The eVTOL Revolution
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The eVTOL Revolution
Dean Hirsch
California Baptist University
AMG 499 Aviation Management Capstone
Dr. Daniel Prather
April 13, 2023
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Abstract
This paper will illustrate the ways electrical vertical takeoff and landing vehicles
(eVTOLs) can be used and how they should be implemented into various types of operations.
The aviation industry is on the cusp of a major revolution with the introduction of eVTOLs,
which have the potential to transform urban air mobility. However, the successful
implementation of these innovative aircraft requires a concerted effort from all stakeholders
involved. The development and deployment of eVTOLs present numerous challenges, including
public acceptance, manufacturing, energy cells, infrastructure, safety standards, pricing models,
logistics and operations, and more. The ability of the aviation industry to effectively navigate
these challenges will determine the success of eVTOLs in the market. To achieve success, a
comprehensive and collaborative approach from all agencies, manufacturers, individuals,
organizations, and consumers is essential. It will be crucial for companies to operate eVTOLs in
a way that is manageable, affordable, and within safety and regulatory standards to ensure the
success of this new era in aviation.
Keywords: electrical vertical takeoff and landing vehicles (eVTOLs), Urban Air Mobility
(UAM), Uber, charter, commercial, Unmanned Aerial Systems (UAS)
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The eVTOL Revolution
Introduction
The world of aviation is on the brink of a major revolution as electrical vertical takeoff
and landing vehicles (eVTOLs) are poised to enter the national airspace in the near future. The
implementation of these innovative aircraft is a complex and challenging process that will
require a concerted effort from all sectors of the aviation industry. The companies that are first to
embrace this new era in aviation will need to be extremely flexible in order to keep up with the
rapidly evolving technology, regulatory standards, and operational requirements of eVTOLs. The
development and deployment of eVTOLs presents a wide range of challenges that must be
addressed by a diverse group of stakeholders. These challenges include gaining public
acceptance, the manufacturing of these aircraft, the development of energy cells and charging
stations, the creation of infrastructure to support these vehicles, determining pricing models,
establishing safety standards, optimizing logistics and operations, and other factors that will
arise. The success of eVTOLs will depend on the ability of the aviation industry to effectively
navigate these numerous challenges and bring these aircraft to market in a safe, effective,
efficient, and costly manner that will serve public and private needs for hire. It will require an
entirely comprehensive and collaborative approach from all agencies, manufacturers, individuals,
organizations, and consumers to achieve success among many doubts and concerns in this
endeavor. In order to use these eVTOLs for public or private charter, companies will have to
follow a directive that will propel their operations in a way that is manageable, affordable, and
within safety and regulatory standards. The way that these companies operate these vehicles and
implement them into the public space will be crucial to the success not only of the individual
business but of the world of eVTOLs and UAM as a whole.
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Background
In order to create a successful blueprint of eVTOL integration there must first be an
understanding of what these vehicles actually are and how they will operate. There are already
dozens of these aircraft being created and beginning to be certified. Reports say that, “within a
few years, electric vertical take-off and landing aircraft (eVTOLs) and vertiports will be
operational across the globe” (Cox, 2023). Developments in eVTOLs include the VX4 by
Vertical Aerospace, with over 1,400 pre-orders, the Eve by Embraer with 1,900 units on order,
the 60-mile-capable CityAirbus NextGen by Airbus, Archer Aviation's "Midnight" Air Taxi,
backed by United Airlines with a $10 million deposit for 100 aircraft, Lilium's eVTOL Jet with a
$1 billion deal with Azul, and Joby Aviation's 5-seater eVTOL. These eVTOLs have garnered
global airline interest and already have many pre-orders ready for mass production (Rains,
2022). The intriguing aspect of these aircraft are that they are electric, meaning the cost to
operate them will be much cheaper then their fossil fuel counterparts. With soaring fuel prices
electric options have become an increasingly popular alternative that investors are looking to
capitalize upon. However, the technology for these battery cells are still being developed and
tested to ensure safe, reliable, and time effective energy sources. The current technology for
these aircraft predict that they will be able to carry between five to twelve passengers around 100
to 250 miles. These eVTOLs will be mostly autonomous vehicles that will be able to fly with
little to no pilot intervention. There will also be unmanned eVTOLs that pose even more
regulatory and safety issues that will be addressed in the next few years.
