FLIGHT PLAN 2030
AN AIR TRAFFIC MANAGEMENT CONCEPT FOR URBAN AIR MOBILITY
in collaboration with ABOUT
EmbraerX is the disruptive innovation subsidiary of the Embraer Group. We are a market accelerator committed to developing solutions that transform life’s experiences. Our global team of innovators, creators, thought-leaders, and designers combines human-centered design thinking with business-building and engineering expertise to tackle some of the biggest problems facing humanity today. www.embraerx.com
Atech, a part of the Embraer Group, develops air traffic control solutions and integrates mission-critical systems for clients around the world. We have always been guided by innovation. Our experts develop solutions in the areas of air traffic control, security, defense, and public safety. Atech consistently applies cutting-edge knowledge to design systems and the development of value-added solutions. www.atech.com.br/en/
Harris Corporation is a leading technology innovator, solving customers’ toughest mission-critical challenges by providing solutions that connect, inform and protect. Harris supports government and commercial customers in more than 100 countries and has approximately $6 billion in annual revenue. The company is organized into three business segments: Communication Systems, Electronic Systems and Space and Intelligence Systems. Learn more at harris.com. CONTENTS
FOREWORD
EXECUTIVE SUMMARY
PART 1: PART 2: PART 3: READY FOR ABOVE PREPARING TAKE-OFF THE CITY FOR TOMORROW
New Aircraft An Urban Airspace Community Will Revolutionize Service Provider Will Involvement Urban Mobility Manage Urban Traffic and Environmental Considerations Urban Air Mobility UATM Services Enable Will Unlock New the UAM Industry to Safety and Security Opportunities Grow Safely in the UATM System
Flight Plan 2030: Enabling Technologies Onward A Roadmap for for UATM the Next 10 Years Use Cases
REFERENCES
ACRONYMS
GLOSSARY FOREWORD
Over the last century, the birth of the aviation industry has fundamen- tally changed the way we live, work, and travel. With the advent of the urban air mobility (UAM) industry, aviation is once again taking a giant leap forward in making our dreams a reality. A new ecosystem, based on a new class of aircraft, will soon allow us all to traverse the urban skies with regularity. Changes in on-demand mobility, brought about with the ubiquity of smartphones and their accompanying mobile applications, mean that hailing a flight across town will be as simple as getting a taxi. Flying over our cities will no longer be the purview of the fortunate few. Air and ground transportation solutions will create a network of mobility that will enable people and goods to flow in a seamless, affordable way.
As we look toward the future, we know that smart, connected, and sustainable traffic management solutions will only arise through collaboration. Just as the automobile industry grew through the network of highways, so too will collaboration enable the UAM industry to grow through the creation of corridors, skyports, and information exchange networks. Technology will play a key role in the advance- ment of the UAM industry; we must prepare for change by testing and refining solutions before they are brought to market. We must also include community input in all of our decisions. Collaboration will be key to transforming this new and exciting industry from vision to reality.
Aviation never ceases to innovate. We dream of a future in which the gift of flight is available for all, and we look to the sky with anticipation. Join us in building the next chapter in aviation.
We would like to thank Dr. R. John Hansman (MIT), Jim Ullman (NATCA), Jim Eck (Harris) and all the professionals from Embraer SA, EmbraerX, Atech, and Harris who kindly contributed their expertise and feedback to the development of Flight Plan 2030 and the UATM concept.
Antonio Campello Edson Carlos Mallaco EMBRAERX, PRESIDENT & CEO ATECH NEGÓCIOS EM TECNOLOGIAS SA, PRESIDENT & CEO 4 EXECUTIVE SUMMARY
An exciting new chapter in aviation is traffic management solution must provide unfolding. Innovations in aircraft design and shared situation awareness for all stakeholders, advancements in technology will soon bring us enable equitable airspace access, minimize electric vertical take-off and landing vehicles risk, optimize airspace use, and provide (eVTOLs, pronounced ee-vee-tols). These flexible and adaptable airspace structures. new aircraft will usher in the next generation UATM has two foundational services (Airspace of urban air mobility (UAM)—on-demand and Procedure Design and Information urban air services that carry passengers and Exchange) and four operational services (Flight cargo across a metropolitan area. UAM will Authorization, Flow Management, Dynamic revolutionize the urban mobility experience. Airspace Management, and Conformance Our daily commute will no longer be dictated Monitoring). Within this paper, we discuss each by road and rail networks once eVTOLs of these services in greater detail. enable us to go faster and with less effort. The next generation of UAM will be also There are also many technologies that will more affordable than conventional helicopter enable the growth of this industry and transportation today. As a result, it has the support the UATM concept. We provide an potential to become a mainstream experience overview of these technologies and discuss that will open new opportunities for communi- how their evolution over the next 10 years will ties and their economies. enable the UAM industry to thrive.
For the UAM industry to grow to its full Our solution prioritizes a procedures-based potential, we must prioritize community and approach toward growing UAM operations industry engagement and start the planning while minimizing impacts on air traffic control process today. Flight Plan 2030 presents a (ATC). This concept has been developed with concept for the design and management of a close eye on community needs and the low-altitude urban airspace that will allow principles of human-centered design. UAM UAM to evolve over the next decade. At flights will affect neighborhoods, municipal that point, we anticipate advancements in transportation plans, infrastructure and autonomy will challenge our assumptions commercial real estate investment, and more. about air traffic management. We call our It is critical that these voices are heard and concept urban air traffic management (UATM). that stakeholder concerns are taken into account at the outset. This white paper is a Flight Plan 2030 describes a UATM solution call to action for all of these stakeholders to that will enable the UAM industry to evolve to come together and discuss what this exciting a future where eVTOL flights are a mainstream new reality will look like and how we will mode of transportation. We believe an urban arrive there safely together.
5 PART 1: READY FOR TAKE-OFF PART 1: READY FOR TAKE-OFF
A new generation of vertical take-off and landing vehicles will transform our urban mobility experience.
For millennia, the dream of flight has sparked New possibilities are on the horizon. Our our curiosity and fueled ingenuity. Generations routes will no longer be dictated by road of inventors have proposed ideas for and rail networks because a new class of ascending to the clouds, but it was not until aircraft will enable us to go faster with less the early 20th century that the first airplane effort. Imagine a future where people access successfully took off and powered flight museums and visit businesses by flying across became a reality. In the ensuing decades, the city in minutes. Tourists take urban air the invention of the modern jet engine gave vehicles to visit local destinations with ease, birth to a global aviation industry that brought unlocking opportunities for economic growth. unprecedented opportunity for human Commuters suddenly have a choice of routes connection and commerce. because flexible transportation networks enable them to fly to major interchanges. The next chapter in the story of flight is Businesses deliver goods and services to unfolding. Innovators are designing and customers more quickly and direct their testing a new generation of aircraft that will resources more efficiently. In the air, piloted transport us across the cities of the 21st and autonomous aircraft, including drones, century. Advancements in avionics; electrical coexist safely and move expeditiously. These engineering; communication, navigation, and possibilities are just around the corner. surveillance (CNS) technologies; autonomy; and artificial intelligence (AI) will enable us to revolutionize urban mobility. The next chapter in the story of flight is unfolding. Commuting in a large city can be frustrating and time consuming. Traffic jams, train cancel- Innovators are designing lations, and roadworks often extend a short and testing a new generation trip into one of a few hours or more. As we of aircraft that will transport move into the future, urban populations will swell and put greater pressure on our existing us across the cities of transportation systems. the 21st century.
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NEW AIRCRAFT WILL REVOLUTIONIZE URBAN MOBILITY
A new generation of aircraft, called elec- and goods will depart from “skyports” or tric vertical take-off and landing vehicles “vertiports” (i.e., areas with take-off and (eVTOLs, pronounced ee-vee-tols) will soon landing [TOL] pads) positioned at different enable us to redefine the urban mobility locations across the city. From there, they experience. Although some eVTOLs may look will traverse over an urban area to another similar to a helicopter, they will be powered by skyport in mere minutes. To date, more batteries, hybrid engines, or other new tech- than 70 companies have already invested nologies that will make them much quieter over US$1B in the development of eVTOL than the helicopters of today. Advanced concept vehicles (Booz Allen Hamilton, 2018). avionics will enable eVTOLs to navigate with By 2035, forecasters estimate that 23,000 high precision, exchange information digitally, eVTOLs will be serving a global market worth and respond to changes in flight conditions US$74B (Porsche Consulting, 2019). autonomously. At initial launch, many eVTOLs will have pilots on board. With time, however, these aircraft will mature to a stage where At initial launch, many they will operate autonomously. eVTOLs will have pilots on The introduction of eVTOLs will challenge our board. With time, however, assumptions about urban air mobility. Urban these aircraft will mature flights will become more affordable, in part, because eVTOLs will use less or no aviation to a stage where they will fuel. With no runways required, passengers operate autonomously.
