Germany’s Volocopter last year hatched a plan with international airport operator Groupe ADP to ferry spectators around the 2024 Paris Olympic Games using its VoloCity air taxi, which would mark the aircraft’s commercial rollout. The firm even extended an invite to French President Emmanuel Macron, whose government approved the flights earlier this year, to be its first passenger.

But the company was unable to certify its two-seat design, built for a pilot plus one passenger, in time to fly people at the global event.

Another eVTOL manufacturer, China’s AutoFlight, also partnered with Groupe ADP last year to demonstrate its self-flying Prosperity air taxi at the Games but has yet to announce any test flights.

Still, it wasn’t a total wash for Volocopter. The firm managed to complete two test flights, one on Wednesday and another on Sunday.

The first took place at the Aerodrome of Saint-Cyr-l’École (LFPZ), one of five sites where the partners are constructing vertiports to support commercial operations. These vertical takeoff and landing hubs, similar to heliports, are built with electric charging stations to support eVTOL aircraft.

Big Plans for Paris

Groupe ADP is developing additional vertiports at Paris Charles de Gaulle Airport (LFPG), Paris-Le Bourget Airport (LFPB), and Paris Heliport, as well as a special floating landing pad on the River Seine that Volocopter can use until the end of the year. These five locations will be linked by five eVTOL air taxi routes: three public transit routes and two round-trip tourism routes.

According to Volocopter, the vertiport at Saint-Cyr-l’École is the first bespoke commercial location within its approved Paris route network. Wednesday’s crewed test flight was conducted under a permit to fly awarded by France’s Civil Aviation Authority (DGAC), kicking off an operational validation test campaign.

The company will need to demonstrate flight maneuvers around the vertiport, ground handling, communication with air traffic control, battery charging, and more. The campaign is the culmination of years of testing at Pontoise airfield, the site of Paris’ first inaugurated vertiport.

“For now, test flights are carried out without passengers, but once the aircraft is certified, we will test emergency medical flights with AP-HP (Ile-de-France University Hospital Centre),” said Edward Arkwright, deputy CEO of Groupe ADP. “Innovation in the field of aeronautics needs time to remove obstacles regarding safety, but we remain convinced that new carbon-free air mobilities around eVTOLs will offer helpful services that go way beyond the transportation of passengers.”

Volocopter followed that test flight with a second at the World Heritage Palace of Versailles on Sunday, soaring over the palace’s lush gardens during a demonstration attended by Groupe ADP and DGAC officials.

The venue hosted several 2024 Olympic events and was the site of the first hot-air balloon flight by the Montgolfier brothers in 1783. Authorization for the flight was awarded on the final day of the Games by the Château de Versailles, City of Versailles, Yvelines Prefecture, and DGAC.

“The sustainable air mobility community is still at the start line, but today’s flight in this exceptional environment was the perfect closing ceremony to our summer, as we look forward to returning to Paris very soon,” said Dirk Hoke, CEO of Volocopter.

The company said it hopes to fly in central Paris later this year, with aspirations to launch passenger operations from its river barge vertiport on the Seine. A Groupe ADP official told Agence France-Presse (AFP) the partners hope to fly passengers over the river by the time Notre Dame Cathedral, which burned down more than five years ago, is reopened in December.

Volocopter next year also expects to begin trials of an emergency medical service in Germany with partner ADAC Luftrettung, which last year agreed to purchase two custom-built VoloCity aircraft and could buy as many as 150.

Why Didn’t They Fly?

Beyond test flights, the firm’s primary goal is to obtain type certification from the European Union Aviation Safety Agency (EASA), the elusive approval that would have allowed it to fly passengers at the Olympics. So far, only one eVTOL manufacturer—China’s EHang—has received type certification from its country’s aviation regulator, though many others have begun the process.

Arkwright told AFP that Volocopter’s VoloCity suffered “a delay of a few weeks” in certification due to issues affecting the aircraft’s motor. The air taxi features 18 motors and rotors powered by electricity from nine lithium-ion battery packs, giving it a range of about 19 nm at a cruise speed approaching 60 knots.

