1、Advanced Air Mobility:Shaping the Future of AviationW H I T E P A P E RJ U LY 2 0 2 4In collaboration withKearneyImages:Getty Images 2024 World Economic Forum.All rights reserved.No part of this publication may be reproduced or transmitted in any form or by any means,including photocopying and recor

2、ding,or by any information storage and retrieval system.Disclaimer This document is published by the World Economic Forum as a contribution to a project,insight area or interaction.The findings,interpretations and conclusions expressed herein are a result of a collaborative process facilitated and e

3、ndorsed by the World Economic Forum but whose results do not necessarily represent the views of the World Economic Forum,nor the entirety of its Members,Partners or other stakeholders.ContentsForeword 3Executive summary 41 Advanced air mobility:The disruptive force transforming aviation 52 The diver

4、se AAM landscape 82.1 Systematizing AAM use cases 82.2 Key enabling factors 103 Sectors pioneering AAM 133.1 Healthcare 133.2 Logistics for remote areas 143.3(Sub)urban passenger transport 15Conclusion 16Contributors 17Endnotes 20Advanced Air Mobility:Shaping the Future of Aviation2Advanced Air Mobi

5、lity:Shaping the Future of AviationJuly 2024We stand at the beginning of a transformative era in aviation,driven by new possibilities brought by groundbreaking technologies and a critical need for sustainability.To support this transformation,the World Economic Forum has launched the AVIATE:Advanced

6、 Air Mobility initiative.Central to AVIATE is a commitment to the safe,sustainable and equitable integration of advanced air mobility and autonomous aviation technologies into the global airspace.It focuses on the nascent sub-sector of advanced air mobility(AAM),given that this will be the first one

7、 to adopt the new technological advancements in the sky,from automation to electric propulsion systems,and from advanced materials to next-gen communication systems.The reasons to help enable the nascent sector of AAM are manifold.First,the societal relevance of AAM in a wide variety of sectors:from

8、 the delivery of logistics to difficult-to-reach locations,to speedy response in healthcare emergencies,from the fight against wildfires to precision agriculture.Second,the safety benefits:air travel is already the safest mode of transport,yet 80%1 of the existing aviation accidents are caused by hu

9、man error.Autonomous technologies can help address this,as well as addressing the increasing shortage of pilots in more and more geographies.And third,the economic implications of AAM:the potential value of AAM will be highly significant by 2030,involving an entire value chain and resulting in the c

10、reation of numerous new jobs.This white paper marks the end of the first phase of the AVIATE:Advanced Air Mobility initiative.It outlines the main use cases of AAM and the key enablers needed to make them a reality.It also outlines different stages in the road towards more automation in aviation ope

11、rations,given that increased levels of automation will be key in the roadmap for financially viable AAM operations.The paper also emphasizes the infrastructure needed to introduce AAM,which is often overlooked in favour of discussions around aircraft certification.Finally,this paper identifies and e

12、laborates on some use cases of AAM,from passenger transport to cargo delivery and medical services,underscoring how these applications could transform the approach to mobility and logistics.The insights presented are the product of extensive discussions with the AVIATE:Advanced Air Mobility communit

13、y.Throughout its various phases,AVIATEs mission is to assist the private and public sectors in understanding the complexities of these technological advancements,to identify best practices that maximize their benefits and minimize unintended risks,and to facilitate the deployment of these technologi

14、es globally through the World Economic Forums network of independent Centres for the Fourth Industrial Revolution.To date,the initiative has engaged more than 30 entities in the broader aviation ecosystem,a strong multistakeholder community including constituents from the public sector,private secto

15、r,civil society and research institutions.This collaborative effort will keep evolving in subsequent phases,propelled by the collective aim of achieving a more sustainable and innovative aviation sector.Together,we can redefine the boundaries of what is achievable in the skies and beyond.ForewordSeb

16、astian Buckup Head,Network and Partnerships;Member,Executive Committee,World Economic Forum,SwitzerlandJavier Gonzlez Partner,Kearney;Global Co-Lead,Kearney Center for Advanced Mobility,Spain Advanced Air Mobility:Shaping the Future of Aviation3Executive summary Advanced air mobility(AAM)is spearhea

17、ding innovative new technology in the aviation industry.Despite a strong history of automation,the sector is yet to create a clear taxonomy towards full autonomy,which is necessary for all stakeholders to agree on the required standards and regulations.This white paper supports a spectrum of human i

18、n-,on-and over-the-loop,with increasing levels of remote control and numbers of vehicles handled even as direct human intervention and responsibility for all operations decreases.Application opportunities for AAM are manifold across passenger and non-passenger(goods and services)transport clusters.U

19、se cases thereby stretch across various geographic expansions,from urban to regional.Behind respective operationalization,two driving stakeholder groups can be differentiated:private(pure commercial focus)and public-private(societal focus with commercial viability as the baseline).To initially adopt

20、 and later scale these opportunities,three categories of enablers are vital:social acceptance,operational feasibility and financial viability.The degree of importance of each category of enablers depends on the use case.For the development of passenger-related use cases,social acceptance is most cru

21、cial.Non-passenger applications will thrive through financial viability best achieved by increased levels of automation.AAM adoption is expected to benefit various industries(e.g.healthcare:high speed,better coverage and accessibility);different geographies(e.g.remote areas:better accessibility and

