UAV CERTIFICATION & TRAFFIC INSERTION SINGAPOUR

DIRECTION DE LA PROSPECTIVE

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UAV CERTIFICATION &

TRAFFIC INSERTION

Singapore Seminar Saint Cloud March 1st & 2nd


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CERTIFICATION

Part 1


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NAVDROC NAVigabilité des DROnes Civils

NAVDROC

Call for tender prepared by SFACT (French FAA) 2001

Leader : EuroUVS Subcontractors : Dassault Aviation, SAGEM, THALES

Subject : to review JAR23, JAR VLA, JAR27 paragraphs and to determine paragraph per paragraph if the paragraph can be maintained as it is, as to be deleted or as to be modified for its application on UAV.

Dassault Aviation was in charge of JAR23. (SAGEM JAR-VLA, THALES JAR-27)

One year study.

CONCLUSIONS

JAR Safety objectives are only oriented to the protection of inboard people

For UAV safety objectives have to oriented to the protection of on ground people

FAR23 AC 23-1309-1C is a useful document, it will have to be adapted for UAV applications.


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JAA Eurocontrol Task Force

TASK FORCE

Create in September 2002 at the initiative of EuroUVS & request of Swedish CAA

JAA Leader : M. Morier

WORK & ORGANISATION

Develop and deliver a CONCEPT for European regulations for civil UAVs, its justification and recommendation for a future regulatory work.

Group 1 : Safety & Security

Group 2 : Airworthiness (navigability)

Group 3 : Operations, Maintenance, Licensing

Group 4 : ATM (under EUROCONTROL)

PARTICIPANTS

European industry : Dassault Aviation, EADS, Alenia, SAAB, IAI, Baé, THALES…….

National authorities : French DGAC, UK Swedish Italian CAAs, FAA …...


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CONCLUSIONS

High level reflection work, not a detailed work.

Eurocontrol not active at all (no work relative to ATM UAV insertion)

Following work to be done under EASA control (JAA no longer exist)

The report is becoming a "reference document" for definitions and methodology

ADVANTAGES DRAWBACKS

Opportunity to create a European UAV airworthiness community

Possibility for European industry to have a better view of UAV airworthiness methodology

Possibility to exchange point of view with the FAA & UAV US associations

Great experience for expertise

Negative attitude of Eurocontrol (Eurocontrol not ready to accept UAV in the ATM)


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DASSAULT AVIATION ACTIVITIES

Participation to work package 2 (Airworthiness)

Proposition for a method to establish UAV Safety Objectives based on expertise on civil aircraft (Falcon family) and air combat aircraft (Mirage 2000, Rafale)

Proposition described in appendix 3-5 of JAA UAV task force.

UAV SAFETY OBJECTIVE PRESENTATION


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Civil European UAV Certification

EASA (European Aviation Safety Agency)

Created in 2002 by the European Commission (active in 2003)

Supranational European authority in charge of the certification of civil aircraft and UAVs (above 150 kg)

In the future EASA will cover all airworthiness, licensing, operations and ATM aspects. EASA will have activities similar to the FAA

Rules defined in "EC regulation 1592-2002" (JAA Eurocontrol task force has proposed amendments to the text to improve the UAV regulatory activities)

European nations as France are no longer authorized to deliver civil type certificate

EASA ACTIVITIES IN UAV DOMAINS

Will publish by mid March a A-NPA on UAV on essential requirements for UAV Main purpose is to see how the industry will react to UAV airworthiness activity This NPA is based on JAA TASK force conclusions and is a follow up of the JAA Task force activity.


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French UAV Military Certification

DGA (Direction Général de l'Armement)

DGA is the French MOD

DGA has decided in 2003 to apply to military aircraft a certification process similar to the process applied on civil aircraft.

Now future military aircraft and Uav will be certified

This change is a request to be in conformity with ICAO and EASA rules

The application is scheduled for first semester of 2005.

EUROPEAN ORGANISATION

There is no military organization in Europe similar to EASA

Certification type will be delivered by the nations.


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USAR UAV System Airworthiness Regulations

USAR

DGA has decided in 2004 to prepare a certification code for UAV system.

This code based on JAR 23 covers the vehicle the remote station & the communications

The code provides also the AMC (Acceptable Means of Compliance)

The USAR code has been discussed with the French industry (with participation of Saab and IAI) and first official version (version 3) has been published by DGA in 2005.

USAR covers all military UAV. There is no weight limitation or number of engine limitation.

USAR has been designed with the ulterior motif to apply it on civil UAV

USAR SAFETY OBJECTIVES

Catastrophic scenario is set at : 10-6 (JAR 23 SME <6000 lbs), (FAR 25 : 10-9)

UAV catastrophic failure is set at : 5.10-5


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Civil Certification Conclusions EUROPEAN UAV CIVIL CERTIFICATION BASIS (EASA)

General requirements based on JAA Eurocontrol task force recommendations

No UAV existing certification regulation

SPECIAL CONDITIONS

Method used when there is no regulation adapted to the product.

Any new aircraft (F7x) have additional special conditions (Fly by wire)

advantage : open regulation, updated during the certification process.

