This presentation was given by the Industry Co-Chair of the CASA UASSC at the AAUS "RPAS in Australian Skies Conference", June 2017.
It provides a refresher on CASA UAS Standards Sub-Committee Roadmap approach alongside a better methods for identifying the intrinsic Air Risk for use in the JARUS SORA, (proposed by Dr Aaron McFadyen from QUT) alongside more detail on some of the challenges embedded within CNPC expectations, particularly in reference to separation distances and ATC intervention.
HOA1&2 - Module 3 - PREHISTORCI ARCHITECTURE OF KERALA.pptx
UASSC Update by Industry Co-Chair
1. AAUS
RPAS in Australian Skies 2017 Conference
June 2017
CASA UASSC
INDUSTRY CO-CHAIR UPDATE
DR TERRY MARTIN
2. Acceptable Design
Regulated Specific
RiskAssessment
Methodology
Traffic Density
Certification
Status
Population
Comms &
Surveillance
Coverage
CrewTraining
Airspace
Category
Operation
Criticality
Benchmarking (EU, US)
Airspace
Management
Policy
Human Factors
CNPC
Detect & Avoid
Risk Management
sUAS & Low Level
UAVOps
Ops near
Aerodromes
Security
EmergingTech
National
Operational
Priorities
CONOPS
Unique
Sector
Requirements
Common
Requirements
ALL CONOPS
Roadmap
Development Scoping
Terms of Reference
Goals
Scope
Objectives
Bounds & Limits
Assumption
Baselining
CASA Processes
Approval
Benchmark
Available
Manpower
Risk Management
Knowledge Gaps
Safety Obligations
Trial Appetite
KEY OUTPUTS
• Separation Confidence
• Position Reporting: RAIM like assurance
• Navigation Performance
• Compatibility with Airspace Class Requirements
• Confidence platform can reliably maintain flight
Trials
Evidence
Requirements
Skills
Trial Sites
Teaming
Safety
Expectations
Trial
Methodologies
Feedback
Expectation
3. Copyright:Terrence Martin
UASSC Roadmap Update
Risk Assessment Methodology
• Expanded Operations critically reliant on Risk Process
developed
• Likely adoption of JARUS SORA
• SAWG exploring its merits, shortfalls,
• Developing interim solutions, supplemented by general
lessons developed at Nova: Shadow, Heron, etc
• Close Follow, Hybrid or go it Alone
• More Later
Risk Assessment
RiskAssessment
Methodology
Traffic Density
Certification
Status
Population
Comms &
Surveillance
Coverage
CrewTraining
Airspace
Category
Operation
Criticality
4. Copyright:Terrence Martin
UASSC Roadmap Update
Objectives
• Identify the Priority sectors, and benefits for RPAS
Operations in Australia
• Set of CONOPS developed & provided to forum for
review
Objectives: CONOPS Coverage
National
Operational
Priorities
CONOPS
Agriculture:
• Broad Area PrecisionAgriculture,
• Pest &Weed Detection,
Disaster & Emergency Services
• SAR (Maritime)
• Tropical Cyclone with Cells onWings
• CBRN
• Small Scale Urban SAR
Cells onWings (COWS) & UTM
Conservation
Mining/Hard Rock/Pit/Open Cut
Logistics
• Package Delivery
• Long Range Freight
Training
• BVLOS
• VLOS/EVLOS
Roadmap
Development Scoping
Terms of Reference
Goals
Scope
Objectives
Bounds & Limits
Assumption
5. Copyright:Terrence Martin
UASSC Roadmap Update
Objectives
• Identify the Priority sectors, and benefits for RPAS
Operations in Australia (Includes CONOPs
development) .
• Set of CONOPS developed & provided to forum for
review
Objectives: CONOPS Coverage
National
Operational
Priorities
CONOPS
Agriculture:
• Broad Area PrecisionAgriculture,
• Pest &Weed Detection,
Disaster & Emergency Services
• SAR (Maritime)
• Tropical Cyclone with Cells onWings
• CBRN
• Small Scale Urban SAR
Cells onWings (COWS) & UTM
Conservation
Mining/Hard Rock/Pit/Open Cut
Logistics
• Package Delivery
• Long Range Freight
Training
• BVLOS
• VLOS/EVLOS
Roadmap
Development Scoping
Terms of Reference
Goals
Scope
Objectives
Bounds & Limits
Assumption
KEY ELEMENT of BENCHMARKING IS ADOPTION of JARUS SORA
CONOPS DEVELOPMENT CRITICAL for SORA EFFORTS
MORE LATER
6. Copyright:Terrence Martin
Baselining
CASA Processes
Approval
Benchmark
Available
Manpower
Risk Management
Knowledge Gaps
Safety Obligations
Trial Appetite
Objectives
• Baseline Australia’s RPAS regulatory environment
• Benchmark against International Standards
Roadmap
Development Scoping
Terms of Reference
Goals
Scope
Objectives
Bounds & Limits
Assumption
UASSC Roadmap Update
Baselining CASA Processes
Benchmarking (EU, US)
Airspace
Management
Policy
Human Factors
CNPC
Detect & Avoid
Risk Management
sUAS & Low Level
UAVOps
Ops near
Aerodromes
Security
EmergingTech
7. Copyright:Terrence Martin
Baselining
CASA Processes
Approval
Benchmark
Available
Manpower
Risk Management
Knowledge Gaps
Safety Obligations
Trial Appetite
Objectives
• Baseline Australia’s RPAS regulatory environment
• Benchmark against International Standards
Roadmap
Development Scoping
Terms of Reference
Goals
Scope
Objectives
Bounds & Limits
Assumption
UASSC Roadmap Update
Baselining CASA Processes
Benchmarking (EU, US)
Airspace
Management
Policy
Human Factors
CNPC
Detect & Avoid
Risk Management
sUAS & Low Level
UAVOps
Ops near
Aerodromes
Security
EmergingTech
WHY?
• Community is uncertain what the current
approval BVLOS baseline is!
• Don’t need to reinvent the wheel, &
harmonisation
• Vague understanding of the regulatory
and capability gaps that are preventing
progress of range of BVLOS Operations
8. Copyright:Terrence Martin
UASSC Roadmap Update
14 Key R&D Activities:
• EVLOS/VLOS
• 1.RPAS activities awareness for security
• 2. Operations in Urban Areas
• 3. Human Factors
• IFR/VFR
• 4. Visual Detectability solutions
• 5. DAA
• 6. Comms C2 Datalink
• 7. Airspace & Airport Access
• 8 Contingency
• BVLOS
• 9. DAA
• 10. Comms C2 Datalink
• 11 Airspace & Airport Access
• 12. Security
• 13 Human Factors: BVLOS & IFR/VFR
• 14 Best Practice Demonstration
Europe: Technology and Operational Gaps
GAPS LINKED
TO
ACTION
&
MILESTONES
Operational & Technology
gaps:
1. Integration into ATM and Airspace
environments
2. Surface operations incl. take-off and
landing
3. Operational contingency procedures
and systems
4. Data communication links incl.
spectrum issues
5. Detect & Avoid systems and
operational procedures
6. Security issues
7. Verification and Validation Methods
9. Copyright:Terrence Martin
UASSC Roadmap Update
14 Key R&D Activities:
• EVLOS/VLOS
• 1.RPAS activities awareness for security
• 2. Operations in Urban Areas
• 3. Human Factors
• IFR/VFR
• 4. Visual Detectability solutions
• 5. DAA
• 6. Comms C2 Datalink
• 7. Airspace & Airport Access
• 8 Contingency
• BVLOS
• 9. DAA
• 10. Comms C2 Datalink
• 11 Airspace & Airport Access
• 12. Security
• 13 Human Factors: BVLOS & IFR/VFR
• 14 Best Practice Demonstration
Europe: Technology and Operational Gaps
GAPS LINKED
TO
ACTION
&
MILESTONES
Operational & Technology
gaps:
1. Integration into ATM and Airspace
environments
2. Surface operations incl. take-off and
landing
3. Operational contingency procedures
and systems
4. Data communication links incl.
spectrum issues
5. Detect & Avoid systems and
operational procedures
6. Security issues
7. Verification and Validation Methods
So are we going to reinvent the wheel on all of these?
Do we even have the capacity?
