NASA/CR–20250002542

Regional Air Mobility: Infrastructure Challenges,

Passenger and Cargo Market Potential, and
Sustainability Strategies for Underserved Airports
Richard Walsh
METIS Technology Solutions, Albuquerque, New Mexico

March 2025
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NASA/CR–20250002542

Regional Air Mobility: Infrastructure Challenges,

Passenger and Cargo Market Potential, and
Sustainability Strategies for Underserved Airports

Richard Walsh
METIS Technology Solutions, Albuquerque, New Mexico

National Aeronautics and

Space Administration

Ames Research Center

Moffett Field, California Prepared for Langley Research Center
under Contract/Task 100090040025WA942

March 2025
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4
 ABSTRACT

This study explores the potential of Regional Air Mobility in transforming short-haul air
transportation, with a focus on cargo operations and market sustainability for small, rural, and
economically disadvantaged airports. The research examines the challenges and opportunities
presented by the transition to electric aviation, particularly in terms of infrastructure development
and investment requirements. Using data from the Bureau of Transportation Statistics, the study
considers domestic air cargo markets and passenger routes under 500 statute miles for the state of
Connecticut to identify potential Regional Air Mobility implementation opportunities. The paper
discusses the NASA Airports as Energy Nodes activity at Tweed New Haven Airport as a case study
for sustainable energy solutions in aviation. It also compares passenger and cargo market potentials,
highlighting the need for a balanced approach in Regional Air Mobility development. For the state
of Connecticut, belly and air freight represents approximately 1.6% of the national total combined
freight with belly and air mail representing approximately 3.4% of the national combined total. Belly
freight and belly mail account for approximately 0.2% and 0.3% respectively of the national total.
Regional Air Mobility’s estimated total addressable market is $75 billion to $115 billion by 2035 and
it is further estimated to connect 300 to 700 million passengers annually utilizing existing airports.
The study concludes by offering recommendations for infrastructure development, market entry
strategies, and further research to support the successful implementation of Regional Air Mobility,
emphasizing its role in enhancing regional connectivity and economic development.

I. INTRODUCTION

The dawn of electric aviation heralds a revolutionary shift in air travel, demanding a transformation
of our airport infrastructure on an unprecedented scale. This electrification requires a network of
strategically equipped airports capable of delivering large quantities of electricity to enable seamless,
uninterrupted service. At the heart of this transformation lies a formidable challenge: the need for
substantial investment in "refueling" – or more accurately, recharging – infrastructure. This financial
hurdle looms particularly large for the diverse array of airports within the National Plan of Integrated
Airports System (NPIAS), from which Regional Air Mobility (RAM) is set to operate. RAM's vision
extends beyond major hubs to encompass small, remote, rural, and economically disadvantaged airports,
promising to revitalize these often-overlooked facilities and their surrounding communities. However, the
path to this electric future is fraught with complexities. While the transition will likely unfold gradually,
allowing for phased upgrades and potential technological breakthroughs, the financial burden remains
daunting, especially for smaller airports with limited resources.
The success of this electric aviation revolution hinges on a delicate balance of factors: government
support, public-private partnerships, and tailored infrastructure solutions that can adapt to the evolving
landscape of electric aircraft design. For the small, remote, rural, and economically disadvantaged airports
at the focus of this study, the stakes are particularly high. Without access to the lifeblood of this new era –
electricity – these facilities risk obsolescence, potentially triggering a cascade of economic decline in their
communities. To secure their place in this electrified future, these airports must present compelling
business cases that not only justify their continued relevance but also attract the investment necessary to
keep pace with industry advancements. The challenge is clear: adapt and electrify, or risk being left
behind in the contrails of progress.
Focusing on the cargo market as an entry point for RAM and predicated on the assumption that
comparatively capable RAM aircraft will initially replace legacy aircraft on established routes, this
research seeks to qualify market demand by identifying specific regional routes with sufficient cargo
demand and show potential for creating new markets or expanding existing ones.

5
 II. BACKGROUND

RAM stands poised to revolutionize short-haul air travel, offering a transformative solution for
underserved communities, and revitalizing regional airports. While initial focus has been on Urban Air
Mobility (UAM), industry leaders and researchers are increasingly recognizing RAM's superior market
potential [1]. With an estimated total addressable market (TAM) of $75 billion to $115 billion by 2035,
RAM promises to connect 300 to 700 million passengers annually, utilizing existing airports and
overcoming regulatory hurdles more readily than its urban counterpart [2]. While this forecast focus is on
passenger transportation, it suggests significant growth potential for the RAM market overall. It is
reasonable to assume that some portion of this market could include cargo operations, especially given
that cargo is often considered a potential early use case for new aviation technologies [3].
RAM's success hinges on leveraging advanced technologies, including electric and hybrid propulsion,
to stimulate demand for point-to-point travel between underutilized airports [1]. This approach not only
enhances regional connectivity but also addresses critical issues of equity, economics, and environmental
sustainability [2]. As the industry evolves, RAM is expected to capitalize on existing networks while
gradually expanding to new routes, potentially replacing legacy aircraft with more efficient,
environmentally friendly alternatives [4]. However, the path to RAM's full potential is not without
challenges. The industry must navigate energy infrastructure limitations, operational complexities, and the
need for public acceptance [2][5]. Moreover, to truly fulfill its promise of equitable access and economic
stimulation, RAM must extend beyond simply replacing existing routes to connect currently unserved
communities [6]. This expansion will be crucial in maximizing RAM's impact and reach, ensuring it
becomes a catalyst for regional development and not merely a technological upgrade of current systems.
However, assuming that RAM will initially be introduced on pre-established passenger routes it is
essential to qualify those routes for cargo as well such that RAMs potential can be realized.