Public Acceptance and Implementation
The consequences from the 9/11 attacks on the World Trade Center shifted public
perception of commercial aviation in a dramatic way. There is potential for the use of eVTOLs to
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yet again shift public perception of aviation. It will not be in the same way that 9/11 did, but
similar hurdles will have to be overcome in order to get over shifting perspectives. When flights
after 9/11 were piloted behind closed and locked doors, the public had mixed and unnerving
reactions to this change. Apprehension and trust issues form when change to accepted norms
happen. This switch to electric and potentially unmanned aircraft is a huge change in commercial
aviation, so similar reactions should be expected and accounted for with this shift. With 9/11 and
aviation accidents in general they “are due to various causes, the media may focus on particular
causes, which is likely to contribute to the public’s perceptions about aviation accidents” (Hwang
& Jeong, 2012). With this in mind, media coverage on these new technological advancements
will have to be controlled in a way to promote their abilities, potential for future development,
and advancement in air travel. Without positive media coverage this new air travel will crash and
burn before they see their first flight. Negative media coverage will be devastating to this new
form of travel, perfect safety records must be maintained in order to advance in this sector; one
small incident in the early days could be devastating to the entire industry of eVTOLs.
The process to have full acceptance by every entity and stakeholder involved in this
undertaking will be of the utmost importance to have a successful addition of eVTOL’s to air
travel. To begin this journey of eVTOL integration many steps will have to be taken before they
are widely accepted by the public. Initial steps in this process have already begun with small
UAS being used in more and more activities and business opportunities. This step in the process
may be seen as trivial or unconnected to the successful implementation of eVTOLs, but it is
actually an immense building block in this project. Small UAS will provide initial acceptance to
smaller, drone-like, aircraft flying above residential or commercial areas. When those who are
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not familiar with this type of eVTOL aircraft technology, they will subconsciously be acquainted
via these similar small UAS.
Public acceptance is a serious concern when considering eVTOL usage. The next
integration of this process will be a slow release of eVTOL aircraft into the skies above, which
will be used in a variety of ways. In the early stages, these aircraft will most likely be flying to
show the public of the possibilities of these new technologies. The public may see these aircraft
in the next few years, a prominent figure in this eVTOL race is Volocopter, a “German eVTOL
manufacturer said it plans to have an operating air taxi service in Paris in time for the 2024
Olympic Games” (Verdon, 2021). Now, many eVTOL operators have made the Olympics a
priority on their timeline, however this date is ambitious. The Olympics will mostly be an
exhibition of these new technologies, full fledged taxi or UAM services will most likely come at
a later date, especially in the United States due to higher regulatory standards held by the FAA.
In the initial phases of eVTOL deployment, it is anticipated that cargo will be the
predominant utilization due to its perceived capacity as a less risky payload. Transportation and
logistic titans like “UPS will be dedicating the future fleet (of eVTOLs) to transport
time-sensitive deliveries in small and mid-sized markets that would otherwise fly on a small
conventional plane. Instead of relying on airports, the eVTOL aircraft can take off and land on
the property at UPS facilities and housing estates” (Regional Business News, 2022). The aircraft
will be heavily tested and regulated before they see any congested airspace or flight over people,
however if a newly developed aircraft malfunctions and crashes, public perception of destroyed
cargo compared to injured or killed passengers will be much easier to overcome. This also ties
into the small UAS delivery paradigm, if the public accepts package delivery using small drones,
why would they not embrace the larger, safer, and more capable eVTOLs.
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Once cargo eVTOL delivery is widely accepted, safety records have been established and
maintained, and enough time is spent perfecting these operations, a smooth and succinct
transition from cargo flights to passenger flights should naturally occur. The time between these
two stages should allow the FAA and other regulatory agencies enough time to properly evaluate
the risks and benefits of these vehicles. It is crucial to ensure the safety and security of
passengers and the general public, but overly strict regulations can stifle innovation and limit the
potential benefits of eVTOL technology. Creating a balance between these factors will require a
thorough understanding of the risks, benefits, and operational tendencies of eVTOL technology
and will require ongoing collaboration between industry stakeholders and regulatory agencies.
After all of this, a well designed system of regulations that allows for the utilization and
widespread adoption of these technologies should be implemented and adopted by operators to
further enhance air travel and offer a unique opportunity for growth.