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URBAN AIR MOBILITY WILL UNLOCK NEW OPPORTUNITIES
With quieter and more affordable flights, UAM infrastructure requirements and eVTOLs will spur the growth of the urban air customer demands provide an opportunity to mobility (UAM) industry, a term that refers build new businesses and create new jobs. to on-demand urban air services that carry The development of skyports, or vertiports, passengers and cargo across a metropol- across a wide metropolitan area will be itan area. UAM is certainly not a new idea. critical to the growth of the UAM industry; the Conventional helicopter operators have been number and location of TOL pads will drive providing intra-city transportation solutions the number of UAM flights that a city can for decades. Due to their cost and noise, accommodate. Skyport operators will provide however, the number of UAM flights in each eVTOL fleets with battery swap or recharging city has been limited. Nevertheless, the recent services and deliver transit services to UAM convergence of several factors—including passengers. Fleet operators will be respon- the rise of on-demand transportation, mobile sible for managing fleets of eVTOLs that fly technologies, more precise and reliable CNS across cities. They will also interact with technologies, and quieter aircraft—places skyport operators and booking platforms that UAM flights within reach of more people. Early receive requests for passenger rides or cargo predictions estimate that as many as 55,000 movements. If necessary, fleet operators will urban air taxi flights will eventually operate assign a pilot to operate a flight. These are each day across the United States using but a few of the new opportunities that will be 4,000 eVTOLs (Booz Allen Hamilton, 2018). enabled by the growth of a UAM industry.
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In some cities, the UAM industry is already access regional communities more quickly. growing. Commuters are using mobile devices This in turn will maximize their time with to book on-demand rides on helicopters that patients, who will be able to access care serve as air taxis. Travel across the city takes more quickly. Ubiquitous urban flights will minutes instead of the usual hour or two. no longer be the domain of science fiction.
The UAM industry will expand quickly as the availability of eVTOLs grows. Communities Early predictions estimate will benefit from new economic opportuni- ties as businesses and customers connect that as many as 55,000 more seamlessly across large metropol- urban air taxi flights will itan areas. Cities will be able to bolster eventually operate each day multi-modal transit systems and create greater flexibility in transportation networks. across the United States Health service providers will be able to using 4,000 eVTOLs.
FLIGHT PLAN 2030: A ROADMAP FOR THE NEXT 10 YEARS
The next decade will be critical to the However, there is a danger that the growth and acceptance of the UAM industry. industry will falter due to an inability During this period, standards for safety, to grasp the scope of future challenges security, and performance will be defined. and complexities. Communities will want Communication and data exchange stand- assurances that noise from urban flights is ards will be created, and frameworks for acceptable (Vascik and Hansman, 2017b). airspace design and management will be Regulators and air navigation service decided. Technological advancements will providers (ANSPs) will require that flights push eVTOLs closer to full autonomy. The remain safe, orderly, and efficient, while decisions made in the next decade will minimizing impact on airline and air traffic determine how and if UAM will be imple- management (ATM) traffic (International mented in different cities and countries. Civil Aviation Organization [ICAO], 2016). Operators of small drones will want access The UAM industry has the potential to to low-altitude airspace, while fleet oper- deliver economic opportunities and urban ators will need equitable access to urban mobility solutions that benefit communities. corridors. General aviation (GA) pilots of Realizing these benefits, however, requires fixed-wing aircraft and helicopters will want workable solutions that ensure safe airspace to fly above urban areas with the freedom coexistence, as well as community accept- they enjoy currently. The urban airspace ance. Finding the right solutions requires needs to accommodate the needs of all collaboration and planning. these stakeholders. Flight Plan 2030 does
10 PART 1: READY FOR TAKE-OFF
not address all of the challenges facing the Collaboration and planning must start today. UAM industry. However, it does address one We need to find traffic management solutions of the most critical: the design and manage- that enable interdependent technologies and ment of the low-altitude urban airspace. procedures to work harmoniously. Community and industry engagement needs to commence now so that the systems and infrastructure The next decade will be that enable UAM will be acceptable to all critical to the growth and stakeholders. As UAM flights begin, we need to collect data that will inform decisions affecting acceptance of the UAM how UAM may grow to its full potential. industry. It is during this period that standards Flight Plan 2030 presents a vision that for safety, security, and will enable the UAM industry to transform from a concept to a reality. By testing new performance will be defined. concepts, we can gain insights that will grow the UAM industry safely and fully realize its benefits. Beyond 2030, shifts toward air and ground autonomy will usher in a new era that will challenge our assumptions about traffic management.
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UAM CHALLENGES ATM SYSTEMS
As more eVTOLs become available, the needs of to buildings and other aircraft, rely more on the UAM industry will challenge ATM systems. data link rather than voice communications as Once this industry grows to maturity, UAM eVTOLs transition to autonomy, and operate flights will increase pressure on urban airspace in airspace adjacent to fixed-wing commercial capacity with the potential to overwhelm current aircraft. UAM flights will also spend most, if ATM infrastructure, procedures, and resources. not all, of the duration of flights over densely populated areas, as they share airspace with Today, ANSPs provide ATM services for aircraft traditional urban traffic such as helicopters and in all stages of flight from gate to gate. This fixed-wing aircraft. These are only some of the includes services in the surface and terminal many differences. environment (i.e., the airport and its surrounding airspace), as well as the en route environment Going forward, traditional demands on the (i.e., high-altitude airspace). ATM is designed to ATM system are expected to grow in parallel manage flights between cities. Communications with growth in the UAM industry. Forecasters are primarily via radio, and surveillance tech- estimate that the global volume of air traffic is nologies track aircraft that are spaced miles expected to double to 7.8 billion flights a year apart. Ground-based navigational aids serve as by 2036 (International Air Transport Association a backup to Global Navigation Satellite System [IATA], 2017), a significant rise that will undoubt- (GNSS) surveillance information, but these are edly exert pressure on existing ATM resources, not suitable for surveilling UAM traffic. Current including the air traffic control (ATC) workforce. CNS technologies, airspace structures, and procedures over low-altitude urban areas are designed for helicopters and GA aircraft that Once this industry grows self-separate using see-and-avoid procedures. to maturity, UAM flights
UAM flights have unique needs. They will take will increase pressure off and land from numerous skyports across on urban airspace capacity a city. They will require smaller separation with the potential to overwhelm standards than those today to accommodate the current ATM infrastructure, anticipated high traffic volumes. They will carry passengers and goods, fly in closer proximity procedures, and resources. 12 PART 1: READY FOR TAKE-OFF
UAM CHALLENGES THE UTM FRAMEWORK
Another traffic management system being for executing an integrated flow management developed today is unmanned aircraft system plan. When unexpected changes or emergen- (UAS) traffic management (UTM) (Federal cies arise, the UTM system will not be able Aviation Administration, 2018; Kopardekar to provide a responsive service with a human et al., 2016). UTM is a system for small UAS operator who can make timely, informed deci- (sUAS), or drone, operators and stakeholders sions. UTM is explicitly designed to support to interact, share information, and maintain sUAS operations—not mixed-equipage traffic safe separation. It is still under development, over a large urban airspace where some pilots and opinions vary regarding appropriate rely on radio communications and aircraft roles, responsibilities, and regulations. carry people from one skyport to another. Today, researchers and policy makers are refining the UTM framework to meet the needs of each country and region. To support Given the ongoing shared situation awareness and decision development of technology making, sUAS operators use a decentralized information network that connects with UAS and regulations, we do not service suppliers (USSs) and ATM through believe that for the foreseeable a Flight Information Management System future, UTM will be suitable (FIMS) (Rios et al, 2017). for managing UAM flights.
While UTM holds much potential for drone operations, gaps exist in its suitability for UAM flights. The initial launch of eVTOLs Given the ongoing development of technology will include piloted aircraft that use voice and regulations, we do not believe that, for communications—a mode of communication the foreseeable future, UTM will be suitable that is not supported by UTM. There is also no for managing UAM flights. UTM has much authority that controls or maintains situation potential, but it is still a framework designed awareness of all sUAS operations in a given explicitly for unmanned aircraft and small area, which makes this framework unsuitable drones in particular.