Where should we Close Follow?
11. Acceptable Design
Regulated Specific
RiskAssessment
Methodology
Traffic Density
Certification
Status
Population
Comms &
Surveillance
Coverage
CrewTraining
Airspace
Category
Operation
Criticality
Benchmarking (EU, US)
Airspace
Management
Policy
Human Factors
CNPC
Detect & Avoid
Risk Management
sUAS & Low Level
UAVOps
Ops near
Aerodromes
Security
EmergingTech
National
Operational
Priorities
CONOPS
Unique
Sector
Requirements
Common
Requirements
ALL CONOPS
Roadmap
Development Scoping
Terms of Reference
Goals
Scope
Objectives
Bounds & Limits
Assumption
Baselining
CASA Processes
Approval
Benchmark
Available
Manpower
Risk Management
Knowledge Gaps
Safety Obligations
Trial Appetite
KEY OUTPUTS
• Separation Confidence
• Position Reporting: RAIM like assurance
• Navigation Performance
• Compatibility with Airspace Class Requirements
• Confidence platform can reliably maintain flight
Trials
Evidence
Requirements
Skills
Trial Sites
Teaming
Safety
Expectations
Trial
Methodologies
Feedback
Expectation
12. Copyright:Terrence Martin
UASSC Roadmap Update
Identify key gaps & opportunities
• Reg Procedures -> CASA or Airservices
• Technical Specification Development :
• DAA, CNPC -> Regulatory Bodies
• Platform Integrity Requirements forOperations
• Evidence requirements for Risk: traffic, population
• Technology Shortfalls -> Industry (perhaps supported by Govt funding)
• “Quick win” opportunities for commencing operations,
Key Outputs
13. Copyright:Terrence Martin
UASSC Roadmap Update
Tough Choices
[1] “Roadmap for the integration of civil RPAS into the European Aviation System”, EASA June 2013
[2] US Dept. Transport, ‘Integration of CivilUnmannedAircraftSystems (UAS) in the National AirspaceSystem (NAS) Roadmap, ’
CNPC DAA/SAA
Performance Specifications including path loss, link
margins, attennas, lost link declaration times
Performance specifications considering Detection
performance, FAR, tracking rates, encounter dynamics &
platform manuevreability, human response times, …..
Spectrum allocations GBSAA & ABSAA possibilities
Security Relationship with C2
• European1 RPAS & US DOT “NAS Integration” 2 roadmaps clearly highly the critical role
that DAA, CNPC & ATM will play in safe integration of RPAS into the NAS, particularly for
expanded operations,
• JARUS, RTCA, EUROCAE, ICAO, EASA & FAA have various working groups conducting
research into these topics to identify technical & procedural uncertainty, and produce
necessary procs and specification .
• Issues currently under review:
• Indigenous effort (money & time) dedicated to this area is limited.
• Our Capacity (Skills, Knowledge, Experience) is what???
14. Copyright:Terrence Martin
UASSC Roadmap Update
Tough Choices
Options for CASA & Australian Industry on CNPC, DAA, ATM …(Risk???):
1. Do nothing,
2. CASA:
• Work with international NAAs to develop regulatory and technological solutions for UAS integration into NAS.
• Work independently from the international community on Australian specific solutions for UAS integration into
NAS.
3. Industry provides bigger contribution to be part of the solution, working closely with CASA
4. A combination of above.
Have we consciously decided to “close-follow”, or have we defaulted to
it because its easy?
What is the implications of doing so?
15. Copyright:Terrence Martin
UASSC Roadmap Update
• Identity key gaps/issues/challenges/opportunities which must be addressed to commence priority operations
• Isolate Degrees of Freedom:
• Where we can act, or where must we wait.
• Who needs to be involved in that decision?
Key Outputs
16. Copyright:Terrence Martin
UASSC Roadmap Update
Taking into consideration Indigenous Capacity (CASA and Industry) :
• Identity key gaps/issues/challenges which must be addressed,
• Isolate Degrees of Freedom:
With known gaps, degrees of freedom, and areas of uncertainty
• Establish trial priorities, prioritised sequencing for their conduct and
necessary resourcing, partners
• Provide recommendations and proposed schedules for CASA in
regulatory development priorities CASR Part 101/102, MOS and ACs
Key Outputs
17. Copyright:Terrence Martin
UASSC Roadmap Update
• Gap Analysis, Benchmark, Baseline
• Risk Assessment:
• SORA: more from Mike Roberts
• Airworthiness : Initial and Continuing
• Detect & Avoid: more from BrandonWilliams
• Control & Non-Payload Communications (CNPC)
• Airspace Integration: More from Brandon Suaraz
• Training: more from Dan Minton
• Test Ranges &Trials
• Security & Privacy
• Operations
• EmergingTechnologies
Remainder of Presentation
19. Copyright:Terrence Martin
JARUS SORA
Future RPAS Framework
Certified Specific Open
Restricted Specific Small RPAS Very small RPAS Toys
European Approach
Australian Draft Framework
Regulated Specific Open
Standard Restricted Specific Small RPAS Very small RPAS
Low
Risk
Operations
Medium
Risk
Operations
High
Risk
Operations
20. Copyright:Terrence Martin
CONOPS Consideration Standard Restricted Specific Limited
Over population etc
Controlled Airspace
BVLOS
IFR Conditions
Above 400 feet AGL
Within 3 NM of Aerodrome
JARUS SORA
Regulation for Specific Category
Regulated Specific
21. Copyright:Terrence Martin
CONOPS Consideration Standard Restricted Specific Limited
Over population etc
Controlled Airspace
BVLOS
IFR Conditions
Above 400 feet AGL
Within 3 NM of Aerodrome
JARUS SORA
Regulation for Specific Category
Regulated Specific
Work to be done
• What Equipment
• What Restrictions
• What Procedures
• WhatTraining
• How is RISK Assessed?
22. Copyright:Terrence Martin
SORA INPUT
Concept of Ops
Information on:
• Operator
• Intended Ops
• UAS Description
• Remote Crew
SAIL Evaluation
Ground
Risk
Class
Air Risk
Class
Lethality
SAIL Verdict
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SORA OUTPUT
Lowest SAIL I- low intrinsic risk,
Highest, SAIL VI - high intrinsic risks
SAIL determines objectives to be met and
the level of robustness
JARUS SORA
High Level Overview
JARUS has flagged that the release of an updated draft in July 2017.
