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Detect and Avoid for UA COST ES0802 02 nd – 04 th of September 200 9 Dr. Dirk-Roger Schmitt - Dipl. Phys. Mirsad Deli ć German Aerospace Center. EuroHawk. LUNA. EMT - GFX Fancopter B1. Aladin. Contents of the Presentation. D&A Study Description of the Study Problems D&A in case of UA - PowerPoint PPT Presentation
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Detect and Avoid for UA
COST ES0802
02nd – 04th of September 2009
Dr. Dirk-Roger Schmitt - Dipl. Phys. Mirsad Delić
German Aerospace Center
2AT-One, COST ES0802, Dipl. Phys. M. Delic
EMT - GFX Fancopter B1Aladin
EuroHawk LUNA
3AT-One, COST ES0802, Dipl. Phys. M. Delic
Contents of the Presentation
D&A Study Description of the Study Problems D&A in case of UA Approaches:
1. Comparison of an UA with the capabilities of a human pilot
2. Which level of D&A reliability has to be reached by an UA?
3. Special UA Safety Net extension vs. D&A Results of the Study
WASLA HALEUA Mission Simulations
Basic Scenario Aspects of the Scenario Simulation Platform
4AT-One, COST ES0802, Dipl. Phys. M. Delic
Description of the Study
The D&A Study was a contribution to the development of the basics for the admission and operation of Unmanned Aircraft in the German Airspace.
The main aim of this study was the formulation of respective requirements.
The result are supposed to show the way for the usage of UA in various fields of application, e.g.:
Military: Surveillance and exploration of dangerous areas
Civil: Freight transportation Others: e.g.
o Surveillance of borders (land and sea)o Detection of environmental crimeso Support of police activities
5AT-One, COST ES0802, Dipl. Phys. M. Delic
Problems D&A in case of UA
Which requirements have to be fulfilled in order to allow UA to participate in regular air traffic?
Is it necessary to extend existing security rules or are the already existing ones sufficient?
Which Safety Net elements are useful and/or is there a need for changes?
Is it possible to use existing procedures?
Procedures for critical situations?
How shall UA be introduced in regular airspace?
6AT-One, COST ES0802, Dipl. Phys. M. Delic
First Approach: Comparison of an UA with the capabilities of a human pilot
Main question: What are requirements for a human pilot in order to be allowed steering an aircraft?
Consideration of existing FAA/ICAO regulations and procedures for the manned aviation
Link to study WASLA/HALE - AP4100/4200 “Specification of a generic Sense & Avoid System”
Problem:This approach is only suitable to a limited extent since it is necessary to use statistical medians that are influenced by several factors: visual faculty, fatigue, concentration, health condition, etc.
7AT-One, COST ES0802, Dipl. Phys. M. Delic
Second Approach: Which level of D&A reliability has to be reached by an UA?
Aims: Reach the reliability of a human pilot The risk for third parties in regular airspace shall not
be increased by the operation of an UA.
The reliability requirements are derived from statistics, see study WASLA/HALE – AP4100/4200 „ Specification of a generic Sense & Avoid System“
Statistical values are appropriate to determine the reliability of an UA.
8AT-One, COST ES0802, Dipl. Phys. M. Delic
Third Approach: Special UA Safety Net extension vs. D&A
In which airspace shall UA be used first? Controlled airspace, TMZ (Transponder Mandatory
Zones), if necessary implementation of TTMZ (Temporary Transponder Mandatory Zones)
Extension to other airspaces?
Which useful sensors are available and are the existing procedures sufficient?
Performance of UA? Need for researches about: climbing and descent
properties, speed, avoidance properties, cruising altitudes, etc. Development of suitable operational procedures in order to allow a stepwise introduction (gathering of experience)
9AT-One, COST ES0802, Dipl. Phys. M. Delic
Third Approach: Special UA Safety Net extension vs. D&A
Can safety systems for manned aviation be transferred directly to unmanned aviation?
Every suitable sensor system has to be checked in detail for serviceability.
E.g. ACAS: As part of the Safety Net, this system is qualified, but procedures must be generated, how and when an UA has to react on respective advisories.
Is it possible to reduce the demands for D&A by adjustment of the first three safety layers or can it be even made unnecessary?
How would the minimal operational requirements (MAPS und MOPS) look like?
10AT-One, COST ES0802, Dipl. Phys. M. Delic
Third Approach: Special UA Safety Net extension vs. D&A
Special Case Airport: Which systems are necessary in order to assure safe starts, landings and taxiing?
Datalink for communication and transfer of the taxi Airport map database – problem, how to keep it continuously up-to-date
TIS-B ADS-B Optical sensors, GPS, Galileo, etc.
