The U.S. Department of Transportation and FAA are launching a series of pilot programs for electric vertical takeoff and landing (eVTOL) air taxis, self-flying planes, short takeoff and landing (STOL) aircraft, and other advanced air mobility (AAM) technology.
On Friday, the FAA called on state, local, tribal, and territorial governments to submit proposals for operational testing of these uncertified aircraft. The governments and their private sector partners will vie for at least five projects under the eVTOL Integration Pilot Program (eIPP)—a three-year, White House-directed initiative to safely integrate AAM aircraft into U.S. airspace.
Transportation Secretary Sean Duffy described AAM as the “next great technological revolution in aviation.” For example, eVTOL air taxis lift off vertically like a helicopter but cruise on fixed wings like a plane. Other companies are developing regional passenger and cargo aircraft with electric propulsion or STOL capabilities. There are even a handful of firms building self-flying aircraft or retrofitting existing models with autonomous capabilities.
“By safely testing the deployment of these futuristic air taxis and other AAM vehicles, we can fundamentally improve how the traveling public and products move,” Duffy said.
The eIPP’s overarching goal is to generate data and experience to shape national policy, FAA guidance, rules, best practices, and regulations for commercial AAM operations. Electric air taxi developers Joby Aviation, Archer Aviation, Beta Technologies, and Wisk Aero on Friday said they intend to participate. Applicants have 90 days to submit proposals.
What Is the eIPP?
The FAA’s BEYOND Phase 1 program, which included eight lead participants, was instrumental in the agency’s drafting of a rule for beyond visual line of sight (BVLOS) drone operations. The eIPP aims to do the same for commercial AAM services.
The FAA Reauthorization Act of 2024 directed then-Administrator Mike Whitaker to extend BEYOND and expand its scope. President Donald Trump’s June executive order did exactly that, creating the eIPP as a follow-on program. The order also called for manufacturing, export, and other privileges for domestic drone manufacturers.
Unlike BEYOND, the eIPP is about more than proving that AAM aircraft can fly safely. Its goal is to demonstrate specific use cases—such as cargo and medical logistics—that provide a tangible benefit to the public. Public-private partnerships will be key to that effort.
“DOT and the FAA are seeking visionary, mission-focused participants who will captivate the imagination of Americans, showcase specific functions that AAM can perform for America in a short period of time, and drive a national strategy forward,” the eIPP screening information request (SIR) reads.
By March 11, Duffy will select at least five eIPP projects that plan to begin operations within 90 days. Participants will sign other transaction agreements (OTAs) that describe their responsibilities and scope of operations. The program will conclude three years after the first project begins, but Duffy could extend it.
Initial OTAs will not include federal funding, though they could later be modified. Local governments will not have control of the airspace in their jurisdictions. But the FAA will permit testing of novel approaches and operations—so long as they don’t jeopardize airspace safety.
“The eIPP will encourage an ambitious scale of pre-certification operations and will incorporate varied solutions where the most successful implementations become standards of practice for future scaling of operations,” the SIR reads.
To participate, governments need at least one documented U.S. private sector partner that has “demonstrated experience” in AAM development, manufacturing, or operations. Projects must include an AAM aircraft—developed by a U.S.-based entity—that is piloted, optionally piloted, or uncrewed. The vehicle must also have an active type certification project.
“These aircraft will generally be more than 1,320 [pounds], with a high frequency of [air traffic control] interactions, and may be capable of carrying passengers,” the SIR reads.
Though Duffy has the final say, proposals will pass through several layers of review that evaluate a range of criteria. Per the SIR, the most important are operational blueprints, potential policy insights, and models describing the geography and economic benefits of future AAM services. Applicants with highly developed aircraft or commitments from stakeholders will get a boost. Projects that do not include U.S.-based aircraft technology will be rejected.
eVTOL, Autonomy, and Beyond
The eIPP is likely to attract plenty of industry attention. Electric air taxi developers Joby, Archer, Beta, and Wisk, for example, have already thrown their hats in the ring.