Hoke said the issue traces back to “an American supplier who was not capable of providing what he had promised.”

Passenger flights at the Olympics also faced political barriers from local French officials, many of whom characterized the project as environmentally harmful and air taxis as a service for the wealthy. In response, Volocopter and Groupe ADP have altered their tone by touting other use cases, such as emergency response.

Paris’ city hall even took legal action against the proposal, but according to AFP, French administrative officials ruled against it “pending a decision on the merits of the case, expected in the autumn.”

Though Volocopter failed to meet its goal, the company will have another chance to showcase its aircraft on the world stage at the 2028 Olympic and Paralympic Games in Los Angeles. By then, the FAA expects to have laid the groundwork for commercial air taxi routes to be flown routinely.

Manufacturer Archer Aviation earlier this month expressed its desire to be flying in the city by the time the Games begin, while competitors Joby Aviation and Wisk Aero, the eVTOL subsidiary of Boeing, plan to operate there as well. Wisk further intends to demonstrate its self-flying design at the 2032 Olympic and Paralympic Games in Brisbane.

The companies’ objective is to boost public acceptance of the novel aircraft, which they claim will be far quieter and more sustainable than helicopters. Some have already managed to convince major U.S. airlines, including United Airlines, Delta Air Lines, and Southwest Airlines, to make investments or commitments to the technology.

Among American manufacturers, Archer and Joby are the closest to receiving type certification. Both companies hope to begin flying passengers next year.

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The company on Thursday announced it intends to launch a city center-to-airport network in Los Angeles by 2026, building on its plans to fly in New York City and Chicago. The service is meant to replace one-to-two-hour drives by car with more direct aerial routes while remaining cost competitive with ground-based rideshare options such as Uber and Lyft.

Archer in July also struck a deal with Southwest Airlines to connect Southwest terminals across California, where it is in the process of building a network of hubs linking South San Francisco, Napa, San Jose, Oakland, and Livermore.

The manufacturer’s flagship Midnight air taxi is designed for a pilot to fly as many as four passengers on back-to-back, 20-to-50 sm, 10-to-20-minute trips, with only a few minutes of charge time in between. The company hopes to obtain type certification from the FAA in time for a 2025 commercial rollout in New York and Chicago.

After that, it will set its sights on Los Angeles, where it intends to connect key locations such as Los Angeles International Airport (KLAX), Orange County, Santa Monica, Hollywood Burbank, Long Beach, Van Nuys, and the University of Southern California with vertiports. These takeoff and landing hubs are akin to heliports but will include electric aircraft chargers for Midnight and other electric aircraft to juice up.

Archer also has a memorandum of understanding (MOU) with FBO network Signature Aviation to install electric chargers at more than 200 Signature terminals nationwide, adding to the number of potential takeoff and landing sites for Midnight.

Archer competitor Joby Aviation is also looking to fly in the Los Angeles area in partnership with Delta Air Lines and earlier this year began the process of installing eVTOL infrastructure in California. Boeing air taxi subsidiary Wisk Aero, eVTOL jet manufacturer Lilium, and eVTOL developer Overair are among firms with similar ambitions.

The companies hope to showcase their aircraft on the world stage when the 2028 Olympic and Paralympic Games in Los Angeles arrive— an ambitious target but one that is in line with the FAA’s own expectations for the industry. The city will also host men’s soccer games during the 2026 World Cup, which is being jointly held in the U.S., Canada, and Mexico.

“Establishing our LA network ahead of the global events that are coming to the region over the next three years is a milestone that will put Midnight on display for the whole world to see,” said Adam Goldstein, CEO of Archer. “LA is known for its horrendous traffic—our goal is to offer a safer, faster, and more sustainable alternative travel option.”

A handful of eVTOL manufacturers, including Germany’s Volocopter and China’s AutoFlight, are supposed to demonstrate their air taxis at the 2024 Olympic and Paralympic Games in Paris, but those flights have yet to take place and may not happen at all.

Aiding Archer, however, is a tight relationship with the FAA and the backing of California state officials such as Governor Gavin Newsom.