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URBAN AIR TRAFFIC MANAGEMENT ENABLES UAM GROWTH
We propose a new approach called urban procedures will need to be designed in air traffic management (UATM). UATM is a collaboration with skyport operators so system that will use strategically designed that an adequate number of emergency airspace structures and procedures to ensure TOL pads are available along UATM routes. urban flights remain safe and efficient while Skyport operators will also need to adhere minimizing the impact on ATM. These struc- to minimum operational performance tures and procedures will be enabled by tech- standards, as will all participants in the nologies that include but are not exclusive to UATM airspace. We do not envision that CNS, autonomy, AI, and information exchange skyports will be controlled, as is the case networks. As technology evolves, it will drive with fixed-wing traffic in approach airspace. change in the possibilities for UATM. We are Subsequently, close collaboration with UAM sure that technological capabilities in the stakeholders will be critical to ensuring future will be impressive, but their role will be flight safety from departure to landing. to enable new airspace designs and proce- dures so that the UATM system remains agile, responsive, and harmonized. We propose a new approach Each UATM implementation will need to called urban air traffic be tailored to the needs of the urban area management (UATM). UATM it serves. Community engagement will be is a system that will use particularly critical, as concerns about noise and privacy can have a significant impact on strategically designed airspace the acceptability of UATM operations. Input structures and procedures to from the GA community, skyport operators, ensure urban flights remain and fleet operators will inform decisions that may affect equitability in airspace access safe and efficient while and the position of routes. Emergency minimizing the impact on ATM.
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Air Traffic Management (ATM)
Urban Air Traffic Management (UATM)
sUAS Operations
The UATM airspace will be positioned mitigate risks in the air and on the ground, between sUAS operations and ATM-controlled and support safety-critical situations when airspace. This layered approach enables the needed. As the UATM system evolves, it may ANSP to increase urban airspace capacity eventually integrate all UAS operations so and provide equitable airspace access for that all low-altitude aircraft—piloted and new and legacy aircraft. Moreover, UATM autonomous—operate within a single system. provides a structured traffic management However, for now, we anticipate the UATM system with a single airspace authority. It is system will only manage traffic that primarily explicitly designed to organize traffic flows, flies above sUAS operations.
Welcome to Flightplan 2030.
15 PART 2: ABOVE THE CITY PART 2: ABOVE THE CITY
UATM integrates mixed-equipage flights across urban skies.
Driving across the urban landscape requires The UATM system will be navigating streets, stop signs, signal lights, and procedures-based first crosswalks. Traveling on roads and highways requires us to observe different speed limits. and foremost. While Signs alert us to turns, upcoming exits, and technologies such as CNS, hazards while lights meter traffic flow. These AI, and automation will be road structures provide boundaries while the rules create a shared understanding of how we critical in enabling the UATM can expect others to behave. These structures system, procedures and and procedures keep everybody separated and airspace structures will remain moving. But more importantly, they mitigate risks not just for cars but also for pedestrians the foundation of airspace and bicyclists who share urban roads. management.
Similarly, the urban airspace of the future will be structured with routes, corridors, and The UATM system will be procedures-based boundaries that will define where UAM aircraft first and foremost. While technologies such may fly. These structures will provide predict- as CNS, AI, and automation will be critical in ability to traffic flows while procedures will enabling the UATM system, procedures and ensure that all stakeholders have a consistent airspace structures will remain the founda- understanding of operating rules. Moreover, the tion of airspace management. As technology UATM system will keep traffic flowing, provide evolves, it will drive change in the possibilities predictability, and mitigate safety risks. for UATM procedures and urban transportation.
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AN URBAN AIRSPACE SERVICE PROVIDER WILL MANAGE URBAN TRAFFIC
We envision that a single entity, an urban differ between countries, and allocation airspace service provider (UASP), will be of authority to a UASP will vary across a responsible for managing low-altitude urban spectrum. Nonetheless, a central authority air traffic. In close collaboration with ATM, is needed for managing the UATM airspace USSs, and UATM stakeholders, the UASP will of each urban area and ensuring that traffic deliver a suite of services. It will also manage flows safely and efficiently using a single traffic in the cruise phase of flight as aircraft flow management plan. operate between skyports. However, unlike ATM operations, the UASP will not control traffic movements on or above skyports. UATM DESIGN As the single authority for managing the urban PRINCIPLES airspace on a daily basis, the UASP will have UATM services must be designed with a set of core authority to open and close routes, grant flight principles. These principles are a north star that ensure authorizations, and execute a single, inte- UATM remains acceptable, safe, and equitable as the grated flow management plan. The UASP will scope and nature of the services evolve. collect, analyze, and exchange airspace and flight information to support safe operations. PROVIDE SHARED SITUATION AWARENESS FOR ALL STAKEHOLDERS. When an emergency or off-nominal situation Provide all stakeholders with access to the same accu- arises during flight, the UASP will have human rate and timely information so they can make informed operators who will communicate with pilots decisions to maintain operational safety. and fleet operators to guide aircraft to safety. MAINTAIN EQUITABLE AIRSPACE ACCESS FOR ALL STAKEHOLDERS. Allow appropriately equipped and registered aircraft to We envision that a single have equitable access to the UATM airspace. entity, an urban airspace service provider (UASP), will MINIMIZE RISK TO OPERATIONAL SAFETY. Minimize or mitigate risks to operational safety by be responsible for managing ensuring that UATM safety performance meets or low-altitude urban air traffic. exceeds that of the current urban airspace operations.
OPTIMIZE AIRSPACE USE. Design capacity into the urban airspace system Each city and/or country will have a different by using strategically positioned airspace structures approach for creating a UASP depending on and applying traffic management procedures. the ANSP, regulations, policies, strategies,
and resources. Some countries may decide ENSURE AIRSPACE STRUCTURES that the ANSP should extend its current role ARE FLEXIBLE AND ADAPTABLE. and manage the low-altitude urban airspace. Develop airspace structures, such as boundaries, routes, and corridors, that can be activated, deac- Other countries or states may decide to tivated, or moved in response to traffic demands, assign UASP responsibility for each city to weather conditions, and other changes in conditions. a third party. Implementation will inevitably
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UATM SERVICES ENABLE THE UAM INDUSTRY TO GROW SAFELY
We believe the following six services will UAM operations). Because each airspace is be the cornerstones for building a robust under the authority of distinct laws, regu- and resilient UATM system. They can be lations, and an ANSP, details for roles and divided into two foundational services responsibilities will ultimately be decided (those that prepare the airspace for UAM upon on a jurisdiction-by-jurisdiction basis. operations) and four operational services Table 1 describes each service and its role in (those services necessary for ongoing, daily supporting the UATM system.
UATM SERVICE DESCRIPTION
AIRSPACE AND PROCEDURE DESIGN Pre-planning routes, corridors, airspace boundaries, FOUNDATIONAL Creating urban airspace routes, and procedures for safety and environmental SERVICES corridors, and procedures concerns, while maximizing use of airspace to enable the UAM industry to thrive Services that must be established INFORMATION EXCHANGE Sharing information with all stakeholders in UATM before UAM Exchanging airspace and flight and adjacent airspace management systems, such operations begin information with all stakeholders as ATM and UTM; providing critical information to enable operational services
FLIGHT AUTHORIZATION Receiving flight requests, identifying optimal routes, Authorizing registered aircraft and and assigning 4-D flight requirements before pilots for flight in UATM airspace authorizing a flight for UATM operations
FLOW MANAGEMENT Managing the volume of traffic and assigning metering Spacing aircraft to maintain the times to ensure safe spacing of aircraft OPERATIONAL integrity of the UATM operation SERVICES Services that DYNAMIC AIRSPACE MANAGEMENT Shifting pre-planned routes, corridors, and geo- are delivered on Managing routes, corridors, and fenced areas when flight restrictions are activated; a daily basis to airspace boundaries dynamically moving, opening, and closing routes in response to manage airspace flow management needs, ATM needs, and changing and flights weather conditions
CONFORMANCE MONITORING Monitoring all traffic to maintain safety and provide Ensuring flights conform guidance for any deviations; giving emergency aircraft to flight and assisting pilots immediate assistance and activating airspace and during off-nominal situations traffic flow adjustments to keep flights safe
TABLE 1. SIX SERVICES FORM THE CORNERSTONES FOR UATM
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AIRSPACE AND PROCEDURE DESIGN
CREATING URBAN AIRSPACE ROUTES, CORRIDORS, AND PROCEDURES
FLIGHT CORRIDOR
APPROVED ROUTE
PROTECTED ZONE
Routes: Linear pathways and sUAS—to coexist safely with eVTOLs while maximizing the capacity of urban defined by Global Positioning airspace. Airspace structures will include System (GPS) waypoints that airspace boundaries, routes, and corridors accommodate a single vehicle that feature metering and transition points. In laterally and vertically addition to defining where aircraft will fly, the structures will identify points in space where aircraft will enter or exit adjacent airspace Corridors: Transit pathways (e.g., controlled airspace near airports). with a defined width and These predefined points in space will provide height that accommodate predictability and support shared situation awareness for ATM and sUAS operators. numerous vehicles separated laterally and/or vertically—akin Structures and procedures will be especially to highways with lanes important for organizing traffic in the UATM airspace, where the diversity of aircraft equipage will increase and the volume of Airspace structures (i.e., routes, corridors, urban air traffic will grow. Airspace design and boundaries) and procedures will enable and the positioning of routes will be of existing traffic—such as fixed-wing aircraft particular interest to communities given 20 PART 2: ABOVE THE CITY
the potential for noise. As such, the design stakeholders. Within these procedures, process will include engagement with contingency plans will define stakeholders’ communities and industry. roles and responsibilities during off-nominal situations and emergencies. Given the complex mix of aircraft equipage, airspace structures will be critical for organizing Although initially, eVTOLs will have little traffic and managing flows efficiently. Different impact on urban airspace, well-designed rules and constraints will apply to different airspace structures and procedures will airspace structures. Access to some corridors be critical to mitigating risks, maintaining may be restricted, and lower-altitude airspace efficient traffic flow, and retaining commu- may be reserved for drones. High-capacity nity acceptance of the UAM industry when corridors may require aircraft and crew to be traffic reaches high volumes. Defined routes appropriately equipped and certified, similar to and corridors will be important tools for performance-based navigation (PBN) routes. strategic deconfliction. Procedures will ensure that all stakeholders, including ATM, UATM procedures will define how UAM sUAS operators, skyport operators, and flights will communicate, operate, fleet operators, interact safely and share and interact with the UASP and other consistent situation awareness.
