Users of the In-Time System-Wide Safety Assurance (ISSA) and Concept of Operations
Liberty University
AVIA 409 - Safety Management Systems
Professor: Andrew Walton
2022
Users of the In-Time System-Wide Safety Assurance (ISSA) and Concept of Operations
Stakeholders in the ISSA ConOps are entities that represent different business sectors, government
roles, academic technology and research expertise, and aviation safety experts. Some of these entities
and their definitions are taken from the UTM Concept of Operations (FAA, 2018).
1. Public consumers of UAM businesses.
2. UAM operators, e.g., cargo carriers
The Operator is the person or entity responsible for the overall management of his/her UTM
operations. The Operator meets regulatory responsibilities, plans flight/operations, shares operation
intent information, and safely conducts operations using all available information. Use of the term
‘Operator’ in this document is inclusive of airspace users electing to participate in UTM, including
manned aircraft Operators, except when specifically called out as a manned or UAS Operator.
3. Remote pilot in charge (RPIC)
The RPIC is the person responsible for the safe conduct of each UAS flight. An individual may serve
as both the Operator and the RPIC. The RPIC adheres to operational rules of the airspace in which the
UA is flying, avoids other aircraft, terrain and obstacles, assesses and respects airspace constraints and
flight restrictions, and avoids incompatible weather/environments. The RPIC is capable of monitoring
the flight performance and location of the UA. If safety of flight is compromised, due to sensor
degradation or environmental vulnerabilities, the RPIC is aware of these factors and intervenes
appropriately. More than one RPIC may take control of the aircraft at different, but sequential times
during the flight, provided at least one person is responsible for the operation at any given time. The
RPIC may be located at a Ground Control Station (GCS).
4. USSs
A USS is an entity that provides services to support the safe and efficient use of airspace by
providing services to the Operator in meeting UTM operational requirements. A USS (1) acts as a
communications bridge between federated UTM actors to support Operators’ abilities to meet the
regulatory and operational requirements for UAS operations, and (2) provides the Operator with
demand forecasts for a volume of airspace so that the Operator can ascertain the ability to efficiently
conduct their mission, and (3) archives operations data in historical databases for analytics, regulatory,
and Operator accountability purposes. In general, these key functions allow for a network of USSs to
provide cooperative management of low altitude operations without direct FAA involvement. USS
services support operations planning, aircraft de-confliction, conformance monitoring, and emergency
information dissemination. USSs may also work, if applicable, with local municipalities and communities
to gather, incorporate, and maintain airspace restrictions and local airspace rules into airspace
constraint data (e.g., preemptive airspace). USSs may also provide other value-added services to support
UTM participants as market forces create opportunity to meet business needs. See Appendix D for a
more detailed description of a USS.
5. USS Network.
The term ‘USS Network’ refers to an amalgamation of shared UAS Operator data, or the mechanism
by which Operators and mostly likely their supporting USSs share data or interact with one another (e.g.,
USS makes intent (or other) information available to all of the other USSs). In the UTM construct,
multiple USSs can and will operate in the same geographical area and thus may support “overlapping”
operations that require orchestration. In this environment, the USS network shares operational intent
and other relevant details across the network to ensure shared situational awareness for UTM
participants. Given this need for USSs to exchange a minimum set of data, the USS network must
implement a shared paradigm, with methods for de-confliction or negotiation, and standards for the
efficient and effective transmission of intent and changes to intent. This reduces risk to each USS and
improves the overall capacity and efficiency in the shared space. The USS network is also expected to
facilitate the ready availability of data to the FAA and other entities as required to ensure safe operation
of the NAS, and any other collective information sharing functions, including security and identification.
6. SDSPs
USSs can access Supplemental Data Service Providers (SDSPs) via the USS network for essential or
enhanced services (e.g. terrain and obstacle data, specialized weather data, surveillance, constraint
information). SDSPs may also provide information directly to USSs or Operators through non-UTM
network sources (e.g., public/private internet sites).
7. Flight Information Management System/FIMS.
FIMS is a gateway for data exchange between UTM participants and FAA systems, through which
the FAA can provide directives and make relevant NAS information available to UAS Operators via the
USS Network. The FAA also uses this gateway as an access point for information on operations (as
required) and is informed about any situations that could have an impact on the NAS. FIMS provides a
mechanism for common situational awareness among all UTM participants and is a central component
of the overall UTM ecosystem. FIMS is the UTM component the FAA will build and manage to support
UT0M operations.
8. FAA
The FAA is the federal authority over aircraft operations in all airspace, and the regulator and
oversight authority for civil aircraft operations in the NAS. The FAA maintains an operating environment
that ensures airspace users have access to the resources needed to meet their specific operational
objectives and that shared use of airspace can be achieved safely and equitably. The FAA develops rules,
regulations, policy and procedures as required supporting these objectives. With UTM, the FAA’s
primary role is to provide a regulatory and operational framework for operations andto provide FAA
originated airspace constraint data to airspace users (e.g., airspace restrictions, facility maps, Special Use
Airspace (SUA) Special Activity Airspace (SAA) activity). The FAA interacts with UTM for information/data
exchange purposes as required, and has access to data at any time (via FIMS) to fulfill its obligations to
provide regulatory and operational oversight.
9. Ancillary Stakeholders
Other stakeholders, such as public safety and the public, can also access and/or provide UTM
services as an SDSP or via USSs/USS network. As a means to ensure safety of the airspace and persons
and property on the ground, and ensure security and privacy of the public, public entities can access
UTM operations data. This data can be routed directly to public entities such as the FAA, law
enforcement, Department of Homeland Security, or other relevant government agencies on an as-
needed basis. To accomplish this, a USS must be (1) discoverable to the requesting agency, (2) available
and capable to comply with an issued request, and (3) a trusted source as mitigation actions may be
taken as a result of the information provided.
10. Vert port operators
11. Pilots, e.g., commercial, GA, rotorcraft
12. Maintenance personnel13.Weather forecasters
14. Vehicle and system design engineers, and test engineers
15. Members of Standards Committees
16. IASMS safety experts (e.g., ASIAS-like analysts for post-flight data fusion and analysis)
17. FAA Air Traffic Organization personnel (e.g., air traffic controllers, airspace and procedures
specialists
18.State and local officials
