Wednesday’s video (below) marks the service’s first reveal of the aircraft’s flight operations.

• READ MORE: B-21 Flight Testing, Production ‘Continues to Make Progress,’ Air Force Says

“A B-21 Raider conducts flight testing, which includes ground testing, taxiing, and flying operations in California,” the Air Force said in a statement accompanying the video. “Flight testing is a critical step in the test campaign managed by the Air Force Test Center and 412th Test Wing’s B-21 Combined Test Force (CTF) to provide survivable, long-range, penetrating strike capabilities to deter aggression and strategic attacks against the United States, allies, and partners.

“The B-21 will be the backbone of the service’s future bomber force, and will possess the range, access, and payload to penetrate the most highly contested threat environments and hold any target around the globe at risk,” the service said.

The stealth strike bomber was unveiled in December 2022 and officially moved into low-rate production earlier this year. In January, Northrop Grumman said six B-21 bombers are in various stages of final assembly and testing at its facility in Palmdale, California.

• READ MORE: B-21 Raider Takes First Flight

The Air Force has said it intends to purchase at least 100 of the aircraft. Ellsworth Air Force Base (AFB), South Dakota, has been designated as the first main operating facility for the B-21 and its formal training unit. The bomber is expected to arrive at Ellsworth by the mid-2020s.

Friday, the Air Force announced that the service’s newest bomber would also be based at Whiteman AFB, Missouri, and Dyess AFB, Texas.

“We continue to achieve B-21 production milestones,” General Thomas Bussiere, Air Force Global Strike Command commander, said in a statement. “Through digital engineering and open architecture design, we are getting an agile strategic deterrent that delivers a decisive response as required.” 

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On Thursday, Boston-based Merlin Labs announced it began what it claims is the first test campaign of a certification-ready, takeoff-to-touchdown autonomous flight system. The company’s Merlin Pilot is designed to one day allow small aircraft to fly with no humans on board.

But first, it will need to obtain a supplemental type certificate (STC) from the FAA, awarded by the regulator when a company intends to modify an aircraft from its initial, type-certified design. The STC authorizes the modification and how it will affect the original product.

According to Merlin, the test campaign, which is using a Merlin Pilot-equipped Cessna Grand Caravan 208B, will culminate in an STC that can be extended across other FAA Part 23 aircraft types and classes. That includes the modified Lockheed C-130J Hercules and Boeing KC-135 Stratotanker the company is developing for the U.S. Department of Defense.

“This flight test campaign proves the system that we have been developing and testing in simulation and hardware labs on the ground over the past few years,” Matt George, CEO of Merlin, told FLYING. “This is a first for the industry and serves as the flight test platform for the final development and verification of the certified system for the regulatory authority.”

Just Like a Human

In Merlin’s words, Pilot “takes the skills of a human pilot and translates them into software.” The platform-agnostic hardware and software solution will make decisions like a human, the company says, allowing it to fly smoothly even when a mission suffers from turbulence. At first, the system will serve as an AI copilot for reduced-crew operations, with a safety pilot remaining onboard. Eventually, though, the company plans to remove the safety pilot on small aircraft.

Merlin Pilot uses an array of sensors and cameras to understand exactly where an aircraft is and where it’s going. Data is fed into the system after being processed by flight control computers, which send commands to actuators connected to the aircraft. The system’s AutoNav capability can generate alternative routes for a pilot to approve and will assist with emergency descents or precautionary landings.

Unlike competitors such as Joby Aviation’s Xwing and Reliable Robotics, whose systems communicate with air traffic control via a remote supervisor, Merlin digitizes everything. The system is “standalone,” according to George, using natural language processing algorithms to understand commands from a range of accents and voice types and “speak” to ATC. The safety pilot can step in if anything gets lost in translation.

According to Merlin, the system has spent over 800 hours in the air across more than 500 “systems-on” flights, powering five different aircraft types. In addition to the Cessna Caravan, C-130J, and KC-135, it has been integrated on the Beechcraft King Air, de Havilland Twin Otter, Long-EZ, and Cozy Mark IV.

But these certification-ready test flights are a different animal. George referred to the campaign as a “final draft,” explaining that Merlin Pilot is no longer in prototype form. It now includes updated design data, drawings and substantiation reports, custom racks and structures, and compliant wiring, for example.

Meanwhile, the company’s Cessna Caravan—which it affectionately calls “Big Red”—has been converted with a glass cockpit, advanced avionics, new sensors, autopilot, and automated communications system.