22、lower risk in dangerous surroundings);and people(e.g.(sub)urban transit:faster,increased convenience and more pedestrian space).Some use cases are already being piloted in confined regulatory sandboxes designed to test and derive best practices for the mid-term.Nevertheless,the ecosystem is not yet

23、ready for large-scale adoption.More cohesive regulations need to be put in place to certify vehicles and autonomous operations.Digital infrastructure needs to be developed to orchestrate seamless airspace operations,while wider physical infrastructure build-up is required to integrate AAM into the e

24、xisting transport infrastructure.Looking ahead,AAM will democratize and enable higher degrees of automation for commercial aviation.Yet,many obstacles are yet to be overcome on the road to wider adoption and autonomy.The industry will benefit from implementation roadmaps that accelerate the roll-out

25、 of AAM,enabling a more prosperous future for the sector and for society as a whole.Advanced Air Mobility:Shaping the Future of Aviation4Advanced air mobility:The disruptive force transforming aviation1Innovations such as artificial intelligence,cloud computing,5G(fifth generation telecommunications

26、),smart infrastructure,electric motors and sensor technologies are rapidly disrupting various industries and sectors of the global economy.Aviation is no different.Despite it being a highly regulated industry,a new industry branch is embedding numerous innovations in the air:advanced air mobility.Ad

27、vanced air mobility(AAM)is a broad concept,a playground for innovation that addresses varied topics such as levels of automation,electric aircraft,novel materials and AI route optimization.According to the US Federal Aviation Administration(FAA),advanced air mobility is“an umbrella term for aircraft

28、 that are likely highly automated and electric”.2 This industry branch is still in the research and development(R&D)stage,which allows for strong innovation in the coming years.At the same time,AAM is far enough ahead to consider it a reality and able to already make an impact in the short term.The

29、future of AAM is electric and is leveraging increased levels of automation.The electric engines of these aircraft support the sectors path to reach net-zero by 20503 despite the rapid increase in air travel demand(an estimated 40%increase in the number of flights compared to 2019).4 Electric engines

30、 are also quieter than traditional propulsion engines,contributing to noise reduction.Autonomous capabilities enabling unmanned or remotely supervised operations can help the aviation sector in several ways.They can help address the current shortage of pilots driven by the post-COVID rebound in trav

31、el,which is expected to accentuate in the near future(Airbus and Boeing estimate between 585,0005 and 649,0006 new pilots will be needed by 2040).Autonomy will also make the business models related to AAM operations more robust.The caveat is:the autonomy timeline is still uncertain.Currently,tasks i

32、n conventional aircraft are automated to a high degree,but several additional steps are needed to make these uncrewed operations a reality.Box 1 presents a multidimensional framework for autonomy in aviation.In order to enable these unmanned or remotely supervised operations,regulation and public ac

33、ceptance will need to keep pace with the rapid technological developments.All stakeholders must appreciate the positive societal impact that AAM can have in a wide variety of sectors and geographies.This impact can be leveraged with different stages of automated operations on board.This white paper

34、focuses first on the wide range of AAM use cases.It then highlights key factors to enable further developments and deployments,and areas where the public and private sectors need to work together.Finally,it zooms into three important,early-adopter sectors that are expected to propel the sector furth

35、er.Advanced air mobility paves the way for disruptive innovation in the aviation sector.Advanced Air Mobility:Shaping the Future of Aviation5Defining autonomy capabilities in aviation BOX 1Automation in self-contained,functional areas(e.g.the autopilot,as a combination of steering and navigation)has

36、 been considered an industry standard in aviation for years.However,it will still take time until the industry achieves high levels of automation.A clear taxonomy can help in the automotive sector,there is a well-established taxonomy on the levels of driving automation,but an automation taxonomy is

37、yet to be agreed upon by the aviation ecosystem.Figure 1 presents an automation taxonomy for aviation.It is a simplified framework on the distribution of key responsibilities and actions between the human and the aircraft.This taxonomy identifies three key stages:human-in-the-loop,human-on-the-loop

38、and human-over-the-loop.While the human-in-the-loop still owns and performs tasks itself(e.g.controlling and communicating),the human-on-the-loop may operate multiple aircraft remotely from the ground.Towards full automation,the human eventually moves over-the-loop during the operations,with humans

39、only setting the goal of the mission and supervising fleets in multi-vehicle operations.The actions among the key functions of aviation have been clustered into three main categories:aviate,navigate and communicate.Each of these main categories will,for the different automation degrees,have sub-syst

40、ems that will be manual,automatic,automated or autonomous.This can vary depending on the phase of the flight(e.g.take-off vs.cruising)and the potential hazards(e.g.weather conditions,traffic and technical failure).The first automation functionalities have a safety-enhancing goal and evolve into more

41、 efficiency-improving goals once their safety is guaranteed as technical capabilities and public acceptance increase further.The role and location of the pilot changes with increasing automation.For example,in a remotely supervised or autonomous aircraft,the pilot may be located outside of the aircr

42、aft.This will have an impact on public perception.However,an aircraft with the two highest degrees of automation should never require the pilot(be there a pilot onboard or not)to take control of an autonomous aircraft to avert an incident though they may choose to do so voluntarily.Advanced Air Mobi

