The Army on Thursday awarded a $1.9 million Small Business Innovation Research (SBIR) contract to Electra.aero, the manufacturer of a nine-passenger, hybrid-electric short takeoff and landing (eSTOL) design, to perform powered wind tunnel testing.

Similar to Electra’s other SBIR and Small Business Technology Transfer (SBTT) Phase II and III engagements with AFWERX, the innovation arm of the U.S. Air Force, the Army contract is a quid-pro-quo arrangement.

Electra will get the opportunity to leverage military test facilities as it collects data that will inform aircraft design and development. The Army, meanwhile, can explore the eSTOL’s unique capabilities—such as its miniscule runway requirement—for logistics operations in “contested” environments.

“There is a substantial benefit to employing the right-sized aircraft for a given payload-range mission,” said Ben Marchionna, director of technology and innovation at Electra. “Many of the most commonly deployed military logistics solutions in use today are flown well below their intended payload capacity. Our eSTOL aircraft can fulfill these missions while using dramatically less fuel, providing much more range, operating at significantly reduced noise levels, and utilizing the same constrained operational ground footprints.”

According to Electra, the eSTOL cruises at 175 knots and is capable of carrying up to nine passengers or 2,500 pounds of cargo. The company claims it will have more than twice the payload, 10 times the range, and 70 percent lower operating costs compared to electric vertical takeoff and landing (eVTOL) alternatives, while offering lower noise and fuel consumption.

The aircraft has a range of 500 nm for commercial use cases. But with range extensions, the Army will be able to fly it for 1,000 nm.

The defining feature of Electra’s design is its use of blown-lift technology, which redirects slipstream flows over the aircraft’s wings into large flaps and ailerons. By “multiplying lift,” as Electra puts it, the eSTOL can take off at just 35 mph, reducing the runway requirement to 150 feet.

Electra says it is the first manufacturer to deploy blown lift in an aircraft with a distributed electric propulsion system. That system takes the form of eight electric motors powered by a turbogenerator. The latter can run on both electricity or traditional aviation fuel and recharges the aircraft’s batteries in flight. Because of this, airports will not need to install electric aircraft chargers to accommodate it, Electra says.

The manufacturer intends to certify its flagship model as a fixed wing aircraft under FAR Part 23 and EASA CS-23, allowing it to be operated with a standard fixed wing pilot’s certificate. That removes a key hurdle facing the eVTOL industry, which will need to train a new generation of powered-lift-certified pilots under FAA proposals.

The Army will be one of the earliest users of the eSTOL, but Electra has plenty of commercial arrangements lined up. Those include more than 2,000 preorder sales of its flagship aircraft to major customers, among them American operators Bristow Group and JSX and India’s JetSetGo

This week, the manufacturer announced a partnership with Wilbur Air, the newly formed operator subsidiary of Australian vertiport developer Skyportz. Electra and Skyportz in 2021 signed a letter of intent for 100 aircraft.

Electra expects to begin eSTOL deliveries in 2028 following certification.

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The company over the weekend announced the establishment of Wilbur Air, a wholly owned subsidiary that will operate drones, air taxis, and other electric and hybrid aircraft across the future Skyportz network. 

Wilbur will have “priority access” to vertiport locations being developed across Australia. Several partners will provide aircraft to the new company to enable drone delivery, short- and long-distance passenger travel, and other AAM services.

“Wilbur Air will be establishing operational partnerships across Australia with existing small charter and helicopter companies interested in moving into advanced air mobility and flying under the Wilbur Air brand with priority access to our Skyportz vertiports,” said Clem Newton-Brown, founder and CEO of Skyportz and Wilbur Air.

American manufacturer Electra.aero is the first aircraft partner Wilbur Air has announced. The company and Skyportz signed a letter of intent (LOI) in 2021 for 100 Electra hybrid-electric short takeoff and landing (eSTOL) aircraft.

Even among electric aircraft, Electra’s eSTOL is unique in that it can take off or land in an area as small as a soccer field. According to the manufacturer, it is the first company to deploy blown lift technology using distributed electric propulsion. Blown lift redirects slipstream flows over the aircraft’s wings into large flaps and ailerons, reducing its runway requirement to just 150 feet.

Electra in January said it surpassed 2,000 orders for its flagship aircraft, including large purchase agreements with American operators Bristow Group and JSX and India’s JetSetGo.

