, is the objective.



Jack Daleo
Jack is a staff writer covering advanced air mobility, including everything from drones to unmanned aircraft systems to space travel—and a whole lot more. He spent close to two years reporting on drone delivery for FreightWaves, covering the biggest news and developments in the space and connecting with industry executives and experts. Jack is also a basketball aficionado, a frequent traveler and a lover of all things logistics.
Passengers Sue Boeing

The lawsuit has been filed on behalf of passengers from Alaska Airlines Flight 1282.
FLYING MAG
January 12, 2024

Six passengers have taken legal action against Boeing for the blowout of a door plug on an Alaska Airlines Boeing 737 Max 9.
[Courtesy: NTSB]

Six passengers aboard an Alaska Airlines Boeing 737 Max 9 that lost a door plug in flight are suing Boeing for unspecified damages for “personal and economic harms” allegedly suffered as a result of the January 5 incident.

A seventh person, the husband of a passenger, is also named in the complaint filed in King County Superior Court on Thursday by the Stritmatter Firm in Seattle. The law firm specializes in personal injury cases.
What Happened

On January 5 at around 5 p.m. PST, Alaska Airlines Flight 1282 took off from Portland International Airport (KPDX) in Oregon destined for Ontario, California. Approximately 13 minutes into the flight as the aircraft climbed through 16,000 feet, the door plug blew off. There was explosive decompression that sucked cellphones and parts of the seats adjacent to the hole out of the aircraft. A 15-year-old boy sitting next to the hole had his shirt ripped off his body by the force of the event.

The flight crew declared an emergency and the aircraft returned to the airport. There were no serious injuries reported among the 177 on board.


However, according to the complaint, “the event physically injured some passengers and emotionally traumatized most if not all aboard. The violence of the event bruised the bodies of some. The cockpit door blew open, and a flight attendant rushed to try to close it. The pressure change made ears bleed, and combined with low oxygen, loud wind noise, and traumatic stress, made heads ache severely. Passengers were shocked, terrorized, and confused, thrust into a waking nightmare, hoping they would live long enough to walk the earth again.”

The depressurization caused the oxygen masks to drop from the overhead panels. The complaint alleges that some of the oxygen masks “did not seem to work,” and “the flight attendants sought to attend to children, questions and concerns, and carried oxygen bottles to some, but did not or could not help all those whose oxygen masks seemed not to be functioning.”

Following the incident, the passengers aboard Flight 1282 received an email from Alaska Airlines providing them with a full refund.”As an immediate gesture of care, within the first 24 hours, we also provided a $1,500 cash payment to cover any incidental expenses to ensure their immediate needs were taken care of,” the airline said. “The payment was provided without any stipulations or conditions. This is in addition to offering 24/7 access to mental health resources and counseling sessions from Empathia, our incident response and family assistance partner. We are in communication with our guests of Flight 1282 and will continue to work with them to address their specific needs and concerns.”

FLYING reached out to Boeing regarding the complaint. The company replied that it has nothing to add.

Shortly after the event, Alaska Airlines voluntarily grounded its 737 Max 9s.

The National Transportation Safety Board (NTSB) and the FAA are investigating the incident, stressing that the safety of the traveling public is paramount.


Within hours of the incident, the F AA issued a worldwide grounding of all 737 Max 9 aircraft and instructed the operators to inspect them. The jet is widely used by both Alaska Airlines and United Airlines, two of the largest air carriers. Both have reported finding loose bolts during the inspection.

Both airlines have canceled hundreds of flights as result of the removal of the 737 Max 9 from operations.READ MORE: Alaska Airlines Grounds 737 Max Fleet Following Explosive Decompression
The Investigation Continues

On January 11 the NTSB recovered the door plug of the airliner from a backyard in a Portland residential neighborhood. The door plug and other bits and pieces torn from the aircraft are being studied in the NTSB laboratory in Washington, D.C. Investigators are trying to determine what caused the door plug to disengage from the aircraft.

According to Clint Crookshanks, an NTSB aerospace engineer who is part of the structures team on the investigation, the door plug is held in place by 12 stop pads that interface with 12 pins to prevent it from blowing out of the fuselage. The door is installed using guide tracks and roller guides then secured with four bolts. Crookshanks noted the guide tracks from the door plug were fractured, but as of yet, the NTSB has not determined if the bolts that were supposed to secure the door failed or if they had even been installed.

The aircraft was delivered to Alaska Airlines in October 2023 and at the time of the accident had flown 145 flights. According to the NTSB, prior to the accident flight there were three maintenance write-ups made by the crews for air pressurization warning lights. The air pressurization system is a triple redundant system, with a primary and secondary that control cabin pressure by computer and a third system controlled manually. Maintenance issues were reported on December 7, January 3, and January 4.


The FAA allows aircraft to fly with these maintenance issues since it is considered a triple redundancy. However, the aircraft was limited to overland operations.

The NTSB said it will be investigating whether the warning lights were “correlated in any way to the expulsion of the door plug and the rapid decompression.” The agency said the probe into the blowout could take months.

The grounding of the twin-engine jets has resulted in hundreds of flight cancellations and delays.

In the meantime, the FAA is investigating Boeing to determine if the aerospace giant’s manufacturing processes comply with the high safety standards the company is legally accountable to meet.