INFORMATION EXCHANGE
EXCHANGING AIRSPACE AND FLIGHT INFORMATION WITH ALL STAKEHOLDERS
Information empowers people to make informed decisions. When all stakeholders can access timely, consistent, and accurate information, they can collaborate confidently and make decisions quickly. An information exchange will be a critical service that enables all stakeholders—within and beyond UATM—to interact, share information, and make deci- sions using a consistent set of data.
The UATM airspace will be a dynamic place where the status of skyports, corridors and routes will change rapidly. To this end, an information exchange is a foundational UATM service. The information exchange will derive data from numerous sources, such as aircraft sensors, weather sensors, skyports, pilots, ATM systems, and USSs. These sources will provide stakeholders with numerous types of information, including a database of aircraft and pilots certified for UATM operations or operations in restricted corridors, the 21 PART 2: ABOVE THE CITY
density of traffic flows, statuses of routes data will be exchanged across numerous and corridors, and the availability of TOL systems, the format will need to be stand- pads. Real-time data regarding weather in ardized and consistent with ICAO plans. The the low-altitude airspace will be particularly exchange will also require robust approaches critical. The information exchange will also for ensuring that data are protected by a serve as a portal for interactions with ATM cyber-resilient network developed as a part and UTM stakeholders. of the UASP’s cybersecurity strategy.
As UATM and the information exchange The information exchange system evolves, new opportunities will will derive data from arise, some of which may extend beyond urban airspace operations. Smart cities numerous sources, such of the future may leverage the information as aircraft sensors, weather exchange. Communities may wish to integrate sensors, skyports, pilots, data from the information exchange to inform ATM systems, and USSs. decisions about city transit services. These data may aid cities in dynamically allocating resources to current and forecasted condi- tions. Data from the information exchange A robust and resilient information system that may also inform cities’ data analytics efforts integrates modern networking architecture as city planners identify patterns and trends will be needed. The information exchange will in transit and passenger throughput given also interface with ATM information systems, certain weather conditions, time of year, or such as the System Wide Information other notable events. Management (SWIM) system. Given that
FLIGHT AUTHORIZATION
AUTHORIZING REGISTERED AIRCRAFT AND PILOTS FOR FLIGHT IN UATM AIRSPACE
Flight authorizations will provide fleet opera- The flight authorization tors and pilots with a clearance to fly in UATM will include departure airspace. It will include an assigned route and, if necessary, a 4-D metering requirement. The time, 4-D requirements flight authorizations are a critical service that for metering points will support the UASP in strategic planning, in routes and/or corridors, conflict avoidance, and flow management. The flight authorization will enable fleet and a slot time for arrival. operators and pilots to be confident that the flight is strategically deconflicted and that the The authorization process will begin when requested routes, corridors, and airspace will stakeholders register with the UATM system. be available at departure. Fleet operators will register pilot and aircraft
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UASP
SEND FLIGHT REQUEST
FLIGHT AUTHORIZATION
SKYPORT
VEHICLE PROCEEDS TO ROUTE
information, thereby complying with identi- flight authorization will include departure fication, equipage, and certification require- time, 4-D requirements for metering points ments. Similarly, skyport operators will in routes and/or corridors, and a slot time for register their skyport capabilities and provide arrival. The pilot will then accept or reject the real-time data about TOL pad availability flight authorization. through the information exchange. These preloaded data will become the foundation Given that an authorization will contain an for real-time flight authorization after a flight assigned departure time and 4-D require- request is submitted. ments, it will be the responsibility of the fleet operator and pilot to ensure that passengers Automation and interactions with the infor- or cargo are ready by that time. If a delay mation exchange system will enable fleet occurs, the fleet operator will need to submit operators and pilots to obtain a flight author- a request for a new authorization. In cases ization minutes after receiving a request. To where the flight request cannot be met, obtain a flight authorization, a fleet operator alternative options will be offered so that will submit a flight request to the UASP operators receive flight authorizations in a using the information exchange system. It collaborative and dynamic manner. will contain basic details such as departure point, destination, requested time of depar- The flight authorization process will enable ture, and (optionally) routes and corridors. the UASP to anticipate traffic demands and However, it will not need to specify a flight strategically adjust routes and/or corridors path, because the UASP automation will to meet that demand. The receipt of flight identify the optimal route. When the flight requests also enables the UASP to monitor path is the mission profile, such as with airspace demand in real time, collate data tourist flights, a specific route or corridor on traffic demand patterns, systematically may be requested. The UASP will then receive improve flows by adjusting the airspace struc- the flight request. The automation will check ture, and respond proactively with any needed for the aircraft and pilot’s certification level adjustments to the strategic flow management and then identify optimal routes. Once the plan. Moreover, a flight authorization service flight authorization is approved, it will be helps ensure that the UATM airspace is sent to the fleet operator and the pilot. The managed with a single strategic flow plan.
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FLOW MANAGEMENT
SPACING AIRCRAFT TO MAINTAIN THE INTEGRITY OF UATM OPERATIONS
Commuters will fly over road congestion as Flow management will also be tightly a result of UATM flow management services coupled with the flight authorization process. that will keep UAM traffic moving. The Automation will monitor congestion and primary goal of flow management is to opti- capacity along routes and corridors so that mize airspace capacity safely and minimize the flight authorization process supplies a congestion while traffic demand fluctuates steady stream of aircraft to optimize airspace over the course of the day. use. Flow managers will determine the optimal departure release times, landing Technologies such as predictive analysis times, and slots in the routes and corridors by tools and time-based metering models will using 4-D trajectory models. Traffic patterns be critical for monitoring traffic flows and will also determine when and how airspace responding to changing airspace demands. structures are adjusted to respond to demand. Time-based metering will be used to regulate Strategic flow management activities will traffic flows and strategically deconflict include opening, closing, and moving routes aircraft along routes and corridors from or corridors as needed to respond to demand, departure to arrival. When airspace struc- flight conditions, and stakeholders’ needs. tures, such as corridors and airspace bound- aries, need to shift with demand or other conditions, the flow managers who monitor Automation will monitor automated flow management tools will the progress of flights respond accordingly. once airborne to ensure metering times are met and safe spacing is maintained. 24 PART 2: ABOVE THE CITY
Automation will monitor the progress of from factors such as weather, skyport status, flights once airborne to ensure metering passenger demands, and off-nominal situ- times are met and safe spacing is maintained. ations. It is through the oversight of flow Metering times, especially departure and management that conflicts, compliance with arrival times, for each aircraft will adjust 4-D requirements, and dynamic airspace dynamically in response to real-time data changes are recognized and addressed.