A. NASA Airports as Energy Nodes Activity

NASA and the National Renewable Energy Laboratory (NREL) selected Winchester Regional Airport
(OKV), a General Aviation airport, and Tweed New Haven Airport (HVN), an FAA Part 139 certified
commercial airport, in the U.S. to participate in the "Airport as Energy Nodes (ÆNodes)" activity [7].
This initiative, part of NASA's Aeronautics Research Mission Directorate (ARMD) aims to research how
airports can provide sustainable energy solutions for future aviation operations. The ÆNodes activity will
focus on:
• Developing energy solutions for zero-emission aviation, advanced/regional air mobility, and
electrification of vehicles.
• Creating a virtual energy twin of OKV and HVN using NREL's Advanced Research on Integrated
Energy Systems (ARIES) platform.
• Evaluating current and future operations and energy needs at OKV and HVN.
• Examining energy harvesting and fuel cycles for air and ground assets.
• Modeling shared airport-utility interaction for normal and emergency scenarios.
This research utilizes OKV and HVN ascase studies to analyze and project energy needs for present and
future airport operations, establishing a roadmap for sustainable aviation infrastructure across the nation.
The study emphasizes aircraft capabilities, payload capacity, and operational range requirements crucial
for RAM. RAM aircraft are designed to transport up to nine passengers or equivalent cargo, with the
versatility to operate from small community and public-use airports. The operational model envisions
routes spanning at least 100 miles between origin and destination, leveraging the extensive network of
4,457 public-use airports throughout the contiguous United States [4]. This approach aims to
revolutionize regional air travel by enhancing accessibility and efficiency while prioritizing sustainability.

6
 B. Data Source
This study leverages the Bureau of Transportation Statistics (BTS) T-100 Domestic Market and
Segment Data to analyze national, state, and local cargo and passenger markets, categorized by aircraft
type (Table 1) [8]. This comprehensive analysis is crucial for identifying optimal routes for RAM
implementation. The T-100 data provides valuable insights into air traffic patterns and capacity statistics
and includes information on passengers, freight, and mail enplaned at origin airports and deplaned at
destination airports. By analyzing this rich dataset, the research aims to identify trends, patterns, and
opportunities in air travel that could inform the development and implementation of RAM services. This
approach allows for a data-driven assessment of potential RAM routes, considering factors such as
passenger demand, cargo needs, and existing air traffic patterns across different aircraft types and regional
markets.

BTS T100 CODE DESCRIPTION AIRCRAFT TYPE EXAMPLES

Piston, 1-Engine/Combined Single Engine Beechcraft 35/36, Cessna 150/152, 172, 180, 182, 195, 206, 207, 209, Pilatus
0
(Piston/Turbine) PC6/350, Piper PA-32, 18, 14, 22, 24, 28
Tecman P2012, Aero Commander 500/6/680FL, Beech C-50, 18, King Air,
1 Piston/Turboprop, 2-engine
Queen Air, Cessna T-50, C-421, C-310, C-340/335, C-402/402A, C-404
Boeing 377, Pilatus Britten-Norman BN2A, de Havilland DH-114, Douglas DC-
2 Piston/Turboprop, 2-, 4-engine
4, DC-6, DC-7, lockheed L-049, L--649, L-749, L-1049, L-1649
Bell B-47D/G/J, B-206A, Bell 212 Twin, , Eurocopter AS350, Huges 300/500,
3 Turbine engine, helicopter, STOL
Sikorsky S-51/55/58/61/62/76, DHC 6-400 Twin Otter
Beech 1300/18/99/C99/1900/200 King Air, Cessna C208/406/441, ATR-
4 Turboprop, 2-engine 42/72, Dornier 228/328, SAAB-Fairchild 340, EMB 120 Brasilla, Mitsubishi
MU-2z, Pilatus PC-12/PC6, de Haviland DHC 8/6, Shorts 330/360
Antonov 12/22, Canadair CL-44D, Ilyushin 18, Lockheed L-188/382/100,
5 Turboprop, 4-engine
Shorts SH5, de Havilland Dash-7
Airbus A300, A310, A318, A319, A320, A321, A330, A350, Gulfstream G500,
6 Turbojet/Turbofan, 2-engine Bombardier Challenger 350, CRJ550, Learjet, Fokker F28-1000/4000/6000,
Boeing 737, 757, 767, 777, Embraer-175. 135, 145, 140, 170, 190
Boeing 727, Douglas DC-10, MD-11, Lockheed L-1011, D, Tupolev 15,
7 Turbojet/Turbofan, 3-engine
Dassult Falcon 50, 900, 7X
Boeing 707, 720, 747, Convair 880, Douglas DC-8, Airbus A340-
8 Turbojet/Turbofan, 4-engine
200/300/500/600,
Source: Bureau of Transportation Statistics [8]

Table 1 T-100 Aircraft Type

C. Limitations of Prior RAM Market Studies

Georgia Institute of Technology researchers explored whether technological improvements and new
operational concepts can revitalize the regional air mobility market segment, focusing on a model that
exploits underutilized regional airports and state-of-the-art small aircraft [5] [9]. By applying a four-step
demand model and a scheduling and fleet assignment optimization across the United States, the study
quantifies demand for RAM services and identifies conditions for successful operations. The study
addresses some aspects of market viability, including profitability and demand in underserved
communities but does not consider market sustainability. RAM research tends to focus on aircraft
systems, capabilities, and how it may perform in the passenger market segment [10] [11]. This suggests
that there may be an imbalance in the focus of current research, with more emphasis placed on aircraft
capabilities and performance in specific market segments, rather than on the market's ability to sustain
these operations over time especially for small, rural, and economically disadvantaged airports.
The air cargo industry is experiencing significant growth and changes, with factors like e-commerce
expansion and environmental sustainability practices driving new trends. However, the adaptation of this
market to new aircraft types and routes in the context of RAM, particularly for cargo operations, has not
been comprehensively studied or annualized in the same manner as the passenger market. This gap in
research suggests an opportunity for further investigation into how RAM could potentially transform air

7
cargo operations, especially in underserved areas or for new types of cargo routes. For successful
implementation of new aviation technologies or services like RAM, it is crucial to also assess market
sustainability thoroughly.

