Ultra short aircraft manufacturer Electra on Monday announced that it completed successful demonstration flights of its EL-2 Goldfinch prototype at Marine Corps Air Facility Quantico (KNYG) and Felker Army Airfield (KFAF) at Joint Base Langley-Eustis (KLFI) in Virginia. U.S. Army, Navy, and Air Force personnel were present for the demonstrations, which were the first Electra has performed for the military, the firm told FLYING.

Electra’s nine-passenger design has garnered contracts from the Air Force, Army, and Navy, which view it as a potential game-changer for military resupply missions, tactical insertions, and medical evacuations. The firm is also backed by Lockheed Martin.

The demonstrations at Joint Base Langley-Eustis were conducted under a strategic funding increase (STRATFI) agreement with AFWERX, the Air Force’s innovation arm, worth up to $85 million. AFWERX offers a quid pro quo arrangement, providing electric aircraft manufacturers and other developers of novel aviation technology with a sandbox in which to mature their systems. In return, the military gets early access to non-commercially available designs.

“This aircraft’s efficient, quiet, and sustainable operations align with military objectives for contested and expeditionary logistics,” said Jacob Wilson, acting branch chief of AFWERX’s Agility Prime division dedicated to electric and autonomous models. “Its hybrid-electric propulsion system provides extended range and endurance, making it suitable for Agile Combat Employment missions in austere locations with compromised or nonexistent runways.”

The Goldfinch uses a unique blown-lift mechanism to amplify lift, allowing it to take off at what the company describes as neighborhood driving speeds. This reduces the vehicle’s runway requirement to just 150 feet, allowing it to operate from locations with a closed or damaged runway, including ships or barges.

Electra test pilot Cody Allee took the Goldfinch through a series of grass field takeoffs and landings, with no ground infrastructure required. The company describes the aircraft as a “mobile power generator” offering 600 kilowatts of continuous power, capable of reaching 1 megawatt in “short bursts.” According to the firm, its fuel consumption is one-third that of helicopters performing the same mission.

Allee flew 150-foot radius turns to showcase the aircraft’s maneuverability at low speed and altitude. The test pilot also helped demonstrate a mobile power generation display, using the aircraft’s power supply to fire up its own sound system and preflight presentation equipment.

“These flight demonstrations mark a significant milestone for Electra as we show the capabilities of the technology in the real-world,” said JP Stewart, vice president and general manager of Electra. “Our ultra short aircraft make it possible to operate from austere locations previously only reachable by helicopters, with 70 percent lower costs and very quiet operations.”

Electra in January said it surpassed 2,000 orders for its flagship design, with commercial customers including regional air carrier JSX, helicopter operator Bristow Group, and private charter marketplace JetSetGo. But as the company continues to refine its design, military customers will get their hands on it first.

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WASHINGTON, D.C.—Within the next month, the FAA will release a final rule outlining pilot certification and initial operations for electric vertical takeoff and landing (eVTOL) air taxis and other powered-lift aircraft, a U.S. Department of Transportation (DOT) official said Thursday.

At Honeywell’s third annual Advanced Ait Mobility (AAM) Summit in Washington, D.C., Christopher Coes, acting undersecretary of transportation for policy within the DOT, said a highly anticipated special federal aviation regulation (SFAR) defining the rules will be published in the next few weeks.

“The department has a final rule for our powered-lift operations, and we expect that that will be published in the next month,” Coes said. “And I think you will see it is quite responsive to the industry’s comments.”

Industry Raises Concerns

The FAA published a notice of proposed rulemaking (NPRM) for the powered-lift SFAR in June 2023. The rule would set alternative training and eligibility requirements for certifying powered-lift pilots as well as create operational rules for passenger and cargo transport.

But the document was decried by a collective of stakeholders, spearheaded by the General Aviation Manufacturers Association (GAMA), who took issue with many of the agency’s proposals.

Namely, industry groups believe powered-lift training courses should credit existing rotorcraft and airplane category certificates, and pilots should be able to add a powered-lift rating directly to those permissions. They urged the FAA to lower the threshold for powered-lift flight hours, remove a requirement that limits training to dual control aircraft, and allow more training in simulators.

