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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The Santa Clara, California-based company has operated a corporate shuttle for decades, which moves employees through its various West Coast facilities. Commonly referred to as “Intel Air,” the aircraft fly on regular schedules with up to 24 flights per day before the COVID-19 pandemic.

According to Cirium Fleet analyzer data, the Intel Air Shuttle has four active aircraft in its fleet, including two Embraer E145s plus two E175s. The company has hangars at Phoenix Mesa Gateway Airport (KIWA), Sacramento Mather Airport (KMHR) in California, and Hillsboro Airport (KHIO) in Oregon. It also operates flights to San Jose, California.

First reported by The Oregonian/Oregon Live, the shuttle’s permanent shutdown joins a long list of other scaled-back employee benefits.

“We really aren’t in a situation where we could continue to afford benefits and programs that are above market practice,” Intel human resources chief Christy Pambianchi told employees.

Intel just recently resumed operating the shuttle in April 2024 after a year-long pause. At the time, a company spokesperson said the shutdown was intended to “reduce employee travel as part of our ongoing cost-cutting efforts.”

The four aircraft are operated by GMJ Air Shuttle, which uses the call sign “High Tech.” GMJ is part of the Florida-based private aviation firm XOJet and operates under FAA Part 125 rules.

Intel did not immediately respond to AirlineGeeks’ request for comment on the shutdown.

Editor’s Note: This article first appears on AirlineGeeks.com.

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

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

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

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

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

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

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

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

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

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

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Under the terms of the purchase agreement, which was announced Tuesday during the Farnborough International Airshow in the U.K., deliveries will begin next year.

Originally designed for the Brazilian Air Force in 1999, the A-29 offers armed reconnaissance, close air support, light attack, and advanced training mission capabilities. It is currently operated by 16 air forces, according to the company.

• READ MORE: Super Tucano Takes First Flight for Nigerian Air Force Program

The PAF intends to deploy the aircraft as part of its mission “safeguarding territorial integrity,” according to the service’s top official.

“To face emerging threats, we are in the process of modernizing our aerial and detection capabilities, and we intend to be up to the technological standards that allow us to correctly apply the measures established in the Law on Surveillance and Protection of Paraguayan Airspace in a to effectively contribute to the preservation of regional and international peace and security,” Air General Júlio Rubén Fullaondo Céspedes, commander of the Paraguayan Air Force, said in a statement. 

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SAF is made from sustainably sourced, 100 percent renewable waste and residue raw materials, such as used cooking oil, and feedstocks. Neste MY SAF meets ASTM D-1655 specification for conventional jet fuel and performance standards under all operating conditions.

Industry officials note this makes SAF an optimum solution for reducing greenhouse gas emissions from air travel without requiring new investments or modifications to aircraft or fuel infrastructure.

Embraer began using SAF in its operation at KMLB in 2021 when Avfuel would deliver one 8,000-gallon truckload of Neste MY SAF per quarter to Sheltair, the executive level FBO that supports Embraer operations.

• READ MORE: Boeing Ready to Buy 7.5 Million Gallons of SAF

“Sheltair is excited to support Embraer by handling and storing these SAF deliveries, ” said Leonel Rivera, senior vice president of FBO operations for Sheltair. “This collaboration between Sheltair, Embraer, and Avfuel shows our commitment to reaching the industry’s goal of net-zero carbon emissions by 2050. By combining our knowledge and resources, we will be able to handle and store weekly fuel deliveries of SAF.”

According to a statement from Embraer, the once-a-week delivery began in April. The extended partnership is expected to result in a total of 240,000 U.S. gallons of SAF delivered to Embraer in 2024, representing a significant increase when compared to previous years. According to the company, each truckload will provide a 19 metric ton reduction in carbon emissions, resulting in a 570 metric ton reduction in carbon emissions for the year.

With its fleet of business aircraft including the Phenom 100EX, Phenom 300E, and the Praetor 500 and the Praetor 600, Embraer has been serving the needs of the corporate traveling community for more than 50 years.

• READ MORE: United Turns to Oscar the Grouch to Spread SAF Awareness

“Embraer’s collaboration with Avfuel and Sheltair marks a pivotal milestone in our journey toward net-zero emission flight operations,” said Michael Amalfitano, president and CEO of Embraer Executive Jets. “Our continued investment in SAF demonstrates our dedication to reducing emissions today and driving the industry closer to the net-zero aviation goal by 2050.” 

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Leadership on the flight deck sets those apart from the general pilot population—and there are ways to build your capabilities in this regard with greater assumption of authority along the way. We spoke with longtime FLYING contributor Pia Bergqvist about her journey from a well-rounded general aviation pilot to the left seat of a regional airliner—and, most recently, to the right seat of a Boeing 737 for a major U.S. airline. Her experience illuminates one way to accomplish the goal of becoming an airline pilot, and in this Q&A she shares her tips for being prepared when the opportunity knocks:

FLYING Magazine (FM): How did you know you wanted to pursue a career as a professional pilot, and specifically as an airline pilot?

