There are more solutions than obstacles. Nicolas Zart
FAA’s Historic Reorganization Creates Dedicated Office for Advanced Air Mobility: What It Means for eVTOLs, Drones, and the Future of Flight
In what officials are calling the largest organizational overhaul in the Federal Aviation Administration’s history, Transportation Secretary Sean P. Duffy and FAA Administrator Bryan Bedford announced a comprehensive restructuring on January 27, 2026, that includes creating a new Office of Advanced Aviation Technologies dedicated to integrating eVTOLs, drones, and supersonic aircraft into U.S. airspace.
The timing couldn’t be more critical. As electric vertical takeoff and landing (eVTOL) aircraft from companies like Joby Aviation, Archer, BETA Technologies, and Wisk Aero move closer to commercial operations, the FAA’s new structure positions the agency to meet the rapid pace of innovation in advanced air mobility (AAM) while maintaining its core safety mission.
A Top-Level Commitment to Advanced Aviation
For years, AAM stakeholders have advocated for dedicated attention and resources within the FAA. The new reorganization delivers exactly that. Advanced aviation technologies now have a clearly labeled home at the top of the FAA’s organizational chart, potentially giving AAM and unmanned aircraft systems (UAS) integration work more visibility and budgetary weight within the agency’s Flight Plan 2026 strategy.
According to the official announcement, the Office of Advanced Aviation Technologies will be “the designated point for activities related to the integration of advanced aviation technologies including Advanced Air Mobility, Unmanned Aircraft Systems, and Supersonic aircraft in United States,” consistent with the FAA Reauthorization Act of 2024 and recent presidential executive orders.
This organizational elevation is significant. By placing advanced aviation at the same strategic level as traditional air traffic operations, commercial space transportation, and safety oversight, the FAA is signaling that eVTOLs and drones are no longer experimental edge cases but core components of America’s aviation future.
The Complete Restructuring: Nine Major Organizational Changes
The FAA’s transformation extends far beyond just creating an AAM office. The restructuring will not result in reductions in force but aims to streamline bureaucracy, encourage innovation, and deliver a new air traffic control system “at the speed of Trump” while enhancing safety.
1. The Office of Advanced Aviation Technologies
This new office will oversee the integration of drones, eVTOLs, and other emerging aviation technologies into U.S. airspace, consolidating what were previously scattered responsibilities across multiple FAA divisions.
For the AAM industry, this means:
- Single point of contact: Instead of navigating multiple FAA offices, eVTOL manufacturers and operators will have a dedicated organization focused on their unique challenges
- Coordinated policy development: Rules, standards, and guidance for AAM will come from one cohesive office
- Streamlined certification: Integration of aircraft certification, operations approval, and airspace design under unified leadership
- Technology-specific expertise: Staff dedicated to understanding the unique characteristics of electric propulsion, vertical flight, and autonomous operations
2. Aviation Safety Management System (SMS) Organization
Perhaps the most transformative change for AAM safety oversight, the new SMS organization will implement a single safety management system and risk management strategy for the entire FAA, replacing different safety metrics previously siloed in individual offices.
For advanced air mobility, this centralization is crucial. Safety data and risk modeling for drones and advanced operations will be centralized in the SMS Organization, giving regulators a broader base of evidence when evaluating beyond-visual-line-of-sight (BVLOS) approvals, corridor concepts, and AAM operations.
Previously, safety data from drone operations might not inform eVTOL safety assessments, and vice versa. Now, the FAA can analyze safety patterns across all advanced aviation technologies, identify systemic risks earlier, and apply lessons learned more broadly.
3. Airspace Modernization Office
Required by the FAA Reauthorization Act of 2024, this office will be responsible for modernizing the National Airspace System (NAS), including planning, research and development, systems engineering, and portfolio management.
The creation of this office addresses one of AAM’s biggest challenges: integrating hundreds or thousands of eVTOLs into airspace designed for conventional aircraft. The current air traffic control system, built on decades-old technology, cannot efficiently manage the density and complexity of urban air mobility operations.
