At the National Business Aviation Administration-Business Aviation Convention and Exhibition (NBAA-BACE) in Las Vegas, FAA Administrator Mike Whitaker signed the SFAR, which contains initial operational rules and pilot training requirements for powered-lift aircraft and will remain in effect for 10 years.

“It’s here today,” Whitaker told NBAA-BACE attendees Tuesday morning. “It is now a final rule.”

The FAA called the SFAR the “final piece in the puzzle” for introducing powered-lift aircraft, which could begin flying passengers, cargo, and even ambulance services in rural and urban areas as soon as next year.

The category is a relatively new, special class of aircraft covering designs that take off vertically like a helicopter but cruise on fixed wings like an airplane. To be considered powered-lift, the aircraft must generate lift primarily from its engines—which can be electric, hydrogen, or hybrid-powered—while relying on rigid components, usually wings, for horizontal flight. They will become the first new category of civil aircraft since helicopters were introduced in the 1940s.

The FAA sometimes refers to these as vertical takeoff and landing (VTOL) or advanced air mobility (AAM) aircraft, the latter term covering new aircraft technology more broadly.

For years, the agency communicated to the aviation industry that there would be a pathway for powered-lift designs—such as electric air taxis being developed by Joby Aviation, Archer Aviation, and others—to be certified as Part 23 normal category aircraft.

But the regulator unexpectedly reversed course in 2022, determining instead that they would be certified as Part 21 special class aircraft. That kicked off a yearslong effort to develop an entirely new set of rules for powered-lift pilot training, operations, maintenance, and more.

The FAA last year released a proposal addressing several of those areas. It was panned by a collective of industry groups, however, who argued that the proposed pilot training requirements were too strict. They also clamored for performance-based operational rules—drawing from aircraft and rotorcraft guidelines as appropriate—rather than the creation of a new powered-lift operational category, as the FAA proposed.

FAA and Department of Transportation officials have promised to address the industry’s concerns. According to Whitaker, the SFAR does exactly that.

“For the last 80 years, we’ve had two types [of aircraft], rotor and fixed wing,” he said. “We now have a third type…and this rule will create an operating environment so these companies can figure out how to train pilots. They can figure out how to operate.”

The SFAR applies helicopter rules to certain phases of powered-lift flight, regardless of whether the aircraft is operating like a helicopter or an airplane. But in response to the industry’s feedback, it uses performance-based rules for certain operations, applying airplane, rotorcraft, or helicopter rules as appropriate.

For example, powered-lift aircraft can use helicopter minimums for VFR and IFR fuel requirements and minimum safe altitudes when they are capable of performing a vertical landing at any point along the route, as a helicopter is. This will allow manufacturers to get around the issue of low battery energy density, for example, by lowering the fuel reserve requirement.

“The rulemaking approach now is to really focus on performance and making sure you can prove that you can operate safely, or you can meet certain performance metrics, rather than being prescriptive and telling you exactly how to do it,” Whitaker said. “So we’re trying to create a larger envelope to have different means of compliance for some of the requirements and the rules.”

The approach mirrors the European Union Aviation Safety Agency’s (EASA) special class for VTOL (SC-VTOL) rules, which base operational guidelines on situational factors—like reserve fuel levels—instead of aircraft design. It’s a change that will be welcomed by manufacturers, who can now design aircraft for a wide range of operations rather than those defined by a narrow powered-lift category.

“We need to have the flexibility to allow these businesses to succeed, do so safely, and adjust our approach as we go along,” Whitaker said.

The other major difference between the SFAR and the FAA’s initial proposal is the creation of a pathway to train powered-lift pilots with a single set of flight controls. Some programs will still require dual controls. But throwover controls and simulator training will be acceptable substitutes. The change is a big one, as many powered-lift manufacturers designed their aircraft—including trainers—with single controls.

“Some pilot training can happen in the normal way that it’s always happened, with an instructor that has a set of controls and a student that has a set of controls,” Whitaker said. “But sometimes it’s a single set of controls that are accessible to an instructor, so we have rules that allow for that type of operation. And sometimes they have other configurations. So there again, we put in performance metrics to make sure that the companies can train instructors, and the instructors can train pilots.”

Last year, the FAA released a blueprint intended to serve as a framework for policymakers, describing a “crawl-walk-fly” approach to integrate powered-lift designs alongside conventional aircraft. The agency predicts they will initially use existing helicopter routes and infrastructure, and pilots will communicate with air traffic control as needed.