DYNAMIC AIRSPACE MANAGEMENT
MANAGING ROUTES, CORRIDORS, AND AIRSPACE DYNAMICALLY
Similar to ATM, operations in UATM airspace and move routes, corridors, and airspace in will be dynamic. These constant changes response to traffic demands, weather condi- demand that the UASP be responsive and the tions, emergencies, or any other situation that airspace structures be flexible. Accordingly, requires changes to the airspace structure dynamic airspace management will be a core and procedures. Similarly, when the ANSP service that enables continuous and flexible restricts access to a section of airspace or UATM operations. creates a temporary flight restriction (TFR), the UASP will factor in this change when The UASP will have a pre-defined set of assigning routes with flight authorizations. airspace structures that are strategically Some changes to airspace structures will be positioned to support the dynamic needs time-based and scheduled to strategically of UATM stakeholders. During the course of meet traffic demands, while others will be daily operations, the UASP will open, close, made dynamically as the need arises.
Poor Visibility
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Dynamic airspace Particularly in emergency situations, dynamic airspace management will be a management will be a critical service. The UASP will shift airspace core service that enables structures as necessary and notify airspace continuous and flexible operators of an emergency through any UATM operations. means of communication that matches the urgency of the situation. Noncritical adjust- ments to airspace structures will be made and reflected through data updates in the information exchange. During off-nominal situations where messages need to be disseminated urgently, communications may delivered be via voice communications.
CONFORMANCE MONITORING
ENSURING FLIGHTS CONFORM TO FLIGHT AUTHORIZATIONS AND ASSISTING PILOTS DURING OFF-NOMINAL SITUATIONS
The conformance monitoring service will dense route or corridor, the failure may have be a critical part of UATM operations. a negative impact on safety and efficiency. The highly dynamic nature of the airspace From departure until landing, the UASP means that if an aircraft fails to conform automation will monitor the conformance to a flight authorization, particularly in a of each UATM flight to the authorized route
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and 4-D metering requirements. If the UASP will make UATM safer for all stakeholders. automation predicts that a metering require- Periodically, particularly during emergencies ment will not be met, it will prompt the and off-nominal situations, tactical conflict fleet operator and pilot to adjust the speed, resolution will still be required. When these route, or altitude of the flight so it remains in situations occur, the human operators in the conformance to its 4-D requirements. UASP will assist pilots to execute contingency plans that protect passengers and crew from A mix of beacon (cooperative surveillance) and other aircraft and obstacles. sensor (noncooperative surveillance) systems will monitor traffic and the location of aircraft in the UASP airspace. These surveillance From departure until landing, the systems will also interact with counter-UAS UASP automation will monitor (C-UAS) systems to detect any unauthorized flights that may pose a threat to traffic. the conformance of each UATM flight to the authorized route and UATM services will strive to be highly auto- 4-D metering requirements. mated and will continue to evolve as the aviation industry develops new technologies. Advancements in avionics will continue All of these UATM services work as an inter- to improve the conformance capabilities dependent suite that ensures the UAM system of UAM aircraft. These improvements will works efficiently, safely, and securely as opera- improve navigation precision and conform- tional conditions evolve. Figure 1 illustrates the ance to 4-D flight requirements, which interdependencies of the six UATM services.
AIRSPACE AND PROCEDURE DESIGN Creating urban airspace routes, corridors and procedures
STAKEHOLDERS INFORMATION EXCHANGE ATM FOUNDATIONAL FOUNDATIONAL SERVICES Exchanging airspace and flight information with all stakeholders UTM Pilots Fleet operators Skyport DYNAMIC FLOW FLIGHT CONFORMANCE operators AIRSPACE MANAGEMENT AUTHORIZATION MONITORING Communities MANAGEMENT Spacing aircraft Authorizing Ensuring flights Managing routes, to maintain the registered aircraft conform to flight corridors, and integrity of the and pilots for flight authorizations and airspace boundaries UATM operation in UATM airspace assisting pilots OPERATIONAL OPERATIONAL SERVICES dynamically during off-nominal situations
airspace management flight management
data flow URBAN AIR SERVICE PROVIDER
FIGURE 1. INTERACTIONS AND INTERDEPENDENCIES ACROSS THE SIX UATM SERVICES
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ENABLING TECHNOLOGIES FOR UATM
While UATM will be procedures-based first Technological evolution and foremost, it will rely on a complex array is expected to enhance of technologies to deliver the suite of UATM services. As these technologies evolve, so will the UATM system and UATM services. This section highlights some gradually support increased of the key technologies needed to build a airspace capacity over time. dynamic UATM system. In the end, we believe Each service is enabled by primary technol- the UATM system will ogies that directly deliver the UATM service. be a dynamic ecosystem In turn, these primary technologies rely on of technologies that will foundational or enabling technologies that deliver the relevant foundational data. Table monitor, manage, and 2 presents a service-technology traceability communicate all facets chart that describes the primary and enabling of urban flights from technologies that support each UATM service. Each service is linked to a set of primary departure to landing. technology implementation and the founda- tional/enabling technologies that are needed The anticipated rise of semi- and fully auton- to support the primary technology. Some of omous eVTOLs will require the UATM system these foundational technologies can be found to be scalable in several ways. Technological in modern airspace systems currently being evolution is expected to enhance the UATM implemented around the world. The following system and gradually support increased technology areas warrant special attention airspace capacity over time. In the end, we and are discussed in detail: believe the UATM system will be a dynamic ecosystem of technologies that will monitor, Target/traffic information manage, and communicate all facets of urban flights from departure to landing. This Networks ecosystem will keep passengers and cargo safe while they move efficiently and expedi- Weather systems tiously throughout the urban airspace.
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SERVICE PRIMARY TECHNOLOGY IMPLEMENTATION FOUNDATIONAL/ENABLING TECHNOLOGIES DESCRIPTION
AIRSPACE Airspace and Procedure Design The following enabling technologies AND will be implemented by: are needed to support input for Big Data PROCEDURE • Big Data Analysis Tools Analysis Tools: DESIGN • Geographic Display Tools • Traffic Information Systems • Simulation Tools • Weather Information Systems • Airspace Structure Databases • Other Information Systems (i.e., Demographic Information Systems)
INFORMATION Information exchange services The following enabling technologies EXCHANGE will be implemented by: are needed to support external information SERVICES • A ground-ground UASP network exchange: with advanced network technologies • ANSP networks • A ground-air UASP network with wireless • UTM networks communication nodes in the air (avionics) and on the ground (radios) • The internet • Secure gateways to interface with external networks
FLIGHT Flight authorization will be The following enabling technologies AUTHORIZATION implemented by: are needed to support flight authorization: • Servers accessible through • Target/traffic information systems the information exchange • Weather information systems • Flight authorization databases • Flow management systems • Airspace structure databases • Information exchange systems
FLOW Flow management will be The following enabling technologies MANAGEMENT implemented by: are needed to support flow management: • Big Data Analysis Tools • Target/traffic information systems • Flight management applications • Weather information systems for manual control situations • Flight authorization databases • Information exchange network
DYNAMIC Dynamic airspace management The following enabling technologies AIRSPACE will be implemented by: are needed to support dynamic airspace MANAGEMENT • Airspace management applications management: with decision support capabilities • Weather information systems • Big Data Analysis Tools • Flight authorization database • Airspace structure databases • Flow management systems • Information exchange network
CONFORMANCE Conformance monitoring The following enabling technologies are MONITORING will be implemented by: needed to support conformance monitoring: • Flight monitoring applications with • Target information systems automation capabilities • Flight authorization database • Information exchange network
TABLE 2. SERVICE-TECHNOLOGY TRACEABILITY CHART
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TARGET/TRAFFIC INFORMATION
UASPs must utilize next-generation surveillance are already deployed in modern ATM systems technologies for monitoring urban air traffic in today and will help to mitigate the risks of real time. The primary foundation for urban air spoofing/jamming. Storage of target track traffic surveillance will be GNSS-enabled tech- data will enable big data analytic capabilities nologies, which will be tailored to work well in for deriving predictive tracking models and low-altitude, urban areas. However, the surveil- self-learning algorithms. Accurate target lance system will have redundancies in place in forecasting is essential to bringing about the event of a GNSS failure. Alternative position, trajectory-based operations (TBO) and will be navigation, and timing (PNT) technologies discussed further below. will play a role in ensuring reliable telemetry. Multilateration technologies can leverage the communication channel while other completely The primary foundation independent regional or wide-area locational for urban air traffic services can provide additional sources for target position validation. surveillance will be GNSS-enabled technologies, Position tracking for urban air vehicles will which will be tailored to use an Automatic Dependent Surveillance– work well in low-altitude, Broadcast (ADS-B)–like cooperative surveillance technology that tracks airborne urban areas. However, vehicles to within one-meter accuracies. the surveillance system Studies have shown that reuse of ADS-B will have redundancies for UAS and/or UATM has many challenges to overcome. Some models suggest ADS-B in place in the event reuse can be achieved by simply tweaking of a GNSS failure. ADS-B parameters for UATM (e.g., trans- mission power). However, the underlying assumptions of such models are not easily NETWORK validated, and there is considerable risk if those assumptions do not come to fruition. TECHNOLOGIES The guesswork can be obviated through establishment of an ADS-B analogue that To handle the massive amount of data that operates at a different frequency that is still will be collected, processed and distributed, within the protected aeronautical radionav- UATM will employ high-bandwidth network igation spectrum. This approach mitigates capabilities. These capabilities will use both the risk of impacting existing or future ADS-B wired and wireless communication proto- system implementations. cols based on the location of assets and the demand placed on the overall system. Regardless of the specific technology, urban Moreover, the ground systems will be hosted air traffic will broadcast real-time state vector in a cloud-based, scalable environment that information to ground-based receivers where can dynamically respond to increases and the data will be processed and forwarded to decreases in demand without compromising UATM systems. Variants of these technologies overall network and computing integrity.
