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 by environment.

Performance Based Navigation:

Below flow chart displays PBN Navigation Specifications (Nav Spec) to identify regulations essential for envisioned operations. Visualised operational scope suggests first identifying helicopter relevant regulations to serve as a baseline for AAM systems. Identified PBN Nav Specs facilitate the comparable operations under IFR for helicopters. Since PBN Nav Specs do not relate to a type of aircraft,they are argued as equally applicable to AAM systems for this write-up till ICAO (International Civil Aviation Organisation) releases guidelines to the effect. The philosophy focusses on promoting helicopter related regulations to be a ready deployable template for AAM systems as and when it offers itself.

Concept of PBN Based Ops for Helicopters/AAMs:

AAM systems in remote area operations could be serviced by highlighted RNP APCH and RNP 0.3 Nav Specs. RNP 0.3 Nav Spec has been designed especially for helicopters flying enroute, including mountainous terrain and high-density urban airspaces. RNP APCH enables landings with vertical guidance, akin to a conventional Instrument Landing System (ILS) in remote areas using only GNSS+SBAS signals under IFR. Stated Nav Specs may be observed in above chart under ‘RNP specifications’in the right bottom box.Together, RNP APCH Nav Spec facilitating terminal area operations in remote locations, and RNP 0.3 Nav Spec covering enroute sector to envisaged vertiports/urban locations suffices for subject purpose. Promulgation of regulations by Indian DGCA for RNP APCH and RNP 0.3 Nav Specs has already been undertaken. These can be made applicable for AAMs in accordance with ICAO guidelines whenever released provided required maturity of Indian ecosystem is realised.

ATM/ASM (Air Traffic Management/Air Space Management):

Procedures for UAM vehicles under VFR could be conveniently absorbed in current framework of intra-city helicopter operations in India. Operations under IFR would however need a deliberate, separate approach.

Currently, non-towered IFR airports do not exist in India. For AAM systems to operate under IFR in remote locations, provision of non-towered heliports certificated for IFR traffic is vital. Traffic separation under IFR would need innovative, technology-based solutions like procedural control instead of predominant minute-to-minute control. On-board ADS-B with network of ground-based stations could address surveillance requirements. Similarly, satellite-based internet connectivity for non-line of sight communications for AAM system in remote areas is a near-term possibility. To prepare Indian airspace for such provisions, a roadmap in conjunction with major stakeholders is required.

Societal and Business Acceptance:
A survey conducted in Europe [6] on UAM highlights primary concerns of cost and noise. Electrically powered AAM systems being quieter than helicopters or aeroplanes is a forecast promoting current choice of UAMs. Additionally, security and privacy elements highlighted in said survey could be mitigatedthrough regulations.

Cost factor is a major consideration in Indian context. General affordability of air travel could be observed in Air-trips Vs GDP per capitachart for 2019[7] below. The chart relates aviation consumption to GDP per capita. Developed countries occupy right-top corner of the chart while left-bottom is populated by countries in lower end of development spectrum. Indian air-trips per capita resting at 0.14 ‘tops’ the lower half. Trailing second chart presents forecasted growth of Indian economy published by IMF [8].

‘Low base’ with a promising growth forecast is a derived opportunity for Indian business space from aforesaid charts. Data leanings indicate an upward trajectory of Indian aviation business space and hence a positive influence on air travel. UAMs in India are therefore a considered possibility, provided they can service conveniences of remote area applications and high-net worth-individuals. Sustainability of both type of operations assume contemporary valued 24×7 transfer reliability.

Initiatives:
It is possible to relate regulatory framework required for AAM systems with stated operational requirements. Efforts are underway to realise terminal area procedures under IFR in remote locations for helicopters in India. Engagements to operationalise a heliport with PinS (Point-in-Space) procedures using only space-based navigation aids is being progressed albeit away from a desirable pace. Provisions for PinS procedures are already included in the DGCA’s published regulations. Should this vision for helicopters see light of the day, it would pave way for remote area vertiports to support AAM systems in the envisaged primary role.

What Next
Implementation of viable business model based on AAM systems depends on a three-pronged frame. First, field operators must be convinced to collaborate for operational and business sustainability needs of AAM systems. Predicted qualitative requirements should be iterated by these operators with design houses from initial stages of development. Indian drone and helicopter operators have a fair familiarisation in foreseen realm of operating AAM systems. Their operational experience in ‘beyond the airport’ domain of restricted spaces is a common interest area with design houses of AAM systems. Given wide configuration and capabilities of AAM systems, opportunities to match potential operators with design houses is a measured starting block. Next, Indian helicopter operators must pursue remote area operations under IFR covering terminal area operations involving PinS procedures at heliports. Said efforts shall assist in maturing current regulatory framework and overall environmental readiness to adapt AAM systems in near future. Finally, congruent policies to support injection of AAM systems by Indian Ministry of Civil Aviation are required as an overall steering mechanism.

Regulations have already been published by DGCA India to support operations under IFR at heliports. It is encouraging that a handful of Indian operators have demonstrated interest and efforts to capitalise on these provisions. However, the Indian space is yet to realise an operational heliport certificated under IFR. This validation is pivotal for 24×7 operations solely by space-based navigation aids at remote locations, and thereby instil confidence in ecosystem. Envisioned implementation would automatically trigger formulation of ATM/ASM elements to support intended operations.The emerging picture predictably converges for a foundation to absorb AAM systems in India.

About the writer:

Capt. Peeush Kumar is a certified Type Rating Examiner (TRE) on H145 Helicopter and heads Flight Operations department for a non-scheduled operator. He is a certified Experimental Test Pilot (Rotary Wing) an active author for aviation periodicals and an international speaker. His technical paper about ‘Fight Testing orientation in Indian ecosystem’ was published in the Journal for International Flight Test Seminar, Aircraft and Systems Testing Establishment, Indian Air Force. Capt Peeush actively pursues deployment of safer PBN (Performance Based Navigation) procedures for Indian helicopters through active approach and awareness initiatives. His latest initiative is associated with injection of AAMs (Advanced Air Mobility systems) in Indian airspace.

References:
https://knowindia.india.gov.in/profile/india-at-a-glance.php#:~:text=India%20covers%20an%20area%20of,country%20a%20distinct%20geographical%20entity
https://data.worldbank.org/indicator/NY.GDP.PCAP.CD?locations=IN
https://www.federalregister.gov/documents/2023/06/14/2023-11497/integration-of-powered-lift-pilot-certification-and-operations-miscellaneous-amendments-related-to
https://www.isro.gov.in/SatelliteNavigationServices.html
https://www.orfonline.org/expert-speak/introducing-navic-2-0-leveraging-india-s-strategic-space-advantage
https://www.easa.europa.eu/en/full-report-study-societal-acceptance-urban-air-mobility-europe
https://ourworldindata.org/grapher/number-air-trips-vs-gdp
https://www.statista.com/statistics/263771/gross-domestic-product-gdp-in-india/