Navigating Vertiport Design Specifications

Just under four years ago, I wrote a primer on “Urban Air Mobility.” I had the best intentions in developing a series of articles on vertiport design concepts and standards. But I never did. 

At the time, there was practically no data on aircraft performance nor any indication from regulators regarding how they would manage these new facilities. And I had no idea I would be part of a crack team developing Australian vertiport design, operations and certification standards. But here were are.

In this post, let’s take a moment to review the current state of play.

The Field

Obviously, the big players in the world of aviation are the United States and Europe. Less than a year ago, each issued draft versions of their first forays into the vertiport space. The US’s FAA published and then finalised its Engineering Brief, and Europe’s EASA did the same with their Prototype Technical Specifications. While both borrow heavily from heliport standards, each has taken this opportunity to critically analyse these standards and make some tweaks. Although, each has made slightly different tweaks.

At the end of November, Australia’s CASA (we) released an advisory circular on vertiport design for consultation. With the benefit of having the EB & PTS, we also undertook a development process that involved a critical review of heliport standards and the offerings already on the table. 

Those who know me professionally might describe me as methodical (if they are being nice). Multiply that by three, and you start to understand how we approached this task. We questioned everything and toiled over every word we put into this document. The reason for this? We’ll get to that below.

Yes, I put our work at the front.

Now, these three documents have focused on vertiport facilities. The sections of traditional aerodrome standards that we tend to call physical characteristics, obstacle limitation surfaces, and visual aids (markers, markings & lights). And even some of these sections are missing or contain the words “reserved” pending further development.

In the last couple of weeks, the UAE’s GCAA has stormed onto the scene with these standards and a bunch more, plus a certification/acceptance regime. Their proposal is currently out for public comment, and while it can be hard to find, here’s a link.

Through our international connections, we have heard that news should be coming out of a couple more countries soon, especially in Asia.

The Challenge

So, if I was looking at this four years ago, why has it taken so long for these standards and specifications to come out? Three words…

Flight Performance Data

We don’t know how Advanced Air Mobility (AAM, successor to the term UAM) aircraft (also called VTOL-capable aircraft) will safely operate. First, OEMs are not sharing data, certification authorities are still developing their standards, and later, we’ll have to consider operational procedures and limitations.

But we expect they will operate in ways we haven’t seen before. That’s the promise, and we need to be ready for it.

Of course, helicopters are amazing machines. They can get into tight places and move around in 3D space with a certain amount of flexibility. But there are limitations, and many of them are operational restrictions that come from managing the risk of power-plant failure. 

AAM and eVTOL are aiming to challenge those limitations and establish a new social licence* in terms of operating environments. For us, this meant we had to review heliport standards and ensure they would be flexible to whatever operational capability or model is introduced.

The Drive

Why not wait for the data? I hear you say.

Well, by the time we have the data, these aircraft are going to be flying, and people might want to use them, and if there are no vertiports, then there might not be any AAM. And vertiports will take time to develop. Obviously, financing will be the initial challenge. Then comes real estate, engineering, approvals, and so on.

Oh, the approvals. That is more than just CASA (or the local equivalent). Potentially, we are talking about zoning/planning approvals, building approvals, fire safety, hazmat, other planning considerations and more. NASA is leading some fantastic work in this area, and they have compiled a list of over 450 things to consider when developing vertiport infrastructure.

And while we (CASA) might be a small part of this in Australia, we don’t want to slow anyone down.

The Score

This game is still in motion, and the score is up to you.

At least Down Under, we want your feedback. So please download a copy of the draft advisory circular, have a read and input your response through our Consultation Hub. Consultation is open until 31 March 2023.

We are also running some webinars to explain the material in the AC. We have already hosted an introductory webinar and Q&A session that you can re-watch on YouTube. And you can register for the upcoming webinars below:

• Webinar - 19 January 2023 at 2 pm AEDT – Physical characteristics of a vertiport

• Webinar - 2 February 2023 at 2 pm AEDT – Obstacle limitation surfaces for a vertiport

• Webinar - 16 February 2023 at 2 pm AEDT – Visual aids of a vertiport 

The Post Game

It is not over. We are still working on vertiport standards and specifications. There are a couple more ACs on the drawing board, including one on vertiport operations (inspections, obstacle monitoring, apron safety, etc.). We have also commenced work on policy development around vertiport certification and oversight. However, it is still early in this space as CASA wants to do this with the industry.

CASA will establish a Technical Working Group (TWG) to help formulate policy on vertiport certification and the eventual oversight system. While a specific call for expressions of interest has not gone out, there is a general registration portal through CASA’s Consultation Hub. Please think about getting involved.

ChatGPT Prologue: It helped with the title. I wanted to write this one myself.