The groups also argue that performance-based—rather than prescriptive—rules should be used for powered-lift flight, such as by applying airplane and rotorcraft rules as appropriate rather than creating a new category of operations.

Kristie Greco Johnson, senior vice president of government affairs for the National Business Aviation Association (NBAA), said Thursday that members are seeking a “practical pathway” to AAM integration. And the SFAR could be that pathway.

“AAM isn’t a future Jetsons concept,” Johnson said. “It is actually happening right now in our airspace.”

Amanda Joyner, managing director of government affairs for GAMA, agreed with Johnson and said members are hopeful that the SFAR will help them to get their products on the market quickly. Eventually, investment into AAM manufacturers will dry up if the firms are unable to demonstrate a product, so a final rule could help them begin to turn a profit.

What It Means

The deadline for a powered-lift SFAR is December 16, as mandated by the FAA Reauthorization Act of 2024 signed into law on May 16—a provision that was lauded by industry organizations, private companies, and lawmakers alike.

The FAA earlier this week missed the bill’s September 16 deadline to issue a NPRM for beyond visual line of sight (BVLOS) drone flight. But Andrew Miller, a staffer on the Senate Commerce Minority Committee, and Alexander Simpson, a staffer on that chamber’s majority counterpart, said they are confident the FAA will meet the SFAR timeframe. Hunter Presti, a staffer on the House Majority Transportation Committee, is optimistic but believes it will be tight.

According to Simpson, should the agency miss its deadline, existing standards and regulations for rotorcraft and fixed-wing aircraft would apply to powered-lift models.

Coes said his office is simultaneously developing a U.S. national strategy to safely integrate AAM operations alongside conventional aircraft. That plan has been in the works for over a year and is under department review.

The initiative will require an interagency review and final briefing to Congress, “but I am confident that this will be a set of documents that can be championed by the industry, by academia, by labor, our state and local partners, as well as Congress,” Coes said.

Coes added that his team is working with the International Civil Aviation Organization’s AAM study group to harmonize international consensus on AAM standards, practices, and procedures. The goal, he said, is to ensure the U.S. takes the reins on those provisions.

Conference attendees including Coes hope the FAA and other federal agencies will be able to use the Los Angeles Olympic Games in 2028 as a showcase for AAM technology. The event could also serve as a proving ground for the integration of AAM aircraft with other transportation systems.

In support of that effort, the FAA last year released its Innovate28 blueprint for air taxi integration. Earlier this year, the agency proposed comprehensive certification criteria for AAM aircraft, laying the groundwork to get them approved to fly.

But there is still a long way to go, and the powered-lift SFAR—whenever it is released—will be a key part of the process.

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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 company’s flight test center at Cotswold Airport (EGBP) in England, Vertical pilots took the prototype through 70 individual test points, culminating in multiple hover flights of the aircraft while it was tethered to the ground.

The next step will be to remove the tether for piloted thrustborne flights, using lift generated by the aircraft’s propellers to perform vertical takeoffs and landings and low-speed maneuvers. The company is working with the U.K.’s Civil Aviation Authority (CAA) to expand its permit to fly, which would allow it to begin that phase.

“It took us just one week to go from our first ground test to our chief test pilot flying the VX4, and we have been making outstanding progress since then,” said Stuart Simpson, CEO of Vertical.

According to Vertical, that pace of progress is three times faster than what its previous prototype accomplished.

That model crashed during an uncrewed test at Cotswold in August 2023 after a failed pylon affected the way the aircraft’s flight control system communicated with its motors, causing it to tumble about 30 feet onto the runway. The impact caused enough damage to retire the model from flight testing and force a delay to piloted untethered flight testing, which the company had hoped to complete last year.

Vertical rebounded by kicking off testing of its current VX4 prototype in July, just under one year after the crash. According to the firm, the new design is significantly more powerful.

A 20 percent increase in the aircraft’s power-to-weight ratio, by the company’s estimate, enables speeds up to 150 mph—the intended cruise speed for its flagship aircraft. The design includes Vertical’s next generation propellers and proprietary battery systems, as well as components supplied by partners such as Honeywell, Leonardo, GKN Aerospace, and Molicel. The company says it is developing an identical prototype that will further accelerate its test campaign.

