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Leading proposals for Advanced Air Mobility (AAM) recognize the need forstrategic and tactical airspace deconfliction, where the need for coordinationappears in different forms and nuances. One recurring element is the use ofpre-defined airways or corridors, a natural way to create order, with provensuccess from the conventional, manned, Air Traffic Management (ATM). But, whileATM is evolving to 4D Trajectory-Based Operations, when we apply the ATMprinciples to very dense and potentially more complex operations such as AAM,we have to consider their limitations in such demanding new environment. Therequirement of following circulation corridors most often increase flightdistance and inevitably create bottlenecks, hence we explore the hypothesis ofnot using corridors, testing such option via a simple and scalable simulationmodel. Other motivations for comparing different forms of traffic coordinationare redundancy and diversity, which have potential to increase system safety.Relying on a single method to maintain traffic separation of course would notbe allowed in practice. However, the concepts that we have seen so far leave agap between two very distinct and co-existing methods: one, cooperative andcentered on a ground-based Provider of Services for UAM (PSU), and another,which is mostly non-cooperative and independent, centered on the individualaircraft, commonly referred to as Detect-And-Avoid (DAA). This duality achievesa welcomed diversity, however presents several points for improvement.  In-between these opposite methods, this paper analyzes the performance of anairborne cooperative method to coordinate traffic which is capable of safelysolving conflicts of multiple aircraft (more than two) and achieve higherefficiency than DAA alone, thus with potential for being an alternative or alive fallback for ground-based traffic coordination.

Decentralized Air Traffic Management for Advanced Air Mobility