43、lity:Shaping the Future of Aviation6Automation taxonomy for aviationFIGURE 1ManualLow automationPartial automationHigh automationControls all functionsControls all functionsSome functions can be automated(e.g.speed,altitude)AutonomyAutomated system follows assigned flight plan with adjustments based

44、 on ATC or all hazardsPilot/supervisor can override decisionsIncreasing automationIllustrative examples*Types of automationHuman-in-the-loopHuman-on-the-loopHuman-over-the-loopHuman operates aircraftHuman instructs aircraftHuman supervises aircraftHuman supervises aircraft or fleetHuman involvementO

45、ne aircraft onlyOne or a few aircraftMany aircraftWorkload capacityPilot/supervisor tasks and responsibilitiesMain functions are automatedHuman control can be assumed over most functionsAll functions are automatedFunctions can be instructed,if neededControls flight planManages flight planGets suppor

46、t from automated navigation Automated system follows assigned flight plan with adjustments based on ATC or some hazardsPilot/supervisor can override decisionsAviateNavigateCommunicateSystem determines flight plan based on assigned mission with adaptation based on real-time informationPilot/superviso

47、r can override decisionsClearances and requests from ATC are mainly automatedPilot/supervisor maintains verbal communicationCommunicates directly with ATC*and othersCommunicates directly with ATC and othersSome functions are automated(e.g.situational updates)Some clearances and requests from ATC are

48、 automatedPilot/supervisor maintains verbal communicationSystem determines flight plan based on assigned mission with adaptation based on real-time informationPilot/supervisor can override decisionsRemotely-supervised air taxisRemotely-supervised dronesBasic general aviation aircraftFirst generation

49、 commercial aircraftConsumer dronesCommercial jetlinersModern commercial jetliners First generation eVTOLs*BVLOS*commercial dronesAutonomous air taxi fleetsAutonomous delivery drone fleetsNote:*ATC:Air traffic control;*These examples aim to simplify understanding by illustrating with familiar aircra

50、ft types.The type of automation will depend on the embedded systems;*eVTOL:Electric vertical take-off and landing vehicle;*BVLOS:Beyond visual line of sightSource:World Economic ForumFigure 1 can be used as a taxonomy to provide a widely accepted language on the roles and responsibilities of humans

51、and aircraft.It is important to note that different research bodies from academia and industry are currently working on detailed taxonomies.The taxonomy above aims to be comprehensive for broader stakeholders.Converging on a joint understanding of autonomy will be a key cornerstone for international

52、,unanimous regulation,and its execution across various jurisdictions.Advanced Air Mobility:Shaping the Future of Aviation7Establishing common ground when discussing AAM is key not only for the industry,but also for governments to regulate the ecosystem and for the public to understand the societal i

53、mpact.The following section provides a structured overview of the various,key AAM use cases and their enabling factors.The diverse AAM landscape2The speed of AAM adoption across its different use cases will vary based on their social acceptance,operational feasibility and financial viability.Differe

54、nt lenses can be applied when clustering AAM use cases.Figure 2 clusters use cases according to three key categories:the nature of what is transported(people,goods or other uses),the key stakeholder type driving the implementation(private or public-private),and the geography where the operations tak

55、e place(urban,suburban rural or regional).The first category of use cases,organized by the nature of what is transported,comprises three main clusters:passenger transport,cargo transport and other services(the final category providing a service rather than transporting people or goods from point a t

56、o point b).For the development of passenger-related use cases,social acceptance will be key.As a result,it is expected that increased levels of automation will only be achieved well after 2030.Automation is expected to be taken up more rapidly for the other two categories,which will also rely on aut

57、onomous capabilities to be economically attractive.These three clusters can be further split according to the interest groups that are key to driving the use-cases commercialization into private-driven and public-private driven.Private-driven use cases will require a robust business model with stric

58、t emphasis on cost efficiency and operational effectiveness to achieve financial viability,so that they can outperform alternative modes when measured through unit economics.Public-private driven use cases will rely on government funding for their financial viability.This public funding would be bac

59、ked by the strong societal impact that the use case can unlock(e.g.ambulance services).Last,use cases are mapped according to their geographical scope.As seen in Figure 2,a single use case can have value in various geographical contexts.For example,point-to-point shuttles can operate in an urban env

60、ironment for transporting passengers from train stations to sports events,as well as in regional settings to enhance connectivity between remote communities and nearby urban centres.Depending on the geographic scope,however,some operational considerations differ,and the associated levels of risk can

61、 vary(e.g.the difference between performing operations in remote areas with low population density vs.areas that are densely populated the latter being riskier due to the larger impact in case of an accident).2.1 Systematizing AAM use cases Advanced Air Mobility:Shaping the Future of Aviation8Advanc

62、ed air mobility use case overviewFIGURE 2UrbanMain clusterSub-clusterGeographical areasSuburbanRuralRegionalPrivate-drivenPublic-private drivenPoint-to-point shuttles and linesTaxi serviceAmbulatory services(including staff deployment)Scenic flightsIndividually owned eVTOL*Disaster response(e.g.fire