A pictorial overview of the SORA Process can be found here:
https://www.slideshare.net/terrymartin2805826/overview-of-the-jarus-specific-operations-risk-assessment-process
23. Copyright:Terrence Martin
SORA OUTPUT
Lowest SAIL I- low intrinsic risk,
Highest, SAIL VI - high intrinsic risks
SAIL determines objectives to be met and
the level of robustness
SORA INPUT
Concept of Ops
Information on:
• Operator
• Intended Ops
• UAS Description
• Remote Crew
SAIL Evaluation
Ground
Risk
Class
Air Risk
Class
Lethality
SAIL Verdict
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Training
Barriers
Design
& Prod
Barriers
Ops
Barriers
Maint
Barriers
Risk Management
JARUS SORA
24. Copyright:Terrence Martin
SORA OUTPUT
Lowest SAIL I- low intrinsic risk,
Highest, SAIL VI - high intrinsic risks
SAIL determines objectives to be met and
the level of robustness
SORA INPUT
Concept of Ops
Information on:
• Operator
• Intended Ops
• UAS Description
• Remote Crew
SAIL Evaluation
Ground
Risk
Class
Air Risk
Class
Lethality
SAIL Verdict
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Training
Barriers
Design
& Prod
Barriers
Ops
Barriers
Maint
Barriers
Risk Management
JARUS SORA
SAIL Drives the Robustness of the barriers
• Level of Integrity (How tough is the standard)
• Level of Assurance
• Who checks and what their credentials are
• Evidence required
25. Copyright:Terrence Martin
JARUS SORA and SAIL Assessment
Threat Barriers
UAS out
Of
Control
Technical Issues
with UAS
Aircraft on
Collision Course
Human Error
Datalink
Deterioration
Adverse
Operating
Conditions
Deteriorating of
External
Systems
Operational procedures are
defined, validated and adhered
to
The remote crew is trained to
identify critical environmental
conditions and to avoid them
Environmental conditions for safe
operations defined, measurable
and adhered to
UAS designed and qualified for
adverse environmental
conditions (e.g. adequate
sensors, DO-160 qualification)
UAS is designed to
automatically manage
datalink deterioration
situations
Datalink performance
established and
verified (e.g. datalink
budget)
Procedures and
limitations are in-
place and adhered
to
Datalink systems and infrastructure
is manufactured to adequate
standards appropriate to the
operation
Datalink systems and
infrastructure is designed to
adequate standards
appropriate to the operation
Datalink systems and
infrastructure is installed and
maintained to adequate standards
appropriate to the operation
Procs are in place to handle
deterioration of external
systems supporting RPAS Operations
UAS is designed to manage deterioration of
externals
systems supporting RPAS Operations
Operational procedures are
defined, validated and
adhered to
Remote crew trained and
current and able to control
the abnormal situation
The UAS is detectable by
other airspace users
UAS is equipped with
functionality to maintain
safe separation
Operational
procedures are
defined, validated
and adhered to
Remote crew trained
and current and able to
control the abnormal
situation
Multi crew
coordination
Adequate resting
times are defined
and followed
Safe recovery
from Human
Error
A Human Factors evaluation
has been performed and the
HMI found appropriate for
the mission
Automatic protection of
critical flight functions
(e.g. envelope
protection)
The operator
is competent
and/or
proven
UAS
manufactured by
competent and/or
proven entity
UAS
maintained by
competent
and/or proven
entity
UAS developed
to authority
recognized
design
standards
Inspection of
the UAS
(product
inspection)
Operational
procedures are
defined,
validated and
adhered to
UAS is designed
considering
system safety and
reliability
Remote crew trained
and current and able
to control the
abnormal situation
Safe recovery
from technical
issue
Threats
Overview: Specific Threat Barriers identified for SORA Process
26. Copyright:Terrence Martin
JARUS SORA and SAIL Assessment
Harm Barriers
UAS out
Of
Control
HAZARD
Fatalities to 3rd
Parties on Ground
Fatalities to 3rd
Parties in the Air
Damage to
Critical Infrastructure
HARM
Two Types of Harm Barriers
• Reduce Effect of Hazard with respect to relevant harm
• Reduce the likelihood the hazard will cause harm
Contingency
Procedures are
defined,
validated &
adhered to
Crew Training
is adequate to
cope with
Situation
Containment
in place and
effective
Contingency
Procedures
are defined,
validated &
adhered to
Contingency
Procedures are
defined,
validated &
adhered to
Crew Training is
adequate to
cope with the
situation
UAS Design
Features
mitigate the
severity of
MAC
UAS equipped
with capability
to Avoid
Collision
Design features
that aid visibility
and or detection
by other aircraft
Crew
Training is
adequate to
cope with the
situation
Containment
in place and
effective
(tether, geo-
fencing, etc.)
UAS equipped
with obstacle
Avoidance
capability
Effects of
Ground Impact
Reduced
Allowed Operation
Profile takes critical
infrastructure into
consideration
Effects of
Ground Impact
are reduced
28. Copyright:Terrence Martin
SORA INPUT
Concept of Ops
Information on:
• Operator
• Intended Ops
• UAS Description
• Remote Crew
SAIL Evaluation
Ground
Risk
Class
Air Risk
Class
Lethality
SAIL Verdict
SORA OUTPUT
Lowest SAIL I- low intrinsic risk,
Highest, SAIL VI - high intrinsic risks
SAIL determines objectives to be met and
the level of robustness
JARUS SORA
CONOPS & the Roadmap
29. Copyright:Terrence Martin
CONOPS
Guidelines for System & Operation Information for a CONOPS
Organisation Operations
Training
RPAS
Airframe
Performance
Flight
Controls
Propulsion
Sensors
Payloads
RPA
Geo
Fence
Navigation
Autopilot
RPS
FCS
DAA
Payloads
Control
Details &
Architecture
Loss
Degradation
Safety
Features
C2 Link GSE
Training
Barriers
Maintenances
Crew Details
Safety Normal Ops
Strategy
AbnormalOps
Accidents &
Incidents
SOPs
Maint of Currency
FSTDs
Training Program
InitialTRG & Quals
31. Copyright:Terrence Martin
CONOPS
SAWG: Finding our Priority GAPS
SORACONOPS Considerations
Agriculture:
• Broad Area Precision
Agriculture,
• Pest & Weed Detection,
Disaster & Emergency Services
• SAR (Maritime)
• Tropical Cyclone with Cells
on Wings
• CBRN
• Small Scale Urban SAR
• Cells on Wings (COWS) &
UTM
Conservation
Mining/Hard Rock/Pit/Open Cut
Logistics
• Package Delivery
• Long Range Freight
Training
• BVLOS
• VLOS/EVLOS
RPASAWG CONOPS
Unique
CONOP Gaps
Common
Gaps ALL
CONOPS
SORA
BLACKBOX
Barrier Robustness
Airworthiness
Operations
Training
Procedures
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GAPS in
• Technical Specifications, or Solutions
• ATC or CASA Procedures & processes
• Low Hanging Fruit
34. Copyright:Terrence Martin
Airworthiness
JARUS WG-3 Draft Proposal: Operator Approval
Desired CONOPs
SAIL
Required Barriers for CONOPS
Operational
Approval
NOTE: Intrinsic SAIL 5
Manufacturing Standards ?
SORA
Robustness
• Level of Integrity: ADS
• Assurance:Who & Evidence
35. Copyright:Terrence Martin
Airworthiness
JARUS WG-3
• OL-TC provides manufacturers with
flexibility to produce RPAS for specific
CONOPS, without the need to
incorporate systems to mitigate risks
that are not present within that
CONOPS
Manufacturer
FullTC
• CS-LURS,
• CS-LUAS
Operationally
LimitedTC
For Eg.
Agricultural
Application
SORA
Required Barriers for CONOPS
Robustness
• Level of Integrity:Tailored ADS
• Assurance:Who & Evidence
37. Copyright:Terrence Martin
UASSC Roadmap Update
Training
• Training Plays a significant Role in Preventing Undesired Consequences
• Operating, Design, Maintenance
38. Copyright:Terrence Martin
UASSC Roadmap Update
SORA Training Distilled?
• Competence
• Operator
• Maintainer
• Manufacturer
• Crew
• Technical issues
• Abnormal & emergencies
• Deteriorating Systems
• Operational & Contingency
Procedure& limitations
• In place, validated & adhered to
across all threat & harm lines
39. Copyright:Terrence Martin
UASSC Roadmap Update
Training Objectives
1. Ensure training is designed in such a sequence that a person can ‘continue’
or ‘build on’ a previously attained qualification, much like the manned world
(in line with part 61).
2. International licencing recognition
3. Address industry needs for todays operations (low hanging fruit)
4. Tiered flight training organisations (more accessible for industry)
5. Tiered licencing and ratings
6. Training for others: ATC, Maintenance, GroundCrew
40. Copyright:Terrence Martin
UASSC Roadmap Update
Training Objectives
Suggested Categories
• Basic RePL
• Night Operations
• EVLOS
• CRP Rating: add to business…supports owning a business
• Controlled Airspace Rating
• Instructor Rating
• BVLOS Rating
• SpecificType Ratings and orTypeTraining
41. Copyright:Terrence Martin
UASSC Roadmap Update
Training Category Suggestions
Suggested Categories
• Basic RePL
• Night Operations
• EVLOS
• CRP Rating: add to business…supports owning a business
• Controlled Airspace Rating
• Instructor Rating
• BVLOS Rating
• SpecificType Ratings and orTypeTraining
42. Copyright:Terrence Martin
UASSC Roadmap Update
Draft Observations
Observations
• Duration, skill of instructors, should organisation be an RTO
• Should CASA set curriculum or other organisations
• Should the training rigour scale with CONOPS, risk & SAIL
44. Copyright:Terrence Martin
Detect & Avoid
• Focused on UA requiring approval to fly in airspace
normally frequented by commercial transport aircraft
• Facilitates transition to Class A or special use airspace,
traversing Class D, E & G
• Requires Equipment supporting both Cooperative &
uncooperative DAA
RTCA Phase 1 MOPS
45. Copyright:Terrence Martin
Detect & Avoid
Encounter Set: Understanding the Risk
DetectEncounters
Own-ship
Data
Tracker
Alerting
Guidance
Display Pilot
Aircraft
Model
46. Copyright:Terrence Martin
Detect & Avoid
SC-228 MOPS Development
Alert
Pilot
Detect
Intruder
Determine
Resolution
15 s
Negotiate
ATC
Clearance
10 s 30.0 s
maneuver
to
remain
well clear
(Aircraft Performance
???