“Homegrown companies like Archer Aviation are pioneering the next generation of zero-emission transportation that will help California cut pollution, clean our air, and reduce traffic,” said Newsom.

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Joby on Tuesday said it formally applied for its flagship design to be certified by Australia’s Civil Aviation Safety Authority (CASA) for a commercial passenger air taxi service Down Under. The manufacturer would leverage a bilateral agreement between the FAA and CASA that would allow its FAA type certificate to be validated by the Australian regulator.

The FAA in March published final special class airworthiness criteria that Joby will use to obtain that approval, which it hopes to achieve by next year. The company has also received Part 135 authorization to operate its aircraft and Part 145 certification to perform maintenance and repairs.

“With commercial powered-lift operations already considered in CASA’s regulatory frameworks, we’re pleased to be working with Australian authorities using a regulatory path to market that is actively being pursued by numerous countries around the world,” said Joby founder and CEO JoeBen Bevirt.

Joby has also applied for its FAA type certificate to be validated by regulators in the U.K. and Japan.

The manufacturer’s flagship design is a four-passenger air taxi with 100 sm (87 nm) range and 200 mph (174 knots) cruise speed, ideal for intracity trips such between city center and airport. The firm intends for the service to operate much like ground-based rideshare platforms Uber and Lyft and will use a recently unveiled software suite called ElevateOS, which has been approved for use by the FAA.

Uber’s Elevate subsidiary previously ran the short-lived UberCopter service, which used helicopters rather than eVTOL aircraft. Several Joby employees, including head of product Eric Allison, who helped develop ElevateOS, joined the manufacturer when it acquired Uber Elevate in 2020, and Uber became a partner and investor.

In Australia, Joby has a relationship with Skyportz Infrastructure, a developer of vertiports. These sites, often modified airfields, enable vertical takeoff and landing and are equipped with electric charging stations for eVTOL aircraft to juice up. The two companies do not yet have a deal for Joby to use Skyportz vertiports but have agreed to build a mock passenger terminal to test future air taxi operations.

Of note, Skyportz in April launched an operating subsidiary, Wilbur Air, which will fly routes connecting the company’s vertiports nationwide. Joby plans to operate its own aircraft in the U.S. but has also contemplated the direct sale of aircraft to operating partners.

“With this announcement [Tuesday], we could see Joby aircraft commence operations in Australia from our Skyportz sites in the foreseeable future,” said Skyportz CEO Clem Newton-Brown.

Bolstering that prediction is CASA’s recent release of vertiport design guidelines, which call for the sites to exclude helicopters.

“This will give the AAM industry an opportunity to demonstrate to the community that a vertiport (catering only for air taxis) may be more desirable than a heliport,” said Newton-Brown.

Down Under, the company may need to compete with Boeing air taxi subsidiary Wisk Aero, which is also working toward service in Australia and has a partnership with a similarly named infrastructure provider, Skyports (with an “S”). The partners are seeking to stand up a vertiport network by the time the 2032 Olympic and Paralympic Games begin in Brisbane.

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After completing the world’s first electric air taxi flights in Guangzhou and Hefei in December, EHang on Sunday made debut passenger carrying flights in the city of Taiyuan.

The trips, completed using EHang’s self-flying EH216-S air taxi, follow the company’s delivery of 10 aircraft to Xishan Tourism, which in May signed a purchase order for 50 units. The companies have a tentative agreement for EHang to deliver 450 aircraft over the next two years, with an eye toward launching aerial tourism and sightseeing services across North China.

“We have gradually delivered EH216-S by batches to Taiyuan, Hefei, Wuxi, Wencheng, Zhuhai, and other places, and are actively assisting our local partners who are creating application scenarios to obtain [air operator certification],” said Zhao Wang, chief operating officer of EHang.

EHang received its own air operator certificate last week from China’s Civil Aviation Authority (CAAC).

The province of Shanxi, in which Taiyuan is located, has been designated by the Chinese government as a national demonstration province for the country’s low-altitude economy, an analog to the advanced air mobility (AAM) industry forming in the U.S. and elsewhere. Taiyuan is the region’s capital and largest city and is considered a political and economic center.