D. Market Sustainability
In the case of commercial aviation, specifically air freight and mail, when a market cannot sustain
operations due to economic forces, it is typically referred to as a "freight recession" or "cargo market
downturn"[12] [13]. This situation is characterized by declining cargo volumes and revenues, reduced
demand for air freight services, downward pressure on rates and yields, and overcapacity in the market.
By way of example, the air cargo industry experienced a freight recession that began in early 2022, with
the International Air Transport Association (IATA) estimating a 35% drop in airline cargo revenues in
2023 compared to the previous year [12]. During such periods, airlines and cargo operators may face
challenges in maintaining profitability and may need to adjust their operations, capacity, and strategies to
navigate the economic headwinds.
Commercial airlines employ several strategies to sustain cargo operations during both good and bad
economic conditions. Airlines adjust their cargo capacity based on market demand. During economic
downturns, they may reduce capacity to maintain higher freight rates and optimize profitability [14].
Carriers often balance their operations between passenger and cargo services. When passenger demand is
low, they can focus more on cargo to offset losses [14][15]. Airlines invest in technologies and
operational improvements to reduce costs and increase efficiency, which helps them remain competitive
in challenging times [16][17]. Implementing environmental sustainability measures, such as the use of
RAM, can lead to long-term cost savings and improved market positioning [16][18]. Airlines adjust their
strategies based on market conditions, focusing on high-demand routes or sectors during economic
downturns [14][19]. Extending airline networks further into small, underserved communities could enable
more robust and economically sustainable networks. Carriers use economic slowdowns as opportunities
to prepare for future upswings by investing in new technologies and improving their services [17][19].
RAM can be viewed as one such technology and its use may facilitate alliances or partnerships to share
resources and reduce operational costs during challenging times [20].
Actual implementation of RAM may vary depending on specific market conditions, regulatory
environments, and technological readiness. However, it is plausible to assume that adoption of RAM will
align with general principles of technology adoption and market entry strategies in the aviation industry.
Using pre-existing routes allows RAM operations to utilize existing airport infrastructure, which is more
cost-effective than building new facilities. Replacing legacy aircraft on established routes provides a
direct comparison of performance and efficiency, serving as a practical proof of concept (market
validation). This approach allows for a phased introduction of new technologies, which is common in the
aviation industry due to safety and regulatory considerations. Using established routes helps in managing
operational risks while demonstrating the capabilities of new RAM aircraft. The RAM market is taking
shape with investments in various technologies and infrastructure, which supports the idea of gradual
adoption starting with existing routes [2].

E. Alternative Markets - FedEx

FedEx has long relied on Cessna Caravan turboprops for its regional cargo feeder network, with the
aircraft becoming a cornerstone of its operations since the 1980s. The company played a pivotal role in
shaping the Caravan’s design, particularly its cargo pod, to meet its logistics needs [21]. In 2025, the
Caravan still comprised nearly 80% of FedEx’s feeder fleet, serving smaller markets with time-sensitive
deliveries while maintaining low operating costs and reliability [21][22].
In 2017, FedEx became the launch customer for the Cessna 408 SkyCourier, a next-generation twin-
engine turboprop designed in collaboration with Textron Aviation [22][23]. The SkyCourier addresses
limitations of the Caravan with:
• Double the payload capacity: 6,000 lbs. vs. the Caravan’s 3,070 lbs. [22][24].

8
 • Large cargo door (87” x 69”): Enables handling of containerized (LD3) and palletized freight,
streamlining operations for priority shipments [22][23].
• Modernized features: Twin-engine safety, digital cockpit, and flat cabin floor for efficiency
[22][23].
FedEx plans to phase out its 238 Caravans, replacing them with 50 SkyCouriers (and options for 50
more) starting in 2020 [22][24]. By early 2023, partner carriers like Mountain Air Cargo began revenue
flights with the new aircraft, initially deploying them on routes such as Tallahassee to Orlando [25][26].
The SkyCourier aligns with FedEx’s broader fleet modernization strategy to:
1. Enhance efficiency: Lower operating costs and fuel consumption compared to older models
[22][24].
2. Expand service capabilities: Access markets requiring larger cargo capacity and container
compatibility [21][23].
3. Strengthen feeder networks: Complement reductions in widebody operations by optimizing
regional airfreight agility [22][25].

F. Alternative Markets - UPS Flight Forward

UPS Flight Forward, the drone delivery subsidiary of UPS, has ordered 10 Beta Alia-250 electric
Vertical Takeoff and Landing (eVTOL) aircraft with an option to purchase 140 additional units [27][28].
These aircraft are designed to transport time-sensitive cargo directly between UPS facilities, bypassing
airports and traditional logistics bottlenecks. The partnership aims to create a "micro air feeder network"
by leveraging on-site takeoff/landing capabilities at UPS hubs [27][29]. The Alia-250 eVTOL features:
• 1,400-pound payload capacity, accommodating urgent shipments like pharmaceuticals or critical
documents [29][30].
• 250-mile range on a single charge, with a cruising speed of 150–170 mph [27][29].
• Zero operational emissions and reduced noise compared to conventional aircraft [27][31].
• Modular charging stations that recharge the aircraft in under an hour and support electric ground
vehicles [28][29].
The strategic benefits for last-mile delivery include:
1. Operational Efficiency
• Eliminates airport transfers, reducing ground handling and labor costs [27][28].
• Enables direct "facility-to-facility" routes for time-critical deliveries, cutting transit times by
up to 50% in small markets [27][29].
2. Environmental Sustainability
• Aligns with UPS’s goal to achieve carbon neutrality by 2050, replacing fossil fuel-dependent
feeder aircraft [30][31].
• Charging infrastructure repurposes used aircraft batteries, minimizing waste [28].
3. Scalability
• Beta’s aircraft are designed for eventual autonomous operation, pending FAA certification
and regulatory advancements [27][32].
• UPS plans to integrate the Alia with its existing drone network, which holds FAA Part 135
certification for payloads up to 7,500 lbs. [29][33].
In 2023, UPS tested the Alia in the UAE under a temporary license, exploring cargo missions in
desert environments [34]. Beta’s military collaboration includes $43.6 million U.S. Air Force contracts for
Alia testing that could fast-track certification and operational readiness [35][36]. Further, CAE (a global
aviation training firm) is developing customized pilot and maintenance programs for UPS crews [37].
UPS aims to deploy the Alia alongside autonomous Cessna Caravans, creating a hybrid fleet for diverse
cargo needs [32][38]. These partnerships position UPS at the forefront of electric air logistics, offering a
blueprint for agile last-mile delivery in both urban and remote regions.