63、 fighting)Medical goods Leisure and entertainmentAdvertisementAgriculturePassenger transportFood and grocery deliveryHeavy air cargoPrivate-drivenPublic-private drivenLast-mile parcel deliveryInternal logisticsCargotransportPrivate-drivenPublic-private drivenOtherservicesInspection and maintenanceSu

64、rveillanceEnvironment monitoring Emergencies and disaster preventionNote:*Electric vertical take-off and landing vehicleSource:World Economic ForumAt the moment,dominant aircraft designs for respective use case clusters have not yet been established and are therefore purposely excluded from this whi

65、te paper.Aircraft design will have a decisive impact on adoption as it will directly influence the three key enabler categories:social acceptance,operational feasibility and financial viability.The next chapter addresses these key enablers for faster and wider adoption of the various kinds of AAM.Ad

66、vanced Air Mobility:Shaping the Future of Aviation9Successful,widespread implementation of AAM use cases over the coming years will be driven by three categories of enablers:social acceptance,operational feasibility and financial viability.Figure 3 outlines the key components of these enabler catego

67、ries.It simplifies the relationships between enabling factors and,due to clarity reasons,does not illustrate the interdependences among the different components.For example,clear understanding of the positive social and environmental impact of AAM technologies will ensure that both funding and the n

68、ecessary regulation for both the AAM aircraft and the surrounding infrastructure are put in place.Trust is the first cornerstone of social acceptance,with perceived safety and privacy playing crucial roles.Education and proof of existing capabilities will significantly contribute to this understandi

69、ng.Beyond establishing trust,achieving social acceptance will be facilitated by a tangible public benefit.This includes deploying AAM instead of more polluting alternatives,and deploying AAM to address current societal challenges,such as improving healthcare or enhancing the inclusivity of remote co

70、mmunities.In order to facilitate adoption,the integration must be seamless for users,providing an intuitive experience that is well-connected with existing systems.Operational feasibility is also critical for the implementation of AAM.The technology is maturing sufficiently to soon enable safe,relia

71、ble and recurrent operations,and many operators anticipate scaling operations before the decades end.Regulations must evolve to keep pace to enable fast and reliable certification of new systems and to enable the standardization of the ecosystem.To this end,infrastructure will be key see Box 2 that

72、zooms in on infrastructure needs.Finally,financial viability is essential as it not only sustains operations but also attracts the necessary funds for the substantial initial capital expenditures.Not only must the sector demonstrate that the economic model is viable and more effective than existing

73、alternatives,it must also prove that there is sufficient market depth and that the timeline towards commercialization will not be too long.Funding should ideally come from both public and private sectors,as both societal and economic benefits are expected from this technology.This multistakeholder a

74、pproach is crucial for the long-term success and integration of these technologies into mainstream society.2.2 Key enabling factorsKey enablers for advanced air mobility adoptionFIGURE 3Social acceptanceTrustPerceived safetyStakeholder educationSeamless integrationPositive environmental impactPositi

75、ve social impactSocietal impactFinancial viabilityCommercial opportunityLess time to commercializationLarge expected market sizeUnit economicsSufficient and diverse fundingSupporting contextual factorsStructural advantagesOtheraspectsOperational feasibilityAirworthinessTechnology maturityCertificati

76、onEcosystemGround infrastructureDigital infrastructureAirspace integrationHolistic regulation designPractical executionRegulationSource:World Economic ForumAdvanced Air Mobility:Shaping the Future of Aviation10When referring back to the main use-case clusters of Figure 2,the key enablers that unlock

77、 passenger transport are different from those that unlock cargo transport and other services.Hence,a split between passenger-and non-passenger use cases seems pertinent when highlighting the enablers of the different use cases.The community has identified the following top enablers for passenger use

78、 cases:Perceived safety and security.Ensuring high levels of safety and increased cybersecurity precautions will enhance public confidence in new AAM systems.Perceived safety will be as relevant as actual safety,highlighting the importance of public acceptance and the need to consider design and use

79、r experience implications in AAM development.Ground infrastructure.Time savings will be a key value offered for passengers in AAM operations.Ground infrastructure should ensure seamless integration of AAM into the wider transport network as well as incorporate time-saving technologies such as biomet

80、rics and automated baggage handling systems.Ground infrastructure will be a key component in the customer experience,and,as a result,in AAM success for passenger use cases.Airspace integration alongside digital infrastructure.Both are crucial for scaling operations and for ensuring safety in busy en

81、vironments such as cities,which are among the first locations where passenger AAM use cases are expected to take off.Operating over busy cities will require multiple obstacle clearances and the handing of restricted areas and microclimates.Regulators and public authorities will need to advance the w

82、ork on developing new processes and systems(e.g.unmanned traffic management)to enable autonomous operations over the medium to long term.The top enablers identified for non-passenger use cases are:Unit economics.Wider AAM adoption is enabled through expected efficiency gains over alternative modes.S

83、uperior unit economics will however only be achieved if scaling is possible.Airspace integration and digital infrastructure.Like for passenger use cases,this aspect remains a key enabler.Unlike for passenger use cases,this driver is important due to the high volume of operations that is expected for

84、 non-passenger use cases.High-volume operations will increase complexity for verbal communication,requiring new processes that are most likely to be automated.Otherwise,long-term sector development will be hindered.Positive environmental impact.This impact will result from lower CO2 emissions compar