Modernization priorities affecting AAM include:
- Digital communication systems to replace voice-based ATC
- Automated traffic management for low-altitude operations
- Integration of unmanned traffic management (UTM) with traditional ATC
- Real-time weather and hazard information systems
- Vertiport-to-ATC communication protocols
4. Policy and Legal Office
Lovemaking and policy activities, including future UAS and AAM rules, are now explicitly housed in the Policy and Legal Office, which oversees strategic policy, stakeholder engagement, and financial assistance.
This consolidation could significantly affect how quickly new rules move through the FAA’s process and how well they align with congressional direction in the 2024 reauthorization act.
For AAM operators awaiting final regulations on powered-lift operations, vertiport standards, and autonomous flight, this centralization may speed development and reduce conflicts between different regulatory teams.
5-9. Additional Structural Changes
The reorganization also includes:
- Administration and Finance Office: Consolidating IT, finance, and human resources under the Administrator
- Air Traffic Organization: Continuing to provide air navigation services
- Aviation Safety Oversight and Certification Organization: Maintaining traditional safety certification
- Office of Commercial Space Transportation: Continuing space industry regulation
- Security and Intelligence Organization: Maintaining aviation security
Why This Reorganization Matters Now
The timing of this restructuring reflects both opportunity and urgency in advanced aviation.
The eVTOL Certification Pipeline
Multiple eVTOL manufacturers are in advanced stages of FAA type certification:
Joby Aviation is approximately 70% complete with Type Inspection Authorization (TIA) for its S4 air taxi. The company’s aircraft is advancing into the final stage of FAA certification, with pre-certification demonstration programs launching next year. Joby completed over 850 flights in 2025, logging more than 50,000 miles across operations in the United States, Japan, and the United Arab Emirates.
BETA Technologies expects FAA certification of its ALIA-250 in 2026, with the aircraft already demonstrating utility in cargo and emergency medical services applications.
Archer Aviation was selected as the official air taxi provider for the 2028 Los Angeles Olympics and recently secured the master lease for Hawthorne Municipal Airport to support operations.
Wisk Aero, Boeing’s autonomous eVTOL subsidiary, is pursuing certification for its fully autonomous, remotely supervised air taxi with more than 1,750 test flights completed.
With certification potentially arriving for multiple aircraft types in 2026-2027, the FAA needs organizational capacity to manage not just certification but the operational integration that follows.
The eVTOL Integration Pilot Program (eIPP)
The eVTOL Integration Pilot Program, expected to be operational in 2026, will allow state and local governments to apply for permission to run a flight testing program in partnership with a private-sector AAM company to gather data that will inform the FAA’s development of eVTOL regulations.
The new Office of Advanced Aviation Technologies will presumably oversee the eIPP, which represents a critical bridge between certification and scaled commercial operations. The program aims to accelerate the deployment of safe and lawful eVTOL operations in the U.S., with the Secretary of Transportation potentially expanding the eIPP to include other advanced aviation aircraft such as eSTOL, eCTOL, and hybrid hydrogen aircraft.
Applications for the first five eIPP projects were due in December, with states and tribal nations competing based on:
- Existing favorable regulations for eVTOLs and vertiports
- AAM roadmaps and state contract programs
- Established AAM committees and infrastructure
- Partnerships between airlines and eVTOL companies on specific routes
- Experience from the BEYOND drone program
The Choctaw Nation of Oklahoma, which participated in earlier UAS integration programs, recently opened the Choctaw Nation Emerging Aviation Technology Center, positioning itself as a strong eIPP contender.
Innovate28 and the LA Olympics
The 2028 Los Angeles Olympics represent AAM’s coming-out party, with the FAA serving as the focal federal regulator for efforts formally known as Innovate28, a government-wide initiative to showcase AAM operations as a feature of the LA28 games.