But Whitaker on Tuesday said the FAA will continue developing a new ecosystem for powered-lift aircraft. Critical to its blueprint is the construction of vertiports: vertical takeoff and landing sites equipped with electric chargers and other powered-lift infrastructure.

“The blueprint that we put in place 16 months ago for introducing this technology includes vertiports, and we’ll continue to work on that issue,” Whitaker said.

Plenty more work must be done in order for powered-lift designs to take to the skies at scale. But the SFAR gives the industry a practical pathway to begin flying.

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At the National Business Aviation Association-Business Aviation Convention & Exhibition (NBAA-BACE) in Las Vegas, Supernal said it will work with FBO network Clay Lacy Aviation to prepare the latter’s sites for eVTOL air taxis. Separately, the manufacturer signed a deal with Blade Urban Air Mobility with an eye toward refining and creating hypothetical routes for its flagship design.

Supernal’s SA-2, unveiled in January, is designed for a pilot to fly as many as four passengers in urban areas such as Miami or Los Angeles, the firm’s planned launch markets. Taking off vertically like a helicopter but cruising on fixed wings, it will have an initial range of about 60 sm (52 nm) and cruise at 120 mph (104 knots) at around 1,500 feet agl. The aircraft’s zero-emission and low-noise operation is another key selling point.

At NBAA-BACE from Tuesday to Thursday, Supernal will take attendees into a virtual reality space at Henderson Executive Airport (KHND) to give them an idea of the flying experience both for pilots and passengers.

The manufacturer at the event also announced a collaboration with Clay Lacy Aviation, its first official FBO partner, that will prepare the firm’s locations for eVTOL aircraft.

The strategy of working with FBOs to electrify their terminals is not uncommon in the nascent eVTOL space. Clay Lacy—the lone FBO accredited by the NBAA as a Sustainable Flight Department for its use of environmentally friendly infrastructure—is also installing infrastructure for eVTOL manufacturers Joby Aviation and Overair, for example.

Joby, Archer Aviation, Beta Technologies, and Lilium have similar arrangements with Atlantic Aviation. Archer and Beta are further working with another FBO network, Signature Aviation.

“Availability of infrastructure will be critical to scaling the AAM industry, and this partnership is the latest step in ensuring the ecosystem is thoughtfully designed for future commercial eVTOL operators,” said Diana Cooper, chief partnerships and policy officer for Supernal.

The manufacturer’s five-year agreement with Clay Lacy Aviation will focus on how to integrate eVTOL into existing airport operations, namely by devising standards and procedures for ground handling, battery management, and maintenance, repair, and overhaul (MRO). Supernal will further assist Clay Lacy Aviation with the installation of power and charging systems.

The partners will initially focus on the FBO network’s sites at Orange County Airport (KSNA) and Van Nuys Airport (KVNY) in Southern California, where Supernal plans to launch near the end of the decade. Later on, they will take what they have learned from those locations to prepare Clay Lacy Aviation’s broader network.

“Supernal and Clay Lacy share strong commitments to sustainable aviation, safe and efficient operations and a superior passenger experience that benefits the communities we serve,” said Scott Cutshall, president of real estate and sustainability for Clay Lacy Aviation.

Cutshall and Cooper on Wednesday will discuss how FBOs more broadly can prepare for electric air taxis on a NBAA-BACE panel that also includes representatives from Joby, Beta, and the North Carolina Department of Transportation.

Separately, Supernal announced a three-year partnership with Blade, an operator of primarily helicopters that offers private, on-demand flights in New York City and a few other markets.

The partners will create hypothetical New York City routes to plan for air taxi, organ transplant transport, and other future eVTOL services. They will also look for “advantageous commercial arrangements in geographies of mutual interest”—such as a network in Southern California that combines Supernal’s eVTOL and Blade’s air charter broker platform.

“Our goal is to make aviation more accessible by preparing to adopt eVTOL aircraft,” said Melissa Tomkiel, president and general counsel of Blade. “In combining Blade’s expertise with Supernal’s forward-thinking innovations, this partnership is poised to accelerate AAM development and enable quiet, safe, and emission-free transportation.”

Supernal will help guide Blade’s plans to launch an AAM offering with technical and operational support. Blade in return will provide feedback on Supernal’s aircraft design, safety, passenger comfort, and potential to operate across multiple markets.

“It is critical we collaborate with experienced commercial partners like Blade to ensure our eVTOL’s cabin features align with passenger expectations for comfort, safety and efficiency in the next generation of inter-city mobility,” said David Rottblatt, senior director of strategy and commercialization at Supernal.

