Start-ups for winged eVTOL

Winged eVTOL from Joby Aviation
(Mit freundlicher Genehmigung/Courtesy of Joby Aviation. (c) [Media Kit])

Management Summary

Unlike multicopters, winged eVTOLs have wings that generate lift during forward flight and keep the aircraft airborne. Their technology therefore differs significantly from that of multicopters, which rely on vertical propellers to generate lift.

Most winged eVTOLs are being developed for commercial air transportation, with a capacity of 4–6 passengers plus a pilot. However, some start-ups are also developing smaller winged vertical takeoff and landing aircraft for private customers, with a capacity of 1–2 passengers.

Winged eVTOL aircraft can be designed with four different propeller configurations.

Depending on the propeller configuration, the flight path during the so-called transition maneuver may vary. This maneuver describes the transition from vertical to forward flight after takeoff and must be performed safely and reliably.

A transition maneuver is also required for landing. In this case, the aircraft transitions from forward flight to a vertical descent.

Fig. 1 – Overview of Start-ups for winged eVTOLs – America

Fig. 1 provides an overview of the best-known winged vertical takeoff and landing aircraft companies in the Americas, most of which are developing aircraft for commercial aviation.

The US companies Archer Aviation, Beta Technologies, and Joby Aviation are among the most advanced companies in the field:

All three companies are flight-testing operational aircraft and are actively pursuing certification and preparing for commercial operations.
They have also entered into partnerships with major corporations, including Stellantis (Archer’s manufacturing partner), United Airlines (Archer customer and partner), UPS (Beta customer), Delta Air Lines (Joby partner), and Toyota (Joby investor and technology and manufacturing partner).

Wisk Aero and the Brazilian company Eve Air Mobility have also begun flight-testing their current winged eVTOL aircraft:

Wisk completed the first flight of its autonomous GEN-6 eVTOL in late 2025. The company, previously owned by Boeing, was acquired by Archer Aviation. In return, Boeing is expected to receive a strategic stake in Archer and remain a technology partner.
Eve Air Mobility, in which Embraer holds a significant stake, began flight-testing a full-scale prototype in late 2025 and achieved initial milestones in the transition from vertical to wing-borne flight in 2026.
The program of the Canadian company Jaunt Air Mobility, by contrast, has been refocused. Its current priority is autonomous hybrid-electric VTOL aircraft for cargo, industrial, and military applications, while the originally planned Jaunt Journey passenger aircraft has been significantly delayed.

A special category is represented by so-called flying cars, which combine personal mobility on the ground and in the air. The concepts developed by ASKA and Doroni Aerospace are among the most advanced:

ASKA: The four-seat ASKA A5 combines a passenger car with a winged vertical takeoff and landing aircraft. Since 2023, a prototype has held an FAA Special Airworthiness Certificate for flight-testing and is also being tested on public roads. Commercialization is planned for 2028.
Doroni Aerospace: The two-seat H1-X is not designed for use on public roads but can travel electrically on private property. It fits inside a standard two-car garage and is intended to take off and land there as well. Initial deliveries are planned for 2028.

Fig. 2 – Overview of Start-ups for winged eVTOLs – Europe and Asia

Winged-based eVTOLs are also being developed in Europe and Asia, again primarily targeting commercial aviation, as shown at the table in Fig. 2.

Among the more advanced projects today are Vertical Aerospace and AutoFlight:

British company Vertical Aerospace has conducted piloted flight tests with its winged eVTOL aircraft, including the full transition between hover and wing-borne flight. Type certification of the Valo production aircraft, developed from the VX4, is targeted for the end of the decade.
AutoFlight is also conducting flight tests and pursuing certification of its five-seat Prosperity; the Civil Aviation Administration of China (CAAC) accepted its type certification application in 2024. AutoFlight continues to target Chinese type certification in 2026.

