Embry-Riddle Aeronautical University on Tuesday announced a partnership with the Advanced Air Mobility Association (AAMA), a nonprofit initiative working with the private sector, universities, government, and other stakeholders to create “road maps” for the introduction of AAM aircraft, tailored for major U.S. cities. Under the agreement, AAMA will leverage the expertise of Embry-Riddle faculty and provide students with opportunities for project collaboration, internships, and more.

AAMA was launched publicly in April and is led by president and CEO Antonio Campello, an Embraer executive of more than 30 years who most recently headed Embraer-X—the company’s innovation arm and technology incubator.

Johann Bordais, president and CEO of Embraer air taxi arm Eve Air Mobility, a spinoff of EmbraerX, sits on the group’s board, which also includes Bristow Group executive David Stepanek and Republic Airways executive Charles Hillis. Both Bristow and Republic are Eve partners.

In addition, AAMA adviser Frank Di Bello previously served as president and CEO of Space Florida, an Eve investor. Michael Amalfitano, who sits on Eve’s board, is on Embry-Riddle’s board of trustees.

However, Campello told FLYING that AAMA receives no funding from Embraer or Eve and is fully agnostic, working with all platforms and OEMs and favoring no company. He said the group has been inviting AAM operators, aircraft manufacturers, industry groups, universities, and city governments to help build the ecosystem needed to bolster a new wave of transportation.

Passenger- or cargo-carrying electric air taxis, for example, will require vertiports, special takeoff and landing sites fitted with chargers and other equipment. Designing, building, operating, and regulating these sites will be a collaborative effort.

AAMA intends to establish “readiness laboratories,” where stakeholders can create and implement a minimum viable product (MVP). Businesses use MVPs, which typically are designed with just enough features to be usable for early customers, to gauge the feasibility of an idea. Essentially, the group is looking to launch a beta version of an AAM ecosystem and receive feedback from customers on how it could be improved.

AAMA will use funding generated from membership fees, grants, events, and fees charged to use its readiness labs to create reports describing how different regions can integrate air taxis and other novel aircraft. Per a pitch deck viewed by FLYING, it will also advocate for key regulations on Capitol Hill.

According to Embry-Riddle, AAMA will work with university faculty that lead AAM programs, such as within the Eagle Flight Research Center. Kyle Collins, an assistant professor of aerospace engineering and the director of the center, said it has been exploring the topic for years.

Embry-Riddle students will also be able to work directly with AAMA members on projects and will have opportunities to intern with the association and its member organizations.

“We’re excited to see our team of experienced professionals collaborating with researchers, faculty, and students to propose innovative and customized solutions aimed at implementing a safe and efficient advanced air mobility ecosystem in cities and regions across the globe,” said Campello.

Separately, Embry-Riddle is collaborating with the Greater Orlando Aviation Authority (GOAA), which manages Orlando International Airport (KMCO), to explore the integration of AAM operations at that site. In addition, researchers are working under a $1.4 million NASA grant to study how air taxis can take off quietly and safely in dense urban environments and turbulent conditions.

It’s unclear how much access AAMA will be granted to those projects, but the organization will hope to glean insights from top aviation experts.

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At the Farnborough International Airshow in the U.K., Eve unveiled its first full-scale eVTOL air taxi prototype, assembled at Embraer’s test facility in Brazil’s São Paulo state.

In the U.S., Archer Aviation was the first to hit that milestone, followed shortly after by Joby Aviation and Overair. German eVTOL manufacturers Lilium and Volocopter each have rolled out full-scale prototypes as well, as has China’s EHang.

Eve’s 100 percent electric design now joins them. The lift-plus-cruise model is built to fly up to four passengers and a pilot on 60 sm (52 nm) air taxi routes in and around major cities. It will be piloted at launch, but the company intends to transition to uncrewed operations in the future.

The air taxi includes eight dedicated propellers for vertical flight and fixed wings for cruise, as well as an electric pusher powered by dual electric motors.

Eve seeks to introduce the aircraft commercially in 2026, in line with many of its competitors. The company received proposed airworthiness criteria, a key step toward that goal, from Brazil’s National Civil Aviation Agency (ANAC) in December.

“Our global team of engineers have shown exceptional dedication and expertise to successfully assemble our first full-scale eVTOL prototype,” said Johann Bordais, CEO of Eve. “This is a significant milestone that underscores our commitment to safety, accessibility and innovation.”

Eve is building its flagship air taxi using components and systems from a massive network of suppliers, and it announced two more at Farnborough: Diehl Aviation will design the eVTOL’s interior, while electric aerospace systems provider ASE will supply a power distribution system. Other Eve suppliers include Honeywell, Thales, Garmin, and BAE Systems.

On Tuesday at the airshow, the manufacturer announced another key collaborator, the smart infrastructure arm of technology conglomerate Siemens. The partners will work to gauge just how much energy an eVTOL network will require, as well as the best way to get that energy into the aircraft.

