Electrification diversifies means of flight more than has ever been possible, in the way that nature has filled every possible niche in the air. In the way the Wright brothers saw success when internal combustion replaced steam, electrical vertical take off and landing (eVTOL) was only possible as it replaced internal combustion in turn.
Simpler to arrange around airframes, single and twin engines familiar to aircraft and helicopters are replaced by multiple motors numbering as many as three dozen. One analogy is computing, when single machines shared by businesses and educational concerns were replaced by computers in every office, a PC in every home and smartphone in every pocket.
In terms of the overall market for electrical aircraft there is likely to be a wider variation of types than evolved in the hydrocarbon economy, because of the freedom in design of multi-motor types. The costliest foray in convebtional VTOL has to be the Joint Strike Fighter, its complexity not the least reason for the costliest overrun in history. Instead eVTOLs take vertical flight as a given at the outset.
Most investment capital aims at fast returns from flying taxis and cargo drones, but the ecosystem of electrical flight will be altogether wider. This reflects the evolution of personal traansports like the motor-car, which in the UK alone sprang from a diversity of manufacturers numbering two thousand before coalescing in single figures more than a century on.
This diversification means that personal eVTOL has its place. You could argue that single-seat rotorcraft never 'took off', though the most numerous of helicopters is a two-seater in the shape of the Robinson R22, predicated on the basis two seats were ideal for training students or wrangling cattle. It is such niches that will evolve for personal air vehicles as the cost of ownership is reduced even further.
For the overriding limitation of single-seat types in the past was that they were as expensive to operate as larger types. This is unlikely to be the case with multicopters, which have already supplanted rotorcraft in aerial photography to survey and agriculture, beside of course cargo.
The latter types of drone already lift payloads beyond what is needed to raise an individual, and the ability to do so is a logical progression filling a niche between UAVs and flying taxis. A fact worth consideration is that in most economies charabancs, trams and buses preceded private automobiles.
So personal eVTOL is a natural evolution in an environment already enjoyed by millions of drones worldwide. Beside this there has been a vibrant kit-build market from the beginning of flight, for what else could the Wright Flyer be considered?
The key to continuing this tradition with electrical motors is as dependent upon manufacture and distribution as much as aerodynamics. From the outset, of necessity TELEDRONE types have been designed for flat-pack delivery and assembly, garage storage and reduced operating costs from the get-go.
Beside a market for individuals wanting access to their own 'personal air vehicle' there is also a replacement market for roles met by boats, helicopters or hovercraft. Consequently the earliest iterations of the TELEDRONE will be aimed at ground-effect operation... a question of climbing ladders one rung at a time.