UAM Airspace Design

The aim of this project is to justify the necessity of a specific airspace dedicated to drone operations, in particular in the Urban Air Mobility (UAM) field, and to expose which aspects are going to be the most limiting in the design of this airspace for autonomous aircrafts. The commercial aviation case is presented to demonstrate that an effective implementation of the UAM requires the creation of a dedicated airspace as well as international legal harmonisation: a mode of air transportation that carries out thousands of flights every day while ensuring high levels of safety at all times thanks to its defined rules and airspace structure. The different reasons why the aviation airspace cannot be escalated to the UAM are also exposed. Once the necessity for the UAM sector to have its own drone-designed airspace has been justified, the main barriers and potential solutions that the experts and corresponding authorities working on the sector have identified are exposed. These challenges come from fields as diverse as operational security, infrastructure and ground area protection, adverse weather conditions, technological and vehicle limitations, and a factor that is often overlooked but is crucial: social acceptance. The establishment of the UAM airspace will require the development and design of a ground infrastructure capable of ensuring that aircraft can takeoff and land safely in each operation. The main European vertiport guidelines are explained. To conclude the project and use the knowledge acquired in its elaboration, a use case in the UAM sector is briefly designed: the transport of VIPs by drone from different Catalan airports to the ¿Circuit de Montmeló¿ in punctual cases, such as when a Grand Prix is held

How explicit are the barriers to failure in safety arguments?

Safety cases embody arguments that demonstrate how safety properties of a system are upheld. Such cases implicitly document the barriers that must exist between hazards and vulnerable components of a system. For safety certification, it is the analysis of these barriers that provide confidence in the safety of the system. The explicit representation of hazard barriers can provide additional insight for the design and evaluation of system safety. They can be identified in a hazard analysis to allow analysts to reflect on particular design choices. Barrier existence in a live system can be mapped to abstract barrier representations to provide both verification of barrier existence and a basis for quantitative measures between the predicted barrier behaviour and performance of the actual barrier. This paper explores the first stage of this process, the binding between explicit mitigation arguments in hazard analysis and the barrier concept. Examples from the domains of computer-assisted detection in mammography and free route airspace feasibility are examined and the implications for system certification are considered

Airspace Design Methodology

Ovaj rad se bavi problematikom izrade odnosno izmjene određenog djela zračnog prostora. Zračni promet u većini Europe u konstantnom je porastu. Trenutni sustavi i procedure u bliskoj budućnosti predstavljat će ograničavajući faktor za daljnji ubrzani i sigurni razvoj istog. Iz tog razloga potrebno je razvijati i implementirati nove sustave i procedure. Promjena dizajna prostora nameće se kao jedno od rješenja. Fokus ovog rada stavljen je na prostor TMA Zagreb. Koristeći programski paket NEST analiziran je promet predviđen za godine koje slijede. Analiza je pokazala da će u uvjetima optimistične prognoze prometa za vrijeme vršnih opterećenja trenutna konfiguracija TMA Zagreb postati ograničavajuć čimbenik kapaciteta. Simulirana je nova sektorizacija prostora koja bi uz uvođenje tehnologija poput PBN navigacije trebala povećati kapacitet prostora, smanjiti radno opterećenje kontrolora, a samim time omogućiti siguran, ubrzan i održiv razvoj zračnog prometa.Air traffic in Europe is constantly increasing. Systems and procedures that are currently in use in the near future will become a limiting factor for continued development of safe and expeditious air traffic. For that reason it is necessary to develop and implement new ones. Change in design of airspace is one of possible solutions. This paper deals with TMA Zagreb in particular. Analysis of mentioned airspace and future traffic within it was performed using NEST. The analysis showed that during peak loads current configuration of TMA Zagreb will result in decrease of airspace capacity. Simulated new sectorization alongside introduction of technologies such as PBN navigation should result in increase of airspace capacity and reduction of ATC's workload

Airspace Design Methodology

Ovaj rad se bavi problematikom izrade odnosno izmjene određenog djela zračnog prostora. Zračni promet u većini Europe u konstantnom je porastu. Trenutni sustavi i procedure u bliskoj budućnosti predstavljat će ograničavajući faktor za daljnji ubrzani i sigurni razvoj istog. Iz tog razloga potrebno je razvijati i implementirati nove sustave i procedure. Promjena dizajna prostora nameće se kao jedno od rješenja. Fokus ovog rada stavljen je na prostor TMA Zagreb. Koristeći programski paket NEST analiziran je promet predviđen za godine koje slijede. Analiza je pokazala da će u uvjetima optimistične prognoze prometa za vrijeme vršnih opterećenja trenutna konfiguracija TMA Zagreb postati ograničavajuć čimbenik kapaciteta. Simulirana je nova sektorizacija prostora koja bi uz uvođenje tehnologija poput PBN navigacije trebala povećati kapacitet prostora, smanjiti radno opterećenje kontrolora, a samim time omogućiti siguran, ubrzan i održiv razvoj zračnog prometa.Air traffic in Europe is constantly increasing. Systems and procedures that are currently in use in the near future will become a limiting factor for continued development of safe and expeditious air traffic. For that reason it is necessary to develop and implement new ones. Change in design of airspace is one of possible solutions. This paper deals with TMA Zagreb in particular. Analysis of mentioned airspace and future traffic within it was performed using NEST. The analysis showed that during peak loads current configuration of TMA Zagreb will result in decrease of airspace capacity. Simulated new sectorization alongside introduction of technologies such as PBN navigation should result in increase of airspace capacity and reduction of ATC's workload