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Broader latency challenges around the data As with any safety can be expected and can be sufficiently critical network, ensuring addressed with modern network architectures. Confidentiality, Integrity, Advanced, software-defined networks will and Availability (CIA) offer the ability to scale communication is a natural concern. resources of a geographical area based on real-time demand for UATM operations. To address these concerns, Emerging wireless communication standards, the safety and security such as 5G cellular and high-bandwidth Ka principles for UATM and Ku satellite connections, are touting networks will leverage unprecedented data throughput to users in the near future. While some of these standards those used for ATM. are not completely mature yet (e.g., 5G), they will be fully developed by the 2025–2030 time- frame. The extent to which these technologies All communications will employ a will support UATM is unclear, but they will standards-based approach to ensure interop- likely play some role in moving data between erability between systems provided by various air vehicles and ground systems. manufacturers and vendors. This will provide vehicle manufacturers, Fleet Operators and Ground capabilities, from high-capacity fiber service suppliers with flexibility in their to advanced middleware, will enable seamless system design while meeting the communica- data integration across the entire urban air tion requirements of the UASP. service platform, including key stakeholders such as local and state governments and As with any safety critical network, ensuring ANSPs. Communication with external networks Confidentiality, Integrity, and Availability will, of course, require secure network gateways. (CIA) is a natural concern. To address these Vehicles will act as communication nodes concerns, the safety and security principles on the network. Not only will they send and for UATM networks will leverage those receive data for their flight but they will also used for ATM. Those principles are proven enable echo communications from other as they have resulted in extremely robust vehicles, thereby creating a dynamic wireless and secure networks, which are sometimes mesh network that will increase overall network categorized as “aviation grade.” As such, coverage and efficiency. The ability to create the UATM networks will involve many of this pseudo-mesh network in the air will largely the same security-focused technical imple- depend on vehicle equipage; it may be limited at mentations used in ATM networks, such first. However, over time, vehicles will become as equipment redundancies and access better equipped and therefore better able to control by Authentication, Authorization, support networking capabilities in the air. In the and Accounting (AAA). Moreover, each future, regulators may even enforce equipage networking technology will need to undergo mandates to ensure vehicles support the overall thorough risk evaluations prior to integration. system architecture. Even if regulators do not, This security approach, among many others, UASPs will most likely establish minimum will keep the UATM information exchange requirements to operate in the airspace. network secure throughout its lifecycle.
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WEATHER TECHNOLOGIES
In addition to traffic information, weather Over time, eVTOLs will act information is another important factor for the as flying weather sensors. Flight Authorization process. Modeled flight trajectories will be compared against current This ‘crowd-sourced’ network and forecasted weather to ensure that each of weather sensors can provide flight has a low risk of encountering hazardous a more complete picture weather. To support this functionality, the UASP of weather in urban airspace. will gain access to existing weather informa- tion systems for both current and forecasted Ultimately, these new weather weather data. A benefit from operating in dense sensors can provide UASPs urban environments is the large presence of with new degrees of weather weather sensors and forecast systems supplying a multitude of customers. accuracy and confidence necessary to support In some cases, the UASP will also deploy the anticipated volume additional weather sensors to create an integrated weather observation network specif- of urban air traffic. ically tailored to low altitude areas in urban environments. As an example, skyports can provide a platform for hosting hyper-accurate While weather forecast capabilities will prevent micro-climate sensors that will provide UASP many flights from experiencing hazardous operators real-time conditions for every skyport conditions, the flight authorization process will in the urban area. Over time, eVTOLs will act as ensure there are appropriate contingencies flying weather sensors. This ‘crowd-sourced’ in place in case of unexpected hazardous network of weather sensors can provide a more conditions, which may or may not be weather complete picture of weather in urban airspace. related. In general, the evolution of enhanced Ultimately, these new weather sensors can forecasting tools and observational weather provide UASPs with new degrees of weather sensors are expected to further increase accuracy and confidence necessary to support predictability of urban air flight operations. the anticipated volume of urban air traffic. Increased predictability means better fidelity, Advanced forecast analysis tools will also be which ultimately enables scalability of UAM. employed by UASPs to predict low altitude weather phenomena for each flight.
32 PART 2: ABOVE THE CITY
USE CASES
The following use cases demonstrate how UATM works in realistic scenarios during each phase of flight, starting from pre-departure to departure, cruise, approach, and land. These scenarios describe stakeholders’ actions and interactions during a:
Flight across the city
Medical emergency during a flight
Reclamation of the airspace with short notice
The diagram below presents a high-level summary of the interactions between the fleet operator, the UASP, and the pilot over the different phases of a typical flight.
PRE-DEPARTURE DEPARTURE CRUISE LAND
Receives Selects Submits passenger pilot and flight request booking eVTOL to UASP FLEET OPERATOR FLEET DYNAMIC DYNAMIC AIRSPACE MANAGEMENT FLOW MANAGEMENT FLIGHT AUTHORIZATION CONFORMANCE MONITORING
UASP Moves, opens, and closes routes Checks flight request Issues 4D flight Monitors flight for and airspace depending on weather, for flow constraints and authorization conformance to flight ANSP needs and flow demands selects optimal routes to pilot authorization
Accepts and Ensures flight meets Lands at skyport downloads flight Departs 4D flight authorization and sends notice authorization skyport requirements of flight termination VTOL PILOT e VTOL
33 PART 2: ABOVE THE CITY
SCENARIO 1: FLIGHT ACROSS THE CITY An eVTOL travels across an urban area.
PRE-DEPARTURE
The fleet operator receives a request for a registered for UATM operation and checks flight and then begins to identify an available the certification of the aircraft and crew to eVTOL and pilot. The fleet operator assesses fly in corridors that require high-level CNS skyport availability, flight routes, weather, capabilities. The UASP coordinates with and any other information necessary for the departure and arrival skyport operators assigning a flight to a suitable pilot and to ensure TOL pads are available at the aircraft. After selecting an eVTOL and a pilot assigned departure and arrival times. Using and coordinating with the skyport operator, predictive analysis, the UASP checks the the fleet operator applies for a flight author- flight request against numerous factors, ization by submitting a flight request to the including traffic flows, weather, and airspace UASP. The flight request states the departure restrictions. The UASP may also coordinate skyport, the destination, and the departure with the ANSP and USSs as needed to time. It will also identify the pilot and aircraft. identify an acceptable route.
Upon receiving the flight request, the UASP The UASP approves the flight request and begins finding an optimal route. First, the sends the flight authorization to the pilot UASP confirms the aircraft and pilot are and fleet operator via digital messaging. The
34 PART 2: ABOVE THE CITY
flight authorization contains the approved speed. The aircraft’s detect-and-avoid func- route, departure time, arrival time, corridor tionality supports the pilot’s situation aware- entry place and time, 4-D metering require- ness about nearby aircraft and obstacles. The ments, and the assigned TOL pad. If a problem pilot continually scans the avionic displays to with the flight request had been found, the ensure conformance to the assigned route and UASP would have recommended a change to to monitor the status of the aircraft systems, the fleet operator. The recommendation may as well as meteorological updates. The pilot include using a nearby skyport or an amended also scans for any digital messages from the departure time. Alternatively, the UASP may UASP or the fleet operator. reject the flight request if no acceptable amendments can be found. In the end, the While the aircraft is in flight, the UASP moni- UASP will always provide a recommendation, tors its conformance to the assigned route and but it will be up to the fleet operator and pilot 4-D requirements. If the UASP predicts that an to accept the recommendation. aircraft is at risk of missing its 4-D waypoint, the UASP will send a digital message to prompt the pilot to adjust the speed, route, or DEPARTURE altitude as needed.