35.0 s
DAAWell Clear
Radar Declaration Range
RDR and RCS to be established for:
• Small (< 100kts),
• Medium (<130 kts)
• Large Aircraft (< 170 kts)
48. Copyright:Terrence Martin
SC-228
• Detection:
• Range RDR: 8 NM +
• Must establish intruder track before 4000 ft (RCPR) 99% of time
• Must establish tracks for 95% of intruders starting at RDR
• No more than 20 seconds to establish track once in FoR
• Probability FalseTracks: 1 false track per hour
• Within FoR, with Slant range out to 8 NM or RDR of Large Intruder
• Range Accuracy: 50 feet
• Range Rate Accuracy: 8 feet/second
• Azimuth Angle Error: 0.5 Degrees
• Elevation Angle Error: 0.5 Degrees
Key Radar MOPS Specifications
49. Copyright:Terrence Martin
Detect and Avoid
RTCA SC 228 DAA MOPS
• MOPS not applicable to sUAS: Must be > 55lb
• Radar presents significant SWaP for sUAS
• Bottom Line: requirements only achievable by “High End” of
town
• Yet , sUAS represent the overwhelming, and increasingVOLUME
of UAV wanting to operate BVLOS
50. Copyright:Terrence Martin
SC-228
• Range RDR: 8 NM +
• Range Accuracy: 50 feet
• Range Rate Accuracy: 8 feet/second
• Azimuth Angle Error: 0.5 Degrees
• Elevation Angle Error: 0.5 Degrees
• Probability FalseTracks: 1 false track per hour
• Within FoR, with Slant range out to 8 NM or RDR of Large Intruder
• Detection:
• Must establish intruder track before 4000 ft (RCPR) 99% of time
• Must establish tracks for 95% of intruders starting at RDR
• No more than 20 seconds to establish track once in FoR
Key Radar MOPS Specifications
How long before a specification is written for sUAS?
How would the technical expectations vary?
So what considerations will be used to make Risk Assessment, with
no SPECs currently in PLAY ?
Who MAKES the CALL, DOTHEY HAVETHE SKILLS?
51. Copyright:Terrence Martin
Detect and Avoid
Radar: Echodyne Negative Index Materials MESA
Echodyne owned by Microsoft
Flagged specifications include
• FOV was up to 120° x 80
• Detected small UAVs out to 750m
• Detect small Aircraft out to 3km
• 4D data cube of radar returns
accurately depicting ground
vegetation, barbed wire fences &
other stationary obstacles,
• MESA-DAA will be available to
commercial customers in early
2017
52. Copyright:Terrence Martin
Detect and Avoid
Visual Spectrum Camera
IMPERX Bobcat 2.0 B6620
• Sensor: 16 Mpixel, CCD
• Resolution: 6576 x 4384
• Pixel pitch: 5.5 micrometres
• Power: 1.5 A, 12 VDC
• 10 m Wingspan: falls subpixel at 36km
with 20 mm lens and 100 degrees FOV
• Weight: 250g
Source: http://www.imperx.com/ccd-cameras/b6620
53. Copyright:Terrence Martin
Detect and Avoid
Sensors: Laser Range Finding
DLEM diode laser rangefinder
• Ranges up to 5 kilometers.
• weight between 38 an 170 grams,
• Minimal power ??
• Defence not keen on being painted with LASER
https://www.jenoptik.com/products/defense-and-security/laser-rangefinders/oem-modules-system-integration/dlem
55. Copyright:Terrence Martin
Detect & AVoid
Mil-Hard 1.3 MP High Resolution InGaAs SWIR Camera: GA1280
Source: https://www.photonicsonline.com/doc/mil-hard-mp-high-resolution-ingaas-swir-camera-ga-j-0001
• Pixels: 1280 x 1024 pixel
• Pixel pitch: 15 um
• Weight: 125 grams
• Power:
• Angular Resolution = 0.08 with 10 mm lens (88 FOV)
• MOPS Radar only requires 0.5 degrees,
• But Cessna sub-pixel is 2.6 km
• Could move to 20mm lens and scan like Kestrel…
• Could you team it with miniature LRF??
58. Copyright:Terrence Martin
Detect & Avoid Alternates
• SORA Process Intrinsic ARC employs crude metrics forTraffic Density
Step 2B- Intrinsic Air Risk Class
Traffic Density ( Examples) Air Risk Class
Very Low ( above FL600, below highest Building) 1
Low (Below 500 ft or within 400 ft from Infrastructure) 2/3 *
Medium (Away from Major FL and Airways) 4/5 *
High ( In Major FL & on airways, aerodrome traffic Patterns 6
Very High 7
• DAA Systems are barriers, driven by this requirement
• What if we could better represent Intrinsic ARC: spatially & temporally
59. This research was conducted by QUT as part of an Advance Queensland Fellowship held by Aaron McFadyen and
supported by Queensland State Government Department of Science, InformationTechnology and Innovation (DSITI) &
Thales Australia.The air traffic data was provided by Airservices Australia under aTailored Data Supply Agreement.
60. This research was conducted by QUT as part of an Advance Queensland Fellowship held by Aaron McFadyen and
supported by Queensland State Government Department of Science, InformationTechnology and Innovation (DSITI) &
Thales Australia.The air traffic data was provided by Airservices Australia under aTailored Data Supply Agreement.
61. This research was conducted by QUT as part of an Advance Queensland Fellowship held by Aaron McFadyen and
supported by Queensland State Government Department of Science, InformationTechnology and Innovation (DSITI) &
Thales Australia.The air traffic data was provided by Airservices Australia under aTailored Data Supply Agreement.
62. This research was conducted by QUT as part of an Advance Queensland Fellowship held by Aaron McFadyen and
supported by Queensland State Government Department of Science, InformationTechnology and Innovation (DSITI) &
Thales Australia.The air traffic data was provided by Airservices Australia under aTailored Data Supply Agreement.
64. Copyright:Terrence Martin
Moving Ahead
Nova Systems Risk Model
Hazard
Central Event
BarrierThreat
Barrier Effectiveness
Rating
Barrier Category
Consequence
Barrier Degradation (or
Escalation) Factor
65. Copyright:Terrence Martin
Common Applicant CONOPS
Information on:
• Operator
• IntendedOps
• UAS Description
• Remote Crew
Updated SORA Blackbox
Hazard
Central Event
BarrierThreat
Barrier Effectiveness
Rating
Barrier Category
Consequence
Barrier Degradation (or
Escalation) Factor
Background Models & Process
to be Updated by Risk
Specialists
Joe Public
ApplicationTemplates
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
SAIL I
SAILVSAIL IV
SAILIIISAIL I
SAILV
Moving Ahead
End State
CASA Assessor
Templates
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
SAIL I
SAILVSAIL IV
SAILIIISAIL I
SAILV
Submission
Priority
Templates
for National
Priority
CONOPSSuite of Indigenous
CONOPS
Hello WorldI am padding
for this document.I hope
nobody can read this
duringthepresentation.
That would embarrassme.
Cananyone out there read
me.Smile wrylyif you can,
but pleasedon’t embarrass
me.
Hello WorldI am padding
for this document.I hope
nobody can read this
duringthepresentation.
That would embarrassme.
Cananyone out there read
me.Smile wrylyif you can,
but pleasedon’t embarrass
me.
Hello WorldI am padding
for this document.I hope
nobody can read this
duringthepresentation.
That would embarrassme.
Cananyone out there read
me.Smile wrylyif you can,
but pleasedon’t embarrass
me.
Hello WorldI am padding
for this document.I hope
nobody can read this
duringthepresentation.
That would embarrassme.
Cananyone out there read
me.Smile wrylyif you can,
but pleasedon’t embarrass
me.
Hello WorldI am padding
for this document.I hope
nobody can read this
duringthepresentation.
