Advanced Air Mobility Infrastructure
Advanced Air Mobility (AAM) is an umbrella term for aircraft that are likely highly automated and electric. These aircraft are often referred to as air taxis or electric vertical takeoff and landing (eVTOL) aircraft. AAM aircraft could also be used to transport cargo and passengers, help with firefighting, and provide search and rescue operations. It also has t he potential to connect underserved and rural communities to other destinations or community services.
While initial AAM operations will leverage existing infrastructure like airports and heliports (with modifications), new facilities, such as vertiports and vertistops – specialized areas for vertical takeoff and landing – will also accommodate these growing operations.
Vertiport Design
The FAA’s Office of Airports (ARP), with the assistance of the FAA’s Airport Technology Research and Development Branch (ATRD) at the FAA William J. Hughes Technical Center, has developed and will continue to update design and safety standards for vertiports.
- Engineering Brief (EB) 105, Vertiport Design
Recognizing that interim guidance was needed for early adopters, ARP developed this EB provides guidance on the design and construction of vertiports and vertistops, including modification of existing landing facilities, and the establishment of new sites. The EB is specific to eVTOL aircraft with a pilot onboard, operating in Visual Meteorological Conditions (VMC), and a maximum takeoff weight of 12,500 pounds.
- Vertiport Design Advisory Circular (AC) – expected in 2025
The FAA plans to release a performance based Vertiport Design Advisory Circular (AC) to address infrastructure to accommodate the variety of aircraft and operations that fall under the AAM umbrella.
Vertiport Construction
Existing FAA regulations on the development of new takeoff and landing facilities also apply to AAM infrastructure. These regulations ensure FAA has the information needed to evaluate the safety of a proposed takeoff and landing facility, its surrounding area, and any impacts to the existing National Airspace System.
- 14 CFR Part 157, “Notice of Construction, Alteration, Activation, and Deactivation of Airports” (Part 157)
Requirements for notifying the FAA about the proposed construction of a new vertiport, including updating the Airport Master Record within 15 days of completion of any airport/vertiport project. The Airport Data and Information Portal (ADIP) is available for airport/vertiport submissions.
- 14 CFR Part 77, "Safe, Efficient Use and Preservation of the Navigable Airspace" (Part 77)
Standards governing aeronautical studies
Electric Charging Stations
Many AAM aircraft manufacturers are exploring electric batteries as an alternative fuel source, which will require access to charging infrastructure on or near an airport or vertiport. Facility owners and operators will need to carefully consider the siting and operations of charging stations as part of their overall site planning.
FAA Research on Electric Charging Stations
The following reports, produced by FAA’s ATRD Branch in partnership with the U.S. Department of Energy’s National Renewable Energy Laboratory (NREL), provide results on studies of several aspects of electric charging stations:
- Federal Aviation Administration Vertiport Electrical Infrastructure Study
- Overview of Potential Hazards in Electric Aircraft Charging Infrastructure
- Addressing Electric Aviation Infrastructure Cybersecurity Implementation
Interim Recommendations
While standards and guidance are being developed, ARP recommends early engagement and coordination with a local Airports District Office (ADO) or Regional Office (RO) for planned projects at federally obligated airports.
Key planning considerations include airport layout plan updates and airspace reviews toward evaluating compatibility with existing or planned infrastructure.
Hydrogen Fuel Storage
The FAA has also seen growing interest in using hydrogen as an alternative fuel source. The FAA and NREL have begun researching hydrogen fuel storage at airports and will provide guidance to industry once the appropriate data has been collected and analyzed.
Airport AAM Contacts
| Office | Contacts |
|---|---|
|
Airport Emerging Entrants Division (AAS-200) |
General Questions Jonathan Torres, General Engineer/AAM Portfolio Lead Keri Lyons, Manager |
|
Airport Engineering Division (AAS-100) |
Robert Bassey, Electrical Engineer/Vertiport Design Lead |
|
Airport Regional Contacts |
Alaskan |
Frequently Asked Questions
Yes. Federally obligated airports must update their ALP to include AAM infrastructure such as charging stations or on-airport vertiports.
It may be possible to convert an existing heliport to a vertiport. However, several factors will need to be evaluated to determine if this is feasible such as evaluating existing and proposed design standards, aircraft operations, and aircraft types.
