sesar rpas definition phase results & way forward · sesar conops and rpas 4 sesar conops fully...
TRANSCRIPT
Brussels - December 2nd 2014
SESAR RPAS Definition PhaseResults & Way Forward
Denis Koehl
Senior Advisor
SESAR Joint Undertaking
Content
The Rationale
The EC Mandate
Requirements & Challenges
SESAR RPAS Demonstration Projects
Civil RPAS Integration into the European
Aviation System (RPAS Definition Phase)
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SESAR ConOps and RPAS
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SESAR ConOps fully recognises RPAS:
“The Concept of Operations at a Glance” (definition phase) updated to solve deficiencies in relation to military and GA/R operational needs and constraints
This ConOps responds to the operational vision and operational objectives developed by the airspace users with due regard to the evolving capabilities and requirements of service providers and airports, whilst considering the characteristics of every type of aircraft that requires access to the airspace
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Accommodation or Integration?
Accommodation Integration
The answer is “Integration”
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Integration challenges
Performance
Detect & Avoid
Data-Link / Spectrum
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Types of Operations
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Instrument Flight Rules or IFR
Visual Flight Rules or VFR
500 ft------------------------------------------------ 500 ft
Very Low Level Operations• Visual Line of sight (VLOS)• Extended-Visual line of sight (E-VLOS)• Beyond visual line of sight (B-VLOS)
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IFR/VFR - Timeframe 2014-2028
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Large R&D effort identified
Detect & avoid Airspace and Airports access C2 communications Human factors Contingency Security SESAR compliance
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Large R&D effort identified
Detect & avoid (replicate the human ability to see & avoid)
C2 communications Human factors including mixed fleet compatibility Contingency Security SESAR compliance
B-VLOS below 500ft is completely new to aviation
B-VLOS - Timeframe 2014-2020
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RPAS will generate the emergence of a new service sector
RPAS limited by flight authorisations not aligned one-another and limited to segregated airspace
Need to develop a seamless regulatory framework and enhance the coordination of various on-going R&D initiatives
A broad, safe and swift RPAS integration into the EU civil aviation system requires an enhanced coordination between the numerous actors and the different activities involved (regulatory, R&D and others)
RPAS integration in airspace will be gradual and subsequently alleviated as soon as technology, regulation and societal acceptance progress
In a Nutshell
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Mandat
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Address the R&D requirements related to RPAS integration into the European civil aviation system
Aim: integrate RPAS in the aviation system
In line with the European for RPAS integration
Identify what are the essential R&D activities
Funded under Horizon 2020
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Requirements & Challenges
Requirements for RPAS integration are linked to the European ATM Master Plan and the ICAO Global Plan/ASBU timeline
RPAS will have to fit into the ATM system (and not the reverse), with required adaptations to enable the safe integration of unmanned systems
RPAS will have to prove to be as safe as current manned vehicle operations and, their behaviour in operations, to be equivalent to manned aviation, in particular for air traffic control
Thus, RPAS integration into the Aviation System shall comply with:• existing and consider future regulations and procedures developments
• the SESAR CONOPS(trajectory management)
• ATC rules/procedures
• capability requirements applicable to the airspace within which they operate
And not to:
• impact negatively the operations of the current system and its performance
• compromise existing aviation safety levels nor increase risk levels.
The way RPAS operations will be conducted, as regard to ATM operations has to be equivalent to manned aircraft
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Normal RPAS Operation:
Unmanned aircraft made little or no difference to ATM operations• speed differentials for some RPAS compared to commercial aviation
posed more of a challenge but well within ability of ATCOs
• R-T for normal operation was the same as manned aviation
• considered more predictable
• sector handover identified no issues
• no significant increase in ATCO workload
ATCOs developed techniques for RPAS operations
Operational transponder considered essential
Control Station handovers• seamless, but RPAS pilots should ensure that handovers do not
coincide with sector handovers
• should be as transparent as possible to the ATCO
Initial Findings from SESAR RPAS Demo Projects (1/2)
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Abnormal Events and Situations:
Increase in ATCO workload• consistent with manned aviation
Slow speed of RPAS was considered positive and negative
RPAS considered significantly more predictable than manned aviation
Backup communication between ATSU and RPAS Pilot• worked well in simulations
• specific procedures required
Sector Handovers gave no problems
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Initial Findings from SESAR RPAS Demo Projects (2/2)
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Refine the essential R&D activities for the integration in the EU Aviation System in the context of the Single European Sky initiative, as of 2016 and beyond
Identify globally interoperable and harmonised ATM requirements and enablers to meet the performance requirements
Produce a R&D and Validation programme - including planning, costs and priorities, as required by the different identified ATM requirements and enablers
Establish a high level implementation timeline, including costs and priorities
Provide material supporting the alignment of the legislative, financial and regulatory frameworks required for the deployment, including incentive mechanisms
Structure and organise the RPAS R&D needs to anticipate the 2015 update of the European ATM Master Plan
Necessity of the SESAR RPAS 2020 Definition Phase
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SESAR RPAS Definition Phase
The RPAS Definition Phase will result in the following activities:
Regulatory and Business Framework
Performance Requirements and Assessment
Operational Changes in ATM
Enabling Systems
Validation Needs
SESAR RPAS R&D Programme requirements and outline
Input to the EU ATM Master Plan
There is not intend to define a separate RPAS SESAR Programme for R&D
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Roles and allocation of work
Act. # 1 - IFR/VFR & BVLOS - D&A (2013-2018) - Saab
Act. # 2 - IFR/VFR & (B)VLOS - Comms C2 data link - Honeywell
Act. # 3 - IFR/VFR & BVLOS - Airspace Access and Airport Operations - CANSO
Act. # 4 - IFR/VFR & (B)VLOS - Contingency (2014-2018) - Airbus
Act. # 5 - IFR/VFR and BVLOS - Human Factors (2014-2019) - Eurocontrol
Act. # 6 - Security (2013-2018) - SESAR JU
Act. # 7 - Demonstrations of best practices (2013-2016) - SESAR JU
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Roles and allocation of work
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Integration RPAS into SESAR 2020
RPAS activities
SESAR Projects
IFR, VFR & B-VLOS: D&A, Comms C2 Data, Airspace Access, Human Factors, Contingency – Security - Demonstrations of best practices
Enhanced Arrivals & Departures, Integrated Surface Management, Airport Safety Nets, Advanced Airspace Management, Separation Management TMA & En-route, Trajectory & Performance Based Free Routing, Enhanced Air & Ground Safety Nets, CNS, 4D Trajectory Management, AVS, SWIM, Common Services, CWP/HMI
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SESAR New Membership Accession Process
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• Launch of the CFI (closed)
• Evaluation of applications (closed)
• ADB Decision authorising negotiations with candidate members and entrusting the Executive Director to negotiate the conditions of accession
• Notification of outcomes of the evaluation & invitation to participate in Dialogue Phase (end October 2014)
Phase 1 – Pre-selection
July – October 2014
• Dialogue on technical content (November 2014 – March 2015)
• Dialogue on contractual and financial conditions based on current MA-MFA principles (December 2014 – March 2015)
• Closure of dialogue – IBAFO (including final DOW and agreements) (March 2015)
Phase 2 – Dialogue
Nov. 2014 – March 2015
• Evaluation of BAFO
• Award of membership on the basis of BAFO value for money
Phase 3 – Selection
Q2-Q3 2015
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