“We stripped everything out of this Cessna Caravan and replaced the instrument panel and legacy systems with state-of-the-art modern avionics, the latest display systems, and custom hardware and software for the Merlin Pilot,” said Sherif Ali, chief engineer for Merlin. “This includes an air data computer, inertial navigation system, heading system, radar altimeter, all of which were integrated at an incredibly high level of quality in order to meet certification standards.”

The modified Cessna underwent integration check flights in June followed by functional check flights. Now, Merlin says it is conducting open, inner, and closed looping test flights in California’s Mojave Desert, phasing out human involvement a little bit at a time.

“The first step is system integration and activation of our automatic flight control system,” George told FLYING. “We then will integrate flight guidance, ATC communications, auto throttle, approaches for landing, full landing, and full takeoff. We test each phase to ensure full integration, which will meet the regulatory requirements.”

George said the campaign will culminate in the third quarter with FAA validation. Merlin is certifying the software concurrently with New Zealand’s Civil Aviation Authority (CAA), which in February awarded the firm the first Part 135 certification basis for an autonomous flight system.

Mission-Critical

The U.S. military, though, is getting the first crack at Merlin Pilot. The Air Force enlisted Merlin in 2022 to test single-pilot C-130J crews and is looking at automating other aircraft such as the Boeing KC-46 Pegasus and Sikorsky UH-60A Blackhawk.

In July, Merlin completed autonomous KC-135 flights at Pittsburgh Air National Guard Base under a contract awarded in February. Further data collection flights were conducted with Air Force pilots in the Stratotanker at MacDill Air Force Base in May.

In June, the company earned a $105 million contract from the U.S. Special Operations Command to build production-ready, reduced-crew capabilities for the C-130J. The contract further provides for the technology to be introduced within the broader special operations forces (SOF) fixed-wing fleet.

“The same foundational system is being used for both our civil and military programs, and the [U.S. Air Force] is an important stakeholder in our civil process,” said George.

The FAA too is interested in what Merlin Pilot can do. In 2023, Merlin completed automated cargo network trials in Alaska backed by agency approval and a $1 million contract.

According to George, the firm “is the most funded company working in this space,” with investments from Google Ventures, Baillie Gifford, Snowpoint Ventures, and First Round Capital. Its 2022 series B funding round raised $105 million. Combined with revenue from defense contracts, the company in George’s view has plenty of cash on hand to fund its certification activities.

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The publication said a thrust link that helps secure the engine to its mounting structure was discovered to be broken after a flight from Kona, Hawaii, to Seattle.

Cracks in the thrust links on the other two aircraft were also discovered, prompting the grounding of the fleet.

The Air Current said Boeing confirmed the testing pause, saying it “identified a component that did not perform as designed” and that after replacement the company “will resume flight testing when ready.”

After a series of manufacturing and quality control issues, the announcement of certification flight testing of the new 777 variant was viewed as a boon for the troubled company. It’s not clear how long it will take to fix.

Thrust links help distribute loads within the mounting structure of the engine.

Editor’s Note: This article first appeared on AVweb.

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The manufacturer has begun ground testing a new, more advanced full-scale prototype of its flagship VX4 air taxi after an initial prototype was damaged during an uncrewed flight test last year.

A failed pylon affected the way the aircraft’s flight control system communicated with its motors, causing it to tumble from about 30 feet in the air onto the runway at Cotswold Airport (EGBP) in the U.K.

Vertical’s latest prototype air taxi is more powerful, capable of reaching 150 mph—the intended cruise speed for its flagship model—courtesy of an improved power-to-weight ratio. It features new propellers, which were developed prior to last year’s crash, and proprietary battery technology manufactured at a dedicated facility in Bristol.

Sixty percent of the aircraft’s technology and components come from suppliers including Honeywell, Leonardo, GKN Aerospace, Hanwha, and Molicel, compared to 10 percent on the first prototype. The company is also developing an identical prototype.

The new aircraft and its systems have been tested and commissioned, and Vertical has already completed initial ground testing, including propeller balancing and spinning tests that measure the weight distribution of each blade. The next step will be powered propulsion system testing of the air taxi’s powertrain and battery packs, during which the engines will be run while the vehicle is anchored. 

After that, Vertical will need to secure a permit to fly from the U.K.’s Civil Aviation Authority (CAA), which will allow it to move to the “wheels up” phase: crewed testing of tethered aircraft and low-speed untethered flights. It will also need to perform thrustborne, wingborne, and transition flights, demonstrating that the aircraft can maneuver and gain lift as expected.

