Advanced Air MobilityDubai ↔ Abu Dhabi

Departures retain their original due times when delayed or reassigned. A healthy aircraft in the wrong location cannot silently take over a mission.

Six aircraft share one generic eVTOL profile; 300 kg payload, 240 kWh capacity, 85–220 kWh initial energy across six aircraft, protected 40 kWh reserve. Cruise 180 kW at 200 km/h airspeed; recovery 110 kW at 160 km/h. No manufacturer specification is implied.

Phases: takeoff 90 s / 380 kW; climb 120 s / 220 kW / 100 km/h; cruise until approach; approach 90 s / 180 kW / 80 km/h; landing 60 s / 260 kW. Ground speeds subtract the modeled headwind. Recovery options include approach and landing energy. Flight-phase distances consume the same route distance.

Inverter temperature uses dT/dt = 0.0015 × power(kW) − k × (T − ambient), in °C/s. Nominal k = 0.008/s; the default fault reduces cooling by 50%. A 30-s observed temperature/power window estimates cooling; at least 12 samples are required before a cooling hypothesis. Prediction uses a conservative 92% of the observed estimate. Limits: 105°C in flight, 80°C for dispatch. These are uncalibrated assumptions, not aircraft limits.

Each site has one illustrative movement pad and one compatible 90 kW charger at 92% efficiency, with multiple parking positions. Landing/takeoff windows have a 120-second scheduling buffer; this is resource sequencing, not validated air-traffic separation. Chargers are exclusive and queue aircraft; input tapers above 80% state of charge to a 25% floor. Charging targets next-leg energy plus reserve and a 10 kWh planning buffer. The inverter cools on the ground; cell temperature, battery ageing and detailed electrochemistry are not modeled. Inspection precedes charging. A modeled fault requires 20 minutes of repair, five minutes of fresh powered verification, and an explicit release action; cooling or a timer alone cannot clear it. Passenger transfer takes five minutes before a full onward flight.

Scenario clock starts at 12:30 GST (UTC+4). AQ-03 has flown ten modeled minutes before the clock starts; its initial position, energy and temperature are integrated from that flight. AQ-01 awaits Dubai–Al Bateen dispatch; AQ-02 holds Al Maktoum recovery standby; AQ-04 charges at Dubai; AQ-05 is held at Al Bateen; AQ-06 is scheduled for Al Maktoum–Dubai at T+12 min. The fleet board shows all 12 assignments. Future departures need schedule authorization and fresh readiness checks. A recovery can replace AQ-02’s standby leg; existing commitments are protected. Following-leg allowance is provisional because charging queues and taper can add delay.

Route lines join real airport reference points by a great-circle path. They are illustrative, not approved corridors or VFR procedures. Airport reference points are not exact vertiport positions; their offset from any eVTOL pad is unknown. Terrain, obstacles, full controlled/restricted airspace, NOTAMs and separation are not resolved. Site and weather evidence does not establish operational clearance.

Public AIP review identifies controlled Dubai/Abu Dhabi airspace, prior permission/slot requirements and listed temporary restrictions; these are reasons this illustration cannot authorize flight. Airport reference coordinates were cross-checked against GCAA AD 2.2 on 16 October 2026. The linked eAIP snapshot is a source for coordinates only; complete current AIP/NOTAM applicability and any future-dated amendments remain unverified. GCAA SUP 01/2026 documents eVTOL procedures at Al Bateen; this is not permission for the illustrated intercity service.

Dubai reference coordinates · Al Bateen reference coordinates · Al Maktoum reference coordinates

The supplied Kentucky partnership deck supports the product framing and identifies its interface/test examples as illustrative. No time-series dataset, equipment calibration, real inference endpoint or independently validated remaining-life output was supplied. This website demonstrates a scenario model; it does not reclassify demonstrated product capabilities as future work.