working group” to “plan for and coordinate efforts related to safety, operations, infrastructure, physical security and cybersecurity, and federal investment necessary for maturation of the AAM ecosystem in the United States, particularly passenger-carrying aircraft” and develop “an AAM national strategy.” Additionally, the 2024 FAA
Reauthorization Act passed by Congress in mid-May streamlines regulatory processes to facilitate AAM and implement policies to support and promote vertical aviation. The National Aeronautics and Space Administration (NASA), too, is deeply involved in the issue and is developing an AAM “playbook” with enabling technologies and strategies. Internationally, the European Union Aviation Safety Agency in
March 2022 released its Prototype Technical Design Specifications for Vertiports (PTS-VPT-DSN), and in July 2023, the UK Civil Aviation Authority published CAP2538, Considerations for Aerodromes and
Vertiports Planning to Operate Vertical Takeoff and Landing Aircraft. Tat same month, Australia’s Civil Aviation Safety Authority released Advisory Circular 139, Guidelines for Vertiport Design. In the United States, Alexander
thinks federal oversight via the private- commercial classification is essential for AAM to succeed. “We’re going to have to have oversight of vertiports. If it’s private, the FAA has no authority, and then oversight would fall to the states, but only if they have [regulations] on the books,” he says. Regulations aside, AAM
continues to drive innovation that will benefit all vertical aviation. Tis includes urban
microweather hazard-detection technology being developed by Mitre Corp. for the FAA and low-altitude air traffic management and deconfliction work continuing at NASA. Tese and other advance- ments promise to make the airspace below 1,000 ft. demonstrably safer for all users.
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