The manufacturer’s type certification safety target is the same as that for commercial airliners. Its flagship model will enable a pilot to fly as many as four passengers up to 100 sm (87 nm) while producing zero operating emissions and just 50 dBA of noise during cruise, which the company says allows it to fit seamlessly within an urban soundscape. The firm claims it will be capable of flying from Miami to Fort Lauderdale, Florida, in only 11 minutes.

Despite suffering a crash, Vertical continues to receive support from the U.K. government, which in February awarded it $10 million to develop its next-generation propellers. The allocation brings the manufacturer’s total U.K. government grant funding received to $47 million

Vertical founder Stephen Fitzpatrick also committed $50 million to the company, which he predicted would keep it liquid through mid-2025. The money will be used to support the aircraft testing and certification process, which the manufacturer hopes to complete by the end of 2026.

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The company on Thursday said it is moving to the next phase of flight testing using production prototype aircraft, the first of which came off its pilot production line at Marina Municipal Airport (KOAR) in California in June. The company on Monday rolled out a second production prototype. Until now, Joby had only flown tests using two preproduction air taxi prototypes.

So far, the U.S. Air Force is the only Joby customer to operate a production prototype as airmen are deploying the manufacturer’s first model for logistics and other missions during joint testing at Edwards Air Force Base (KEDW) in California. Joby says its second prototype will soon join the first at Edwards and so far has committed to two further aircraft deliveries to MacDill Air Force Base (KMCF) in Tampa, Florida.

Now, though, the manufacturer is ramping up to perform its own production prototype testing ahead of for-credit evaluations with the FAA.

Joby in 2023 completed 30 for-credit tests of the air taxi’s structures and components. But successful for-credit testing of the entire aircraft would represent a key step toward the pinnacle of the eVTOL air taxi industry: type certification.

“Our preproduction aircraft were the second full-scale generation of Joby’s design, and their performance met or exceeded our predictions throughout the program, successfully achieving our targets for maximum range, speed, and a revolutionary acoustic footprint,” said JoeBen Bevirt, founder and CEO of Joby.

The manufacturer’s flagship air taxi is designed for a pilot to fly as many as four passengers on trips up to 100 sm (87 nm), cruising at 200 mph (174 knots). Unlike competitors such as Archer Aviation, Joby will operate the aircraft itself in partnership with Delta Air Lines.

The company is eyeing commercial urban air mobility (UAM) routes in and around large U.S. metro areas, such as New York and Los Angeles, starting in 2025. But that target will hinge on its success in for-credit evaluations.

Joby’s two preproduction aircraft together have flown more than 33,000 miles over the course of more than 1,500 test flights, 100 of which had a pilot on board.

These included the first electric air taxi exhibition flights in New York City in November, when the company’s second preproduction model flew from the Manhattan Downtown Heliport over the Hudson River. Another demonstration in 2021 included a 154.6 sm flight on a single charge.

“Over the past four years, we thoroughly tested and studied our aircraft in flight, from precision landing and outwash to human factors,” said James Denham, chief test pilot for Joby. “We often flew multiple flights per day, demonstrating our ability to fly in a wide variety of weather and operational conditions.”

Since October, the company has been flying preproduction prototypes with pilots on board. That month, four Air Force test pilots completed the eVTOL’s first crewed transition from hover to cruise flight. The crewed test program includes 31 flights over a span of two days, completed at the start of 2024 in partnership with the FAA.

Joby has also entrenched itself with NASA, working with the space agency to evaluate air taxi traffic and noise. The ability for eVTOL aircraft to fly alongside other aircraft at low volume is considered essential for UAM services, which are largely expected to take place over cities.

“Learnings from the flight test program have been invaluable to our certification program and to the broader development of regulatory frameworks around electric VTOL aircraft, validating the performance, safety, and acoustics of our design while providing insight into daily operations and maintenance,” said Bevirt.

Joby competitor Archer Aviation is also looking ahead to for-credit testing. It expects to begin those evaluations later this year following the production of three type-conforming air taxi models, which is already underway.

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California-based MightyFly this week announced what the company is calling an “industry first” FAA authorization, granting it permission to test its recently unveiled 2024 Cento within a flight corridor between New Jerusalem Airport (1Q4) and Byron Airport (C83) in California.

MightyFly says the approval, obtained in March, is the first for a large, self-flying cargo eVTOL in the U.S., with “large” denoting a weight greater than 55 pounds. According to the FAA, the company’s UAS has a maximum takeoff weight of 550 pounds. MightyFly in January received an FAA special airworthiness certificate (SAC) and certificate of waiver or authorization (COA) to establish the corridor.

