Why Did China Overtake the US's Air Taxi Dream?

Why Did China Overtake the US's Air Taxi Dream?In November 2020, American companies aimed to launch commercial operations for electric vertical takeoff and landing (eVTOL) aircraft, paving the way for the future of air taxis. However, the complex approval process of the Federal Aviation Administration (FAA) has left these companies in a bind

Why Did China Overtake the US's Air Taxi Dream?

In November 2020, American companies aimed to launch commercial operations for electric vertical takeoff and landing (eVTOL) aircraft, paving the way for the future of air taxis. However, the complex approval process of the Federal Aviation Administration (FAA) has left these companies in a bind. Meanwhile, China has made significant progress in approving self-driving electric aircraft, even beginning commercial flight testing overseas.

This October, the FAA released an 880-page "Special Federal Aviation Regulation" (SFAR) allowing eVTOL pilots to train using a single control system instead of the traditional dual system. While considered a step forward, this hasn't actually accelerated the certification process. In contrast, Chinese aviation regulators have already approved a self-driving aircraft, EHang's EH216-S. This two-seater aircraft, albeit with limited range, has already successfully transported passengers in Thailand, paving the way for future commercial flights outside China.

American companies face a complex five-stage certification process and are required to have pilots on board. FAA Administrator Michael Whitaker expressed pride in the agency's ability to release a series of new regulations within 16 months. However, these regulations merely clarify requirements for commercial operations and pilot qualifications, failing to address the slow certification process.

Industry experts point out that for eVTOL to achieve large-scale cargo or passenger transport and reduce costs, it must ultimately transition to autonomous operation. Otherwise, they will remain confined to niche markets. However, the current state of the FAA necessitates lengthy and intricate certification processes, potentially requiring a decade or more for companies like Archer Aviation, Joby Aviation, and Beta Technologies to achieve long-range or fully autonomous operation.

The gap between the US and China in autonomous flight technology is widening. While the US cannot fully emulate China, the Chinese government provides subsidies and regulatory support for domestic companies to propel the industry forward. EHang, a US-listed company, initially targeted the tourism market with its small drones. Governments in Shenzhen, Guangzhou, and other cities even planned to offer subsidies for tourists flying in self-driving aircraft.

In the United States, the market is driven from the bottom up by technology and investment. Startups like Joby, Archer, and Beta are dedicated to building these aircraft and plan to deploy them in major cities to alleviate traffic congestion. Their business plans are ambitious, and the equipment they develop is impressive. The primary obstacle hindering their development is not a lack of talent, funding, or motivation, but regulatory hurdles.

The FAA's certification process appears sluggish in the face of new technologies. The agency tends to be risk-averse, which is undoubtedly aimed at ensuring sky safety. After all, the US boasts the busiest and safest airspace in the world. However, this doesn't mean there's no way to expedite certification while maintaining safety, allowing companies to push technological boundaries without compromising security.

Faster certification doesn't necessarily mean sacrificing quality. Boeing serves as a cautionary tale. The FAA, due to its laxity and complacency, delegated some certification responsibilities to Boeing itself without consistently monitoring compliance, leading to two tragic accidents involving the 737Max aircraft. This incident served as a wake-up call for the industry, prompting the FAA to adopt a highly cautious approach to certifying all aircraft.

The FAA's certification process is arduous, involving five stages: concept design preliminary approval, safety requirements development, compliance planning, flight test phase, and post-certification monitoring. Although eVTOL differs from traditional helicopters, the former powered by multiple motors rather than a large rotor driven by an internal combustion engine, both share similarities in takeoff and landing. A significant advantage of eVTOL is its quieter operation, with some models featuring wings and tilting motors for extended range. Moreover, due to its multiple motors, eVTOL is expected to be more secure. Its motors resemble those found in electric vehicles, with a simpler structure compared to traditional gasoline engines.

Joby, Archer, and Beta have all built aircraft capable of flight, but they all anticipated a faster certification process before getting entangled in the FAA's cumbersome procedures. Could the FAA optimize document and testing processes, allowing certain stages to proceed concurrently? If adjustments are required, modifications to aircraft design and relevant documents can be made afterward.

China is rapidly advancing on this path. EHang's self-driving rotorcraft is small, with a limited range (approximately 30 km), a price tag of $410,000, a carrying capacity of around 270 kg, and an emergency parachute. All American companies initially designed their aircraft with pilots in mind, but to catch up with China, the US may ultimately have to eliminate pilots to achieve full autonomy. China is poised to begin supplying self-driving aircraft to the global market soon.

US President-elect Donald Trump has clearly expressed his desire to reduce government bureaucracy. Perhaps under his administration, someone will present new ideas to encourage the FAA to embrace new technologies more swiftly, while ensuring aviation safety.