Airport Experience® News - Post-Conference Issue 2026

Departments of Transportation, original equipment manufacturers and planning agencies to map routes and operating frameworks. These partnerships let airports test concepts without committing full long-term capital. Pricing models are under review. “There will be some type of fee associated with operating eVTOL at vertiports,” says Lyttle. “It could be a landing fee or a per turn fee or a combination of both.” Butterworth-Hayes outlines practical unknowns on the path to scale. “What scale of charges should I propose? How will this increase my energy requirements? What kind of chargers should I put in and are we fully trained and equipped to store batteries and deal with battery fires? Should vertiports be for general or exclusive use?” Financial caution remains common. “This is innovating, speculative technology, so to get a clear picture on investment has been a challenging business case or justification for a lot of airports to arrive at,” Oswald adds. That reality has led most North American airports to proceed methodically, incorporating AAM into long-range planning documents while they monitor certification progress and early operator performance elsewhere. Community engagement is essential as well. AAM promises quieter operations and electric flight. Transparent dialogue about routes, safety and environmental outcomes will build support. Marchand says commercial airports will also need to act as ambassadors of this emerging industry as connectors to the greater community to ensure many benefit from operations, from traveling faster with more convenience, to emission and traffic reductions or job creation. Lyttle also points to the economic potential. “AAM will result in many economic drivers for the region and state

and foster development,” he says. “Beyond the potential for cargo, medical and passenger transport, the ecosystem will spur economic development by creating new job opportunities.” The Road Ahead The timeline is accelerating, and airports that act now will shape operations. Success depends on cross-team collaboration, site selection and early coordination with utilities and service partners. “We encourage airports to lean into this technology,” says Cox. “It may sound like a stretch, but this is akin to the 1800s when train tracks were being built across the country. Cities that embraced the rails got stations. Those that didn’t got passed by. The same will happen here.” Directors have concrete tasks to start. “Airport directors should consider engaging with the FAA to study the airspace around their airport as well as vertiport positions that can integrate as seamlessly as possible with existing commercial operations,” says Marchand. “And also updating their airport planning documents to reflect these new developments.” MCO offers a near-term playbook. “The Aviation Authority is prepared to coordinate with OEMs and the FAA to host demonstration flights—utilizing existing infrastructure at both MCO and Orlando Executive Airport,” says Lyttle. “We expect FAA certification of eVTOLs in 2026/2027. Long-term, dedicated vertiport facilities will foster eVTOL operations at our airports.” Velasco frames the planning checklist that should follow. He advises directors to begin with infrastructure planning that maps where vertiports fit, landside or airside, with proximity to terminals

Above: Market expert Philip Butterworth-Hayes says that in North America, 90 percent of first phase operations will be between existing airports and heliports, while in China, 90 percent will be between new build vertiports.

and ground links while minimizing disruption to current operations. He encourages regulatory engagement with aviation authorities, municipalities and industry groups, along with operational planning for traffic mix, schedules, noise strategies and ATC systems that can handle diverse vehicle types. He also underscores stakeholder collaboration. Airports should build ties with AAM companies, technology partners, airline operators and city planners, run pilots and train staff. Community work is part of the job, with clear communication on safety and environmental performance. Business models will evolve. Airports that adapt to high-frequency, short-haul operations will find new opportunities in premium services, regional logistics and mobility partnerships. Butterworth-Hayes notes that some of the earliest operations will use fixed-wing aircraft. “But most first generation AAM aircraft are eVTOLs— and the expectation is that they grow in size from three to four passengers initially to ten, twenty and then forty seats as the technology evolves.” “As eVTOL operations begin to enter service, airports that have planned and invested will already stand within this new aviation landscape,” Velasco concludes. “This transition brings new business models, new roles and new expectations. The airports that act early will be positioned to lead.”

“The terminal will still be part of the journey, but passenger induction points may be different from the traditional air passenger.” – Lance Lyttle, CEO, Greater Orlando Airport Authority

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AX NEWS APRIL/MAY 2026