A Supernal-Blade network could fly passengers and cargo between Blade terminals at heliports and airports. At NBAA-BACE, for example, Blade is offering private helicopter flights between Henderson Executive Airport and the Las Vegas Convention Center, providing a glimpse of what a Supernal eVTOL route may look like.

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The aircraft—which take off vertically like a helicopter but cruise on fixed wings like an airplane—could begin flying passengers in the Big Apple as soon as next year.

Atlantic on Thursday said the chargers will be installed at its terminal at the East 34th Street Heliport (6N5) on the Manhattan waterfront, where the company this week agreed with the city’s Economic Development Corporation (NYCEDC) to extend its operations for the next five years.

The location is a hub for trips in and around New York City and handles flights for New York University’s Langone Health Center. And according to Atlantic, eVTOL manufacturers Joby Aviation and Archer Aviation—which have announced New York City as a launch market in partnership with Delta Air Lines and United Airlines, respectively—plan to use the site in the coming years.

To accommodate both companies’ air taxis, Atlantic will install combined charging system (CCS) and global electric aviation charging system (GEACS) chargers.

The CCS was originally designed as a standard for electric ground vehicles and has been widely endorsed—including by the General Aviation Manufacturers Association (GAMA), as well as Archer and other manufacturers—as the standard for eVTOL aircraft. Joby chose to develop its own system, GEACS, which like the CCS is billed as a universal charger for electric aircraft. The main difference is that CCS systems can also accommodate ground vehicles.

Atlantic said it is working with Joby, Archer, and a third partner, Beta Technologies, to ensure that all certified eVTOL models can land at the heliport as soon as they receive the FAA’s green light to begin flying passengers.

“Maintaining our presence at the East 34th Street Heliport and expanding infrastructure there to support eVTOL operations aligns with our commitment to community-beneficial transportation solutions and will support New York City on its journey to facilitating quiet and sustainable aviation operations,” said John Redcay, chief commercial and sustainability officer at Atlantic.

New York is already home to scheduled and on-demand helicopter services such as Blade Air Mobility. But eVTOL air taxi manufacturers promise a service that is faster and quieter.

Joby and Archer, through its Archer Air subsidiary, each own FAA Part 135 air carrier permissions and are in the thick of the type certification process. The companies intend to offer flights to and from local airports, including Newark Liberty International Airport (KEWR) and John F. Kennedy International Airport (KJFK), with eVTOL air taxis that can carry up to four passengers plus a pilot.

The zero-emission aircraft cruise at around 150 to 200 mph, charging in about 10-15 minutes for minimal downtime between flights. They are also significantly quieter than helicopters—NASA, for example, found that Joby’s air taxi produces about as much noise as a typical conversation at cruising altitude.

Joby earlier this month showcased its air taxi at New York’s Grand Central Terminal and last year performed the first eVTOL demonstration flights in the city, lifting off from the Downtown Manhattan Heliport (KJRB) as Mayor Eric Adams and other officials looked on. Adams after the event announced the city’s plans to electrify the heliport.

Joby and Delta, meanwhile, are working with the New York Port Authority and NYCEDC to build eVTOL infrastructure at JFK and LaGuardia International Airport (KLGA). According to the manufacturer, an air taxi flight from Manhattan to JFK would take about seven minutes compared to an hour-plus drive by car.

Archer, on the other hand, estimates a flight in its Midnight air taxi from the Downtown Manhattan Heliport to United’s terminal at Newark Liberty would take about 10 minutes, compared to more than an hour in rush hour traffic. The company will initially operate airport-to-city-center “trunk” routes before adding “branch” routes that connect wider communities.

“New York City is leading the way in embracing this exciting new technology…that will bring significant quality of life improvements for New Yorkers and new sustainable transportation,” said Andrew Kimball, president and CEO of NYCEDC. “NYCEDC looks forward to working with Atlantic Aviation in our continued partnership as they ready East 34th Street for quieter and greener helicopter alternatives.”

Archer and Joby claim their offerings will be akin to ground-based rideshare services such as Uber or Lyft. Joby, for example, recently unveiled an Uber-like software for pilots and riders, which autonomously assigns users a flight based on their desired origin, destination, and departure time. Through an integration, Joby riders will be able to book rides on the Uber platform and vice versa.

The companies also claim their services will be cost competitive with existing rideshare platforms. Both firms have appointed veterans of Uber Elevate—which ran the short-lived UberCopter service—to their leadership teams, which could help them learn from the failed service’s missteps.

