By Elan Head

An award-winning journalist, Elan is also a commercial helicopter pilot and an FAA Gold Seal flight instructor with helicopter and instrument ratings. Follow her on Twitter @elanhead


Jump Aero aims to put eVTOL aircraft in the hands of first responders

A new startup called Jump Aero aims to create a fast, agile eVTOL aircraft specifically for use by first responders traveling to the scenes of emergencies.

Jump Aero landing zone
Like helicopters, Jump Aero’s eVTOL aircraft will be capable of landing at a variety of unprepared landing sites, and will require the judgment of a trained human pilot. Jump Aero Image

Based in Petaluma, California, the new venture is headed by Dr. Carl Dietrich, an MIT-trained aerospace engineer who led the flying car company Terrafugia from its founding in 2006 through its acquisition by China’s Zhejiang Geely Holding Group — the automotive group that also owns Volvo Cars and Lotus.

Joining him as co-founders are fellow MIT alumni Jeff Myjak, president of the composite boat manufacturing company Still Water Design; and Anna Dietrich, previously Terrafugia’s chief operating officer and now co-executive director of the Community Air Mobility Initiative.

According to Carl Dietrich, Jump Aero will leverage its founders’ considerable expertise in eVTOL aircraft technology to serve a critical market that has been largely overlooked by companies racing to develop air taxis for urban air mobility.

“I spent a number of years looking at various business concepts for eVTOL, and this summer after having left Terrafugia I decided to take another look at the market and where a startup could add some unique value to this emerging ecosystem,” Dietrich told

While he sees “a lot of potential” in the urban air mobility space, there are “also a lot of challenges that need to be overcome, and I think you need the deep pockets of a major enterprise to tackle a lot of the uncertainty that’s associated with that marketplace,” he said.

Instead, Dietrich continued, Jump Aero’s founders sought “an application of this technology that may be very readily accepted by society, that may not get as much hype right now as air taxis . . . but might actually wind up being a faster path to a real market.” A vehicle intended to shorten emergency response times emerged as a natural fit.

According to Dietrich, the concept of operations associated with eVTOL use by first responders “lines up really nicely with the capabilities and, frankly, the shortcomings of eVTOL technology.”

One such capability is the potential for an eVTOL aircraft to deploy in a fraction of the time required for a conventional helicopter.

“With an all-electric aircraft, you’re not doing an engine run-up, you’re not waiting for the oil to heat up, you can start it up and shut it down incredibly rapidly,” Dietrich said. “Electric motors have basically instant ‘on’ capability without a warm-up period, and similarly without a cool-down period. You can just shut it down and get right out of the aircraft. You don’t have to wait for a hot section to cool down or anything like that.”

Eliminating costly engines and transmission systems should make eVTOL aircraft more economical to operate, especially over many short cycles. They can also incorporate wings for high-speed cruise flight, and Jump Aero thinks it can design an aircraft with a top speed in excess of 200 miles per hour (320 kilometers per hour).

The most obvious shortcomings of fully electric aircraft are the limits placed on range and payload by today’s battery technology. But these should be less critical in first responder applications where no additional passengers are carried, and where many missions will take less than 10 minutes, Dietrich said.

Jump Aero envisions elite cadres of first responders — perhaps paramedics or law enforcement officers — using its eVTOL aircraft to reach emergency scenes faster than they could otherwise. The founders aim to cut average emergency response times in half, which could make a life-or-death difference in situations such as cardiac arrest.

Mercy Flight helicopter ambulance
Jump Aero’s aircraft will supplement, rather than replace, conventional helicopter air ambulances. Mike Reyno Photo

A conventional ground ambulance or medical helicopter would follow to the scene as required.

“This is not replacing a medevac helicopter; in fact, medevac helicopters I think are really well suited for that particular mission,” Dietrich said. “The mission that we are [targeting], aircraft are not used for today. So it’s something that’s truly enabled by electric VTOL aircraft.”

The company expects to deploy its aircraft in rural areas first, where the potential value to the end user is especially high due to large coverage areas and limited numbers of emergency response personnel. It also sees promise for the concept in suburban areas.

Jump Aero has “done enough conceptual design work to have confidence we can make a vehicle that will provide the value that we’re talking about,” said Dietrich. However, the design has not been finalized — and the company made a deliberate decision to reveal its plans at an early stage in order to solicit feedback from potential customers.