“The results and insights that Siemens and Eve Air Mobility will gain from this collaborative effort are expected to inform our strategy in preparing the ecosystem and developing services at scale for customers in the U.S. and, potentially, around the world,” said Luiz Mauad, vice president of customer services at Eve.

Eve last year announced the site of its first eVTOL manufacturing plant, where it intends to produce as many as 480 aircraft annually. Per the manufacturer’s fourth-quarter 2023 earnings report in March, it has an order pipeline of 2,850 aircraft, with the total value of nonbinding orders exceeding $8 billion.

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Eve Air Mobility, the manufacturer of a five-seat eVTOL design, on Wednesday signed an LOI with AirX—a Japan-based digital platform which primarily provides helicopter charter services—for the purchase of up to 50 Eve aircraft, as well as the manufacturer’s urban air traffic management software, called Vector, as AirX expands into electric air taxis. The agreement includes 10 firm aircraft orders and 40 options.

AirX also becomes Eve’s first services and operations solutions customer in Japan. Accordingly, Eve will provide services such as data management and network optimization.

“We appreciate AirX’s trust and confidence in Eve by not only purchasing our eVTOL aircraft, but services and operations solutions and our Vector—the urban air traffic management software,” said Johann Bordais, CEO of Eve. “Japan has been progressive in their approach and interest in eVTOL operations, and we look forward to continuing to expand our relationships as we support Japan’s urban air mobility [UAM] objectives going forward.”

Notably, AirX also has a relationship with EHang, the Chinese eVTOL manufacturer that in October earned the industry’s first type certification.

The companies last month opened a UAM center in Tsukuba, Japan, the first such facility in the country. The center will serve as a maintenance base and site for demonstration flights, but AirX plans to one day operate aerial sightseeing tours out of the location using EHang’s EH216-S. It will be open to both helicopters and eVTOL aircraft.

However, AirX also sees utility for Eve’s air taxi, as well as other benefits that come from working with the manufacturer.

“We are deeply impressed not only by Eve’s technological capabilities, but also by their commitment to building an ecosystem,” said Kiwamu Tezuka, CEO of AirX. “Our aim is to revolutionize the current industry, making transport services useful and affordable for everyone.”

Eve’s aircraft is a lift-plus-cruise design for up to four passengers and a pilot. In the future, the company plans to produce a self-flying model for six passengers. Eight propellers are dedicated to vertical flight, while fixed wings handle cruise—it has no moving parts, unlike the designs of competitors such as Joby Aviation and Archer Aviation.

The manufacturer is relying on a litany of suppliers—including Honeywell, Thales, Garmin, and BAE Systems—to provide components for the air taxi, such as electric propulsion systems, flight controls, avionics, and seats.

The model has an expected range of 60 sm (52 nm). Eve claims it will produce a 90 percent lower noise footprint than equivalent helicopters, as well as 90 percent less carbon dioxide compared to cars.

Eve has already begun assembly of an initial full-scale prototype at its first eVTOL production plant in Taubaté, São Paulo, Brazil, announced by Eve and Embraer in July. The build is expected to be followed by a test campaign later this year, with a commercial launch scheduled for 2026. In December, the manufacturer received proposed airworthiness criteria from Brazil’s aviation regulator: a key step toward type certification.

The air taxi is orchestrated by Eve’s Vector software, an agnostic platform designed to accommodate a range of eVTOL designs. AirX is the latest Vector customer, but Eve has several orders lined up for the technology.

According to the company, following the AirX agreement, it also has letters of intent for nearly 3,000 aircraft. Southeast Asia is shaping up to be a key market for Eve, which in February began a study to gauge the infrastructure requirements of launching service in the region. Outside Japan, it has customers and operating partners in Australia, South Korea, India, and elsewhere.

Eve will not operate the aircraft itself, but it will assist partners as they build out UAM ecosystems comprising vertiports, electric charging infrastructure, flight routes, and other features.

The manufacturer also intends for its air taxi to fly in the U.S. out of the San Francisco Bay Area, in partnership with United Airlines.

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Eve Air Mobility—the manufacturer of an electric vertical takeoff and landing (eVTOL) air taxi designed for a pilot plus four passengers—on Monday announced an agreement with Singapore-based aviation firm Yugo Global Industries to study the potential for UAM and eVTOL flights across Southeast Asia.

A memorandum of understanding (MOU) signed by the partners calls for a specific focus on the infrastructure required to support air taxi operations. The partnership will also explore UAM regulations, the size and capabilities of planned service centers and vertiports, and other aspects of the ecosystem as needed, Eve said.

“We are looking forward to collaboratively working with Yugo to study and help define the UAM ecosystem in Singapore and Southeast Asia,” said Johann Bordais, CEO of Eve. “Our goal is to also understand and define a business model that not only enables eVTOL flights in the region but also advances the overall mobility ecosystem.”

The firm’s new partner, Yugo, is a private aviation network with a global presence but a focus on Southeast Asia. It primarily provides VIP, corporate, leisure and family, medical, emergency, and cargo flights for high net worth individuals, conglomerates, and multinational companies. The firm also works with local air transport operators, such as the Philippines’ PhilJets and Cambodia’s Helistar.