Prevention of system failures ? Redundancy of essential systems Emergency procedures for automatic flying in case of
communication problems with ATC and/or operator.
11AT-One, COST ES0802, Dipl. Phys. M. Delic
Results of the Study
The D&A Study consists mainly of three essential components:
Research in the following areas:o UA: performance, reasons for malfunctions, fields of
application, operational scenarioso Sensors: technology, fields of application,
performanceo Safety Aspects: Safety Net, TCAS, ADS-B, A-SMGCS,
data linkso UA Projects: aims, results and experienceso German Airspace: layout and legislation
Analysis of data gained in the research and evaluation of different approaches for the development of respective requirements and recommendations
Development of requirements and recommendations
12AT-One, COST ES0802, Dipl. Phys. M. Delic
Results of the Study
Possible steps in the future: Stepwise introduction of UA, depending on Airspace
and mission definition
Use of new technology, e.g. TIS-B and ADS-B
Improvement of sensors in order to allow an earlier conflict detection
ASAS: Minimum distance to other aircraft should be bigger than in case of manned aviation
Generation and improvement of procedures concerning flight characteristics, change manoeuvres and reactions on critical situations
13AT-One, COST ES0802, Dipl. Phys. M. Delic
WASLA HALE
Participants:DLR (Lead)Deutsches Zentrum für Luft- und Raumfahrt e.V.
EADS (Subcontractor to DLR) European Aeronautic Defence and Space Company
ESG (Subcontractor to DLR) Elektroniksystem- und Logistik- GmbH
DFS (Subcontractor to DLR) Deutsche Flugsicherung GmbH, Langen
WTD 61Wehrtechnische Erprobungsstelle 61 in Manching
sponsored by:
14AT-One, COST ES0802, Dipl. Phys. M. Delic
WASLA HALE
Main objective of the project:Development of procedures and techniques for the integration of UA into civil controlled airspace and their validation in simulation and flight trials.
Project consists of 3 phases:1. Phase (2000): Definition Phase2. Phase (2001 – 2004):
procedure development (focus on emergency procedures)validation of procedures in ATC simulationsdevelopment and flight testing of a UAV evaluation
platform based on DLR’s research aircraft ATTAS3. Phase (2006 – 2008): Focus on “See and Avoid” aspects
15AT-One, COST ES0802, Dipl. Phys. M. Delic
WASLA HALE
16AT-One, COST ES0802, Dipl. Phys. M. Delic
WASLA HALE
Safety Layers in Civil Airspace
German UA Demonstrator Program WASLA-HALE
PHASE III
PHASE I+II
17AT-One, COST ES0802, Dipl. Phys. M. Delic
UA Mission SimulationBasic Scenario
The following scenario shall be used for the simulations:
• Start of HALE UA from home airport• Climb to cruising altitude• Flight to operational area• Flight back to home base and landing on airport
The simulations shall refer only to the flight phases within the airspace of the Federal Republic of Germany.
For the simulations real traffic data shall be used.
18AT-One, COST ES0802, Dipl. Phys. M. Delic
Basic Scenario
FL410
FL250
FL150
Enroute
Climb
Landing
Descend
Take-off
Germany Mission Area Germany
19AT-One, COST ES0802, Dipl. Phys. M. Delic
Aspects of the Scenario
In the simulations the following aspects shall be considered:
• Referring to regular traffic:o Traffic at different times of the day most
suitable time for Take-Off and Landingo Different airports for Take-Off and Landing
• Referring to UA:o Different trajectories for climb and descent
phases, i.e. different kinds of restricted areaso Different types of UA, i.e. different performance
during climb and descent phases
The aim is to find the most suitable airport, time and trajectory for climb and descent of an UA.
20AT-One, COST ES0802, Dipl. Phys. M. Delic
Simulation Platform
For the simulations the following DLR internal applications shall be used:1. Air Traffic Simulator
• Supports 2 kinds of traffic scenarios:o Simulation of the surrounding traffic of one aircrafto Simulation of up to 10000 aircraft departing and arriving
• Use of specific and defined aircraft types (BADA format) as UA: main reference type is the Cessna Citation II-CE 550
• Use of three airports:o ETNS (Schleswig – Jagel)o ETSI (Ingolstadt – Manching)o ETSH (Schönewalde – Holzdorf)
• Two different kinds of climb phases (in restricted area):o “Helix” above the airport area (radius: 10 km)o “Tunnel” for straight climbing
21AT-One, COST ES0802, Dipl. Phys. M. Delic
Simulation Platform
2. Integrated Pilot Assistance System CCG 2008• Advanced FMS• Consists of the four modules: HMI, Planning,
Interfaces and Situation Assessment
22AT-One, COST ES0802, Dipl. Phys. M. Delic