One of the things that is almost never discussed is the way the machine is going to be operated. It is certainly not going to have the flexibility of operation of a helicopter for some interesting reasons.
It is going to be certified to a basis that is not published yet (like Part 25 or Part 29 is open to all to see). The cert basis is being negotiated between the manufacturer and the FAA. But because of the weight, it will be a combination of Part 25 and Part 29, which has some interesting performance implications.
The manufacturer has to demonstrate compliance with some performance numbers for takeoff distance, hover capability and single engine height velocity. You probablyl will not be able to hover the machine inside the HV curve, just as you can't do that with a Part 29 machine with more than 10 seats. So, takeoff performance will have to be pretty tightly scheduled, and that will mean quite specific takeoff profiles to meet the Flight Manual performance. Ditto with landings.
And if the manufacturer wants more latitude in the takeoff and landing profiles, they will have to be demonstrated, which will make the flight test program huge - the variables are amazing when you start to think about them. The aim will be to get good enough performance out there quickly, so don't expect much flexibility in terms of takeoff and landing profiles.
Attempts to find out performance for helipads and the like from the XV-15 didn't have much response from anyone, so we're really pushing back the frontiers with the 609.
It will be an interesting evolution, as they say.