In a landmark moment for aviation innovation, the U.S. Transportation Department (DOT) on Monday announced 26 states to lead expanded, real-world testing of electric vertical takeoff and landing (eVTOL) air taxis, short takeoff and landing (STOL) aircraft, flight autonomy systems, and other novel aviation technologies yet to be certified.
The eight pilot projects selected under the eVTOL and Advanced Air Mobility (AAM) Integration Pilot Program (eIPP) —a three-year study created in response to President Donald Trump’s June 2025 executive order—will fall somewhere between internal sandbox testing and real-world commercial operations. The precertified aircraft will be allowed to soar into airports, interact with air traffic controllers (ATCs), and, in certain cases, fly cargo for revenue.
“I’m also hearing that there may actually be expanded opportunities, potentially even to include people,” Dan Dalton, vice president of commercialization and airline development for Boeing air taxi unit Wisk Aero, told FLYING.
In the coming weeks, eIPP participants will enter into Other Transaction Agreements (OTAs) with the FAA that will define exactly what will and will not be permitted under the program. Operations could begin within 90 days.
Electric Aircraft Have Arrived
So far, AAM aircraft have been limited to what the FAA permits under market survey and other special airworthiness certifications.
California-based Joby Aviation and Germany’s Volocopter—now part of Diamond Aircraft—flew eVTOL air taxi prototypes over Manhattan in 2023. Another developer, Beta Technologies, has flown its electric aircraft into John F. Kennedy International Airport (KJFK), Hartsfield-Jackson Atlanta International Airport (KATL), and many others during journeys across the U.S. and Europe.
Many of these manufacturers have marquee customers and partners. Joby plans to operate its air taxi service with Delta Air Lines. Beta has agreed to sell aircraft to Air New Zealand and helicopter operator Bristow Group. Another, Archer Aviation, is working with both United Airlines and Southwest Airlines.
Collectively, these firms have soaked up billions of dollars in venture capital. But none have had the chance to simulate their operations in U.S. airspace with real airports and ATCs—until now.
Previously, the FAA’s Integration Pilot Program for small drones and follow-on BEYOND program studied operations in specific geographical areas. The former was consequential in the agency’s creation of Part 107 regulations for drone pilots. The latter helped shape its proposed Part 108 rule.
The eIPP, by contrast, is intended to demonstrate specific AAM use cases—such as passenger transport and emergency medical services—and gauge their benefit to the public. The aircraft will generally weigh more than 1,320 pounds and carry passengers or cargo, operating piloted, optionally piloted, or fully uncrewed.
The program is expected to generate data and experience that could inform national policy and FAA guidance on rules, best practices, and regulations for commercial electric aircraft operations.
“It’s a huge accelerator in how it moves the needle not just for Wisk, but for the U.S. globally,” said Dalton. “It’s rare in that the FAA’s resources are now being prioritized and allocated to this.”
Dalton said Wisk is excited about the prospect of generating operational data that will support not only AAM policy, but the company’s own progress toward type and Part 135 certification. Its Generation 6 prototype flew for the first time in December. But Wisk plans to use other aircraft—including helicopters—to study its autonomy platform and operations, transitioning to the Gen 6 when it deems it safe to do so.
“Whatever aircraft makes the most sense for those operational deployments and the data we’re trying to collect for the FAA and DOT—we’ll use the aircraft that makes the most sense at that time,” said Dalton. “So it could be a Gen 6. It could be a helicopter.”
Per the DOT’s request for eIPP proposals in September, regulators will “expedite the evaluation and approval” of “operations beyond those currently permitted today” so long as they meet an “acceptable level of safety.” The FAA will coordinate airspace approvals—such as for Class B and C airports—using existing procedures. Participants will also be able to stand up temporary infrastructure, such as vertiports with electric charging stations. But they will need to foot the bill themselves.
Participants will be required to periodically share the results of their testing with regulators. The data will be publicly available unless it is deemed confidential or proprietary.
Eight Projects, 26 States
The DOT said Monday that it received more than 30 eIPP proposals, whittling the submissions down to eight projects.
Among the selected aircraft are eVTOL air taxis from Archer, Joby, Beta, and Wisk, Elroy Air’s Chaparral cargo drone, and Electra’s EL9, which is designed for takeoffs and landings with just 150 feet of ground roll:
Archer Midnight: A piloted eVTOL air taxi for four passengers that is designed for 20-50-mile trips in urban areas, cruising at about 150 mph.
Joby S4: Like Archer’s Midnight, a piloted eVTOL model intended to fly four passengers on short, urban trips.
Beta Alia: Two electric variants—one vertical takeoff and landing (VTOL) and one conventional takeoff and landing (CTOL)—designed for regional passenger and cargo flights.
Wisk Generation 6: An autonomous, four-passenger air taxi designed by the eVTOL subsidiary of Boeing, expected to hit the market after piloted air taxis.