“Our sustainable eSTOL aircraft is perfectly suited for Australia’s diverse geography, with its ability to access short airstrips in both urban and remote areas while offering exceptional operational efficiency,” said Marc Ausman, chief product officer of Electra.

Newton-Brown, meanwhile, pointed to the eSTOL’s long range—about 434 nm—as a factor that could open up potential use cases for Wilbur.

Additionally, the aircraft cruises at 175 knots and can carry nine passengers or up to 2,500 pounds of cargo. According to Electra, it has twice the payload, 10 times the range, and 70 percent lower operating costs than designs that take off vertically, such as electric vertical takeoff and landing (eVTOL) air taxis.

Another advantage is the eSTOL’s hybrid-electric configuration. Because it uses hybrid power to fuel up and recharge its batteries during flight, airports won’t need electric charging infrastructure to accommodate it.

Electra intends to begin eSTOL deliveries in 2028. The company envisions a wide range of use cases for the aircraft, including passenger transport, on-demand urban air mobility, defense, cargo logistics, executive transport, humanitarian aid, and disaster response.

According to Newton-Brown, Wilbur intends to announce more aircraft partners in the future, expanding its fleet with aircraft that “suit a range of uses that we intend to operate.”

Although Skyportz will give its subsidiary priority access to its network of vertiports, the company’s goal is to “break the nexus between aviation and airports” for other operators. Many AAM infrastructure developers are looking to install vertiports at airports or FBOs, but Newton-Brown believes the industry should reduce its reliance on those sites.

“We are working with governments, air regulators, and communities to establish the parameters for the introduction of vertiport infrastructure and short takeoff and landing runways,” said Newton-Brown. “If all the aircraft do is fly from airports and helipads, then there will be no revolution. We need to start developing vertiports in new locations now.”

Last week, the Australian Association for Uncrewed Systems, the country’s largest AAM industry advocacy group, released its Industry Vision for the integration of eVTOL, eSTOL, drones, and other emerging aircraft into the country’s ecosystem. Like the FAA’s Innovate28 blueprint or U.K. Civil Aviation Authority’s Future of Flight action plan, it seeks to position Australia at the forefront of the AAM industry.

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A bilateral agreement between the two firms announced Thursday seeks to bring Electra’s eSTOL to market by leveraging Surf Air’s on-demand air mobility platform and Aircraft-as-a-Service (ACaaS) leasing program for operators. Surf Air also secured preferred delivery positions for 90 Electra aircraft.

The manufacturer’s eSTOL design uses a distinctive blown-lift propulsion system. According to Electra, this allows the aircraft to take off at “neighborhood driving speeds,” reducing its runway requirement to just 150 feet.

The unique ability will open direct air travel beyond large airports to include small regional airfields and even advanced air mobility (AAM) infrastructure such as vertiports, the company said. The goal is to serve more regional transportation customers than private aviation does currently.

The eSTOL further stands out for its ability to recharge during flight, using a small turbogenerator running on hybrid-electric power to juice up its batteries. The use of hybrid-electric fuel also reduces emissions (by 30 percent) and noise (75 dBA at 300 feet, equivalent to a vacuum cleaner) below those of traditional airplane or rotorcraft, while improving range and payload, Electra said.

“Electra stands out as one of the early market leaders in regional air mobility [RAM], and we’re excited to bring them onto our platform,” said Stan Little, CEO of Surf Air. “Their innovations around hybrid-electric, short takeoff and landing aircraft—which can essentially take off and land on a football field-sized space—will unlock tremendous opportunities within the changing landscape of regional air mobility.”

Electra’s nine-seat design is the third green vehicle planned for Surf Air’s platform. It will join the company’s electrified Cessna 208B Grand Caravan—retrofit with its proprietary powertrain system—and Regent Craft’s electric seaglider.

Surf Air hopes to introduce “affordable, sustainable, and easily accessible” trips across its national flight network, which includes Southern Airways Express and Mokulele Airlines. Together with Electra, it will explore fleetwide data analytics services, create routes for the eSTOL within its network, provide real-time aircraft information, and develop predictive analytics systems. That last component, Electra said, is expected to reduce operating costs and streamline operations.

“As the country’s largest commuter airline, Surf Air is at the forefront of addressing the growing demand for cleaner, more affordable, and convenient travel options,” said John Langford, founder and CEO of Electra. “Electra is pleased to partner with Surf Air in spearheading the decarbonization of regional business aviation through the integration of our eSTOL aircraft into their fleet.”

