An infrastructure-layer thesis for the next decade of advanced air mobility: manufacturer-neutral, operator-agnostic, and positioned exactly where transition conflicts begin.
VHS is prototype-stage: not certified, not FAA-approved, not deployed in live aviation operations, and not controlling real aircraft.
The figures below are M.K.K. planning assumptions used to illustrate how the model could behave. They are not booked revenue, guaranteed pricing, forecasts or proof of customers.
One time, per vertiport
Recurring, per vertiport per year
Per deployment
Illustrative first-year value: $2.75M
$2.75M is modelled Year-1 value, not ARR. $2.0M of it is one-time ($1.50M activation plus $500K integration). The recurring component — the ARR — is $750K.
Pricing, margins, adoption, timing, partner participation, FAA recognition, patent scope, implementation requirements and operating costs all remain subject to validation.
VHS is designed around approved access nodes — public and airport vertiports, hospital pads, rural emergency sites, corporate campuses, logistics hubs, and approved private landing areas that meet defined safety, identity, reservation and transition-volume requirements.
A private pad may permit an aircraft to take off or land under applicable aviation rules. That does not grant access to a structured corridor.
No approved access node. No verified aircraft. No valid reservation. No access.
Capital is directed at technical depth and credibility, not at go-to-market volume.
This is not an offer to sell securities. Nothing here implies FAA approval, certification, signed partners, booked revenue, production readiness, or live multi-site operations.
VHS is designed as a PSU-aligned transition-volume access layer. In FAA Urban Air Mobility framework discussions, a Provider of Services for UAM, or PSU, is a broader service/data role supporting UAM operations. VHS is narrower and focused: it addresses the access-control problem around certified access nodes, transition volumes, reservation windows, conflict holds, corridor entry/exit, and emergency priority.
VHS is not replacing FAA, air traffic control, aircraft operators, or vertiport operators. VHS is a prototype-stage concept intended to support future coordination and visualization around structured aerial access.
VHS is not FAA-approved, certified, or deployed. References to PSU terminology describe alignment with publicly discussed FAA UAM concepts, not regulatory status.
VHS currently includes two connected prototype layers. The visual prototype demonstrates normal access, conflict hold and release, emergency priority, dashboard visibility, and inside-aircraft status concepts. Separately, M.K.K. Enterprises has developed a tested technical software core and locally verified API implementing the underlying reservation, readiness, conflict, transition-volume, and decision logic.
Neither prototype is a certified or deployed aviation system. VHS is not connected to live aircraft, does not replace air traffic control or regulatory authority, and has not yet completed independent operational validation.
Investor materials are shared on qualified request. Prototype access is granted individually.