9
 G. Alternative Markets - UAS
Unmanned Aerial System (UAS) cargo carriers like Elroy Air and others are revolutionizing logistics
through innovative designs and autonomous technologies. Their approaches address critical challenges in
efficiency, environmental sustainability, and accessibility for both military and commercial applications.
By merging autonomy, cutting-edge aerodynamics, and sustainable propulsion, these UAS carriers are
redefining cargo logistics for time-sensitive, remote, and high-volume deliveries. Listed below are some
of the companies at the forefront of developing autonomous and efficient cargo delivery solutions using
unmanned aerial systems [39], addressing various payload capacities and range requirements for different
logistics applications:
1. Elroy Air is developing the Chaparral, an autonomous hybrid-electric vertical takeoff and landing
(VTOL) cargo aircraft designed for middle-mile logistics.
2. Dronamics is developing the Black Swan, a long-range cargo drone with payload capacity and
range designed to revolutionize same-day delivery.
3. Natilus is creating blended-wing-body freighters with larger cargo volume and reduced emissions
compared to traditional aircraft.
4. Zipline specializes in autonomous delivery systems for instant logistics, particularly in healthcare.
5. Matternet has developed commercial drone delivery systems for urban and suburban
environments.
6. Sabrewing Aircraft Company is developing heavy-lift cargo drones like the Rhagal, capable of
carrying up to 2 metric tons vertically

III. AIR CARGO SERVICE AND RAM

A typical airport cargo market analysis combines quantitative data analysis with qualitative
assessments to provide a comprehensive view of the airport's position and potential in the air cargo
market. This informs strategic planning, infrastructure investments, and efforts to attract new cargo
business. Table 2 lists the categories of a typical airport cargo market analysis and provides descriptions
of each study segment. For airports without existing cargo volumes, the focus would be on identifying
potential demand and necessary infrastructure investments and developing a long-term strategy to attract
cargo operations. The study would emphasize the airport's unique value proposition and its potential role
in regional economic development.
Every airport is unique, varying in size, location, capabilities, services, and operations. This study
does not aim to deliver a generic "one size fits all" assessment of an airport's cargo potential amidst a
rapidly evolving landscape. Instead, it seeks to empower small, rural, and economically disadvantaged
airports—often unable to afford consultants—to effectively evaluate and enhance their cargo capabilities
relative to RAM. By providing accessible guidance, this study aims to bridge the resource gap and help
these airports capitalize on emergent cargo opportunities.

10
 AIRPORT CARGO MARKET ANALYSIS (typical)
SEGMENT DESCRIPTION
Analysing historical and current cargo tonnage handled by the airport, including breakdowns by domestic
Traffic Volumes
and international, import and export, etc.
Assessing the airport's cargo handling capacity, including warehouse space, ramp areas, and specialized
Capacity
facilities like cold storage.
Evaluating which cargo airlines and integrators serve the airport and on what routes. This includes both
Airlines and Routes
dedicated freighter and belly cargo capacity.
Commodities Analyzing the types of goods being shipped through the airport and key industry sectors driving demand.
Infrastructure Examining road and rail connections to assess the airport's connectivity to its catchment area.
Competitive Landscape Comparing the airport's cargo performance and capabilities to other airports in the region.
Economic Factors Considering regional economic indicators, trade patterns, and industry trends that impact air cargo demand.
Regulatory Environment Assessing customs procedures, security requirements, and other regulations affecting cargo operations.
Technology Evaluating the airports adoption of cargo handling technologies and digitalization efforts.
Forecasting future cargo volumes based on market trends, planned infrastructure investments, and
Growth Projections
economic outlooks.
SWOT Analysis Identifing zthe airport's strengths, weaknesses, opportunities, and threats in the cargo market.
Stakeholder Input Gathering insights from airlines, freight forwarders, shippers, and other key stakeholders.
Benchmarking Comparing key performance indicators to industry standards and best practices.

Source: ACI Chapter 2 Developing an Air Cargo Market [40]

Table 2 Typical Airport Cargo Market Analysis

A. Passenger-Freight Combination Service

Air freight service types include express air freight, consolidated air freight, and charter air freight
(dedicated aircraft for specific cargo needs). Belly freight falls into the category of passenger-freight
combination service. This type of air freight service utilizes the cargo hold space in passenger aircraft to
transport goods alongside passengers and their baggage. Key characteristics of belly freight include:
• It is offered by commercial airlines primarily focused on passenger transportation.
• Cargo is carried in the lower deck or "belly" of passenger aircraft.
• It serves as a secondary source of revenue for passenger airlines.
• The cargo capacity is limited by the available space after accommodating passenger baggage.
• It is subject to the routes and schedules of passenger flights.
Belly freight is distinct from dedicated cargo services provided by all-cargo airlines or freighters,
which use aircraft specifically designed for transporting freight [41]. Approximately half of global cargo
volume, excluding shipments transported by integrated express carriers, is carried in the lower hold of
passenger aircraft [12].
While RAM could potentially extend an airline’s reach into currently non-serviced communities by
way of belly freight, the focus of RAM is generally more aligned with passenger transport and short-haul
connectivity rather than cargo transport specifically. The integration of RAM for belly freight would
depend on several factors, including aircraft design, market demand, and operational feasibility,