85、ed to existing alternatives as well as less noise pollution,especially compared to helicopters.Both these benefits can facilitate public acceptance and provide environmental gains,in line with the evolution of international regulations and the environmental,social and governance(ESG)policies of comp

86、anies.The need for more advanced digital and physical infrastructure for AAMBOX 2Seamless AAM operations count on having the required digital and physical infrastructure in place.While industry discussions are often focused on aircraft certification,the surrounding ecosystem should not be overlooked

87、.Digital infrastructure,which includes sophisticated communication systems,and physical infrastructure such as strategically located landing sites,are both critical.Currently,the physical and digital infrastructure is not adequate to meet the full operational demands of AAM.The key aspects to consid

88、er in creating the appropriate infrastructure are as follows.The key physical infrastructure will be vertiports.Vertiports will have three key functions:landing and taking-off,charging,and connecting people and cargo to road,rail and/or sea transport infrastructure.The key stakeholders involved will

89、 be different.Hence,it is relevant to differentiate these functions:Landing and taking off:Landing site locations must be chosen with a focus on safety(e.g.considering location microweather and obstacle limitation surfaces)and be located to provide extensive coverage.Local planners and real estate d

90、evelopers will become important stakeholders since building and aviation standards will need to align to ensure successful vertiport developments.The local community is another important stakeholder that should be included at the start of the deployments since public acceptance will be a pre-requisi

91、te for successful implementation.Recharging or refuelling:Charging stations should ensure seamless operations,since AAM vehicles are mostly electric.Charging stations rely on grid connection,sufficient capacity and high charging quality making energy players key stakeholders.Ideally,vertiports offer

92、 more than just electric charging points and are also equipped to accommodate alternative energy options such as hydrogen and biofuel,or battery swapping infrastructure.Thus,vertiports become energy hubs.Advanced Air Mobility:Shaping the Future of Aviation11 Loading and unloading passengers or cargo

93、:Urban terminals should ensure interconnectivity between different transportation modes to ease intramodality and enable synergies in the overall transport networks.Transport authorities thereby become key stakeholders to ensure that new AAM infrastructure is well integrated with existing transport

94、infrastructure.This hub role will provide opportunities to revalue the surrounding real estate.These terminals will need to comply with(new)safety and security protocols,while offering a seamless,fast and enjoyable experience to passengers.Vertiports,fulfilling the three previous functions,will not

95、be the only ground infrastructure required for the successful rollout of AAM.To ensure safety,a good network of emergency sites will need to be in place.Other related AAM infrastructure will include vehicle manufacturing,training,as well as maintenance facilities.The main purpose of digital infrastr

96、ucture is to enable air traffic services.This will require appropriate communication systems,data management and cybersecurity.Public authorities will play an important role in ensuring their availability.Managing the airspace:Air traffic services and control are responsible for providing seamless a

97、irspace operations for all vehicles(even including medical services).While traditional Air Traffic Management(ATM)systems are designed for manned aircraft,the rise of unmanned aerial vehicles necessitates the development of specialized unmanned aircraft systems traffic management(UTM),7 also called

98、U-space8 in Europe.These systems must integrate seamlessly with existing air traffic control frameworks and involve the harmonization and standardization of protocols across different regions,with new requirements for all airspace users,such as aircraft-to-anything systems(A2X).These specialized sys

99、tems will improve overall airspace efficiency for both crewed and uncrewed aircraft operations and will lead to the emergence of Digital Flight Rules(DFR).Communicating:Communication systems must accommodate different levels of vehicle automation that need to communicate with one another.To ensure r

100、eliable and secure communication infrastructure,while adapting to contextual constraints,a variety of technologies will be implemented such as very high frequency(VHF)radio,satcom(satellite communication)and 5G.Processing data:Data management is a prerequisite for route planning,terrain mapping and

101、collision avoidance.A vast amount of data from different sources and formats(for instance,radars,global positioning system(GPS)and weather monitoring systems)needs to be processed in real time,ensuring reliable and low-latency data management.Standards and protocols will enable the coexistence of di

102、fferent systems and ensure the ability to communicate between all types of devices(unmanned or piloted).Securing:Cybersecurity is essential to ensure the safety,reliability and integrity of AAM operations.As the aircraft rely heavily on digital communication,navigation systems and data exchange,they

103、 are vulnerable to cyberthreats such as hacking,data breaches and signal interference.Effective cybersecurity measures protect against unauthorized access and control,safeguard sensitive data,and prevent malicious attacks that could compromise the safety of the aircraft,passengers and the public.New

104、 business and commercial models need to be implemented among stakeholders to ensure commercial viability of these infrastructure components.To enhance the effectiveness of multistakeholder collaborations,particularly in sectors where participants may not have a background in aviation standards,a com

105、prehensive educational initiative is essential.This programme should aim to bring various stakeholders,including urban real estate developers,digital infrastructure providers and representatives from local governments and emergency services,up to speed on the relevant aviation regulations and standa

106、rds.In this way,these diverse parties would engage more effectively in discussions and decision-making processes,ensuring that all viewpoints are considered and integrated into the development of common standards.This approach would enhance the overall quality and safety of the undertaken projects.A