The measure subsidizes regular, low-altitude tourism flights in the region, as well as the construction of infrastructure and other capabilities needed for routine service.

“Taiyuan is a national civil unmanned aerial vehicle test zone, with the foundation and advantages to develop the aviation industry, and will actively seize the lead in the emerging low-altitude economy industry,” said Jicheng Yang, executive vice mayor of Taiyuan and a member of the city’s municipal committee. “Taiyuan will enhance policy support, essential guarantees, and innovation capabilities, and promote the deep integration of technological innovation and the low-altitude economy.”

Xishan Tourism plans to use the designation to launch low-altitude sightseeing and tourism routes to local sites such as Yuquan Mountain, Paddy Field Park, and Juewei Mountain.

On Sunday, two EH216-S aircraft, carrying two passengers each, took off and flew autonomously from Paddy Field Park in a ceremony attended by regional government officials and industry experts. Two of the passengers were officials within the newly formed Taiyuan Xishan Ecological Tourism Demonstration Zone.

Xishan Tourism, though, said it is still working toward “regular operation”—in other words, the flights are not yet routine, as is the case in Guangzhou and Hefei.

“Xishan Tourism plans to collaborate with EHang and other partners on low-altitude scenarios of air mobility, tourism, and public services to establish multiple flight camps or landing pads, alongside various low-altitude sightseeing routes for pilotless eVTOL within Taiyuan and nearby scenic areas,” said Yaozong Chang, chairman of Xishan Tourism. “We aim to build an urban low-altitude tourism mobility network and a new urban air traffic management system, and to establish a low-altitude economy industrial park.”

EHang at the event also demonstrated its longer-range, passenger-carrying VT-30, firefighting EH216-F, and EH216-L for cargo logistics.

All four aircraft were on display in the Middle East in May, when the manufacturer completed that region’s first passenger carrying eVTOL flights in the United Arab Emirates.

The company’s flagship EH216-S is the first and only eVTOL design to receive type certification from a national aviation regulator, the CAAC. The regulator in December also handed the EH216-S the world’s first eVTOL airworthiness certification and in April gave the green light for EHang to begin mass manufacturing the model.

That puts the company well ahead of competitors in the U.S. such as Archer Aviation and Joby Aviation, which are building piloted air taxis but have yet to obtain any of those three approvals. Both companies are targeting commercial rollouts in 2025.

Like EHang, Boeing air taxi subsidiary Wisk Aero is building a self-flying design but does not expect it to fly commercially until the end of the decade.

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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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On Wednesday at the Farnborough International Airshow in the U.K., the company announced it received a preorder for 100 Integrity air taxis from Australia’s Wilbur Air, a recently launched operating subsidiary of eVTOL infrastructure specialist Skyportz.

Skyportz has been developing a network of vertiports—akin to heliports but with electric chargers for eVTOL aircraft—to be built across Australia for the past half decade. Wilbur, which also has plans to fly U.S. manufacturer Electra’s hybrid-electric short takeoff and landing (eSTOL) aircraft, will operate Crisalion’s Integrity across that network.

The zero-emission air taxi, designed to seat as many as five passengers plus a pilot, has an expected range of 80 sm (70 nm) when cruising at about 70 knots with a payload of around 880 pounds.

Its calling card is the company’s FlyFree propulsion system, which comprises 16 motors arranged in two arms on either side of the aircraft and running on lithium-ion batteries.

“Each arm can independently adjust its thrust vector in both pitch and roll, using the differential thrust of the motors,” Crisalion said.

The firm says the patented design is meant to boost stability across phases of flight, including in adverse weather.

Additionally, the aircraft’s interior can be configured to support passenger transport, aerial tourism, logistics, and emergency situations.

Crisalion expects to certify Integrity in 2028 ahead of a 2030 commercial rollout. Wednesday’s preorder agreement is the company’s first in the Australian market.