Electra and Surf Air will further develop a leasing agreement, which would make the latter the preferred lessor and provider of Electra eSTOL aircraft to Surf Air customers. 

Surf Air already has a leasing program in place called Aircraft-as-a-Service, or ACaaS. But according to the company, regional Part 135 operators lack the access to aircraft funding options and software services that large commercial air carriers enjoy. ACaaS attempts to solve this problem by providing financing and software tools, lowering barriers to entry for smaller operators. 

Through ACaaS, smaller providers will soon get the opportunity to expand their regional transport networks with eSTOL aircraft.

“With billions of dollars being invested into the regional and advanced air mobility space, it’s becoming increasingly important for a solution that can on-ramp new technologies and get them into the hands of operators as quickly and safely as possible,” said Jamie Strecker, vice president of business development for Surf Air. “Through our air mobility platform and our ACaaS program, we believe we can accelerate Electra’s eSTOL aircraft time to market.”

Simultaneously, Surf Air continues to develop electrified powertrain technology for the Cessna Grand Caravan through an exclusive relationship with Textron Aviation. It has agreed to purchase as many as 170 Cessna models from the manufacturer.

The company intends to use its on-demand platform to bring the electrified Caravan to market on a global scale. It said the introduction of the hybrid-electric model will demonstrate what its technology could do for other manufacturers.

Surf Air also sells its proprietary electric powertrains to operators. Its most recent electrification deal came from Kenyan operators Safarilink and Yellow Wings last month.

Electra, meanwhile, last month surpassed 2,000 preorder sales for its flagship model following a massive deal with regional air carrier JSX, as well as a few smaller agreements. In November, the company completed what it said was the  “world’s first” flight of a hybrid eSTOL design, using its EL-2 Goldfinch demonstrator. The jaunt lasted 23 minutes, reached 3,200 feet in altitude, and covered approximately 30 miles.

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Lockheed Martin-backed Electra.aero on Tuesday announced that it topped 2,000 preorder sales for its flagship eSTOL design, an order book the manufacturer values at over $8 billion once fully realized. The nine-seat aircraft is unique, even among electric designs, because of its ability to take off or land with just 150 feet of runway.

Electra reached the milestone after wrapping up three sizable agreements. In December, Finnish on-demand flying platform Lygg agreed to buy up to 300 eSTOLs in a deal valued at over $1 billion. Lygg operators, which mainly serve airports outside Nordic and European metropolises, will be able to purchase the aircraft through a hybrid-as-a-service model, which offers financing.

“Electra’s eSTOL capability allows us to rewrite the definition of direct connections for environmentally conscious business travelers using existing airfields closer to city centers, reducing valuable time spent in the air,” said Roope Kekäläinen, CEO of Lygg.

The company’s order book expanded again last week, when Indian private charter marketplace JetSetGo placed firm orders for 50 aircraft apiece from Electra, Overair, and Horizon Aircraft. Electra will work with the firm, which operates India’s largest on-demand fleet, to identify new routes that can leverage the eSTOL’s unique capabilities.

“India’s geography and demographics make it an ideal launch market for advanced air mobility (AAM),” said Kanika Tekriwal, co-founder and CEO of JetSetGo. “We want to lead the transformation of urban and regional connectivity and believe Electra is the right partner with the technology to make this vision a reality.”

The third agreement, with New York City-based helicopter tour operator Charm Aviation, had not been previously announced. Electra did not disclose the number of aircraft included in Charm’s order, but it said the operator will introduce the eSTOL to heliports and vertiports in bustling Manhattan.

“Electra’s aircraft has the range to transform New York City’s heliports from urban flight terminals into regional transport hubs with direct flights to cities and smaller communities along the East Coast,” said Marc Ausman, chief product officer of Electra.

The Aircraft

Electra says its eSTOL represents the first use of blown lift technology using distributed electric propulsion. Blown lift—which redirects slipstream flows over the aircraft’s wings into large flaps and ailerons—is what allows the design to take off from sites smaller than a soccer field.

Flaps and ailerons redirect the airflows downward to provide lift that would normally be achieved through high-speed takeoff. This, Electra says, allows the eSTOL to get airborne at “neighborhood driving speeds,” shortening the runway requirement and opening up operations out of remote or underutilized airfields.

The aircraft has a range of about 434 nm and a cruise speed of 175 knots, capable of carrying nine passengers or up to 2,500 pounds of cargo. Compared to vertical takeoff designs, it offers more than twice the payload, 10 times the range, and 70 percent lower operating costs, Electra claims.

