Helicopters have a lot of moving parts. Centrally located powerplants delivering reliable power to both main and tail rotors require complex transmissions and control systems. More moving parts mean more single points of failure, and the potential for costly insurance losses, especially if maintenance is neglected.

Relative to conventional helicopter powertrains, electric motors are far simpler, often having just one moving part and no gearbox. This means that a wingless multicopter eVTOL can fly without much mechanical complexity at all, though with limited efficiency. For greater speed, range and payload, most eVTOL manufacturers choose a winged design, incorporating more complex propulsion units and control surfaces designed to enable transition between vertical and wing-borne horizontal flight.

In the race to compete with conventional helicopters, there is, however, another approach.

Image: Moya Aero’s tiltbody prototype flew on August 22, 2024

One way to optimise simplicity along with speed, range, and payload is to build a winged design with propellers along the wing’s axis, taking off vertically and then tilting the whole aircraft forward once airborne, directing airflow over the wings and achieving efficient wing-borne forward flight without having to pivot complex critical assemblies. These aircraft are known as tiltbody designs.

Brazilian eVTOL developer Moya Aero recently completed a successful transition flight of its unmanned sub-scale prototype, designed for autonomous cargo missions and targeting commercial service in 2026.

As insurers evaluate different eVTOL designs, simplicity is likely to be factored into underwriting decisions. While less complex designs may indicate reliability, they could also introduce operational challenges correlating with increased risk. For instance, the vertical orientation of tiltbody aircraft during certain phases of flight may result poor ground visibility and increased reliance on detect-and-avoid systems. This underscores the importance of a holistic approach when underwriting emerging aviation risks, not only focussing on aircraft design but on the end-to-end operational profile.

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