Passengers in several U.S. states could board electric air taxis for the first time this summer after the Department of Transportation and the Federal Aviation Administration selected eight projects for a new pilot program designed to test next-generation vertical-takeoff aircraft in real-world conditions. Transportation Secretary Sean P. Duffy announced the selections for the eVTOL Integration Pilot Program, or eIPP, which will put electric vertical takeoff and landing aircraft through commercial-style operations under existing safety rules. The program arrives at a moment when at least one manufacturer, Joby Aviation, has already secured both a Part 135 air carrier certificate and flown its first FAA-conforming production aircraft, raising a pointed question: will operators that already hold federal operating certificates reach revenue flights months ahead of competitors still working through the new regulatory pathway?
Eight eIPP Selections and the Regulatory Clock
The eIPP exists because flying passengers in a new category of aircraft requires more than a finished machine. Operators need pilot certification standards, maintenance rules, and an air carrier certificate before a single ticket can be sold. The FAA addressed the pilot side by finalizing a rule that integrates powered-lift aircraft into U.S. operations, covering pilot and instructor certification, training requirements, and operating standards. A companion regulation, Special Federal Aviation Regulation No. 120, codifies the specific training minimums and ratings pilots must hold before they can fly these aircraft commercially.
The eight eIPP selections layer a real-world testing framework on top of those rules. According to the FAA’s program announcement, the projects will gather operational data on how eVTOL aircraft perform alongside conventional traffic, how vertiport infrastructure holds up, and how communities respond to new flight patterns. The Department of Transportation published a Federal Register notice formally establishing the program and requesting proposals, setting the administrative foundation for what comes next.
But the eight projects do not all start from the same position. Some operators already hold Part 135 certificates, the federal license required to carry passengers or cargo for hire on demand. Others will need to obtain one. The FAA’s own Part 135 certification process received updates that became effective January 24, 2024, streamlining certain steps but still requiring applicants to demonstrate safety management systems, pilot training programs, and operational control procedures. That gap between operators who have already cleared those hurdles and those who have not could determine which cities see air taxi service first.
Joby’s Head Start and the Certification Gap
Joby Aviation offers the clearest case study. The company received its Part 135 certificate from the FAA years before the eIPP was announced, giving it the commercial operating authority that newer entrants still lack. More recently, Joby’s first FAA-conforming aircraft took flight, a milestone that means the company is building production vehicles to the exact specifications the agency will use for type certification. No other eVTOL manufacturer has publicly matched both of those achievements.
That combination, a valid air carrier certificate plus a conforming aircraft, creates a measurable advantage. An operator with a Part 135 certificate can focus its remaining effort on completing type certification for the aircraft itself and training pilots under the new powered-lift rules. An operator without that certificate must run both processes in parallel or in sequence, each with its own inspection cycles, documentation requirements, and FAA review timelines. The practical result is that companies like Joby face fewer remaining regulatory gates before they can sell seats.
The hypothesis that Part 135 holders will reach first revenue flights significantly earlier than competitors relying solely on the SFAR pathway rests on this structural difference. No public FAA data yet quantifies the exact timeline gap, and the agency has not disclosed which of the eight selected projects currently hold valid Part 135 certificates for powered-lift operations versus those still in the application pipeline. That missing detail is the single most important variable in predicting which eIPP project flies paying passengers first.
Joby’s advantage is not only historical. In a more recent update, the company highlighted progress on its first production-conforming aircraft and reiterated its intent to begin commercial service as soon as regulators allow, a message underscored in a March 2026 shareholder communication describing preparations for entry into service. While that document is aimed at investors rather than regulators, it reinforces the perception that Joby is treating the eIPP as an opportunity to convert years of certification work into early market access.
How the eIPP Could Shape First Flights
The eIPP’s design will influence how much that head start matters. The program is not a free-for-all; each of the eight projects must operate within parameters the FAA approves, including aircraft types, routes, and operating limitations. If the agency chooses to concentrate early activity in locations where non-Part 135 operators are based, it could narrow the advantage enjoyed by incumbents. Conversely, if the FAA prioritizes readiness and risk reduction, it may lean toward projects whose aircraft and operators are furthest along in certification.
Another factor is how the FAA interprets “commercial-style” operations under existing rules. The agency could allow operators with Part 135 certificates to carry paying passengers immediately once aircraft are type certified and pilots are qualified, effectively turning eIPP flights into revenue service from day one. Or it could initially restrict all projects to demonstration flights without compensation, treating the early months as an extended operational evaluation. The agency has not publicly committed to either approach.
Local partners will also shape timelines. Cities and airports participating in eIPP projects must provide vertiport sites, charging infrastructure, emergency response plans, and community outreach. Jurisdictions that have already completed environmental reviews and public consultations will be able to host operations sooner than those still negotiating land use or noise concerns. An operator with a Part 135 certificate but no ready-made vertiport could still find itself waiting behind a less-certified rival with a fully prepared site.
Open Questions Before Summer Departures
Several pieces of the puzzle remain incomplete. The FAA has not published specific airports, routes, or target dates for the eight eIPP projects. The DOT’s establishment notice describes the program’s purpose and authority but does not include an operational calendar. Without that information, the phrase “this summer” reflects the program’s stated ambition rather than a confirmed schedule tied to specific locations.
Pilot training is another bottleneck. SFAR No. 120 sets minimum requirements for powered-lift ratings, but no public FAA data shows how many certified flight instructors are qualified to deliver that training or how many pilots have completed it. A shortage of qualified instructors could slow every eIPP project equally, regardless of whether the operator already holds a Part 135 certificate. Training capacity will depend on how quickly manufacturers can deliver simulators, how many existing rotorcraft or fixed-wing pilots transition to powered-lift, and how aggressively operators recruit and retain instructors.
Maintenance and ground operations introduce further uncertainty. Powered-lift aircraft rely on high-voltage batteries and distributed electric propulsion systems that differ significantly from conventional turbine engines. While the FAA has experience certifying and overseeing electric propulsion in smaller aircraft, scaling those practices to multi-passenger air taxis will require new maintenance programs, spare parts inventories, and technician training pipelines. Operators that have already worked through these issues in the Part 135 context may be able to move faster once aircraft are cleared for service.
Community acceptance could prove decisive. The eIPP is explicitly structured to gather feedback on noise, visual impact, and perceived safety from residents living under proposed routes. Early flights that trigger complaints or political pushback could slow expansion or force route redesigns, even if the aircraft and operators meet all regulatory requirements. Conversely, well-managed demonstration campaigns that emphasize quiet operations and clear safety messaging could build support for scaling up.
Safety data from actual passenger flights does not yet exist under this framework. The eIPP is designed to generate exactly that kind of evidence, but until flights begin and the FAA publishes operational metrics, regulators and the public are working from engineering projections and simulation results rather than field performance. As the first aircraft enter service, every incident, diversion, or precautionary landing will carry outsized weight in shaping perceptions of the entire sector.
For now, the race to first revenue flight remains more a matter of positioning than of fixed dates. Operators with Part 135 certificates and conforming aircraft appear closest to the starting line, but their advantage is mediated by infrastructure readiness, pilot and technician availability, and the FAA’s still-evolving implementation choices. The eIPP’s eight projects will collectively determine whether electric air taxis debut as a tightly controlled experiment or as the first step toward a broader transformation of short-haul travel, and which companies are on board when the initial boarding calls are finally announced.
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*This article was researched with the help of AI, with human editors creating the final content.
