Portuguese 
ITA and VertiMob have transformed São José dos Campos Airport into a digital twin to test how eVTOLs can land, take off, charge batteries, and receive passengers. The first phase produced about 800 pages for analysis by ANAC, while physical tests are expected to advance in the next stage.
The so-called flying cars do not yet transport passengers commercially in Brazilian cities, but the necessary infrastructure to accommodate them is beginning to move out of the realm of conceptual presentations. In São José dos Campos, in the interior of São Paulo, researchers from the Aeronautics Institute of Technology (ITA) and VertiMob Infrastructure created a digital version of the airport to discover how a future vertiport might function.
The simulator replicates landings, takeoffs, and passenger movement. In addition, it considers variables such as wind, rain, temperature, obstacles, and aircraft trajectories. The first phase recently concluded and produced approximately 800 pages of studies, submitted to the National Civil Aviation Agency, ANAC.
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Now, the team plans to transform part of these virtual tests into a physical operation. The second phase involves building a real vertiport at São José dos Campos Airport, although the final location still depends on regulatory discussions. The project’s intention is to have this structure ready by the end of 2026.
Digital twin replicates the airport before the vertiport construction
The first phase of the project did not require placing dozens of real eVTOLs at the airport. Instead, the researchers developed a digital twin, capable of reproducing different operational scenarios before the physical infrastructure is installed.
This type of model allows the testing of an extensive combination of conditions. The simulator considers wind, temperature, rain, obstacles, and trajectories, enabling it to check how external changes affect approaches, landings, and takeoffs.
Additionally, the tool helps calculate safety areas. A crosswind, for example, can shift an aircraft and require a larger margin around the operation zone.
Therefore, the goal is not just to find out if an eVTOL can land. The system seeks to understand how much space a safe operation truly requires when conditions are no longer ideal.
Project aims to get passengers to the aircraft within 15 minutes
The tests also analyze what happens after the passenger enters the terminal.
The model sets a reference for an embarkation process of up to 15 minutes. During this interval, the team evaluates the journey from the user’s arrival to access to the aircraft.
This goal is important because eVTOLs are presented as an alternative for quick urban and regional commuting. If the passenger saves time during the flight but has to wait long periods at the terminal, part of the advantage disappears.
Therefore, the simulator seeks to identify bottlenecks even before a commercial operation exists. This way, engineers can alter flows and procedures while still in the design phase.
A failure in one equipment can delay subsequent flights
The digital twin also attempts to replicate problems.
Among the analyzed points, passenger flow, boarding bottlenecks, equipment failures, battery charging, and cooling are highlighted. The aim is to observe not just the isolated event but its effect on subsequent operations.
This issue becomes crucial at a vertiport with a high frequency of takeoffs and landings. If an aircraft takes longer to charge or an equipment malfunctions, the following schedule may experience delays.
Consequently, the infrastructure must operate with operational margins and contingency plans.
Thus, the challenge is not just about getting an electric aircraft airborne. It is essential to create a ground chain capable of keeping multiple flights operating in sequence.
Batteries are part of the planning for the “airport” of flying cars
Unlike conventional helicopters, the eVTOLs under development use electric propulsion systems. Therefore, the vertiport also needs to address the energy infrastructure for these aircraft.
The simulator takes into account both the charging and cooling of the batteries.
This detail can determine the interval between two flights. An aircraft cannot simply land and take off indefinitely if the battery needs to recover energy or reach the appropriate temperature.
Thus, future terminals need to integrate aviation and electrical infrastructure. Chargers, security systems, power availability, and thermal management become part of airport operations.
Wind and rain can change safety area dimensions
One of the advantages of the simulator is the ability to replicate scenarios that would be costly or difficult to reproduce physically.
The system can introduce distinct conditions of wind, rain, and temperature. It then calculates how these variables affect the trajectory of the eVTOL.
A gust of wind can alter the predicted position of the aircraft during approach. Consequently, engineers need to determine what area must remain clear around the landing point.
This type of analysis helps answer an important question for dense cities: how much space is actually needed to safely operate a vertiport?
The answer directly influences the cost and the number of locations capable of accommodating the infrastructure.
First phase has already produced about 800 pages
The study has moved beyond the simple demonstration stage.
According to the report, the first phase produced approximately 800 pages of documentation, which are now undergoing regulatory review.
The Brazilian National Civil Aviation Agency (ANAC) will analyze the material and may request additional studies. Therefore, the completion of the first phase does not signify final approval.
On the contrary, the results will serve as a basis for decisions regarding the next phase.
This volume of documentation also highlights the complexity of the challenge. A vertiport must meet requirements for aviation, safety, electrical infrastructure, passenger circulation, and airport integration.
Project is part of regulatory sandbox for vertiports
The studies are part of the first phase of a Regulatory Sandbox for Vertiports, developed in partnership with the São José dos Campos Airport.
A regulatory sandbox allows for the testing of innovative solutions within a controlled environment. This way, companies, researchers, and authorities can observe situations that do not yet have fully established regulations.
This mechanism holds particular importance for eVTOLs. After all, many current aviation regulations were created for airplanes and helicopters.