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Manufacturers of novel eVTOL aircraft—designed to take off and land vertically like a helicopter but cruise on fixed wings like an airplane—have raised billions of dollars in venture capital. The FAA’s Innovate28 plan even predicts they will be a regular occurrence in U.S. skies by the time the 2028 Los Angeles Olympic Games arrive.

The industry is also backed by the Air Force via the Air Force Research Laboratory’s (AFRL) Agility Prime program, which it founded in 2020 to speed the development of vertical lift technology.

But according to research from Rand Corporation’s Project Air Force, which analyzes issues facing the department, the military may not be getting bang for its buck. Of note, the study was completed in July 2022 and has not since been revised.

“While eVTOL aircraft could likely benefit select USAF missions, eVTOL aircraft are unlikely to be transformational to the USAF,” researchers concluded. “Furthermore, injecting capital into eVTOL firms is not likely to have Agility Prime’s desired effect of shaping the domestic eVTOL industry.”

eVTOL is a new technology, but some designs are already flying. The EH216-S manufactured by China’s EHang, for example, last year earned the world’s first type certification for an eVTOL air taxi and has since completed a handful of commercial flights with real passengers. Pivotal, meanwhile, has already delivered its BlackFly personal eVTOL to private owners nationwide.

Many more such designs are under development to enable aerial rideshare services akin to Uber or Lyft, tourism and sightseeing, and regional transport.

The Air Force through Agility Prime has taken an interest in these technologies.

This year, it conducted the first simulated casualty evacuation and real-time deployments with an electric aircraft, Beta Technologies’ Alia. It is also testing eVTOL air taxis such as Archer Aviation’s Midnight and Joby Aviation’s S4 and personal eVTOL aircraft such as the BlackFly and Jump Aero’s Pulse, as well as non-VTOL electric models such as Electra’s EL-2 Goldfinch and Pipistrel’s Velis Electro. Autonomous systems from Reliable Robotics and Xwing (now a subsidiary of Joby) have further been evaluated through the Autonomy Prime division.

The AFRL commissioned research to gauge how much the Air Force benefits from Agility Prime—as well as how much the program actually helps its commercial partners. Researchers reviewed literature and case studies, discussed with experts, and modeled eVTOL operations, batteries, and more.

“Prime routinely assesses our portfolio and investment strategy to ensure we invest in emergent dual-use technology that can positively impact, and align with the priorities of the U.S. Air Force and broader Department of Defense,” Jacob Wilson, acting branch chief of Agility Prime, told FLYING.

Researchers found that for eVTOL specifically to be commercially viable, they will need to have sufficient charging infrastructure, pilot training, public trust, and, of course, safety. Further, improvements to systems such as lithium-ion batteries could increase their range and payload, opening up more use cases. But the technology in its current form can support some USAF missions.

For example, airmen could perform airlifts when Lockheed C-130 Hercules transport aircraft are unavailable or move forces between facilities in place of cars. The technology’s runway and jet fuel independence are big draws.

“However, eVTOLs are unlikely to be transformational today, and no major command appears ready to sponsor an eVTOL capability today,” researchers said.

Rand predicts the Air Force will make up only a “fraction of a percent” of the demand in the future eVTOL market. The department also “lacks sufficient mechanisms,” it said, to influence commercial firms to produce aircraft suitable for military use. Further, security vulnerabilities may arise due to certain countries dominating the production of components like semiconductors.

Researchers recommended that Agility Prime scale back the program to a “few of the most-capable eVTOL aircraft” and smaller demonstrations. It should continue working with commercial partners, they said—but crucially, those relationships should not be tied to funding.

In addition, researchers urged Agility Prime to support government agencies working toward key regulations around FAA eVTOL certification, air traffic control, and pilot requirements, the latter being a particularly contentious issue for the industry.

“Agility Prime has focused on experimentation, demonstration, and military exercise opportunities with the technologies in our portfolio, as well as user feedback, to promote dual use eVTOL development[…]to leverage commercial technology for military applications,” Wilson said in response to the report’s suggestions. “Additionally, the program has been continuously engaged in nonmonetary or ‘in-kind’ collaboration and knowledge sharing opportunities.”

Agility Prime may be forced to accept at least some of Rand’s recommendations due to a constrained budget environment.