B. RAM Cargo Market Demand Potential

RAM has the potential to significantly enhance air transport efficiency, expand service offerings, and
meet the evolving demands of both passengers and cargo markets [42][43]. As has been illustrated,
RAM’s potential passenger market remains the focus of study for this burgeoning transport system. The
air cargo market for RAM has not yet received the same level of scientific scrutiny as the passenger
market. As airlines increasingly rely on passenger aircraft for cargo transport, RAM can optimize belly
freight capacity by offering additional routes and services that complement existing passenger flights.
This approach not only maximizes the use of available space in passenger aircraft but also helps to
alleviate the strain on dedicated freighter capacity. Further, the growth of e-commerce has created a surge
in demand for rapid delivery services, particularly for high-value and time-sensitive goods [44]. RAM can
tap into this market by providing quick and efficient transportation options that utilize existing passenger
networks, thereby facilitating faster delivery times and meeting consumer expectations. By employing
innovative aircraft with electrified powertrains, RAM can offer a more sustainable alternative for

11
transporting both passengers and cargo. This not only reduces operational costs but also addresses
environmental concerns associated with traditional aviation, making it an attractive option for both
operators and consumers. Last, collaborating with freight forwarders and logistics providers will be
crucial for RAM to effectively integrate belly freight into its operations. Establishing partnerships can
help streamline logistics processes and enhance service offerings, ultimately driving demand for RAM
services [45]. The importance of partnerships in air cargo operations and the need for comprehensive
understanding of air freight movement at various levels are paramount to developing an airport business
use case for RAM air freight.

IV. DOMESTIC AIR FREIGHT AND AIR MAIL

The Federal Aviation Administration (FAA) defines domestic operations for air cargo as those
conducted between any points solely within the 48 contiguous states or the District of Columbia and
entirely within any state, territory, or possession of the United States [46]. Air cargo is transported by way
of air carrier aircraft carrying passengers or cargo for hire under 14 CFR Part 121 (scheduled air carriers,
including major airlines and large cargo operators) and 14 CFR Part 135 (commuter and on-demand
operations, typically with smaller aircraft). The FAA categorizes cargo based on its nature. General Cargo,
which includes items that do not require special handling or precautions during air transport, and Special
Cargo, which includes various subcategories such as dangerous goods, live animals, perishable cargo, and
time and temperature sensitive products [47].

A. Air Mail
Air mail is considered separately from air freight, and while they share some regulatory similarities,
there are distinct differences between the two. Air mail is managed by postal organizations, which handle
the door-to-door chain for shipments, except for the airport-to-airport segment. In contrast, air freight is
typically managed by freight forwarders or airlines throughout the entire shipping process [48]. Both air
mail and air freight are subject to aviation security regulations and customs clearance procedures, but the
specific requirements and processes may differ. Air freight often involves more complex customs
clearance procedures, which may necessitate the assistance of freight forwarders or customs brokers [49].
Conversely, air mail may benefit from simplified customs processes, particularly for smaller items,
although it remains subject to security screening and import/export regulations [50]. IATA has developed
regulations for transporting different types of air cargo, including air mail. These regulations are designed
to ensure the safe and efficient transport of goods and are regularly updated to reflect the latest industry
standards [51].

B. Domestic Air Freight and Mail

Table 3 delineates quantities of domestic passengers, freight, and air mail (measured in pounds)
broken out by BTS aircraft type. Cumulatively, table 3 represents all domestic carriage for calendar year
2023 with 828,977,901 passengers, 1,384,759,547 lbs. belly freight, 251,616,331 lbs. belly mail,
24,511,935,218 lbs. air freight, and 585,678,499 lbs. air mail.

BTS AIRCRAFT
NATIONAL TYPE-1 TYPE-2 TYPE-3 TYPE-4 TYPE-5 TYPE-6 TYPE-7 TYPE-8
PAX 483,417 22,386 816,181 2,262,896 1,780,523 617,911,748 70,306,831 135,393,919
BELLY FREIGHT (lbs.) 1,485,485 128,391 23,766,373 19,196,700 - 869,875,329 25,111,821 445,195,448
BELLY MAIL (lbs.) 595,145 1,622,912 8,723,554 40,322,861 - 129,793,617 11,286,789 59,271,453
AIR FREIGHT (lbs.) 57,987,416 3,097,426 1,132,090 145,866,415 38,665,331 17,854,167,636 3,418,123,828 2,992,895,076
AIR MAIL (lbs.) 1,908,692 2,895,873 1,531,034 29,432,254 23,277,806 363,780,479 63,804,602 99,047,759
Source: Bureau of Transportation Statistics [8]

Table 3 2023 National Passengers, Freight, and Mail by BTS Aircraft Type

12
Belly freight represents approximately 5% of total freight carried (belly freight plus air freight) across all
BTS aircraft types. Belly mail represents approximately 30% of total mail carried (belly mail plus air
mail) across all BTS aircraft types.

C. Belly Freight and Belly Mail Focus

As previously stated, RAM aims to utilize existing airport infrastructure, particularly underutilized
smaller airports. This aligns with the existing airline network structure and could facilitate the integration
of RAM into current cargo and mail operations. The potential for RAM to reduce operating costs by 30-
50% compared to traditional turboprop aircraft could make it economically viable to serve routes that
were previously unprofitable, potentially including those carrying belly freight and mail [52]. As
referenced in McKinsey & Company’s Short haul flying redefined: The promise of regional air mobility,
the decline in regional air travel over the past decades, particularly for aircraft with 6 to 50 seats, is a
reasonable market entry point for RAM which could revitalize these routes, making them viable for both
passenger and cargo operations. With 90% of the American population living within a 30-minute drive of
a regional airport [4], existing airports could support the expansion of airline networks through RAM,
including cargo and mail services. The potential for RAM to bring profitable air services to over 140
airports in the Northeast Corridor alone, compared to the current 80 airports with commercial services,
could naturally include belly freight and mail capabilities [5]. It is important to note that while the initial
focus of RAM may not be on serving major air freight airports, the potential for freight and mail
transportation is not entirely excluded. As the RAM ecosystem develops, there may be opportunities to
integrate with existing cargo operations or develop new cargo-specific services using RAM aircraft and
infrastructure.