Across 20 piloted test sorties, the prototype VX4 simulated flight maneuvers and scenarios—including those outside of expected operating conditions—to validate safety.

Engineers gauged how the aircraft responded to simulated failures to prove that it could fly safely even in unanticipated conditions. Vertical deliberately failed one of the prototype’s electric propulsion units (EPUs) during a piloted tether flight, for example, to confirm that its other engines automatically output maximum power to compensate. Pilots also failed EPUs during high-speed taxi to validate the aircraft’s ground handling capabilities.

Other tests focused on the model’s powertrain and propellers, preflight operations, and ability to handle turbulence.

“These tests have enabled Vertical engineers to collect and measure 35,000 flight and system parameters and verify that all systems are operating correctly and safely in different conditions ahead of further expanding the flight test envelope to piloted thrustborne flight,” the company said.

Following thrustborne flight, phase three of the test campaign will introduce conventional takeoffs, landings, and flight, with lift generated by the wing. The final phase is expected to tie everything together, with the VX4 transitioning seamlessly between thrustborne and wingborne flight.

That full transition flight has been achieved by only a handful of eVTOL manufacturers and is considered a key testing milestone.

After the VX4 prototype completes a transition flight at Cotswold, Vertical will turn to for-credit testing with the U.K. CAA, from which it is seeking a type certificate by 2026.

The firm has several marquee customers, including American Airlines, Japan Airlines, and Virgin Atlantic, that have already placed orders for its flagship model. It estimates the value of its order backlog at around $6 billion, based on about 1,500 preorders.

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This week during the International Civil Aviation Organization’s inaugural Advanced Air Mobility (AAM) Summit in Montreal, Joby took the first step in securing an air operator certificate from the United Arab Emirates’ General Civil Aviation Authority (GCAA)—a requirement to operate commercial air transport in the country.

Company leaders met with the aviation regulator’s director general, presenting a letter of intent to begin the application process.

Joby earlier this year signed multiple agreements with regional Emirati agencies in preparation to fly in the UAE’s two largest cities, Dubai and Abu Dhabi, as early as 2026. It announced similar plans for neighboring Saudi Arabia in May.

“There is incredible momentum behind the adoption of clean flight across the UAE, and we’re excited to be working with a wide range of partners, including the GCAA, to lay the groundwork for one of the world’s first electric air taxi networks,” said JoeBen Bevirt, founder and CEO of Joby.

Joby’s all-electric air taxi takes off and lands vertically like a helicopter but flies on fixed wings like a plane, with some help from unique tilting propellers. It is designed for a pilot to fly as many as four passengers, cruising as fast as 200 mph (174 knots).

The company estimates that a trip between Dubai International Airport (OMDB) and the Palm Jumeirah—a group of artificial islands on the city’s waterside—for example, would take about 10 minutes by air taxi versus 45 minutes by car.

Joby’s LOI for an air operator certificate is the first step toward making those flights a reality. Similar to the FAA’s Part 135 Air Carrier Certificate, which Joby obtained in 2022, the approval will authorize the company as a commercial operator. The certification process comprises five phases, culminating in GCAA observation of flight operations and pilot and mechanic training. The company will also devise air taxi operating manuals and host inspections of its UAE facilities.

“Our readiness to support these advanced technologies underscores our commitment to fostering advanced air mobility solutions that will be part of the future of transportation in the UAE and beyond,” said Saif Mohammed Al Suwaidi, director general of the GCAA.

Joby is not alone in the Middle East. The region has become somewhat of a hot spot for eVTOL manufacturers in recent years, luring companies with the promise of extensive government support and financing.

For example, rival air taxi firm Archer Aviation similarly plans to fly in Abu Dhabi and Dubai, where, despite Joby’s claim to exclusive air taxi operator rights, Archer CEO Adam Goldstein believes the competitors can coexist.

“We believe we will be able to operate [in Dubai], and we will have a strong hub out of Abu Dhabi,” Goldstein told FLYING in March. “We’re glad to see Joby coming to the region and leaning in, because we think it’s a good early market for eVTOL players to start.”