Regulatory Standards
The regulations for UAS so far, are lackluster for the amount of activity and potential for
these aircraft. Granted, the rise and use of these systems have boomed in recent years so
regulatory standards could not keep up with the demands of this new market. The main source of
UAS regulations are 14 CFR Part 107 and AC 107-2A, but by just looking at the title of these
documents, “Small Unmanned Aircraft Systems (UAS) Regulations” a conclusion can be made
that large UAS do not have the required standards to be widely and efficiently deployed (FAA,
2023; FAA 2022). There currently is not a specific set of regulatory standards for eVTOLs or
UAM, however the FAA has created some outlines of requirements they predict will need to be
complied with in the future. The FAA published a “Concept of Operations” for UAM that
provides the initial framework for this new system of operations. In this document the initial
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integration of these systems will be allowed to fly under pre-existing regulations from a
collaborative approach of already instated manned, unmanned, and helicopter regulatory
standards. The FAA explains, “the envisioned future state for UAM operations includes
increasing levels of autonomy and operational tempo across a range of environments including
major metropolitan areas and the surrounding suburbs” (NextGen, 2020). This document does
not provide any regulatory standards, but guidance for what to expect in the near future and how
to preemptively comply with expected regulations. As of now the FAA are requiring, like they do
of almost any aircraft, all eVTOLs to receive an airworthiness certificate and will require
operators to have a powered lift operating rating (FAA, n.d.).
Infrastructure
A large talking point for eVTOL usage is that these vehicles will require less
infrastructure due to their vertical takeoff and landing capabilities. In some cases this ideology is
true, they will not need thousands of feet of runway to take off nor will they require a relatively
flat area of land to make an approach. The new phraseology for the landing and take off zones of
eVTOLs are “vertiports.” Many are optimistic about vertiports because they “can be built just
about anywhere, including at or near airports. Since eVTOLs are quiet and need no runway, a
vertiport is small, unobtrusive and readily integrated into the fabric of a community” (Cox,
2023). Although the use and development of vertiports are seen to be an unobtrusive way to
positively service smaller communities that may be underserved by traditional airline services,
these new vertiports will require a collaborative approach to ensure it is accepted by the
surrounding community. Another option is creating vertiports connected to or within close
proximity to a pre-existing airport. This will provide proper spacing and airspace clearance that
is already in place between the aircraft operations and the surrounding area.
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Many believe that vertiports will be small scale operations that do not require a lot of
land, but in reality these operations will most likely still need mass amounts of land to safely
conduct cost productive activities. When looking at the scale, opportunities, and availability of
eVTOL operations in specific areas there will be multiple types of vertiport designs. Smaller, two
or three aircraft, designated vertiports that have only fly in and fly out operations, meaning no
extended parking, charging, or maintenance will be perfect for urban areas and smaller cities that
may be underserved by airliners. Medium sized vertiports, five to ten aircraft accommodated at
once, will need to be much larger and most likely have to allow for charging stations and have
more space to accommodate parked and charging aircraft and in service aircraft. Large vertiports,
twenty to fifty aircraft, will be able to have multiple operations landing and taking off at one time
and will allow for overnight parking, charging, and maintenance. There is also huge potential to
use and expand upon already used helipads, especially those on top of roofs or skyscrapers. If a
building has enough space, the ability to carry an extensive amount of weight, and has the ability
to rent out roof space to eVTOL operators, this could be another form of vertiport or “skyport.”
The advantageous part about eVTOLs is their ability to be deployed and landed virtually
anywhere. This makes doing maintenance a relatively simple piece of the infrastructure model. If
an aircraft needs to be serviced it can simply fly to a hangar or shop that does not have to be at an
airport or vertiport, regulations permitting. This means that maintenance bases do not need to be
widely incorporated to many vertiport designs and thus creates an even smaller footprint for
these designs. Like manned aviation, these aircraft will have to be put through rigorous
maintenance and testing to ensure safe and effective operations. Maintenance facilities
strategically placed around vertiports will provide access to operators in a time-effective manner
that allows for quicker turnaround times. These aircraft will most likely be flying for many hours
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a day because they can only carry five to twelve passengers, so operators will want them flying
as much as possible. It will be advantageous for operators to have maintenance bases close to
vertiports so they do not have to waste time flying them to specific bases, thus wasting time and
money on maintenance.
For operators with potentially hundreds of these aircraft, finding places to park and
charge them could potentially be challenging. Smaller vertiport hubs may have a small imprint
on the land and area around it, but having a plot of land big enough to support fleets of these
aircraft will be extensive. Operators will have to create home bases close enough to where they
are servicing to store these aircraft. To have UAM and eVTOLS accepted “vertiports need to be
good neighbors, acoustically and environmentally” (Cox, 2023). UAM will not be successful if
surrounding communities have large amounts of aircraft whizzing around their homes or offices
at low altitudes disrupting their daily lives. Providing specific and predetermined routes to and
from larger vertiports or holding areas for these eVTOLs will be necessary to ensure the
surrounding areas are not affected by their activities.