German startup ERC System is developing the Romeo, a large winged vertical takeoff and landing aircraft designed primarily for emergency and medical services (EMS). The lift-and-cruise aircraft can accommodate up to four passengers plus a pilot and is already undergoing piloted flight-testing. EASA type certification and the start of commercial operations are targeted for the end of the decade.

The projects pursued by Lilium and Pantuo Aviation are no longer being continued. Both companies pursued technologically ambitious concepts featuring a large number of electrically powered ducted fans:

German startup Lilium developed the Lilium Jet, an eVTOL aircraft featuring tilting ducted fans integrated into its wings and canards. Lilium filed for insolvency in late 2024 and the development program was discontinued. In 2025, US eVTOL manufacturer Archer Aviation acquired Lilium’s patent portfolio of approximately 300 intellectual property assets for €18 million.
Chinese startup Pantuo Aviation developed the five-seat PANTALA Concept H, based on a similar concept. Following flight tests with a subscale demonstrator, the company did not proceed with the subsequently announced development steps.

Development has been delayed at the South Korean-US company Supernal, a subsidiary of the Hyundai Group. In early 2024, Supernal unveiled the S-A2, a concept for a five-seat winged vertical takeoff and landing aircraft, and originally planned to enter the market in 2028. However, following management changes and workforce reductions, the aircraft program was put on hold in 2025. The previously announced target date for commercial operations can therefore no longer be considered a reliable timeline.

Skyfly and AIR are developing two-seat winged vertical takeoff and landing aircraft primarily for private customers. Both aircraft are undergoing flight-testing and are expected to benefit from simplified Light Sport Aircraft certification requirements in the US:

Skyfly: The Axe is intended to be certified in the US as a Light Sport Aircraft under the FAA MOSAIC regulations. Preorders are available, with initial deliveries planned for 2027.
AIR: A production and flight test center for the AIR ONE is being established in Florida. Following FAA acceptance of the required Light Sport powered-lift standards in 2026, AIR is working to demonstrate compliance and subsequently aims to achieve certification and begin initial deliveries.

Technology of winged eVTOLs

The technology of winged vertical takeoff and landing aircraft is more complex than that of wingless vertical takeoff and landing aircraft (multicopters):

Vertical propellers enable vertical takeoff and vertical landing, similar to multicopters.
Horizontal propellers provide thrust and enable forward flight.
During forward flight, airflow over the wings generates lift, keeping the aircraft airborne. Unlike a multicopter, the propellers therefore do not have to continuously generate all of the lift required to keep the aircraft aloft.

Unlike multicopters, which are controlled exclusively by varying the speed of their propellers, many winged eVTOLs also use aerodynamic control surfaces on the wings and tail during forward flight – similar to conventional airplanes:

Ailerons are located on the wings and control the roll motion about the longitudinal axis, for example when initiating a turn.
Elevators control the pitch motion about the lateral axis, raising or lowering the nose of the aircraft.
Rudders control the yaw motion about the vertical axis, turning the aircraft to the left or right.

Particularly in larger winged eVTOL aircraft designed for commercial air transportation, aerodynamic control surfaces are combined with control through propeller thrust and/or propeller orientation. A fly-by-wire system coordinates these different control inputs depending on the respective phase of flight. Examples include:

Joby Aviation: The S4 features ailerons on the wings and ruddervators on its V-tail, combining the functions of elevators and rudders.
Archer Aviation: The Midnight features four flaperons on the wings, combining the functions of ailerons and flaps, as well as six ruddervators on its V-tail. The ruddervators, in turn, combine the functions of elevators and rudders.
Beta Technologies: The ALIA features conventional aerodynamic control surfaces with ailerons, elevators, and a rudder.

Winged eVTOLs offer a significantly greater range than multicopters because, during forward flight, the wings generate lift and the propellers required for vertical flight can either be switched off or used for propulsion, depending on the aircraft design.

The ranges already technically achievable today were demonstrated by AutoFlight in 2023 with its Prosperity: The eVTOL covered 250.3 km on a single battery charge, completing the entire flight profile including vertical takeoff, transition, cruise flight, and vertical landing.