The assigned eVTOL is already at the skyport when the pilot arrives. While passengers APPROACH and goods are loading onto the flight, the pilot accepts the flight authorization and As the aircraft approaches the destination, then downloads it from the network into the pilot ensures the TOL pad and surrounding the aircraft’s navigation system. The aircraft airspace is free of hazards such as obstacles departs from the skyport at its assigned or gusty winds. Prior to landing, the skyport time. As the flight departs, the network operator may send a digital message to the updates with a notice of the flight’s departure pilot to assign the flight a specific TOL pad. time generated from the aircraft’s avionics. The skyport operator will access this flight information to ensure the TOL pad remains LANDING available when the aircraft lands and will share this information to inform fleet opera- The pilot lands at the designated TOL pad tors about TOL pad availability at the skyport. within the assigned time window. Depending on the skyport, the pilot will then clear the TOL pad so that other flights can land on the CRUISE pad. The passengers disembark the aircraft and exit through the skyport terminal. The During the flight, the avionics, beacons, and pilot sends a notice using the network to sensors provide the UASP and nearby aircraft indicate that the flight terminated safely at its that have cooperative surveillance systems destination. This information is updated and with updates about the aircraft’s position and shared with all network users.
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UASP
SCENARIO 2: IN-FLIGHT MEDICAL EMERGENCY
The Pre-Departure and Departure events are The UASP analyzes the request and uses the same as those in Scenario 1. However, the information exchange system to search when a medical emergency is declared skyport data for the closest hospital with an during the Cruise phase of flight, the available TOL pad. The UASP generates an events unfold differently. This scenario also updated flight authorization that reroutes assumes that procedures are in place to the aircraft to a nearby hospital. The updated ensure that TOL pads are available along the flight authorization is sent to the pilot and route in case of emergencies. fleet operator via a digital messaging system. The pilot assesses the reroute, accepts the new flight authorization, and downloads it to CRUISE the flight management system.
During flight, a passenger experiences a Once the flight authorization is accepted, medical issue and the pilot declares an emer- the UASP flow management system assesses gency. The pilot needs to divert and provide how the emergency impacts the airspace. the passenger with immediate medical assis- Priority is given to the aircraft experiencing tance. Using voice communications services, the in-flight medical emergency, but the flow the pilot contacts the UASP and requests an management system minimizes the reroutes immediate reroute to a hospital. required of the other vehicles sharing
36 PART 2: ABOVE THE CITY
the airspace, such as passenger-carrying LANDING aircraft and sUASs operating in adjacent airspace. Continuous, accurate, and timely The pilot lands at the hospital and is met by information exchange between all traffic medical personnel. The other passengers management systems, along with estab- disembark and the pilot clears the TOL pad to lished procedures, is critical to maintaining allow other aircraft to land. The pilot sends a the safety of the airspace. notice to the network to indicate that the flight terminated safely at its destination. This infor- While the pilot flies to the hospital, the mation is updated and shared with all network UASP notifies the medical facility of an users. The fleet operator then coordinates with impending arrival. The UASP also monitors the skyport operator at the originally intended the flight and stays in contact with the pilot destination and submits a new flight request until the flight lands. to the UASP, so that the pilot may transport the remaining passengers to the original destination with a new flight authorization.
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SCENARIO 3: RECLAMATION OF THE AIRSPACE WITH SHORT NOTICE The ANSP needs to reclaim control over a section of UATM airspace and declares a TFR. The UASP geofences the area and reroutes traffic.
RECEIVING THE TFR ALERT predictive analysis tools identify optimal alternate routes for the current traffic and use ATM informs the UASP that a TFR has been data from the information exchange system to activated over a section of low-altitude find skyports near the affected area that can airspace. In collaboration with ATM, the UASP accommodate any diverted flights. The UASP identifies the lateral and vertical boundaries of collaborates with skyport operators to iden- the TFR area and the affected routes/corridors. tify alternative departure and TOL pads and ensure that emergency TOL pads are available during the TFR. The UASP also notifies all fleet REROUTING FLIGHTS operators and pilots about the suspended operations in the TFR by broadcasting a The UASP informs affected skyport operators digital message and updating the information of the TFR and identifies the flights currently exchange network. As the UASP receives en route into the affected area. No new flights new flight requests, the UASP analyzes the are authorized for entry into the TFR zone. requests and issues alternative destinations if To keep UATM traffic flowing efficiently, the a requested destination is within the TFR. 38 PART 2: ABOVE THE CITY
FLYING A REVISED ROUTE LANDING
All flights that are en route to the reclaimed For those flights that are rerouted to an airspace receive a revised flight authorization alternate TOL pad, the pilot will land, and via digital messaging or very high frequency the passengers will disembark. The UASP (VHF) radios if they are not equipped with will have rerouted the flight to a skyport near digital messaging avionics. Each pilot who but outside the TFR zone. The pilot sends a electronically receives a revised flight author- notice using the network to indicate that the ization acknowledges the message and then flight terminated safely at its destination. This downloads the new flight authorization into information is updated and shared with all the aircraft Flight Management System. network users. In consultation with the fleet operator, the pilot creates a plan to reposition The pilots inform their passengers of the the aircraft for the next flight. TFR and the need to reroute. If a destination is within the TFR area, the pilots inform their passengers of the assigned alternate destination. Each pilot then continues the flight following the revised route. Meanwhile, the UASP monitors the rerouted flights to confirm conformance to each revised flight authorization.
39 PART 3 PREPARING FOR TOMORROW PART 3: PREPARING FOR TOMORROW
Collaboration must start today if we are to reap the benefits of UAM tomorrow.
In the next decade, urban air travel will become a mainstream experience. Commuting to connect with family and friends will demand less time and effort. Delivering goods and services to customers will be more efficient, and responding to emergencies will be less encumbered by traffic congestion.
As this industry unfolds, communities, regulators, ANSPs, and other stakeholders have the opportunity to plan and shape the future of UAM. Stakeholder involvement throughout all stages of development will be crucial in designing how we move about urban areas and the infrastructure that supports that future.
41 COMMUNITY INVOLVEMENT AND ENVIRONMENTAL CONSIDERATIONS
Community leaders, educators, and city plan- aviation experts as the biggest constraints ners will soon have a chance to participate in to the growth of the UAM industry (Vascik & consultations and forums with stakeholders Hansman, 2017a; ICAO, 2017). from private industry and government to ensure that the UATM system is designed with consid- eration for community issues. Through social Stakeholder involvement media and face-to-face meetings, they will iden- throughout all stages of tify the areas with the highest demand, discuss how to operate most efficiently, and plan ways development will be crucial to minimize noise levels and emissions. Along in designing how we move with ATM interactions and the ability to achieve about urban areas and the desired flight densities, noise management, infrastructure that supports community acceptance, and accessibility of ground infrastructure have been identified by that future. 42 PART 3: PREPARING FOR TOMORROW
UATM airspace and procedure design will play for eVTOL operations to achieve operational a lead role in ensuring that these considera- viability, as well as emissions minimization. tions are appropriately addressed. ANSPs and UATM will play a key role to ensure that routes regulators will play a pivotal role in ensuring are as efficient as possible and that congestion that both UAM operators and community is minimized. There may be opportunities to considerations are taken into account. This design routes to ensure that noise is either will include facilitating the development and concentrated over low population areas or implementation of community agreements and spread out to ensure that community areas legislation to ensure that appropriate noise receive respite. management occurs and that the UAM industry develops in line with existing noise abatement regulations. Similarly, simulation testing should ANSPs and regulators will be conducted early to provide risk assessments play a pivotal role in ensuring for risk mitigation and analysis. Through the use of data analysis tools, industry developers and that both UAM operators and government regulators can define the urban community considerations are routes best suited for on-demand transport and taken into account. transport of cargo and medical services. Some factors that will be considered are weather hazards, obstacles, avoidance of environmen- Another key issue that impacts both flight tally sensitive areas, and areas where additional efficiency and noise management is the safety redundancies are required, particularly location of skyports. In these decisions for high-volume routes. and the resultant routes, the urban avia- tion industry will need to adopt the ICAO Environmental considerations will be a balanced approach to aircraft noise manage- significant part of preparing for the growth ment (ICAO, 2008). This approach looks to of urban aviation. ANSPs and regulators will ensure that noise is tackled at a specific play an important role in helping aircraft location using a variety of approaches, operators manage both their emissions and including land-use planning and manage- noise impacts. The UASP will oversee the ment, noise abatement, operational proce- urban airspace day to day, ensuring that these dures, and operating restrictions. Fleet considerations are appropriately addressed. operators, skyport operators, and the UASP Minimizing energy usage, and the resulting will need to collaborate to consult and emissions, directly aligns with UAM operators’ engage with the community and government objectives to perform operations in the most to mitigate the potential environmental efficient manner. Flight efficiency is critical constraints to urban aviation operations.
