Session 4 (ENG)

four um where we'll be learning about

new mobility and Aviation legal

perspective this session is going to be

led by Mr Ewan the Ambassador and

permanent representative of the Republic

of Korea on the console to the iow let's

welcome him to the stage with a big

round of

applause and now live introduce to you

the speakers who will be joining the

session first of all let's welcome to

the stage Mr truk the director of Urban

Air Mobility division at molit

[Music]

welcome and we have Mr John Yu the

senior representative for Asia Pacific

at FAA joining us today welcome

[Applause]

[Music]

and moving on I would like to invite to

the stage Mr Kim dongil the vice

president of global solution UAM

business at SK Telecom let's welcome him

with a big round of

[Music]

applause and all right let's invite Mr

Kang the deputy general manager and

lawyer for the Korea airports

Corporation welcome

[Music]

[Applause]

yes thank you very much all the

gentlemen for joining us for the fourth

session and now I'm going to live it up

to our moderator uh Ambassador Leen Juan

to lead the

session good

morning good

morning

counil uh I'm happy to see you today and

especially

I see the many some Young Generation who

are very interested in some Aviation

from the Regal

perspective I'm so honored to moderate

this

issue uh to discuss new bability

emerging but uh very

critical uh issue for all

today uh today we will share Insight on

opportunities and challenges

in in relation to the new

Mobility such as

UAM aam I am I will use the terms

interchangeably I know that uh U is a

subset of aam Advanced Air

Mobility aam am Innovative Advance

Mobility air Mobility

recent technological innovation of

EB electric vertical takeoff and land

has made it possible for aircraft to fly

without carbon emissions and with

lowered

noise it really stimulate Aviation

indust for new

Mobility as Innovative model transport

for people and

goods at the same same time increasing

demand for new Mobility operations

require a safe secure and efficient leg

to pray Mark at the national Regional

and Global

levels major Regal challenges we face

today are about how to classify this new

Mo new mod

aircraft whether or how to integrate its

Aviation operations into non-segregated

airspace and current air drums and

ATM and how to apply safety measures

like Airness and Personnel

licensing I hope today's discussion will

help us understanding these regular

challenges we face

today and I think the time is very

limited we are given some 100 minutes

so without further I want to direct some

turn into our main issues so today we

have four presenters and on this issue

so our first speaker is Mr CH director

for Urban Air Mobility division of molit

repu Korea uh he will share Korea's

Journey to the new Europe within Urban

Mobility UAM and Way Forward m suggest

uh welcome Mr Tre with plause and uh the

floor is

[Applause]