Pia Bergqvist (PB): I grew up in Sweden and dreamed of being a pilot since I was 8 years old. Unfortunately, the challenge in researching the path to get there in the era before the internet, along with the fact that I was a woman desiring a very male-dominated profession, made my dream job seem unattainable.

• READ MORE: Airline Pilots Must Not Dismiss Mental Well-Being

I finally began pursuing my career in my late 20s. One of the first things I did was to become a member of Women in Aviation International, and I attended the conference in 2000. I remember visiting several airline booths and being blown away by all the women who were airline pilots. At that time, the one that stood out the most was FedEx, where I met a Swedish pilot who described her job. She flew all over the world, had lots of time off, and made enough money to live by the beach.

FM: When you committed to the pursuit, how did you identify the airline(s) you wanted to aim for? How did that choice affect your plans for training and what you needed to have on your résumé before applying?

PB: At the time when I started flying, I would have needed a significant amount of time flying as captain of a twin-turbine aircraft, preferably at a regional airline, before applying for a position with a major airline. While FedEx was my top choice, other attractive choices included United, American, Continental, and UPS, as they were all flying internationally.

I based my pick of potential regionals on advice from flight instructors at the flight school where I received all of my primary training—Justice Aviation in Santa Monica, California. The regional airlines of choice on the West Coast were SkyWest, Mesa, and American Eagle. I applied for my first airline job on September 10, 2001. As a result of the tragic events that followed the next day [on 9/11], I shelved my airline dream for nearly two decades.

FM: How did you build time before applying? What were the minimums when you made the application 20 years ago versus five years ago?

PB: When I first started flying, pilots were getting hired by regional airlines with as little as 1,000 hours of total time and a hundred hours of twin time. The industry was booming. I built most of my flight time through flight instruction before sending in my application with about 900 hours [under] my belt. I also built some twin time by flying from Torrance, California, to Nantucket, Massachusetts, and back in a Beechcraft Duchess.

At that time, the interview process was much more rigorous than it is today, and applicants had to have the written ATP test completed. Regionals also conducted cognitive tests and simulator evaluations.

• READ MORE: Airline Pilots Flying to Age 67?

Today, the FAA requires airline pilots to have at least 1,500 hours (or 1,000 through a limited number of approved flight training programs) and to complete an ATP-CTP training program before they can take the controls of an airliner—a change that resulted from the Colgan Air crash in 2009. Most airlines these days, whether regional or major, only require an application

and an interview. Whereas the major airlines used to require turbine PIC [pilot in command] time, some pilots are now hired with just a few hundred hours as a first officer.

FM: What tips do you have for that first interview?

PB: The most difficult part of getting hired with a major airline is actually getting to the interview stage. Stay in touch with the captains and flight instructors that you fly with. They will be a great resource when it comes time to apply as you will need several letters of recommendation. Meeting with the hiring teams at job fairs, meet-and-greets, and aviation conferences are also a good way to get your foot in the door.

There are many things that go into a successful interview. Make it clear that you really want to be there. Go in with a positive attitude. Dress well and make sure you’re groomed to look the part. Professional interview coaching companies, such as Emerald Coast, Cage Marshall Consulting, Raven Career Development, and Career Takeoff, are almost a must for a successful airline pilot interview. They will provide practice scenarios, targeted to your airline of choice, that will develop the confidence you need as you sit down to get grilled.

FM: How did initial training at the regional go? What tips would you give for a prospective pilot to help them prep for success in training?

PB: The initial training at the regional level can be very challenging. There are many new concepts that go into flying in a professional crew environment versus flying in general aviation.

Get familiar with the flows, callouts, and other procedures that are written into the company’s standard operating procedures [SOPs] manual as early as possible. The only way to learn these procedures is by constant repetition, so having a “paper tiger”—basically a printed version of the flight deck layout—and using it for chair flying is a very good way to get ready. Understand that it can take hundreds of repetitions to learn the proper procedures to an acceptable level. Just keep going.

Practice the flows, callouts, and procedures for normal, non-normal, and emergency operations until they’re perfect. And keep practicing them during times when you’re not in simulator training or the actual airplane. Being able to immediately and accurately execute emergency procedures is critical in those rare and unexpected situations, such as an engine failure.

FM: What was upgrading to captain like?

PB: When it came time for me to move from the right seat to the left seat, it felt very much like it felt to become a flight instructor. I questioned whether I was really ready to be the one in charge of the ship.

The key to success was channeling what I had learned from the captains who I enjoyed flying with as a first officer. So, pay close attention to what the captains do to get the airplane off the gate; how they deal with challenging situations with passengers, gate agents, and rampers; what they do if there is an maintenance issue or emergency, and so on. The schoolhouse upgrade training is great, but the more experience you have seeing how the real-world operations go, the better.

The training is basically identical to the first officer training, albeit with different flows and more responsibilities. Often, captain candidates are paired with first officers through the training and check rides. Your partner can make or break you, in either seat, so do your best to find a good one.

FM: When did you know you were ready to apply for the next step, the majors?

PB: Most people in the industry consider [this to be] an unprecedented time in airline pilot hiring. Everyone I flew with, whether captains or first officers, at the regional airline was talking about moving on.