However, such a maximum range achieved under test conditions should not be equated with the range available in commercial operations. For safety reasons, an energy reserve must always be maintained to safely accommodate factors such as adverse weather conditions, delays, a go-around, or a diversion to an alternate landing site. The actual flight distance that can be planned is therefore always shorter than the technically achievable maximum range.

The propulsion systems of winged vertical takeoff and landing aircraft are also generally designed with redundancy. The failure of an individual propeller or propulsion unit should therefore not result in a crash, as the remaining propulsion units can continue to generate sufficient lift and allow the aircraft to safely continue or terminate the flight.

Propeller Configurations

PK2 - Beta Tech. - Vertikal- und Horizontal-Propeller

PK3 - Archer Av. - Propeller teilw. klappbar, teilw. vertikal

PK4 - AIR VEV - Vertikal-Propeller mit Neigungswinkel

Fig. 3 – PC1: Tilt Propeller (Joby) | PC2: Vertical & Horizontal Propeller (Beta) | PC3: Tilt- & Vertikal Propeller (Archer) | PC4: Inclinded Vertical Propeller (Air EV)
(Mit freundlicher Genehmigung/Courtesy of (1) Joby Aviation [Media Kit] | (2) Beta Technologies Inc. [Media Kit] | (3) Archer Aviation Inc. [Media Kit] | (3) AIR VEV Ltd. [Media Kit])

Four different propeller configurations (PC) can be distinguished for winged eVTOLs. Examples of all four configurations are shown in Fig. 3. Simply click on the images to enlarge them.

PC1 – All propellers can tilt from a vertical to a horizontal position
In the vertical position, the propellers enable vertical takeoff and landing. For forward flight, the propellers are tilted into the horizontal position to generate the required thrust.
PC2 – Propellers have a fixed vertical or horizontal orientation
The vertical propellers are used for vertical takeoff and landing, while the horizontal propellers provide thrust during forward flight. Often, only one horizontal propeller is installed.
PC3 – Some propellers can tilt, while the remaining propellers are fixed in a vertical position
This configuration combines PC1 and PC2. The fixed vertical propellers generate lift only during vertical takeoff and landing. The tilting propellers provide additional lift during these phases and subsequently generate thrust during forward flight. Typically, the vertical propellers are mounted along the trailing edge of the wing, while the tilting propellers are mounted along the leading edge.
PC4 – All propellers have a largely vertical orientation with a slight forward tilt
The propellers enable vertical takeoff and landing. By controlling the front and rear propellers differently, the aircraft is tilted forward for forward flight, thereby generating the required thrust.

Advantages of PC1 (all propellers tiltable) include greater range and higher speed, as all propellers can be used for propulsion during forward flight. Disadvantages include the greater technological complexity of the tilting mechanisms and the fact that the transition from vertical climb to forward flight follows a ramp-like flight path.

Advantages of PC2 (propellers in fixed vertical or horizontal positions) include a simpler design and the ability to perform a 90-degree transition maneuver from vertical climb to forward flight. A disadvantage is that the vertical propellers are not used during forward flight, while their additional weight and aerodynamic drag reduce range.

PC3 (a combination of PC1 and PC2) also enables a 90-degree transition maneuver, combining characteristics of both concepts. The greater number of propellers available for forward flight can enable higher speeds compared with PC2. This advantage comes at the cost of greater technological complexity due to the tilting mechanisms.

PC4 (vertical propellers with a slight forward tilt) can be implemented particularly simply and cost-effectively. Similar to multicopters, there are no moving components in the propulsion system other than the rotating propellers. A disadvantage is that the entire aircraft must tilt about its lateral axis for forward flight, which can affect passenger comfort. This configuration is therefore particularly suitable for smaller vertical takeoff and landing aircraft designed for private aviation.

The PC1–PC3 configurations are primarily used in larger, 4–6-seat aircraft being developed for commercial air transportation.