yours yes uh good morning I'm CH s

director at

molet first of all

I am very honored to be able to give

this presentation at this event this

meaningful event and I'm going to talk

about what Korea is doing to prepare for

the era of UAM what kind of

institutional and legal preparations are

being made by Korea for UAM is the focus

of my

presentation so I'll talk about uh UAM

policy our regulatory framework that's

being developed and I'll introduce UAM

team Korea and then finally

International

cooperation so first of all kuam

policy now there are three big

Milestones that we have announced the

kuam road map was announced in June

2020 and through that uh we vowed to

commercialize UAM by

2025 that's the goal and there's going

to be initial stage growth stage and

maturity stage so there have been three

specific stages after the preparation

phase that we'll go

through so we're currently uh in the

preparation stage right now which is

identifying the issues preparing the law

standards and doing the demonstration uh

and

testing and then in March 2021 we came

out with the technology road map and you

can see for each phase 2025 2030 2035

there are different technologies that we

need uh you can see that and the level

of technology that Korea has and what we

need ahead uh and the R&D requirements

and tasks ahead uh all of that we were

able to establish a plan for and that's

the technology road map and then finally

uh the conops we have developed in uh

September 2021 conops the concept of

operation is uh in initial

commercialization in the urban setting

we targeted that uh conops for that

scenario and the rnrs we also defined

for the participants and by each

scenario how to how the participants

shall respond in their roles and so

forth we made that so this

conops uh to demonstrate this we are

doing a demonstration project around

that and the name of that project is the

Grand Challenge we call it the kuam

Grand Challenge

as you can see here from last year

August we started the Grand Challenge

and we're starting in a rural area

that's isolated not in the urban

area uh and then we're going to move

that to the suburban area and then the

urban core area that's how we're going

to do this in stages so we call this

stage one and stage two of the Grand

Challenge but the purpose of the Grand

Challenge is various but the first one

is

to look at Kum this is a new mobility

and in the urban setting can it be

operated safely and stably that's the

first thing we want to demonstrate

through the Grand Challenge and the

second purpose is to come up with um the

standards for

kuam and third there's a lot of uh

private consortiums involved in kuam but

their technologies have to be proven out

we need to see and prove out these

Technologies and that's what we're going

to do through the Grand Challenge these

are the consortiums or companies uh six

big consortiums you can see the six

boxes these are the participants you can

see air uh the players in the air sector

but construction companies um Mobility

companies uh automobile companies and so

forth uh telecomunications companies

there's a lot of participants in this in

these

consortiums and so the Grand Challenge

has started August last last

year and so um it's

underway the Grand Challenge program

will be operated this way the host is

molet and Carrie is the organizer so

Carrie will be organizing the Grand

Challenge but the

supporting uh organization is called UA

team Korea I'll introduce that later but

this is led by chos but look at the

three players uh in the field we have

the operators and then the air traffic

Management Service providers and then B

ver Deport operators these are the

operators we need and you can see the

illustrations

below but these are the uh aircraft used

by those in the

Consortium and then you can see

consortiums in the integrated for

integrated

platforms chob S4 which was certified

earliest uh is included as well you can

see a lot of different uh aircrafts that

are included in the grand challeng

and there's additional aircraft

manufacturers that are being included as

we speak now into the Grand Challenge

along with the Grand Challenge we have a

technology Road mapap and based on that

we have some R&D tasks that we are

pursuing and these are R&S that are done

at the state level so the first one is

for 2025 commercialization with the

results of the Grand Challenge we want

to use the first R&D task with

commercialization so it's a virtual

integrated operation platform program

for UAM and so the UAM program players

can stably and safely operate UAM that's

the R&D that we're doing there the

second R&D task is in initial stage cnsi

we want to see if this can safely be

operated so that's a surveillance system

for that the first R&D task is by Carrie

and NASA uh they have a Grand Challenge

and a national campaign that they're

doing demonstration projects and their

data values and their results are being

shared so NASA also has a lot of

interest in the first R&D task that

we're doing and the second R&D task now

I understand this to be the only one in

the world of its kind but the cnsi we

use 5G and then we're preparing for 6G

so that's what we're doing and then the

third R&D task we're going to start this

this year but the UAM three stages of

development I told you but in the growth

after 2030 the growth stage we need this

multi vertiport certification and

operation certification so from 2024 to

2026 we will be doing this R&D task the

third one that is now let me talk about

the regulatory framework how we're

developing the basis and the laws for

kuam now we have established a separate

UAM law and in the US and Europe uh they

use existing Aviation laws to regulate

UAM but Korea is going a different

approach we have made a separate UAM law

and there's two reasons for that the

first one is that current Aviation

regulations are too complex and

stringent so to develop something new

there's so many considerations that have

to be put in that's why we wanted to

make bold regulatory exemptions so that

we could uh quickly uh um build an

environment for UAM development and

also there's because of lack of

Institutions there could be some

concerns and insecurities because

investment decisions need to be made by

the private sector but if there's no

guidelines to give in then uh it's

difficult for private investors to

invest so they requested the government

to make some guidelines that's why from

2022 we proposed a bill it was uh passed

by the National Assembly last year in

October and uh so it was promulgated and

now it's waiting to come into effect

this

year so first of all the UAM law we

Define the concept because this is a New

Concept that was unheard of in the world

before so there's a new terminologies

that have to have legal status from the

definition of UAM itself Corridor

vertiport uh various things needed to be

defined uh also various stakeholders

needed to be defined as well and then uh

vertiport development how it's going to

take place the operator uh what kind of

uh system is going to be used for

operation all of that has to be defined

and the second is after the definitions

it's the highlight of this uh law but uh

deregulation basically because in Korea

we have the aviation safety act Aviation

Security Act the aviation business act

uh we have uh four different Aviation

laws actually but uh we wanted to

provide some kind of exceptions uh to

the aviation law to the players in the U

field that's what we wanted to do

provide some exemptions so that uh an

ecosystem can be built uh basically I'll

talk more about that later and then the

last one is administrative support uh we

wanted to establish legal grounds for

Workforce Development International

cooperation financial support and so

forth uh to Foster the creation of a UAM

industry

ecosystem now basic now very simply if

you look at some of the differen between

the aviation law UAM law there's some

new Concepts developed uh for instance

exclusive corridors have been

established in the UAM law and regarding

security procedures UAM aircraft and ver

ports uh there has to be uh simplified

security procedures for that and in the

business uh concept there's new UAM

service providers like operators uh

traffic management providers uh vertic

Port operators so there's these new

providers and in terms of infrastructure

as well the public sector used to do a

lot in the aviation sector but now in U

we want the private sector to

participate more actively to build that

ecosystem

themselves and this is the new UAM

regulatory framework uh deregulation

from uh Aviation laws you might

misunderstand this because Korea is

making a separate law for UAM that might

throw you off track but uh we are not

ignoring consider uh all of the aviation

laws existing no that's not the case

some people are concerned about that but

let me explain the UAM the Essential

Safety standards we adhere to from the

existing Aviation safety act but we have

a transportation committee the national

Transportation committee but for things

that are not safety related we wanted to

deregulate that's the first exception

that we give to UAM operators and

players and the second thing about the

UAM law is that in 2022 we proposed the

bill Bill and this month it'll come into

effect but to change a system Korea

takes a long time there's a lot of uh

red tape but we wanted to really

simplify and facilitate UAM so what the

national Transportation committee

decided was uh once notification is

given to the local governments and the

players then it's like a law has come

into effect that's what they uh wanted

to say so immediate decisions can can be

made if the inter International

standards or rules change to be

harmonized with that the Korean law

needs to be changed quickly to adapt and

so that's why we're using these

exemptions so that the U law can adapt

quickly that's another thing that we've

introduced so iow FAA easa all of these

International rules and regulations if

there's an international standards

that's established we have a u law that

can quickly adapt to that uh so as

necessary

so as a platform this law is like a

platform that can guide the development

of the UAM ecosystem industry while

being very Nimble to adjust to

International standards now let me

introduce the UAM team Korea uh we made

the policy the regulatory framework but

the government cannot do this alone uh

it's very difficult uh and I know all of

you agree with that we need

collaboration that's why we have made

UAM team Korea we call call it utk about

160 organizations and groups are

involved in utk and these are the

players that are building the UAM

ecosystem in Korea you can see industry

Academia the central government local

governments and then UAM related

organizations and research institutions

are

involved so these are all the

organizations that are contributing to

making the UAM ecosystem regulatory

framework and policy uh this is UAM team

career we have five divisions so from

the UAM policy division operating

Division and Evol infrastructure

division traffic management Division and

additional Services Division and under

that we have like two or three working

groups under that uh that will do

working level work and then we have

supporting Academia research institutes

as well uh to make uh specific rules and

standards so let me be more specific and

the working groups they make something

and the division then uh deliberates on

that and then they submit that to the U

policy Division and then the U policy

division sends that down to other

divisions so that there can be

harmonization with the other divisions

and the opposite is uh possible too for

instance the UN policy division might be

coordinating some kind of policy but

they send that down to the other

divisions so that there's no conflict

with the work that the other divisions

are doing if there is then uh it's

amended and uh made so that there's no

discrepancies between the divisions and

their

work so this is what I've been

explaining there's three working groups

in the policy Division and then EV to

and operations three working

infrastructure has three working groups

traffic management three additional

Services has two working groups so each

division has its own working groups and

they come up with their own regulations

or rules that pertain to them so that's

the division of work we're doing and

each working group uh they draft these

uh Frameworks or or regulatory

instruments and then it's

harmonized and another thing that's very

important uh besides our own work we

we're having this seminar today but

International cooperation is very

important there's a lot of work being

done by FAA and easa as well and trying

to harmonize with these rules and

regulations and trying to make

international reasonable standards is

very important so so that's why for us

International cooperation is also very

important uh me presenting here is one

of the proof that we find this very

important so with the FAA we had a docc

uh last year and we're working very hard

with the FAA and we have uh USFA

roundtables as well to share research

and development uh results and with EA

this year in March but also through the

AP program we're also cooperating as

well in UA and mutual safety and techn

technology and with IA we have a study

group CA is doing that in the study

group leading that and supporting but uh

we're participating from last year may

in that in the io am study group and so

also in the io Symposium uh the mullet

is also participating so as we do our

demonstration projects and the utk

activities how we're developing all our

things we're going to present there in

September so with that I'd like to

conclude my presentation thank you very

much uh thank you so much for your

comprehensive

presentation I think that is very

helpful for us to understand the basic

policy and Regal perspective C how we

Crea some looking forward the

future uh the the

aviation uh some world the aviation

policy especially I think that the Kum

Grand ChalleNGe Program

and recent adoption of um act for Korea

and composition of un team Kore is also

very not worthy for us to underst

understand I think that they'll be very

helpful for us to I prepare for uh a

symposium uh uh September in

Montreal to save

time we will have q session after all

presentation will be done

and the next speaker is uh Mr John newu

Senior representative for Asia

Pacific uh Federal Aviation

Administration Fafa USA he will deliver

how uh Fafa safely integrating Advanced

Air Mobility

aam into the National Air space uh

system and Mr you the Flor is yours

[Applause]