In a letter sent to Boeing on January 9, the agency stated that it had received notification of “additional discrepancies on other Boeing 737-9 airplanes” and noted these circumstances “indicate that Boeing may have failed to ensure its completed products conformed to its approved design and were in a condition for safe operation in accordance with quality system inspection and test procedures.”


Boeing has 10 days to respond to the FAA.

In the meantime, Spirit AeroSystems, a Boeing subcontractor, is also facing litigation for allegedly ignoring concerns raised by former employees about product quality. The complaint, filed in December, alleges corporate officials at the Wichita, Kansas-based company were repeatedly warned about “sustained quality failures” and “excessive amounts of defects,” but those concerns were ignored.READ MORE: Boeing Subcontractor Scrutinized Over Door Plug Failure

Employees allegedly discussed that it was only a matter of time before one of these substandard parts made it onto a jet delivered to a customer. Among the parts made by Spirit AeroSystems is the door plug that is used to turn a space for an optional emergency exit into a window. From the interior of the cabin, it looks like the other windows. From the exterior, the outline of the door is clearly seen on the fuselage.

In a statement to FLYING, Spirit AeroSystems indicated the company is cooperating with the NTSB’s investigation.

In the meantime, the FAA said the 737 9 Max will stay grounded until all the aircraft have been inspected and found to be safe, noting “the safety of the flying public, not speed, will determine the timeline for returning the Boeing 737-9 Max to service.”

Today the FAA announced it is making changes in how it worked with Boeing to include an audit involving the Boeing 737-9 MAX production line and its suppliers to evaluate Boeing’s compliance with its approved quality procedures. The results of the FAA’s audit analysis will determine whether additional audits are necessary.


There will be an increase in monitoring of Boeing 737-9 MAX in-service events, along with an assessment of safety risks around delegated authority and quality oversight, and examination of options to move these functions under independent, third-party entities.

“It is time to re-examine the delegation of authority and assess any associated safety risks,” FAA Administrator Mike Whitaker said. “The grounding of the 737-9 and the multiple production-related issues identified in recent years require us to look at every option to reduce risk. The FAA is exploring the use of an independent third party to oversee Boeing’s inspections and its quality system.”


Meg Godlewski has been an aviation journalist for more than 24 years and a CFI for more than 20 years. If she is not flying or teaching aviation, she is writing about it. Meg is a founding member of the Pilot Proficiency Center at EAA AirVenture and excels at the application of simulation technology to flatten the learning curve. Follow Meg on Twitter @2Lewski.

 

Canada invests in ADM grain terminal expansion at Port Windsor


Canadian government officials recently announced a federal investment of up to CA$26.3 million under the National Trade Corridors Fund for the Archer Daniels Midland Co.'s (ADM) grain terminal expansion at Port Windsor in Ontario.

The project will significantly increase the port's export capacity to global markets in Europe, the United States and Latin America for agricultural production from southwestern Ontario farmers, government officials said in a news release.

The project calls for the construction of new grain drying equipment, an expansion of grain storage capacity and shipping/receiving conveyor loading capacity, and the development of an automated truck kiosk system to expedite complex traffic flows.

The project is expected to alleviate the current supply-chain bottleneck at the grain terminal, facilitate increased tonnage, enhance marine transportation and grain transportation emissions. The expansion also addresses idling trucks, waiting times for marine vessels to dock and locomotives shuttling rail cars for temporary on-site grain storage.

"By increasing our export capacity at Port Windsor, we're helping our farmers get Canadian grain to international markets, which is good for economic growth and for global food security," said Canada Minister of Transport Pablo Rodriguez.

The Essex Terminal Railway Co. — which interchanges with Canadian Pacific Kansas City, CN and Norfolk Southern Railway — serves the port.

 

G&W unveils ESG report


G&W released its report on ESG progress in 2022.
Photo – Genesee & Wyoming Inc.


Genesee & Wyoming Inc. (G&W) has issued its latest environmental, social and governance (ESG) report, which summarizes the company's efforts in 2022.

Highlights include:
• the development of a greenhouse-gas emissions inventory to help track progress toward achieving G&W's science-based emissions reduction target;
• continued upgrades to North American locomotive fleet to reduce fuel consumption and minimize emissions, plus pilot tests of alternative fuels in the United States and United Kingdom;
• employee engagement groups that target organizational communication and identifying ways to better ensure that all workers — from corporate support to front-liners — have equal access to company information;
• recognition of more than 300 employees for working more than 20 years injury-free and conducting nearly 1,800 safety audits to ensure safe practices across multiple physical working environments; and
• attaining the highest-ever overall customer satisfaction score in a survey of more than 1,400 shippers.

"We’re proud of the progress we have made toward fulfilling our ESG goals," said Michael Miller, CEO for G&W North America. "Creating a more sustainable future for ourselves, our customers and our communities is rooted in several of [our] core values and, moving forward, will be paramount to achieving our core purpose."


CN, Unifor reach tentative agreement for CNTL drivers


CN has announced that CNTL, its subsidiary dedicated to first- and last-mile trucking container pickup and deliveries, has reached a tentative agreement with owner-operators affiliated with Unifor.

The four-year agreement covers about 750 owner-operators under contract with CNTL in Canada until Dec. 31, 2027, according to a news release.

"We believe that this deal is good for the owner-operators and will support business needs, ensuring that they can continue delivering critical first-mile and last-mile services," said Doug MacDonald, CN's executive vice president and chief marketing officer.