Still Has Value
A real shop: used goods, Salt Lake valley pickup, a Cybertruck that earns its keep. stillhasvalue.com
Murray, Utah · starting up again
This is a shop, not an airline.
Starting up again, still technically hibernating. Hardware in storage, including the skeleton. Large motors and props have been run on a bench before; current space isn’t conducive, so that isn’t happening right now. Looking for space in the Salt Lake valley. No passenger flights, deliveries, certified aircraft, or fleet — not today.
Arcs on the globe are the world’s passenger-class eVTOL moment, 2026 — state of the art elsewhere, not Flight Enabled products.
Right now
Starting up again, still technically hibernating. The skeleton airframe is in storage. We have done bench work with large motors and large propellers; current space isn’t conducive, so nothing is on a bench today.
Several large octocopters, many hexacopters, a dodecacopter, a Skydio, a DJI under the FAA 250g small-UAS threshold, plus complementary equipment. Not a flying fleet. Not passenger service.
Where the industry actually is in 2026 — certified kW-class machines, shop-floor outrunners, and what’s still hard. Read it. Not what we’re flying today.
The world is building passenger-class eVTOLs. Hardware is in storage — including the skeleton — because current space isn’t conducive to the bench work we’ve already done with large motors and props. If you can help with space, motors, or props, you’re invited.
Latest motors & props
We watch the motors and props the industry is actually certifying — not brochure peaks. Sourced September 2026. This is not Flight Enabled hardware in the air.
Published aviation motors that are certified or near it sit roughly 4–6 kW/kg the way the manufacturer counted. Safran’s ENGINeUS 100 (125 kW, about 5 kW/kg, air-cooled) is the one EASA has actually certified for new air mobility.
BETA publishes an H500B pusher at 640 kW max / 300 kW continuous, 75 kg with inverters (6.0 / 4.2 kW/kg), and a V600A lift motor at 1,500 rpm (4.2 kW/kg continuous). magniX sits in the same 165–515 kW continuous class on test airframes — not on a bench in Murray today.
Hartzell and BETA got the first U.S. Part 35 propeller type certificate written around an electric engine (21 Jul 2025): 5-blade carbon, ground-adjustable fixed pitch. Diameter is not in the cert announcements, so we don’t invent one.
No U.S. passenger eVTOL type certificate as of 2 Sep 2026. Joby and Archer have FAA 21.17(b) special-class criteria, not a TC. EHang’s CAAC paperwork is not an FAA certificate. Passenger layouts are still tilt-six or lift-plus-pusher; quietness is being measured, not solved.
Industrial heavy-lift still looks like fat outrunners and 36–40 inch carbon props — T-MOTOR U15-class. That is the family of hardware we know from the shop floor, in storage while we look for workspace. It is not a Part 33 engine.
Flight Enabled is a Utah shop restarting. Hardware in storage, including the skeleton. No flying fleet, no aircraft sales, no type certificate. When benches are up, 4–6 kW/kg certified-class machines and electric-engine props are the class we study — heat, noise, and certification, not a brochure.
Quiet propellers are a research thread here, not a slogan. The archive has propeller CAD and a 2018 plan for quieter, more efficient blades. We also did vibration testing with Vibration Technology (Vibetech) in Pleasant Grove — measuring and correcting propeller and rotor vibration. NASA and passenger eVTOLs are still measuring noise, not solving it. When we have a bench again, quiet props are one of the things we study. We are not flying them today, and we do not have a certified quiet propeller.
Peak is not continuous. Dry mass is not installed mass. High voltage at altitude. Community noise. FAA 21.17(b) and EASA SC-VTOL are not one standard. Batteries still limit range. Catalog density claims at 20,000 rpm are not drop-in replacements for a large direct-drive prop.
The aim
Improve small UAVs iteratively until they can be trusted as safe, quiet, capable package delivery vehicles.
Then increase size so they can carry passengers and cargo and be piloted as simply as cars.
Autonomous cars are a good hint at the end goal of Flight Enabled: making travel less of a pain, so that people and things are easier to bring together. We are not building robotaxis. Self-driving cars show where this is going; flight is the same idea in the air, so people and cargo can meet without the trip being the hard part.
Enabling flight for everyone should involve everyone.
Companies
A real shop: used goods, Salt Lake valley pickup, a Cybertruck that earns its keep. stillhasvalue.com
Wording so more people can work together. similarize.com
Want in
Not a careers page at a Series B. If you can weld, code, fly RC, find a field, research motors and props, or think, you can help close the gap between hardware on the shelf and machines people can trust.