Yugo’s partner fleet comprises rotorcraft such as the Bell 505 Jet Ranger X helicopter and business jets such as the Gulfstream G650ER. It also includes aircraft from OEMs such as Airbus, Bombardier, Dassault, Cessna, Robinson, and Leonardo subsidiary AgustaWestland.

“We strongly believe that Southeast Asian economies will greatly contribute to the development of the eVTOL and UAM industry,” said Thierry Tea, chairman of Yugo. “Our collaboration with Eve will offer valuable insights into the essential requirements for regional air mobility development.”

The MOU with Yugo is the latest bid on the Asia-Pacific market by Eve, which on Monday reiterated its commitment to introducing UAM to the region. The manufacturer has also partnered with stakeholders such as Singapore-based air mobility provider Ascent and vertiport developer Skyports to build the ecosystem that will support its operations in Southeast Asia.

“These types of collaborations and agreements are a critical first step toward pursuing eVTOL flights,”  said Bordais. “We are looking forward to working with Yugo and other key stakeholders as we begin this project.”

Eve in addition said it has begun construction of its first full-scale air taxi prototype, which it expects to begin testing this year. The lift-plus-cruise design uses eight lift rotors for vertical takeoff and landing and one push rotor for cruise, minimizing the number of moving parts compared to tiltrotor eVTOL designs. It’s expected to have a range of about 60 sm (52 nm) and a cruise speed of 100 knots.

Like its competitors in the eVTOL space, Eve is working with a long list of supplier partners that will provide aircraft components and systems, among them Thales, Honeywell, BAE Systems, and avionics OEM Garmin. It’s expected to debut a full-scale cabin mockup at the Singapore Air Show this week.

Eve claims its backlog of 2,850 aircraft preorders is the most in the industry, an assertion backed up by the most recent edition of SMG Consulting’s Advanced Air Mobility Reality Index.

Ahead of the company’s planned 2026 entry into service, the National Civil Aviation Agency of Brazil (ANAC) in December released proposed airworthiness criteria for the air taxi. These include the regulator’s proposed requirements for how the aircraft is designed and operated. Public comments are expected to close this month, and ANAC may make a few tweaks to the criteria before publishing a final document.

Eve pointed to a few developments in Southeast Asia that could help prepare the region for air taxi services by 2026.

The Philippines’ San Miguel Corporation, for example, expects to open the New Manila International Airport in 2027, while the Overseas Cambodian Investment Corporation (OCIC Group) is building Cambodia’s Techo Takhmao International Airport for a 2025 opening. Both sites are exploring charging stations, flight routes, and other considerations for flying taxis and electric jets to reduce carbon emissions. Singapore could be the next Asia-Pacific nation to look at UAM infrastructure.

“Singapore is the first mover in Southeast Asia for UAM, and this can provide neighboring countries a template to support further ecosystem development in the region,” Eve said Monday in a news release. “For instance, OCIC Group is partnering with [Singapore] Changi Airport and Singapore Airline Engineering, [the MRO subsidiary of Singapore Airlines Group].”

In addition to air taxi services, Eve expects to offer Southeast Asian customers access to a worldwide network of service centers through its relationship with Embraer. It is also developing a range of customer support solutions, including flight operations solutions, network optimization, data management, and eVTOL health monitoring.

In the U.S. Eve is eyeing operations with partner (and investor) United Airlines, with plans to launch in the San Francisco Bay Area in 2026. Further, it is collaborating with Blade Air Mobility to add service to South Florida.

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The São Paulo-based company—which intends to launch commercial advanced air mobility (AAM) services in 2026—is enlisting Thales, Honeywell, Recaro Aircraft Seating, and FACC to supply the sensors, guidance and navigation, seats, and flight controls for its flagship model.

The Brazilian company’s aircraft is a lift plus cruise design built to fly four passengers and a pilot, with eight propellers dedicated to vertical flight and fixed wings for cruise. Unlike tiltrotor designs from competitors such as Archer Aviation and Boeing’s Wisk Aero, none of its propulsion systems move.

Recently, Eve added an electric pusher powered by dual electric motors to the design, creating redundant propulsion and improving safety and performance, the company said. It also claims the design will offer efficient thrust and minimal sound, despite a low cost of operation and fewer parts compared to conventional aircraft.

The Embraer subsidiary has begun assembling its first full-scale eVTOL prototype, which will undergo a test campaign later this year. It plans to launch commercial service worldwide in 2026.

Like Archer, Lilium, and other air taxi competitors, Eve intends to leverage a network of suppliers to build its aircraft. Outsourcing the production of components, the companies say, can keep capital costs lower than competitors.

This week’s partnerships come on the heels of two additional supplier announcements Eve made last year.

In June, it announced Nidec Aerospace—a joint venture between Embraer and Japan’s Nidec Corporation—BAE systems, and Duc Hélices Propellers as providers of electric propulsion, energy storage, and rotors and propellers, respectively. A few months later, Garmin, Liebherr-Aerospace, and Intergalactic were picked to supply flight controls, avionics, and thermal management systems.

