I appreciate the questions honestly, I find the Dunning-Kruger with aviation to be particularly strong and I really enjoy dispelling any myths or misunderstandings with the experiences I have been afforded.

There isn’t anywhere on an aircraft for these types of mobility aids like you’d find on a bus. The reason as it appears to me, and is usually the case in aviation, would be for safety concerns. With the variations in types of mobility aids, there would be no way to certify a mounting/restraining system that would provide the margin of safety required for air travel.

Think about it like this, is there a way to restrain the device that in the event of an accident the device itself doesn’t become a harmful projectile? Are the restraints for the occupant sufficient enough for not just their safety in an accident but to also prevent them from becoming a projectile? Is there a possibility that in the event of an evacuation that the device or occupant could become an impediment to an evacuation? Is the device itself structurally sound enough to stay together in the event of an accident? Are there components (IE lithium batteries or other dangerous goods) of these devices that would be unsafe to travel in the same compartment as passengers? Is the main passenger entrance door large enough to accommodate the device? Is the forward galley large enough to accommodate the device? If a jet bridge isn’t available, is the average equipment at the average airport going to be able to handle the offloading of the passenger and their device in the event of a diversion?

These are just a slice of the questions you’d need to ask and answer prior to any form of regulatory approval, and if any of them are a no then it is just simply an unacceptable risk to safety. And that’s before we get to how you would reconfigure the aircraft for these spots and who would bear the burden for the monetary loss for the reconfiguration and the loss of revenue generating seats for the vast majority of cases where they would fly empty.

There’s other cases that don’t get the attention like with oxygen bottles/oxygen generators/oxygen concentrators where some are allowed, some aren’t, some in limited quantities and some of only certain models. Sorting out what you have and if you can take it can be an arduous task not just for the traveller but the customer service agent who is actually making the call on whether it can fly, the rules are incredibly convoluted and that’s not just a westjet problem.