Charging infrastructure is a serious concern in the market, if these eVTOLs do not have a
universal charging system, finding or building specific vertiports will be a costly endeavor. It
makes sense, operators will want eVTOLs “to be able to charge with the same standard
anywhere in the world. As [eVTOL] aircraft range gets longer, you want to be able to fly
between regions, between countries, without having to use adapters and carry additional charging
hardware with you” (Huber, 2023). Carrying any other equipment besides passengers will be
disadvantageous to the aircrafts battery life and range capabilities. There are also different
approaches to charging the aircraft: either the aircraft charges as a whole or it has removable
batteries that can be interchanged and charged separately. There are advantages and
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disadvantages to both approaches. On one hand, there is a simple and concise way of charging an
aircraft; plug it in and wait. Although plugging in and waiting may take some time, this provides
a level of safety that other charging systems can not. This makes maintenance logs and flight
logs straightforward which can provide a higher level of safety and reliability. On the other hand,
having interchangeable batteries means turnaround times are cut down considerably and charging
stations can be in a set room or area. This could cause safety concerns however, improper
handling, placement, or insertion of batteries are serious concerns. More complex maintenance
logs and flight logs will have to be created in order to keep track of battery health compared to
aircraft usage. Charging these aircraft are of serious concern because battery technology is
becoming increasingly sophisticated and expensive. Proper handling, maintenance, replacement,
and charging should be of chief concern when creating a safety management plan for these
aircraft.
Roles of eVTOLs
The use of eVTOLs are currently being considered as a type of “air-taxi” operated by
specific companies. EVTOLs do seem like the next flying car, throwing the world into a
“Jetsons” like existence. These aircraft are currently being bought by large airlines who want to
use them for short haul flights for passengers and cargo. However, there are many other uses
being discussed and that can be assumed they will be utilized for. The services and applications
of these new technologies will unfortunately be limited to the regulatory standards of the FAA.
That being said, the FAA is an advocate for technological advancements. The FAA says,
“Innovation is our signature. We foster creativity and vision to provide solutions beyond today's
boundaries” (FAA, n.d.). As long as these new advancements and innovations can be applied in a
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safe and efficient manner the FAA will be able to continue creating regulations that encourage
the development of such systems and their applications.
Airlines are most likely going to use eVTOLs in four ways: intracity, intercity,
intr-airline, and for cargo. Intracity is the movement of people within a city, short-haul
transportations which could help reduce traffic on the roads and get people across a city faster.
Intercity will be more like traditional commercial airline flights, getting from one city to another,
medium range distances. An interesting option for airlines is intra-city, this could “link an airline
hub to nearby metropolitan areas that lack air-service connections. The link would create
additional traffic for the airport and new travel options for passengers” (Cox, 2023). Cargo will
be an obvious and important usage for airlines because of the lower costs and faster delivery
times. Airlines that may need to transport parts from city to city to repair airplanes can do so
with their own eVTOLs in half the amount of time it would take to transfer it via roads. All of
these options are why airliners are the first businesses to invest in these newly developed and
regulated aircraft.
Public transportation in cities that lack such infrastructure could see potential eVTOL
routes created intracity. Large and congested cities like Los Angeles, who lack good forms of
public transportation and are devastated by monstrous amounts of traffic could benefit from
eVTOL services. Using or creating “eVTOL corridors” much like VFR corridors in the
congested airspace over Los Angeles could provide a sort of “air-subway” in the sky to provide
transfers within the city and free up some traffic on the highways. It is currently a major topic
being analyzed and tested to determine if eVTOLs will be a viable and cost effective alternative
“for transport services, which can add a new dimension to the urban transport system and reduce
time spent in daily travel (Fu et al., 2019). Large scale operations of eVTOLs could be launched
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in conjunction with other forms of public transportation in use to improve transportation
efficiency and effectiveness.
“Air-ambulance,” medical, and organ transfers will likely be a small scale, private use, or
rental of eVTOLs. Having the ability to transfer patients or organs rapidly, will provide hospitals
and patients with a higher level of access at smaller costs. Traditional air medical services utilize
helicopters, which are operated at economically outrageous prices that can cost upwards of “tens
of thousands of dollars. According to the Centers for Medicare & Medicaid Services (CMS)
and private health insurance data, between 2010 and 2014, the median prices providers charged
for air ambulance service doubled from about $15,000 to about $30,000 per transport” (Hinsdale,
2018). EVTOLs will be able to provide a price friendly alternative if battery manufacturers can
create a battery cell that is reliable and more affordable than their fossil fuel guzzling
competitors. There are currently no reliable sources providing the cost of such medical services
via eVTOLs, but NASA predicts the average cost “of a typical 4-seat eVTOL aircraft is expected
to be on the order of $300 per flight hour for a full-electric version up to $400 for a
hybrid-electric version, including pilot cost, energy cost and battery replacement” (Doo et al.,
2021). There is definitely an interest to have eVTOLs take over medical transfers due to their
lower costs and more environmentally friendly attributes. The operating costs are not set in stone
yet, but the small eVTOLs that hospitals and medical transfer services will use should be able to
provide a better and cheaper alternative.
