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The Gen 6 is the first-ever candidate for FAA certification of an autonomous, all-electric, passenger-carrying, vertical take-off and landing (eVTOL) air taxi. It is also the aircraft that will fly our very first passengers once we begin service.

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We have designed the aircraft to operate in both visual meteorological conditions (VMC) and instrument meteorological conditions (IMC). Just like all aircraft, we will have some operating limitations - such as winds and icing. We intend to operate under Instrument Flight Rules (IFR).

We will not exchange batteries after each flight. Instead, the aircraft will be recharged in between flights, with an approximate recharge time of 15 minutes.

Regulations require passengers to sit in FAA-certified seats. For Wisk flights, passengers using wheelchairs will need to be able to transfer themselves into their assigned seats.

Once in their assigned seats, mobility devices such as canes, walkers, and most collapsable or disassemblable wheelchairs will be stowed in the aircraft cabin alongside their users. If necessary, seats in the Gen 6 can be removed to accommodate larger mobility devices.

In the instances of an emergency, such as a medical emergency, passengers in the aircraft will be able to use the call button to contact the hospitality crew. The hospitality crew will advise operations of the situation and arrange to have the appropriate emergency services available on landing.

The aircraft will use both onboard and offboard sensors to monitor aircraft and other potential hazards in the area. Should it identify a potential conflict, the aircraft will autonomously execute a change to its flight path to maintain proper clearance. The Multi-Vehicle Supervisor will be notified of this change and will, in turn, notify ATC.

The aircraft, including the propulsion system, will be designed to withstand bird strikes in accordance with certification rules. If a bird strike does damage a propeller, the aircraft will be able to continue flying safely with up to two of its twelve propellers inoperative. If a bird strike results in propulsion system damage, the aircraft will either continue to its destination, return to its point of origin, or make an emergency landing at the next safe landing area, based on the specific situation.

We are designing our aircraft to prevent this from occurring and, should it occur, ensuring the impact is minimal. Our configuration is highly redundant with 12 individual electric motors and high-voltage batteries.

In the rare instance that an individual fan motor loses power, we can lose up to two fans and continue the flight safely. In the unlikely event that more than 2 fans could stop functioning, the aircraft will initiate an emergency landing at one of the designated emergency landing sites along the pre-planned routes.

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Wisk will provide a Plan for Security Aspects of Certification (PSecAC) to the FAA. The PSecAC includes a cybersecurity risk assessment as part of our overall system development process.

The PSecAC also specifies the use of these existing standards:

• RTCA DO-326A 'Airworthiness Security Process Specification' specifies the secure processes we use in development
• RTCA DO-356A 'Airworthiness Security Methods and Considerations' specifies the design methods we use for a secure design
• RTCA DO-355A 'Information Security Guidance for Continued Airworthiness' specifies how to operate in a secure manner

The above standards are the same security process, design, and operations standards followed by all Part 25 transport class aircraft.

Per these standards, aircraft data logs will be examined after each flight to ensure normal operations, and Wisk ground systems will be running Intrusion Detection and Protection Systems (IDPS) in real-time, anytime we are operational.

In addition, because we will accept commands from the ground, all of our Command and Control (C2) radio data links will be encrypted in both directions to guard against intercept and/or hacker interference.

Concerning autonomy, we will institute additional layers of security. Any commands or flight plans sent to the aircraft will undergo onboard validation. Furthermore, the ground-based interface will not be safety-critical, meaning that the ground operation will have a limited ability to command the aircraft, and no available commands will result in unsafe aircraft behavior.

The piloting function is automated and a connection with the ground control station is not safety critical. The aircraft would either continue its planned flight path and land at its destination or, if needed, at an alternative landing site.

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The Gen 6 aircraft will have redundant GPS receivers to reduce the likelihood of GPS loss due to system failure, and it will also have a variety of other sensors to maintain required navigational accuracy throughout the planned flight in the event of total GPS network outage or denial.

The Gen 6 aircraft will have a payload capacity of 900 lb (408 kg), adequate for up to four passengers and their luggage in most situations.

No, Generation 6 does not have a parachute.

Autonomous or self-flying means that the aircraft can aviate, navigate, and communicate on its own. Using existing technologies we have off-loaded routine responsibilities that are traditionally held by human pilots to an autonomous system allowing the ground operators to make fewer, higher-level decisions.