“This route is designed to connect the existing operating areas around the airports while ensuring the UAS does not overfly the city of Tracy or impact Stockton [Metropolitan Airport], which is Class D airspace,” the FAA told FLYING. “MightyFly needed the new authorization to operate in the area, but they could have started testing inside the operating areas that were previously approved.”

The firm’s March approval, which it obtained via Freedom of Information Act (FOIA) request, includes a COA authorizing a flight corridor up to 5,000 feet agl between New Jerusalem and Byron airports. The COA opens the ability for the company to perform what it terms “A-to-B flights” within the corridor’s general aviation airspace, allowing it to test aircraft range, among other things.

Following ground testing at its headquarters and test site, MightyFly began flying the 2024 Cento at the corridor’s origin airport on March 4. In the span of two months, the company has completed more than 30 autonomous flights, or about one every two days.

Future testing will include A-to-B flights. Eventually, it will expand to additional use cases and markets, MightyFly says.

“This is a solid vote of confidence from the FAA in our work and our ability to perform safe autonomous flights in the general aviation airspace,” said Manal Habib, CEO of MightyFly. “We now look forward to demonstrating point-to-point delivery flights with our partners in this space.”

The authorization also contains a SAC that will allow MightyFly to test Cento’s beyond visual line of sight (BVLOS) capabilities, which are considered key for enabling drone delivery at scale.

BVLOS refers to the drone operator’s ability (or lack thereof) to visually monitor the aircraft in the sky. In lieu of a final BVLOS rule, the FAA awards these permissions to select companies via waiver or exemption. But for safety reasons most companies must keep their drones within view of the operator.

However, technologies such as detect and avoid and remote identification have the potential to replace human observers as they mature. MightyFly will test Cento’s detect and avoid systems and long-range command and control (C2) datalink communications while the self-flying drone is trailed by a chase airplane.

The SAC also authorizes MightyFly to begin point-to-point autonomous deliveries and proof of concept demonstrations with customers and partners. These will include deliveries of medical and pharmaceutical supplies, spare parts and manufacturing components, and consumer goods within the flight corridor.

Future demonstrations include several planned point-to-point autonomous cargo delivery flights in Michigan under a contract with the state’s Office of Future Mobility and Electrification. The company is also scheduled to demonstrate Cento’s ability to autonomously load, unload, and balance packages for the U.S. Air Force in 2025. These flights, MightyFly says, will mark its “entry into the expedited delivery market.”

The 2024 Cento, MightyFly’s third-generation aircraft, is designed for expedited or “just-in-time” deliveries. Potential customers include manufacturers, medical teams, first responders, retailers, and logistics, automotive, and oil and gas companies.

The third-generation drone is built to carry up to 100 pounds of cargo over 600 sm (521 nm), cruising at 150 mph (130 knots). Under full autonomy, it is expected to be able to land at a fulfillment center, receive packages, fly to a destination, unload its cargo, and take off for its next delivery.

MightyFly’s Autonomous Load Mastering System (ALMS) autonomously opens and closes the cargo bay door, secures packages in (or ejects them from) the cargo hold, and senses the payload’s weight and balance to determine its center of gravity. The company is working with the Air Force and its Air Mobility Command to develop ALMS.

Another key differentiator for the 2024 Cento is its flexibility. The drone can handle a variety of cargo contents, densities, loading orders, and tie-down positions. That means customers won’t need to standardize their packaging or order loading processes to accommodate it. The aircraft can carry refrigeration boxes, for example, which are often used in the healthcare industry to transport organ donations or blood bags.

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Airbus on Thursday unveiled the full prototype of its four-seat CityAirbus NextGen to the public. The electric vertical takeoff and landing (eVTOL) design makes its debut ahead of its anticipated maiden voyage later this year.

CityAirbus NextGen is a zero-emission, lift-plus-cruise design for a variety of missions in major cities and urban environments, including passenger transport, medical services, and ecotourism. Airbus will partner with operators and airlines to fly the model worldwide.

At first, the eVTOL will be flown by a pilot. But it’s equipped with an operational automated flight mode that could enable autonomous operations in the future.

“Rolling out CityAirbus NextGen for the very first time is an important and very real step that we are taking towards advanced air mobility [AAM] and our future product and market,” said Balkiz Sarihan, head of urban air mobility (UAM) at Airbus.