V. STATE OF CONNECTICUT AIR FREIGHT AND AIR MAIL

According to the 2022 Connecticut Statewide Freight Plan Update, Connecticut's freight assets
include 21,557 miles of roadway, 1,406 miles on the State National Highway System, 628 miles of freight
railroad right-of-way, three deep-water commercial ports, one major cargo airport, and 590 miles of gas
transmission pipeline [53]. The plan serves as a long-range strategic guide for Connecticut's multimodal
freight transportation system and was developed in accordance with the 2021 Bipartisan Infrastructure
Law, receiving approval from the Federal Highway Administration (FHWA) in January 2023. The report
indicates that in 2019, $110.5 billion in direct outbound, inbound, and intraregional freight moved on
Connecticut's freight network. This activity is associated with 451,100 direct regional jobs, which account
for nearly 20% of the state's economy and generate $36.5 billion in income. Freight distribution by mode
shows that trucks carry the majority of freight, accounting for 91% by tonnage and 89% by value. Ports
represent 5% of tonnage, while rail accounts for 4%. Future projections suggest that truck freight is
expected to increase by 20%, translating to over 31 million tons, by 2040, with truck value projected to
grow by $91 billion—a 39% increase. Rail freight is also anticipated to rise by 30% by 2040. The plan
outlines several goals aimed at enhancing the freight transportation system, including improving safety
and security, ensuring economic competitiveness and efficiency, optimizing operations and performance,
maintaining a state of good repair, and promoting equity, environmental protection, and livability.
The 2022 Connecticut Statewide Freight Plan Update and the 2021 Bipartisan Infrastructure Law do
not consider RAM as a future cargo transportation system for Connecticut. The FHWA also does not
appear to consider RAM for freight transportation in Connecticut or elsewhere in the nation, focusing
instead on traditional surface transportation modes and infrastructure improvements [54]. The FHWA's
National Highway Freight Program, established by the FAST Act, aims to improve the efficient
movement of freight on the National Highway Freight Network (NHFN). However, it does not explicitly
address RAM or its potential impact on air cargo networks and ground transportation [55]. Despite the
potential benefits of RAM in reducing short-distance cargo transport and its environmental implications,
there appears to be a lack of collaboration between the FHWA and the FAA on this matter. As both
agencies are part of the Department of Transportation (DOT), increased cooperation could be beneficial

13
for integrating RAM into national freight transportation objectives. The Biden-Harris Administration's
recent focus on zero-emission freight corridors and advanced transportation technology grants
demonstrates a shift towards more environmentally sustainable and efficient freight transportation
methods. However, these initiatives do not explicitly mention RAM as part of their strategies [56] [57].

A. State of Connecticut – Freight and Mail

An analysis of the BTS T-100 Domestic Segment operations for the 2023 calendar year for the state
of Connecticut reveals that Bradley International Airport (BDL), ranked 34th in the country for busiest
cargo airports is Connecticut's primary and largest airport handling air cargo, underscoring its critical role
in the state’s air freight operations and positioning itself as a northeast regional cargo hub [58]. Table 4
delineates passenger, combined freight (belly and air freight), and combined mail (belly and air mail)
carried by BTS aircraft type for 2023 calendar year. Combined freight represents approximately 1.6% of
the national total combined freight as denoted in Table 3 with combined mail representing approximately
3.4% of the national combined total. Belly freight and belly mail account for approximately 0.2% and
0.3% respectively of the national total. Again, focus is given to belly freight and belly mail based on the
previously stated assumption that airlines could, with minimal effort, extend cargo and mail networks to
smaller and more remote airports by capitalizing on anticipated RAM passenger service.

BTS AIRCRAFT
STATE Connecticut
TYPE-1 TYPE-2 TYPE-3 TYPE-4 TYPE-5 TYPE-6 TYPE-7 TYPE-8
PAX - - - 831 1,956 5,045,783 811,763 1,277,122
BELLY FREIGHT (lbs.) - - - - - 2,185,930 41 883,106
BELLY MAIL (lbs.) - - - - - 364,674 4,426 391,144
AIR FREIGHT (lbs.) - - - - - 324,556,436 4,066,906 -
AIR MAIL (lbs.) - - - - - 17,205,227 1,145,552 -
Source: Bureau of Transportation Statistics [8]

Table 4 2023 State of Connecticut Passengers, Freight, and Mail by BTS Aircraft Type

B. Regional Air Mobility: Transforming Short-Distance Aviation with Innovative Aircraft

Solutions
It is reasonable to presume that BTS aircraft types 1 through 5 (piston and turboprop) indicated in
Table 1 are likely targets for replacement with RAM aircraft for both passenger and cargo operations.
RAM aircraft are designed to serve short to medium-range routes, typically between 50-500 miles,
aligning with the operational range of many piston and turboprop aircraft. These new aircraft are
envisioned to seat between 9 and 30 passengers, consistent with the capacity of many BTS types 1-5
category aircraft. RAM aims to utilize existing airport infrastructure, particularly smaller regional
airports, which are often served by piston and turboprop aircraft. The development of electric and hybrid-
electric propulsion systems for RAM aircraft is well-suited to replace older piston and turboprop engines,
offering potential improvements in efficiency and environmental impact. This technological advancement,
coupled with the ongoing decline in the production of small regional aircraft, may encourage operators to
invest in new RAM technologies rather than extending the life of existing piston and turboprop fleets [2].
Furthermore, RAM aircraft are being designed to operate with reduced crew requirements and increased
automation, potentially making them more cost-effective replacements for current BTS type 1-5 aircraft.
These factors collectively suggest that RAM aircraft are well-positioned to replace or supplement existing
piston and turboprop aircraft in regional transportation networks for both passenger and cargo operations.
RAM aims to revolutionize short-distance air travel. This innovative concept seeks to revitalize
underutilized local airports while connecting regions, small towns, and rural areas, thereby offering a
fresh alternative to existing regional transportation options. RAM's primary objective is to bridge the gap
for underserved communities by providing efficient air transportation for shorter distances, addressing a
niche currently neglected by traditional commercial aviation. According to a study conducted by the
NASA-funded Georgia Tech Air Mobility Research Center, titled The surprising market demand for