Additionally, Eve is working with DHL Supply Chain to study the demands of its network, an agreement that also calls for the delivery of batteries, spare parts, and supplies, as well as the disposal of used materials.

“We continue to be on schedule with our master plan, and we are building a strong and reputable list of qualified suppliers for our eVTOL aircraft,” said Johann Bordais, CEO of Eve Air Mobility. “We have been very deliberate in establishing a long-term working relationship with each of our suppliers. Each agreement covers the aircraft’s life cycle including prototype, production, and aftermarket service and operational support.”

From Thales, Eve will receive an air data solution comprising sensors and a computer, which gathers data such as airspeed, altitude, and environmental conditions. That information is then relayed to pilots and other onboard systems to ensure safe flight in all weather conditions.

Honeywell will provide guidance and navigation in the form of magnetometers, GPS-aided attitude and heading reference systems, inertial reference systems, and other tech. Similarly, the data will be beamed to pilots and other systems to improve efficiency. Honeywell will also supply external lighting for the air taxi.

Recaro, a global supplier of premium aircraft seats for airlines (such as Alaska Airlines and Gulf Air), OEMs, and eVTOL designs, will design, certify, and produce the air taxi’s five seats. FACC, which is known for producing lightweight components, will lead development of the aircraft’s horizontal and vertical tail, including the rudder, elevator, and aileron.

The new partnerships come on the heels of the Brazilian National Civil Aviation Agency’s (ANAC) release of proposed airworthiness criteria for Eve’s design. The step is a key cog in the path to type certification, laying out the regulator’s requirements for how the air taxi is designed and operated. American eVTOL manufacturers Archer Aviation and Joby Aviation achieved the milestone in late 2022.

Eve and Embraer last year also broke ground on the company’s first eVTOL manufacturing plant in the Brazilian city of Taubaté near São Paulo. In a few months or years, suppliers will begin shipping components to the site, where Eve will mass produce its aircraft following certification.

Once scaled manufacturing begins, Eve intends to deliver its aircraft around the world. The company has agreements in place for air taxi services on six different continents, including partners in Brazil, Latin America, France, Scandinavia, India, Kenya, Dubai, Australia, and the Asia-Pacific region.

The manufacturer is also eyeing operations with partner (and investor) United Airlines, with plans to launch in the San Francisco Bay Area in 2026. Elsewhere in the U.S., Eve is collaborating with Blade Air Mobility to add service to South Florida.

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Brazil-based Eve Air Mobility, a subsidiary of aerospace manufacturing giant Embraer, on Wednesday announced that the country’s National Civil Aviation Agency (ANAC) released proposed airworthiness criteria for its EVE-100 model.

Obtaining airworthiness criteria—a milestone achieved by American eVTOL manufacturers Archer Aviation and Joby Aviation late last year—is a crucial step along the path to type certification. Eve’s criteria include ANAC’s proposed requirements for how the air taxi is designed and operated, as well as a few specifications the company would be left to determine.

The public will be able to comment on the proposed guidelines until mid-February. After that, ANAC will analyze the feedback and may make a few tweaks to the criteria before publishing Eve’s final certification basis.

“The opening for public comments contributes to the alignment of the certification basis within the industry and among different certification authorities,” said Luiz Valentini, chief technology officer of Eve. “This is in line with Eve’s path of having the vehicle type certificate issued by ANAC, as the primary certification authority, and validated by other authorities around the world, where the eVTOL will be operated.”

One of those authorities is the FAA, with which Eve formalized a type certificate validation earlier this year. The manufacturer said it is actively working toward concurrent validation, which would allow it to fly air taxis in the U.S. shortly after receiving the green light from ANAC.

Eve is in the process of securing the Brazilian regulator’s “special class category” type certificate. As is the case in the U.S., airworthiness criteria are one of the first steps in that process: They specify ANAC’s requirements for aircraft flight, operations, design, structures, power systems, and more.

Once the public has the opportunity to share feedback and the air taxi’s certification basis is finalized, Eve will switch gears to focus on means of compliance, another key step. These will outline how the manufacturer plans to demonstrate EVE-100 adheres to the airworthiness requirements from ANAC.

As of November, Eve is aiming to certify its design and launch flights for paying customers in 2026. The manufacturer expects the air taxi to fly worldwide, having agreed orders or launch partnerships with companies on six continents.

The 100 percent electric design is built to fly up to four passengers and a pilot on 60 sm (52 nm) air taxi routes in and around major cities. While it will be piloted at launch, Eve expects to convert to uncrewed operations in the future, which would free up the cabin for as many as six passengers.

The aircraft uses a lift-plus-cruise configuration, which means no moving parts during flight, unlike the tiltrotor designs of Archer, Joby, and other eVTOL manufacturers. Instead, fixed wings will carry it during cruise, while eight electric rotors and propellers handle the heavy vertical lifting. An electric pusher powered by dual electric motors will add redundant propulsion, as well as improved performance, safety, thrust, and operating costs, Eve says.