Skyportz on its website displays a large map of potential hubs in its planned vertiport network, which includes several locations in Europe, Latin America, and the U.S. Those markets may be the next to see Integrity fly under the partnership.

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On Monday at the Farnborough International Airshow in the U.K., Wisk, in an expansion of its partnership with vertiport developer Skyports, announced an electric air taxi network that it hinted could be ready in time for the marquee event.

Wisk and Skyports in 2022 gave an early look at their vision for an eVTOL air taxi network, complete with infrastructure for vertical takeoff and landing, or vertiports. They will function much like heliports with electric aircraft chargers to juice up Wisk’s air taxi.

The partners now are working with the Council of Mayors of Australia’s South East Queensland (SEQ) region, with which Wisk has collaborated since 2022, to devise a network for the company’s Generation 6 model.

A prototype of the flagship design has a range of 90 sm (78 nm) with reserves and charge time of 15 minutes. Like designs from competitors Archer Aviation and Joby Aviation, the Gen 6 features tilting propellers that aid in both vertical and forward flight. Wisk, though, is one of a handful of firms in the industry looking to fly autonomously at launch. It projects a commercial rollout will happen by the end of the decade.

Wisk and Skyports will pick out hubs for the air taxi across the SEQ region, home to an estimated 4 million and growing. The partners said they will study regional travel patterns, conduct feasibility studies, and speak with local communities about what to expect from the service.

They also noted that the region is already preparing for the 2032 Olympic and Paralympic games, saying they expect to plan out air taxi infrastructure in time for the big event.

“We’re excited to see this evolving industry bring high-value local jobs to SEQ and support improved services like medical and tourism,” said Scott Smith, CEO of the SEQ Council of Mayors. “To secure our place as a global destination, we must be at the forefront of adopting emerging technologies.”

Wisk is developing a similar network in Japan in partnership with flag carrier Japan Airlines.

It likewise has plans for the U.S. in the Greater Houston region of Texas and is working toward bringing the Gen 6 to Long Beach, California. Officials in Los Angeles are preparing for the introduction of air taxis ahead of the 2028 Olympic and Paralympic Games, though it is unclear if Wisk will meet that deadline.

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The manufacturer has begun ground testing a new, more advanced full-scale prototype of its flagship VX4 air taxi after an initial prototype was damaged during an uncrewed flight test last year.

A failed pylon affected the way the aircraft’s flight control system communicated with its motors, causing it to tumble from about 30 feet in the air onto the runway at Cotswold Airport (EGBP) in the U.K.

Vertical’s latest prototype air taxi is more powerful, capable of reaching 150 mph—the intended cruise speed for its flagship model—courtesy of an improved power-to-weight ratio. It features new propellers, which were developed prior to last year’s crash, and proprietary battery technology manufactured at a dedicated facility in Bristol.

Sixty percent of the aircraft’s technology and components come from suppliers including Honeywell, Leonardo, GKN Aerospace, Hanwha, and Molicel, compared to 10 percent on the first prototype. The company is also developing an identical prototype.

The new aircraft and its systems have been tested and commissioned, and Vertical has already completed initial ground testing, including propeller balancing and spinning tests that measure the weight distribution of each blade. The next step will be powered propulsion system testing of the air taxi’s powertrain and battery packs, during which the engines will be run while the vehicle is anchored. 

After that, Vertical will need to secure a permit to fly from the U.K.’s Civil Aviation Authority (CAA), which will allow it to move to the “wheels up” phase: crewed testing of tethered aircraft and low-speed untethered flights. It will also need to perform thrustborne, wingborne, and transition flights, demonstrating that the aircraft can maneuver and gain lift as expected.

The manufacturer’s type certification safety target is the same as that for commercial airliners. Its flagship model will enable a pilot to fly as many as four passengers up to 100 sm (87 nm) while producing zero operating emissions and just 50 dBA of noise during cruise, which the company says allows it to fit seamlessly within an urban soundscape. The firm claims it will be capable of flying from Miami to Fort Lauderdale, Florida, in only 11 minutes.