In contrast, the PC4 configuration is primarily found in smaller, 1–2-seat aircraft designed for private customers.

Regardless of their design, all winged vertical takeoff and landing aircraft must be able to safely transition from vertical climb to forward flight.

This flight maneuver is referred to as the transition maneuver, or simply the transition. The ability to perform this maneuver safely, including under challenging weather conditions, is essential for certification of an eVTOL aircraft by the responsible aviation authorities.

The Transition Maneuver

The transition maneuver is the most important flight maneuver for all VTOL aircraft. It is essential for safe takeoff and safe landing. It consists of 2 phases: (1) vertical climb and (2) the gradual transition from vertical climb to forward flight. During landing, these phases are performed in reverse order.

Fig. 4 – Transition maneuvers of winged eVTOLs

The transition maneuver can generally be performed along two different transition trajectories, as shown in Fig. 2:

With transition trajectory TT1, the transition from vertical climb to forward flight occurs continuously along a curved trajectory.
With transition trajectory TT2, the transition occurs at a 90-degree angle, similar to a helicopter.

A key safety requirement is that the eVTOL propulsion system provides sufficient redundancy throughout the entire transition. This requirement may prevent the use of certain transition trajectories that are technically feasible from a flight-dynamics perspective but cannot meet the required level of safety.

Winged eVTOL aircraft with fixed vertical and horizontal propellers (PC2) can generally perform the transition maneuver along either transition trajectory TT1 or transition trajectory TT2.

The transition along trajectory TT2 consists of the following steps:

During takeoff, the vertical propellers initially generate the required lift, allowing the aircraft to climb vertically.
Once the desired altitude has been reached, the thrust of the vertical propellers is adjusted so that the aircraft can initially hover in the air, similar to a helicopter.
The horizontal propellers are then activated to provide thrust, causing the aircraft to transition into forward flight. As airspeed increases, the wings generate increasing lift, allowing the thrust of the vertical propellers to be gradually reduced. This reduction must be carefully controlled to ensure that sufficient lift is maintained throughout the transition.
Once sufficient airspeed has been reached and the wings generate the required lift, the vertical propellers can be switched off completely. The transition to forward flight is then complete.

In this video, you can see the transition maneuver performed by AutoFlight along transition trajectory TT2.

Winged eVTOL aircraft with tilting propellers (PC1) generally perform the transition maneuver along trajectory TT1:

During takeoff, all propellers are in the vertical position, allowing the aircraft to climb vertically.
Once a certain minimum altitude has been reached, the propellers are gradually tilted forward. This causes the aircraft to begin moving forward while continuing to climb along a curved transition trajectory. The propellers must be tilted in a controlled manner to ensure that sufficient lift is maintained throughout the transition.
As airspeed increases, the wings generate increasing lift, allowing the propellers to be tilted further forward.
Once sufficient airspeed has been reached and the wings generate the required lift, the propellers are tilted fully into the horizontal position. The transition to forward flight is then complete.

In this video, you can see Joby Aviation performing the transition maneuver along transition trajectory TT1.

Winged vertical takeoff and landing aircraft with PC3 and PC4 propeller configurations can generally perform the transition maneuver along either transition trajectory.

Here you can watch a video of the transition maneuver performed by the PC3 eVTOL from Archer Aviation.

For PC3 eVTOL aircraft, the separate vertical propellers would technically also allow a 90-degree transition (TT2). However, it is currently unknown whether manufacturers such as Archer will actually use this transition trajectory in future regular operations. In addition to flight dynamics, safety requirements in the event of individual propulsion unit failures play a particularly important role.

PC4 eVTOL aircraft operate in a similar way to multicopters with additional wings. Control during climb and transition is primarily achieved by varying the thrust of the individual propellers. For forward flight, the entire aircraft is tilted forward so that part of the propeller thrust provides forward propulsion. As an example, you can watch this video showing the climb and transition maneuver of the AIR ONE.