Yes. A new Form 7480-1, “Notice for Construction, Alteration and Deactivation of Airports”, is required to ensure that all appropriate FAA offices have an opportunity to review the proposal. Conversions may result in different levels of operations and flight profiles that would necessitate having other FAA offices evaluate potential impacts to the National Airspace System (NAS). For federally obligated airports, a proposed change from a heliport to a vertiport is initiated through an ALP update.
The pathway to dual-use facilities that serve both helicopters and powered-lift aircraft will be governed by helicopter and powered-lift aircraft performance. The FAA is conducting research to develop performance standards that will provide a framework for classification of landing facilities. This framework will address not only the unique requirements and capabilities of powered-lift aircraft and any potential aerodynamic deficiencies but is also responsive to real estate and airspace needs appropriate to a variety of helicopters, their differing performance capabilities, and the impact of varying ambient environmental conditions. Following this research, our plan is to address this in an Advisory Circular, which will consider dual-use facilities for helicopters and powered-lift aircraft that have similar flight performance characteristics, provided the site meets basic geometric requirements based on aircraft geometry.
In order to determine potential impacts of a proposed vertiport to the NAS, which includes other airports, the vertiport proposal must be reviewed through the FAA’s Obstruction Evaluation/ Airport Airspace Analysis (OE/AAA) system. FAA offices responsible for evaluating proposals for potential impacts to the NAS receive notice when sponsors submit proposals to the OE/AAA system.
When a Form 7480-1 is submitted for a new vertiport, the FAA will conduct an airspace review and issue a determination on the proposal’s impact to the safe and efficient use of navigable airspace and with respect to the safety of persons and property on the ground. In this case, the FAA issues a determination, not an approval. This determination will generally take up to 90 days.
NOTE: While FAA’s goal is to conduct an airspace review and issue a final airspace determination within 90 working days, vertiport cases are taking longer because they are novel facilities and lack certificated aircraft. As the FAA continues to develop policies and standards to address the integration of these aircraft, the Office of Airports will support regional and field offices in their reviews of early facility proposals. Please continue working closely with your local RO/ADO on AAM infrastructure proposals.
When a FAA Form 7460-1, “Notice of Proposed Construction or Alteration”, is submitted for the construction of a vertiport on a federally obligated airport, the FAA must first assess if the vertiport is reflected on an FAA-approved ALP. If not shown, the sponsor will have to update the ALP before the airspace review can begin. Once the ALP is updated, the review will generally take up to 90 days. (See note below.) An environmental review under the National Environmental Policy Act (NEPA) will also be necessary for this action.
NOTE: While FAA’s goal is to conduct an airspace review and issue a final airspace determination within 90 working days, vertiport cases are taking longer because they are novel facilities and lack certificated aircraft. As the FAA continues to develop policies and standards to address the integration of these aircraft, the Office of Airports will support regional and field offices in their reviews of early facility proposals. Please continue working closely with your local RO/ADO on AAM infrastructure proposals.
For more information about charging stations, vertiports, and related infrastructure, contact your local RO/ADO. For general inquiries about AAM, contact your local Regional Administrator.
No. Sponsor-furnished charging stations should be available to all aeronautical users (non-exclusive). This is similar to traditional aircraft self-fueling availability, which is protected by the grant assurances. Exclusive-use AAM leased property with proprietary charging stations are not considered an exclusive-right. Like other air carriers, AAM users have the right to self-fuel and self-maintain their aircraft.
Not currently. There is growing interest in the use of hydrogen and hydrogen fuel cells for powering traditional and new aircraft, which requires the need for hydrogen storage at airports. The FAA’s ATRD Branch, in collaboration with the National Renewable Energy Laboratory, is currently researching hydrogen infrastructure standards. In the meantime, federally obligated airports interested in siting hydrogen storage on their airport must submit an ALP update to their local RO/ADO. These projects will be reviewed on a case-by-case basis while ARP works to develop national guidance for hydrogen storage on airports.
Yes, for federally obligated airports and public-use, non-federally obligated airports. To ensure there are no impacts to Part 77 surfaces, identify aircraft charging stations in the OE/AAA system for both permanent and temporary construction. Refer to AC 150/5300-20, Submission of On-Airport Proposals for Aeronautical Study, on how to file notice to the FAA.
Not currently. Please refer to EB 105 for suggested charging station standards while final siting criteria is still being developed. Carefully consider whether the charging station location could limit or impact operations.