so there are a couple times in my life

where I feel really nervous I think the

the first might have been my first date

with my

wife and then the second might be when

I'm in a room full of lawyers who are

not on my side but on the other side so

it went well with my wife who by the way

is a lawyer so I'm hoping by the end of

my presentation and our discussion it

goes well here and then we could all be

really good partners going forward

so Yan from hello I am John you from FAA

faa's senior representative for aircraft

certification and I cover the Asia

Pacific portfolio and I'm based out of

FAA Singapore

office so today I'm here to talk about

Advanced Air Mobility or air aam as as

we call it in the United States um

a uh is basically um it's a term and I

want to level set it it refers to a

transportation

system that moves people and cargo using

aircraft with Advanced

Technologies including air electric

aircraft so today I want to share a

little bit about how the FAA is working

with the aviation Community whether in

the US or internationally

to responsibly and safely usher in this

new era of

Aviation the US has the most complex

Aviation Transportation system in the

world and I think that we can learn a

lot and share a lot of our lessons uh

through some of our successes as well as

our challenges as we continue to go down

this

path I just hit this next

button there it

goes all right so I just want to tell

you a little story um that kind of

underpins this whole discussion uh so

when I first moved to Singapore I it was

kind of at the tail end of covid so you

know people were masking up and people

were very careful you know coming out of

a few years of a very difficult time in

the in the globe and I saw this boy

going to school and he was riding a

bicycle he was wearing a mask but he

didn't have a helmet on all right so

kind of raises the question you know

what is the risk that he is mitigating

right I think for three years right he's

told mask up mask up stay away from

covid but you know he kind of forgot the

lesson if you fall off your bike that's

probably a little more dangerous in that

situation right so I think that kind of

underpins this whole exercise that we're

all going through across all the member

states as we work to enable aam is we

have a lot of hard-earned lessons from

our past history and Aviation that have

been you know earned you know through

many serious accidents uh safety

incidents and we need to remember those

lessons from the past while safely

balancing allowing The Innovation to

occur and making sure that we're

mitigating the right risk you know I

think that boy you know that's that's

something you know he's reacting to what

his environment showed him right you

know the last few years everyone tells

you to wear a mask you wear a mask but

you got to remember to put that helmet

on as

well so collectively we need to decide

how we're going to handle risk across

all of our

countries so that we can enable these

new technologies and we have to find

that right balance between Innovation

and

safety should the am companies's current

plans play out right now the FAA is

positioning to issue our first aam uh

type certificate in

2025 uh analysts currently predict that

the market for a will grow to about $30

billion by the end of this decade on the

screen you'll see some images of some of

the Partnerships that are occurring

within this space across existing

operators as well as new entrance into

this uh aam uh

space so they're working with

established carriers making sure that

they learn their lessons as they operate

and carry passengers for for revenue or

carry cargo and trying to learn from all

these lessons as they inov

and bring this disruptive technology

their business models currently include

transporting anywhere from 1 to four

passengers uh between airports Central

Business districts or cargo between

small markets and different uh

Transportation

hubs and currently While most operators

plan to start with a piloted aircraft

shuttling people and packages they also

Envision shifting to autonomous

operations um maybe even by the end of

this DEC as the technology continues to

mature this wave of innovation creates a

tremendous Demand on government

resources whether it's in the FAA or in

other countries and I want to share in

the FAA we're trying to tackle that

through a concerted effort that we call

innovate

2028 that requires us to take kind of a

whole all of government approach to

addressing this you know this is as Mr

ched just uh presented Korea is taking a

similar approach making sure they

connect public private Partnerships

bringing industry government Academia

together to address this situation uh

this is happening in Japan as they're

preparing for the Osaka Kai World Export

Expo next year as well uh in the United

States we need to look not only at the

federal Safety and Security aspects of

this but we also have to involve our

local state and tribal governments uh

because they have a significant part to

play in the development of verp ports or

other Landing sites as well as even the

infrastructure that gets into charging

fire fire protection um security issues

with police and transportation networks

in their

communities there's a lot to read on

this slide um so I'm going to hit on a

few things uh this talks about some of

our key enablers that the FAA is

addressing uh to bring in this new

technology into the national airspace

system

first we want to ensure that we're using

maximum flexibility within the existing

regulatory framework uh in the United

States we feel that we can use the

current Aviation uh safety framework to

enable these new technologies and we use

them through special conditions or

exemptions that we can apply based on

the designs and the operations that

these companies are are um

presenting uh so to that end we do

realize that we do need to modify

certain aspects of the framework and

continue to evolve it uh so we're

approaching that with a staggered

Rhythm so first the faas designated our

office of NextGen to be our primary

point of contact and focal point for a

planning and portfolio

Management in May of 2023 we issued 2.0

version of our UAM concept of operations

which provides a framework of operations

uh based on anticipated levels of

maturity in the space and just in case

it's not clear UAM we consider that a

subset of aam that focuses on operations

in major metropolitan

cities in rulemaking the FAA is

currently working on a special Federal

Aviation regulation or an esar as you

may have heard it which proposes a

temporary 10year regulation to address

powerlift aircraft

operations uh so we have a notice of

proposed rulle making that went out in

the Federal Register in June of

2023 uh and we are we're currently

dispositioning those comments and we're

currently on Pace to uh release that

role by the end of this calendar

year what that temporary regulation

allows us to do is continue to bring in

public comment as well as engagement

with industry in a very formal manner so

that they can take ownership take part

of our regulatory rle making

process in July of 23 we released a

broader Plan called the a am

implementation plan which guides the

initial entry into

service and we are also currently

working very closely with our dep

Department of Defense and NASA on

aircraft integration into airspace uh as

well as through White House Le uh

working groups inter agency working

groups and IND industry working groups

uh to conduct research on ver reports as

well as simulators and field testing uh

to support the development of

performance-based

regulations and lastly our office of

airp reports in the fall of 22 they

released an engineering brief uh

engineering brief 105 uh which contains

interim design standards for verta ports

and these standards can be used to

design New verta Ports or modify

existing helipads and airports to

accommodate aam

aircraft so this is just a starting

point uh there's a lot of work that goes

in behind this um but this is our road

map that we're going to continue to

evolve as the technology as the industry

as Government

mature I'm going to I'm not going to get

into too many of the specifics because I

want to remember our time limit here but

I'm going to kind of uh these slides

will be distributed so you can start to

read through but I'm just going to take

a look at some of the areas and and a

little bit more detail so on aircraft uh

we're continuing to evolve our criteria