Airbus revealed the NextGen concept—a descendant of its CityAirbus demonstrator—in 2021. The aircraft is designed for a pilot to fly up to three passengers, with a range of about 50 sm (43 nm) and cruise speed of 75 mph (65 knots). It weighs approximately two tons and has about a 40-foot wingspan.

The NextGen design includes a V-shaped tail, fixed wings, and distributed electric propulsion system, with eight electric propellers and 16 electrical power units. Airbus in 2021 said these features will keep sound levels below 65 dBA during fly-over and below 70 dBA during landing.

The aircraft was built using a mix of in-house and externally supplied components, such as wings from Spirit AeroSystems, flight controls from Thales and Diehl Aerospace, and electric motors from MagicAll.

CityAirbus NextGen will include a human machine interface, with a single piloting stick controlling all aircraft axes and replacing cyclic, pedal, and collective controls. Airbus claims the design is a first in the helicopter industry. Using the stick, a pilot will be able to perform takeoff and landing, climb, descent, acceleration, deceleration, turn, and approach.

Airbus will certify the air taxi in the enhanced category under the European Union Aviation Safety Agency’s (EASA) Special Condition for VTOL (SC-VTOL) regulations. The manufacturer describes these as “the most stringent certification requirements.” FAA certification is expected to follow in the months and years beyond.

The unveiling of the NextGen prototype took place as Airbus opened its CityAirbus test center in Donauwörth, Germany, a site dedicated to eVTOL aircraft development. Donauwörth will host remaining tests of the aircraft’s electric motors, rotors, and other systems such as flight controls and avionics, required before it makes its maiden flight. Airbus began operations at the facility in December after powering on the first NextGen model.

Airbus intends to fly the air taxi in countries such as Italy, Germany, Norway, and Japan, as well as regions such as Latin America. But it will need to establish operational partners and infrastructure such as electric aircraft chargers prior to a rollout.

Recently, the manufacturer expanded its partnership for service in Italy—which already included ITA Airways, nation’s flag carrier—to include vertiport operator UrbanV and green energy firm Enel, which will help airports transition to electric infrastructure.

It also intends to collaborate with international helicopter and fixed-wing lessor LCI to develop business models and partnership scenarios revolving around AAM strategy, commercialization, and financing.

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The company this week reported fourth-quarter and full-year 2023 earnings, revealing that it recorded revenue for the first time and announcing plans to ramp up testing, certification, and manufacturing activities. Joby also said it became the first eVTOL manufacturer to complete the third of five stages in FAA type certification, and the firm is now turning to stage four: for-credit flight testing with the regulator.

Let’s start by breaking down that certification update. 

Joby will need type certification to fly commercially in 2025, the year it predicts it will enter service. The company’s air taxi is designed for a pilot to fly up to four passengers on 100 sm (87 nm) trips at cruise speeds as fast as 200 mph (174 knots). Due to its unique design features—including electric batteries and tilting propellers—the aircraft must go through a rigorous, five-stage gauntlet before the FAA approves it to carry passengers.

Joby on Wednesday said it wrapped up the third stage in that process, claiming to be the first in the industry to achieve the milestone. Stage three covers certification plans for the aircraft’s structural, mechanical, and electrical systems, as well as Joby’s approach to cybersecurity, noise, and human factors. Each component required a separate document defining the testing and analysis used to certify it for commercial service.

“From the carbon fiber composites to the metallics, the flight electronics to the control systems, the batteries to the electric propulsion systems, and much more, we now have a well-defined path to certification,” said Didier Papadopoulos, president of aircraft OEM at Joby, on the company’s earnings call.

All certification plans—including those for approving the aircraft’s novel propulsion system—have now been reviewed and, crucially, accepted by the FAA. Joby said it can now submit detailed test plans for the fourth phase: for-credit testing and analysis of aircraft components and systems, as well as the aircraft itself, with the regulator.

If it receives a passing grade, the company will enter the final phase, in which the FAA may issue the air taxi a type certificate and operational specifications.

“With all of our aircraft certification plans accepted, we’re able to map out dozens of upcoming visits with the FAA, focused on dry running our system level and aircraft level tests,” said Papadopoulos.

First Revenue and Rising Net Loss

Joby on Wednesday also reported earnings for the fourth quarter and full year 2023. Among the highlights was the company’s first reported revenue: $1 million from early flight services provided to the Department of Defense, conducted in Marina, California, using a prototype aircraft.