Electric propulsion helps keep the air taxi’s noise footprint low—up to 90 percent lower compared to equivalent rotorcraft, Eve claims. The company also says it will offer best-in-class prices for an eVTOL, with per-seat costs six times lower than helicopters.

Earlier this year, Eve and Embraer announced the site of Eve’s first eVTOL production facility in Taubaté, Brazil, where the company has begun assembling its first full-scale prototype. It’s expected to begin a test campaign next year. The firm has also announced several suppliers of components and systems as it ramps up development.

Wednesday’s news comes on the heels of a deal Eve agreed with UrbanX Air, a UAM subsidiary of Global Crossing Airlines Group formed last month. Per the agreement, the firms plan to launch electric air taxi flights across South Florida, including the Miami metro area, in 2026. The partnership follows an agreement with GlobalX, an airline operated by Global Crossing, for the purchase of 200 aircraft, with the first 10 deliveries expected that same year.

Elsewhere in the U.S., Eve plans to fly air taxi routes in San Francisco through an agreement with United Airlines. The manufacturer has further partnerships with Blade Urban Air Mobility to launch routes in South Florida, Republic Airways to fly over Northeast cities such as Boston, New York, and Washington, D.C., and SkyWest to roll out service nationwide.

Beyond those partnerships, Eve has orders and launch partners around the world, including in France, Scandinavia, Kenya, Australia, the United Arab Emirates, its home country Brazil, and elsewhere in Latin America.

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Brazil-based Eve on Monday picked out suppliers for the flight controls, avionics, and thermal management system of its electric air taxi. The aircraft is designed to ferry as many as four passengers on short-hop flights over distances of up to 60 sm (52 nm).

Avionics OEM Garmin will send Eve its G3000 integrated flight deck, which is also being installed on eVTOLs built by Archer Aviation, Joby Aviation, and Beta Technologies, three American competitors.

The lightweight, high-resolution, touch-screen glass displays will integrate with the air taxi’s vehicle management and flight control systems. They’ll give pilots access to a full suite of avionics capabilities, including an integrated flight management system, nav/com radios, and transponder functions. Applications such as charts, checklists, synoptics, and maps will also be accessible, as with current G3000 installations in conventional airplanes.

The aircraft’s electromechanical actuators will be provided by OEM Liebherr-Aerospace. Powered by the vehicle’s electrical system, the actuators are expected to boost performance and configurability while simplifying maintenance.

A third supplier, aerospace and defense manufacturer Intergalactic, will support the eVTOL with its thermal management system. Eve will rely on it to maintain an optimal temperature range for onboard equipment such as batteries while keeping the cabin comfortable for passengers.

Monday’s news follows Eve’s announcement of another trio of partners in June: Nidec Aerospace will provide the aircraft’s electric propulsion system, BAE Systems will supply the energy storage system, and Duc Hélices Propellers will provide rotors and propellers.

“We are looking forward to working with each of our suppliers as we progress with our eVTOL development,” said Johann Bordais, who was appointed CEO of Eve in July. “Each of our suppliers undergoes a very stringent review that evaluates not only performance and quality of their product but also their dedication to continuous improvement and customer support and satisfaction.”

Eve’s eVTOL is a lift-plus-cruise design, with eight propellers for vertical flight and fixed wings for cruise. It has no moving parts, unlike the “tiltrotor” designs of Joby and Archer, which feature sets of propellers that rotate forward to add thrust.

The manufacturer’s most recent design update added an electric pusher, which is powered by dual electric motors. The pusher will provide redundant propulsion and improved performance and safety, the company said. It’s also expected to offer efficient thrust with lower sound and operating costs, fewer parts, and optimized systems and structures.

In July, Eve and Embraer announced the site of Eve’s first eVTOL production facility in Taubaté, Brazil. There, the company has begun assembling its first full-scale prototype, which is expected to begin a test campaign next year. Joby and Archer recently began flying their full-scale prototypes, while Germany’s Volocopter started testing its prototype last year. Another German manufacturer, Lilium, is assembling its type-conforming production model.

Given all the suppliers Eve is working with, the company partnered with DHL Supply Chain to study the best practices for moving components from point A to point B. It has also been working with Porsche Consulting since 2022 to refine its supply chain, logistics, and global manufacturing strategy.

Once its eVTOL is assembled, tested, and certified, Eve expects to begin deliveries and commercial launches in 2026. It plans to fly air taxi routes in San Francisco through an agreement with United Airlines, which is also partnering with Archer on services in Chicago, New York City, and Los Angeles. The airline is an investor in both companies.

The Brazilian manufacturer has further agreements with Blade Urban Air Mobility to launch routes in South Florida, Republic Airways to fly over Northeast cities such as Boston, New York, and Washington, D.C., and SkyWest to roll out service nationwide.

Beyond those partnerships, Eve has orders and launch partners around the world, including in France, Scandinavia, Kenya, Australia, the United Arab Emirates, its home country Brazil, and elsewhere in Latin America.