as we learn about these designs uh so

you you may have already seen we

published our final airworthiness

criteria for the

js4 uh recently just a few weeks ago

that is going to be kind of the basis

for our policy on how we're going to

address aircraft going forward and we're

working on generalized airworthiness

standards that will apply across other

manufacturers as well so when we have

the generalized criteria we'll apply

special conditions depending on the

different designs that they uh

present powered lift I talked about this

earlier um

I won't go into the detail again but you

know I think one interesting aspect uh

just so you know some of what we're

looking at you know in 1938 regulations

have required you know dual controls for

training of airplanes or aircraft right

a lot of the new designs for aam consist

of single

controls there aren't any EV Pilots that

are currently in the market right now so

that creates a unique challenge for us

that we need to address you know do

companies need to develop trainers with

dual controls or are there some other

new and novel ways through simulation or

other combinations that companies might

be able to safely demonstrate that they

can train the next generation of pilots

and Crews that are going to operate

these

aircraft on the infrastructure front the

majority of uh manufacturers um and

operators right now what they're

planning to do is leverage the existing

framework right so they existing

helipads uh existing spaces in airports

so we're not looking at construction of

Vera ports just yet many of those design

activities are well underway so I don't

want to make it seem like nothing's

happening in that space But the fastest

route to entry into service was to

leverage our existing framework right

these are essentially kind of like air

taxi helicopters in a way just with

different propulsion systems

redundancies and different systems uh so

in many ways it's not anything new right

so the US has a lot of experience with

air taxis we call that our part 13

they're regulated under our part 135

framework so this is just another type

of vehicle that goes in and we know how

to handle those and I would presume that

other countries also know how to handle

these types of operations right

so in July 2010 uh our office of

airports they had a ver uh advisory

circular uh one 50 uh

53903 verp Port design they cancelled

that advisory circular because they

didn't know what the designs for these

new aam aircraft were going to look

like as an interim measure in September

22 uh we released the engineering brief

105 for verp Port uh design so they came

up with some very prescriptive interim

guidance based on the models that they

knew at the time you know Joby Archer

beta and then tailored uh some initial

standards that we can use to start

enabling this industry to

form the standards that are in this

engineering brief are going to be

specifications and practices that the

FAA will recommend to ensure that we

establish an acceptable level of safety

performance and operation in the design

of new civil ver ports and to modify

existing heliports and airplane landing

facilities right so we're looking at

things like uh passenger unloading

offloading

what charging is going to look like how

are you going to start routing

passengers over to these ver ports uh

and the

like innovate 28 uh mentioned this

before this is just our umbrella term so

if you hear it in the United States

we're looking at

operationalizing uh aam uh commercially

by 2028 you know I think we're going to

have some demonstrations in between the

industry is going to continue to mature

but that is our Target to have uh

regular commercial operations be it

cargo or

passengers the goals that we've defined

are we want to make sure that we have

the safest and most efficient routes

while we minimize the impact on our air

traffic facilities as well as local area

residents we want to be responsive to

Industry plans for initial commercial

operations we want to develop a repeated

able process right we want to be able to

make sure that we can do this across

communities one of the the major goals

of a and the promises of a is that it

can reach underserved populations right

communities that generally would have to

drive hours out to an airport you know

if we can shrink that in half or by you

know 80% you know imagine the the the

opportunities that that creates in the

aviation uh

ecosystem and then we want to make sure

that we're building permanent scalable

and repeatable processes uh and

procedures and infrastructure so that we

can support the continued growth of aam

operations uh we're also looking uh we

developed a artificial intelligence road

map uh to look at autonomy uh in aam and

to that end we have an autonom autonomy

working group as

well this charts just an idea of some of

the initial operations that are planned

you'll see they center around our major

me metropolitan areas New York Chicago

La San Francisco uh you might also see

Miami and Huma Louisiana so that one's

interesting because that's looking at

ship to shore a lot of energy companies

operate out in the Gulf uh so these can

do uh passenger uh cargo you know from

ship to Shore and I think that's a

mission profile that might be something

you know I know in Southeast Asia that's

one of the areas that the companies are

looking at as

well I am not going to read this slide

um this is just for a takeaway so this

breaks down kind of all of the areas

that we're looking at you know some that

I didn't talk about uh such as Community

engagement cyber security cre crew

preparation uh you can use this as a

takeaway and we're glad to answer

questions after

this most importantly you know

International cooperation especially in

forums like this one this is where you

know we uh value tremendously because we

hear from people in other countries we

get to learn what their concerns are and

and better tailor

uh our operations and our approach and I

think uh basically International

cooperation is the only way that we're

going to make this a real

reality uh going forward uh we're

working closely with IO uh the FAA

Champion the creation of the a study

working group and then we have number of

bilateral multilateral working groups uh

we're currently working very closely

with our partners at iasa on a bilateral

basis to look at and promote

transferability of our products across

borders right I think we want to make

sure that we try to harmonize as much as

possible but the true goal is that we

enable our products to be exported and

imported across borders uh within Korea

Japan we have Declarations of

cooperation and we also have what we

call an NAA Network that we work with uh

the UK Canada uh Australia and New

Zealand uh and lastly within this region

as well we have a APAC aam working group

um

this is also a picture just domestically

I think Mr Chay also had a similar slide

uh these are a lot of our stakeholders

that we work with domestically um to

make sure that we understand you know

we're not in the US you have a very

strong federal system but you also have

very strong local governments you have

unions you have other organizations and

the more that we bring them into the

fold as we develop this the more

successful we'll be as a

country so lastly to sum up um you know

I think there's a lot of excitement uh

when it comes to a you know this is when

we go to forums like this or other

conferences with Aviation this is always

a topic nowadays and I think it's

because of that promise that's really

exciting um uh not only from what it

could do for industry but just the uh

continued advancement even in safety

right when you look at some of the

systems compared to helicopters there's

a lot of safety advantages that a a EV

tall machines can bring triple redundant

systems uh new and novel propulsion uh

that promises uh to be more carbon

neutral uh and there's a lot of benefits

that we can learn so uh to wrap up I

just hope that sharing a little bit

about the framework that we're

approaching uh at the fa in the United

States uh can help inform some of the

discussions that you have going on

within your countries within your

organizations uh and I just want to wrap

up I think there's you know on the moon

after a 11 there was a plaque that was

left up by Neil Armstrong and Buzz

Aldrin right and that plaque says we

came in peace For All Mankind so I hope

that you can take some of this and go in

peace and use this to the benefit of

your countries so thank

[Applause]