The Air Force’s fiscal year 2025 budget request does not keep up with inflation. And AFWERX, which houses Agility Prime, is only projected to receive about $20 million of it—a substantial decline from last year’s request of $83.3 million. As a result, less funding to commercial partners may be inevitable.

Backers such as Stellantis and Toyota, meanwhile, continue to pour money into the industry.

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The Army Applications Laboratory (AAL) this week awarded a contract to Austin, Texas-based Lift Aircraft to design a container that can carry blood supply and perform casualty evacuations (CASEVAC). Crucially, the design will need to integrate with self-flying or self-driving vehicles.

“The current practice of relying on crewed vehicles to provide blood resupply and CASEVAC in contested areas has significant challenges,” said Major Rickey Royal, contracting officer with the AAL. “The Army has identified a significant need for a modular, multimission payload capable of climate control and telemedicine that can deploy via an autonomous aerial and/or ground platform.”

According to Lift, the goal will be to deploy the payload system—which will be climate-controlled to stabilize blood temperature and include monitors to track vital signs—as swiftly as possible. It will also need to fit seamlessly with existing military operations.

“Our selection for this project underscores our readiness to expand into broad defense applications,” said Matt Chasen, founder and CEO of Lift. “We are confident that this collaboration will ensure swift, autonomous delivery of blood and evacuation services for casualties, and will ultimately save lives.”

To build the container, Lift is partnering with Near Earth Autonomy, which has produced autonomous medical logistics technology for the Army Combat Medics and Marine Corps. The partners will work to minimize the Army’s reliance on humans during the critical “golden hour,” during which quick medical aid can save a patient’s life.

The contract will culminate in a demonstration of the autonomous medical payload system both in the air and on the ground. The company will use a specially designed version of its Hexa Cargo aircraft, which the Air Force has already tested and flown.

“We plan to develop, test, and demonstrate the system over the next 12 months,” said Sanjiv Singh, CEO of Near Earth. “Lift’s Hexa and Near Earth’s autonomy systems have a strong synergistic fit. We believe that our approach of combining existing, proven systems is the most efficient way to rapidly revolutionize battlefield medical support while minimizing costs and delays.”

According to Lift, the pinwheel-shaped Hexa qualifies as a Part 103 ultralight, which are restricted to an empty weight below 254 pounds and a single occupant, limited to recreational use, and subject to other criteria. That also means it requires neither a tail number nor FAA approval to fly.

As detailed in New York Magazine, Hexa actually surpasses the ultralight weight limit. Lift skirts this by claiming the extra weight comes from safety equipment such as floats, despite that exception being intended for aircraft that primarily operate over water.

The 15-by-15-foot aircraft is controlled using a simple, three-axis joystick aided by a redundant autopilot computer. Pilots also have the option to switch to what Lift calls “Look, mom, no hands!” mode, which uses touchscreen controls.

Hexa can fly in 20-knot winds, medium rain, and temperatures between 0 and 120 degrees Fahrenheit at up to 60 knots. The model’s endurance (10 to 17 minutes) and range (8-15 sm), however, depend on its payload, which maxes out at 250 pounds. Lift comes from 18 electric motors and propellers, but according to the company, only two-thirds of them are needed to land safely on land or water.

Instead of selling Hexa to private owners, Lift is offering a pay-per-flight experience, where customers can receive about one hour of training before flying the aircraft within a restricted zone. The firm is in the midst of its inaugural U.S. tour, which launched in March at Florida’s Lakeland Linder International Airport (KLAL).

According to Lift, several hundred people have flown Hexa, including former Amazon boss Jeff Bezos, CNN’s Anderson Cooper, and ABC News’ Rob Marciano. The company is even looking to bring the experience to the heart of New York City.

In addition, it has allocated five aircraft to be sold to U.S. public safety agencies. Those customers could fly Hexa for firefighting, police, medical, search and rescue, and emergency response under the FAA’s public aircraft operations rules.

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Toyota on Wednesday announced it will funnel an additional $500 million into the commercial production and certification of Joby Aviation’s electric vertical takeoff and landing (eVTOL) air taxi. The four-passenger design—which takes off vertically like a helicopter but cruises on fixed wings—last year began crewed testing and is expected to begin ferrying customers as early as next year, pending FAA approval.

Toyota has now invested a total of $894 million into Joby, making it the firm’s largest external shareholder.

Toyota’s investment will be made in two $250 million tranches, the first of which is targeted to close this year. Tied to the funding is the expectation that the companies will form a manufacturing alliance for the first phase of air taxi commercialization, similar to the arrangement competitor Archer Aviation has with Stellantis, another massive automaker.