According to SMG Consulting’s latest Advanced Air Mobility Reality Index—which assesses a variety of metrics to measure manufacturers’ ability to deliver and mass produce a certified aircraft—Eve has nearly double the orders of the next highest firm, Electra.aero. With about 2,900 orders in its backlog, the company is among the most well prepared to capture AAM market share once it achieves certification and scaled production.

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—Jack Daleo, Modern FLYING staff writer

Now for this week’s top story:

Archer and Wisk: Bitter Rivals Turn Allies in New Agreement

What happened? A bitter, prolonged legal battle between rival electric vertical takeoff and landing (eVTOL) aircraft manufacturers Archer Aviation and Boeing’s Wisk Aero ended in just about the most surprising way imaginable. Not only did the two settle—they entered a partnership that will make Wisk the exclusive provider of autonomy technology for Archer.

Keep your friends close…: Separately, Archer announced it received a $215 million raise led by longtime investors Stellantis and United Airlines, bringing its valuation to an eye-popping $1.1 billion. Like other eVTOL firms, Archer does not yet produce revenue, so the funding from its closest allies will help carry it to entry into service.

Speaking of entry into service, the company took a step closer to that milestone as well, announcing the FAA has green-lit a production prototype of its Midnight eVTOL for flight testing. That’s expected to begin later this year.

…but your enemies closer: Of course, though, the biggest news from Archer was its settlement with Wisk, ending a two-year dispute over (allegedly) stolen trade secrets. Had a settlement not been reached, the case would have gone to trial next month.

But not only did Archer turn its foe into a partner, it will also receive funding from Boeing, part of that $215 million raise, to integrate autonomous systems into a future variant of Midnight. In one fell swoop, the company got a monkey off its back and set itself up for future success.

Quick quote: “This collaboration puts Archer in a unique position—to be able to source autonomy technology from a leader in the industry. Over the long term, autonomy is seen as one of the keys to achieving scale across all AAM applications, from passenger to cargo and beyond,” Archer said in a press release.

My take: All of this sounds like great news for Archer. But, as one commentator noted, the Archer-Wisk collaboration may have lopsided benefits for Wisk and Boeing.

Boeing invested a (presumably and comparably) small amount of capital in its rival for the rights to sell Wisk’s autonomous tech to Archer in the future. So, essentially, the investment should pay for itself down the line. In the short term, Boeing will immediately receive $25 million in Archer shares, an amount which could rise to as high as $48 million in a few years.

Still, at the end of the day, settling now keeps Archer’s certification activities on track. And with the investment from Stellantis and United Airlines and the FAA approval to begin flying, the company is in as good a short-term position as it has ever been.

Deep dive: Archer Aviation Earns Fresh Funding from Bitter Rival-Turned-Ally

In Other News…

Skydio Shutters Consumer Drone Business

What happened? Skydio, one of the world’s largest consumer drone manufacturers, is no longer selling consumer drones. Why? It would instead prefer to focus on its enterprise and public sector customers, which are thought to drive more revenue because they purchase subscriptions rather than off-the-shelf drones.

Bigger opportunities: Skydio’s 2 Plus series was four years in the making, but customers will no longer be able to purchase 2 Plus Starter, Sports, Cinema, or Pro kits. However, Skydio will continue to provide most services, like customer support, and offer replacement parts such as batteries. 2 Plus Enterprise kits will still be available to businesses.

Now, Skydio will primarily serve infrastructure, defense and public safety customers, and federal and state agencies with its X2 series, released in 2020. It currently has over 1,500 enterprise customers. With Skydio’s exit, the consumer market will be left primarily to DJI, which boasts a global market share somewhere between 50 and 70 percent.

Deep Dive: Skydio Just Shuttered its Consumer Drone Business

Alphabet’s Wing to Begin Medical Drone Delivery in Ireland

What happened? Wing, the drone delivery arm of Google parent Alphabet, announced it will soon launch its first medical delivery network in Ireland’s South Dublin county. The service will fly pharmacy items, lab samples, and medical devices and supplies between healthcare providers in partnership with medical logistics firm Apian.

Drone delivery dominance: Wing is already one of the world’s preeminent drone delivery firms, having completed more than 300,000 deliveries. Adding healthcare cargo to its deliveries of hot meals, convenience and grocery items, and e-commerce could extend its dominance even further, though it’ll have to compete with Zipline and its 600,000 medical deliveries.

Wing’s healthcare delivery service won’t launch until later this year. But the company has built its entire business around delivering to urban regions, a market Zipline has hardly touched. That could be the differentiator that allows medical deliveries to be a viable addition to the business.

Deep Dive: Alphabet’s Wing to Begin Medical Drone Deliveries in Ireland

And a Few More Headlines:

• A prototype eVTOL from Vertical Aerospace crashed during an uncrewed test flight, damaging the aircraft and sparking an investigation.

• Embraer eVTOL subsidiary Eve Air Mobility partnered with DHL Supply Chain to develop a logistics system for eVTOL support.

• A2Z Drone Delivery released its next-generation RDST Longtail, which in premium configuration can fly in rain.