you uh thanks so much Mr you some for

your very comprehensive but compact

presentation of uh us support to setup

the new Primark for aam in your country

I found that um us has really taken pain

pain taking effort to uh set up the

Regal Prim marks and in the name of Fafa

innovate 28 program the uh I found how

the government has tried to prepare for

some am operations in more some hor of

government

approach uh to address this issue thank

you again for your very comprehensive uh

presentation

today our next speaker is Mr jongil Kim

uh vice president of global solution U

business SK Telecom he will present the

new Mobility Market prayers perspective

on legal and Regulatory prayer mark

yeah hello

um my name is j Kim and I'm tested with

business at SK Telecom and it's a great

honor to meet everyone in this uh IO

Lego

seminar uh it has been more more than

five years s Telecom has been preparing

for un business um uh in Korea as a

result

uh we are now positioning ourselves as

one of the most active companies to uh

lead the whole industry uh not only in

Korea but also uh globally uh in this

session I'm very pleas pleased to uh

intru introduce SK Telecom un business

plan and legal

perspective uh before uh diving deep uh

I first introduce SK group and SK

Telecom SK group is the second largest

conglomerate in Korea uh which has a

strong presence uh in the IST and energy

and uh

semiconductor uh sector

globally uh SK Telecom plays a role as a

i arm uh for SK group and the number one

telecommunication company in Korea uh

along with the most advanced AI

technology and uh telecommunication

technology then

uh in on this slide do you notice what

the items uh you see on this slide have

in

common in fact uh the just 10 or 15

years ago all of these technology are

considered unfeasible in the uh aviation

industry uh but thanks to various

technology development uh we we have had

uh throughout uh the last decade uh the

aviation industry is being

proliferated with eend technology and

Innovation uh with this way uh many

international organization and country

are trying uh

their best to conduct meaningful uh

demonstration and trials uh that lead to

actual commercialization of these

technology UA or ior are one of the the

those Innovations um and

ior uh S Pro Electric vertical takeover

and Landing aircraft is steadily being

developed thanks to its outstanding

characteristic uh such as a low noise

and

echoist uh it means uh uh zero carbon

emission and safety and low altitude

flight along with the battery cap

capacity and Technology development and

then it's on the verion of uh

commercialization then uh what is U

uh U stands for uh Urban Air mobility

and it's also known as a Advanced Air

Mobility a or l air Mobility ra or uh

innovative air

Mobility I am um as other uh speakers

explained uh it's very new type and it's

a noble uh transportation that uh

carries passenger and uh cargo uh over

the over

area globally we are expecting the UAM

to be the game changer as a cutting it

ution for traffic congestion and uh

pollution in the metropolitan City uh

more importantly through the use of

electric powered eitor which allows as I

said zero emission and cap capability of

vertically takeover

Landing then

uh even though I emphasize the

importance of ior in un business but uh

we uh

the um as a whole should be understood

uh in a broader perspective uh as you

can see on the slide

uh U is not just focus

on the ior aircraft it's a huge industry

that consists of uh so many stakeholders

as you want see this slide first of all

the there must be on the OEM the

aircraft manufacturer one thing to note

is that uh the OEM should not only

manufacture uh but also prepare for

maintaining the air worthiness of the

aircry as well as training of personnal

uh like uh

pilot J Aviation and

or uh or Archer and so on could be

examples of

manufacturer next we uh as we cannot

pilot the ior by ourselves we also need

a service provider such as the air

carrier who uh provid service operation

as well as traffic management for safely

uh operating the aircraft then uh we

need massive uh infrastructure like bur

Port which serve as a airport Pro ior

aircraft so uh it can successfully take

up and uh land

vertically one uh big difference between

bird prot and existing helipad is that

bird prot needs to be equipped with

electric charging infrastructure for the

aircraft I see uh a lot of government

officials here uh so what are the

government part's law assuming that this

three parts previously introduced uh

done by private

sector as a emerging industry how the uh

regulation are shaped in U is crucial

part for success

uh we expect the regulatory bodies to be

preparing for a holistic uh legislation

and guideline for business right

permission for uh lot or broad report

specialized law and criteria or

processes on qualification and

certification in a local business P

perspective SK Telecom has also has Keen

interest on cooperation with local

government

uh local government will

play uh important role in developing

specialized l or authorizing bird report

or all factoring in local characteristic

and

communities at this point many of you uh

might have a

question as I explained about SK Telecom

SK Telecom is a telecommunic

telecommunication company then why why

uh why is it drilling a u business or

Aviation

business SK Telecom uh have the goal to

transform our fundamental business or

identity into uh AI reading company uh

utilizing our Cutting Edge AI technology

and the digital

infrastructure our bus strategy could be

found in uh AI pyramid

as you can see on this

slide and AI pyamid consists of AI impra

the bottom line and AI ax means AI

transformation and the top is AI

service ax is a is the concept that

applies the AI uh technology into uh new

new business new uh industry such as U

and Healthcare and expand AI technology

into uh the existing telecommunication

uh business area the UAM belongs to the

uh ax sector and uh as a part of this we

are trying to uh transform our identity

into uh the advanced Mobility company

powered by uh AI

technology so

we uh as Telecom see U business as the

Paramount growth engine uh of this uh

particularly we are preparing for U

service that supports various function

such as ATS B and Bird Pro as well as

PRI

operation SKT and jby Aviation uh the

global litor has developed a strong

partnership preparing for the whole

industry and value chain since the first

strategic collaboration agreement

signing in early

2022 and the we believe that these

performance you can see on the slide

will make jooby uh to be the first one

uh passing the fa type certification

process uh at the previous session

director M already explained the grand

challenging I'm able to move on the next

slide and the partnership with the local

government uh since the uh SK Telecom is

known as the fastest company to start U

uh business in Korea we got lots of love

C from local government uh each local

government uh has started uh discussion

with SK Telecom uh especially uh eight

regions marked in green have signed the

mou with our Consortium for

commercialization not only signing for

mou but we are also studying on each

Region's environmental characteristic

and it's preparing for specialized L to

fit uh each

region then let's uh Deep dive into the

legal perspective although not a legal

expert expert uh we have had valuable

opportunity to look into um related

standard and regulations and have

discuss discovered some legal Trends as

well as the impact of international

standard and Country specific regulation

on the um

industry

also

uh before coming my opinion on legal

perspective uh let's go through a major

countries uh policies including Korea

but uh d the director of Mor explained

the Korean policy in detail before I

able to skip uh this

slide not only Korea but also uh USA and

uh Europe and other country are prepar

uh competitively introd introducing

policies and actively supporting the

tech technology development in un

bus uh each country is preparing a

proposing uh new regulation and the load

map to suit its unique app uh

environment and legislative uh

process while there are difference in

nation uh policies the current trended

regulation is that they are in line with

uh the existing Aviation system some

countries can come up with the

Innovative solution but uh we can uh

notice that being incorporated into the

uh existing system is important due to

the fact that the aviation uh Aviation

industry is largely based on the

internationally accepted

standard speaking of international

standard the biggest reason why the

national regulations in the in the

aviation industry are similar to each

other is because uh they are tend to

comply with iow International standard

information exchange and compliance

across the border is a important con in

the aviation

industry uh since even a single

deviation might result in a safety

risk du it is important for all the

Contracting states to abide by

International standard as such as the um

Regular framework is also closely

related to iow Subs areas that are

particularly depend on dependent on the

subs are uh qualification uh right rules

operation aess communication ATC and

Aviation

information the dependency uh means that

when the subs is rised the UAM industry

will also inevitably be affected by the

lision when dealing with inac and

revision of standard with it is

necessary to examine in a holistic

approach

of course the regulation should value

safety on top of any value however we

insist that uh authorities also take

into consideration the interwined

interest of Industry as well as look for

ways to not harm the revitalization of

industry in particular the U field

requires more holistic review by

Consulting Clos closely with local local

government and Industry Additionally the

IND internet level regulation and N

National level regulations should be

dealt differently when enacting or

reising

them this and the next slide uh shows

some uh consideration for from an

industry

perspective uh first amendments to

International regulations such as I sub

Subs should keep the following items in

mind first of all there exist exists an

a symmetry the level of information

obtained between country the Industrial

Development of each country is obviously

different and the rivel of participation

as well as the possibility of

participating in iow community or panel

activities resting the different libel

information a can country can get

following the uh regulatory changes

another consideration is that uh

different country have different regular

system and characteristic countries with

hard legal system unlike soft leg legal

system require significant amount of

time for

reviewing or adopting a new change there

must be sufficient not in advanc for

this

case finally since the adoption of

international standards has a a profound

impact on the industry as a whole

sufficient communication with various

stakeholders and a contestable review of

the impact of Regulation should be done

uh in advance to minimize negative

impact we understand the critical

importance of international standard in

the UAM industry and ask for those who

participate in an international uh

legislative process to care

examine the national level and Industry

level impact of uh International

regulation SKT is also uh always happy

to discuss the diverse approach we can

collectively take to enlarge the

positive impact of uh International

standard while minimizing the negative

impact on

industry on a more domestic uh level

legislator in country that accept the

international organiz ation or inact New

National regulations should also

carefully examine the impact of policies

one way is to conduct

conative analysis of regulatory impact

in advance and then ctive ctively uh

discussing with the industry

stakeholders after introducing the

regulation it will also be important to

constantly uh check the quantitative

quantitative result whether the

regulation is uh actually function

as it

intended it's not that regulation should

always be alleviated in emerging

industry number one value of safety

should never be

harmed which means in some areas such as

uem uh the regulation uh need to be

strengthened it is yet hard to guarantee

the complete uh safety of the new

aircraft so it is necessary to uh take a

closer uh look into the certification

operation of the new Air new aircraft of

course in the future uh when sufficient

data and verification are obtained we

will have to uh move toward uh easing

the regulation in addition approach

should be made to increase public AC

acceptance so that the public does not

fear or reject the new type of aircraft

and so that there is a room for the

industry to utilize a public

infrastructure or a public project when

revitalizing new uh

Buss although not a long story uh we

have found a different perspective

toward un Poli and uh regulations in the

past few years as a leading company in

Korea uh um industry SK Telecom will not

only try to proliferate uh industry but

also look for ways to continue the uh

bus without harming safety as our top

priority we will constantly look for

ways to contribute to the country and

the industry as a whole UAM may still be

a long way off but will definitely uh

bring about uh so many International and

National paradigm shift I hope that the

public and the private uh work together

to positiv shape shape the standard and

the regulation so the industry can take

part in uh sta promoting their uh

business thank

you uh thank you so much Mr G for your

some giving us a good chance of some

hearing the the from the private

sector's perspective on on how to

address this issue and

also you highlight the the sign was

attached to the the partnership with the

local government and

also uh un business B chain is also very

noteworthy for understanding the UN

ecosystem

afterward our last speaker for this

session is

Mr uh s k he is now Deputy general

manager uh lawyer from Korea airports

Corporation

he will uh uh give us presentation on

legal mind on airospace

integration adoption change and what we

should do so may I uh suggest welcome

him with some Applause Mr K is your

[Applause]