Critical milestones already completed include publication of the Special Federal Aviation Regulation detailing airman certification requirements and operating rules for powered-lift aircraft, adopted as final on November 21, 2024, and the companion rule updating air carrier definitions to make it possible for powered-lift to operate under Part 135.
The new organizational structure positions the FAA to coordinate the complex regulatory, safety, and operational requirements for demonstrating urban air mobility at global scale with Olympic visibility.
Infrastructure Challenges and Solutions
One of AAM’s most significant bottlenecks is infrastructure—specifically vertiports and charging systems.
The FAA’s Office of Airports, with assistance from the Airport Technology Research and Development Branch, has developed and will continue to update design and safety standards for vertiports through Engineering Brief (EB) 105A, Vertiport Design.
However, airports face a chicken-and-egg problem: the FAA needs data from operators to inform standards, but airports need standards before committing infrastructure investment.
The new Advanced Aviation Technologies office will need to work closely with the Airspace Modernization office and the Office of Airports to break this deadlock.
The Charging Infrastructure Gap
Many AAM aircraft manufacturers are exploring electric batteries as an alternative fuel source, requiring access to charging infrastructure on or near airports or vertiports. The FAA recommends early engagement and coordination with local Airports District Offices for planned charging station projects at federally obligated airports.
This is where energy management systems become critical. High-power charging systems—like those required for eVTOLs—can draw 300-350 kW or more. Without intelligent energy management to avoid peak demand charges and optimize load distribution, operating costs could be prohibitively expensive.
Leading charging infrastructure developers like BETA Technologies have incorporated energy management capabilities that schedule charging to avoid peak rates and manage multiple chargers efficiently. As more vertiports come online, these systems will be essential for economic viability.
The FAA and National Renewable Energy Laboratory have also begun researching hydrogen fuel storage at airports, with guidance to be provided once appropriate data has been collected.
Market Momentum and Economic Potential
The FAA’s reorganization comes as the AAM market enters a period of explosive projected growth.
Analysts estimate global AAM revenue could reach $1.76 billion by the end of 2025. By 2035, the market could soar to $90.3 billion, growing at more than 20% compound annual growth rate. Urban Air Mobility, a key segment, could jump from $6.59 billion in 2025 to $126 billion by 2035.
Joby Aviation alone reports over $1 billion in potential aircraft and service sales, demonstrating strong customer and government confidence. The company’s market outlook projects the eVTOL aircraft market growing from $1.4 billion in 2024 to $13.8 billion by 2033 at a 28.7% CAGR.
This economic potential underscores why the FAA’s organizational capacity to support AAM integration is crucial not just for aviation safety but for American competitiveness in a transformative industry.
Challenges and Concerns
Despite the promising organizational changes, challenges remain.
Safety Pressure Following Reagan National Collision
The reorganization comes against the backdrop of intense scrutiny of FAA safety performance, including an upcoming National Transportation Safety Board hearing on the 2025 collision between an Army helicopter and an American Airlines jet near Washington National Airport.
The FAA must balance innovation and speed with its fundamental safety mission. Any AAM-related accident during early operations could set the industry back years, making robust safety oversight through the new SMS organization absolutely critical.
Resource and Staffing Questions
While the restructuring will not result in reductions in force, it does represent a massive organizational shift. Moving personnel, establishing new reporting structures, and building expertise in the new offices will take time—time the industry may not have as aircraft certification deadlines approach.
The FAA faces a workforce shortage, particularly in air traffic control. Adding the complexity of AAM integration while simultaneously modernizing the entire NAS is an enormous undertaking.
Regulatory Speed vs. “US Administration Speed”
Secretary Duffy’s comments about delivering a new air traffic control system “at the speed of Trump” reflect political pressure to accelerate modernization. However, aviation safety requires deliberate, methodical processes. The tension between speed and safety will be a continuing challenge.