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The HHS’ Administration for Strategic Preparedness and Response (ASPR) awarded electric aircraft manufacturer Beta Technologies $20 million, forming a partnership that could one day send the vehicles to respond to natural disasters or public health emergencies. As part of the multiphase contract, Beta will install 22 electric chargers along the East Coast and Gulf of Mexico at sites the partners believe will enable faster response times for potentially life-saving healthcare.

About half of these sites are up and running in states including Georgia, Florida, Alabama, and Arkansas. The most recent was installed at Jackson-Medgar Wiley Evers Airport (KJAN) in Mississippi, where the company also agreed to electrify a terminal for FBO network Atlantic Aviation. The rest are expected to come online in 2025, joining a Beta charging network that already spans from Vermont to Florida to Arkansas.

Bridging the Gap

Lack of access to healthcare, whether due to financial or geographical reasons, is a key driver of high morbidity and mortality rates in rural areas of the U.S., according to the Centers for Disease Control and Prevention.

Beta, citing a study in the National Library of Medicine, points out that air ambulances, which typically take the form of helicopters, take in more than half a million patients each year. The aircraft have played an increasingly important role as more rural hospitals shut down.

The problem, though, is that these services are often bogged down by costs and inclement weather. Per an investigation by Kaiser Health News and Reveal, between 2014 and 2019, transportation issues during organ transplants caused about 370 “near misses,” or delays of two hours or more that nearly made the organs unusable. Almost 170 organs failed to reach their destination in time and could not be transplanted—instead, they were discarded.

“We’ve had organs that are left on airplanes, organs that arrive at an airport and then can’t get taken off the aircraft in a timely fashion and spend an extra two or three or four hours waiting for somebody to get them,” Dr. David Axelrod, a transplant surgeon at the University of Iowa, told Kaiser Health News.

Beta claims its chargers will allow HHS to establish an Emergency Preparedness Platform (EPP)—essentially a network for delivering equipment, pharmaceuticals, and patients without the pitfalls of using conventional aircraft. The idea is to help close the healthcare access gap between urban and rural areas.

“We expect this work with Beta to give ASPR and other federal partners the ability to get vital materials and equipment to ground zero when other land-based modes of transportation are unavailable,” said Arlene Joyner, director of ASPR’s Office of Industrial Base Management and Supply Chain (IBMSC).

The company’s chargers are designed to the Combined Charging System (CCS) standard, a system originally created to be the norm for electric ground vehicles. The systems so far have been purchased by the U.S. Air Force, airports, FBOs such as Atlantic and Signature Aviation, and even other electric aircraft manufacturers such as Archer Aviation.

Beta is developing two electric aircraft that will use the systems: one that takes off conventionally (the Alia CTOL or CX300) and another that lifts off vertically like a helicopter (the Alia VTOL). But the chargers can use grid-tied energy to juice up other manufacturers’ aircraft, as well as electric ground vehicles.

Quicker and Cheaper

According to Beta, electric chargers and vehicles will lower operating costs compared to existing air ambulances. The company further claims electric aircraft such as the Alia CTOL and Alia VTOL fare better in inclement weather, enabling higher usage rates and fewer missed opportunities.

“HHS and ASPR are on the front lines of these issues and we’re excited to be working with them on meaningful, capital-efficient solutions that benefit the public,” said Kyle Clark, founder and CEO of Beta. “We believe this work has the potential to increase access to healthcare and essential services for all types of geographies, including the historically harder-to-reach ones.”

An ASPR spokesperson told Inc. magazine that the aircraft tied to the program will carry a pilot plus four passengers or three pallets of medical supplies, which could include vaccines, personal protective equipment, and other gear. The spokesperson also said that Beta will study pathogen containment on its aircraft in order to transport contagious patients.

The 22 new charging locations will join Beta’s network of more than 30 sites, with another 50 in the construction or permitting process. Some of these locations overlap with the company’s commercial customers, such as Atlantic at Jackson-Medgar Airport in Mississippi. But Beta tells FLYING the chargers will be publicly accessible, meaning they could facilitate an HHS organ transplant and an Atlantic passenger flight on the same day.