It is important to note that every flight is monitored by a human on the ground who can intervene as necessary. The aircraft does not use artificial intelligence or machine learning.

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Absolutely. 93% of pilot functions on a commercial airliner are autonomous. Aviation safety has increased in large part due to enhanced cockpit automation and situational awareness that reduces the burden on pilots, especially under stressful time-critical conditions. Our system is a further extension of that automation.

Generation 6 combines industry-leading autonomous technology and software, human oversight of every flight, and an overall simplified design to deliver one of the safest passenger transport systems in aviation. We are following the most rigorous design & test standards of our safety-critical control systems and we are meeting, and sometimes exceeding, the regulatory requirements for commercial certification.

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A Multi-Vehicle Supervisor (MVS) is a ground-based supervisor located in one of Wisk’s Fleet Operations Centers (FOC). Each MVS oversees multiple air taxis and acts as pilot-in-command of their assigned aircraft. The MVS communicates with air traffic control and initiates and monitors each flight.

The aircraft system is designed to respond autonomously to most events. The piloting functions will be automated and the MVS cannot remotely pilot the aircraft. However, if it is needed, the MVS can send direct commands to the aircraft such as redirecting the aircraft to alternate landing sites or ordering an immediate precautionary landing.

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• Wisk is the only US company pursuing a self-flying first approach. We are doing this because:
  • Autonomy is safer
  • We can scale more quickly and affordably using unpiloted aircraft
• We are following the most rigorous design & test standards of our safety critical control systems and we are meeting, sometimes exceeding the regulatory requirements for commercial certification (example would be level of hardware and software dissimilarity to mitigate common mode failures).
• Our relationship with Boeing. Through Boeing, we have direct access to industry-leading experience and decades of expertise.
• Our passenger-centric design. Our vision is: Everyday Flight for Everyone. This means our aircraft will accommodate individuals with a wide range of abilities and disabilities. Our commitment to accessibility goes beyond our aircraft, and we aim to make the entire travel process as user-friendly as possible.
• We can carry your luggage. There is storage space for personal items in the center consoles. Larger items, such as roller bags, can be stored in the storage compartment in the nose of the aircraft.

We anticipate that future vertiports will accommodate multiple operators, similar to airports and other transportation hubs today. Wisk is already engaged with vertiport companies, helping weigh in on standards and to ensure designs will accommodate different types of air taxis.

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In order to begin service, three certifications are required: the Aircraft Certificate (a Type Certificate for the design and an Airworthiness Certificate for individual aircraft), the Production Certificate, and the Operations Certificate. Certification is done through the Federal Aviation Administration (FAA).

When discussing certification, usually people are asking about the Aircraft Type Certificate. This is the first step in the certification process and indicates that an aircraft design is safe and replicable; it allows the manufacturer to produce limited aircraft of the approved design. We have already started this certification process with the FAA.

A Production Certificate indicates that a manufacturer has proven its production system is able to ensure each aircraft will be built in accordance with its Type Certificate.

The Operating Certificate means that an aircraft operator has demonstrated all the proper procedures and training for its staff. This certification is required before we can begin to carry passengers.

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No, we plan to certify an autonomous eVTOL.

We believe autonomy is the only way to truly scale this industry and deliver the highest safety standards. Many of our peers have intentions to go autonomous; however, that transition will mean an entirely new aircraft design and certification process.

As a wholly-owned subsidiary of Boeing, we are fortunate to be in a strong position to pursue our autonomous-first approach and, while we may not be the first to market, we may be the first to bring an autonomous air taxi to service in the U.S.

Wisk is a Boeing subsidiary. We have a very close relationship with Boeing and are able to draw upon their extensive expertise. However, we will continue to operate separately from Boeing. Our mission and strategy are remaining the same.

We have not publicly shared when we plan to begin our commercial operations. Official timing depends on a number of factors, including certification. We are actively working with the FAA and will fly when both we and the FAA feel it is safe to do so.

We can say that we hope to fly our first passenger before the end of the decade.

We have not shared a launch city yet but are considering a number of U.S. and international cities. We intend to launch first in the U.S., followed by the countries where we have partnerships, such as New Zealand, Australia, and Japan.

We are focused on a price per passenger mile that is accessible for a wide percentage of the population. Pricing (at times) could be dynamic.

Our simplified design (lower maintenance cost), electric propulsion (no fuel cost), and autonomy (no pilot cost), helps us keep trip prices low and make our services more affordable.