Electra EL9: A nine-passenger electric model designed for ultra short takeoffs and landings using non-runway surfaces such as grass fields.
Elroy Chaparral: An autonomous eVTOL cargo drone designed to carry 300 pounds of payload over 300 miles.
Also participating is Reliable Robotics, the developer of a takeoff to touchdown autonomy system that is being installed on military aircraft such as the KC-135 Stratotanker.
Here’s where they’ll be flying:
New York and New Jersey
The Port Authority of New York and New Jersey, partnering with Archer, Joby, Beta, and Electra, plans to pursue 12 different “operational concepts” across New England, including flights into Manhattan’s Downtown Skyport.
“It’s an extraordinary opportunity to do things people had thought about before, like taking an airplane from the parking lot next door to an Atlantic City casino and flying it directly into one of the major airports in the neighborhood,” said Marc Allen, CEO of Electra. “Or flying it into the vertiport at the south end of Manhattan, down by Wall Street.”
Electra plans to study a proposed route between New Jersey and New York in partnership with Signature Aviation and Vertiports by Atlantic, the AAM infrastructure arm of Atlantic Aviation.
Archer last year unveiled an air taxi route map for the New York City area, and Joby in 2025 gained several New York terminals through its acquisition of Blade Air Mobility’s passenger division.
Texas
In the Lone Star State, air taxi companies Archer, Joby, Beta, and Wisk will study regional flights connecting Dallas, Austin, San Antonio, and eventually Houston.
Beta will work with customers Metro Aviation, Bristow Group, and Future Flight Global to conduct statewide medical supply distribution and cargo logistics missions.
The selection of Texas is a big deal for Wisk, in particular, with the company viewing the Houston area as a potential launch market.
“We want to make sure that we are setting ourselves up for success when we actually do go into service post-type certificate and post-135 issuance,” said Dalton.
Utah
DOT said the Utah Department of Transportation (UDOT) intends to test a “wide range of next generation aircraft and operational concepts” across four states in the Pacific Northwest, Rocky Mountains, and plains of Oklahoma.
There, Beta will work with Bristow, UPS, and Alpine Air Express to perform cargo and medical flights to rural areas. The company in 2025 demonstrated its Alia aircraft in six Utah cities. Other UDOT partners include Joby and Ampaire.
Pennsylvania
The Pennsylvania Department of Transportation submitted one of the largest eIPP applications. Its activities with Beta, Electra, and others will span 13 states and focus on restoring regional routes, “including routes similar to those supported through the Essential Air Service program,” per DOT.
Beta will study organ delivery logistics in Maryland and Virginia in partnership with customer United Therapeutics.
Electra plans to demonstrate 50 to 500-mile links between Atlantic City in New Jersey and locations such as Philadelphia International Airport (KPHL). Allen said the company has conducted testing in Class D airspace but is “chomping at the bit” to enter class C and B. He believes it will be able to do so without the FAA limiting traffic.
“They’re giving us an operational context now to show what our aircraft can do,” said Allen, who added that Electra plans to conduct eIPP operations with its EL2 prototype before advancing to its flagship EL9.
Louisiana
In partnership with Beta and Elroy, the state plans to showcase cargo and “personnel transportation capabilities” over the water into locations in Louisiana, Texas, and Mississippi.
Beta will work alongside Bristow and Metro Aviation to unlock onshore logistics support for offshore energy production, in addition to more rural medical trials.
Florida
Archer, Beta, Electra, and Joby are among the manufacturers working with the Florida Department of Transportation, which is pursuing “three phases of operations” focused on cargo delivery, passenger transportation, automation, and medical response. This partnership, per DOT, has “significant public and private investment.”
Beta said it will coordinate with Republic Airways to conduct cargo and medical flights. Electra will work with Vertiports by Atlantic and regional airlines to demonstrate EL9 routes statewide.
North Carolina
A progenitor of the modern drone industry through its participation in the drone IPP and BEYOND, North Carolina is again looking to the future in partnership with Joby and Beta.
Per the DOT, the manufacturers will look to showcase piloted regional medical operations while simultaneously creating an “autonomous flight operation” extending into neighboring Virginia.
New Mexico
The city of Albuquerque won the lone city-led eIPP project, partnering with Reliable Robotics.
Reliable said aircraft equipped with its Reliable Autonomy System (RAS) will conduct autonomous cargo operations out of Albuquerque International Sunport (KABQ), Durango-La Plata County Airport in Colorado (KDRO), and Santa Fe Regional Airport (KSAF) through its Part 135 subsidiary, Reliable Airways.
“The technology we’re certifying with the FAA will substantially enhance the safety of regional air cargo operations and demonstrate that large UAS can be integrated into controlled airspace,” Robert Rose, CEO of Reliable, said in a statement.
Not every state that applied for the eIPP was selected. But Allen said there was “extraordinary energy and excitement by dozens and dozens of states.”
“What that tells us all is that the public community is ready to make advanced air mobility real,” he said.
