Advanced Air Mobility and Implications for Traditional Aviators
“AAM”, “eVTOL”, “UAM”, “UAS”… Aviation loves an acronym. These new ones are used daily in aviation publications and even show up in mainstream media, including a recent 60 Minutes episode, but how do they fit together, and – more importantly – how will they impact traditional aviation?
Remember the mid- to late-2000’s, when VLJs [very light jets] were predicted to “darken the skies”? Pundits droned on and on about Eclipse 500s and other VLJs taking over the airspace and fretted over safe integration of this influx of new aircraft. In reality, VLJs entered the market just like any new aircraft type, which means measured – even slow – introduction to the NAS.
The AAM industry is cognizant of the need for slow change, not just for public perception but for safe integration. The industry has adopted a “crawl, walk, run” philosophy to describe its intended phased approach to integration and full-scale operations.
AAM is a blanket term, which includes drones, electric Vertical Take Off and Landing (eVTOL) aircraft, and more. AAM is more of a concept than a specific type of aircraft or operation, contemplating highly automated aircraft in both urban and remote environments.
Two common AAM concepts are Urban Air Mobility (UAM) and Regional Air Mobility (RAM). UAM will conduct relatively short flights at lower altitudes in urban or suburban areas. RAM will connect cities on longer flights.
AAM Aircraft
AAM encompasses a variety of aircraft ranging from small UAS to four- or six-passenger eVTOL aircraft and even, potentially, eSTOL [electric short takeoff and landing] aircraft.
Some drone operators, including Wing Aviation, LLC; UPS Flight Forward, Inc.; Amazon; and Zipline have FAA authorization to conduct commercial operations under Part 135. Each uses a different model of drone with Zipline being the first fixed-wing Part 135 UAS operator.
eVTOL aircraft are currently in development, with some manufacturers planning piloted aircraft and others – typically with a longer entry-into-service time – plan for autonomous flight.
AAM Missions
Passenger “air taxi”-style missions are the most commonly discussed AAM missions but AAM will also include cargo transportation, medical and public safety uses, and so on.
Small UAS are already conducting small cargo delivery but eVTOL and eSTOL aircraft will be capable of larger cargo loads. Taking advantage of energy savings from short takeoffs versus vertical takeoffs means eSTOL, in particular, are likely to be capable of carrying larger cargo.
AAM Infrastructure
Initial AAM operations might use traditional aviation facilities, whether FBOs at GA airports or heliports. Vertiports are currently in a conceptual phase but will be facilities dedicated to VTOL aircraft, especially electric aircraft. Vertiports will be designed with unique needs including charging and appropriate fire and rescue capabilities.
AAM Challenges
AAM faces a number of challenges getting to market, but none are insurmountable. These include safe integration into airspace, regulatory framework, and funding. We’ll discuss these in more detail in next month’s APN Global.
AAM has incredible potential to transform how people and cargo move but integration into the airspace system and facilities must be measured and safe. Initial entry-into-service will – out of necessity and for practical reasons – be slow, allowing traditional aviation segments and innovative technology to work together to ensure safety.