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SAFETY AND SECURITY IN THE UATM SYSTEM
The safety and security standards of the avia- exist and develop robust mitigation strategies. tion industry are high, and the challenge for Many advances in automation will be proven UATM to meet, or even exceed, this standard out through data that is collected by the UASP is considerable. Without a safe, secure, and during UAM operations in UATM airspace. resilient UATM system, the industry will not Operations in early adopter cities will provide grow to its full potential, and the benefits data that will help regulators understand what to the community and economy will not be separation requirements will be appropriate fully realized. Ongoing risk analysis and for future implementations. technological evolutions in both aircraft and traffic management systems will continue to shape and reshape the industry. Beyond Beyond physical safety, physical safety, the UAM industry will need a robust commitment to cybersecurity, with the UAM industry will cyber-resilient systems end-to-end. With need a robust commitment continued advancements in autonomy, along to cybersecurity, with with the technological interdependencies the UATM system will contain, cybersecurity cyber-resilient systems will be critical for ensuring the safety of both end-to-end. aircraft and the urban public below.
The UASP will play a pivotal role in enhancing Given that the UAM industry will introduce and maintaining the safety of the UAM a new type of aircraft into a new operational industry. The UASP’s safety management context, safety analyses using a wide range system (SMS) will capture real-time safety of strategies, including fast-time simulations, reports that will inform continual safety human-in-the-loop experiments, failure improvement efforts. Using high-precision modes and effects analysis, and other types surveillance capabilities, the UASP will of risk analysis will be critical to identifying monitor the adherence of UAM aircraft to where new opportunities for system failures flight authorizations. Furthermore, these data and human errors may arise. Accordingly, will provide stakeholders with insight that can results from these analyses will inform the be used to proactively improve each fleet’s development of risk mitigation strategies. operational safety performance. These data Safety in the ATM terminal environment will will also allow regulators to confirm that traffic also need to be addressed in detail, as this complexity is well managed and thus support vision mainly covers the relationship between the safety case for higher capacity operations the UASP and fleet operators. However, in the future. Early research and analysis will the UATM system will play a critical role in assist the UASP, aircraft manufacturers, fleet enabling communication between all stake- operators, regulators, and ANSPs to identify holders in UAM who will need to set stand- where technological and procedural risks ards, protocols, and procedures.
44 PART 3: PREPARING FOR TOMORROW
ONWARD
The next chapter in urban transportation has to address the upcoming challenges that already commenced. Aircraft manufacturers eVTOLs will bring to the urban environment, are already taking to the skies and testing but we need to begin collaboration and their latest eVTOL models. Architects are consultation now if we are to create a smart, busy designing our future skyports. Battery integrated, and thoughtful airspace solution. engineers are trialing new technologies that A future is possible where we can look will power future flights. In short, the revolu- up and see eVTOLs coexisting with other tion in urban mobility has quietly arrived. aircraft, where an on-demand flight can take us aloft and deliver us safely to our work- Designing an urban airspace system that places, families, and friends. melds these aircraft with other airspace users will require collaboration and a bold, Come with us—work with us—as we start the unwavering commitment to safety. We journey to transform the vision of Flight Plan have the innovative tools and the insight 2030 to a reality.
45 REFERENCES
Booz Allen Hamilton. (2018). Executive Kopardekar, P., Rios, J., Prevot, T., Johnson, M., briefing. Urban air mobility (UAM) market Jung, J., & Robinson, J. E. (2016). Unmanned study. Retrieved from HTTPS://WWW.NASA. aircraft system traffic management GOV/SITES/DEFAULT/FILES/ATOMS/FILES/BAH-UA (UTM) concept of operations. Retrieved M-EXECUTIVE-BRIEFING-TO-POST.PDF from HTTPS://UTM.ARC.NASA.GOV/DOCS/ KOPARDEKAR_2016-3292_ATIO.PDF
Federal Aviation Administration. (2018). Unmanned aircraft system (UAS) traffic Porsche Consulting. (2019). The future management concept of operations V1.0. of vertical mobility. Retrieved from Retrieved from HTTPS://UTM.ARC.NASA.GOV/ HTTPS://WWW.PORSCHE-CONSULTING.COM/ DOCS/2018-UTM-CONOPS-V1.0.PDF FILEADMIN/DOCS/04_MEDIEN/PUBLIKATIONEN/ TT1371_THE_FUTURE_OF_VERTICAL_MOBILITY/ THE_FUTURE_OF_VERTICAL_MOBILITY_A_PORSCHE_ International Civil Aviation Organization. CONSULTING_STUDY__C_2018.PDF (2008). Guidance on the balanced approach to noise management (ICAO document 9829). Montreal, Canada. Rios, J. L., Mulfinger, D. G., Smith, I. S., Venkatesan, P., Smith, D., Baskaran, V., & Wang, L., (2017)., UTM Data Working Group International Civil Aviation Organization. Demonstration 1. Final report (NASA/ (2016). 2016-2030 Global Air Navigation TM-2017-219494). Retrieved from HTTPS:// Plan. Retrieved from HTTPS://WWW.ICAO.INT/ WWW.AVIATIONSYSTEMSDIVISION.ARC.NASA.GOV/ AIRNAVIGATION/DOCUMENTS/GANP-2016-MOBILE.PDF PUBLICATIONS/2017/NASA-TM-2017-219494.PDF
International Civil Aviation Organization. Vascik, P. D., & Hansman, R. J. (2017a). (2017). Community engagement for aviation Constraint identification in on-demand environmental management (Circular mobility for aviation through an exploratory 351). Retrieved from HTTPS://WWW.ICAO.INT/ case study of Los Angeles. Proceedings of the ENVIRONMENTAL-PROTECTION/DOCUMENTS/ 17th AIAA Aviation Technology, Integration, COMMUNITY_ENGAGEMENT_FOR%20AVIATION%20 and Operations Conference, Denver, CO. doi: ENVIRONMENTAL_%20MANAGEMENT.EN.PDF 10.2514/6.2017-3083.
International Air Transport Association. Vascik, P. D., & Hansman, R. J. (2017b). (2017, October 24). 2036 forecast reveals Systems-level analysis of demand mobility air passengers will nearly double to 7.8 for aviation (Report No. ICAT-2017-02). billion. Retrieved from HTTPS://WWW.ICAO. Cambridge, MA: MIT International Center for INT/ENVIRONMENTAL-PROTECTION/DOCUMENTS/ Air Transportation. COMMUNITY_ENGAGEMENT_FOR%20AVIATION%20 ENVIRONMENTAL_%20MANAGEMENT.EN.PDF
46 ACRONYMS
AAA Authentication, authorization, and accounting
ADS-B Automatic Dependent Surveillance–Broadcast
AI Artificial intelligence
ANSP Air navigation service provider
ATC Air traffic control
ATM Air traffic management
CIA Confidentiality, integrity, and availability
CNS Communication, navigation, and surveillance
C-UAS Counter unmanned aircraft system
eVTOL Electric vertical take-off and landing vehicle
FIMS Flight Information Management System
GA General aviation
GNSS Global Navigation Satellite System
GPS Global Positioning System
ICAO International Civil Aviation Organization
IATA International Air Transport Association
PBN Performance-based navigation
PNT Position, navigation, and timing
SMS Safety management system
sUAS Small unmanned aircraft system
SWIM System Wide Information Management
TBO Trajectory-based operations
TFR Temporary flight restriction
TOL Take-off and landing
UAS Unmanned aircraft system
UASP Urban airspace service provider
UAM Urban air mobility
UATM Urban air traffic management
USS UAS service supplier
UTM UAS traffic management
VHF Very high frequency 47 GLOSSARY
eVTOL A new type of vertical take-off and landing aircraft that will be powered by batteries hybrid engines, and/or other new technology. It will transport two to six passengers across short- to mid-range distances. Some eVTOLs will look similar to a helicopter while other designs will be unprecedented.
Fleet Operator An entity that operates one or more aircraft that provides UAM services in the low-altitude urban environment.
Skyport A location where urban flights will arrive and depart. A skyport may have one or many Take-off/ Landing pads.
Skyport Operator An entity that manages skyport services and the operation of take-off/landing pads.
Urban Air Mobility On-demand urban air services that carry passengers and cargo across a metropolitan area.
Urban Airspace An entity that manages UAM Service Provider traffic and provides UATM services over an urban area.
Urban Air Traffic A system that will use strategically Management designed airspace structures and procedures to ensure urban flights remain safe and efficient while minimizing the impact on ATM.
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