Despite suffering a crash, Vertical continues to receive support from the U.K. government, which in February awarded it $10 million to develop its next-generation propellers. The allocation brings the manufacturer’s total U.K. government grant funding received to $47 million

Vertical founder Stephen Fitzpatrick also committed $50 million to the company, which he predicted would keep it liquid through mid-2025. The money will be used to support the aircraft testing and certification process, which the manufacturer hopes to complete by the end of 2026.

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Four projects intended to study potential AAM use cases and guide Michigan lawmakers as they regulate the industry have received a total of $6.25 million in funding. AAM is an umbrella term used by the FAA to denote new forms of passenger- and cargo-carrying aircraft, from drones to electric vertical takeoff and landing (eVTOL) air taxis.

The $2.6 million will be allocated to electric aircraft and charging station developer Beta Technologies. The remaining funds will be divided among drone infrastructure developer Skyports ($512,000); Traverse Connect, the economic developer for the state’s Great Traverse region ($689,500); and Michigan Central, a transportation technology campus located in Detroit ($2.45 million).

The money comes from the Michigan AAM Activation Fund, which has the combined backing of the state’s Department of Transportation (MDOT), Office of Future Mobility and Electrification (OFME), and Economic Development Corporation (MEDC). The fund aims to prepare Michigan for the arrival of AAM aircraft by coordinating state agencies.

“Advanced air mobility is an incredible economic opportunity for the state of Michigan,” said Gilchrist. “These investments create high-tech jobs, grow cutting-edge businesses, and enhance quality of life for our residents. These innovative advancements will elevate the way our companies operate, making air transportation more efficient and changing the way we move both people and cargo.”

Added Bradley Wieferich, Michigan state transportation director: “This new investment complements the state’s strategy to find safe and cost-efficient ways to capitalize on a robust network of aviation infrastructure serving Michiganders today.”

Beta will use its $2.6 million appropriation to install electric aircraft chargers statewide, including at Cherry Capital Airport (KTVC), Capital Region International Airport (KLAN), West Michigan Regional Airport (KBIV), and Willow Run Airport (KYIP).

The company is developing systems that adhere to the combined charging standard (CCS), a set of design protocols endorsed by Beta, the General Aviation Manufacturers Association (GAMA), and other manufacturers such as Archer Aviation and Boeing’s Wisk Aero. So far, Beta has about 20 chargers installed and online in the Eastern U.S., with another 50 or so in the construction or permitting process.

Skyports will use its money to launch a trio of proof-of-concept, ship-to-shore drone delivery services in the cities of Sault Ste. Marie and Detour Village, in partnership with local shipping provider Interlake Steamships. The ships will be anchored while drones arrive to pick up deliveries.

Traverse Connect, with an assortment of partners, will examine the use of drones to deliver critical medical supplies to rural areas, which typically have less access to the U.S. healthcare system. The drones will also be deployed for marine surveying, water sampling and testing, bathymetric mapping, and emergency response in the Lake Michigan area.

Michigan Central, meanwhile, has been tasked with improving Michigan’s recently announced advanced aerial innovation region, an urban campus that was opened to bring AAM companies and jobs to the state. It will also work alongside Brooklyn’s Newlab, a technology center best known for revitalizing the Brooklyn Navy Yard, to test beyond visual line of sight (BVLOS) drone use cases across building inspection, cargo delivery, and medical delivery.

“Michiganders have always been pioneers in the mobility space, and now we’re taking to the skies, finding new ways to use next-generation transportation to deliver critical resources like medical supplies and food, reinforcing international partnerships and cross-border collaboration, and so much more,” said Justine Johnson, Michigan chief mobility officer.

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On Friday, Southwest and Archer Aviation, manufacturer of the Midnight electric vertical takeoff and landing (eVTOL) air taxi, signed a memorandum of understanding (MOU) to develop a network of routes connecting Southwest terminals at California airports.

The airline is the state’s largest air carrier and owns key hubs in Los Angeles, San Diego, Sacramento, and the San Francisco Bay Area, where Archer recently announced plans to construct eVOL infrastructure, such as takeoff and landing vertiports, at five airports.