That would embarrassme.
Cananyone out there read
me.Smile wrylyif you can,
but pleasedon’t embarrass
me. Hello WorldI am padding
for this document.I hope
nobody can read this
duringthepresentation.
That would embarrassme.
Cananyone out there read
me.Smile wrylyif you can,
but pleasedon’t embarrass
me.
SORA Framework
NOVA Model
Rare or Unseen CONOPS
Reviewed by a Specialist
Assessment
Result
Assessment
Result
CASA HAZLOG
66. Copyright:Terrence Martin
Common Applicant CONOPS
Information on:
• Operator
• IntendedOps
• UAS Description
• Remote Crew
Updated SORA Blackbox
Hazard
Central Event
BarrierThreat
Barrier Effectiveness
Rating
Barrier Category
Consequence
Barrier Degradation (or
Escalation) Factor
Background Models & Process
to be Updated by Risk
Specialists
Joe Public
ApplicationTemplates
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
SAIL I
SAILVSAIL IV
SAILIIISAIL I
SAILV
Moving Ahead
End State
CASA Assessor
Templates
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
Hello WorldI am paddingfor
this document.I hope
nobody can read this during
the presentation.That would
embarrassme.Cananyone
out there read me.Smile
wryly if you can, but please
don’t embarrassme.
SAIL I
SAILVSAIL IV
SAILIIISAIL I
SAILV
Submission
Priority
Templates
for National
Priority
CONOPSSuite of Indigenous
CONOPS
Hello WorldI am padding
for this document.I hope
nobody can read this
duringthepresentation.
That would embarrassme.
Cananyone out there read
me.Smile wrylyif you can,
but pleasedon’t embarrass
me.
Hello WorldI am padding
for this document.I hope
nobody can read this
duringthepresentation.
That would embarrassme.
Cananyone out there read
me.Smile wrylyif you can,
but pleasedon’t embarrass
me.
Hello WorldI am padding
for this document.I hope
nobody can read this
duringthepresentation.
That would embarrassme.
Cananyone out there read
me.Smile wrylyif you can,
but pleasedon’t embarrass
me.
Hello WorldI am padding
for this document.I hope
nobody can read this
duringthepresentation.
That would embarrassme.
Cananyone out there read
me.Smile wrylyif you can,
but pleasedon’t embarrass
me.
Hello WorldI am padding
for this document.I hope
nobody can read this
duringthepresentation.
That would embarrassme.
Cananyone out there read
me.Smile wrylyif you can,
but pleasedon’t embarrass
me. Hello WorldI am padding
for this document.I hope
nobody can read this
duringthepresentation.
That would embarrassme.
Cananyone out there read
me.Smile wrylyif you can,
but pleasedon’t embarrass
me.
SORA Framework
NOVA Model
Rare or Unseen CONOPS
Reviewed by a Specialist
• Safe & Commensurate with Risk
• Repeatable
• Transparent
• Harmonised Internationally yetAhead
of the Game
Assessment
Result
Assessment
Result
CASA HAZLOG
68. Copyright:Terrence Martin
Availability and Continuity
CNS and Safe Separation
• Performance established and
verified (i.e link budgets)
• Procedures & limits in place
• Eg Lost Link procedures
• Declaration times
• filters
• Datalink system and
infrastructure has a design
standard and is manufactured
appropriate for operation & is
maintained…
70. Copyright:Terrence Martin
CNS and Safe Separation
Indigenous Capacity: Lost Link Decision Times
Taxi, Takeoff and Landing. Within 5nm of runway and below 10kft.
• Lost C2 Link Decision time = 2 seconds.
• Short time required because risk may increase rapidly and the pilot may
not have time to intervene for a RPA with a low automation level.
• A Lost C2 Link must be declared quickly;
More automatic operation required by RPA if these times cant be achieved
2 NM 3 NM
400ft AGL
100ft AGL
0 NM
500ft
600ft AGL RPAS
How Long would it take for RPAS to Communicate Lost
Link to ATC???
71. Copyright:Terrence Martin
CNS and Safe Separation
Indigenous Capacity: Lost Link Decision Times
Departure and Arrival. RPA within 30nm of runway and below 18kft.
• RLOS at this longer range
• Lost C2 Link Decision time = 10seconds.
• Equivalent to the ATC RCP for terminal areas.
Enroute. RPA greater than 30nm from runway and below 60kft.
• Use BRLOS (terrestrial network)
• 10 seconds Lost C2 Link Decision time (non-satellite)
• 30 seconds when satellite C2 Link, e.g. when significantly further way
than 30nm.
72. Copyright:Terrence Martin
CNS, ATM and Emerging Requirements for RPAS
ICAO Air Navigation Plan and ATM Concept
Communication
Navigation
Surveillance
AirTraffic
Management
Required Comms
Performance
Performance Based Comms &
Surveillance
Required Surveillance
Performance
Required Navigation
Performance
Performance Based
Navigation
73. Copyright:Terrence Martin
CNS, ATM and Emerging Requirements for RPAS
Determining appropriate prescribed separation minima is complex. Key
parameters impacting achievement of predeterminedTLS for a given traffic density
are:
• a) aircraft navigation performance;
• b) ground and airborne communications performance;
• c) surveillance performance.
These performance capabilities are used to determine:
• airspace design (separation minima/route spacing/sectorization),
• instrument procedures and
• air traffic control intervention capability.
• An increase or decrease in any single parameter may result in a corresponding
increase or decrease in some or all of the other parameters.
Separation (ICAO 9689)
74. Copyright:Terrence Martin
CNS and Safe Separation
That’s all Great But…
• Many RPA systems are not RNP compliant
• Have different CNPC setups, , latency and transaction times
• Therefore the Intervention times are different.
1. For ATC: (Flight Levels, heading, track change etc) at any point
2. For Pilot: when directed and when alerted about track deviation
Should the separation distances change:
•For MALE/HALE Operations
•For UTM?
RNP and Aircraft Separation
77. Copyright:Terrence Martin
CNPC
Altitude
Source: LTETower Signal data generated by Stephen Dade at Nova Systems using STK
• What will the altitude limitations be using LTE
• Availability, Continuity, Integrity
• How will this be substantiated
78. Copyright:Terrence Martin
Required Communication Performance
CNPC and RCP Requirements for RPAS
CNPC
2
UA
GRS
GRS
CNPC
1
GRS
GRS
GRS
UA
UA
GRS
UA
UA
Public Network
GCS GCS
GCS
GCS
GCS
VPN
VPN
Handover
to Standalone
Inter Network
Handover
Intra Network
Handover
Handover
to
SATCOM
Handover
Between Standalones
Derived with Permission from Hee Wook Kim, ETRI Korea, RTCA SC-228:
Gateway
Gateway
79. Copyright:Terrence Martin
CNS, ATM and Emerging Requirements for RPAS
Australia is moving from RNAV to RNP expectations for aircraft.
From May 2016, will move to the following navigation specifications:
• Oceanic routes - RNP 4 where capable, otherwise RNAV 10 (RNP 10)
• Continental Routes: RNP 2
• Terminal instrument flight procedures - RNP 1
• Non-precision approach operations - RNP APCH
Required Navigation Performance (RNP)
80. Copyright:Terrence Martin
Performance Based Comms & Surveillance
RNP considering COMMS and RPAS
ALERT
Track
Correction
after Alert
Track
Deviation
RNP
Containment
RNP expects you to:
• accurately know your position,
• monitor it and be alerted if you deviate,
• Act to correct it in a timely manner if you
do deviate, and
• communicate with relevant people (ATC
& other pilots), so they can respond.
• Also factors in ATC intervention time.
• Separation distances are predicated on
these assumptions
81. Copyright:Terrence Martin
CNS, ATM and Emerging Requirements for RPAS
In order to obtain RNP approval, an operator must meet both operational
requirements as well as aircraft airworthiness:
Operational Requirements
• Flight crew training and operating procedures for the navigation systems to be used
must be described by the operator in a syllabus of training and an aide-memoir
• Methods of control for flight crew training, operational procedures and database
management must be identified in the operations manual.