Those benefits stem in part from distributed electric propulsion, wherein a small turbogenerator drives eight electric motors spread across the wing. Electra says this reduces emissions (by 30 percent) and noise (75 dBA at 300 feet, equivalent to a vacuum cleaner) below those of traditional airplanes or rotorcraft.

Since the aircraft uses hybrid power to fuel up—and to recharge its batteries during flight—airports won’t need electric charging infrastructure to accommodate it. That could be a crucial advantage for Electra when it comes time for the company to scale.

The eSTOL’s fixed-wing, rigid-propeller configuration—which eliminates hover and transition flight—gives it a path to be certified as a multiengine, Level 3, low-speed airplane under FAA Part 23. That means it could be flown with a standard pilot’s certificate in the airplane category.

In addition to passenger transport, on-demand urban air mobility services, and defense applications, Electra expects the eSTOL to handle cargo logistics, executive transport, humanitarian aid, disaster response, and a variety of other use cases. Its commercial launch is planned for 2028.

Topping the 2,000 preorder mark reflects the steady momentum Electra has enjoyed in recent months. That began in August with the announcement of fresh financing from climate tech fund Statkraft Ventures and the U.S. Air Force, the latter taking the form of an $85 million contract to develop and test a full-scale prototype. The following month, Electra completed the maiden voyage of its EL-2 Goldfinch demonstrator, marking the first flight for a hybrid eSTOL design.

December brought with it a major agreement with JSX, one of the world’s premier regional air carriers, which ordered as many as 330 hybrid-electric models. Those include 32 firm orders and 50 options for Electra’s nine-seater. The same month, customer Bristow Group placed a deposit for five early delivery slots for its 2021 order of up to 50 aircraft, representing one of Electra’s firmest commitments to date.

Bristow is expected to be Electra’s principal launch operational customer. The company at launch also has agreements to fly in the Middle East, Asia, Latin America, and Australia, among other locations.

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JetSetGo, an Indian marketplace for private jet and helicopter charters that also operates its own fleet, on Friday announced strategic partnerships with Horizon Aircraft, Overair, and Electra.aero to order as many as 280 aircraft, which would value the deal at a whopping $1.3 billion. 

Each of the electric or hybrid-electric aircraft will bring unique capabilities to JetSetGo’s fleet, which comprises five midsize Hawkers and six other aircraft, ranging from large cabin jets to helicopters.

Horizon’s vertical takeoff and landing (VTOL) Cavorite X7 and Electra’s ultra-short takeoff and landing (STOL) nine-seater—both hybrid-electric designs—will be the first to fly JetSetGo routes since they can utilize existing infrastructure, the company said. Overair’s Butterfly electric VTOL (eVTOL) air taxi will follow as Indian cities add the necessary infrastructure, such as charging stations.

The three designs will offer an “optimal mix” for five use cases identified by JetSetGo: airport transfers, regional connectivity, intercity commute, intracity shuttles, and urban air taxis. The company says India—which is plagued by road congestion issues, infrastructure challenges, and aviation emissions—will make an “ideal testbed” for AAM services.

“Our partnership with these three leading innovators will introduce unique technologies like ‘blown lift’ and ‘fan-in-wing’ lift systems, hybrid and electric propulsion, and super-quiet optimal speed tilt rotors to India,” said Kanika Tekriwal, co-founder and CEO of JetSetGo. “We want to lead the transformation of urban and regional connectivity and believe we have the right partners and technologies to make this vision a reality.”

The agreements lock JetSetGo into 150 firm orders—50 from each manufacturer—for a combined $780 million. But all three contracts include the option for it to acquire more aircraft.

Horizon, which announced its agreement earlier this week, will ship an initial batch of 50 Cavorite X7s to JetSetGo for $250 million. The firm has the option to acquire 50 more, which would double that deal’s value. Overair and Electra did not specify the initial order value or  number of options JetSetGo could acquire.

Horizon founder and CEO Brandon Robinson characterizes the company’s X7 as a “normal” aircraft with eVTOL capabilities, rather than an eVTOL with features of a traditional airplane. It uses a patented “fan-in-wing” configuration, similar to the Lilium Jet: 14 electric ducted fans are embedded in the wing to provide lift. During cruise, movable surfaces cover the fans.

