Air Taxis Market trends, Business opportunities, Growth analysis & Forecasts To 2030

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Global Air Taxis Market Size Analysis
Forecasts To 2030 By Component (Hardware,
Software Services), By Aircraft Type
(Multicopter, Side-By-Side, Tilt wing, Tilt
Rotor, Others), By Propulsion System (Parallel
Hybrid, Electric, Turboshaft, Turboelectric,
Others), By Passenger Capacity (One, Two, Four,
Six, Fifteen, Thirty) By Region (North America,
Europe, Asia Pacific, CSA, MEA) Vendor
Landscape, Company Market Share Competitor
Analysis
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air-taxis-market/

• Airbus Air Taxis Market
• Consolidated Revenue 66.8 million Euros in 2017
  85 from civil sector and 15 from defense
  sector Total number of employees (December
  2017) 129442
• Recent technology network for sky military and
  communications solution
• NFTS combines different communication
  technologies to form one resilient global mesh
  network, allowing aircraft to be fully part of a
  high-speed connected battle space.
• Communication network solution will be
  interoperable between satellites, aircrafts,
  mobile units and command centers which can be
  deployed on ground or at sea.
• Aim To offer similar seamless experience that
  people have with their phone when it switches
  its network from one another from 4G to Wi-Fi
  without realizing it, with the cyber security
  standards and reliability of military
  communications David Kingdon-Jones, head of NFTS
  at Airbus defense and Space
• Integration of various technologies satellite
  links with geostationary, low and medium earth
  orbit constellations, ground to air, air to
  ground and air to air links, 5G mobile
  communication cells, voice links, laser
  connections all of this combined into single
  global secure network.
• Key points 1) The network can be reconfigured at
  any given time and prioritizes exchanges based
  on mission objectives, data flows and available
  bandwidth on different links or servers. Thereby
  making the management of end to end seamless
  connectivity transparent to users.
• 2) NTFS will resolve the problem of connectivity
  during the entire duration of air missions the
  network will enable information superiority which
  will extend the multi-mission capabilities of
  aircraft. 3) With the development of combat
  cloud, mission aircrafts will be able to share
  data stored on board and real time applications.
  4) The network will offer to re task in flight
  combat aircrafts and helicopters from ground by
  uploading new and updated mission plans.

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• 5) Zephyr, a high altitude platform will create
  permanent cells of several hundred kilometers in
  diameter to relay aircraft communications via
  Airbus spaceDataHighway laser links.
• Notes first phase of modular NTFS end to end
  solution is already available. This involves
  standardizing the use of high-speed satellite
  connectivity on aircraft from now onward with
  the help of a range of antennas which have the
  ability to switch from one satellite beam to
  another in-flight. Hence the V/UHF radio links
  and L16 can be extended via a satellite
  communication relay from a few hundred kilometers
  to thousands of kilometers.
• NTFS is the foundation for the connected airborne
  battlespace, with the goal to provide a full
  operational capability by year 2020.
• The program is part of Airbus Future Air Power
  project which is fully aligned with the
  development of (FCAS) European Future Combat Air
  System.

• Airbus Air Taxi VAHANA
• Configuration study
• Highest level requirements low cost, single
  passenger, electric VTOL aircraft which provides
  utility to large number of people.
• Trade study is conducted on the two of the most
  compelling configuration of electric VTOL.
• Electric helicopter the reason behind conducting
  trade study on electric helicopter is because
  they are by far the most common VTOL transport
  aircraft which is used today. They are efficient
  in hovering because of their low disk loadings
  and cruise at an average speed.

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• Electric Fan Tilt Wing it is a tandem tilt wing
  with eight fans. The extra wings improve the
  cruise aerodynamics as compared to that of a
  helicopter. During hover, tilt wing has less
  power requirement than tilt rotor as the disk
  loading on the wings is largely reduced.
  Moreover, additional benefit of tilt wing is that
  reduced angle of attack on the wing in hover and
  in low speed flight because of induced airflow
  behind the fan. This offers the benefits of
  keeping the flow attached to the wing,
  simplifying flight control and aerodynamic
  analysis. Eight fans were selected in the Vahana
  prototype for the tandem tilt wing configuration
  with redundancy in the case of failed motor and
  to keep the footprint of the vehicle small.