• World Drone Racing Championships announced the inaugural “e-Drone” Racing Cup, its first virtual event.

• A collective of eVTOL industry stakeholders united against the FAA’s powered-lift pilot proposal…more on that below.

Spotlight on…

Schubeler Technologies

Besides being fun to say, Schubeler is a name known to many in the turbomachinery industry. The company for decades has produced electric ducted fans for industrial customers. But this week, the German firm released an electric ducted fan built specifically for large eVTOL aircraft. 

The design, called eP05-21, is bulkier and heavier than the company’s other offerings, producing around 680 newtons of status thrust with a sub-60-volt architecture. It can operate at flight speeds between 0 and 148 feet per second. And crucially, the model is expected to produce just 60 dBA of noise at a distance of close to 400 feet during a flyby—-that’s about the volume of an average conversation.

Schubeler won’t be well -known to eVTOL enthusiasts yet, but the company has certainly gained the attention of manufacturers. Already, Lilium and Volocopter, also based in Germany, are listed as customers, as are Boeing, Airbus, General Atomics, Bellwether, and Tupan.

Deep Dive: AAM Industry Gets a New (Electric Ducted) Fan

On the Horizon…

Oh boy, did the FAA poke the bear. The agency last month proposed rules for training and certifying powered-lift (its term for eVTOL) pilots. But industry stakeholders aren’t happy.

A group of them, led by the General Aviation Manufacturers Association (GAMA), penned a strongly worded letter to the FAA recommending several major changes to the proposal. Among these are a greater emphasis on training-based instruction (rather than time-based), expanded use of flight simulators, the removal of a rule that would require training in dual-control aircraft, and a realignment of powered-lift operating rules.

Basically, the industry thinks the FAA is making it too difficult for pilots (and manufacturers) to obtain the necessary powered-lift certifications. And their comments will hold weight—GAMA has plenty of sway on Capitol Hill, and chances are many of its suggestions will make it into the final rule.

Mark Your Calendars

Each week, I’ll be running through a list of upcoming industry events. Here are a few conferences to keep an eye on:

• Defense and Security Equipment International 2023—September 12-15 in London
• DroneX 2023—September 26-27 in London
• World Aviation Festival—September 26-28 in Lisbon, Portugal
• Airtaxi World Congress—October 2-5 in San Francisco
• FAI World Drone Racing Championship—October 6-9 near Seoul, South Korea
• Intergeo 2023—October 10-12 in Berlin
• Dronitaly—October 11-13 in Bologna, Italy
• Commercial UAV Expo—October 23-26 in Las Vegas
• World’s Unmanned Aerial Vehicle Conference—November 12-14 in Jerusalem

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Rather, Eve will leverage DHL’s expertise to revamp its own supply chain as part of an agreement to design a concept for “eVTOL support” services. The two signed a memorandum of understanding to study the demands and supply chain characteristics of Eve’s operations, including the delivery of batteries, spare parts, and supplies, and the disposal of used materials.

Eve is calling in the big guns here. With DHL’s massive collection of warehousing and distribution locations, transportation assets, and treasure trove of logistical insights, the eVTOL maker hopes to plot its future operations with best practices for supplying operators and service centers—particularly when it comes to the lithium-ion batteries that power its aircraft.

“DHL’s expertise in this field in the aeronautical market and dozens of other industries, coupled with the innovation mindset of both companies, will be vital to ensure the safe and agile operation of eVTOLs,” said Luiz Mauad, vice president of services and operations solutions at Eve. “In addition to offering high-performance logistics, our premise is to reduce the environmental impact of the supply chain in line with our purpose of offering more sustainable products and services.”

The joint study will review modes of transport, delivery frequency, potential sites for staging advanced inventory, infrastructure requirements, and the required logistics partners for Eve’s service. That includes the distribution of parts and materials needed for maintenance and repairs, as well as supply chain management for vertiport resupply.

Given the importance of battery availability to eVTOL operations, that piece of Eve’s supply chain is expected to get the most love. With this in mind, DHL—which handles batteries for customers across several industries—would appear to be an ideal fit.

“Initiatives like this are part of our ESG mission, and we are contributing all our knowledge and experience to make this another great successful project developed by the Brazilian aerospace industry, with benefits for major cities around the world,” said Mauricio Almeida, vice president of the automotive, technology, and consumer sectors at DHL Supply Chain.

Like other eVTOL companies, Eve, which is targeting entry into service in 2026, will need a strong supply chain backbone to keep its aircraft and operations humming.

In the São Paulo-based firm’s case, picking a partner with a global footprint such as DHL should serve it well. Eve currently has a backlog of some 2,850 orders for its aircraft, which it asserts is the largest in the industry—and according to SMG Consulting, the claim holds weight.

Already, Eve has agreements to fly in Brazil, Latin America, France, Scandinavia, India, Kenya, Dubai, Australia, and the Asia-Pacific region. It’s also looking to launch in San Francisco with investor United and in South Florida with partner Blade Air Mobility. Each region will require its own pipeline for parts and services.