The X7’s mix of features from traditional and electric aircraft make it something of an amalgamation. It can take off vertically or conventionally from the runway, for example, and a gas-powered range extender can charge its batteries during cruise. The air taxi won’t reduce emissions as much as all-electric designs, but Horizon says it will offer greater range, speed, and payload.

“This evolution will serve as a catalyst to accelerate our growth by providing the resources to continue the development and testing of our practical, real-world-use hybrid eVTOL, the Cavorite X7,” said Robinson.

Like the X7, Overair’s Butterfly offers some unique capabilities. The eVTOL deploys two technologies the firm says have never been integrated on an eVTOL design: optimum speed tilt rotor (OSTR) and individual blade control (IBC).

OSTR, which varies propeller revolutions per minute during vertical, forward, and transition flight, acts as a power saver, reducing energy demand in hover by as much as 60 percent. IBC, which is being researched by the U.S. Navy, limits the vibration of each blade to reduce propeller load and enable safer, smoother flights.

The combination of OSTR and IBC produces efficient, quiet propulsion through nearly any weather, temperature, or altitude, Overair says. Butterfly also features four oversized rotors, large cabin, and payload of about 1,100 pounds—enough for five passengers and their luggage. The company says it is ideal for passenger, medical, cargo, and military applications.

“Butterfly will provide a safe, quiet, and efficient mobility solution for urban and regional transport across the broadest range of weather conditions and geographic environments,”  said Valerie Manning, chief commercial officer at Overair. “In addition, the associated advanced air mobility ecosystem will create a multitude of jobs and fuel economic growth.”

As the lone all-electric VTOL manufacturer included in JetSetGo’s agreements, Overair will also support its new customer with infrastructure advisement, pilot training, infrastructure and software integration, operational guidance, and vertiport software integration.

Electra’s nine-seat design is also all-electric, but it won’t require VTOL infrastructure to get flying. The eSTOL design needs just 150 feet of runway for takeoff—that’s enabled through a unique technology called blown-lift, which allows the aircraft to take off at speeds as slow as a car driving through a residential neighborhood.

The eSTOL has a range of 500 nm and can carry up to 2,500 pounds of cargo. Compared to vertical takeoff alternatives, Electra claims the model offers more than twice the payload, 10 times the range, and 70 percent lower operating costs.

“Our aircraft’s unique ability to operate from soccer field-sized spaces, with the capacity to transport nine passengers up to 500 miles enables JetSetGo to identify new routes using eSTOL capability and deliver sustainable, affordable air connections to India’s communities previously underserved by flight,” said Marc Ausman, chief product officer of Electra.

Electra’s design was part of another massive hybrid-electric aircraft order from Dallas-based regional air carrier JSX. In December, the semiprivate operator signed letters of intent to acquire as many as 332 aircraft, including 32 firm orders and 50 options from Electra. JSX will also purchase Aura Aero’s Era and Heart Aerospace’s ES-30.

Several other American operators, including Surf Air Mobility and Bristow Group, have agreed to order or retrofit hybrid-electric designs as they seek to introduce new, sustainable, and potentially more cost-effective aircraft to their routes. In India, meanwhile, travel conglomerate InterGlobe in November agreed to purchase as many as 200 Midnight air taxis from Archer Aviation.

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Dallas-based JSX, the only regional air carrier with a five-star rating from the Airline Passenger Experience Association, signed letters of intent (LOIs) to acquire as many as 332 hybrid-electric models from manufacturers Electra.aero, Aura Aero, and Heart Aerospace. The charter jet service expects to receive its first delivery in 2028, with a hybrid-electric rollout that same year.

The semiprivate operator emphasized the new aircraft will be used to connect (or reconnect) small communities to major cities with sustainable, relatively affordable flights. Its commitments are part of a pledge to add more environmentally friendly air service options on the heels of the Joe Biden administration’s renewed efforts to decarbonize the aviation sector.

“As the network airlines order ever-larger aircraft, it is inevitable that more and more small markets will be abandoned,” said Alex Wilcox, CEO and co-founder of JSX. “Electra, Aura Aero, and Heart Aerospace are visionary organizations that share in JSX’s commitment to serving smaller communities, working together with us to weave sustainable regional air travel back into the fabric of American commerce and freedom of movement.”

JSX said it vetted dozens of “environmentally conscious airplane proposals” over the past few years before settling on Electra, Aura, and Heart, which it said are focused on the “natural first frontier” for scalable, low-emissions aviation: small, fixed-wing, regional aircraft. The company says it will be the first in its category to adopt hybrid-electric technology.