Whether the ability to perform the transition maneuver along a 90-degree transition trajectory represents a significant competitive advantage is currently difficult to assess. Such a transition trajectory could offer advantages particularly in densely built-up urban areas, as the eVTOL could first climb vertically to a greater altitude or transition to hover above obstacles before landing, thereby requiring less horizontal airspace in the immediate vicinity of the takeoff or landing site. This could, for example, facilitate the operation of vertiports between or on top of high-rise buildings.

A 90-degree transition could offer particular advantages for emergency operations. When landing at an accident site, for example, the eVTOL could first transition to hover above trees, buildings, or other obstacles and then descend almost vertically onto a small clear area. This could facilitate operations at hard-to-reach or spatially constrained accident sites.

Winged eVTOLs for Commercial Aviation - America

The United States, and California in particular, is a hot spot for start-ups developing winged VTOL aircraft. Accordingly, most companies in this segment were founded here.

Fig. 5 – Joby Aviation | ALIA-250 from Beta Technologies | Midnight from Archer Aviation
(Mit freundlicher Genehmigung/Courtesy of (1) Joby Aviation. (c) [Media Kit] | (2) Beta Technologies Inc. [Media Kit] | (3) Archer Aviation Inc. [Media Kit])

The US companies Joby Aviation, Beta Technologies, and Archer Aviation are already at an advanced stage of development and are testing flight-capable, near-production prototypes. At the same time, the three companies represent different propeller configurations, as shown in Fig. 5:

Joby Aviation uses PC1: All six propellers are tiltable. They are initially positioned vertically for takeoff and then progressively tilted toward the horizontal position for forward flight.
Beta Technologies represents PC2: Fixed vertical propellers provide lift during takeoff and landing, while a separate horizontal propeller provides thrust during forward flight.
Archer Aviation uses PC3, combining elements of both concepts: Some propellers are fixed in a vertical position, while the remaining propellers are tiltable and provide thrust after transition.

All three companies are also relatively advanced in terms of certification:

Joby Aviation: Three of the five stages of the FAA type-certification process have been completed or are substantially complete; by mid-2026, the fourth stage was approximately 75% complete, while work was already underway on the fifth and final stage. The first FAA-conforming aircraft is undergoing flight-testing. Initial flights under the eVTOL Integration Pilot Program (eIPP) are planned for 2026.
Archer Aviation: For the Midnight, the certification requirements and means of compliance have largely been established; the focus is now on testing and demonstrating compliance for FAA type certification. In parallel, Archer is preparing for initial limited operations in the US and abroad.
Beta Technologies: The conventionally taking off and landing electric ALIA CTOL is expected to receive FAA type certification first, followed by the ALIA VTOL approximately twelve months later. Type certification of the winged VTOL aircraft is therefore currently planned for late 2027/early 2028, with customer deliveries expected to begin thereafter.

The three US companies are also setting the pace in terms of commercialization, while pursuing different business models:

Joby Aviation has been working with Delta Air Lines since 2022. Delta initially invested US$60 million; its investment could increase to as much as US$200 million. The companies are planning a Joby-operated airport shuttle service that will initially be integrated into Delta’s booking systems in New York and Los Angeles.
Archer Aviation has also secured a major US airline, United Airlines, as a partner and investor. United ordered 100 Midnight aircraft and made a US$10 million pre-delivery payment. Plans include air taxi routes serving major airports in New York and Chicago. Initial US operations under the eVTOL Integration Pilot Program (eIPP) are expected to begin in 2026.
Beta Technologies is initially focusing on cargo, logistics, and medical transport. Its customers include UPS and United Therapeutics, which plans to use the ALIA for applications including donor-organ transport. By the end of 2025, its civil order backlog comprised 891 aircraft valued at US$3.47 billion, including 560 ALIA VTOL aircraft.