yeah thank you yeah I'm s k i work for

Korea Air Force Corporation as a legal

attorney I'm so excited to speak in

front of many air industry leaders and

experts I really hope my pres

presentation is will be helpful for you

to raise your understanding and a

awareness of new mobilities and air

space

integration okay before getting into the

Pres presentation yeah I would like to

uh briefly say U what I'm going to talk

about today first I will introduce some

new air mobilities like uu or UA and

then I I will explain what is air

airspace integration and why it is

needed and the possible legal issues

arising from yeah as integration and

last I will just yeah just cover what

ials should do for a space

integration okay let's get

started yeah now we are seeing the

Advent of UL mobilities you like UAM and

a a but what you think of a new L

mobilities yeah what comes to mind yeah

probably yeah is it safe yes right so

yeah according to the esa easa study

yeah people's most concerns about U

Mobility or safety yeah whatever new air

Mobility is yeah there are yeah three

crucial factors to consider consist of

that the first thing is the aircraft

itself yeah like if we told of UAM the

second thing is yeah ground part like a

44 of UAM the last is yeah Aviation yeah

all these things are important but I

would like to give priority to Aviation

because it is uh yeah directly related

to uh safety and I think the a space

interation will be the first step to do

with this safety

matter and what is space integration

yeah unfortunately there's no definition

in the official legal uh International

yeah law and guidelines but we can draw

the meaning from yeah many text yeah

aspace integration means when a new air

Mobility is in to airspace to make sure

that it can operate safely under the

existing airspace management system and

usually it ENT tells three things yeah

like our minimal additional

infrastructure and minimal additional

burden to airspace uses and operation

and the current airspace

regulation so what's the best way to

approach yeah space integration and

what's the best best way of

accomplishing Aerospace integration uh I

would like to suggest three ways for

airspace integration yeah the first

thing is to drive and analyze of

possible possible legal issues arising

from the operation concept of Mobility

yeah it can give some feedback to

current operation concept and finally it

will contribute to evolution of the

current operation concept and the second

thing is to apply the new Air Mobility

concept to the domestic laws because

yeah as space interation will be uh

eventually yeah accomplished by yeah

regulating

like yeah domestic lws and the last

thing is the yeah creating Global model

RS applicable to the each stage airspace

law system I think this is the job of

I

okay and now I I will tell you how how

airspace integration is implemented in U

concept yeah this U concept is based on

you know FAA concept version 2

point yes let's look at how uh a space

integration is yeah is implanted to U

concept yeah it consists of segregation

adaptation and change yeah it put uh

altitude scope from 1 to 2,000 ft and it

establish a un cor to yeah disrupt

disrup yeah to you know prevent prevent

this prevent discri disruption and it is

subject to the rules of a space

classification class b c d o e and it

needs some you know evolutional

regulatory framework for UAM airospace

management yeah and the um concept yeah

establish one unique uh way of airospace

management yeah it's called UAM

corporative environment because yeah the

the airospace management is conducted by

a Cooperative service of un participants

uh based on information and data sharing

like PSU or

pic yeah and in more detail yes in um

Corridor ATC doesn't control any or

doesn't provide any air traffic

measurement in U corridors yes yes the

airspace management air traffic

management is conducted by a Cooperative

management Yeah by pic or

PSU and now let's get into legal issues

the first legal issue is a who control U

operation I I think it's very easy yeah

probably yeah the UN pilot but I mean in

un corridors yeah many um operations

yeah happen and simultaneously who

controls um

operations yeah as I said yeah in um

Corridor atis does not provide Air

Traffic Service such as

separation so PSU just provide is U

operator with information about other um

operations in coredor and um operators

also support Cooperative separation

management but there's no entity to

control um operations

directly but do you think uh this

Cooperative management can ensure the op

safe operation of

UAM I think this should be yeah more

verified through the constant reparative

verication and

practices the the second legal issue is

aircraft entering corridors in

uncontrolled

airspace yeah in control air space a TI

ensures separation of nonparticipating

aircrafts from The Cooperative area like

um Corridor but what if aircraft through

um corridors in un controlled airspace

yeah U Pilots can be offered information

from PSU about other operation based on

flight intent but yeah small aircrafts

usually do not have those equipment to

exchange information I think the needs

for plans for this kind of you know

possible contingencies in uncont

controlled

airspace now I just will let's look at

the um operation in control air space as

I mentioned in control air space ATC yes

controls the the movement of all

aircrafts but in un Corridor a does not

directly provide Air Traffic Service to

un par and what if the um corridors are

located in uh yeah controll apress like

Class B C or D yeah according to the uh

concept U concept

yeah the section control by

8s ATS control um operation from

departure to um Corridor and from U uh

from um Corridor to Oro in the within

the um Corridor is control by yeah you

uh PSC or um

operator but yeah considering the class

uh considering

the the safety of UAM it's not easy to

convert

uh control from ATC to uh PSU like that

and you know the the class B is uh the

most uh the biggest uh a air space so

yeah Cons considering the kind of things

the section from body for to cor vice

versa should be

minimalized and now just I'm going to

talk about the legal issues arising from

yeah between UA and

UA yeah yeah the air space of UA is is

basically separated by attitudes so

actually uh yeah it's not likely for U

and and UA just to face each other but

when some of normal situ happens happen

to uas UA may enter un Corridor

especially on in on cont a space

according to UAM and the UTM

architecture there's no direct channels

to communicate with each other and to

share uh information and data so I think

the direct ways to change data between

PSU and USS and should be

made okay the last legal issues about

the uh Amanda can be used for UAM yeah

according to UTM conos one point limit

UA to small u under 55 pounds but no

limit weight in us colums two point so

on on evor can be subject to the

architecture UTM conops 2 point but it

does not conceive transportation of pres

so I think it will be included in the

evolved conops maybe next

conops so from now I'm just uh talk I'm

just going to talk about how are the

Operation new operation concept uh how

apply to ul ul Mobility operation

concept to uh the current existing laws

yeah I'm going to call this process yeah

airspace law integration yeah usually

there are two ways to accept new a

Mobility

operation so one is to change some

respective part of each L the other is

to enact a special act yeah it depends

on each stage L system and let's

legislative policy and tradition but

both ways can be used

complimentarily and now I'm going to uh

tell you how UAM concept is applied to

Korean aor systems basically Korean airw

Korean airw system consist of four main

air related acts Aviation safety act

yeah Aviation P act airport facility act

Aviation Security Act the Korean

government also selected a way of

creating special act to accept new air

Mobility however if both special acts do

not cover the whole essential parts of

the operation the four main acts also

need to be amended on some relevant

parts now let's look at now let's look

at um speci law integration about

establishing un C the UN special act OS

the minister of land and transport to

establish um Corridor on the airspace of

the areaer for a um operation however

there are no detail regulations on

procedures of establishing un

Corridor yeah basically the matters

related to the establishing and managing

space as deeply related in the aviation

safety act

and and I think it's important to apply

and interpret the act so that both do

not compete with each other

yeah look at this this is the table of

classification of airspace in Korean

airw uh look at the warnings airspace

yeah you see the ultral life vehicle

PRI what's what is ultral life vehicle