Another compelling application of eVTOLs is their potential to serve as a feasible
alternative or supplement to short-haul bus transportation before and after large events. Many
event locations do not have the parking infrastructure to accommodate all of their guests. These
events can also create large amounts of traffic congestion surrounding the event’s location
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creating frustration from event goers and other drivers on the road. The infrastructure space and
location for eVTOL integration at these sites are mostly already there. Event space developers
will only have to block off a section of their parking lots to allow the arrival of eVTOL traffic
onto the event grounds. This also provides the ability to create V.I.P. vertiports for special guests
to fly directly into or on a specific vertiport which can provide a higher level of security and
treatment. Providing guests with the ability to fly in and out of event spaces will free up traffic
around the event and can provide another way of attending events if parking is limited. Many bus
services currently provide this sort of transfer to event spaces, like the Hollywood Bowl, which
has extremely limited parking. For this specific event space, guests park at a mall approximately
one hour away from the event and get bussed to and from the Hollywood Bowl. A vertiport
would be a perfect remedy to this sort of transportation issue at the event and provide a service
that has benefits to the surrounding community as well.
On-demand transportation has become something as simple as pressing a few buttons on
a smartphone or making a phone call. Uber has become an on-demand transportation titan and is
trying to jump on the eVTOL train. Having the ability to order an eVTOL to pick up a group of
people and get across the city in record time is a reality Uber is trying to create. Now, pressing a
few buttons and having an aircraft land at the front door is still many years away, but ordering an
Uber to the nearest vertiport and getting picked up there could be an reality in the near future. In
order to have an aircraft operate on that level of on-demand, that quickly, it will require a large
fleet to be flying and servicing multiple cities at one time. At the start of eVTOL integration, it
will most likely not be affordable for a casual night out with friends, but instead for the business
people that see the usefulness of saving a few minutes during their commutes or weekly travels.
In the future, more efficient, durable, and cheaper batteries will allow eVTOL services to be
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available to almost anyone. Before this type of eVTOL utilization materializes, an alternative
that is similar to this would be privately chartering an eVTOL. Private charters are typically
requested days, weeks, or months in advance and can be relatively easy to coordinate because a
schedule can be created and customized to best fit customers needs without the need for a huge
fleet of aircraft. EVTOLs will need to be able to accommodate on-demand travelers looking to
get to and from specific locations in a reasonable amount of time. This piece of the eVTOL
market has the potential to explode exponentially and create a whole new system of air traffic
and transportation that has never been seen before. Integrating on-demand charters or Ubers with
prescheduled or autonomously operated vehicles will be necessary in the creation of this new
eVTOL transportation system.
Environmental Impacts
A substantial aspect of eVTOL integration is that their day to day operations are much
more environmentally friendly than their fossil fuel counterparts. With an all electric vehicle
there are no emissions from battery usage. On the other side of things, the emissions from
traditional airliners “include carbon mon- oxide (CO), carbon dioxide (CO2), oxides of nitrogen
(NOx), sulfur dioxide (SO2), volatile organic compounds (VOCs), particulate matter (PM), water
vapor (H2O) and unburnt hydrocarbon (HC)” (Wang and O’Sullivan, 2019). Making
environmentally conscious decisions is an essential component to have in businesses today.
Airliners will not cut all fuel using aircraft cold turkey, there are many more technological
advancements that need to be made to have sustainable, efficient, reliable, and environmentally
friendly jet engines. However, if airlines like Delta or United have fleets of eVTOLs to actively
“offset” their greenhouse gas emissions, this will be a step in the right direction. An intriguing
study by the EPA “reports that commercial airplanes and large business jets contribute 10 percent
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of U.S. transportation emissions, and account for three percent of the nation’s total greenhouse
gas (GHG) production” (EESI, 2022). Three percent may seem like a relatively low number, but
those looking in from the outside see planes with giant engines, mass amounts of fuel burn,
contrails, and environmentally unfriendly operations. Having the ability to provide the exact
numbers of how much greenhouse gas emissions a company is saving by providing an
electrically powered option will be extremely advantageous to a company in the eyes of
consumers and environmental agencies.