Beta aims to certify its Alia CTOL with the FAA and launch the model in 2025, followed by the Alia VTOL in 2026.

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The Brisbane City Council last week published a proposal outlining an array of improvements to the city’s transportation system that could be made in time for the Games, with UAM among them. Such a project would require collaboration across all levels of government to install special infrastructure in city centers, including domestic and private airports.

While the proposal does not mention electric air taxis specifically, Australia’s Civil Aviation Safety Authority (CASA) defines UAM as “short- to medium-range and endurance [services] designed for low altitude point-to-point passenger or cargo carrying tasks in, and between, urban areas.”

Among the aircraft that would fulfill these services, according to the regulator, are electric vertical takeoff and landing (eVTOL) air taxis. These outlandish designs can take off like a helicopter and cruise like a conventional plane.

“When we secured the Games, we knew it meant more than hosting for a few weeks: it was a chance to leave a lasting transport legacy for our city,” said Adrian Schrinner, mayor of Brisbane, in the proposal. “The Games present a once-in-a-lifetime opportunity to accelerate investment in our transport network and deliver long-term benefits for our community that are inclusive and accessible to all.”

One eVTOL air taxi manufacturer, Boeing’s Wisk Aero, in July hinted that its self-flying Generation 6 could make its debut in time for the 2032 Brisbane Games. Wisk is collaborating with vertiport developer Skyports Infrastructure, which is building vertical takeoff and landing sites equipped with electric aircraft chargers.

In the opinion of Clem Newton-Brown, CEO of another vertiport developer, Skyportz, the proposal is confirmation that Brisbane is considering hosting flights of electric air taxis such as Wisk’s.

“Brisbane is well suited for waterfront vertistops co-located with ferry terminals, as the [Brisbane] river wraps around the [central business district],” Newton-Brown told FLYING. “But they are also going to need suburban vertistops stretching from the Sunshine Coast to the Gold Coast and into the hinterland.”

In addition to the Sunshine Coast and Gold Coast, the proposal names Brisbane’s Moreton Bay, Scenic Rim, and international cruise ship terminal as potential UAM destinations. The city council said it is exploring direct access to the city center from its key transport hubs and that these routes would complement “future autonomous air taxi services,” which would appear to be a nod to Wisk.

“With eight years to go, the Games present a strong opportunity to showcase the potential of urban air mobility,” the proposal reads. “[The South East Queensland] Council of Mayors is playing a key role in facilitating collaboration between government agencies involved in the planning for urban air mobility.”

Added Newton-Brown: “In Australia, we have strong support from our air regulator, CASA, federal and state governments, but what we need is strong buy-in from local governments, and South East Queensland is currently leading the way.”

The city council expects to receive a commitment from state and local governments to fund the Olympic transportation projects by 2025. A business case would be developed between early 2025 or late 2026, with government approvals, funding, and the delivery of aircraft and infrastructure before the end of the decade. The goal is for the system to be operational by 2031.

“Our plan is sensible, affordable and achievable by 2032,” wrote Schrinner in a post on X, “but it’s going to require a team effort by all three levels of government to ensure Brisbane’s transport network can both cater for the games and cater for our city’s incredible growth.”

Though they did not ferry passengers between venues as originally planned, electric air taxis did soar at the Paris Olympic Games this summer. German manufacturer Volocopter completed two test flights of its two-seat VoloCity design, including one that lifted off in front of the Palace of Versailles. The company did not receive approval in time to fly spectators despite offering for French President Emanuel Macron to be its inaugural passenger.

Electric air taxis are expected to fly again at the 2028 Olympic and Paralympic Games in Los Angeles, where American manufacturer Archer Aviation aims to launch a network by 2026. City transportation officials are preparing for Archer, and potentially others, to fly passengers at the big event.

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Hybrid-electric ultra short aircraft manufacturer Electra, which is backed by investors such as Lockheed Martin and Honeywell, on Friday announced Allen’s appointment as CEO. The former Boeing executive will lead the company as it develops an FAA-certified Part 23 aircraft with a runway requirement of just 150 feet for both airline and helicopter operators.