The New Additions

JSX signed LOIs for a total of 132 firm aircraft orders and 200 options, which the carrier intends to add to its fleet of 48 Embraer E145s, each reconfigured for 30 seats.

The air carrier placed 32 orders for Electra’s nine-seat, hybrid-electric ultra-short takeoff and landing (eSTOL) aircraft, with an option for 50 more. The low-emission design has a range of 500 nm and can carry up to 2,500 pounds of cargo. Compared to vertical takeoff alternatives, Electra claims the eSTOL offers more than twice the payload, 10 times the range, and 70 percent lower operating costs.

The eSTOL’s calling card is its ability to take off and land with just 150 feet of runway. Electra enables this through a unique blown-lift technology, which allows the aircraft to take off at speeds as slow as a car driving through a residential neighborhood. The model also deploys distributed electric propulsion, with batteries that recharge in flight, while a turbine-powered generator drives eight electric motors spread across the wing.

According to Electra, the company has a backlog of more than 1,700 preorders from more than 30 companies, including Houston-based helicopter provider Bristow Group.

“Our eSTOL aircraft is uniquely positioned to deliver on JSX’s commitment to provide sustainable access to small communities and large cities alike,” said JP Stewart, vice president and general manager of Electra.

From Aura, JSX agreed to purchase 50 Era aircraft—designed to carry 19 passengers or 1.9 tons of cargo for up to 900 nm—with the option for 100 more. Era uses all-electric propulsion during takeoff, which reduces the aircraft’s noise and environmental footprint. The design features a flexible seating configuration and pressurized cabin, and Aura has collected several hundred orders.

“Era, our low-carbon aircraft, provides the performance required for JSX to bring air connectivity to more local communities,” said Jeremy Caussade, president and co-founder of Aura. “This agreement marks a new step in our development in the USA.”

Finally, JSX signed an LOI for 50 firm orders and options apiece for Heart’s ES-30: a 30-passenger, regional hybrid-electric airplane. Designed for short-haul routes, the model has a maximum range of 432 nm, but it can also cover 216 nm in hybrid configuration or 108 nm in all-electric mode. Heart says the design lowers emissions, noise pollution, and operating costs.

As of September, the company had 250 firm ES-30 orders with options and purchase rights awarded for 120 more. Customers include United Airlines Ventures, Mesa Group, and Air Canada.

“The ES-30, with its competitive economics and green credentials, fits very well with JSX’s vision, and we see not only the opportunity to reconnect many regional routes lost over the years, but also open many more new ones,” said Simon Newitt, president and chief commercial officer of Heart.

Each of the three manufacturers brings unique design features to the table. But according to JSX, all three aircraft models will lower operating costs and emissions while fitting within existing infrastructure and regulatory parameters.

Regional Air Travel for All

JSX bills itself as a “hop-on” public charter jet service, with the mission of offering competitively priced flights between private terminals. In short, the goal is to provide regional air travel—which traditionally has been reserved for the ultra-wealthy—to all.

But that’s easier said than done. Commercial airlines only serve a few hundred U.S. airports, leaving providers such as JSX to fill in the gaps. At present, the company provides 120 public charter flights per day to 24 business and leisure destinations in eight U.S. states, Mexico, and the Bahamas. However, that still leaves thousands of airports without convenient travel options.

JSX says its Part 135- and Part 380-certified operations, combined with the performance of its new hybrid-electric aircraft, will open thousands of federally funded airports—which otherwise would be inaccessible to those who can’t own or charter an entire aircraft—to service.

The company claims the incoming models will introduce more favorable operating economics, allowing it to “dramatically” lower the cost of service. It expects to open new flight options for over 2,000 U.S. airports that don’t currently offer regular air service, without the need for government subsidies.

In recent months, JSX has steadily added routes to its coverage map while shifting its business away from larger airports. In September, it ditched Miami International Airport (KMIA) for nearby Miami-Opa-Locka Executive Airport (KOPF) and swapped San Diego International Airport (KSAN) for McClellan-Palomar Airport (KCLD). 

The Dallas-based company also cut flights from Dallas Love Field (KDAL) to Austin and shifted operations from Austin-Bergstrom International Airport (KAUS) to Austin Executive Airport (KEDC). And last week, it announced plans to move its Arizona operations from Phoenix Sky Harbor International Airport (KPHX) to a private terminal at Scottsdale Airport (KSDL).