Planes, helicopters, and drones are not the most pleasant of things to listen to on a regular
basis. Noise pollution is a serious concern when considering eVTOL operations and where they
will fly. Joby Aviation, a front runner in the eVTOL race, has taken this into consideration and
conducted research with NASA to understand their aircraft’s noise impacts. They concluded that
their “aircraft registered the equivalent of 45.2 A-weighted decibels (dBA) from an altitude of
1640 feet (500 meters) at 100 knots airspeed, a sound level which Joby believes will barely be
perceptible against the ambient environment of cities” (Joby, 2022). These measurements are
taken during the cruise portion of the flight which is going to be the least boisterous stage of
flight. They also did research during the take off and landing phases which revealed “the
aircraft’s acoustic profile during planned take-off and landing profiles to be below 65 dBA, a
noise level comparable to normal conversation, at a distance of 330 feet (100 meters) from the
flight path” (Joby, 2022). It is encouraging to have these test results, however, if a vertiport is
within a few hundred feet of residential or commercial areas there will be complaints about even
65 dBA worth of noise. Meticulously planning and monitoring routes will need to be done with a
high level of care. Noise abatement procedures will likely be implemented at most vertiports to
ensure that eVTOL operations do not interfere with life on the ground. The smaller the acoustic
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footprint the better; noise could be the not so silent killer of many eVTOL operations. Technical
and operational considerations are paramount to establish a minimal acoustic presence.
Implementation into Uber and Charter Systems
There may be individuals who purchase their own eVTOLs privately, however, operating
these vehicles commercially will be the main form of usage. Two exciting and promising
applications are in the Uber and charter realm. Fully implementing the use of eVTOLs into the
already existing operations of these different companies will need to be done extremely carefully
and efficiently in order to ensure this new service can ultimately be seen as a viable, safe, and
effective means of travel. An employee at Joby Aviation offered his insight on eVTOL charters,
“eVTOLs are limited in single-charge range in comparison to jet charters, but as battery
capacities improve and alternative fuel sources are unlocked, this is definitely a space that
eVTOLs can move into” (Vechery, 2023). Before either of these services are actualized there will
have to be a great amount of effort put into their software production, marketing, advertising,
price structures, standard operating procedures, redundancies, and safety protocols for eVTOL
services. This type of service cannot be put into service with lackluster procedures or policies
because of the complexities and amount of risk involved in these operations.
Uber and charter services will be actualized later in the overall process of providing
eVTOL services. Commercial airlines will be the first to provide regular flights to established
cities and vertiports across cities. The undertaking of creating vertiports, having established
routes, and purchasing fleets of these vehicles may be out of the budget for Uber and charter
companies. However, once the infrastructure and airspace requirements are in place these smaller
companies can start operating within this pre-established eVTOL and UAM environment.
Having a “homebase” vertiport and setting routes to other public vertiports or partners with
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vertiports will be a better way for Uber and charter companies to get into the market. Uber and
charter companies will be able to co-exist with commercial airlines in the eVTOL world by
offering an on-demand solution to customers looking for short and medium haul trips. Uber will
ultimately need to create a new section of their company to offer these services; a part 135
certificate will be needed to offer on demand eVTOL flights. The early adoption of eVTOL
usage by commercial airliners will ultimately benefit Uber and charter companies exponentially
by providing a framework, initial public acceptance, and infrastructure needed for others to
operate.
To begin with, Uber and charter services truly looking to expand their services with
eVTOLs should preemptively roll out advertisements on what eVTOLs are and how customers
can use them. Jacob Rhoades, Manager of Charter Operations at Lebas International, stated that
“The unique challenge facing this market is certainly establishing the trust of the masses.
Throughout humanity, all forms of transportation from; boat, rail, car to plane have had an
experienced captain at the helm re-assuring passenger safety. Though human error is a primary
reason for accidents, rewiring how people perceive safety in transportation will be a challenge”
(2023). Without overcoming these hurdles before eVTOLs are offered, large losses due to
aircraft sitting and waiting to be used will be endured by these companies. Commercials and
advertisements in mainstream media explaining what these aircraft are, what they can do, how
they are environmentally friendly, facts on their safety standards, and when to expect them to be
flying around in the skies will be instrumental to the successful development of early eVTOL
operations.
Price structures for Uber and charter services will be vital to customer acquisition
because customers will be comparing the price, risk, and ease of travel against other forms of
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transportation. Having a set price structure for dollars per mile or dollars per minute will need to
be considered and put in place as standard for flights. The margin of operating cost versus the
price of the flight will be slim in order to have a market willing to travel via eVTOL rather than a
potentially cheaper alternative. There are some differences when considering price structures for
Uber compared to a charter service. Uber prices will need to be as cheap as possible and offer
extremely limited services, whereas charter services may be able to charge a premium for other
accommodations while onboard or during the check in process. Uber will need to operate at a
much higher volume due to smaller margins and efficiency must be increased due to their target
audience. Charter companies will have the option to charge more for offering additional
amenities and accommodations to customers with higher budgets who are willing to pay more.
