Signature Aviation has deployed Beta Technologies’ Charge Cubes at four of its FBO locations.
Fixed-base operators (FBOs) are beginning to position their networks for electric aircraft, part of a bet that early advanced air mobility (AAM) operations will emerge from existing airport infrastructure rather than dedicated vertiports.
For Signature Aviation, that preparation has already begun. The company has started deploying charging infrastructure at select U.S. locations through a partnership with Beta Technologies, targeting markets where early use cases are expected to develop. Chief Commercial Officer Derek DeCross said that effort is less about anticipating a single outcome than ensuring readiness across a range of possibilities.
“It’s complementary; it’s not going to replace the world we operate within today,” he said. “We’ve established partnerships across the ecosystem, so we’re ready as this becomes more real. It’s about leveraging what already exists and evolving it.”
That approach reflects a broader shift in how the industry is thinking about AAM deployment. Early concepts centered on dense urban vertiport networks, but operators increasingly expect initial services to be tied to existing airport flows, particularly for business aviation customers. Signature has installed charging systems at four locations—Manchester, New Hampshire; Charlottesville, Virginia; Frederick, Maryland; and Kissimmee, Florida—aligned with early launch markets and the federal eVTOL Integration Pilot Program.
“We currently have four Beta Charge Cubes operational, and we’re expanding from there,” DeCross said. “Those locations align with where we think early use cases will emerge. It’s about creating a practical starting point rather than waiting for a perfect future state.”
At the same time, the company is maintaining a broad network of partnerships with developers including Archer Aviation, Eve Air Mobility, and Wisk Aero, as well as operators and infrastructure providers—including vertiport startup UrbanV—as the competitive landscape continues to evolve.
“We don’t have exclusive relationships, and that’s intentional,” DeCross said. “We want to partner broadly and make sure we’re positioned regardless of which platforms ultimately scale.”
At Clay Lacy Aviation, the focus is on preparing the underlying infrastructure needed to support electric aircraft over time. Scott Cushall, president of real estate and sustainability, said the transition is best understood as an extension of the FBO’s traditional role.
“We see electric aviation as just a new type of propulsion,” he said. “As an FBO, our role is to be ready to provide that fuel, whether it’s jet fuel, SAF, or electricity. The key is building the infrastructure early because bringing power to an airport is not a quick process.”
That preparation involves coordination with local utilities, assessing grid capacity, and upgrading transformers and switchgear before any charging equipment can be installed.
“Unlike fuel, where the truck comes to the aircraft, with electricity it’s the other way around,” Cushall said. “You’re bringing the aircraft to the fuel, and that requires a different way of thinking about layout and operations.”
Rather than committing to specific charging technologies, Clay Lacy is focusing on ensuring sufficient electrical capacity at its facilities.
“We’re investing our capital to bring power to our FBOs,” Cushall said. “We will let the market decide the charging interface. Our job is to make sure the power is there so whatever solution emerges can be supported.”
Despite differences in emphasis, both companies expect early AAM activity to emerge as an extension of existing business aviation operations, particularly in first- and last-mile segments.
“I think what you’ll see first is really that last-mile piece of the journey,” DeCross said. “It’s the same guests flying long-haul on business jets but using these aircraft to avoid ground congestion. The value proposition doesn’t change. It’s still about saving time.”
Cushall similarly framed electric aircraft as part of the broader general aviation ecosystem.
“eVTOLs and other electric aircraft are just another type of general aviation aircraft,” he said. “Our responsibility is to be ready to service them as they arrive. We see this as a way to expand the industry and bring in new users.”
The push into electric aviation comes as demand across business aviation remains strong, with growth in charter activity and larger aircraft continuing to strain infrastructure at key airports. For now, FBO operators are balancing that near-term demand with longer-term uncertainty around AAM timelines, technology standards, and infrastructure requirements. The result is a measured approach focused on incremental investment and flexibility rather than large, speculative bets.
“We’re thinking about how to be ready no matter how this plays out,” DeCross said. “Whether it’s first-mile, last-mile, or something broader over time, those guests are still our guests. Our job is to make sure we can serve them seamlessly.”
Related Content