Archer’s flagship aircraft, which takes off and lands like a helicopter but flies on fixed wings like an airplane, is designed for a pilot to fly as many as four passengers on 20 to 50 sm (17 to 43 nm) air taxi routes, cruising at up to 150 mph (130 knots).

As soon as next year, it will begin ferrying customers to and from airports at a price the manufacturer claims will be cost-competitive with ground-based rideshare services such as Uber or Lyft.

“Integrating Archer’s electric aircraft into the travel journey potentially gives us an innovative opportunity to enhance the experience of flying Southwest,” said Paul Cullen, vice president of real estate for the airline.

Cullen also left the door open for an expansion of Southwest’s air taxi service to locations in other states.

Added Dee Dee Meyers, senior adviser to California Governor Gavin Newson and director of the Governor’s Office of Business and Economic Development: “This initiative is designed to help revolutionize clean transportation with zero-direct emission and affordable options, enhancing the passenger experience, and supporting California’s climate action goals.”

The agreement with Southwest builds on Archer’s existing relationship with United Airlines, which in 2021 agreed to purchase 100 Midnight air taxis for an estimated $1 billion. Under that agreement, Archer will develop a software platform, mobile booking platform, and vertiport integration technology for a commercial service operated by United.

Delta Air Lines, the third major U.S. carrier with plans to launch an air taxi network, is working with Archer competitor Joby Aviation.

In addition, Archer in June signed a deal with Signature Aviation that would give it access to more than 200 FBOs, including those at New York Liberty International Airport (KEWR), Chicago O’Hare International Airport (KORD), and other airports the company intends to serve. The manufacturer also has an agreement with FBO network operator Atlantic Aviation to electrify Atlantic terminals in New York, Los Angeles, Miami, and San Francisco.

“With Archer’s Midnight aircraft, passengers will be able to fly above traffic to get to the airport faster,” said Nikhil Goel, chief commercial officer of Archer. “Southwest customers could someday complete door-to-door trips like Santa Monica [California] to Napa in less than three hours.”

Archer and Southwest will begin by developing a concept of operations for Midnight out of Southwest terminals, partnering with airline employees and union groups such as the Southwest Airlines Pilot Association (SWAPA).

The companies “plan to collaborate over the next few years as eVTOLs take flight,” which does not commit them to a 2025 or 2026 launch. Archer, Joby, and other eVTOL manufacturers such as Beta Technologies and Overair intend to enter commercial service during that time frame.

Adding Southwest as a partner could be key for Archer when considering the activities of its competitor overseas.

Both firms plan to fly in the United Arab Emirates, including the cities of Abu Dhabi and Dubai. In February, however, Joby signed what it describes as an exclusive six-year deal with Dubai’s Road and Transport Authority, giving it the sole right to operate an air taxi service in the emirate. Archer CEO Adam Goldstein has disputed the exclusivity of the agreement, saying it will have no impact on the company’s plans.

That dynamic has not yet played out in the U.S.—both companies plan to fly in New York, for example. But if Joby intends to replicate the strategy of gaining an edge over competitors with exclusive deals, partnerships such as that with Southwest become more important.

Notably, the companies have also butt heads on eVTOL infrastructure. Each is pushing for a different electric aircraft charging system to become the industry standard, similar to how Elon Musk fought for Tesla’s North American Charging Standard to supplant the widely accepted Combined Charging Standard (CCS) for electric ground vehicles (a fight Tesla ultimately would win).

Similarly, Joby wants its Global Electric Aviation Charging System (GEACS) to replace a modified version of the CSS supported by Archer, Beta, and others, which could throw a wrench into their FBO electrification plans.

Among eVTOL manufacturers, Archer and Joby are the closest to being able to fly in the U.S. Each has achieved a full transition flight using a prototype air taxi and expects to begin the critical for-credit phase of FAA certification in the coming months.

In addition, both are qualified to perform eVTOL maintenance and repairs and are in the process of training an initial group of pilots to fly their respective aircraft.

The goal is for those activities to be complete in time for a 2025 launch. Whether Southwest will be a part of that occasion remains to be seen.

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