The manufacturer also reported $1 billion in cash and short-term investments at the end of the quarter, giving it significant liquidity heading into 2024. However, its full-year net loss of about $513 million was nearly double that of 2022.

Net cash used in operating activities and purchases of property, plant, and equipment totaled $91 million in Q4 and $344 million for the full year, below what the company expected it would spend. However, its net loss grew $48 million year over year, which the company attributed to higher operating costs and lower favorable revaluation of warrants and earnout shares.

Joby’s Q4 net loss of $115 million included operational losses of $128 million, about the same as the prior quarter, partly offset by interest, revenue, and other income of $13 million. The company attributed this to increased operating expenses due primarily to costs to support certification and manufacturing of the company’s prototype aircraft, parts, and test articles.

The manufacturer’s adjusted earnings before income, taxes, depreciation, and amortization (EBITDA) was minus-$96 million in Q4, widening $18.6 million year over year and $3.1 million quarter over quarter. That figure mainly reflects employee costs associated with development, certification, and manufacturing, Joby said.

Joby’s Big 2023

While small, Joby’s first $1 million in revenue gives it reason to celebrate. But the manufacturer spent 2023 laying the groundwork to make much more in the future.

Joby ends 2023 with plenty of momentum, having launched initial manufacturing and delivered the first of nine air taxis to Edwards Air Force Base (KEDW) in California ahead of schedule. At Edwards, NASA, U.S. Air Force, and Joby pilots are using it to conduct testing, evaluations, and training. Crewed flight tests began in October, and the company says it now has more than 100 such flights under its belt.

The “most significant commercial development of the quarter” according to Joby CEO JoeBen Bevirt, however, was Joby’s exclusive six-year agreement to operate air taxis in Dubai, United Arab Emirates. The deal shuts out competitors such as Archer Aviation and Embraer subsidiary Eve Air Mobility, who had previously announced plans to fly in the city. Joby also partnered with Skyports, which will fund, develop, and operate four initial vertiports in Dubai.

“The government of Dubai wants this service to be the first in the world, and their actions certainly reflect that ambition, with support from the very highest levels of government and a regulatory pathway that builds on FAA processes that allows for operations ahead of achieving type certification in the U.S.” said Bevirt on the company’s earnings call.

Joby also participated in the first eVTOL test flights in New York City, one of its planned initial service locations in partnership with Delta Air Lines. The company flew its air taxi out of the Downtown Manhattan Heliport (KJRB) in front of Mayor Eric Adams and other city stakeholders. 

Adams also announced plans to electrify the heliport, where Archer is also planning a service that would connect it with Newark Liberty International Airport (KEWR). In addition, Joby on Wednesday said it will work with the Port Authority of New York and New Jersey and the New York City Economic Development Corporation to develop eVTOL infrastructure at John F. Kennedy International Airport (KJFK) and LaGuardia Airport (KLGA).

“This was a seminal moment for our company,” said Bevirt. “Seeing a Joby aircraft lift off from a Manhattan heliport and complete a flight against the backdrop of the New York City skyline was quite literally a dream come true for me, and it moved the needle.”

Toward the end of the year, Joby announced agreements with U.S. FBO networks such as Clay Lacy Aviation and Atlantic Aviation to expand the deployment of its global electric aviation charging system (GEACS) in New York and Los Angeles. It also partnered with Japan’s Nomura Real Estate Development to install GEACS chargers in Tokyo.

Joby positions GEACS as a competitor to the combined charging system (CCS) standard that has been endorsed by the General Aviation Manufacturers Association (GAMA) and several competitors, including Archer, Beta Technologies, Lilium, Volocopter, Overair, and Boeing’s Wisk Aero. 

Both GEACS and CCS are billed as universal charging systems designed to accommodate all electric aircraft. But the industry may adopt only one proposal, making these early FBO agreements valuable.

As it works to add launch and infrastructure partners, Joby simultaneously has leveraged stakeholders such as NASA, with which it conducted groundbreaking air taxi simulations in December. The partners studied how existing air traffic control and airport procedures could accommodate eVTOL aircraft alongside conventional models.

“During the simulation, air traffic controllers were able to integrate up to 120 eVTOL operations per hour, arrivals and departures, from [Dallas/Fort Worth International] Airport’s [KDFW] central terminal area,” said Papadopoulos.

The Outlook for 2024

With the third stage of Joby’s type certification process now complete, the company is gearing up for its final FAA exam. But there’s plenty more on the horizon.