“The knowledge and support shared by Toyota have been instrumental in Joby’s success, and we look forward to deepening our relationship as we deliver on our shared vision for the future of air travel,” said JoeBen Bevirt, founder and CEO of Joby.

Like Joby, Toyota is committed to electrifying transportation with models like the Prius—about 1 in 4 of the 2.6 million cars and trucks it sold in 2023 were either full battery-electric, hybrid, or plug-in hybrid with a fuel cell.

According to Bevirt, the companies have collaborated for nearly seven years, beginning with an initial investment from Toyota Ventures. Since then, the automaker has made subsequent investments totaling nearly $400 million.

Toyota engineers, meanwhile, have begun working alongside Joby personnel at the company’s manufacturing and flight test center at Marina Municipal Airport (KOAR) in California. They’re also advising Joby as the firm prepares for scaled production at its newly acquired facility at Dayton International Airport (KDAY) in Ohio, where it initially plans to manufacture more than 500 aircraft annually as soon as next year.

Last year, Joby and Toyota signed a long-term agreement for Toyota to provide powertrain and actuator components for Joby’s production aircraft, deepening the relationship further.

Joby’s air taxi design and Archer’s Midnight are further along in the FAA certification process than any other eVTOL model, with both firms anticipating the start of for-credit evaluations next year. Now, both companies can call on their massive financial backings to churn out aircraft at high volume once they receive the green light.

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On Tuesday here at the 2024 UP.Summit, manufacturer Regent Craft announced that it has begun integrating the hardware and systems on its full-scale electric seaglider prototype, Viceroy. After receiving the all-clear to begin prototype testing from the U.S. Coast Guard last week, the company expects to begin crewed tests at sea before year’s end.

In the coming months, Regent will assemble Viceroy’s major structural components, including its motors, batteries, electronics and mechanical systems, and control software.

“We’ve proven seagliders can successfully float, foil, and fly—the integration phase is a major moment that brings us closer to experiencing float, foil, and fly firsthand,” said Billy Thalheimer, co-founder and CEO of Regent. “I’m looking forward to getting onboard myself.”

Viceroy is a zero-emission, 12-passenger design that flies in ground effect about 20 to 30 feet above the water, always remaining within one wingspan of the surface. And technically, it’s not an aircraft—rather, it is defined as a maritime vessel and will be regulated by the Coast Guard with FAA support.

Viceroy pilots will be maritime captains. In addition, the only controls on the vehicle are boat controls, with certain maneuvers such as landing augmented by a proprietary autonomous flight control system.

According to Regent, the idea is to merge the speed of an aircraft (Viceroy flies at 180 mph or 156 knots) with the functionality and low-cost operation of a boat. Forward and backward propulsion are generated by propellers, for example, but the vehicle will use existing dock infrastructure.

At launch, Viceroy will have a range of about 180 sm (156 nm), but according to Regent, that could grow to 500 sm (436 nm) as battery capacity improves.

Since announcing Viceroy in 2021, Regent successfully operated a quarter-scale prototype for 18 months and completed what it claims to be the world’s first electric seaglider flight in 2022. A full-scale mock-up of the design was unveiled in April 2023. In the past year, the company has been conducting aircraft subsystem tests, both physically and virtually using digital twinning software.

Those simulated tests will be validated by flights over Narragansett Bay and Rhode Island Sound, which the Coast Guard approved as testing locations for Viceroy. The campaign will gauge the aircraft’s ability to float, foil, and fly.

Regent says it has secured more than 600 orders for Viceroy, including from United Airlines collaborator Mesa Airlines and Southern Airways Express. Coastal passenger transport is the primary use case, but the firm is also exploring sightseeing, cargo delivery, offshore logistics, and maritime patrol. Investor Lockheed Martin is even eyeing it for defense applications.

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Here at UP.Summit 2024—a private gathering of some 300 movers and shakers in the transportation industry—manufacturer Pivotal on Tuesday said it has delivered 13 of its BlackFly prototype aircraft to customers nationwide. Those users, which include both private owners and the U.S. Air Force, are some of the first in the world to pilot an eVTOL design.

Pivotal considers its first customer, Tim Lum, who received his BlackFly in 2023, to be the first private eVTOL pilot in the world, and the firm has made a point of getting its aircraft in the hands of users early. Through its early access program (EAP), it selected 12 U.S. participants willing to put in the hours required to train to fly it and provide feedback.