14
regional air mobility, these underserved communities are loosely defined as those with limited or no
scheduled commercial flights to major hubs or other destinations. Despite proximity to regional airports,
many Americans find themselves compelled to undertake lengthy drives to larger airports for their travel
needs. Factors such as discontinued services, reliance on Essential Air Service (EAS) subsidies, and a
general lack of efficient transportation options further characterize these focus communities. While
traditional commercial aviation has struggled to maintain profitability on these routes due to high
operating costs and oversized aircraft, RAM presents a promising solution. By employing more efficient,
appropriately sized aircraft and capitalizing on existing airports, RAM has the potential to transform the
economics of regional air travel, breathing new life into previously economically unsustainable routes.
Therefore, RAM will initially focus on pre-established routes within the 500-mile range, as this approach
allows for the utilization of existing airports and addresses current market gaps in regional air travel.
However, “market gaps”, as indicated by currently available research typically relate to the transport of
passengers, not cargo.

1. State of Connecticut - Origination and Destination

A review of 2023 BTS T-100 Domestic markets with routes less than 500 statute miles served by the
State of Connecticut airports, showcased in Table 5, delineates origination and destination city pairs that
may inform RAM market points of entry.

Source: Bureau of Transportation Statistics [8]

Table 5 2023 State of Connecticut Origination and Destination by BTS Aircraft Type

As indicated, origination and destination (O&D) airports served by BTS aircraft types 1 through 8,
operating routes of less than 500 statute miles (sm) account for less than 20% for passengers, 10% for
freight, 5% for mail. On routes that are less than 500 sm and flown by BTS aircraft types 1 through 5,
passenger traffic accounts for less than 1% and no freight or mail flown. Passenger traffic on these routes
account for 137 departures at approximately 1,100 seats with fewer than 500 passengers flown for both
O&D traffic in calendar year 2023. This unused capacity is economically unsustainable for an airline.
Passenger traffic on these routes, primarily served by BTS aircraft type 4, shows potential for RAM
passenger service. These flights could theoretically accommodate freight and mail, extending airline reach
into smaller communities. This finding suggests that aircraft currently focused on passenger transport
could be utilized for additional freight and mail services, creating an integrated approach to carrying
passengers, freight, and mail on these regional routes.

2. Tweed New Haven Airport - Origination and Destination

Table 6 provides O&D traffic for the state of Connecticut National Plan of Integrated Airports System
(NPIAS) airports for routes less than 500 sm. Emphasis is given to the HVN with 21 origination and 19

15
destination departures, 165 origination seats and 162 destination seats, and 60 origination and 66
destination passengers. Flown by BTS aircraft type 4, this data seems to indicate an over capacity for
these subject routes making them an ideal market entry point for RAM aircraft. Further analysis is
required to assess the need for the transportation of freight and mail on these routes as well as induced
traffic stemming from the offloading of ground vehicle-based cargo transport.

Source: Bureau of Transportation Statistics [8]

Table 6 2023 Origination and Destination Routes Less Than 500 Statute Miles

VI. PASSENGER + CARGO APPROACH

This study seems to indicate that RAM strategies that consider both passenger and cargo operations
will be more adaptable to the markets RAM seeks to open. To position RAM for communities with cargo
potential and limited passenger opportunities or limited passenger and nascent cargo potential, a
passenger plus cargo approach should be adopted. This strategy can leverage the unique advantages of
RAM aircraft and airport infrastructure to serve these markets effectively. RAM operators should consider
developing dedicated cargo services for routes with high freight demand but low passenger potential. This
approach allows for the optimization of aircraft and operations specifically for cargo transport, potentially
using converted passenger aircraft or purpose-built cargo variants of RAM aircraft. Operators could
utilize RAM aircraft with modular designs that can be quickly reconfigured between passenger and cargo
configurations. This flexibility allows operators to adapt to changing market demands and maximize
aircraft utilization across different route types. Operators can position RAM as a critical link in the supply
chain by integrating with last-mile delivery services. This could involve partnerships with e-commerce
companies, local delivery services, or logistics providers to create a seamless cargo transport network
from regional hubs to remote communities. Operators can further develop niche cargo services tailored to
the specific needs of underserved communities. This might include medical supply transport, just-in-time
delivery for manufacturing, fresh produce and perishables transport, and critical spare parts delivery for
remote industries. Leveraging the ability of RAM aircraft to operate from smaller, underutilized airports
can reduce infrastructure costs and provide more direct routing for cargo shipments, potentially improving
delivery times and reducing overall logistics costs [4].