However, federal regulators have recently taken aim at public air charters—including JSX.

While the company was not specifically named, the FAA in August released a notice of intent to develop a potential rule that would force public air charters to adhere to the same rules as commercial airlines. For example, carriers like JSX would only be able to employ co-pilots with 1,500 hours of training and be barred from flying out of private terminals. In other words, the rule would essentially eliminate the public air charter business model.

“The size, scope, frequency, and complexity of charter operations conducted as ‘on-demand’ operations under the part 135 operating rules has grown significantly over the past 10 years,” the agency said. “While the FAA has adjusted its oversight of these increased operations, the FAA is considering whether a regulatory change may be appropriate to ensure the management of the level of safety necessary for those operations.”

The FAA has received tens of thousands of comments on the proposal, many of them the result of an email campaign JSX targeted at its customers. The debate has divided the major commercial airlines: JetBlue and United Airlines, both JSX partners and investors, have decried the rule, while American Airlines and Southwest Airlines have backed it. In addition, several prominent industry groups have banded together in opposition, while airline industry unions have rallied in support.

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The Houston-based operator on Wednesday placed a deposit on early delivery positions for five hybrid-electric, ultra-short takeoff and landing (eSTOL) aircraft from manufacturer Electra.aero. The companies signed a memorandum of understanding for the preorder of up to 50 aircraft in 2021, and Bristow is expected to be Electra’s principal launch operational customer.

“This cash deposit is a real show of confidence in our eSTOL aircraft and a validation of our development roadmap,” said John S. Langford, chair and CEO of Electra. “Bristow is a true AAM leader, and we look forward with anticipation to the future delivery of our aircraft to Bristow’s fleet.”

Bristow will use the eSTOL aircraft to offer zero-emission, regional air mobility (RAM) passenger services, with routes spanning 50 to 500 sm (43 to 434 nm). The design can take off and land in locations as small as 300 by 100 feet—less than the size of an American football field—which opens up operations out of remote or underutilized airports.

Electra achieves this through a unique blown-lift architecture, wherein slipstream flows are directed back over the wings into large flaps and ailerons, which direct the flows downward to augment lift. According to the company, this allows the aircraft to takeoff at “neighborhood driving speeds,” shortening the runway requirement.

“Bristow looks forward to being among the first AAM companies to add the Electra eSTOL aircraft to our fleet and offer our customers the advantages of this new class of aircraft,” said Dave Stepanek, executive vice president and chief transformation officer of Bristow. “Electra’s eSTOL aircraft aligns perfectly with our vision, while enabling new markets at substantially lower operating costs.”

Bristow’s deposit comes just a few days after a major milestone for Electra: the maiden voyage of its EL-2 Goldfinch demonstrator, which was unveiled in June. The company claims the 23-minute, 30 sm (26 nm) flight was the “world’s first” of a hybrid eSTOL design.

The aircraft’s eight electric motors run on a small turbogenerator, which uses hybrid-electric power to recharge its batteries. Electra says this reduces emissions (by 30 percent) and noise (75 dBA at 300 feet, equivalent to a vacuum cleaner) below those of traditional airplanes or rotorcraft. There’s also the benefit of added range and payload, stemming from the eSTOL’s lack of reliance on ground-based electric chargers and the reduced energy requirements of blown lift.

Unlike air taxis manufactured by Joby Aviation or Archer Aviation, for example, Electra’s design uses fixed wings and rigid propellers, so there is no hover or transition to forward flight. The configuration gives it a path to be certified as a multiengine, Level 3, low-speed airplane under FAA Part 23 and be operated with a standard pilot’s certificate in the airplane category.

Electra’s isn’t the only electric aircraft design Bristow has looked to snap up over the past few years.

In 2021, the helicopter operator announced a partnership with the U.K.’s Vertical Aerospace for the delivery of up to 50 VA-X4 air taxis, positioning them as some of the earliest additions to the firm’s eVTOL fleet. The following year, it added an order for up to 50 Lilium Jets and another for as many as 55 Alia-250s from Beta Technologies.

More recently, Bristow in September placed deposits for the early delivery of five Elroy Air Chaparral cargo drones, the first shipment of its preorder for up to 100 aircraft. Just a few days later, the company agreed to order as many as 80 Volocopter VoloCity air taxis, placing a firm order for two of them.

The operator’s other commitments include 20 to 50 Butterfly eVTOLs from Overair and 100 air taxis from Embraer subsidiary Eve Air Mobility.