Powered-lift aircraft, including eVTOL models, will be the FAA’s first new category of civil aircraft since helicopters were introduced in the 1940s. The agency in 2024 finalized initial operational and pilot training rules and in July released certification guidance for these designs. Its updated Modernization of Special Airworthiness Certification (MOSAIC) rule even allows two-seat powered-lift models to qualify as light-sport aircraft.
As eVTOL developers pursue certification, the eIPP can help them prepare for what comes after.
Joby, for example, said it is already in discussions with partners in Texas, Florida, Ohio, New York, and California to demonstrate passenger and cargo transport. Its prototype S4 aircraft have racked up more than 40,000 miles of testing across five countries, including the arid United Arab Emirates, where it plans to launch air taxi services in Dubai. The company has completed nearly 600 flights this year, including one between a pair of California airports that integrated with commercial traffic.
“We’ve spent more than 15 years building the aircraft technology and operational capabilities that are defining advanced aerial mobility, and we’re ready to bring our services to communities,” said Joby chief policy officer Greg Bowles.
Joby aims to fly the first of five production-intent aircraft this year and move to testing with FAA pilots by early 2026. In July, it expanded its California manufacturing hub to double its annual production rate, with support from automaker Toyota. It is partnering with Delta Air Lines to offer home-to-airport trips in major cities such as New York and Los Angeles.
Adam Goldstein, CEO of rival Archer, called the eIPP a “landmark moment.” The company said it plans to explore projects with partner United Airlines and “interested cities.” Like Joby’s S4, Archer’s Midnight is designed to carry up to four passengers on zero-emission urban routes. The company has unveiled potential networks in New York and Los Angeles and even has plans to ferry spectators and athletes around the 2028 Olympic Games.
“When United invested in Archer back in 2021, it was because we believed electric flying taxis could redefine how we move around our passengers in and around the cities they are departing and arriving at every day,” said Mike Leskinen, United’s executive vice president and chief financial officer. “Today, that vision is closer than ever.”
Beta, which is developing both eVTOL and conventional takeoff and landing (CTOL) variants of its Alia, already has plenty of real-world experience. It completed barnstorming journeys across the U.S. and Europe—including a six-city tour of Utah—and demonstrated the CTOL’s ability to fly in VFR, IFR, day, and night conditions. In June, it made the first electric passenger-carrying flight into one of New York’s three major airports.
Beta’s flight test center at New York’s Plattsburgh International Airport (KPBG) has hosted Alia flights by the U.S. Army and Air Force. It is also working with state and local partners to install its proprietary electric chargers in New York, Ohio, Michigan, and North Carolina. The company aims to fly cargo before passengers.
“We’re excited to continue bringing this technology, and all of its benefits like safe, low-cost, high-reliability transport, to communities across the U.S., many of which we’ve been working with over the past several months and years to bring this future to life,” said Kristen Costello, Beta’s head of government and regulatory affairs.
Similarly, Dan Dalton, vice president of global partnerships for Wisk, said the eIPP is a “critical pathway for eVTOLs to gain real-world flying experience” on “actual routes with real air traffic.” That will be particularly important for Wisk’s self-flying Generation 6 air taxi.
“This program is a critical approach that enables us to demonstrate the maturity and safety of our autonomous Gen 6 aircraft in a safe ‘sandbox’ environment, and strengthen relationships with partners and potential launch cities, which could lead to significant infrastructure investment,” Dalton said.
The air taxi developers are already clamoring. But they likely won’t be the only applicants.
Electra, Elroy Air, Pipistrel, and others, for example, are developing regional aircraft with varying levels of electric propulsion and autonomy. A handful of companies, such as Joby, Reliable Robotics, Merlin Labs, Sikorsky, and Skyryse are working with the Defense Department to retrofit military aircraft with optionally piloted or fully uncrewed capabilities. A few are even working with public safety agencies like the California Department of Forestry and Fire Protection (Cal Fire).
These developers are all candidates for the eIPP—so long as they secure the backing of a state, local, tribal, or territorial partner.
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