The path to more efficient and sustainable skies will depend heavily on how effectively the industry manages the integration of these new airspace users. Only a comprehensive and inclusive approach to aerial transport will pave the way for a new era of aviation that supports both environmental goals and the dynamic needs of global air travel.
Flexible airspace
As a starting point for integration discussions, recent developments in ATM should be noted. The industry is working hard to optimise airspace and integrate new processes. The gains in efficiency, safety and sustainability afforded by these initiatives must be accommodated even when integrating new airspace users.
ANSPs are working hard on evolutions such as Trajectory-Based Operations (TBO), time-based separation and similar advances. This broad spectrum of enhancements is changing traditional airspace into a more dynamic, agile structure, encompassed by the Advanced Flexible Use of Airspace (AFUA) concept.
It is this fundamental shift in how airspace is managed that is opening the
door for successfully integrating AAM and other advances, including commercial space operations.
Data sharing
Behind many of the industry’s advances is the ability to share data in real-time. A recent session of the Complete Air Traffic System (CATS) Global Council underscored the need for a robust data-sharing architecture, emphasising regulatory clarity, a roadmap for the seamless integration of AAM, and a strong digital backbone. The transition to a service-oriented architecture, was also emphasised in a recent SESAR joint statement. This approach enables faster deployment of features ensuring interoperability, enhancing safety and efficiency, and significantly contributing to the overall sustainability and competitiveness of the aviation sector.
While information technology is readily available, the federated nature of aviation, which is often reliant on pair-wise interactions, presents challenges for implementing global information exchange standards. From a monolithic architecture and legacy analogue exchanges to service-oriented architectures and a System Wide Information Management (SWIM) environment will necessitate a positive business case. The transformation also requires an enterprise-level decision. This is particularly critical because all stakeholders in the ATM system will need to modify their systems to both provide and accept this information.
The Global TBO Symposium held earlier this year in Brussels also emphasised the critical importance of real-time data sharing and predictability in ATM. For air traffic controllers, predictability might mean precise knowledge of an aircraft’s ascent and descent, while pilots benefit from anticipating air traffic control clearances. This knowledge is essential for efficiently managing airspace and resources, enhancing both safety and operational reliability.
However, balancing predictability with the flexibility required to adapt to real-time demands is crucial, ensuring that the system remains efficient without constraining the necessary operational agility for various airspace users. Higher levels of automation will be an important enabler. Again, ANSPs have shown considerable foresight and are already making progress in this area.
As an adjunct to this, it is worth noting the evolving role of human air traffic controllers. They will transition from tactical interventions to strategic management, and thereby optimise efficiency and safety under both nominal and off-nominal conditions.
Redefining regulations
Of course, leaving tactical decisions and execution to increasingly capable automated systems calls for a re-evaluation of flight rules to ensure safety, efficiency, and equitable access to airspace.
This innovative approach, overseen by organisations such as ICAO and EASA, involves a comprehensive reassessment of traditional flight rules, paving the way for new regulations tailored to both low-level and upper airspace operations.
Rapid innovation requires adaptable, supportive standards and rules that safeguard both innovation and safety. This adaptive stance is essential as the industry delves deeper into the era of AAM.
For the foreseeable future, flights will likely operate under Visual Flight Rules (VFR) but Beyond Visual Line of Sight (BVLOS) 4D flow management, de-confliction and separation standards and the performance characteristics of the continually evolving airspace users will all need to be accommodated.
Drone frameworks
Europe has clear frameworks for drones and U-Space, specifically regulations 2019/947 and 2021/664 but there is still a long way to go, and operations are only just beginning using these mandated safety requirements.
EU 2021/664 calls for a common information service (CIS) to disseminate static and dynamic data for U-Space traffic management. Some States may opt to retain control over service provision, often through a national ANSP designated as the nationwide single CIS provider (CISP). Others may choose to designate a CISP for each designated U-Space airspace rather than having a single nationwide CISP.
It will be important to undertake a study on the U-Space market to understand the evolution of the demand for these services. Another key consideration is that collaboration between all stakeholders will also play a pivotal role in assessing the impact of these services on an ANSP.
In the CANSO publication, “Financing Common Information Services in U-Space”, it is noted that the CISP is envisioned either as a standalone entity or as a regulated service provided by an ANSP, complete with distinct financial accounting and subject to specific certification processes under the U-Space Regulatory Framework.
Due to the developing nature of the market structure and the potential uncertainties surrounding demand and competition, certain factors need to be considered, including: the costs of creating and maintaining a new CISP service, with the potential investment risks; the uncertainty regarding current and future service demand, and the unknown level of current and potential competitors delivering the service or parts of it.
Overall, the challenges in this area include establishing sustainable financing, engaging all stakeholders in the regulatory process and distinguishing the various roles.
Sustainability
Sustainability is a crucial part of the integration process. AAM must be integrated in a way that reduces emissions. AAM can be a sustainable solution. Imagine the number of vehicle journeys and emissions that can be saved by using a faster, more convenient, and electrically powered air taxi.
But accommodating AAM can’t be achieved by forcing traditional civil aviation to spend longer in the air or detouring to avoid congested areas. Equitable access to airspace must consider sustainability aspects as a priority once the safety issues are sorted.
As we advance towards the 2050 goal of net-zero carbon emissions, the sustainable integration of innovative ATM and AAM technologies is increasingly crucial and must be done in a way that enhances operational efficiency and significantly lowers aviation’s carbon footprint.
Vertiports
An important consideration here is the infrastructure required by AAM. Vertiports –airports for AAM – will need to be constructed in urban environments and could prove a challenge.
Although vertiport companies are growing, it won’t be easy to meet the exacting conditions for this essential piece of infrastructure. An appropriate piece of land needs to be acquired in a populated area, which brings with it a host of environmental challenges in most jurisdictions.
There are also questions concerning energy provision. The FAA and EASA are working on reserve energy requirements – just as an aircraft takes on reserve fuel – but, in any case, battery-powered air taxis and drones will need to charge, which will require a significant amount of energy.
Moreover, to meet sustainability goals, much of this energy will need to be produced with a minimal impact on the environment.
And as a battery is finite, vertiports will need to be strategically placed to ensure that there is always somewhere to land. Also, it is unlikely that the first vertiports will be large – they will be privately built and within an urban landscape, so will most likely have a handful of landing pads, perhaps on a building roof or similar. Larger, public facilities may be more than a decade away from being built.
It is difficult to see how to put all the pieces of the vertiport jigsaw into place, but enough companies are working on the issues to provide optimism.
How vertiports develop will be critical to the nature of AAM operations, which in turn will affect civil aviation and overall airspace management. There is still a lot to be worked out with a huge number of variables, but fortunately many experienced professionals from all relevant stakeholders are working together in the CATS Global Council to address these issues.
The dawn of AAM
AAM is still nascent, necessitating robust support through specific operational rules, licensing, and infrastructure development.
But it will be an important part of the future of airspace management, which envisions a system where airspace users navigate pre-negotiated trajectories while maintaining safe separation from traffic, obstacles, and adverse weather conditions.
The evolution of separation capabilities and the increasing diversity of airspace users necessitate a review of existing flight rules to accommodate an environment where digital situational awareness is provided both in the air and on the ground.
This editorial aims to spark a dialogue among all stakeholders in the aviation industry. As we stand at this pivotal moment, let us commit to a unified vision that not only embraces advanced technology but also upholds our responsibility towards a sustainable future. Through collaboration and innovation, we can achieve a harmonised airspace that is safer, more efficient and environmentally responsible, paving the way for the next generation of air travel.