Avionics News October 57-10 - 36

Development of CBRs and aircraft automation are
other indicators of evolution. Automation will have a
particularly strong impact. The agency lays out three
Phased Approach
levels of automation evolution:
The ConOps uses a concept common in UAM parlance
* Human-within-the-loop
- phases defined as "crawl-walk-run."
◦ Human is always in direct control of the
In the crawl phase, UAM operations will be conducted
automation (systems).
using new vehicle types certified to fly within the current
* Human-on-the-loop
regulatory and operational environment.
◦ Human has supervisory control of the
In the walk phase, increasing UAM operations will
automation (systems).
use UAM corridors to leverage collaborative separation
◦ Human actively monitors the systems and can
methodologies.
take full control when required or desired.
Finally, in the run phase, highly automated traffic
* Human-over-the-loop
management will enable remotely
◦ Human is informed, or
piloted and autonomous vehicles
engaged, by the automation
to operate safely.
(systems) to take action.
Progressing through each phase
THE FAA OUTLINES
◦ Human passively monitors the
will require demonstration of safe
systems and is informed by
KEY INDICATORS IN
integration of UAM aircraft into
automation if, and what,
THE EVOLUTION OF
the NAS.
action is required.
UAM OPERATIONS. AN
◦
Human
is engaged by the
INCREASE IN OPERATIONAL
Assumptions
automation
either for
TEMPO, A HIGHER
The ConOps also outlined a
exceptions that are not
LEVEL OF COMPLEXITY
number of overarching principles
reconcilable or as part of
OF INFRASTRUCTURE
and assumptions, including that
rule set escalation.
SUPPORTING UAM
the agency will have on-demand
The final indicator is the physical
OPERATIONS, AND UAMaccess to information regarding
location of the pilot in command.
DRIVEN REGULATORY
UAM operations. However, unlike
These key indicators are used to
CHANGES
ARE A FEW OF
traditional air traffic management,
define initial operations, ConOps
THESE INDICATORS.
which is conducted by FAA
1.0 operations, and mature state
controllers, UTM will likely
operations phases.
be conducted in a cooperative
The FAA has clearly stated this is
manner in compliance with a
a first draft - an initial attempt to put
set of community-developed and FAA-approved rules,
some parameters around the significant task of ensuring safe
known as community-based rules, or CBRs.
integration of UAM aircraft into the NAS. That said, the
Operators will use providers of services for UAM
ConOps will benefit from additional industry input, with the
to receive and exchange information during UAM
industry already raising a number of significant questions
operations. Further, the FAA expects UAM operations
for the agency and industry representatives to work through.
to increase over time and may use demand capacity
* How will demand capacity balancing be
balancing to manage that traffic increase.
implemented to ensure fair access to corridors by
The FAA believes this new model of traffic
all operators?
management, using a cooperative approach, will be
* How will the corridors be protected from
necessary to manage the large number of expected UAM
uncooperative traffic?
operations.
* How will vehicle-to-vehicle self-deconfliction and
sequencing occur?
Key indicators of evolution
* How will the FAA factor in local zoning,
The FAA outlines key indicators in the evolution of
regulatory requirements and community needs?
UAM operations. An increase in operational tempo, a
These questions and more will need to be addressed
higher level of complexity of infrastructure supporting
by the FAA and representatives from all segments of
UAM operations, and UAM-driven regulatory changes
aviation - not just UAM representatives - to ensure safe,
are a few of these indicators.
efficient integration of UAM operations into the NAS. q

FAA UAM CONOPS

Continued from page 35

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AVIONICS NEWS

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OCTOBER

2020
Avionics News October 57-10

Table of Contents for the Digital Edition of Avionics News October 57-10