With this bump in price charter companies may be able to fly at a smaller volume than their
competitors by offering a superior product. Jacob Rhoades offers some concerns with this
ideology, “the market we (Lebas) currently pursue is high net worth individuals requesting to
feel taken care of and safe. Kind flight attendants, high time captains with firm handshakes and a
smile, old school white glove service! At this time, the UAV market seems to be aiming to have a
cost effective commuter style transportation which is not our focus currently” (2023). With this
in mind, charter companies may have to readjust their existing tactics to offer these new services
in a way that may not be conventional.
Saving time will be the biggest factor when considering taking an eVTOL or any other
form of transportation. EVTOLs will have the ability to transfer customers at a pace that no other
form of transportation can, which is something that Uber and charter operators will have to lean
into and uphold. Without quick turnaround times, on time departures, efficient routes, and simple
operations the eVTOL world will cease to be a viable option to those looking to travel faster.
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System flows and standard operating procedures will need to be implemented at all levels of the
system to uphold these speedy standards. Passengers will need to be able to arrive at a vertiport
and be in their eVTOL ready to go in a timely and convenient manner. The screening, ticketing,
and security processes must all be conducted in the most time effective way possible. The use of
automation in vertiports will be needed to fast track certain procedures that can lead to timely
backups. In the world of eVTOLs time will directly correlate to customer satisfaction, customer
retention, and ultimately profitability. If eVTOLs cannot get customers to destinations faster than
other forms of transportation, then the new form of transportation will not be accepted by the
general public.
Charter companies will be able to transfer their already used contracts and liability
waivers to eVTOL carriages, but Uber will need to create new documents and procedures for air
travel. Charter services are able to obtain all necessary documents pertaining to liability waivers,
identification documents, and payment over a period of time because of the nature of private
charters. Usually, customers call or email with a request to fly multiple days in advance and they
request an aircraft with all the amenities and services needed to satisfy them. In between the time
of the customer inquiry and before the day of their flight, the charter team sends and receives
completed forms required to fly. This is a relatively straightforward procedure that protects both
the customer and the charter team which explains the general rules and regulations needed to
conduct a safe flight.
Uber will need to create a new system within their app or create an entirely new platform
to be able to offer eVTOL services. The most basic form of this system will likely be a separate
Uber application dedicated to on demand eVTOL services. Currently, Uber has created a new
system called “Uber Elevate” which is their own eVTOL on demand service which has been
THE EVTOL REVOLUTION
21
purchased and will be operated by Joby. In this application Uber will need to cover all of the
waiver and documents needed to fly domestically. A general overview of rules, regulations,
terms, conditions, and guidelines will need to be reviewed and signed by the user of the
application. There will inevitably be new regulations, requirements, and restrictions that arise, so
a way to send out and receive new signed terms and conditions will need to be developed. A
secure subsystem will be needed to input personal documentation to comply with domestic flight
regulations. Having passenger identification on the customers app will provide a streamlined
way to identify and verify passengers when checking into their flights. The ability to track
eVTOLs, similar to “FlightRadar24” or “FlightAware,” should be made available on this app to
allow customers the ability to track their aircraft or see what aircrafts are available in the city
near them.
Maintenance will have to be a major undertaking and a serious effort must be made to
properly establish a maintenance schedule for these vehicles. These aircraft will most likely have
to fly a lot in order for them to be a profitable asset. This means that a maintenance schedule that
predicts when each aircraft will need specific maintenance checks and repairs will be vital to
remaining within regulations and operating at an efficient and cost effective rate. If the
maintenance is not performed on schedule, it could lead to safety issues, regulatory violations,
and increased costs due to unscheduled maintenance and downtime. This will be the main form
of scheduling, besides basic personnel schedules, because both Uber and charter companies will
only be providing on demand services. With these aircraft being so new, their operations will be
looked at closely to ensure proper maintenance and safety precautions are being met and not
overlooked. Uber will have to dedicate an entirely new sector within their business model that
will be dedicated to their “Uber Elevate” program in order to comply with all FAA standards.
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Along with general maintenance, something unique to eVTOLs are their battery cells, which will
require a detailed account of their usage, charges, and off charges. Batteries will need to be
replaced after extensive use and when they are unable to hold an adequate charge; this will all go
into the scheduling of maintenance.