Electric flying cars combine different characteristics. Therefore, automatically applying all existing rules could lead to inappropriate requirements or unnecessary costs.
ANAC Uses Helicopters as Initial Safety Reference
As specific rules mature, the ANAC recommends utilizing, with adaptations, minimum requirements already applied to helicopter operations.
This logic provides a known safety baseline.
However, the regulatory discussion itself acknowledges that eVTOLs have different characteristics. They may present another noise profile, propulsion, energy, and operation.
Thus, fully copying the infrastructure of a helipad may not be the most efficient solution.
The sandbox aims to discover which requirements need to remain, which need to change, and which new requirements should emerge.
Second Phase Will Lead to Tests for a Physical Vertiport
After the virtual environment, the next stage should advance to a real installation.
The idea is to build a physical vertiport within São José dos Campos Airport. In this space, some of the simulated situations can be practically repeated.
There are still at least two potential locations. One is near the airport’s wind rose. Another option is closer to the terminal and the apron.
The final decision will depend on discussions with the ANAC.
Therefore, the vertiport is not yet ready, and a definitive location has not been chosen.
Structure May Continue Operating Commercially in the Future
The goal extends beyond merely building a temporary facility for research.
According to Bruno Limoeiro, CEO of VertiMob, the intention is to create a real terminal for tests that could later remain at the airport as a commercial vertiport.
This possibility reduces the distance between experimentation and permanent infrastructure.
Initially, the site would serve to validate procedures. Later, if the necessary authorizations are obtained and there is commercial demand, it could integrate into a future operational network.
However, this is still a goal. It does not mean that São José dos Campos has authorization to transport passengers regularly in eVTOLs.
Goal is to Have a Physical Vertiport Ready by the End of 2026
The released schedule envisions a quick shift from digital to physical.
The intention is to have the terminal available by the end of this year, although location and approval still need to advance.
Afterward, the project will continue producing information and tests.
The completion of the next phase is projected for the end of 2027, but the material itself warns that the timeline may change.
Therefore, 2026 should mark the attempt to deploy the physical infrastructure. Meanwhile, 2027 would be used to deepen validations.
São José dos Campos Brings Together Airport, ITA, and Aerospace Industry
The choice of the municipality combines several favorable elements.
São José dos Campos is home to the ITA, major aerospace companies, and an engineering ecosystem linked to aviation for decades. The CPG has already shown that the municipality includes Embraer, ITA, DCTA, and more than 100 companies in the aerospace sector.
This environment facilitates the connection between research, manufacturers, and airport infrastructure.
Moreover, the municipality is already directly participating in the technological transformation of Brazilian aviation.
Read on CPG: São José dos Campos hosts Embraer, ITA, and over 100 companies in the aerospace sector
Eve Advances in eVTOL Testing
While researchers work on ground infrastructure, Eve Air Mobility, a company linked to Embraer, continues to develop the aircraft that could use this type of terminal in the future.
In August, Eve’s prototype reached an important milestone by activating the rear propulsion propeller during flight. According to a report from CPG, the test achieved 55 km/h and covered approximately 1,550 meters, while subsequent stages aimed for higher speeds.
This illustrates how both fronts need to progress simultaneously.
On one hand, manufacturers must certify the aircraft. On the other hand, airports and cities need to determine where and how they can operate.
Read on CPG: Eve’s eVTOL activates rear propeller in flight and advances in transition testing
Aircraft and Vertiport Must Mature Together
This is one of the most critical points of the project.
It’s not enough to certify an eVTOL without adequate locations for boarding, landing, and recharging. Similarly, building vertiports without certified aircraft could lead to underutilized, costly infrastructure.
Therefore, urban air mobility requires parallel development.
Manufacturers are working on propulsion, batteries, controls, and certification. Meanwhile, researchers and operators analyze terminals, airspace, passenger flow, and energy usage.
It’s a much broader infrastructure than simply painting a landing area on a rooftop.
São Paulo Had Already Discussed a Network of Vertiports Before This Test
Ground infrastructure had been gaining traction before the new simulator.
CPG reported in April that São Paulo was already discussing vertiports, urban routes, and integration with airports, as the eVTOLs progressed in testing. The report also covered the collaboration of Eve, VertiMob, and PRS Aeroportos within the regulatory environment of ANAC.
Thus, São José dos Campos is not an isolated initiative.
It is part of a larger effort to understand how future electric aircraft can enter the mobility network of Brazil’s major cities.
Read on CPG: São Paulo prepares routes, vertiports, and integration of eVTOLs with airports
Quick Boarding Will Be Essential to Compete with Helicopters and Cars
The up to 15-minute boarding timeframe must be understood within the concept of urban air mobility.
In a short trip, a few extra minutes can represent a significant portion of the total time.
For instance, an eVTOL can save dozens of minutes by avoiding traffic congestion. However, if the terminal requires lengthy arrival and wait processes, the advantage diminishes.
Therefore, passenger testing is just as crucial as flight simulations.
The vertiport must balance safety and operational speed.