“Our priority in 2024 will be progressing the certification and manufacturing of our aircraft,” the company said in a letter to shareholders. “We expect to increase our focus on commercialization as we prepare to enter commercial service in 2025.”

Joby estimated it will use between $440 million and $470 million in cash, cash equivalents, and short-term investments during 2024. 

A significant portion of those funds will support the beginning of component manufacturing at the company’s scaled production plant in Dayton, Ohio, as well as the expansion of its low-volume manufacturing site in Marina. Papadopoulos said on the earnings call that the manufacturer has one aircraft in final assembly, with two more expected to roll out shortly after.

“We expect to reach a production run rate equivalent to one aircraft a month by the end of the year as we continue to ramp production in support of certification and commercialization,” said Bevirt.

Joby said the Marina expansion will more than double its footprint and support flight training, aircraft storage, and expanded manufacturing. It would also double the site’s annual production capacity, allowing the firm to manufacture 25 aircraft per year as its larger facility comes online. The Dayton site is expected to initially churn out 500 aircraft per year.

Joby also intends to extend flight demonstrations to more key markets and expand its relationship with the DOD. It plans to commit to at least two more aircraft deliveries under its current $131 million contract with the Air Force.

“Our revenue this year will be driven by on-base, government-directed flights that are part of the contract that we signed with the DOD in April of last year,” said Matt Field, chief financial officer of Joby, on the earnings call.

Joby expects revenue generation in 2024 will be “lumpy,” owing to the unpredictability of DOD test campaigns. However, the company’s focus is not on making money now, but later.

“While we aren’t blind to the challenges ahead of us, we believe that we are best positioned to succeed with the strongest balance sheet, the best team in the industry, and most important, a laser focus on delivery,” said Bevirt.

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The company on Wednesday said it started building three type-conforming, piloted Midnight aircraft to be used in for-credit flight testing with the regulator, expected to begin later this year. Those evaluations represent a crucial step in the manufacturer’s path to type certification, which it hopes to achieve before its planned 2025 commercial launch.

Archer said component manufacturing for the type-conforming Midnight models is “well underway,” adding that final assembly of the first aircraft at its San Jose, California, manufacturing facility is “on track” to begin in the coming weeks. Prior to for-credit testing, the firm will use the aircraft for its initial piloted test campaign. Rival manufacturer Joby Aviation kicked off piloted test flights late last year.

The three aircraft will feature components that align with the type design specifications laid out for Archer by the FAA in December 2022. This will allow the regulator to evaluate a version of the aircraft resembling the one the company intends to launch commercially. Passing the test will be a key step toward Archer’s ambitions.

The start of type-conforming Midnight construction follows Archer’s completion of the first phase of uncrewed prototype flight test in January. The next phase, which will include a full wing-borne transition flight, is expected to begin in the coming months.

“The key to achieving FAA certification is flying a conforming aircraft,” said Adam Goldstein, founder and CEO of Archer. “I believe we are positioned to be the first in the sector to do so. From day one, Archer’s strategy has been to build an aircraft that is certifiable and manufacturable at scale. This focus is what has allowed us to move quicker and more efficiently than any other company in the industry over the last few years.”

Archer’s goal is to replace 60- to 90-minute commutes by car with 10- to 20-minute, 20 to 50 sm (17 to 43 nm) electric air taxi flights. In the U.S., the firm is working with United Airlines to launch routes in major cities such as New York, Chicago, and Los Angeles—and potentially other cities housing United hub airports.

Midnight is designed to carry a pilot plus four passengers on rapid, back-to-back flights, with as little as 10 minutes of charge time between them. The air taxi has a projected 100 sm (87 nm) range and 130-knot cruise speed.

In October, Archer secured $65 million in funding for what it bills as the “world’s largest” eVTOL production plant in Covington, Georgia. According to the company, the funds will cover “substantial majority” of construction costs. The first phase of construction is expected to wrap up this year, providing capacity to produce 650 aircraft annually. In the second phase, production capacity will swell to 2,000 aircraft per year.

Archer expects to keep manufacturing costs lower than those of its competitors by leveraging a network of outside aerospace providers, such as Safran, Garmin, and Honeywell. Rival manufacturers such as Lilium are also adopting that strategy—many of them are working with the same suppliers.

When (or if) Archer receives type certification from the FAA, the firm will also need to obtain production certification to begin ramping up operations in Covington. Airworthiness certification rounds up the trifecta of approvals the company will need to scale operations.