yeah actually yeah Korean a law system

has a unique thing about the U aircraft

classification yeah it classifies the

aircraft uh yeah by weight so in terms

of a m aircraft if it is more than 150

kilg uh is a m aircraft but it's under

150 kg it's not M it's just yeah UT life

vehicle but anyway uh if a um coridor is

going to be set on some air space uh

probably the Korean government will put

the yeah Special use of a space like you

know oh un flight a

years yes now let's look at establishing

psus in Korean a space uh Kon aw system

the US Special act impos the Min of

transport to designate

PSU but yeah there are no detail

regulations on procedures of detonating

PSU yes basically the matters relate to

airp are stipulated in aviation safety

act and the air traffic services are

subject to to Aviation safety act it is

essential to establish the procedures on

sharing information and data between H

and

PSU and what's the what's the role of I

yeah the Advent of new air Mobility is

essentially followed by new Norms

regulating uh related legal issues

Advanced Air industry stage will be

leading countries in creating new

procedures and rules to constant and

reparative verification those procedures

are rules or those those procedures

rules will be evaluate through legal

researches and those those evaluation

will lead to the creation of global

modor LS yeah I I C should create Global

modor LS to be appable to the stage

introducing new air

Mobility so uh so now what what should

we do what should we do so yeah I think

think uh as legal as legal experts about

L law yeah I would like to uh I would

like to um finish my pres presentation

with following senten yeah this s

sentence actually yeah the closing

remarks of my this uh my this is a

master degree in Mel about U and drone

laws the l space law is like a large

organism influencing each other and

progress promote another progress this

is why am convinced that the research on

Korean J laws and un laws will help

develop other countries legislation and

IA model regulation for the development

of drone and un laws uh this process

will perhap to continue under each state

legal

regime okay thank

you uh thank you Mr K some for you don't

raised the very difficult legal issues

when

we uh integrate the the UAM into some

non-segregated airspace

later and and some I are you following

the the current today so I think that

some it is more complicated technical

that we expected today

so currently I found that we have 20

minutes uh to a discussion uh on this

issue and first I want to give some one

or two question to these speakers and

I'll open the floor for your

question uh first one is uh it goes to

the two speakers um director Choy and Mr

jnu I found that according

to UAM survey by yasa European Union

Aviation safety agents in

2021 overall perception of UAM is

positive with 83 percentage of

respondant having a very or rather

positive

attitude uh some utilizing U service

afterwards and at the same time many

respondent

consider emergency use cases not for

transportation of people for the time

being as most useful for

society I found that one of the main

concern is

safety as you might understand that that

without safety is not easy for us to see

the the future situation how we see the

some um flying over our

head so I think a policy or Ru maker has

a really toall order of ensuring safety

as a priority

at the same time building a new Mobility

ecosystem uh because the industry is

very some initial stage of n so my

question goes to how can we address

safety how to

classify power lift like e electric

vertical take off of land as a

aircraft how about requirement for

airines and personal licensing so can

you answer my question to for two

speakers one director Cho and Mr

you who will give

first Mr

you yes that was a very difficult

question actually and you talked about

the UAM survey but uh in Korea as well

to get public acceptance we're looking

at convenience

safety and uh three three aspects like

safety is the most important among these

issues so if we don't have safety then

public acceptance cannot be achieved

that's what we believe as uh policy

makers uh there were other presenters

after me that talked about um the

aircraft airworthiness also about air

airspace integration and safety uh who

whoever does that

PSU uh how to do that uh airspace safety

and also ground safety as well all of

that it's things that we need to

consider but

unfortunately the aircraft manufacturers

are doing their work overseas really

these um OEM so you saw the akt talking

about their

presentation uh for the aircraft uh

safety and uh certifications we're

trying to do that together with the

FAA and regarding operation in the skies

and on the ground uh I talked about the

grand challenge that we're doing this

demonstration project but we are doing

all the scenario proving out all the

scenarios the emergency situations as

well and only when that is confident

when we're confident about that we will

launch this service we're starting with

the rural the Suburban areas and then

the urban are that's the three steps

that we're going to take in the Grand

Challenge and each each step we have

these safety rules that need to be

complied with once we prove out these

safety features and the safety

Effectiveness then we move on to the

next stage and continue that's how we're

going to do this Grand Challenge

demonstration project so regarding

aircraft safety the mechanical aircraft

safety maybe you can talk more about

that give us more further information on

that sure I think um you know I think

it's it's really kind of a fundamental

question of you know how does society

accept new technologies right at the end

of the day we're talking about an

aircraft we're talking about new

Innovations we have new Innovations in

aviation going way back right you know

1980s we were using 3D printed Parts in

aircraft um this is something that you

know we we deal with as an industry as

Regulators you know since this industry

started so I think that comes about from

how are we going to be transparent about

all the work that's going on how are we

transparent about what these new

technologies mean you know what's

happening within the aircraft how are we

handling you know the crew training

requirements maintenance

requirements um you know and as well as

the associated infrastructure so I think

I want to be careful you know a lot of

times it's right now it's very easy to

focus kind of on the aircraft aspects of

it and looking at it from airworthiness

standard and and saying what is you know

we have debates all the time what is the

right safety Target you know when we

come at it from a probabilist

probabilistic method of uh safety

analysis you know I think those are I'm

not discounting the importance of it but

you have to look at it with respect to

the entire ecosystem right because

everything is layers of safety and then

for the flying public it's understanding

what that looks like right because

they're going to start looking at what

you know how they view Aviation right

now and then they're going to say how is

this different how do I incorporate this

into my life and how is this going to

impact me and then I think we got to try

to make sure that we're you know working

together to really make sure everyone

understands uh the activities going on

so okay because uh I don't have enough

time so I want to P open anybody who

want

to ask a question so in that case raise

your hand

nobody want to take the

floor so in in that case uh on your

behalf I want to some ask question again

to our speakers my second question is uh

I know

that IO is also doing its

part uh with regard to the

UAM and I found that first I found that

IA revised nx1 on personal licensing to

cover power lift as new kind of aircraft

in

2006 and Mr John already

mentioned and last year IO established

the Advanced Air Mobility study group a

MSG and also uh at the same time IA will

hold this first a symposium in Montreal

this September

so uh in this context which role do you

expect Iko to play in addressing new air

mobility in the future at what input you

want to put this upcoming EO Symposium

so may I ask you to this question

to uh Mr jongil Kim and Mr sang

first oh

before I answer the question uh I beg

your understanding for speaking in Korea

in order to uh convey my opinion exactly

to you

yeah so like I said in my

presentation IAL in the aviation

industry has International standards

they establish the international

standards that that's the their B the

the I body does that and

UAM the industry itself right now is not

even born yet it's preparation stage but

the concepts the conops and the

operation systems need to be defined and

developed but UAM is also part of the