Eve’s Outlook

Eve’s four-passenger eVTOL will at first be flown by a pilot, but the hope is to one day switch to a self-flying design that could carry six travelers. The aircraft is powered by eight vertical lift rotors—which do not tilt or rotate during flight, unlike rivals Joby Aviation and Archer Aviation—and fixed wings for cruise. It’s expected to have a 60 sm (52 nm) range.

The company claims the design will produce 90 percent less noise than equivalent helicopters as well as 90 percent fewer carbon dioxide emissions compared to cars.

The eVTOL will rely on the firm’s proprietary Urban Air Traffic Management (ATM) software to integrate operations into low-level airspace. An initial prototype was completed in May, and the firm already has several agreements in place to integrate the system into vertiports.

In addition to the DHL partnership, Eve has a collaboration with Porsche Consulting to develop a global eVTOL manufacturing, supply chain, and logistics macro strategy. So far, the two have studied advanced manufacturing and industrialization concepts.

According to SMG Consulting’s most recent Advanced Air Mobility (AAM) Reality Index, which ranks AAM companies based on their progress toward mass-producing and delivering a certified aircraft, Eve sits somewhere in the middle of the industry. It ranked ninth, ahead of competitors Lilium and Vertical Aerospace but trailing the likes of Joby, Archer, Volocopter, and Boeing subsidiary Wisk Aero.

However, all of those companies (with the exception of Vertical) plan to enter service sooner and have stronger cash positions than Eve. The company’s greatest strength is instead its massive backlog of orders. According to SMG, it has nearly double the orders of the next-highest AAM company (Vertical) and dwarfs most competitors.

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Eve Air Mobility, the urban air mobility (UAM) subsidiary of aerospace titan Embraer, last week announced the site of its first eVTOL production facility. Located in the Brazilian city of Taubaté near São Paulo, the manufacturing plant will be built on a parcel of land already owned by Embraer, pending a signoff from local authorities.

“When we began our search for a manufacturing location to build our eVTOL, we wanted to reimagine how the aircraft could be built using the latest technology and manufacturing processes, coupled with other aspects such as supply chain and logistics,” said Andre Stein, co-CEO of Eve. “The team was tasked with the opportunity to design an optimized assembly line that prioritizes safety, quality, efficiency, productivity, and sustainability.”

The announcement follows Eve’s May 2022 partnership with Porsche Consulting to develop an eVTOL global manufacturing, supply chain, and logistics macro strategy. Since then, the companies have collaborated on research of advanced manufacturing and innovation concepts. They’ve also worked on a concept of industrialization for eVTOL, with safety at the forefront.

“This decision is aligned with our growth strategy plan, which is driven by innovation and sustainability,” said Francisco Gomes Neto, president and CEO of Embraer. “We believe in the enormous potential of the global UAM market, and we reinforce our commitment to Eve as one of the major players in this industry.”

Eve was born in 2017 as a project of EmbraerX, a market accelerator within the aviation giant. In 2019, Embraer would unveil its first eVTOL concept, and Eve would become the accelerator’s inaugural graduate the following year.

The company’s 100 percent electric aircraft is expected to have a 60 sm (52 nm) range, powered by eight vertical lift rotors and fixed wings for cruise flight. Unlike Joby or Archer’s designs, the rotors do not change position during flight. 

Eve claims its design will deliver a 90 percent lower noise footprint than equivalent helicopters. It also promises to reduce carbon dioxide emissions by as much as 90 percent compared to cars.

At launch, the aircraft will carry four passengers and be flown by a pilot. But in the future Eve plans to switch to autonomous flight, which would expand capacity to six passengers.

Eve is developing more than just an eVTOL. The company is also building an urban air traffic management (ATM) system and plans to offer services such as maintenance and training along with operational solutions such as flight operations manuals and network integration.

As of June, Eve had an order backlog of 2,770 aircraft, one of the largest among eVTOL manufacturers. It has plans to offer UAM services on six different continents, with agreements to fly in Brazil, Latin America, France, Scandinavia, India, Kenya, Dubai, Australia, and the Asia-Pacific region.

The company also has an agreement to launch operations in San Francisco with United Airlines, which is a key investor. And in partnership with Blade Air Mobility, it expects to add services in southern Florida in the coming years.

Eve completed its first urban ATM prototype—which will support the integrated operation of UAM aircraft in low-level airspace—in May. It signed a letter of intent to launch initial urban ATM services with Halo Aviation and has agreements with Ferrovial Vertiports, Bluenest, and Skyway Technologies to explore integrations with the system. Another partnership with Volatus Infrastructure will support vertiport automation.

Beyond those collaborations, Eve also named a trio of eVTOL suppliers in May. Nidec Aerospace LLC will provide electric propulsion, BAE Systems will supply energy storage, and DUC Hélice Propellers will deliver rotors and propellers.

With all of these moving pieces, Eve expects to begin assembly of its first full-scale eVTOL prototype—a milestone just reached by Joby and Archer—before the end of the year. If that goes according to plan, the company will begin a test campaign in 2024 followed by entry into service in 2026.

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