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Overair, maker of the Butterfly eVTOL air taxi, said Tuesday that it completed the build of its first full-scale prototype aircraft, which is set to begin flight testing early next year. The company will start with vehicle-level testing at its Santa Ana, California, headquarters before moving the aircraft to its flight test facility in nearby Victorville.

Early tests will aim to validate different aspects of Butterfly’s technology: propulsion systems, flight control mechanics, safety features, and operational efficiency, to name a few. Overair will also evaluate how the aircraft meets its noise target (55 decibels) and performance envelope under an array of flight and weather conditions.

Overair hopes to certify Butterfly with the FAA and is working through its G-1 Stage 3 means of compliance, which will establish the criteria for validating its certification basis. Those criteria will be assessed in future “for credit” testing under the regulator’s watchful eye. The company expects Butterfly to enter service in 2028, in line with the FAA’s timeline for early advanced air mobility (AAM) operations.

“Assembling our first full-scale prototype vehicle marks the culmination of years of industry expertise, meticulous development planning, innovative engineering, and the hard work of the entire Overair team,” said Ben Tigner, CEO of Overair. “This seamless transition from propulsion testing to a full-scale prototype underscores our dedication to redefining the eVTOL landscape with safer, quieter, and more reliable aircraft.”

Butterfly deploys two technologies Overair says have never been integrated on an eVTOL design: optimum speed tilt rotor (OSTR) and individual blade control (IBC).

The OSTR system is essentially a power saver. Throughout vertical, transition, and forward flight, it varies propeller revolutions per minute, which Overair says boosts efficiency. The company claims OSTR reduces power demand in hover by as much as 60 percent.

IBC, meanwhile, reduces propeller loads by limiting the vibration of each blade, which the firm says results in safer, smoother, lower-cost flights. Last week, the technology was awarded a U.S. Navy Small Business Innovation Research (SBIR) contract, which will see it developed for potential Navy use. 

Matt Rhinehart, aeromechanics senior engineer of the Naval Air Systems Command, said IBC opens up a long list of potential benefits for the Navy’s “next generation of rotorcraft.”

Overair claims Butterfly’s combination of OSTR and IBC produces efficient, quiet propulsion in nearly any weather, temperature, or altitude. In addition, the design features four oversized rotors, a large cabin, and a payload of about 1,100 pounds—enough for five passengers and their luggage. The company says Butterfly is ideal for passenger, medical, cargo, and military applications.

“Since day one, Overair has been committed to developing an aircraft that extends efficient air transportation to a broader audience; an aircraft that will be welcomed by local communities, passengers, and operators alike,” said Valerie Manning, chief commercial officer at Overair. “Our prototype is where we begin real-world, full-scale validation of these fundamental design principles.”

As Overair rolls out its first full-scale prototype, it joins a handful of other eVTOL air taxi manufacturers to reach that stage. Archer Aviation was one of the first in the U.S. to hit the milestone, completing the build of its first Midnight prototype in May. Joby Aviation in June rolled out its initial production prototype, following the introduction of its full-scale preproduction model in 2019. Both firms have begun flight testing.

Germany’s Volocopter, meanwhile, has assembled two prototypes: the two-seat VoloCity and the larger VoloConnect. Another German manufacturer, Lilium, started building its first Lilium Jet this month, while Embraer subsidiary Eve Air Mobility expects to complete a full-scale prototype by year’s end.

Once Butterfly makes it through the gauntlet of FAA certification tasks, Overair plans to deploy it in a few key markets.

In November, the company announced partnerships with Dallas/Fort Worth International Airport (KDFW) and the city of Arlington, Texas, to launch air taxi flights out of DFW Airport and Arlington Municipal Airport (KGKY). No firm commitment has been made to purchase aircraft, but the partners plan to introduce vertiports, charging stations, and new policies to the region to build a full-fledged AAM ecosystem. Eventually, it’s expected to span the entire Dallas-Fort Worth metro area and North Texas region.

In addition to those agreements, Overair has a partnership with helicopter operator Bristow Group, which placed a preorder for 20 to 50 Butterflys. Bristow plans to fly the eVTOL on commercial air taxi routes in its service areas, including several cities in and around Texas.

Farther to the west, Overair and several other eVTOL manufacturers are working with Urban Movement Labs, a Los Angeles government-community transportation partnership. It expects to highlight Butterfly during the city’s 2028 Olympic Games, alongside other players.

Overair in October also agreed to deliver 20 aircraft to South Korean helicopter transportation provider HeliKorea. The partnership followed plans to launch services on Jeju, the country’s largest island and a major tourist destination.

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