16
 A. Economic Drivers for Passenger + Cargo Focused RAM
Economic drivers play a crucial role in shaping economic outcomes and performance, particularly in
supply chain management where they quantify the financial impacts of decisions to optimize outcomes. In
the context of RAM, these drivers are especially significant. RAM aircraft, particularly those utilizing
electric or hybrid-electric propulsion, are anticipated to operate at lower costs compared to traditional
passenger and cargo aircraft. This cost advantage has the potential to transform previously unprofitable
routes into economically viable ones [59]. RAM's use of smaller, tailored aircraft for regional operations
enables more frequent and efficient services to communities that lack sufficient passenger or cargo
volume for larger aircraft. The environmentally friendly nature of RAM aircraft may also help overcome
community resistance to increased flight frequencies at regional airports [60]. Furthermore, positioning
RAM as a solution for enhancing connectivity and fostering economic development in underserved areas
could attract government support or subsidies, akin to existing programs like the EAS [60]. This approach
will be crucial to position the airport for Public-Private Partnerships (PPP) discussed in the following
section. By adopting strategies that combine passenger and cargo services and capitalizing on the unique
advantages of RAM aircraft and airport infrastructure, operators can effectively cater to communities with
significant cargo potential but limited passenger demand or limited passenger demand and nascent cargo
potential. This approach not only addresses the specific needs of these markets but also contributes to the
overall economic viability and growth of the RAM sector, creating a more sustainable and inclusive air
transportation ecosystem.

B. Public Private Partnership

PPPs are envisioned to play a crucial role in RAM strategies and will serve as a significant economic
driver for its development. These partnerships are essential for addressing the unique challenges and
opportunities presented by RAM, particularly in underserved communities with cargo potential but
limited passenger demand or limited passenger demand and nascent cargo opportunity. PPPs will
facilitate the integration of RAM into existing transportation networks and help overcome infrastructure
and regulatory hurdles. The FAA's AAM Implementation Plan emphasizes leveraging PPP to identify key
locations and use cases of interest to AAM industry stakeholders while promoting an all-hands approach
to integration [61]. This collaborative approach allows for the coordination of various stakeholders,
including vehicle manufacturers, operators, infrastructure developers, investors, and local governments.
In the context of cargo-focused RAM, PPPs can help fund and develop the necessary energy
infrastructure for RAM operations, including charging stations. This is particularly important for cargo
operations, which may require specialized facilities for loading and unloading freight [62]. Partnerships
between government agencies and private companies can accelerate the development of technologies
crucial for efficient cargo operations, such as autonomous flight systems and electric propulsion [2]. PPPs
can facilitate the creation of appropriate regulatory frameworks that address the unique needs of cargo-
focused RAM operations, ensuring safety and efficiency [61]. By sharing risks and resources, PPPs can
make previously unprofitable routes economically viable for passenger and cargo operations. This is
especially relevant for RAM, which aims to serve underutilized airports and connect regions that are
currently underserved by traditional aviation [5]. PPPs can help ensure that RAM cargo operations are
integrated into local communities in a way that maximizes economic benefits while minimizing negative
impacts. This includes addressing concerns related to noise, emissions, and land use compatibility [62].
As an economic driver, PPPs in RAM can stimulate regional economic growth in several ways to
include the creation of new market opportunities. By enabling efficient cargo transport to underserved
areas, RAM can open up new markets and business opportunities [2]. Further, the development of RAM
infrastructure and operations can create jobs in various sectors, from aviation to logistics and support
services and attract additional private investment into RAM and related industries, further driving
economic growth [63]. RAM is capable of improving supply chain efficiency by enhancing regional
supply chains, potentially reducing transportation costs and improving delivery times for businesses [2].
The NEXA Capital Partners white paper emphasizes the importance of PPPs in developing UAM, which
can be applied to RAM as well. It suggests that consortia formed on a city-by-city basis can create cost-

17
effective funding and infrastructure development models [64]. This approach could be particularly
beneficial for cargo-focused RAM strategies, allowing for tailored solutions that address the specific
needs and opportunities of each region.

VII. CONCLUSION AND RECOMMENDATIONS

RAM offers a promising solution for underserved communities, particularly small, rural, and
economically disadvantaged airports. Cargo operations represent a potential early entry point for RAM
technologies, though current research has predominantly focused on passenger markets. Expanding the
body of research, allowing for a more rigorous assessment of cargo potential nationally for RAM, is
essential for RAM to realize its potential. The successful implementation of RAM will require a holistic
approach that balances technological innovation, infrastructure development, and market-driven
strategies. Research indicates that the market entry strategy for RAM will initially focus RAM operations
on pre-established routes under 500 statute miles, targeting less efficient and oversized legacy aircraft for
replacement. Routes with existing passenger traffic that can accommodate potential cargo services should
be prioritized over development of new routes, conducting a detailed market sustainability assessment for
each potential RAM route. Investigation of operational models that integrate passenger and cargo services
are indicated as cargo alone as a RAM market entry point seem economically unsustainable.
Accomplishing this requires the development of flexible aircraft configurations to maximize route
utilization. Further, the creation of tailored business use cases for small airports to attract investment are
essential for airports to justify the capital investments required in support of RAM. Business use cases
will require the exploration of diversification strategies that balance passenger and cargo operations on
indicated routes. This strategy will inform long-term planning frameworks for both airports and airlines
that account for technological advancements and market fluctuations.

A. Recommendations
1. Investigate how RAM could potentially transform air cargo operations in underserved areas
or for new types of cargo routes with focus given to market sustainability.
2. NASA, through projects akin to Ænodes, should partner with the FAA, FHWA, and the
Department of Commerce to collaboratively explore the integration of RAM into the National
Highway Freight Program. Exploring RAM’s potential impact on air cargo networks and
ground transportation could be beneficial for integrating RAM into national freight
transportation objectives.
3. Incorporate RAM as a strategy into zero-emission freight corridors and advanced
transportation technology grants.
4. Recognize RAM market entry point for cargo is dependent upon existing passenger service.
Partnering with stakeholders, create an integrated approach for RAM to carry passengers,
freight, and mail on regional routes.

Acknowledgments

This work was funded by the Airports as Energy Nodes Activity (ÆNodes) of the Convergent
Aeronautics Solutions Project of the Transformational Aeronautics Concepts Program within NASA’s
Aeronautics Research Mission Directorate. The author wishes to thank NASA for their financial and
technical support of this effort. In addition, the author wishes to thank Nicholas K. Borer and Nathaniel J.
Blaesser, NASA Langley Research Center, and Scott Cary, Department of Energy National Research
Energy Laboratories.

18
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