Creating partnerships with different vertiport or skyport operators will be essential for
multi-hub operations. The more hubs that are offered the more people a company can serve.
Having partnerships with privately owned companies who already have vertiports or with others
that have enough land or space to create a vertiport will be necessary to offer flights to multiple
locations. Proper marketing and engagement with these potential partners will be the difference
on whether or not they decide to let eVTOL operate on their platform. A fair partnership that
offers and supports the objective will allow both parties to benefit by providing eVTOL services
at each specific location. With this in mind, eVTOL operators must be aware of this partnership
and operate with respect to the already existing establishment and environment around it.
Visualization
With this entire process being purely theoretical at this point in time, it is essential to be
able to provide a visual to what these operations may look like when fully developed.
Understanding the differences between the various modes of transportation via eVTOLs will be
crucial to understanding how they will impact the aviation and transportation world. The three
major modes will be scheduled commercial flights, Uber rides, and private charter flights. All of
these modes will look similar in their flight operations but may have slight variations when it
comes to before the flight actions pertaining to the customers.
Commercially operated, regularly scheduled, part 121 certificate holders offering eVTOL
services will be able to offer customers the ability to purchase tickets for specific routes at a
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23
predetermined time. Commercial operators of eVTOL flights will be able to decide whether or
not to provide in-flight amenities. These flights are going to be relatively short and there will not
be flight attendants so even if there are amenities they will be very limited. Pre-flight amenities
to those willing to pay extra may be offered in the waiting area. Part 121 operators will most
likely operate out of airports, established vertiports, or pre-established heliports. Customers will
be able to book flights online multiple days in advance or purchase a ticket to fly while at the
airport, just like any other commercial flight. Flights into and out of airports also provide a way
for passengers to travel to and from the airport and not have to wait in any airport traffic. Once
customers obtain their ticket they will go through security, find their terminal, and board their
vehicle just like any other commercial flight.
On demand, part 135 charter eVTOL flights will not change much in the way that they
are booked or boarded. Customers will book their eVTOL flights in advance, just as they would
for any charter flight, and communicate their preferences and requirements to the charter
company. This may include the number of passengers, the departure time, the preferred route,
and any additional services or amenities they require on board, such as refreshments or Wi-Fi.
Agreements are signed, payments are sent, and identification documents are verified before the
flight. The customer then goes to the vertiport or designated FBO on the day of their flight,
passes through security and boards their personal eVTOL.
The Uber on demand option is the most intriguing and different kind of air travel that
should revolutionize short-haul trips. Uber will also need to fly under a part 135 certificate to
comply with on-demand commercial services. Uber has the ability and experience to provide
their “Uberization” of transportation through eVTOL technology at a high service level. Joby
aviation has already been invested in by Uber and plans to create “Uber Elevate” where
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24
“Passengers would use an Uber Air app to reserve a seat, and an S4 would show up at a
designated pick-up spot—the company has contracted with Skyports to provide terminals—then
fly them between airports and central locations in and around such major cities as New York,
Washington, D.C., Miami, Los Angeles, and San Francisco” (Horne, 2023). In order to keep
prices low, most of these flights will be a “ride-share” option and prices will be based on
individual seats and not per trip like traditional Uber practice.
Conclusion
The advent of eVTOLs marks a significant turning point in the aviation industry, as these
innovative aircraft are set to enter the national airspace in the near future. However, the
implementation of eVTOLs presents a complex and challenging process that requires a concerted
effort from all sectors of the aviation industry. Companies that aim to be early adopters of this
new era in aviation must remain extremely flexible to keep up with rapidly evolving technology,
regulatory standards, and operational requirements. The development and deployment of
eVTOLs will require the collaboration of a diverse group of stakeholders to address a wide range
of challenges. These challenges include gaining public acceptance, manufacturing these aircraft,
developing energy cells and charging stations, creating infrastructure to support these vehicles,
determining price models, establishing safety standards, optimizing logistics and operations, and
addressing other factors that will arise. The successful implementation of eVTOLs will depend
on the aviation industry's ability to effectively navigate these numerous challenges and bring
these aircraft to market in a safe, effective, efficient, and cost-effective manner that will serve
public and private needs. This effort will require a comprehensive and collaborative approach
from all agencies, manufacturers, individuals, organizations, and consumers to achieve success
amidst many doubts and concerns. The successful integration of eVTOLs into public or private
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25
charter will require companies to follow directives that will propel their operations in a
manageable, affordable, and safety-compliant way. The way that these companies operate these
vehicles and implement them into the public space will be crucial to the success not only of the
individual business but of the world of eVTOLs and UAM as a whole.
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