Green 1 rotor, Cyan 4 fans, Blue 8 fans, blue
8 fans, magneta 12 fans and red 16 fans. The
above graph is the overall design of footprint
changes of the vehicle with different number of
fans/rotors. Sizing of Vahana The sizing
process of Vahana was a tough task to do
manually, especially with mission constraints and
parameters. The technique used for sizing the
vehicle was MDO (multi disciplinary optimization)
technique. This approach allowed the
manufacturer to benefit from numerical
optimization technique that satisfied all the
constraints of design variables. Defining the
mission The concept of operations of Vahana was a
combination of number of intriguing idea. At
early stage, the mission was to enable the
aircraft for vertical takeoff, cruise for
specified distance, transition to forward
flight, transition back to hover and vertical
landing. The vertical takeoff and landing process
was assumed to be of limited duration of 90
seconds each. Technology used
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• During the trade study, in order to make the fair
  comparison between the two configuration same
  technology were used. For automated flight
  without pilot in both the configuration same
  computing resources and same sensors were used.
• In 2016, lithium polymer battery technology of
  the Vahana had a specific energy of just under
  200Wh/kg during the time of installation. This
  wass projected to show 5-6 improvement per year
  for three years, which gives it a pack level
  energy of 230Wh/kg.
• There is currently ongoing development in the
  motor controllers with higher switching
  frequencies which is expected to achieve motor
  system specific power of 6kW/kg or better.
• The helicopter was assumed to have redundant
  electric motors which are driving the main rotor
  through transmission. Moreover development was
  done to gain kinetic energy in the blades during
  autorotation. Each motor was sized to generate
  1.7 times the thrust to allow sufficient control
  authority and to handle motor failure. Provisions
  were made for ballistic parachute for the tilt
  wing aircraft because of lack of autorotation
  capability.
• Sizing problem of multidisciplinary design
  optimization (MDO)
• The three key elements that are needed to be
  defined in optimization problems are
• The objective function
• The design variable
• The constraints that design must satisfy
• Objective function
• Vahana manufacturers used direct operating cost
  as their main objective to capture most of the
  economics associated with the operations and
  performance of an aircraft. There are other
  objectives also which are taken into
  consideration at different stages such as safety
  and reliability metrics and noise footprint. The
  DOC model for Vahana was based on ATA (Air
  Transportation Association). Costs are
  subdivided into various components such as
• Components costs (motors, battery, avionics and
  servos)
• Structural materials, tooling and manufacturing
• Parachute recovery system

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• Various costs used in high level design variables
  are
• Design cruise speed
• Main rotor radius (helicopter), Fan radius (tilt
  wing)
• Maximum takeoff weight
• Battery weight
• Motor weight
• Constraints
• Each aircraft is required to satisfy several
  explicit and critical constraints such as
• Maximum power requirement from each motor
  individually should be less than the available
  motor power.
• To complete the reserve mission the energy
  required should be less than the available
  battery energy.
• The calculated weight during takeoff should be
  less than maximum takeoff weight design
  variable.
• The rotor of the helicopter should have enough
  kinetic energy for the flare at touchdown after
  an auto rotation.
• Aerodynamic Performance Model
• For noise reason, the performance and size of
  both electric helicopters and tilt wing fans are
  majorly boosted by a maximum blade tip Mach
  number constraint of 0.65. The RPM of helicopter
  rotor is set by the above mentioned constraint
  in cruise, where as for tilt wing it is set at
  1.75 times hover thrust condition which allows
  aircraft in maneuvering margin with failed motor.
• For both the configuration, the performance of
  hover estimates were based on the theory of blade
  element momentum along with corrections for the
  tip losses and assumed values for the blade
  profile solidity and drag coefficient. The
  performance measure for tilt wing cruise is based
  on a quadratic drag polar with span efficiency
  of 1.3, which can be achieved with non planner
  tandem wing configuration. Excrescence drag area
  and conservative fuselage was taken as same for
  both electric helicopter and tilt wing aircraft.
  The wing area of tilt wing was set by specific
  cruise configuration stall at 35 m/s speed.

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For tilt wing canard and wing weights are taken
as a bonded structure which consists of carbon
fiber skins and spars with aluminum ribs. Drag,
lift, ribs, torsion and thrust loads are further
considered during sizing. The fan blade and
rotor were assumed as a core composite structure
to take the flap, lag, centrifugal and torsion
loads along with an aluminum fitting to connect
to the hub. Based on the historical trends for
helicopter skids the landing gear for both the
configuration was taken as 2 of the maximum
takeoff weight.