Coordination Complexity
The Advanced Air Mobility Coordination Act of 2022 requires federal agencies to work in coordination on AAM-related investments, with the Department of Transportation bringing together at least 19 federal agencies and departments to develop strategy.
The new FAA structure must coordinate not only internally but with NASA, the Defense Department, Department of Homeland Security, and numerous other agencies—all while maintaining safety and promoting innovation.
What Industry Should Watch For
As the FAA implements this reorganization throughout 2026, key indicators of success will include:
Leadership Appointments
The restructuring shifts more key leadership posts to permanent positions. Who leads the Office of Advanced Aviation Technologies will significantly shape AAM’s trajectory. Industry will watch for appointments that signal whether the FAA prioritizes innovation enablers or cautious gatekeepers.
Rulemaking Velocity
With policy and rulemaking consolidated, how quickly do outstanding AAM rules advance? Key regulations awaited include:
- Final vertiport design standards
- Powered-lift operations rules refinement
- Autonomous operations frameworks
- BVLOS drone operations expansion
- Urban air mobility corridor requirements
eIPP Selection and Execution
Which five locations win the first eIPP projects, and how effectively does the new organizational structure support them? Success here could accelerate AAM deployment nationwide.
Safety Data Sharing
Does the new SMS organization actually improve safety data flow across divisions? Better data sharing should lead to more informed decision-making on AAM approvals.
International Coordination
How does the reorganized FAA work with international regulators? EASA (European Union Aviation Safety Agency), the UK CAA, and other authorities are also developing AAM frameworks. U.S. competitiveness depends partly on regulatory alignment that enables global operations.
Industry Response
Initial reactions from AAM stakeholders have been cautiously optimistic.
Companies like Joby Aviation view the reorganization as validation of AAM’s importance. Joby founder and CEO JoeBen Bevirt believes this moment marks the beginning of a “new golden age of aviation,” with Joby soon to be one of the few companies in the world capable of building aircraft at high volumes while maintaining quality and safety.
However, the proof will be in execution. Organizational charts matter less than whether the FAA can actually move faster on certifications, approvals, and infrastructure support while maintaining its world-class safety record.
The Path Forward
The FAA’s historic reorganization represents recognition that advanced air mobility isn’t coming—it’s here. With eVTOL aircraft achieving certification in 2026-2027, the eIPP launching this year, and the 2028 LA Olympics on the horizon, the agency needed structural changes to meet the moment.
FAA Administrator Bryan Bedford emphasized: “It’s important that we have the right people in the right places to do the best work possible. These actions will put permanent leaders in place who embrace innovation, share safety data and insights freely, and are focused on deploying a brand-new air traffic control system all while integrating key innovation technologies into the new National Airspace System.”
The creation of a dedicated Office of Advanced Aviation Technologies, combined with centralized safety management, modernized airspace operations, and streamlined policy development, provides the organizational foundation AAM needs to succeed.
But organizational structure alone won’t determine outcomes. The FAA must now fill these new offices with leaders who understand both aviation safety fundamentals and emerging technology possibilities. It must resource these offices adequately. It must empower them to make decisions at the pace innovation requires. And it must maintain the safety culture that has made U.S. aviation the world’s safest.
For electric air mobility, 2026 may be remembered as the year when the regulatory infrastructure finally caught up with technological innovation—when drones, eVTOLs, and advanced air mobility graduated from experimental projects to permanent features of America’s aviation landscape.
The reorganization creates the framework. Now comes the hard work of making advanced air mobility a safe, efficient, everyday reality.
Additional Resources
FAA Official Announcement: Transportation.gov Press Release
FAA Flight Plan 2026: FAA Strategy Document
FAA Advanced Air Mobility Infrastructure: FAA AAM Infrastructure Page
eVTOL Integration Pilot Program Information: Multiple industry sources covering eIPP development
For more coverage of advanced air mobility developments, certification progress, and infrastructure news, visit [ElectricAirMobility.news] and follow our ongoing AAM industry analysis.