However, there is still a long way to go before aircraft can be produced and sold in significant numbers. Development, flight-testing, certification, and the simultaneous ramp-up of serial production continue to generate high costs, while revenue from aircraft sales and flight operations remains limited for the time being. The companies will therefore continue to require substantial financial resources.

Other winged VTOL aircraft are being developed by the US companies Overair and Wisk Aero, by Jaunt Air Mobility, with operations in the US and Canada, and by Brazil-based Eve Air Mobility.

However, these projects are at very different stages of development:

Wisk Aero is flight-testing a full-scale prototype of its autonomous Generation 6 aircraft. The first flight took place in December 2025; since May 2026, two aircraft have been tested in parallel. Wisk is pursuing FAA type certification as an autonomous passenger eVTOL. In August 2026, Archer Aviation agreed to acquire Wisk from Boeing; the Gen 6 program will continue.
Eve Air Mobility, a spin-off of Embraer, has been flight-testing a full-scale prototype since December 2025. By spring 2026, more than 50 test flights had been completed; testing has since expanded to include the transition to wing-borne flight. Six conforming prototypes are planned for certification. Type certification will initially be conducted by Brazil’s ANAC and is subsequently expected to be validated by the FAA, EASA, and other authorities. Commercialization is planned from 2028.
Overair is developing the Butterfly, a six-seat winged VTOL aircraft with four large tilting rotors. A full-scale prototype was completed in late 2023 and initially underwent ground testing. However, the announced flight-testing and certification schedule has been significantly delayed, and current information on the program’s progress is limited.
Jaunt Air Mobility originally developed the Journey, a five-seat passenger eVTOL. The company has since shifted its focus toward autonomous hybrid-electric VTOL aircraft for cargo, logistics, government, and military applications; the Journey concept is no longer its primary focus.

Winged eVTOLs for Commercial Aviation - Europe and Asia

Start-ups for winged eVTOLs have also been founded in Europe and Asia.

Abb. 7 – Lilium Jet | VX4 from Vertical Aerospace | “Prosperity I” from Autoflight
(Mit freundlicher Genehmigung/Courtesy of (1) Lilium GmbH [Media Kit] | (2) Vertical Aerospace Group Ltd. [Press Release] | (3) Autoflight Limited [Homepage]))

The development programs of German company Lilium, Chinese company AutoFlight, and British company Vertical Aerospace have taken very different paths. While AutoFlight and Vertical Aerospace continue to advance their flight-testing and certification programs, the Lilium Jet program was discontinued following the company’s insolvency.

The different aircraft and propulsion concepts are shown in Fig. 7:

Lilium developed the Lilium Jet (PC1: tilting ducted fans), a technologically ambitious eVTOL. As late as 2024, conforming aircraft were being built for the planned crewed flight test program before the company ran into financial difficulties at the end of 2024. A subsequent attempt to restart the company failed in 2025, and the development program was not continued. In 2025, Archer Aviation acquired Lilium’s patent portfolio of around 300 intellectual property assets for €18 million.
AutoFlight is developing the five-seat Prosperity (PC2: separate vertical and horizontal propellers), a winged VTOL aircraft that is already undergoing flight-testing and certification with China’s CAAC. The type certification application was accepted in 2024, and AutoFlight continues to target 2026 for completion of the certification process. The company has already achieved an important technological milestone with the cargo version, CarryAll, which received Chinese type certification in 2024 and production certification later that year.
Vertical Aerospace is developing the Valo (PC3: tilting and fixed vertical propellers) as the successor to the VX4. In 2026, Vertical demonstrated a complete crewed transition from hover to wing-borne flight and back again. The production Valo is designed to carry up to six passengers; certification is targeted for 2028, with commercial operations expected to begin thereafter.

The technical and economic feasibility of the Lilium Jet was questioned early on by aviation experts, including in a 2020 article published by the aviation magazine aerokurier. Critics pointed in particular to the very high power requirements during vertical takeoff and hover resulting from the small ducted fans and high disk loading; the range achievable with the battery technology available at the time was also questioned. Lilium countered that the particularly energy-intensive hover phase would last only a very short time and that the aircraft was optimized for much more efficient wing-borne flight.