Allen will replace Electra founder and chairman John Langford, who will remain on the company’s board to focus on long-term strategy.

“My passion has always been about building, coaching, and inspiring high-performing teams,” said Allen. “Electra is at the forefront of revolutionizing air travel with its direct aviation model, bringing air travel closer to where we live, work, and play—without airports, emissions, or noise.”

For a young company among a sea of them developing novel electric, ultra short, or vertical takeoff and landing (VTOL) aircraft designs, securing Allen seems like a big get.

The new Electra boss most recently served as Boeing’s chief strategy officer and senior vice president of strategy and corporate development from October 2020 to December 2023. He oversaw the company’s big picture activities, strategic investments, and acquisitions, including the 2023 restructuring and acquisition of electric air taxi company Wisk Aero.

Allen was also president of Boeing’s Embraer Partnership group, which he planned and led until it was terminated due to the COVID-19 pandemic in 2020. He previously headed the company’s $5 billion customer finance business and led its China business from its Beijing headquarters.

As a member of the firm’s executive council, Allen served as vice president of global law affairs and general counsel for Boeing International. He oversaw company activities across 18 regional offices, working on government affairs, cross-border trade, market development, and other initiatives.

Outside Boeing, Allen is a member of the Council on Foreign Relations, a think tank specializing in U.S. foreign policy. He is also director of the U.S.-China Business Council and U.S.-India Strategic Partnership Forum, which facilitate trade between American firms and those countries, and a trustee of the Trilateral Commission, which encourages business between North America, Europe, and Asia. He is board chairman of nonprofit International Justice Mission.

Allen was drawn to Electra in part by its proprietary propulsion system, which according to the company allows its aircraft to take off at neighborhood driving speeds. The aircraft uses a unique blown-lift architecture, directing air over the wing and into flaps and ailerons that force it downward, amplifying lift. Like Wisk, which piqued Allen’s interest at Boeing, Electra seeks to introduce entirely new capabilities to the industry.

“The thesis at Electra is that it only makes sense to introduce this novel distributed electric propulsion system if it can do something that you couldn’t otherwise do,” Allen told Reuters. “A totally different set of missions that opens up. You can fly goods between warehouses without ever trucking the goods to the airport. You can just land in the parking lot.”

That kind of utility has drawn attention from the U.S. Army, Navy, and Air Force, which have all contracted Electra to get their hands on its technology before commercial customers. NASA too is interested in what the aircraft can do. According to Electra, it surpassed 2,000 aircraft orders in January, including from customers such as JSX, Bristow Group, and JetSetGo.

Electra completed the first hybrid-electric flight of an ultra short demonstrator, the EL-2 Goldfinch, in November 2023. This year, it made two more key flights, taking off and landing with 170 feet of runway in May and again on a 300-foot grass field in July. The company seeks to certify and introduce its aircraft commercially by 2028.

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The space agency on Monday introduced the Airborne Instrumentation for Real-world Video of Urban Environments, or AIRVUE—a specially designed pod that attaches to the bottom of a helicopter and can train AAM aircraft to “see” obstacles in their path. The technology is designed to hone computer vision systems for autonomous flight.

Agency researchers in April conducted initial AIRVUE testing at Kennedy Space Center in Cape Canaveral, Florida, attaching it to a piloted NASA helicopter to survey the environment.

“The computer algorithms that will enable the aircraft to sense the environment must be reliable and proven to work in many flight circumstances,” NASA said. “NASA data promises that fidelity, making this an important resource for industry.”

Developed and built at NASA’s Armstrong Flight Research Center in Edwards, California, the pod is equipped with cameras and sensors to collect visual information on weather and other hazards, compiling them into a massive dataset that will be shared with AAM manufacturers.

In the space agency’s view, data collected independently by manufacturers is seldom shared with competitors. That creates fragmentation in an industry the U.S. hopes to one day lead.

“Data is the fuel for machine learning,” said Nelson Brown, lead NASA researcher for the AIRVUE project. “We hope to inspire innovation by providing the computer vision community with realistic flight scenarios. Accessible datasets have been essential to advances in driver aids and self-driving cars, but so far, we haven’t seen open datasets like this in aviation.”