SPECIAL CONDITION FOR UAV

USAR will probably be the based of the UAV special condition For regulation & for the safety objective definitions

UAV WITH PILOT (OPEN QUESTION)

Can be treated as experimental aircraft (if limited to development)

Have to be certified as an aircraft (JAR 23, 25) & UAV (special condition) (Falcon) or limit civil certification to cabin habitability & pilot safety aspects

Have to be certified as a military aircraft & a civil UAV

Can be useful to demonstrate UAV insertion in the ATM (POC)


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Military Certification Conclusions

NATIONAL UAV MILITARY CERTIFICATION

Nation per nation

Coordination between nations (France, Suede, Germany, Italy)

CERTIFICATION BASIS

USAR


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TRAFFIC INSERTION

Part 2


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ICAO Rules

ARTICLE 3

Stipulates that the Chicago Convention applies only to civil aircraft, and is not applicable to state aircraft. UAV’s, when used in military, customs and police services are regarded state aircraft. These aircraft require authorisation by special agreement before they can fly over the territory of another State.

ARTICLE 8

Requires special authorisation by the State over flown by a UAV.

ARTICLE 20

Requires UAV’s to bear its registration and nationality marks.

REMARK

With regard to airworthiness, Article 31 stipulates that UAV’s must have a certificate of airworthiness, while Article 33 addresses the recognition by ICAO states of such certificates.


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Detect & Avoid See & Avoid

ICAO ANNEX 2 RULES OF THE AIR 3.2 AVOIDANCE OF COLLISIONS

it is important that vigilance for the purpose of detecting potential collisions be not relaxed on board an aircraft in flight, regardless of the type of flight or the class of airspace in which the aircraft is operating, and while operating on the movement area of an aerodrome.

AC 90-48C PILOTS’ ROLE IN COLLISION AVOIDANCE "SEE AND AVOID CONCEPT"

the flight rules prescribed in Part 91 of the Federal Aviation Regulations (FAR) set forth the concept of “ see and avoid ”. This concept requires that vigilance shall be maintained at all times, by each person operating an aircraft, regardless of whether the operation is conducted under Instrument Flight Rules (IFR) or Visual Flight rules (VFR)

Pilots should also keep in mind their responsibility for continuously maintaining a vigilant lookout regardless of the type aircraft being flown. Remember that most MAC accidents and reported NMAC incidents occurred during good weather conditions and during the hours of daylight.


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Today Traffic Insertion

POSSIBLE OR NOT ?

There is no real technical limitation & interdiction

UAV must be approved in agreement with the regulations (certification & operational rule) Civil UAV or State UAV (military ones)

ATC UAV communications must be maintained in a similar way than for an aircraft

UAV operator must answer to ATC requirements in similar way than a pilot does

Difficulties are mostly political ones

UAV SPECIFIC CHARACTERISTICS

The low speed of UAV compared to the aircraft

The UAV "requirement" to fly climbing cruise (constant angle of attack)

The difficulty for the UAV to keep an accurate altitude


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ATM versus ATC

ATC (today)

C Communication made by ATC controller using voice communications

N Navigation based on VOR/DME routes, introduction of RNAV routes

S Surveillance by ATC operator using, radar & transponder mode C Introduction in operation of onboard anti collision system (TCAS, ACAS)

ATM (2015)

C Communication made by ATC controller using data link (CPDLC) & voice Possibility to have automatic answer

N Navigation based on RNP

S Surveillance by ATC operator using, transponder mode S & radar automatic reporting using ADS-B Possibility for the controller to delegate separation to aircraft pilot or UAV operator On board anti collision system (TCAS, ACAS)

CONCLUSION

It will be easier to fly UAV in ATM than in the ATC environments

ATC/ATM people will have to accept UAV (not today their priority)


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Minimum Requirements

UAV ATTITUDE

For ATC UAV must behave like an aircraft Communications, Navigation, Surveillance

UAV performances must be similar to aircraft up to 45 000 ft Speed, altitude hold, cruise operations

OPERATIONAL REQUIREMENTS

8,33 khz Radio

RVSM qualification, BRNAV, RNP1

TCAS ACAS equipped with automatic avoidance maneuver

OPERATOR REQUIREMENTS

Operator license (TBD)


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UAV Traffic Insertion Initiatives

EUROPE

SES (Single European Sky)

SESAME (SES ATM Master plan) Eurocontrol has admitted that SESAME must take into account UAV operations Dassault Aviation, EADS, Euro UVS will probably participate to SESAME activities

Action of French MOD on Eurocontrol & EASA to request actions in favor of UAV A similar action from Swedish MOD is in study

Action of Euro UAV ICB (Industry consultation Body) on Eurocontrol, EASA, EC, NATO to promote UAV operations and to request actions to allow UAV normal operations.

USA

FAA/NASA initiative for UAV traffic insertion (ACCESS 5 : 100 M$) Participation of major UAV manufacturers

Creation of RTCA SC203 WG on "see & avoid" (EUROCAé will create a similar WG)

FAA has delivered COA (certificate Of waive or Authorization) to the Globalhawk


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French MOD Conclusions

L’avènement de l’ATM à l’horizon 2015, qui automatise la réponse des aéronefs en termes de trajectoires requises par le contrôle aérien, devrait permettre une intégration aisée des drones dans la CAG + distance entre aéronefs. ATM achievement by 2015, allowing automatic air vehicle response to ATC trajectory request should permit an easy UAV separation & integration in controlled airspace.

Une formation des opérateurs à trois niveaux doit être définie (base, type, mission). A three level operator training will have to be defined (Basic, Type, Mission)

Une exigence politique de haut niveau semble nécessaire. High level political involvement seems (deems) necessary.

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UAV CERTIFICATION & TRAFFIC INSERTION SINGAPOUR