107、dvanced Air Mobility:Shaping the Future of Aviation12Based on the different enabler groups and their varying importance,some sectors are more likely to apply AAM for their operations at earlier stages.Already today we see different“sandbox”environments,in which use cases with different degrees of au

108、tomation are being tested in a confined and regulated space,such as those around drone medical delivery in Africa9 and digital agriculture in India.10 However,so far minimal adoption in the wider day-to-day context has been achieved.Ecosystem stakeholders identify healthcare,logistics for remote are

109、as,and(sub)urban passenger transport as the leading AAM use cases,with benefits manifesting as societal value creation,enhanced operational feasibility or high financial viability.These use cases also show how AAM can impact a wide range of industries and geographies.The following sections provide f

110、urther insights and outline key pain points,benefits and needs for their deployment.Sectors pioneering AAM3AAM impact is multifaceted,with its first use cases already benefitting different industries and geographies.Healthcare-related use cases,such as transportation of patients,lab samples,organs o

111、r medical inventory,are expected to be commercialized first at a large scale.AAM offers cheaper,faster and better coverage of medical services,potentially enabling real-time medical supplies and inventory sharing between facilities.This can reduce the pressure on constrained healthcare capacity for

112、emerging and developed economies.Therefore,these applications receive substantial public support due to their direct impact on healthcare accessibility and efficiency.At the same time,they make the sector more attractive for entrepreneurship as technology is demonstrably used“for good”.However,scala

113、bility,required to offset the high costs of vehicles,infrastructure,new processes and training of personnel,remains a significant challenge for related use cases,putting pressure on financial viability and posing funding challenges for providers.Nevertheless,social benefits can be identified in the

114、short term while economic advantages will likely only materialize in the long term.For example,in case of patient transportation,the economic opportunity varies depending on whether the electrical vertical take-off and landing vehicle is dedicated to replacing helicopter operations or expanded to re

115、place certain ground ambulance activities.For every healthcare-related use case,AAM operations will have to be thoroughly integrated into existing medical processes and systems.This requires specific training for healthcare staff on the new technology to avoid operational disruptions.This will also

116、involve specific regulations for the healthcare system,including the construction of aviation corridors and dedicated airspace integration for operators.Additionally,health insurance providers will need to adapt to evaluate coverage options for these new modes of transport.Medical use cases are pavi

117、ng the way for most other AAM sectors benefitting from its positive societal impact.Emerging economies are likely to roll out these applications on a wider scale first(e.g.India)11 as they have a higher proportion of underserved areas(with underdeveloped infrastructure and medical supply chains).Not

118、withstanding this,developed countries will also benefit,e.g.in cases of natural catastrophes.3.1 HealthcareAdvanced Air Mobility:Shaping the Future of Aviation13For logistics,AAM presents transformative opportunities for both populated areas(e.g.last-mile deliveries)and remote areas(e.g.islands or o

119、ffshore platforms).The latter initially offers better opportunities with lower risk(and is therefore the focus)as it allows for faster,more cost-effective and more environmentally friendly deliveries without any need for new infrastructure such as roads(hub-and-spoke-models are often implemented wit

120、h flexible outlying points).This improves accessibility for remote communities,connecting them to other economies,which can lead to positive economic momentum.Affiliated missions also carry reduced risk;for instance,dangerous destinations do not need to be serviced by a person anymore,while remote a

121、reas generally do not require flying over densely populated areas.However,regulators need to approve beyond-visual-line-of-sight(BVLOS)and simultaneous operations for multiple vehicles for this sector to be commercially viable in the long term.As cost savings through high-volume operations are unlik

122、ely,high levels of automation and multi-vehicle operations are essential prerequisites to achieve a sustainable business model.Until then,operations will be subsidized by local governments or other interest groups.In addition to advances in regulations,digital infrastructure should be developed on a

123、 global basis with common standards to enable tracking,mapping,and exchange of landing sites and flight paths ideally in a uniform data structure.To leverage these data during operations,solid network connectivity(potentially satellite-based)in remote areas is a prerequisite.Logistics for remote are

124、as enables a more egalitarian society through better access to more goods“for everyone”.These benefits do not only apply to emerging economies with limited road infrastructure.Developed economies can,among other benefits,improve the inclusion of people with reduced mobility,such as ageing population

125、s,or decrease exposure for high-risk missions(e.g.offshore platform delivery).Due to the positive societal impact,there is very limited public opposition to remote logistics AAM use cases.3.2 Logistics for remote areasAdvanced Air Mobility:Shaping the Future of Aviation14Rapid urbanization over the

126、next decades(from the current average of 55%,to 68%by 2050)12 puts increasing pressure on existing(sub)urban layouts.Experts suggest that AAM can help to counteract space constraints and traffic congestion(given the shortage of parking)while contributing to quieter and more pedestrian-friendly city

127、environments.It further improves accessibility,travel flexibility and travel time,but only if integrated properly in existing modes of transport.It even increases range into more distant,suburban areas(e.g.as an alternative to extension of metro lines),enabling passengers to travel further in the sa

128、me amount of time.However,it may spark induced demand the phenomenon of people traveling longer distances and more often potentially limiting the benefits of reduced congestion and a cleaner environment.Currently,public acceptance is a key challenge.The expected high prices remind potential customer