aviation industry is how I look at

it

so UAM

internationally it's not International

transport but within a nation it is

within one State uh this aircraft will

be moving uh that's how we're preparing

it now

but the IAL standards we have to look at

nonetheless I think in building

standards for UAM so I

cow has to have regulation standards for

UAM make it

specific speed up a little bit on your U

efforts is what I like to ask IA because

for each

country they will have their own

specific circumstances and based on that

they make their own policies but later

on this has to converge and it will

converge into IAL standards I believe so

the regulatory framework and the legal

basis and all of that if it takes too

long there's going to be a lot of trial

and errors when this converges so I has

to work more quickly I think on UAM

standards they have to speed up that's

what I think so that each respective

Nation or country and the players within

that Nation can easily prepare for the

UAM

era

yes I I think the final goal of iow is

to to create know new modal Norms to be

applicable to each state yeah but before

that I think the iow should participate

in from the you know ver verification

stage of each state uh because I think

that that's the first step to uh incre

uh create new uh new Norms mod Norms

because uh IO can yeah collect and

analyze some Pro and conss from the uh

each each stage uh verification and each

state status I think it's the first

thing for I should do to

do still thank you so much for your and

still we have some some 7 to 10 minutes

so anybody who want to some ask question

yeah I I found the

person oh

oh

yeah hello I from Sal Regional um

airport Corporation I'm thank you very

much for your presentations and while

listening to your presentations I had

one question so I want to ask question

this to to four of the

speakers so I want to know why we must

make up the

PSU uh because Mr Kung uh explained in

his presentation that uh we need we uh

have to take a look at the issues

between the ATC and PSU and then the

roles of the

PSU uh can can be maybe uh done by the

ATC under the molet as um existing

system so I was wondering why do we have

to make this PSU operator newly because

I believe that it has more like public

purpose so that's why I'm asking you

this question uh thank you so much I

think that Mr choice you can respond to

such

question first of all thank you very

much for that question in the beginning

of commercialization we also are

concerned about the role of PSU because

the public sector should manage and

control right that's what we've been

doing but ultimately the UAM ultimate

goal if I can put it that way if you

imagine that um then PSU is necessary I

think for instance until now in Legacy

uh Aviation the number of players and

the number of aircraft in the sky

relatively compared to UAM ultimate goal

is small that's what I believe so at the

ultimate picture the private sector

should be able to do ond demand

services and I don't think the state can

control all of that uh that's my

question mark That's why PSU I think is

necessary so if I summarize again in the

beginning as you understand well through

an exclusive Corridor UAM will be

operating and we surve provide

surveillance Monitor and then when we

get to Dynamic Corridor then uh the

public systems and information the

public can provide but the private

sector within what the frame that the

public sector has made they should be

able to to do it freely according to

Market principles uh and operate the

system that's what we believe that's why

the government has introduced a PSU

concept but in the initial

commercialization you might not notice

this though but in the road map that we

have established in the second stage in

the growth stage this issue I think not

only Korean domestic but overseas as

well this there will be challenges

around this and whether it's necessary

or not like the person that asked the

question mentioned I think there's going

to be debate about it perhaps down the

road but right now in our road map we do

have PSU in mind it's there and our

conops also considers PSU and the Grand

Challenge is also considering that so

that's why there's PSU roles uh

specifically but in the beginning

initially the role will be uh little but

when we arrive at the mature stage of

UAM then I do believe PSU would be

necessary I don't know if I answered

your question well but that's my

answer say so can can you respond to to

his

question yeah I'm not sure if I fully

understand it in the the correct context

but I I think you're hitting on kind of

the debate that's going on you know even

in the United States when we're looking

at verp ports you know we're questioning

what is the role of you know do we have

temporary exclusive agreements uh for

certain you know ver Port operation ERS

or do we leave it as kind of like a

public good and and um you know take

away sort of that kind of exclusivity um

and I think really it comes down to is

it depends right you know I think every

state um and I use that in the US right

even in different states within

localities in the United States we're

going to have different considerations

right um I think the most important

thing and maybe this goes back to the

question about ao's involvement is you

know regulation you have to be very

careful with regulation um my colleague

here I'm not not contradicting I I think

um if I think about the movie Fast and

Furious you know there's a line you know

smooth as slow and slow as F or slow as

smooth and smooth as fast right I think

we have to be very careful before we

regulate too too stringently that we

understand you know how is this industry

going to evolve first and make sure that

we're applying attention at the right

places and at other places is allowing

industry to innovate and go as fast as

they can go right um and I think that's

the balance that every country is going

to kind of have to decide on their

own M do you

wants

good yes about the role of PSU there's a

lot of opinions that could be possible

and this is just personally my own

personal opinion but UAM in the aviation

industry I told you it's part of the

aviation industry but if you look at the

characteristics of UAM whether it's

transport or Mobility we have to look at

it that way uh existing Aviation you

have airport to airport it's transport

it's a concept of Transport from airport

to airport but UAM is more Mobility it's

in the air of course it's Aviation

because it's in the air but the mobility

characteristic is that there's no uh

Point that's designated let's say so the

people that use this can move move from

the point that they want to a random

point that they choose so that's why

it's

mobility and UAM the ultimate goal like

Mr chess said uh it's going to be highly

dense uh whether it's a dynamic Corridor

or fixed Corridor or it's going to be

very dense there's going to be a lot of

aircraft there can ATC cover all of that

you have to think about it and so that's

why there's the concept of

PSU but in the beginning of

commercialization will we need PSU I

don't know that's something that we have

to review maybe in the early stages you

don't need it but uh in a more midl long

term when we get to high density levels

we need that that's what we're talking

about but in the initial

commercialization

stage it's only a few aircraft that will

be in operation so whether PSU is needed

immediately that's something we can

think about but ultimately we will need

PSU

and we do need to test it out in the

early stages for that later stage that's

what I think okay so that's what I want

to say go

ahead yes I I think they are creating

PSU is because of the one principle of a

un yeah operation concept yeah as I said

yeah it just minimalized the burden to

you know existing air traffic controller

but I just mentioned and nobody knows

the it can guarantee the safety of UAM

so I think you know the more you you

know the it it should be more verified

and more verified more tested through

yeah constant test and practices so

because nobody knows now yeah okay

thanks so much some any further

some who want to ask any question

if not I want to conclude our session on

new Mobility uh thank thank you much

everyone and uh for speakers for your

some good presentation and and and the

uh attention for this

session I really hope that our

discussion today could provide some

insightful uh

some uh for any state or any other some

institution who want to plan or

Implement new Mobility related

Innovation into existing Aviation system

in a more effective some safety safety

Manner and also I hope that some uh our

discussion today uh provide a real good

input to the io uh am Symposium uh in

September in Montreal thank you and for

your attention today thank you

[Applause]