## 1 Introduction
Within this context, the electric aircraft movement began in 2007 with the first electric aircraft symposium in San Francisco [12]. Engineering literature has also joined the trend. From 2006 to 2009, there was approximately one paper per year on electric and hybrid electric aircraft. From 2015 to the present, the volume has increased to nearly 20 papers per year [13]. The markets for aircraft, airlines, and airports are in a phase of major reconsideration, transition, and change. Moreover, a shift from international air over to national and intracontinental rail has started. As a result, electric aviation has sought to compete by adding new short-distance routes to the service offerings [14]. The economic case for electrification can be divided into two parts: first, the reduced operating costs on existing routes, as compared to conventional aircraft; and second, novel capabilities that may open new and lucrative markets [13]. The advantage of electric propulsion is energy cost [15]. Today, intercity air mobility is limited to subsidized routes, special regions such as island traffic, and the luxury segment of private jets [16]. Electrification may also provide operations that are not possible with conventional aircraft propulsion architectures. Electric vertical takeoff and landing (e-VTOL) concepts have been launched by numerous startup and mature firms worldwide [13]; dozens of companies have announced innovations employing e-VTOL [15]. However, many challenges remain in the operation management of electric aircraft. Gaps in capability are largely due to a lack of experience and historical data. In addition, designing for the future means accounting for the uncertainties of future technological advancements, including range and endurance [13]. Abstract representations of transport networks need to be developed. In practice, managers of transport infrastructure require indicators to monitor and improve the management of the locations and the service characteristics of their facilities. A wish-list of any manager would include the possibility to construct variants of any indicator for specific needs. The comparison of such changes requires a working model and involves exercises and issues that have not yet been addressed in the literature [17]. In addition, the accurate prediction of future maintenance issues associated with electric aircraft cannot be made without historical data and research [11]. As compared to gas-turbine-engine aircraft, all-electric aircraft have different operating costs, including several generations of potentially expensive batteries, and higher requirements for landing gear components due to their heavier weight. However, all-electric aircraft may also cut costs due to the relative mechanical simplicity of electric motors [18]. Within this context, the U.S. National Aeronautics and Space Administration (NASA) has developed a framework for the integration of urban air mobility airspace research with partners and stakeholders [8]. The adoption of ODAM was found to be dependent on travel distance, service fare, and level of accessibility. The market share for thin-haul ODAM services could be viable for distances over 100 km, with 60% of the market expected for distances between 200 and 400 km (i.e., intercity). Future research could therefore focus on uncertainties concerning the service attributes and business models [8]. A successful implementation of ODAM would need to consider novel operational models, given its on-demand characteristic. ODAM has the potential to radically change urban and regional mobility and shorten daily commute times [9]. Research gaps in ODAM also involve the development of a common lexicon and insufficient ODAM research problems such as ODAM demand estimation, ODAM port-location issues, ODAM scheduling, ODAM dispatching, and ODAM routing.