Passenger flow could become a bottleneck even before entering the airspace
A future network of eVTOLs may encounter issues familiar to conventional airports.
Queues, poorly designed access points, or boarding delays could limit the number of flights. Similarly, equipment failures could create a cascading effect throughout the day.
The simulator aims to anticipate these situations.
This way, researchers can observe how many users can pass through the terminal without compromising schedules.
This type of information will also help in planning future facilities. A vertiport at a major airport may require a different setup than one located near a business center.
Electric charging could be one of the biggest challenges on the ground
The battery introduces an operational characteristic different from that of conventional helicopters.
An electric aircraft needs to have enough energy for the next flight. Additionally, the system must meet temperature and safety requirements.
Therefore, the project simulates battery charging and cooling.
If multiple eVTOLs arrive simultaneously, the terminal may also need to manage peaks in electrical demand.
The report does not specify what power will be required or what charging technology will be adopted. Thus, any figures in this regard would be speculative.
Vertiport will not simply be a helipad with a charger
The comparison with heliports is helpful but has its limits.
A future vertiport may need landing areas, passenger circulation, charging systems, thermal management, and integration with new electric aircraft.
Moreover, the frequency of operations may be different.
Therefore, the Brazilian National Civil Aviation Agency (ANAC) and sandbox participants are analyzing which existing rules apply and which need to be adapted.
The challenge lies in finding a balance between safety and economic feasibility.
Applying all helicopter regulations may increase infrastructure costs
The report highlights that ANAC recognizes an important economic issue.
Fully applying all requirements imposed on helicopters could incur higher costs than necessary given the characteristics of eVTOLs.
This does not mean compromising safety.
The goal of the sandbox is precisely to verify which measures remain essential and which could adopt a different approach without jeopardizing operations.
This definition will be crucial in determining how many vertiports can emerge in cities.
Extremely expensive infrastructure could restrict the network to just a few locations. In contrast, a more efficient standard could enable greater connectivity.
Location can determine the success of urban air mobility
Choosing where to place a vertiport is a strategic decision.
The terminal needs to be near regions with passenger demand while also meeting security, noise, energy, and ground access requirements.
In addition, an efficient network must connect points that make sense.
An isolated vertiport has limited utility. However, multiple terminals near airports, business centers, and residential areas could form a new transportation network.
Therefore, the test conducted in São José dos Campos also serves to build knowledge that can be applied in other locations.
“Flying cars” are still aircraft, not automobiles that simply take off
Despite the popular name, the vehicles discussed in the project are eVTOLs, which stands for electric vertical takeoff and landing aircraft.
They do not necessarily function like a conventional car that drives on the road and then starts to fly.
The term “flying car” simplifies communication with the public, but the regulatory environment remains aeronautical.
Therefore, ANAC, airports, and aviation engineering specialists are directly involved.
Tests do not mean passengers will be able to fly immediately
This is the main editorial caution regarding the topic.
The conclusion of the first phase of the simulator does not authorize commercial eVTOL operations in São José dos Campos. The project still needs to advance to physical testing, regulatory analysis, and the development of the aircraft itself.
Additionally, eVTOLs intended for commercial transport depend on certification.
Therefore, it would not be accurate to claim that the “flying car airport” is already operational for passengers.
What exists today is an experimental infrastructure under development.
800 pages now reach ANAC’s desk
The next steps depend, in part, on regulatory analysis.
The first phase delivered approximately 800 pages of studies to ANAC. The agency may accept the results, request further information, or indicate new tests.
Meanwhile, the responsible parties move forward with the planning of the physical terminal.
Thus, the project enters an important transition: from simulation to real infrastructure.
It is precisely at this stage that hypotheses developed within computers will begin to be confronted with the physical limitations of the airport.
Next phase is expected to continue until the end of 2027
Even with the intention of having the physical vertiport by the end of 2026, the program does not conclude this year.
The current forecast places the completion of the next phase at the end of 2027. However, the schedule may still change.
This period is expected to allow for new studies and tests.
Thus, the project follows a gradual progression: first the digital twin, then the physical infrastructure, and finally, validations increasingly close to real operations.
São Paulo tests the infrastructure first before filling the sky with eVTOLs
The main change revealed by the initiative lies in the maturity of the discussion.
A few years ago, the conversation about flying cars focused almost exclusively on the aircraft itself. Today, engineers are already discussing passenger queues, safety zones, battery temperature, crosswinds, and terminal location.
This demonstrates that urban air mobility is beginning to confront practical issues.
The São José dos Campos Airport has turned into a laboratory for this transition. ITA and VertiMob have completed the first phase of the digital twin, produced around 800 pages, and sent the material to ANAC.
Now, the intent is to place part of this infrastructure into the physical world.
If the schedule progresses, São Paulo may end 2026 not with a fleet of flying cars carrying passengers, but with something essential for that to happen in the future: a real vertiport created specifically to figure out how these aircraft can operate safely, quickly, and at scale.
Would you use an eVTOL to replace a car trip through São Paulo traffic with an aerial route, even if you had to reach a vertiport and undergo a boarding process of up to 15 minutes?