129、s of helicopters(“a toy for the rich”)rather than a mode of mass transport.This will not change in the short term,but society needs to be educated to counteract fears of noise pollution or a darkening sky impression from mass operations,which will not occur in the foreseeable future.The same holds t

130、rue for privacy concerns related to mounted sensor technology passing over peoples heads as not every vehicle uses cameras.Since most vehicles will initially be flying piloted,backlash stemming from autonomous operations is rather limited.Furthermore,the existing electrical vertical take-off and lan

131、ding aircraft(eVTOL,the preferred vehicle type of most operators)technology currently lacks standardized vehicle certification and a regulatory framework.This obstructs the integration of the wider ecosystem including the airspace itself.Landing site availabilities and regulator bandwidth are hurdle

132、s to overcome from an infrastructure angle.City planners need to smartly adapt existing infrastructure,especially in the urban context(e.g.creating landing sites at train stations),where building new infrastructure is often not possible due to space or permit restrictions.Moreover,building new infra

133、structure is very capital intensive with unpredictable returns at present,hindering public and private investment in vertiports.From a commercial perspective,pilot-onboard operations will entail appreciable recruiting challenges,given both the training required and the implied salary cap to keep far

134、es down,especially since manufacturing scalability for OEMs(original equipment manufacturers)remains a challenge at the initial stages.Moreover,high aircraft utilization is needed to break even,which necessitates quick turnaround times and a route network with established demand.The former requires

135、quick-charging solutions with grid access that can cope during peak times,while the latter is more feasible initially on high-frequency“thick”routes such as airport transfer to city centres.Related physical security procedures are yet to be defined.The industry seems optimistic about the economic op

136、portunity with a large potential market size,which could eventually lower service costs and thus pave the way towards democratized travel and further opportunities for regional passenger transport.In summary,with an increasing number of urban“no drive”zones,in the initial stages,AAM for passengers c

137、an open the aerial dimension by servicing predetermined routes for more than just high-net-worth travellers.However,neither the public nor the ecosystem are yet ready to welcome this new mode of transport as an extension of current public transport.Over the next few years,industry consolidation coul

138、d establish a dominant vehicle design and realize the required manufacturing economies of scale for long-term commercial success,going past the initially low travel volumes.3.3 (Sub)urban passenger transportAdvanced Air Mobility:Shaping the Future of Aviation15Advanced air mobility introduces a new

139、era in aviation yet has a long way to go for mass commercialization.Conclusion Advanced air mobility(AAM)is spearheading innovative developments in new technology in the aviation industry.Despite wide application opportunities across different sectors and first rollouts in confined sandboxes,widespr

140、ead adoption is not yet on the horizon.Other than advancing technology,the industry will require a developed ecosystem and cohesive regulation the latter covering both vehicle certification and AAM operations with increasing levels of automation.New business models that share risk and ownership betw

141、een private and public entities must be developed to unlock the sizeable investments needed in physical and digital infrastructure.Thus,each stakeholder must have access to a comprehensive understanding of AAM and clear visibility on the social,commercial and environmental opportunities.Another prer

142、equisite for faster rollout is public acceptance,which needs trust-building by emphasizing the societal benefits and limited adverse impacts of AAM.Education is key to inform the wider public about the strengths and limitations of AAM,and,with that,addressing some of the public concerns on safety(e.

143、g.when it comes to autonomous aviation operations).Given the multifaceted potential of AAM across sectors,stakeholders must work with different professionals on integrating AAM in their fields(e.g.from developing processes on how/when to send blood tests via drones,to developing building standards f

144、or vertiports in high-density built-up areas).New use cases will thereby be unlocked from the provision of faster operations in the time-sensitive field of healthcare to enabling better access to supplies in remote locations.Finally,AAM goes beyond unlocking new use cases for the aviation sector.AAM

145、,and the high degree of automation it provides,serves as a front-runner in advancing automation for the entire aviation sector.This cutting-edge domain could represent the initial phase of a pivotal shift that can potentially redefine the aviation landscape in the coming years.Going forward,the indu

146、stry will benefit from implementation roadmaps designed to enable and accelerate the adoption of AAM.The AVIATE community will continue to foster global collaboration,by helping to shape key deliverables and by facilitating dialogues for the responsible integration of advanced air mobility and auton

147、omous aviation technologies.Advanced Air Mobility:Shaping the Future of Aviation16ContributorsProductionWorld Economic Forum Maria AlonsoLead,Autonomous Systems,Centre for the Fourth Industrial Revolution,SwitzerlandPierre MauryStrategic Integration Specialist,Aviation,Centre for the Fourth Industri

148、al Revolution,SwitzerlandJohannes ZeiselProject Fellow,AVIATE,World Economic Forum,Switzerland;Senior Consultant,Kearney,Germany Michela Liberale Dorbol Designer,World Economic ForumMadhur Singh Editor,World Economic ForumKearneyPedro AguasPrincipal,Mobility,Defense,Advanced Industrials,Kearney,UAE

149、Mario ArberyManager,Mobility,Defense,Advanced Industrials,Kearney,SpainClaudia GaleaDirector,Sustainability for Mobility,Defense,Advanced Industrials,Kearney,USAJavier GonzlezPartner;Global Co-Lead,Kearney Center for Advanced Mobility,Kearney,SpainAdvanced Air Mobility:Shaping the Future of Aviation

