You Have
Questions,
We Have Answers

The Gen 6 is the first-ever candidate for FAA certification of an autonomous, all-electric, passenger-carrying, vertical take-off and landing (eVTOL) air taxi. It is also the aircraft that will fly our very first passengers once we begin service.

Go Deeper

We have designed the aircraft to operate in both visual meteorological conditions (VMC) and instrument meteorological conditions (IMC). Just like all aircraft, we will have some operating limitations - such as winds and icing. We intend to operate under Instrument Flight Rules (IFR).

We will not exchange batteries after each flight. Instead, the aircraft will be recharged in between flights, with an approximate recharge time of 15 minutes.

We are designing our aircraft to prevent this from occurring and, should it occur, ensuring the impact is minimal. Our configuration is highly redundant with 12 individual electric motors and high-voltage batteries.

In the rare instance that an individual fan motor loses power, we can lose up to two fans and continue the flight safely. In the unlikely event that more than 2 fans could stop functioning, the aircraft will initiate an emergency landing at one of the designated emergency landing sites along the pre-planned routes.

Go Deeper

The piloting function is automated and a connection with the ground control station is not safety critical. The aircraft would either continue its planned flight path and land at its destination or, if needed, at an alternative landing site.

Go Deeper

No, Generation 6 does not have a parachute.

Autonomous or self-flying means that the aircraft can aviate, navigate, and communicate on its own. Using existing technologies we have off-loaded routine responsibilities that are traditionally held by human pilots to an autonomous system allowing the ground operators to make fewer, higher-level decisions.

It is important to note that every flight is monitored by a human on the ground who can intervene as necessary. The aircraft does not use artificial intelligence or machine learning.

Go Deeper

Absolutely. 93% of pilot functions on a commercial airliner are autonomous. Aviation safety has increased in large part due to enhanced cockpit automation and situational awareness that reduces the burden on pilots, especially under stressful time-critical conditions. Our system is a further extension of that automation.

Generation 6 combines industry-leading autonomous technology and software, human oversight of every flight, and an overall simplified design to deliver one of the safest passenger transport systems in aviation. We are following the most rigorous design & test standards of our safety-critical control systems and we are meeting, and sometimes exceeding, the regulatory requirements for commercial certification.

Go Deeper

A Multi-Vehicle Supervisor (MVS) is a ground-based supervisor located in one of Wisk’s Fleet Operations Centers (FOC). Each MVS oversees multiple air taxis and acts as pilot-in-command of their assigned aircraft. The MVS communicates with air traffic control and initiates and monitors each flight.

The aircraft system is designed to respond autonomously to most events. The piloting functions will be automated and the MVS cannot remotely pilot the aircraft. However, if it is needed, the MVS can send direct commands to the aircraft such as redirecting the aircraft to alternate landing sites or ordering an immediate precautionary landing.

Go Deeper

• Wisk is the only US company pursuing a self-flying first approach. We are doing this because:
  • Autonomy is safer
  • We can scale more quickly and affordably using unpiloted aircraft
• We are following the most rigorous design & test standards of our safety critical control systems and we are meeting, sometimes exceeding the regulatory requirements for commercial certification (example would be level of hardware and software dissimilarity to mitigate common mode failures).
• Our relationship with Boeing. Through Boeing, we have direct access to industry-leading experience and decades of expertise.
• Our passenger-centric design. Our vision is: Everyday Flight for Everyone. This means our aircraft will accommodate individuals with a wide range of abilities and disabilities. Our commitment to accessibility goes beyond our aircraft, and we aim to make the entire travel process as user-friendly as possible.
• We can carry your luggage. There is storage space for personal items in the center consoles. Larger items, such as roller bags, can be stored in the storage compartment in the nose of the aircraft.

We anticipate that future vertiports will accommodate multiple operators, similar to airports and other transportation hubs today. Wisk is already engaged with vertiport companies, helping weigh in on standards and to ensure designs will accommodate different types of air taxis.

Go Deeper

In order to begin service, three certifications are required: the Aircraft Certificate (a Type Certificate for the design and an Airworthiness Certificate for individual aircraft), the Production Certificate, and the Operations Certificate. Certification is done through the Federal Aviation Administration (FAA).

When discussing certification, usually people are asking about the Aircraft Type Certificate. This is the first step in the certification process and indicates that an aircraft design is safe and replicable; it allows the manufacturer to produce limited aircraft of the approved design. We have already started this certification process with the FAA.

A Production Certificate indicates that a manufacturer has proven its production system is able to ensure each aircraft will be built in accordance with its Type Certificate.

The Operating Certificate means that an aircraft operator has demonstrated all the proper procedures and training for its staff. This certification is required before we can begin to carry passengers.

Go deeper

Wisk is a Boeing subsidiary. We have a very close relationship with Boeing and are able to draw upon their extensive expertise. However, we will continue to operate separately from Boeing. Our mission and strategy are remaining the same.

We have not publicly shared when we plan to begin our commercial operations. Official timing depends on a number of factors, including certification. We are actively working with the FAA and will fly when both we and the FAA feel it is safe to do so.

We can say that we hope to fly our first passenger before the end of the decade.

We have not shared a launch city yet but are considering a number of U.S. and international cities. We intend to launch first in the U.S., followed by the countries where we have partnerships, such as New Zealand, Australia, and Japan.

We are focused on a price per passenger mile that is accessible for a wide percentage of the population. Pricing (at times) could be dynamic.

Our simplified design (lower maintenance cost), electric propulsion (no fuel cost), and autonomy (no pilot cost), helps us keep trip prices low and make our services more affordable.