• Navigation error reporting procedures
RNP Compliance: Operational Requirements
82. Copyright:Terrence Martin
Required Navigation Performance
• Statement inType Certificate, or SupplementalType Certificate (STC), and
Aircraft Flight Manual
• Continuing Airworthiness: aircraft and RNP system maintenance; and
• Validity and continuing integrity of the airborne navigation database,
• A FMS alone cannot be certified for RNP operations
RNP Compliance-Airworthiness
83. Copyright:Terrence Martin
Required Navigation Performance
Airworthiness Requirements:
• RNP Performance captured usingTotal System Error (TSE) computed as sum
of the following:
• Navigation System Error (NSE):
• FlightTechnical Error (FTE):
• Path Definition Error (PDE).
• Rapid improvements in GNSS mean the NSE is very small,
• Under PBN, focus is on ensuring flown path is both accurate & maintained
via alerting & monitoring…and now FTE is the area of biggest scrutiny
RNP Compliance-Airworthiness
84. Copyright:Terrence Martin
Required Navigation Performance
Airworthiness Requirements:
• RNP Performance captured usingTotal System Error (TSE) computed as sum
of the following:
• Navigation System Error (NSE):
• FlightTechnical Error (FTE):
• Path Definition Error (PDE).
• Rapid improvements in GNSS mean the NSE is very small,
• For RNP/PBN focus is on ensuring ensuring path definition is accurate &
maintained via alerting & monitoring…FTE is the area of biggest scrutiny
RNP Compliance-Airworthiness
Will current/future generation MALE/HALE meet these standards
Are they appropriate?
86. Copyright:Terrence Martin
Required Comms Performance
Factors Affecting Separation & Route Spacing
PBN
Navigation
NAVAID
Infrastructure
Performance Based
Concept
Navigation
Specification
Navigation Application
Source: Derived from ICAO Performance Based Navigation Manual, Doc 9613
If the Navigation Specification cannot be met, …..
87. Copyright:Terrence Martin
Required Comms Performance
Factors Affecting Separation & Route Spacing
Intervention
PBN
Exposure to RiskNavigation
NAVAID
Infrastructure
Communication
ATC Procs &Tools
Surveillance
Performance Based
Concept
Traffic
Density
Operational
ErrorNavigation
Specification
Navigation Application
Source: Derived from ICAO Performance Based Navigation Manual, Doc 9613
Route
Configuration
WHAT is the impact on separation distances. Needed to understand:
• Exposure : See earlier work from Aaron McFadyen on data driven methods
• Intervention: Comms and Surveillance
88. Copyright:Terrence Martin
Performance Based Comms & Surveillance
ICAO 9869- PBC&S Manual -- 2016
RNP 10
Network
ATS Unit
Applicable Airspace
• Airspace characteristics
• Tech Dependencies
• Other considerations
State Application to Airspace ie
Local Safety Assessment
Prescribe specs for communication &
Surveillance supportingATM Operations in
applicable airspace
• ANSP requirements
• Aircraft Operator Requirements
• PBC&S Monitoring
RSP 180
Specification
RCP 240
ATM Operation (X)
Standards & procs for Comms, Nav and
Surveillance identifying appropriate
RCP/RSP Specification
It may be to possible to
achieve separation distances
commensurate with RNP 2
even if the aircraft is not RNP
compliant
provided the RCP/RSP
environment supports it,
89. Copyright:Terrence Martin
Performance Based Comms & Surveillance
ICAO 9869- PBC&S Manual -- 2016
CAVEAT:
• PBC&S isVERY NEW
• RPAS RCP (RLP) still in development (Eg RTCA 228), JARUS
• Limited attention paid to RSP, RNP, PBS&S inter-relationships, BUT RPAS
differences may warrant attention.
90. Copyright:Terrence Martin
Required Communication Performance
Separation Distance for RNP/RCP/RSP
Source: RTCA DO-350: End to End RCP (CPDLC) & RCTP [Continental,
Oceanic and Remote
For aircraft, climbing, cruising or descending on the same track, the following
separation minima may be used…
Separation
Minima
RNP
Specification
RCP
Specification
RSP
Specification
Max ADS-C
periodic reporting
interval
50 NM
(93 km)
10 240 180 27 minutes
50 NM
(93km)
4 240 180 32 minutes
30 NM
(55km)
4 240 180 14 minutes
91. Copyright:Terrence Martin
Required Communication Performance
Separation Distance for RNP/RCP/RSP
Source: RTCA DO-350: End to End RCP (CPDLC) & RCTP [Continental,
Oceanic and Remote
For aircraft, climbing, cruising or descending on the same track, the following
separation minima may be used…
Separation
Minima
RNP
Specification
RCP
Specification
RSP
Specification
Max ADS-C
periodic reporting
interval
50 NM
(93 km)
10 240 180 27 minutes
50 NM
(93km)
4 240 180 32 minutes
30 NM
(55km)
4 240 180 14 minutes
• Is the Concept of PBN and PBC&S scalable for UTM
• What will be the separation distances for UTM
• What happens if the network latency impacts on the position certainty
and UTM intervention time?
92. Copyright:Terrence Martin
Required Communication Performance
Separation Assurance & RSP
Source: PBC&S Doc 9869
RSP requires availability, continuity, integrity etc but an
important aspect is “”RSP delivery time”.
• The value for the RSP data delivery time is based on the time when the
surveillance data delivery is considered overdue.
• Again: reliant on a comms link…
• For separation assurance, the RSP data delivery can be determined by
collision risk modelling.
• Collision risk modelling considers the RSP delivery times in the
surveillance data delivery and controller intervention buffer supporting
separation assurance.
93. Air Traffic Modelling
1 - Analytical and Simulated Models
Separation < 1nm Separation < 500ft
Manned Aircraft Unmanned Aircraft
This research was conducted by QUT as part of an Advance Queensland Fellowship held by Aaron McFadyen and supported by Queensland State
Government Department of Science, InformationTechnology and Innovation (DSITI) &Thales Australia.The air traffic data was provided by
Airservices Australia under aTailored Data Supply Agreement.
94. Copyright:Terrence Martin
Performance Based Comms & Surveillance
But the CNPC Latency &Transaction times are different for RPAS!
1. What does the CNPC network topology look like.
2. Intervention times:
1. For ATC: (FL, heading, track change etc) at any point
2. For Pilot: when directed and when alerted about track deviation
Should the separation distances change?
RNP and Aircraft Separation
98. Copyright:Terrence Martin Source: Derived from RTCA DO-350
Required Link Performance
Expanding RTCA SC-228 Required Link performance
ATSU
encodes
Message
& sends
to CSP
CSP
transmit
s ATSU
Message
to
Aircraft
Aircraft
decodes
Message and
gives to flight
crew
Crew
reads and
responds
to ATC eg
wilco
Aircraft
System
encodes
response &
transmits to
CSP
CSP sends
response
message
to ATSU
ATC
Compose
Message
ATSU
decodes
response
and gives
to ATC
ATC reads
response
RCP Specification: TransactionTime + Availability, Integrity, Continuity
Initiator
Performance
Responder
Performance𝑅𝐶𝑇𝑃𝑅𝑃𝐴
𝑅𝐶𝑇𝑃𝐴𝑇𝑆𝑈
𝑅𝐶𝑇𝑃𝐶𝑆𝑃
Initiator
Performance
𝑅𝐶𝑇𝑃𝐶𝑆𝑃 𝑅𝐶𝑇𝑃𝐴𝑇𝑆𝑈
𝑅𝐶𝑇𝑃𝐴𝑖𝑟𝑐𝑟𝑎𝑓𝑡𝑅𝐶𝑇𝑃𝐴𝑖𝑟𝑐𝑟𝑎𝑓𝑡
𝑅𝐶𝑇𝑃𝐶𝑆𝑃 𝑅𝐶𝑇𝑃𝐺𝐶𝑆 𝑅𝐶𝑇𝑃𝑅𝑃𝐴 𝑅𝐶𝑇𝑃𝐶𝑆𝑃 𝑅𝐶𝑇𝑃𝐺𝐶𝑆
99. Copyright:Terrence Martin
Required Link Performance
RELAY CNPC via RPA
ATC
Composes
&
Sends Message
ATSU
RP
Receives
Response &
Understands
Comms Link
Or ATC-RP Comms link could be direct
Will this be transparent to ATC.
