Still Has Value
A working shop: used goods, Salt Lake Valley pickup, a Cybertruck that earns its keep.
Murray, Utah · still hibernating
This is a shop, not an airline.
Flight Enabled is about flight that people can trust — safe, quiet, and practical enough that travel stops being the hard part of bringing people and goods together.
The world’s passenger-class eVTOL moment, 2026 — industry state of the art for context.
Right now
Flight Enabled is a Murray, Utah shop that has been hibernating for years. Late this year we are considering a restart, but so far we are still hibernating. Recent advances in AI — Claude, Grok, ChatGPT, Gemini, and how fast the field keeps moving — may be what makes a restart possible. Hardware — including our skeleton airframe — remains in storage while we secure suitable workspace in the Salt Lake Valley. Prior bench work with large motors and propellers stays paused until space allows. We do not currently offer passenger flights, deliveries, certified aircraft, aircraft sales, or a flying fleet.
Several large octocopters, many hexacopters, a dodecacopter, a Skydio, a DJI under the FAA 250 g small-UAS threshold, and complementary equipment.
A look at where the industry actually stands in 2026 — certified kilowatt-class machines, shop-floor outrunners, and what remains difficult. Read it.
The world is building passenger-class eVTOLs. Our hardware is in storage — including the skeleton — until we have space to resume the bench work we have already demonstrated with large motors and props. If you can help with space, motors, or props, you are invited.
Concept imagery; not photographs of our current workspace.
Latest motors & props
We follow the motors and propellers the industry is actually certifying — not brochure peaks. Figures sourced September 2026.
Published aviation motors that are certified or near certification sit roughly 4–6 kW/kg as manufacturers report them. Safran’s ENGINeUS 100 (125 kW, about 5 kW/kg, air-cooled) is the unit EASA has certified for new air mobility.
BETA publishes an H500B pusher at 640 kW maximum / 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 operates in the same 165–515 kW continuous class on test airframes.
Hartzell and BETA received the first U.S. Part 35 propeller type certificate written around an electric engine (21 July 2025): five-blade carbon, ground-adjustable fixed pitch. Diameter is not stated in the certification announcements, so we do not invent one.
As of 2 September 2026, there is no U.S. passenger eVTOL type certificate. Joby and Archer have FAA §21.17(b) special-class criteria, not a type certificate. EHang’s CAAC approvals are not an FAA certificate. Passenger layouts remain tilt-six or lift-plus-pusher; community quietness is still being measured, not solved.
Industrial heavy-lift hardware still centers on large outrunners and 36–40 inch carbon propellers — T-MOTOR U15-class and similar. That is the family of hardware we know from the shop floor, held in storage while we secure workspace. It is not a Part 33 engine.
When benches are active again, 4–6 kW/kg certified-class machines and electric-engine propellers are the class we study — heat, noise, and certification realities, not brochure claims.
Quiet propellers are a research thread here. Our archive includes propeller CAD and a 2018 plan for quieter, more efficient blades. We conducted vibration testing with Vibration Technology (Vibetech) in Pleasant Grove — measuring and correcting propeller and rotor vibration. NASA and passenger eVTOL programs are likewise still measuring noise. Quiet props will be part of what we study when the bench is running again; we do not hold a certified quiet propeller.
Peak power is not continuous power. 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 propeller.
The aim
Improve small UAVs iteratively until they can be trusted as safe, quiet, capable package-delivery vehicles.
Then increase scale so they can carry passengers and cargo, and be piloted as simply as cars.
Autonomous cars hint at the destination: travel that is less of a burden, so people and things are easier to bring together. We are not building robotaxis. Self-driving cars show the direction; flight is the same idea in the air — so meeting up does not have to mean the trip is the hard part.
Enabling flight for everyone should involve everyone.
Companies
A working shop: used goods, Salt Lake Valley pickup, a Cybertruck that earns its keep.
Rewrites what you mean so different perspectives can hear it — same honest point, clearer and more receivable.
Want in
This is not a Series B careers page. If you can weld, code, fly RC, find a field, research motors and props, or think clearly about the problem, you can help close the gap between hardware on the shelf and machines people can trust.
Murray, Utah