Flight-testing of the full-scale demonstrators showed that the basic flight and transition concept worked. However, it was never demonstrated whether the near-production, crewed Lilium Jet would actually have achieved its targeted range, payload, and energy consumption under real-world operating conditions.

Fig. 8 – Concept Vehicle from Supernal Aero
(Mit freundlicher Genehmigung/Courtesy of Supernal. [Media Kit])

Fig. 9 – eVTOL model from Pantuo Aviation
(Mit freundlicher Genehmigung/Courtesy of Pantuo Aviation [Homepage])

Hyundai-owned Supernal and Chinese start-up Pantuo Aviation are significantly less advanced with their eVTOL programs, and both have fallen behind their originally announced schedules:

Supernal unveiled the S-A2 (PC1: eight tilting propellers), its planned five-seat production aircraft, in 2024. The program, originally targeting commercial entry into service in 2028, was paused in 2025 as part of a reorganization. Hyundai is currently realigning its AAM activities, and it remains unclear when and in what form the S-A2 program will continue toward type certification.
Pantuo Aviation unveiled the PANTALA Concept H (PC1: tilting ducted fans), a technologically ambitious five-seat eVTOL. A scaled demonstrator underwent flight-testing in 2022; since then, however, no significant technical progress has been publicly documented. The company appears to no longer be in operation.

Winged eVTOLs for Private Aviation

Fig. 10 – BlackFly from Opener | AXE from Skyfly | AIR ONE from AIR
(Mit freundlicher Genehmigung/Courtesy of (1) Opener, LLC [Homepage] | (2) Skyfly Technologies Ltd. [Homepage] | (3) AIR VEV Ltd. [Press Kit])

The start-ups Pivotal (USA, formerly Opener), Skyfly Technologies (UK), and AIR (Israel/USA) are taking a different approach from most eVTOL start-ups: They are developing small aircraft designed to be sold directly to private customers. The three programs have now reached different stages of commercialization:

Pivotal is the most advanced with its single-seat Helix (PC4: fixed-orientation propellers). In the US, the Helix is offered as an ultralight aircraft under FAA Part 103 and therefore does not require conventional type certification or a pilot certificate. Initial customer deliveries began in 2024. The base price is US$190,000, excluding taxes and additional costs.
Skyfly Technologies is developing the two-seat Axe (PC4: fixed-orientation propellers) for private and recreational pilots. The company is targeting the new FAA MOSAIC/Light-Sport Aircraft category for the US version and is preparing the corresponding compliance and certification documentation. Pre-orders are already being accepted, with customer deliveries planned for 2027. The current price of the Axe is approximately £295,000.
AIR is developing the two-seat AIR ONE (PC4: fixed-orientation propellers), another eVTOL designed specifically for private customers. The company has increasingly shifted its activities to the US, where it is testing the AIR ONE under an FAA Experimental Airworthiness Certificate. In 2026, AIR began flight-testing the production version and is also targeting market entry under the new MOSAIC/Light-Sport Aircraft regulations. The AIR ONE is currently priced at around US$150,000; customer deliveries are expected to begin once regulatory approvals have been obtained and serial production has ramped up.

The technological approaches of the three aircraft are similar, as shown in Fig. 10.

The aircraft are relatively small and each features a front and rear wing. The propellers are fixed at the front and rear and are tilted slightly forward from the vertical (Propeller Configuration PC4). This eliminates the need for tilting propellers and the associated tilt mechanisms.

There are, however, differences in flight control:

AIR ONE: The aircraft is controlled entirely by varying the speed and thrust of the propellers. It has no conventional ailerons, elevators, or rudder.
Pivotal Helix: Propeller thrust control is supplemented by elevons, which combine the functions of ailerons and elevators. There is no separate rudder.
Skyfly Axe: The aircraft additionally features conventional ailerons, elevators, and a rudder. This allows it to remain under aerodynamic control during gliding flight in the event of a loss of propulsion.