Not currently ATC Surveillance Compliant
100. Copyright:Terrence Martin Source: Derived from RTCA DO-350
Required Link Performance
Expanding RTCA SC-228 Required Link performance
ATSU
encodes
Message
& sends
to CSP
CSP
transmit
s ATSU
Message
to
Aircraft
Aircraft
decodes
Message and
gives to flight
crew
Crew
reads and
responds
to ATC eg
wilco
Aircraft
System
encodes
response &
transmits to
CSP
CSP sends
response
message
to ATSU
ATC
Compose
Message
ATSU
decodes
response
and gives
to ATC
ATC reads
response
RCP Specification: TransactionTime + Availability, Integrity, Continuity
Initiator
Performance
Responder
Performance𝑅𝐶𝑇𝑃𝑅𝑃𝐴
𝑅𝐶𝑇𝑃𝐴𝑇𝑆𝑈
𝑅𝐶𝑇𝑃𝐶𝑆𝑃
Initiator
Performance
𝑅𝐶𝑇𝑃𝐶𝑆𝑃 𝑅𝐶𝑇𝑃𝐴𝑇𝑆𝑈
𝑅𝐶𝑇𝑃𝐴𝑖𝑟𝑐𝑟𝑎𝑓𝑡𝑅𝐶𝑇𝑃𝐴𝑖𝑟𝑐𝑟𝑎𝑓𝑡
𝑅𝐶𝑇𝑃𝐶𝑆𝑃 𝑅𝐶𝑇𝑃𝐺𝐶𝑆 𝑅𝐶𝑇𝑃𝑅𝑃𝐴 𝑅𝐶𝑇𝑃𝐶𝑆𝑃 𝑅𝐶𝑇𝑃𝐺𝐶𝑆
Not currently being examined in
RTCA SC-228.
How is PBNAlerting and Response
catered for?
102. Copyright:Terrence Martin
Required “Link” Performance
Unmanned Network Topology: RELAY COMMS
ATC
Composes
&
Sends Message
Telemetry
Link
ATSU
RP
Receives
Response &
Understands
Notas del editor
Going to examine a number of these as presentation progresses.
DAA/ATM Integration, C2
Obvious Research Areas;
These have subsequently been grouped into 14 activities which are detailed in the Strategic R&D Plan.
2.7.1 Airspace access and surface operations
• Define RPAS minimum IFR performance requirements:
o Climb and turn performance;
o Speed.
• Assess airspace entry requirements (CNS)S:
o Other means of compliance.
• Set requirements for transparent contingency procedures:
o Essential for ATC.
• Assess airspace impact of B-VLOS:
o Type of operations;
o Airspace classification.
• Assure interoperability of D&A system with ACAS.
• Assess Airspace design impact on RPAS integration:
o B-VLOS aspects.
• PBN requirements Impact on RPAS per airspace:
o Assess alternative means of compliance.
RPAS additional Infrastructure requirements:
o Data link.
• Automatic landing requirements:
o Enable operations in IMC.
• SID/STAR performance compatibility:
o Speed;
o Climb/descent;
o Turns.
• Terrain data base requirements impact (BVLOS):
o Additional requirements for terrain outside airports and remote areas.
• Enhanced Situational awareness (human factors):
o Through use of airborne or ground D&A;
o Trust authority and presence.
• D&A requirements:
o Minimum performance requirements;
o Cooperative and non-cooperative targets.
• GBSAA performance limitations:
o Identification of performance limits.
• ATC requirements:
o RTF;
o Flight planning for all operations;
o Emergency procedures;
o Lost link procedures;
o Training;
o ATC system requirements.
• Airport and surface operations:
o D&A;
o Automated landing and take-off;
o Platform operations;
o Ground movements;
o Contingency;
o CTR traffic integration.
2.7.2 Comms C2 data link
• Assessment of RPAS operations on ATM communication systems;
• Characterize the capacity and performance requirements of RPAS operations on ATC
communications systems;
• Develop and validate detailed command and control communications technical performance
requirements based on communications policy and procedures, communications
architectures, and safety and security considerations to be established;
• Requirements for Integrity, continuity, availability of data link;
• Spectrum availability.
2.7.4 Human Factors
• Definition of Roles and Responsibilities. Potential issues related to change in roles and
responsibilities among RPAS, ATC, other airspace users and flight dispatchers.
2.7.5 SESAR compatibility
• MAP ATM Master Plan requirements;
• Trajectory management for RPAS;
• Initial 4D trajectory based operations;
• SWIM;
• Delegated separation
2.7.6 Contingency
• Transparent contingency procedures;
• Loss link procedures
2.7.7 Security
• Classification
• Security of ground station;
• Security of remote pilot (VLOS);
• Unlawful interference;
• Jamming;
• Spoofing;
• Security of data link;
• Additional ATM security requirements.
Going to examine a number of these as presentation progresses.
DAA/ATM Integration, C2
Obvious Research Areas;
These have subsequently been grouped into 14 activities which are detailed in the Strategic R&D Plan.
2.7.1 Airspace access and surface operations
• Define RPAS minimum IFR performance requirements:
o Climb and turn performance;
o Speed.
• Assess airspace entry requirements (CNS)S:
o Other means of compliance.
• Set requirements for transparent contingency procedures:
o Essential for ATC.
• Assess airspace impact of B-VLOS:
o Type of operations;
o Airspace classification.
• Assure interoperability of D&A system with ACAS.
• Assess Airspace design impact on RPAS integration:
o B-VLOS aspects.
• PBN requirements Impact on RPAS per airspace:
o Assess alternative means of compliance.
RPAS additional Infrastructure requirements:
o Data link.
• Automatic landing requirements:
o Enable operations in IMC.
• SID/STAR performance compatibility:
o Speed;
o Climb/descent;
o Turns.
• Terrain data base requirements impact (BVLOS):
o Additional requirements for terrain outside airports and remote areas.
• Enhanced Situational awareness (human factors):
o Through use of airborne or ground D&A;
o Trust authority and presence.
• D&A requirements:
o Minimum performance requirements;
o Cooperative and non-cooperative targets.
• GBSAA performance limitations:
o Identification of performance limits.
• ATC requirements:
o RTF;
o Flight planning for all operations;
o Emergency procedures;
o Lost link procedures;
o Training;
o ATC system requirements.
• Airport and surface operations:
o D&A;
o Automated landing and take-off;
o Platform operations;
o Ground movements;
o Contingency;
o CTR traffic integration.
2.7.2 Comms C2 data link
• Assessment of RPAS operations on ATM communication systems;
• Characterize the capacity and performance requirements of RPAS operations on ATC
communications systems;
• Develop and validate detailed command and control communications technical performance
requirements based on communications policy and procedures, communications
architectures, and safety and security considerations to be established;
• Requirements for Integrity, continuity, availability of data link;
• Spectrum availability.
2.7.4 Human Factors
• Definition of Roles and Responsibilities. Potential issues related to change in roles and
responsibilities among RPAS, ATC, other airspace users and flight dispatchers.
2.7.5 SESAR compatibility
• MAP ATM Master Plan requirements;
• Trajectory management for RPAS;
• Initial 4D trajectory based operations;
• SWIM;
• Delegated separation
2.7.6 Contingency
• Transparent contingency procedures;
• Loss link procedures
2.7.7 Security
• Classification
• Security of ground station;
• Security of remote pilot (VLOS);
• Unlawful interference;
• Jamming;
• Spoofing;
• Security of data link;
• Additional ATM security requirements.
tau represents an approximation of the time to closest point of approach (CPA), but is exact only in the
case of a direct collision course (CPA is zero)
RDR dependent on intruder category/speed, ownship speed and intruder bearing angle
RDR is the point in the encounter timeline at which the generated radar tracks would be used by the pilot to make a decision as to whether there is a need to maneuver to remain well clear
selection of a min tau value at which to alert for a WCV determines
the time to react to the threat,
the size of protected airspace within which a given threat encounter will cause an alert.
Modified Tau with Horizontal and Vertical Miss-Distance Filters
The previous two metrics of a WCV can be problematic when two fast aircraft encounter each other. For example, if two aircraft on opposite headings are each traveling 600 kts with tracks horizontally offset by 5.9 nmi (so CPA will be 5.9 nmi) the range tau will be 35 s, low enough to be considered time to execute a collision avoidance maneuver even though a controller would consider the aircraft adequately separated.