“The purpose of us coming out at this time is to try to engage with first responder organizations that are interested in the potential of this type of technology to save lives,” Dietrich explained, encouraging prospective end users to contact the company through the Jump Aero website. “It is kind of a risk for a startup to come out and say, ‘Hey, we’re doing this, and we’re at an early stage’ . . . but it’s much, much more important to us that we’re getting the requirements right.”

Dietrich said that while Jump Aero’s eventual vehicles will incorporate a high degree of automation, they won’t be autonomous. The human operator will still be responsible for decisions such as whether and where the aircraft will land, “based on the various factors that a human has to weigh in an emergency situation,” he said.

For that reason, he continued, the first responders at the controls “will require training, they will require experience in flight situations, and simulator time, and things of that nature where you put them through various scenarios, and you give them practice making decisions. The nice thing we can do with automation is make those decisions focused on more high-level things, and get rid of the lower-level stick-and-rudder [demands].”

Dietrich declined to specify a timeline for vehicle development and certification, as his experience with Terrafugia has made him cautious about such predictions. With all of the regulatory unknowns surrounding certification, “it’s not just a question of technology; it’s not just a question of funding,” he told “What I can say with confidence is that we’re going to move forward as quickly and responsibly as we can.”

Join the Conversation


  1. What a great idea to fly or drive in response to an emergency !! I am a trauma surgeon in Bend, Oregon and would be very interested in working with your company as you develop this innovative vehicle. If you think that receiving input from a trauma surgeon /pilot would be useful, please give me a call or email!

  2. Carl and wife Anna brilliantly understand that the REAL and practical (and sooner and cheaper) applications of electric Vertical Take-Off should begin with single passenger (specially talented pilot/not-autonomous), flying in rural and EX-URBAN areas to deal quickly with an “emergency.” Of course IMHO, their main technical push appears to use high efficiency wings (good l/d) to fly fast (because of extreme power limitation options due to everyone trying to use only battery power), Hence they promote here getting a policeman/fireman to the front door of someone who is dying of a heart-attack, FAST. That extra 10 minutes of life saving treatment time MIGHT be profoundly important to one family, but IMHO the NEXT generation of craft for THIS market segment approach doing PUBLIC SERVICE missions will have “hybrid” power systems that could permit hovering for hours, and/or lift a half ton (like a pickup truck does). Know that: the USA has 700,000 “first response” vehicles, that themselves generate 46,000 CRASHES/YEAR (rushing to the problem in traffic) that produce 17,000 serious injuries (mostly to general public), and 150 mortalities. Eliminating all THAT loss of time/life/tax-money is enough to justify investing (somehow, aka pre-production deposits) in the JUMP AERO approach. I know this focus on the right E-VTOL market segment, since for many years I have contributed to the NASA Transformational Aviation Working Group #4 about the use of E-VTOLs for PUBLIC SERVICE.. We will have our White Paper on this extremely viable (needed, more than urban taxicabs) market segment soon. Think about how E-VTOLS could/should deal with wild-fires, hurricanes, tornados, droughts, snow-storms, floods, landslides, earthquakes, Tsunamis, nuke power plant meltdowns, Power-grid blackouts, Pandemic/epidemics, trans-boarder hordes of hysterical refugees (migrants/terrorists), big city riots (ala Hong Kong, Tehran). And for the rest of us as FUN recreational vehicles to travel in: Alaska, Canada, Siberia, Brazil’s jungles, the world’s many rocky mountains, Sahara deserts, and Amazonian like swamps anywhere all over the world, and don’t forget the millions of islands that do not have Inter-State highway bridges by using a U-HAUL-UP type vertical truck for us little people. God bless Carl and Anna.

  3. It is great to see the interest in the eVTOL market and we are pleased to be a part of the the EUOCAE working group tasked with creating requirements, guidance and specification documents covering Emergency Descent Arrest Systems and Energy Absorbing Seats.

    There is a real danger during the vertical take-off and landing phase of eVTOL aircraft in particular, as current ballistic recovery systems do not work below 100 – 300 feet.

    Our own Zero-Zero Safety System is designed to work at any height to ensure the safety of the pilot and passengers and we would love to work with Carl and Anna on implementing this.

Leave a comment

Your email address will not be published.