How Does Jaunt Air Mobility Plan to Achieve Type
Certification for eVTOL Systems?
By Kelsey Reichmann |
October 28, 2020
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eVTOLs, Jaunt Air Mobility, safety critical avionics, urban air mobility
Jaunt Air
Mobility is planning to have a fully electric vertical take-off and landing
(eVTOL) aircraft in production by 2026. (Jaunt Air Mobility)
Jaunt Air Mobility is planning to have a electric
vertical take-off and landing (eVTOL) aircraft in full rate production by 2026,
but between now and then they will have to forge a path toward achieving type
certification, using a blend of new and existing regulatory guidance.
Jaunt is one of Uber Elevate's vehicle development
partners, currently designing an air taxi that the company describes as
resembling a cross between a helicopter and fixed-wing aircraft. Martin Peryea,
CEO/CTO of Jaunt Air Mobility, believes certification will be achieved by
adhering to early safety assessments and SAE International aerospace
recommended practices (ARP), robust and semi-automated software design
assurance processes, and separation and partitioning of software systems.
Jaunt Air Mobility's Journey air taxi will be
certified with existing rotorcraft Federal Aviation Administration (FAA) Advisory Circular (AC) 29.1309-2, according to comments made by Peryea during
a webinar hosted by Avionics International on Tuesday.
"It boils down to looking at the probability
of failure and as you know the public acceptance of airplane fatalities is on a
different level compared to typical automobile accidents,” Peryea said. “So,
the design of, you know, these types of aircraft really need to be on par with
public expectations in terms of safety reliability. So that 10-9 number
is something that we're striving for in our particular system.”
Jaunt Air
Mobility's Journey air taxi. (Jaunt Air Mobility)
The early implementation of two ARP guidelines
will help to avoid costly redesign, Peryea said. Development of Journey will
follow guidelines for the development of civil aircraft and systems, ARP 4754,
and guidelines and methods for conduction the safety assessment process, ARP
4761. ARP 4754 will identify critical functions while ARP 4761 will identify
where the aircraft will require redundancy for safety precautions.
“The takeaway here is that you really have to
start this process at the very early stages of any aircraft development
program,” Peryea said. “A lot of people think they can start sketching out an
aircraft design with various types and configurations and unfortunately they
don't fully understand the certification requirements in terms of what's
required to go through that rigorous process to ensure that you address these
various failure modes, especially in the catastrophic and hazardous failure
modes.”
Under the ARP 4761 development process, safety
critical avionics systems hardware and software are developed beginning with
the basic aircraft level requirements, allocation of basic functions to systems
and the subsequent development of system architecture. Final implementation
includes full aircraft systems level implementation, as Peryea explained.
At each step, a key assurance to achieving
certification once the designer is ready for regulators occurs by analyzing
failure conditions prior to proceeding.
Peryea
showed a projected certification timeline for their air taxi during the
webinar. (Jaunt Air Mobility)
Peryea believes it is also critical to develop a
semi-automated software design assurance processes. Using automation in design
assurance can help speed up the development and management of the schedule and
associated costs.
“It's more than just the flight control computers
and the avionics, but it also applies to the actuation systems, the motors,
motor controllers, and batteries and will require the highest design assurance
level (DAL), A and B, for these types of systems,” Peryea said. “And I always
like to say the process really drives the design of the aircraft, not the
desire of senior management.”
When running software systems for at varying DAL
levels, the key to safe aircraft functionality is separation of the systems so
that they do not impact each other, Peryea said.
“When trying to run various software systems on
the same flight control computers, you really need separation or partitioning
of the sessions so that your level C software doesn't impact your, level A software
on these particular types of systems,” Peryea said.
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