Both BlackFly and Helix—its successor and Pivotal’s first production aircraft, unveiled at last year’s UP.Summit—qualify as FAA Part 103 ultralight aircraft because they seat a single pilot and weigh less than 350 pounds when empty. That means no pilot certificate is required to fly it. In lieu of hundreds of flight hours, Pivotal says it can train customers on a simulator at its Palo Alto, California, headquarters in as little as two weeks. That training is included in a $190,000 purchase of Helix, which hit the U.S. market in January.

BlackFly may be a prototype of Helix, but it packs plenty of functionality. The model is a fixed-wing eVTOL design with a twist—while many eVTOLs feature tilting rotors, propellers, or even wings, BlackFly’s entire airframe tilts when transitioning from vertical or hover to forward flight. According to Pivotal, this reduces aircraft weight and complexity.

For hover, BlackFly relies entirely on propulsion from eight motors, four on each wing, but it cruises on fixed wings. The model is controlled by a single pilot using a pair of simple joysticks plus fly-by-wire controls, and all it takes is the push of a button and pull of a joystick to switch flight modes. With no landing gear, it can take off from pavement, dirt, or grass.

The idea of nonpilots taking to the skies freely may sound scary, but as an ultralight category aircraft BlackFly comes with some restrictions. Users can fly it only during daytime within Class G airspace, far from congested skies, and are limited to a range of about 20 sm (17 nm) and cruise speed of 63 mph (55 knots). Safety features include a full-aircraft parachute.

BlackFly’s unique capabilities have garnered attention from the U.S. Air Force, which is evaluating it for missions from surveillance to logistics to emergency response. Pivotal is a partner of Agility Prime, a division of Air Force innovation arm AFWERX dedicated to developing vertical lift technology.

The company’s agreement with AFWERX and Modern Technology Solutions Inc. (MTSI), for example, calls for the delivery of eight BlackFlys and two flight simulators, as well as pilot training and support services. In mid-June, Air Force personnel kicked off an eight-week uncrewed testing campaign to gauge the aircraft’s fit for military use. AFWERX and MTSI also evaluated Beta Technologies’ Alia, Pyka’s Pelican Cargo, and Pipistrel’s Velis Electro as part of the effort.

In May, Pivotal signed a two-year contract with the Air Force and Agility Prime, giving it further access to test facilities, expert resources, and sites under restricted airspace. Officials said they are intrigued by BlackFly’s ability to take off and land with minimal space, juice up using mobile electric power systems, and deploy within 30 minutes, all while being cheaper than a helicopter.

Only eight of Pivotal’s 13 BlackFly deliveries, though, have gone to the Air Force—the rest were shipped to private pilots, who according to the company are already flying. The number of personal eVTOL users could grow with the introduction of Helix, which maintains the same core features of its predecessor but introduces upgrades such as improved power, performance, and payload.

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Manufacturer Jump Aero’s JA1 Pulse doesn’t give its operator literal superpowers. But it does place the pilot in the prone position à la Superman and, according to Jump Aero, will arrive on the scene of emergencies faster than an ambulance.

In areas without adequate road infrastructure, ambulances can be kryptonite for patients in need of advanced life support. The average emergency medical services (EMS) response time in the U.S. is about 7 minutes. But that doubles to 14 minutes in rural areas, per a study published by Journal of the American Medical Association. An estimated 4.5 million Americans live in so-called “ambulance deserts,” where lifesaving care could take 25 minutes or more to arrive.

Many of those locations are in Texas, where the Calhoun County Emergency Management Service will become the first Pulse operator. According to Calhoun County and Jump, the region is an ideal test ground due to its susceptibility to natural disasters such as hurricanes and remote communities and attractions, which are frequented by tourists. The county also spans Texas’ barrier islands, which have poor road access.

“Calhoun County has been looking for a solution to provide timely response within our geographical challenges, and this aircraft has the promise to make a real difference to our residents,” said Dr. J. Dustin Jenkins, director of EMS for Calhoun County.

Pulse is an electric vertical takeoff and landing (eVTOL) model capable of carrying one first responder plus equipment, with a payload of 330 pounds. It is designed to fly anywhere within a 31 sm (27 nm) radius in eight minutes or less. The idea is for the aircraft—which reaches a top speed of 250 knots—to be dispatched alongside an ambulance so it can arrive at the scene first, and the pilot-turned-paramedic can begin first aid. It will come equipped with a heart monitor, automated CPR machine, oxygen supply, and other life-saving tools.