150、17This paper has been built on the work of the AVIATE:Advanced Air Mobility initiative and could not have been achieved without the passionate support and cooperation of this community.Through their attendance at workshops,sharing of insights and engagement with the Forum team in various capacities,

151、a number of aviation leaders provided direct feedback that was key to shaping this report,including:AcknowledgementsDunia Abboud Project Management and Community Specialist Advanced Air Mobility,International Civil Aviation Organization(ICAO),CanadaTalal Alshafaey Assistant President for GEOSA for S

152、urveying&Geospatial Activities,KSA General Authority for Survey and Geospatial Information,Saudi Arabia J.C.Asencio State/Local Ecosystem Partnerships Manager,Wisk,USA Thomas Auer VP Aviation,TTTech,AustriaJean-Guy Blete Main adviser,SylphAero,FranceTim Bltken Co-CEO,INERATEC,GermanyGraham Bolton Gl

153、obal Aviation Practice Leader,Mott McDonald,United KingdomJulio Bolzani Head,Autonomous Systems,Embraer,BrazilNicolas Brieger Head,Drone and Vertical Mobility Academy,Touring Club Schweiz,SwitzerlandRobin Brownsell Director,Flight Crowd,United KingdomAndrew Caughey Head,Sustainable Aviation,AtkinsRa

154、lis,Canada Satyanarayanan Chakravarthy Professor,Aerospace Engineering,Indian Institute of Technology Madras,IndiaAdam Conner Future Flight Technology Lead,AtkinsRalis,Canada Andrea Cornell Associate Partner,McKinsey&Company,USAJacques Coulon Transportation Planning Manager,City of Orlando,USABenoit

155、 Curdy Head of Section,Strategy and Innovation,Federal Office of Civil Aviation(FOCA),SwitzerlandShani Dayan Project and Partnership Manager,Centre for the Fourth Industrial Revolution Israel,IsraelJeffrey De Carlo Aeronautics Administrator,Massachusetts Department of Transportation(MASS DOT),USAMar

156、c-Henry De Jong Co-founder;COO,Electron Aviation,NetherlandsAnna Dietrich Policy Advisor,Association for Uncrewed Vehicle Systems International(AUVSI),USAKhaled Eltohamy Director,Engineering Unmanned Aerial Systems and Urban Air Mobility,Honeywell Group,USA Fredrik Flyrin Co-founder,Ericsson Drone M

157、obility,Ericsson,SwedenJean-Philippe Girault CEO,Destinus,SwitzerlandAlfredo Giuliano Chief Engineer,SkyGrid,USAWaleed Gowharji Senior Fellow,Centre for the Fourth Industrial Revolution Saudi Arabia,Saudi ArabiaRobin Grace Chief of Advanced Air Mobility Integration and Strategy,Massachusetts Departm

158、ent of Transportation,USAKeely Griffith Vice-President,Strategic Programs,Association for Uncrewed Vehicle Systems International(AUVSI),USAKerissa Khan President,Royal Aeronautical Society,United KingdomFahad Khan Head,Integrated Simulation Systems,Supernal,USAAdvanced Air Mobility:Shaping the Futur

159、e of Aviation18Sangdawn Kim Managing Director,Starburst Aero,Republic of KoreaParimal Kopardekar NASA Mission Integration Manager,Advanced Air Mobility;Director,NASA Aeronautics Research Institute),National Aeronautics and Space Administration,USAMatt Langridge Director,Flight Deck Innovation,Gulfst

160、ream Aerospace Corporation,USASangwook Lee Leader,Aviation Industry of Incheon,Incheon Metropolitan City,Republic of KoreaEmilien Marchand Director,Ecosystems Partnerships,Wisk,USAKapil Mittal Global Head,Ericsson Digital Airspace,United KingdomRamy Mourad Director,Engineering Urban Air Mobility,The

161、 Boeing Company,USADaniel Newman Chief Technology Officer,Advanced Air Mobility,Honeywell Group,USAJaroslaw Niewinski Airport and Drones Task Force,Eurocontrol,BelgiumMasami Onoda Director,Washington D.C.Office,Japan Aerospace Exploration Agency(JAXA),Japan Rogrio Pereira Director,Division of Geospa

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163、 Rusanganwa International Affairs Manager,Rwanda Civil Aviation Authority(RCAA),RwandaChangkyung Ryoo President,Incheon Industry Academy Collaboration Institute,Republic of KoreaVignesh Santhanam Project Lead,Aerospace and Drones,Centre for the Fourth Industrial Revolution India,World Economic Forum

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172、esa/68-world-population-projected-live-urban-areas-2050-says-un on 11 June 2024.EndnotesAdvanced Air Mobility:Shaping the Future of Aviation20World Economic Forum9193 route de la CapiteCH-1223 Cologny/GenevaSwitzerland Tel.:+41(0)22 869 1212Fax:+41(0)22 786 2744contactweforum.orgwww.weforum.orgThe World Economic Forum,committed to improving the state of the world,is the International Organization for Public-Private Cooperation.The Forum engages the foremost political,business and other leaders of society to shape global,regional and industry agendas.