Airspace Design Methodology

Ovaj rad se bavi problematikom izrade odnosno izmjene određenog djela zračnog prostora. Zračni promet u većini Europe u konstantnom je porastu. Trenutni sustavi i procedure u bliskoj budućnosti predstavljat će ograničavajući faktor za daljnji ubrzani i sigurni razvoj istog. Iz tog razloga potrebno je razvijati i implementirati nove sustave i procedure. Promjena dizajna prostora nameće se kao jedno od rješenja. Fokus ovog rada stavljen je na prostor TMA Zagreb. Koristeći programski paket NEST analiziran je promet predviđen za godine koje slijede. Analiza je pokazala da će u uvjetima optimistične prognoze prometa za vrijeme vršnih opterećenja trenutna konfiguracija TMA Zagreb postati ograničavajuć čimbenik kapaciteta. Simulirana je nova sektorizacija prostora koja bi uz uvođenje tehnologija poput PBN navigacije trebala povećati kapacitet prostora, smanjiti radno opterećenje kontrolora, a samim time omogućiti siguran, ubrzan i održiv razvoj zračnog prometa.Air traffic in Europe is constantly increasing. Systems and procedures that are currently in use in the near future will become a limiting factor for continued development of safe and expeditious air traffic. For that reason it is necessary to develop and implement new ones. Change in design of airspace is one of possible solutions. This paper deals with TMA Zagreb in particular. Analysis of mentioned airspace and future traffic within it was performed using NEST. The analysis showed that during peak loads current configuration of TMA Zagreb will result in decrease of airspace capacity. Simulated new sectorization alongside introduction of technologies such as PBN navigation should result in increase of airspace capacity and reduction of ATC's workload

Creating an Urban Airspace Design: The Future Regulatory Landscape

Urban Air Mobility (UAM) and Advanced Air Mobility (AAM) are transformative technologies that will revolutionize the manner that cargo and passengers are transported in the local environment. This disruptive technology will transform transportation domain. For instance, imagine a transportation infrastructure without physical roads, where persons, property and cargo are being moved by Autonomously operated Uncrewed Aerial Vehicles (UAS). This presentation/paper will examine the current state of the regulatory and legal environment and the efforts that are being made to facilitate a future that a few short years ago was only imagined in works of science fiction. This presentation will focus on the current state of the legal environment in Florida, North Dakota, New York and Ohio. Furthermore, this presentation will discuss some of the efforts, especially Ohio, where industry and government stakeholders are working together to develop a low-level airspace environment that will pave the way for the future Urban Air Mobility. More specifically, this paper will examine in detail some of the technological advancements juxtaposed with the regulatory framework that is being developed to facilitate such an Urban Airspace Environment that will control and direct Unmanned Aerial Vehicles, safely, efficiently and economically. An examination of current developments at the State and Local levels of government will demonstrate the intricate and delicate relationship between precedential case law, Federal Statutory and Regulatory law and State local law. All of these areas along with rapid technological development will create a very dynamic and exciting new transportation infrastructure

Comparing Methods for Dynamic Airspace Configuration

This paper compares airspace design solutions for dynamically reconfiguring airspace in response to nominal daily traffic volume fluctuation. Airspace designs from seven algorithmic methods and a representation of current day operations in Kansas City Center were simulated with two times today's demand traffic. A three-configuration scenario was used to represent current day operations. Algorithms used projected unimpeded flight tracks to design initial 24-hour plans to switch between three configurations at predetermined reconfiguration times. At each reconfiguration time, algorithms used updated projected flight tracks to update the subsequent planned configurations. Compared to the baseline, most airspace design methods reduced delay and increased reconfiguration complexity, with similar traffic pattern complexity results. Design updates enabled several methods to as much as half the delay from their original designs. Freeform design methods reduced delay and increased reconfiguration complexity the most

Drones, Airspace Design, and Aerial Law in States and Cities

Federal and state governments have embraced drone technology in recent years to stimulate a domestic industry for new jobs and long-distance delivery services. However, the federal-state breakdown about who manages drone airspace and surface air rights has not been resolved, which, as the Government Accountability Office recently reported to Congress, threatens the progress of the U.S. drone industry. What is clear is that landowners, whether public or private, own low-altitude airspace and air rights. This article traces the legal treatment of surface airspace as real property back to Anglo-American legal treatises and court decisions in the mid-19th century. Therefore, absent a revolution in property and government takings law, state and city authorities will play a major role in demarcating drone highways, as well as creating time, place, and manner restrictions such as time-of-day rules, noise maximums, and privacy protections. This paper proposes a cooperative federalism system of airspace leasing above public roads to avoid most nuisance, trespass, and takings lawsuits from residents. Finally, this paper proposes a legal presumption for courts, establishing an altitude where private air rights end and federally managed airspace begins