The Civil Aviation Authority (CAA) published a consultation document, CAP3240, to establish a regulatory policy framework for new types of vertical take-off and landing aircraft. The UK government has stated an objective to see piloted electric vertical take-off and landing operations in the UK from 2028. To meet this goal, the CAA aims to implement a clear regulatory framework that permits initial commercial passenger flights. The consultation received 28 responses, with 85% expressing positive views on the proposals. The approach seeks to use existing aviation regulatory frameworks where possible, only introducing bespoke requirements when technological or operational characteristics render existing rules unsuitable.
Definitions and Classifications A core component of the framework involves defining these new vehicles. The CAA proposes updating the existing UK definition of a powered-lift aircraft to capture most new vertical take-off and landing aircraft, aligning with International Civil Aviation Organisation standards. However, some new aircraft operate similarly to helicopters but lack the capability to perform an autorotation (or an equivalent safe forced landing alternative) in the event of power failure or energy depletion. The CAA will classify these as non-conventional helicopters. By treating them as a subcategory of helicopters, regulators can apply targeted requirements to mitigate specific safety risks without burdening conventional helicopter operations. The propulsion architecture itself—whether using vectored thrust or independent lift and cruise motors—will not affect the classification, as the rules are intended to be technologically agnostic. Where an aircraft does not neatly fit into existing statutory definitions, the CAA will retain the discretion to determine the most appropriate classification.
Complex Motor-Powered Aircraft Under the framework, powered-lift aircraft and non-conventional helicopters will be treated as complex motor-powered aircraft by default. Respondents broadly agreed that the novelty, complexity and safety-critical nature of these vehicles—such as their highly integrated systems and distributed propulsion architectures—justify this stringent classification. This classification ensures that operational risk remains equivalent to legacy commercial aviation. Nevertheless, the CAA proposes a discretionary power to exempt certain aircraft from this category, provided there is a clear and transparent decision-making framework, which will be the subject of further consultation.
Airworthiness Standards The framework establishes robust standards for both initial and continuing airworthiness. For initial airworthiness, the CAA will use the existing framework set out in Part 21 of UK Regulation (EU) No. 748/2012. Respondents strongly supported this, noting that the current system is familiar, internationally consistent and highly capable of integrating novel technologies while maintaining public confidence. No respondents completely disagreed with this approach, although some cautioned against over-regulating smaller aircraft under 600kg, which might possess different risk profiles.
Similarly, continuing airworthiness will fall under the established requirements of UK Regulation (EU) 1321/2014. This approach ensures that new vertical take-off and landing aircraft meet the same rigorous maintenance and safety standards as the wider aviation industry. The CAA will explore allowing pilot-owner maintenance for normal tasks, while restricting pilot maintenance on complex systems such as flight controls.
Pilot Licensing Developing a competent workforce is essential for the future of flight. The framework outlines a personnel licensing pathway that allows existing commercial pilot licence and airline transport pilot licence holders to secure a type rating for new vertical take-off and landing aircraft. The CAA will also create a pathway for private pilot licence holders to fly these aircraft non-commercially. At this stage, the CAA is not proposing an ab-initio training route for novice pilots. Instead, training will rely on operational suitability data established by manufacturers, offering a standardised, data-driven process for type ratings. Several consultation respondents suggested that competency-based training might be more effective than traditional flight-hour metrics given the advanced automation of these aircraft, and the CAA has committed to exploring these alternatives.
Flight Operations and Aerodromes For flight operations, the CAA intends to apply existing aeroplane and helicopter requirements equitably. However, bespoke updates are necessary for flight time limitations and energy management policies. Because vertical take-off and landing aircraft rely heavily on automated systems, the CAA acknowledges that pilot workload may differ from conventional flying, necessitating a review of single-pilot fatigue regulations. Furthermore, energy reserve requirements will be dictated by the specific landing mode used by the aircraft.
Finally, aerodrome regulations will align with the forthcoming heliport certification and safety management systems framework. The CAA plans to modernise the guidance to reflect the physical characteristics of powered-lift aircraft, such as downwash and outwash. The framework will also support the shared use of aerodromes and vertiports to reduce infrastructure costs and foster commercial viability, while maintaining pathways for commercial operations at unlicensed operating sites.
Further consultations will be conducted to refine the specific legislative text and detail, ensuring continuous alignment with international colleagues and mitigating the risk of market fragmentation. Once concluded, the CAA will deliver its final instructions to the Department for Transport to consider progressing these proposals into statutory instruments.
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