According to Jump Aero, Pulse can be deployed in 60 seconds or less and fit within a flatbed pickup without being disassembled, saving more critical time. It has no retractable landing gear and can land on 10-degree slopes, as well as locations inaccessible to helicopters such as the front of a home. 

The model’s tail-sitter biplane airframe stands nose-up on the runway, with a large belly window designed to provide a wide-angle view of the ground below. Battery-powered propellers, positioned safely above head height, provide vertical lift, while two sets of fixed wings enable cruise flight.

Uniquely, the Pulse pilot will enter the aircraft upright, ascend, and then transition to the prone position as the aircraft rotates forward so they are facing the ground. Simplified flight controls, full envelope protection, ballistic airframe parachute, and an adaptive flight controller add a level of safety.

Jump Aero will seek to obtain grants and participate in federal programs to support Pulse’s trial deployment in Calhoun County. The campaign will enable initial Pulse field testing the company believes will help it determine how to roll out the technology in rural communities nationwide.

“The data we gather from initial deployment will drive our long-term operations and will provide crucial lessons learned to bring us that much closer to saving lives of rural Americans,” said Carl Dietrich, cofounder, CEO, and president of Jump Aero.

Jump Aero’s first full-scale proof of concept prototype is partially funded by $1.8 million from AFWERX, the innovation arm of the U.S. Air Force. AFWERX previously awarded the firm contracts worth $3.6 million through its Agility Prime program, which partners with commercial industry to develop vertical lift technology. According to program lead John Tekell, the design “has potential for defense-related use-cases.” It could also be deployed by fire departments and law enforcement.

Outside Texas, Jump Aero is working with the Utah Department of Transportation to study how many Pulse aircraft would be needed to provide coverage for the entire state. The Oregon Department of Aviation, meanwhile, estimates it will need 126 aircraft for full coverage. The department has not committed to a purchase but signed a memorandum of understanding with the company earlier this year.

Jump Aero has not yet communicated publicly when Pulse will enter service. However, eVTOL air taxi manufacturers are targeting commercial rollouts as soon as 2025 and as late as the end of the decade.

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Fledgling advanced air mobility (AAM) operator UrbanLink Air Mobility on Wednesday announced an order of 27 electric seagliders from Regent Craft, adding to a portfolio that already includes 20 electric vertical takeoff and landing (eVTOL) regional jets from German manufacturer Lilium.

The seagliders are intended to bolster existing transport networks in Miami and San Juan by adding mobility along the coasts, the partners say. They will use existing dock infrastructure and according to UrbanLink could serve as many as 4.3 million passengers per year, with operations commencing in 2027. Regent internal data predicts that 88 percent of Miami residents would be willing to use the vehicles as a transportation option.

UrbanLink will operate Regent’s flagship Viceroy, a zero-emission design built to carry 12 passengers at 180 mph (156 knots). At launch, the vehicle will fly routes up to 180 sm (156 nm) on a single charge, but Regent predicts its range will increase to 500 sm (436 nm) as electric battery technology improves.

Viceroy is designed to combine the speed of aircraft with the functionality and low operating cost of a boat. The craft flies in ground effect about 20 to 30 feet above the water, with forward and backward propulsion generated by propellers.

Interestingly, the model is actually defined as a maritime vessel and will be regulated by the U.S. Coast Guard, with FAA technical support. Viceroy operators will be maritime captains, and the vehicle’s only controls are boat controls. Certain maneuvers such as landing are aided by a proprietary autonomous flight control system.

Viceroy first flew in 2022 and could begin crewed test flights by year’s end after the Coast Guard last month approved seaglider prototype testing in Rhode Island.

For UrbanLink’s purposes, Viceroy will complement the Lilium Jet, which it also intends to fly in South Florida and Puerto Rico. 

“This order perfectly complements our previous commitment to electric sea vessels, all of which will seamlessly integrate with our all-electric eVTOL jets, expanding our reach and enhancing connectivity across the regions we serve,” said Ed Wegel, founder and chairman of UrbanLink.

According to Regent, the firm has secured more than 600 seaglider orders from airline operators, with customers including United Airlines collaborator Mesa Airlines and Southern Airways Express.

The company is backed by Lockheed Martin, Japan Airlines, Hawaiian Airlines, and other investors and has raised a total of $90M to support aircraft development. It views coastal passenger transport as the biggest opportunity for its flagship model but is also interested in sightseeing, cargo delivery, offshore logistics, maritime patrol. Lockheed additionally is evaluating it for defense applications.

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