Flying Cars with the technology of winged eVTOLs

Two US start-ups, California-based ASKA Fly and Florida-based Doroni Aerospace, are currently developing so-called flying cars for private customers. While ASKA is developing a truly road-capable flying car, Doroni is pursuing a compact personal eVTOL that is not designed for use on public roads but can be driven on private property and stored in a two-car garage.

Fig. 11 – ASKA^(TM) A5 on air field
(Mit freundlicher Genehmigung/Courtesy of ASKA/NTF Inc. Ltd. [Homepage])

Fig. 12 – ASKA^(TM) on the road
(Mit freundlicher Genehmigung/Courtesy of ASKA/NTF Inc. Ltd. [Homepage])

California-based US start-up ASKA Fly is pursuing an American dream dating back to the 1950s: the flying car. First unveiled to the public at CES 2023, the ASKA A5 (Fig. 10) is designed to operate both as a passenger car on public roads and as an aircraft.

Road operation: With its wings folded, the A5 occupies roughly the footprint of a large American SUV. Four electric in-wheel motors enable road operation, allowing the vehicle to be driven from the owner’s home to a suitable takeoff location.
Flight operation: The wings are unfolded for flight. The propulsion system combines tilting and fixed propellers (PC3) and enables both vertical takeoff and conventional takeoff with a short takeoff roll. The A5 accommodates four people (one pilot and three passengers). With its range extender, ASKA claims a range of up to 250 miles (approx. 400 km) and a top speed of around 150 mph (240 km/h).
Development and certification status: The full-scale prototype received an FAA Special Airworthiness Certificate for flight-testing in 2023 and has since been tested both in the air and on the road. However, this authorization does not constitute type certification for commercial sales. ASKA is pursuing FAA aircraft certification in parallel with the requirements for road approval. The originally planned market launch has been delayed significantly; the company is currently targeting commercialization from 2028.
Price: ASKA currently lists a planned sales price of approximately US$789,000 for the A5. The flying car is therefore initially aimed at a small market of affluent private customers and professional users; reservations are already being accepted.

Fig. 13 – Doroni Flying Car (Animation)
(Mit freundlicher Genehmigung/Courtesy of Doroni Aerospace, Inc [Press Kit])

Fig. 14 – Doroni Flying Car in a Mountain Landscape (Animation)
(Mit freundlicher Genehmigung/Courtesy Doroni Aerospace, Inc [Press Kit])

Florida-based US start-up Doroni Aerospace is developing the H1-X, a two-seat aircraft for private customers (see Figs. 13 and 14).

Unlike the ASKA A5, the H1-X is not a street-legal car, but is designed to be particularly easy to operate on private property and to fit inside a standard two-car garage:

Ground operation: The H1-X is designed to feature electric wheel drive for ground movement and can be maneuvered at low speeds using a joystick. This allows the aircraft, for example, to be driven out of the garage and across private property to a suitable takeoff location. The H1-X is not intended for operation on public roads.
Flight operation: The H1-X is an electric two-seat VTOL aircraft with eight vertical and two horizontal ducted fans. Doroni specifies a range of approximately 100 miles (160 km), a cruise speed of around 95 mph (153 km/h), and a top speed of 120 mph (193 km/h). Takeoffs and landings are also intended to be possible on suitable private property, such as larger driveways or open areas, provided local regulations and airspace requirements permit such operations.
Development and certification status: Doroni has already completed more than 70 test flights with earlier prototypes, including crewed flight tests, and holds an FAA Special Airworthiness Certificate for this testing. In March 2026, the company unveiled a full-scale engineering model of the new H1-X; flight-capable H1-X test aircraft are scheduled to begin testing in 2027. Doroni is targeting FAA certification by the end of 2027 under the new MOSAIC/Light-Sport Aircraft pathway, with initial customer deliveries planned for 2028.