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Aircraft manufacturer Electra.aero’s EL-2 Goldfinch demonstrator pays homage to its namesake’s golden hue. Unlike a bird, however, the hybrid-electric ultra-short takeoff and landing (eSTOL) aircraft took off from the runway like a conventional plane once on Nov. 11 and again on Sunday, marking its inaugural flights.

The former was an all-electric test. But Electra said the latter was the eSTOL design’s first in hybrid configuration. Both flights were piloted by Cody Allee, chief technology officer of ABSI Aerospace & Defense and a former U.S. Marine Corps pilot, at Manassas Regional Airport (KHEF) in Virginia.

“The first hybrid flight lasted 23 minutes, reached an altitude of 3,200 feet, and covered a distance of approximately 30 miles,” said JP Stewart, vice president and general manager of Electra. “We’re looking forward to further expanding the envelope of this aircraft and demonstrating the full capability of Electra’s technology.”

Electra said its two-seat Goldfinch demonstrator is the first blown-lift aircraft that uses distributed electric propulsion and a hybrid-electric propulsion system. Blown lift directs slipstream flows back over the wing into large flaps and ailerons. This directs flows downward to “multiply” lift, allowing the eSTOL to take off and land at “neighborhood driving speeds.” By the company’s estimate, the demonstrator needs just 300 feet of runway.

Unlike the tiltrotor design common to electric vertical takeoff and landing (eVTOL) models, Electra’s eSTOL has no hover or transition phase because it relies on fixed wings and rigid propellers. In addition to removing complexity from the design, the fixed-wing architecture gives Goldfinch a path to be certified as a multiengine, Level 3, low-speed airplane under FAR Part 23 and be operated with a standard pilot’s certificate in the airplane category.

The aircraft’s eight electric motors run on a small turbogenerator that uses hybrid-electric power to recharge its batteries. Electra says this reduces emissions (by 30 percent) and noise (75 dBA at 300 feet, equivalent to a vacuum cleaner) below those of traditional airplane or rotorcraft. There’s also the benefit of added range and payload, stemming from Goldfinch’s lack of reliance on ground-based electric chargers and the reduced energy requirements of blown lift.

The Goldfinch demonstrator that flew this month is a predecessor to Electra’s flagship, nine-passenger model for commercial and government customers. That full-scale design is expected to cruise at 175 knots for up to 500 sm (434 nm), while carrying twice the payload (up to 2,500 pounds) of eVTOL designs with the same energy requirements.

Its runway requirement is projected to be even shorter—just 150 feet, half the length of a football field. And all of this comes with the promise of 70 percent lower operating costs than “vertical alternatives.”

“The aim of Electra is to fill a gap in air travel between 50 and 500 miles, where most trips today are made by automobile,” said Electra founder and CEO John Langford. “The key to saving time is to operate close in, which means getting in and out of small spaces quietly and safely, while still being fast enough to cover long distances. Electra will be able to take you from downtown Manhattan not only to Kennedy Airport [KJFK], but to Washington, D.C. It will bring air service to thousands of communities where air travel today is not a practical or affordable option. It also opens vast new opportunities for middle-mile cargo logistics.”

The company so far has a backlog of more than 1,700 preorders of its flagship model from more than 30 customers, which it values at about $6 billion. Customers include Houston-based helicopter provider Bristow Group, airline Ravn Alaska, and Latin American on-demand private aviation platform Flapper. It also has plans to fly in Asia, Australia, and the Middle East.

In addition, Electra is developing a Goldfinch prototype for the U.S. Air Force under a contract with AFWERX, the department’s innovation arm. The agreement, worth up to $85 million, will see Air Force pilots take the aircraft out for testing and validation of operational use cases.

The Air Force has been a valuable partner for Electra, which as of August had six active Small Business Innovation Research (SBIR) and Small Business Technology Transfer (SBTT) Phase II and III contracts. Those agreements have allowed it to mature Goldfinch’s blown-lift aerodynamics, hybrid-electric powertrains, flight controls, and other features.

In addition to passenger transport, on-demand urban air mobility services, and defense applications, Electra expects Goldfinch to handle cargo logistics, executive transport, humanitarian aid, disaster response, and a variety of other use cases.

While the full-scale Goldfinch’s FAA certification isn’t expected until 2028, Sunday’s test flight was a promising development for Electra as it seeks to establish a new mode of regional transportation.

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