TCAS II remedies this problem by employing a horizontal miss-distance filter to remove alerts for encounters that will pass a distance more than approximately DMOD (1.1 nmi) apart. A similar filter is provided for vertical miss distances greater than about 700 ft. The definition of well clear may need to incorporate similar filters to avoid “nuisance” alerts, so the third metric evaluated in this paper will not consider a WCV any encounter with CPA larger than the selected value of DMOD. This metric would be the most similar to that used by TCAS II.
MODIFIED TAU: To provide protection in these types of encounters, a modified alerting threshold, often referred to as “modified tau,” is used by TCAS II.6
uses a new parameter, “distance modification” (DMOD) to provide a min range to alert regardless: regardless calculated value of range tau
SWIR
1280 x 1024 pixel format, 15 μm pitch
– High sensitivity 2:2 bin mode for 640 x 512 pixel
– format, 30 μm pitch for low light imaging
– 30 frames per second full frame rate
– Highest sensitivity available in 0.9 to 1.7 μm
– spectrum; NIR/SWIR, from 0.7 to 1.7 μm
– Partial moonlight to day time imaging
– Compact OEM module size < 4.5 in3
– All solid-state InGaAs imager
– On-board, real time non-uniformity corrections
– Digital 12-bit base Camera Link® output
– Automatic Gain Control (AGC)
– Local Area Processing Dynamic Range
Part of the ongoing challenge for DAA, is the challenges which ground clutter presents.
The footage made available for our experiments has the ground clutter cropped.
However, the State can prescribe multiple RCP/RSP specifications within a given airspace. For example, the State may prescribe one RCP specification, applicable to the normal means of communication appropriate for the controller’s intervention capability to apply the separation minimum, and prescribe another RCP specification to a new communication technology that supports an alternative means of communication when the normal means of communication fails
However, the State can prescribe multiple RCP/RSP specifications within a given airspace. For example, the State may prescribe one RCP specification, applicable to the normal means of communication appropriate for the controller’s intervention capability to apply the separation minimum, and prescribe another RCP specification to a new communication technology that supports an alternative means of communication when the normal means of communication fails
Continuity : Probability that a transaction can be completed within the communication transaction time given that the service was available at the start of the transaction (either ET or TT of 95%).
Availability:The probability that an operational communication transaction can be initiated when needed.
Integrity:The probability of one or more undetected errors in a completed communication transaction
KEY POINTS
Recently Released JARUS document on RCP, has a lot of alignment with the ICAO RCP Standard (DOC 9869)
Both documents acknowledge that it the time between ATC deciding to issue a separation instruction to an aircraft, needs to have a transaction time that is less than a certain amount. This needs to take into consideration, reasonable timeframes for human actions & response, as well as the technology and the number of pathways
For CPA, the pathways are quite often different, so the transaction time will be longer, and ultimately, this will probably require a review of the Separations standards for UAS.
Needs to include the HUMAN in the loop, average times allowed
Doc 9869 details operationally significant benchmarks for particular operational comms transactions
Transaction TIME:
Continuity, Availability, Integrity
RCP type are determined for an ATM function which could include:
airspace characteristics, such as separation minima, spacing criteria and capacity limits;
Op capabilities, such as a dynamic arrival procedure, crossing flight paths, or in-trail
climb/descent procedure; and
CNS/ATM system performance e.g nav, surveillance, flight management, flight data processing, and decision support tools for the controller and the flight crew.
Can see here that decomposing the transaction time can get quite LONGWINDED.
BOTTOM LINE: The mechanisms for communicating . How long is the RESPONDER PERFORMANCE for an RPAS.
Are IFR Separation Standards applicable.
Note there is an even lengthier decomposition for DATA.
THESE RCPs are an element of Separation Standards. HOWEVER RPAS have completely different comms pathways
ICAO 9869 States that there is an obligation on the part of the State and the aircraft operator to show that the procedures, aircraft equipage and airspace infrastructure comply with the RCP type. This compliance is performed as part of different approval types.
Continuity : Probability that a transaction can be completed within the communication transaction time given that the service was available at the start of the transaction (either ET or TT of 95%).
Availability:The probability that an operational communication transaction can be initiated when needed.
Integrity:The probability of one or more undetected errors in a completed communication transaction
KEY POINTS
Recently Released JARUS document on RCP, has a lot of alignment with the ICAO RCP Standard (DOC 9869)
Both documents acknowledge that it the time between ATC deciding to issue a separation instruction to an aircraft, needs to have a transaction time that is less than a certain amount. This needs to take into consideration, reasonable timeframes for human actions & response, as well as the technology and the number of pathways
For CPA, the pathways are quite often different, so the transaction time will be longer, and ultimately, this will probably require a review of the Separations standards for UAS.
Needs to include the HUMAN in the loop, average times allowed
Doc 9869 details operationally significant benchmarks for particular operational comms transactions
Transaction TIME:
Continuity, Availability, Integrity
RCP type are determined for an ATM function which could include:
airspace characteristics, such as separation minima, spacing criteria and capacity limits;
Op capabilities, such as a dynamic arrival procedure, crossing flight paths, or in-trail
climb/descent procedure; and
CNS/ATM system performance e.g nav, surveillance, flight management, flight data processing, and decision support tools for the controller and the flight crew.
Can see here that decomposing the transaction time can get quite LONGWINDED.
BOTTOM LINE: The mechanisms for communicating . How long is the RESPONDER PERFORMANCE for an RPAS.
Are IFR Separation Standards applicable.
Note there is an even lengthier decomposition for DATA.
THESE RCPs are an element of Separation Standards. HOWEVER RPAS have completely different comms pathways
ICAO 9869 States that there is an obligation on the part of the State and the aircraft operator to show that the procedures, aircraft equipage and airspace infrastructure comply with the RCP type. This compliance is performed as part of different approval types.
Continuity : Probability that a transaction can be completed within the communication transaction time given that the service was available at the start of the transaction (either ET or TT of 95%).
Availability:The probability that an operational communication transaction can be initiated when needed.
Integrity:The probability of one or more undetected errors in a completed communication transaction
KEY POINTS
Recently Released JARUS document on RCP, has a lot of alignment with the ICAO RCP Standard (DOC 9869)
Both documents acknowledge that it the time between ATC deciding to issue a separation instruction to an aircraft, needs to have a transaction time that is less than a certain amount. This needs to take into consideration, reasonable timeframes for human actions & response, as well as the technology and the number of pathways
For CPA, the pathways are quite often different, so the transaction time will be longer, and ultimately, this will probably require a review of the Separations standards for UAS.
Needs to include the HUMAN in the loop, average times allowed
Doc 9869 details operationally significant benchmarks for particular operational comms transactions
Transaction TIME:
Continuity, Availability, Integrity
RCP type are determined for an ATM function which could include:
airspace characteristics, such as separation minima, spacing criteria and capacity limits;
Op capabilities, such as a dynamic arrival procedure, crossing flight paths, or in-trail
climb/descent procedure; and
CNS/ATM system performance e.g nav, surveillance, flight management, flight data processing, and decision support tools for the controller and the flight crew.
Can see here that decomposing the transaction time can get quite LONGWINDED.
BOTTOM LINE: The mechanisms for communicating . How long is the RESPONDER PERFORMANCE for an RPAS.
Are IFR Separation Standards applicable.
Note there is an even lengthier decomposition for DATA.
THESE RCPs are an element of Separation Standards. HOWEVER RPAS have completely different comms pathways
ICAO 9869 States that there is an obligation on the part of the State and the aircraft operator to show that the procedures, aircraft equipage and airspace infrastructure comply with the RCP type. This compliance is performed as part of different approval types.
Continuity : Probability that a transaction can be completed within the communication transaction time given that the service was available at the start of the transaction (either ET or TT of 95%).
Availability:The probability that an operational communication transaction can be initiated when needed.
Integrity:The probability of one or more undetected errors in a completed communication transaction
Continuity : Probability that a transaction can be completed within the communication transaction time given that the service was available at the start of the transaction (either ET or TT of 95%).
Availability:The probability that an operational communication transaction can be initiated when needed.
Integrity:The probability of one or more undetected errors in a completed communication transaction