Katarzyna Żmudzińska recently spoke with Gustavo Mercado, Product Manager at Transoft Solutions Inc., to discuss Advanced Air Mobility (AAM). The conversation was inspired by Transoft’s blog post from November last year regarding enhanced AAM capabilities within the company’s AirTOP fast-time simulation software, which enables users to experiment with Electric Vertical Take-off and Landing (eVTOL) movements and explore new airspace structures, corridors and procedures for AAM operations integrated with conventional air traffic.
AAM development in the US and Europe
In the United States, the AAM concept appears to be evolving towards a hub-to-hub model. High-volume air corridors are envisioned to connect major airports with city centres, such as New York JFK and Manhattan or Los Angeles LAX and downtown LA. These corridors would be integrated into the existing National Airspace System (NAS) and coordinated with other traffic.
In Europe, a mature AAM implementation could mean integrating eVTOLs into existing mobility systems as service platforms. Rather than operating as a standalone luxury product, they could offer zero-emission passenger and cargo flights bookable via mobile applications, similar to today’s on-demand mobility platforms.
However, before such advanced services become widely available, medical and emergency operations are likely to be the first step. Society may be more willing to accept urgent hospital deliveries or rapid response to road accidents using eVTOLs, given their clear social value. Last-mile cargo and logistics could follow, and once public confidence has been fully gained, further technologies and procedures could then develop. Passenger transport models, including airport shuttles and air taxis, will likely come later, once dedicated corridors, airspace structures, procedures, regulations and technologies are in place.
Key considerations from initial simulations
Gustavo explained how initial simulations conducted by AirTOP users indicate potential bottlenecks in the airport air taxi shuttle model. One major challenge is turnaround time. The operational concept assumes very short times on the ground: the vehicle lands, passengers disembark, and it departs again. Battery charging time could become a critical constraint. Consequently, manufacturers are already exploring solutions such as battery swapping systems or ultra-fast charging to mitigate this issue.
Another significant bottleneck concerns infrastructure. Scaling AAM will require vertiports located as close as possible to airports and within busy city centres, which represents a substantial transformation of urban mobility systems. Space will be needed not only for take-off and landing surfaces but also for passenger handling, aircraft servicing and energy supply. Planning and constructing this entirely new type of infrastructure will inevitably require time and significant investment.
A fundamental question is the optimal location of vertiports. Will airports be willing to build and operate vertiports within airport boundaries? As Gustavo points out, such a setup would require security screening, baggage processing and dedicated energy infrastructure. All of this would require substantial investment and airports would therefore need some kind of business incentive. Alternatively, vertiports might be located close to, but outside the airport area. But if airports are not the investors, who will finance and operate this infrastructure?
Building confidence in AAM
Without broad public support, large-scale AAM implementation will not be viable. Initially, many people may hesitate to trust the safety of new aircraft concepts. Transparent communication about how eVTOLs operate will be essential. It will be important to emphasise that these vehicles are not drones but certified aircraft operating within a regulated system that operates at airline-level safety standards, with human oversight. Noise concerns must also be addressed. Aircraft are expected to operate within defined corridors, concentrating noise along specific routes rather than dispersing it unpredictably over residential areas.
Fast-time simulation tools like AirTOP play an important role in the AAM implementation process. Gustavo says they allow stakeholders to test new vehicle types, evaluate their interaction with existing traffic and assess ground handling constraints. Through simulation, potentially viable solutions can be identified and concepts that are operationally unfeasible can be eliminated.
Gustavo noted that ambitious demonstrations and pilot projects are already taking place in different parts of the world. He also said it is likely that various AAM models will develop regionally, shaped by regulatory frameworks, urban set up, and market demand.
Key questions remain: What are the most profitable and sustainable AAM business models? How can infrastructure be developed to support scalable services? Who will finance it? How can operational efficiency be ensured? Despite these open questions, AAM represents a highly promising concept with significant long-term potential. The next few years will show how vision, technology, regulation and public acceptance come together to shape the future of the way we move through our cities.