The space agency said it plans to develop more pods that integrate with other aircraft once it refines and evaluates the Airvue design.

This is not NASA’s first foray into self-flying systems. In 2022, for instance, it contracted autonomous flight developer Xwing, which in June was acquired by electric air taxi firm Joby Aviation, to design a safety management system for uncrewed flight.

Joby is just one of the manufacturers collaborating with NASA under its AAM mission, which seeks to give commercial firms the data they need to safely integrate air taxis, drones, and other vehicles within the national airspace.

Also working with the agency are Boeing self-flying air taxi subsidiary Wisk Aero and Archer Aviation, which last year agreed to make Wisk the sole provider of autonomy systems for its flagship Midnight air taxi. Joby and Archer’s aircraft will fly with a pilot at launch, but both anticipate a move to uncrewed flight in the future.

NASA’s research with these companies has spanned everything from turbulence and noise to battery safety and simulated operations around busy U.S. airports. The space agency has also operated self-flying drones to further study automated AAM operations.

Drones operations are on the agenda too. This month, for example, NASA gathered representatives from the drone industry, police and fire departments, and FAA to help the regulator develop a rule for operations beyond the visual line of sight (BVLOS) of the pilot.

In lieu of a final BVLOS regulation, the FAA awards these permissions via waiver. Lifting BVLOS restrictions is expected to greatly expand the service area for drone delivery by allowing operators to essentially manage their own airspace—with FAA supervision, of course.

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The annual event, held at the Las Vegas Convention Center and nearby Henderson Executive Airport (KHND), will include an Emerging Tech Pavilion showcasing a who’s who of advanced air mobility (AAM) companies developing technology that has the potential to shape aviation’s future.

The initial list, which the NBAA said will be expanded, comprises electric VTOL (eVTOL) air taxi firm Joby Aviation, eVTOL jet manufacturer Lilium, and hybrid-electric ultra short aircraft developer Electra. Also in attendance will be a collection of “key leaders in government and industry,” though the organization did not specify who.

“More than ever, this year’s NBAA-BACE will gather the innovations that are redefining what’s possible in aviation and revolutionizing on-demand air mobility, with the Emerging Tech Pavilion offering participants an up-close look at a host of AAM concepts,” the NBAA said.

Within the AAM space, Joby is well known for being one of the handful of firms already working closely with the FAA on type certification.

The company is building a fully electric air taxi 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), though it is optimized for intracity routes under 50 sm (43 nm). Unlike competitors such as Archer Aviation, it will operate the aircraft itself rather than selling it to airlines, though it does have a partnership with Delta Air Lines.

Among eVTOL manufacturers, Joby is arguably the closest to achieving type certification, having already begun flight testing with a production prototype. It’s also developing a liquid hydrogen-powered air taxi that could accommodate longer routes—like those Lilium intends to fly.

The German manufacturer is behind the seven-seat Lilium Jet, an all-electric model that relies on small electric fans embedded in its wings for lift. The atypical design is expected to fly slightly farther (about 95 nm) but slower (134 knots) than Joby’s air taxi, connecting cities rather than flying within them.

The aircraft, which is being marketed for business aviation among other use cases, was first displayed at the European Aviation Business Convention and Exhibition (EBACE) in Geneva this past May. It’s unclear whether it will be showcased in Las Vegas—Lilium told FLYING it is still finalizing its plans for NBAA-BACE.

Electra, though, told FLYING it will bring a model of its nine-passenger, ultra short aircraft to the show.

The hybrid-electric design employs a unique propulsion system called blown lift, which guides air flows over the aircraft’s wing and into large flaps and ailerons. These control surfaces direct the flows downward to amplify lift, allowing the vehicle to get airborne at what Electra describes as neighborhood driving speeds. As a result, it needs just 150 feet of runway to take off and land.

With a projected range of 500 nm and cruise speed of 175 knots, the model could be deployed for regional transport. In its announcement, though, the NBAA noted it could also serve direct aviation.

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The post Air Taxis, Electric Jets, and More in Store for NBAA-BACE appeared first on FLYING Magazine.