FAA eIPP: What the Program Actually Does — and Why It Matters

What the eIPP Selections Reveal — and What They Mean for Michigan and the Midwest

Beyond the announcement itself, the eIPP selections provide a clearer view into how Advanced Air Mobility is expected to move from concept into structured deployment.

The FAA selected eight lead entities:

Port Authority of New York and New Jersey

This is the densest urban/multi-concept proposal in the group. Publicly, it includes planned passenger eVTOL operations at the Manhattan heliport and broader regional activity across the Northeast. Partner announcements indicate a mix of urban passenger service and regional operations, with activity extending beyond core NYC into surrounding areas.

Sources:

• https://www.jobyaviation.com/news/joby-to-begin-u-s-operations-in-2026-under-white-house-air-taxi-program

• https://www.electra.aero/news/electra-named-as-inaugural-participant-in-eipp

• https://investors.beta.team/news-events/press-releases/detail/100/beta-technologies-selected-to-begin-u-s-aircraft-deliveries-through-faas-evtol-integration-pilot-program

Texas Department of Transportation

Texas is pursuing a regional network model centered on the Texas Triangle: Dallas/Fort Worth, Austin, and San Antonio, with expansion anticipated over time. TxDOT indicates a phased rollout: initial validation flights, followed by cargo and medical operations, and eventual passenger service. Partner materials reinforce that this effort will also support development of autonomous flight operations.

Sources:

• https://www.txdot.gov/about/newsroom/stories/txdot-selected-for-futuristic-air-taxi-testing-program.html

• https://www.transportation.gov/briefing-room/driving-news-transportation-secretary-sean-p-duffy-unleashes-innovation-taps-eight

• https://wisk.aero/newsroom/wisk-and-texas-selected-by-white-house-to-lead-the-safe-introduction-of-autonomous-air-taxi-flight

Utah Department of Transportation

Utah’s proposal, branded uFLY, is structured as a multi-state test environment led by Utah with partners across several states. Public descriptions emphasize testing a range of aircraft and operational concepts, including cargo delivery, emergency response, wildfire support, and future passenger transportation.

Sources:

• https://connect.udot.utah.gov/2026/03/10/utah-to-lead-five-state-pilot-program-testing-the-future-of-electric-flight/

• https://www.prnewswire.com/news-releases/utah-takes-flight-as-national-testbed-for-the-next-generation-of-aviation-302709826.html

Pennsylvania Department of Transportation / NASAO AAM Multistate Collaborative

Pennsylvania’s proposal centers on a multi-state collaborative approach to support regional air mobility and connectivity, particularly for smaller communities. Public descriptions highlight coordination across multiple states and alignment with efforts to expand access to regional air service.

Sources:

• https://nasao.org/news/721856/NASAO-Welcomes-USDOT-FAA-Selection-for-eIPP-Preparing-for-the-Future-of-Flight.htm

• https://zagdaily.com/zag-air/americas-evtol-integration-programme-eight-projects-cleared-to-fly/

Louisiana Department of Transportation and Development

Louisiana’s proposal, LIFTOff Louisiana, is focused on cargo and personnel transportation, particularly tied to energy and offshore operations. Initial activity is centered at Houma-Terrebonne Airport, with broader statewide implications and coordination with regional partners.

Sources:

• https://wwwapps.dotd.la.gov/administration/announcements/announcement.aspx?key=40909

• https://www.cassidy.senate.gov/newsroom/press-releases/cassidy-helps-secure-new-aviation-pilot-program-in-louisiana/

Florida Department of Transportation

Florida’s proposal is structured as a multi-phase, multi-use deployment effort. Public descriptions from federal and partner sources indicate focus areas including cargo delivery, passenger transportation, and medical or public-service applications, supported by a mix of public and private partners.

Sources:

• https://www.transportation.gov/briefing-room/future-aviation-here-trumps-transportation-secretary-sean-p-duffy-and-faa-unveil

• https://ir.jobyaviation.com/news-events/press-releases/detail/175/joby-to-begin-u-s-operations-in-2026-under-white-house-air

North Carolina Department of Transportation

North Carolina’s proposal is centered on public-service applications, particularly using electric aircraft to connect rural communities to healthcare and emergency services. The program also includes planned demonstrations and infrastructure deployment, with additional exploration of expanded operational capabilities over time.

Sources:

• https://www.ncdot.gov/news/press-releases/Pages/2026/2026-02-26-north-carolina-proposes-electric-aviation-program.aspx

Looking at these selections several consistent patterns emerge.

Multi-jurisdiction coordination is the baseline. None of the programs are built around a single airport or operator. Each reflects coordinated activity across states, regions, and multiple stakeholders.

The public sector is structuring the programs. State DOTs, regional authorities, and municipalities are leading the efforts, with private-sector participants embedded within those frameworks.

Use cases are clearly defined and grounded. Selected concepts focus on passenger and regional connectivity, cargo and logistics, medical and emergency response, and autonomous operations—applications tied directly to current transportation needs.

At a regional level, early structure is becoming visible. Texas is advancing corridor-based connectivity, Utah is leading a multi-state operational environment across diverse geographies, Pennsylvania is coordinating a multi-state collaborative tied to regional air service, and other regions are advancing logistics, public safety, and infrastructure-focused use cases.

These roles are still evolving, but they point to a distributed, system-wide approach where different regions are testing different components of the AAM ecosystem.

What This Means for Michigan and the Midwest

Michigan—and much of the Midwest—was not included in the initial eIPP selections.

That absence is notable, but it should not be interpreted as a setback in capability or long-term positioning.

The selections reflect how the FAA is structuring early integration—not a final map of where AAM will develop.

Scale and coordination are clearly prioritized. Selected programs operate as regional systems, often spanning multiple states and partners.

Use case clarity is also a differentiator. Selected regions are tied to specific operational missions—logistics, medical response, regional connectivity—designed to generate meaningful regulatory data.

For Michigan, this reinforces—not changes—the current direction. The state already has strong foundational elements, including coordinated mobility programs, active agency participation, and a robust airport network.

What the eIPP selections clarify is the next step: stronger regional alignment, corridor-based planning, and clearly defined operational use cases.

The takeaway is not that the Midwest has fallen behind. It is that the framework for federal alignment is now more visible.