• Conclusion
• Electric helicopter was shown to be a compelling
  configuration at low design range where as for
  longer range the improved cruise aerodynamics
  makes the tilt wing aircraft configuration more
  compelling. The exact DOC values and crossover
  points are sensitive to many more assumptions in
  such a conceptual designing tool.
• Notes
• Vahana is a single-seat capacity, eight rotor
  aircraft which is an all electric and self
  flying/ pilotless, equipped with cameras, radar,
  LiDAR sensors. The aircraft is designed to
  maneuver around airplanes, birds and other
  drones.
• Vahana is based on electric vertical takeoff and
  landing technology with wings to change position
  midflight.
• Maximum battery range will be of 62 miles and
  consumers cost will be in between USD 1.50 to
  USD 2.50 per mile.
• Vahana will be equipped with parachute that
  automatically deploys in emergency situation,
  saving the entire craft and its passengers.
• Project Vahana started in early 2016 as one of
  the first projects at A-cubed the advanced
  projects and partnerships outpost of airbus group
  in silicon valley.
• The aim was to fly the full size prototype of
  Vahana before the end of 2017 and have product
  based demonstrator by 2020. However the prototype
  of Vahana was first tested on January 31 2018.
• Share price
• Since July 2000 share of airbus is listed on
• Paris Stock Exchange
• Frankfurt Stock Exchange
• Spanish stock exchanges in Bilbao, Madrid,
  Valencia and Barcelona.

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Type of shares Bearer shares The share of Airbus
is an exclusively ordinary with a par value of 1
euro. The total number of authorized share
capital amounts to 3000000000 shares. 30th
September 2018, Total number of issued shares is
776,295,452 Total number of treasury shares is
679,940
1st January 2017, Total number of issued shares
is 772912869 Shares issued for ESOP
1643193 1st January 2016, Total number of shares
issued 785,344,784 Shares issued for ESOP
1474716 Airbus dividend policy since 2013 has
shown strong commitment to shareholders returns.
The policy targets sustainable growth in the
dividend within a payout ratio ranging from
30-40.
DATE OPEN () HIGH () LOW () CLOSE () VOLUME
01-10-2018 108.68 108.74 107.10 107.40 824742
02-07-2018 97.65 99.11 97.03 97.71 1658934
29-03-2018 94.48 95.07 93.62 93.80 1787075
02-01-2018 83.03 83.48 82.22 82.64 1372454
29-09-2017 79.95 80.41 79.58 80.41 2099116
03-07-2017 72.72 73.32 72.45 73.10 1203565
03-04-2017 71.40 71.82 71.30 71.36 1272288
02-01-2017 62.68 63.33 62.31 62.82 594839
03-10-2016 53.84 54.00 53.36 53.74 741270
01-07-2016 51.86 52.12 50.85 51.48 1833698
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01-04-2016 57.15 57.35 55.66 56.98 4244681
04-01-2016 61.15 61.87 60.16 60.86 2885672
QUATERLY SHARE PRICE OF AIRBUS IN EURONEXT AIR
DATE OPEN HIGH LOW CLOSE
29-12-2018 85.45 85.45 83.33 83.41
02-01- 2017 62.16 63.24 62.16 62.91
30-12-2016 62.30 62.52 61.74 62.50
YEARLY SHARE PRICE OF AIRBUS IN FRANKFURT AIR
29-12-2017 84.03 84.17 83.33 83.67
02-01-2017 62.40 63.34 62.40 62.86
14-10-2016 51.88 52.96 51.88 52.57
YEARLY SHARE PRICE OF AIRBUS IN XETRA AIR
29-12-2017 83.55 84.20 83.20 83.45
30-12-2016 61.90 62.70 61.85 62.60
14-10-2016 51.75 52.60 51.75 52.40
YEARLY SHARE PRICE OF AIRBUS IN MADRID AIR
STATISTICAL FIGURES
AIRBUS FULL YEAR 2017 FULL YEAR 2016 FULL YEAR 2015 CHANGE (2016-17) CHANGE (2015-16)
Revenues, in millions 66767 66581 64450 0 3
Research Development 2807 2970 3460 -5 -14
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expenses, in millions
Earnings per Share 3.71 1.29 3.43 188 -62
Order Intake 157690 134480 158967 17 -15
Employees 129442 133782 136574 -3 -2
Net Cash Position, in millions 13391 11113 10,003 20 11
(Amounts are in Euro)
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