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By Capt Peeush Kumar: The idea of cost-efficient, silent short-haul flights has been the unique value proposition of AAM systems. Entailing transfers of humans/material, it can be piloted/non-piloted/optionally-piloted and use variety of fuels.The Indian business space offers vast landmass of 32,87,263 sq.km [1]with limited communication infrastructure and pockets of high-density urban locations.A differential from western commercial space is highlighted by India’s annual GDP per capita being less than $2.5K [1]. For comparison, European Union and United States have reported GDP per capita of $81K+ and $40K+ respectively for 2023[1]. In this contained framework, AAM systems are visualised to meet demands in business workspace. Penetration of drones in India has its reflections already available in the environment. Related apprehensions indicate acceptability of only piloted AAM systems over autonomous configurations, at least during injection phase. These AAM systems support plausibility of remote area application as primary and UAM (Urban Air Mobility) as secondary. Primary nature of flights could constitute medical support/assist disaster management especially in difficult access areas and predicated on public funds. UAM as secondary vertical to meet door-to-door transfers of high-net-worth individuals on the other hand is a realisable option. Core operations of AAM systems are characterised beyond airports and envisaged closer to helicopters than aeroplanes. Reliable, uninterrupted transfers of humans/material by day/night/weather are least expectations of a contemporary aviation consumer. It is thus fitting that reliability of operations irrespective of day/night is embraced by AAM systems as well. Facilitating the reliability attribute rests on regulatory provisions and introducing technological advancements into the system. On this foundation, operational and regulatory domains of AAM systems should be contemplated on extended trajectory of helicopter operations. Operational: • Envisaged business viability of remote area operations demands AAM systems’dependability for 24×7 operations. Capability of all weather, day/night operations from remote vertiports is a primary mandate. The capability is facilitated via GNSS &SBAS as navigation aids under IFR(Instrument Flight Rules) in remote areas.An indigenous availability of SBAS provides to bridge the gap. • ‘VFR only (Visual Flight Rules)’ limitation for UAM systems could be an incremental milestone for some design houses of AAM systems.However, taking cue from current density of intracity ‘VFR only’ helicopter operations in India, business sustainability of‘VFR only’UAMs is debatable. This risk may be mitigated with suitable design programs in favour of IFR certification for 24×7 operations from the start. • Distributed Electric Propulsion (DEP) is the obvious preferred option in AAM systems owing to reduced down wash and redundancy critical vertiports. The configuration is fortunately available in most cases. • Indian context is highly price sensitive. Countrywide deployment by small operators would be feasible if its modules are air transportable in standard sized boxes. Deployment philosophy of AAM systems must factor business practicality for limited inventory operators. Modular construction to quickly transport dismantled AAM systems without special/large volume requirements is a business facilitator.Since powered by batteries, certification for safe air transportation would be required. • Certification to pilots for assembly/disassembly of AAM systems and routine field maintenance activities must be facilitated in design itself. This attribute would optimise operational costs and provide impetus to its business realm receptivity. Regulatory Adaptations. • Regulations for 24×7 operations from vertiports are foundational for viability of AAM systems in India. ATM (Air Traffic Management)/ASM (Air Space Management) elements must be visualised to offer max autonomy to AAM systems with minimal interference to prevailing air traffic. • It is natural to anticipate that analogous regulations for helicopters would be fundamental for formalising AAM systems in India. The argument is based on resemblance of AAM operations with helicopters. Current Indian regulations mandate operations for helicopters under IFR by two (02) pilots. This restriction is applicable irrespective of OEM’s certification for single-pilot operations under IFR. Piloted AAMs have so far been observed with single pilot configurations in majority. If so, a challenge to AAM system as an effective business proposition exists for 24×7 operations in India. Since DGCA regulations do not permit single pilot helicopter operations under IFR, single-pilot AAM operations are unlikely to be accepted irrespective of certification status. Not only adversely affecting operating cost, it would implicitly prohibit capable AAM systems to operate under IFR in India. Preparation forIndian Operations Visualised Configuration of AAM Systems Globally emerging configurations of AAM systems is perhaps a continuing process for some more years. Special FARs recently have been proposed by FAA [3] comprehensively covering crew training and type rating requirements. These are implicit concurrences for piloted AAM system philosophy in near future. Hitherto, following attributes emerge for a workable business model in Indian context: • Piloted. • Electrically Powered. • Passenger Capacity of 3-5. • VTOL (Vertical Take off and Landing) Operations. • Certified for Operations under IFR. • Range & Endurance to cover approximately 100nm. • Feasibility of Modular Air Transportation. • Assembly/disassembly of modules by Pilots in field conditions. Ensuing operations by AAM systems from vertiports must thence be structured under IFR (Instrument Flight Rules). Feasibility of operations under IFR in remote areas/hilly terrain must be adapted for restricted real-estate availability at vertiports. Said nature of operations are predicated on space-based navigation aids viz GNSS and SBAS. Fortunately, Indian airspace is adequately equipped in this matter. India has its own SBAS -GAGAN [4],and NavIC [4] the Indian regional GNSS of 10 satellite constellations planned to be operational by 2028[5]for supporting intended operations. Regulations: Introduction of Performance Based Navigation (PBN) framework for heliport operations under IFR as a stepping stone for 24×7 vertiport operations should be obvious.Regulations/ATM/ASMelements for round-the-clock operations in hilly/mountainous terrain are required to facilitate seamless and safe service in remote locations. That, helicopter operations on PBN concept are yet to be realised in India poses an obvious challenge. Resultingly a ‘two-step’ approach is an option. First,shape a similar ecosystem for helicopter operations and then superimpose AAM system requirements on the methodology of taking one-risk-at-a-time. DGCA may thus advance its efforts to embrace relevant ICAO regulations on PBN concept for helicopter operations. The subsequent step would be to deploy AAM system adaptation program wherever demanded