There were many first officers I flew with who moved on before I did. There were some things in my personal life that held me back, and I thoroughly enjoyed my time at the regional airline, [but] it was time to move on. The working conditions, destinations, pay, and retirement plans are more attractive at the majors, even with the huge pay bump we got at the regionals in 2022.

I was proud to be a regional airline captain. But now I feel like I have reached the pinnacle of my career.

FM: How did you approach that training differently, knowing what you know now?

PB: I found the training at the major airline much more relaxed. Perhaps it was because I was more prepared and ready for the hard work that is required of pilots in airline training departments. But it appeared to me that the level of respect at the major airline was higher.

At the regional level, there were hard limits on how many extra hours of training pilots could receive or how many events could be unsuccessful before they let a trainee go. As a result, the stress level was high.

From my very loosely gathered data, it appears that about 15 percent of the trainees at my regional airline were let go for one reason or another. That stressor didn’t exist at the major airline where I trained. We were made to feel very welcome and part of the family.

FM: What qualities do you think pilots need to cultivate to shine in a sea of candidates for the same role?

PB: Be professional, both in appearance and the way you handle yourself. Be prepared. Make sure you keep current on company SOPs, FARs, and instrument procedures, how to interpret weather data, and other details that you should be familiar with as a professional pilot. Build relevant flight time. Volunteer with aviation organizations to show your passion for the profession.

If you’re applying for a major airline job, go the extra mile and visit a job fair, conference, or meet-and-greet to get your name on the radar. Keep in touch with people you’ve met, and treat people with kindness and respect. Before an interview, seek help from one of several airline interview prep companies, but find a way to be yourself.

The stakes are way too high to just “wing it.”

This Q&A first appeared in the March 2024/Issue 946 of FLYING’s print edition.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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Under the companies’ agreement, Embraer will deliver the E175s with 76 seats in American’s standard two-class configuration. Embraer said the E175 is among the most popular regional aircraft, and the company has sold 837 of them since 2013. The latest firm order for 90 will be added to the Brazilian aerospace company’s first-quarter 2024 backlog and represents the airline’s largest single order of E175s.

• READ MORE: Embraer Says Deliveries, Backlog Rose in 2023 but Supply Chain Woes Slowed Results Overall

“Over the past decade, we have invested heavily to modernize and simplify our fleet, which is the largest and youngest among U.S. network carriers,” said American Airlines Group CEO Robert Isom. “These orders will continue to fuel our fleet with newer, more efficient aircraft so we can continue to deliver the best network and record-setting operational reliability for our customers.”

American said its strategy includes transitioning its fleet of regional aircraft to larger, dual-class models in place of its older 50-seat, single-class aircraft, which the company expects to retire by the end of the decade. The airline said it will continue to serve small and medium-size markets with larger regional jets.

• READ MORE: Embraer Says It Will Join United Airlines Ventures’ Sustainable Flight Fund

“The E175 is truly the backbone of the U.S. aviation network, connecting all corners of the country,” said Arjan Meijer, president and CEO of Embraer Commercial Aviation. “One of the world’s most successful aircraft programs, the E175 was upgraded with a series of modifications that improved fuel burn by 6.5 percent. This modern, comfortable, reliable, and efficient aircraft continues to deliver the connectivity the U.S. depends on day after day.”

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Details: Porter’s Three New Crew Bases

After operating for a decade and a half out of Toronto Billy Bishop City Airport with a fleet of Dash 8 Q400 turboprops, Porter placed an order for 30 Embraer E195-E2 jets in 2021. As jet aircraft are not permitted at Toronto’s smaller airport, this move also meant that Porter was expanding to Toronto Pearson International Airport.

Porter’s 29 Embraer E195-E2 aircraft entered service in early 2023 and now serve over a dozen destinations across Canada and the United States. It’s no secret that the carrier has ambitious growth plans for its jet fleet, as it has an additional 46 jets on order.

The airline has kept its Dash 8 and E195-E2 crew bases separate. It currently has an E195-E2 base at Toronto Pearson and Dash 8 crew bases at Toronto Billy Bishop City Airport, Ottawa Macdonald–Cartier International Airport, Thunder Bay International Airport, and Halifax Stanfield International Airport.

The three new E195-E2 crew bases will be at Ottawa Macdonald–Cartier International Airport, Montréal–Trudeau International Airport, and Vancouver International Airport. Porter has been expanding its E195-E2 operations beyond its Toronto Pearson hub and the introduction of these new crew bases signals the carrier’s intention to continue to do so.

Porter’s Growing Jet Operations

Porter already has multiple E195-E2 routes from these three airports, including Ottawa–Vancouver, Ottawa–Orlando, and Toronto Pearson–Vancouver, and the airline plans on starting E195-E2 operations in Montreal this spring with flights to Calgary, Edmonton, and Vancouver.

The carrier has also steadily been introducing jet routes to the United States, both from Toronto Pearson and Ottawa. There are also plans for Porter to start flying from a brand-new terminal at Montréal – Saint Hubert Airport.

Editor’s Note: This article first appeared on AirlineGeeks.com.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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