Skyways to the Future 2024

dynamically changed over short intervals based on weather, UAM density, air traffic, etc. The flexibility of DDCs helps improve efficiency and adaptability in modern ATM. Rules and procedures are also defined for coordinating traffic flows within these corridors. Authorization may be required to fly within these corridors, and the integration of unmanned aircraft system (UAS) traffic management is crucial to manage and synchronize uncrewed and crewed aircraft movements effectively. 1 Performance related operations –Technology will be a major enabler in handling and managing traffic and providing scene awareness in a dense traffic and congested operating environment. UAM operators with the most advanced technologies will be able to fly the most efficient routes in certain situations. These routes depend on technologies like precise navigation, DAA systems, noise reduction and vehicle-to-vehicle communication. –Some DDCs may only be open to aircraft equipped with a specified level of navigation precision, providing more direct routing options to these aircraft. –Some DDCs are designed to accept aircraft that can provide precise arrival times. This accommodates a high volume of flights through these designated corridors, significantly enhancing operational efficiency. 2 Digital flight rules –To accommodate safer protocols in digital flights, a different set of weather minimums for certified equipment would be required than current definitions of visual meteorological conditions used by pilots. –VFR corridors enable VFR traffic to fly within controlled airspace (typically classes B, C and D) without requiring communications with ATC, thus providing partial autonomy during flight. –Automation capabilities and communication and navigation systems will be crucial in successfully implementing piloted, remotely piloted and autonomous flights for AAM. –The air traffic controller treats DDCs just as it treats VFR corridors. The air traffic controller does not provide traffic or separation service within these corridors. –An automated traffic management service, which can be used for coordination, may also define DDCs within the boundaries of class E airspace. 3 Support services –Information regarding traffic location, DDC status, meteorological information, obstruction locations, traffic coordination and landing site information will need to be provided and fed into the onboard systems. –The services provided will be similar to and possibly share elements with the unmanned traffic management (UTM) system. –A tactical and strategic deconfliction service is essential since AAM is expected to expand air mobility into a vast, interconnected, dynamic system. Strategic deconfliction refers to the planning phase, where potential conflicts between aircraft are avoided before flights even begin. This is achieved by assigning specific flight paths, altitudes and timing well in advance, often during the flight planning stage. The goal is to ensure that the overall airspace use is optimized and that aircraft will not come into conflict as they follow their routes. This proactive approach aims to minimize risks and avoid congestion over a longer period. –Tactical deconfliction occurs in real time during flight operations. It requires air traffic controllers and pilots to make on-the-spot decisions to avoid immediate conflicts, such as when two aircraft come too close to one another. Controllers may give instructions on changing altitude, speed or direction to resolve these situations as they arise. Tactical deconfliction is a reactive process used when unforeseen events or changes in traffic require immediate intervention to maintain safe separation between aircraft. A tactical and strategic deconfliction service is essential since AAM is expected to expand air mobility into a vast, interconnected, dynamic system. 21 Skyways to the Future: Operational Concepts for Advanced Air Mobility in India