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How much space does a vertiport need?

By Air Taxi Landing

There is no single fixed pad size. Under the FAA’s current vertiport design brief, the landing footprint scales with the design aircraft’s controlling dimension D (the smallest circle that encloses the aircraft’s projection) and a related rotor-group measure RD. Parking gates, charging and fire clearances, a downwash caution area, and obstacle-free approach and departure paths sit around that pad. Every fact below comes from the FAA or EASA. We checked them on November 5, 2026.

Last updated November 5, 2026.

What’s the short answer?

A vertiport’s takeoff and landing area is three nested parts. The FAA’s Engineering Brief 105A (December 27, 2024) sizes them from the Design VTOL aircraft: the touchdown and liftoff area (TLOF) at least 1 RD across, the final approach and takeoff area (FATO) at least 2 RD, and the Safety Area at least 2.5 D. Those dimensions are for one aircraft on the pad at a time. A multi-gate site also needs parking stands, taxi or hover routes, and room for charging and fire response. What is a vertiport? covers the definition and markings. Source: FAA EB 105A, Table 2-1.

What do D and RD mean?

D, the controlling dimension, is the diameter of the smallest circle that encloses the entire VTOL aircraft projection on a horizontal plane, with rotors or propellers turning if they apply. RD is the diameter of the smallest circle that encloses just the lift-producing propulsion units (and their landing gear contact points) in the vertical takeoff or landing configuration. For some designs, RD is smaller than D. EB 105A sizes the TLOF and FATO from RD, and the Safety Area from D. Source: FAA EB 105A, §1.2.

The brief’s reference aircraft assumes a controlling dimension of 50 feet (15.2 m) or less and a maximum takeoff weight of 12,500 pounds (5,670 kg) or less, with a pilot on board in visual meteorological conditions. The Design VTOL for a given site can be smaller than that ceiling; the site is sized from the largest aircraft expected there. Source: FAA EB 105A, Table 1-1.

FAA and EASA pad sizes compared

The table uses the published minimums from FAA EB 105A and EASA’s Prototype Technical Specifications for the Design of VFR Vertiports (PTS-VPT-DSN, March 2022). EASA sizes are also in terms of Design D (or the aircraft flight manual procedure, whichever is greater). Sources: FAA EB 105A, EASA PTS-VPT-DSN PDF.

ElementFAA EB 105AEASA PTS-VPT-DSN
TLOF (touchdown and liftoff)At least 1 RD (length and width, or diameter)At least 0.83 D, or the AFM procedure size if larger; elevated TLOF in a FATO at least 1 Design D
FATO (final approach and takeoff)At least 2 RDAt least 1.5 Design D, or the AFM procedure size if larger
Safety AreaAt least 2.5 D across, surrounding the FATOExtends outward from the FATO edge by at least 3 m or 0.25 Design D, whichever is greater
Load-bearing notesTLOF and FATO support static Design VTOL load and dynamic load at 150% of maximum takeoff weight; account for downwash loadTLOF must carry dynamic arrival loads, resist downwash, and drain without harming control or stability

Worked example from the FAA multiples alone: if the design aircraft’s rotors fit in a 40-foot RD circle, EB 105A calls for a TLOF at least 40 feet across and a FATO at least 80 feet across. If that same aircraft’s controlling dimension D is 50 feet, the Safety Area is at least 125 feet across (2.5 × 50). Those figures are formula results, not a claim about any named aircraft. Source: FAA EB 105A, Table 2-1.

What else takes space beyond the pad?

The pad is only the takeoff and landing core. EB 105A also expects:

  • Approach and departure paths. An 8:1 slope starts at the FATO edge and runs out 4,000 feet (1,219 m), widening to 500 feet (152 m). Transitional surfaces rise at 2:1 for 250 feet (76 m) from the centerline. Preferred paths align with the wind; more than one path should be reciprocal or at least 135 degrees apart. Source: FAA EB 105A, §2.6.
  • Downwash and outwash caution area (DCA). Plan for places where rotor or propeller wash could reach about 34.5 mph (55.5 kph) or more, and keep people clear while aircraft operate. The FAA notes research velocities above that threshold at 126 feet (38.5 m) from the TLOF center for some aircraft designs under 7,000 pounds. Source: FAA EB 105A, §2.5.
  • Parking, taxi, and hover routes. If more than one VTOL will be on site, provide designated parking. Positions that allow hover or air taxi should be no smaller than the FATO and meet dynamic FATO load-bearing rules. A parking position should be at least the aircraft’s maximum width and length plus 0.28 × D, or at least 10 feet (3 m) of clearance between aircraft or fixed objects. Keep parking outside approach and departure surfaces. Source: FAA EB 105A, §3.1.
  • Charging and fire safety. Chapter 5 lists electric charging and energy-storage standards to consider (including NFPA 418 for heliports and vertiports, and NFPA 855 for stationary energy storage). Store batteries away from the TLOF, FATO, and Safety Area, and clear of approach surfaces. Parking clearances may grow when lithium-battery thermal runaway risk is a factor. Source: FAA EB 105A, §3.1 and §5.0.

EASA’s prototype specs add an obstacle-free volume above the vertiport — a funnel-shaped protection volume for vertical takeoff and landing procedures — and separate stand, taxiway, and taxi-route widths in terms of D or overall aircraft width. Source: EASA PTS-VPT-DSN, Chapters C and D.

Single pad vs multi-gate footprint

A single-pad vertistop can be little more than one TLOF/FATO/Safety Area set, clear approach paths, and a downwash caution area. A multi-gate vertiport stacks parking stands, taxi or hover routes between the pad and the stands, passenger walkways clear of downwash, and charging or energy-storage clearances. EB 105A says the size of the parking area depends on how many aircraft you expect and which sizes use each stand — not every stand has to fit the Design VTOL. Source: FAA EB 105A, §3.1.

Named places cities and operators have announced are on the planned and announced vertiports list. Can air taxis use helipads? explains when an existing heliport needs modifications before it counts as a vertiport under the same brief.

Is EB 105A still the current U.S. brief?

Yes, as of November 5, 2026. The FAA has released draft Advisory Circular 150/5390-4, Vertical Flight Aircraft Infrastructure Design (date issued October 22, 2026). Once that AC is finalized and published, the FAA says it will cancel both AC 150/5390-2D and EB 105A. Until then, EB 105A remains the published vertiport design brief. Comments on the draft AC are due January 11, 2027. Sources: FAA AAM Infrastructure (page last updated October 23, 2026), FAA draft AC 150/5390-4.

Things you should know

  • EB 105A and PTS-VPT-DSN are design guidance. The FAA says conformity with the brief is voluntary in its own right; EASA’s document is a prototype ahead of a fuller rulemaking task.
  • Pad multiples are minimums for the Design VTOL. Real sites also need clear airspace, local zoning and fire codes, and — on federally obligated airports — Airport Layout Plan updates.
  • We do not invent aircraft tip-to-tip spans, weights, or square footage for named models. When a company states a dimension, we label it “says.”

Sources

What is a vertiport? · Can air taxis use helipads? · Vertiports list · How air taxis charge · All guides