Periodic Reporting for period 4 - PJ13 - W2 ERICA (Enable RPAS Insertion in Controlled Airspace)
Berichtszeitraum: 2023-01-01 bis 2023-03-31
The ERICA project aimed at providing the basis for defining, developing and validating the key operational and technological enablers to assure the insertion of RPAS into non-segregated airspace in terms of:
• “Detect and Avoid for IFR RPAS” by developing and operationally validating a Detect And Avoid (DAA) system for IFR RPAS operating in airspace A to C that will allow the Remote Pilot to contribute to safety by remaining well clear of proximate traffic and preventing collisions in case the normal separation provisions fail.
• “IFR RPAS short-term accommodation and long-term integration in airspace Class A to C” by developing a framework for the insertion of RPAS into the non-segregated airspace, allowing their routine access and operations.
These objectives were pursued through the following three solutions: PJ.13-W2-111 PJ.13-W2-115 and PJ.13-W2-117:
• Solution 111 “Detect and Avoid for IFR RPAS”
The objective was to develop and operationally validate (V3 level) a Detect and Avoid (DAA) system for IFR RPAS operating in airspace class A-C. This Solution considered both CA (Collision Avoidance) and RWC (Remain Well Clear) functions and it addressed both the European DAA and the joint USA/European ACAS-Xu concepts, with a specific set of Validation Exercises.
• Solution 115 “IFR RPAS Accommodation in Airspace Class A to C” and Solution 117 “IFR RPAS Integration in Airspace Class A to C”
The objective of these two solutions was to enable IFR RPAS operations in controlled airspace classes A-C considering both short-term “accommodation” operational measures and long-term “integration” systems and operational needs. Both solutions identified the operational and performance requirements, as well as the operational working methods.
“Accommodation” refers to a set of measures to assure the operational capability of low RPAS traffic in the short term, mainly making use of existing ATM and RPAS technologies at the target timeframe (2021-2025). Accommodation objectives were reached by means of existing certified navigation solutions and civil regulation compliance coming from commercial aviation.
“Integration” refers to a set of measures to be adopted in the long term and that will likely use advanced concepts and new technical enablers, to reach the full insertion of RPAS in the GAT without the above limitations.
• “Detect and Avoid for IFR RPAS” by developing and operationally validating a Detect And Avoid (DAA) system for IFR RPAS operating in airspace A to C that will allow the Remote Pilot to contribute to safety by remaining well clear of proximate traffic and preventing collisions in case the normal separation provisions fail.
• “IFR RPAS short-term accommodation and long-term integration in airspace Class A to C” by developing a framework for the insertion of RPAS into the non-segregated airspace, allowing their routine access and operations.
These objectives were pursued through the following three solutions: PJ.13-W2-111 PJ.13-W2-115 and PJ.13-W2-117:
• Solution 111 “Detect and Avoid for IFR RPAS”
The objective was to develop and operationally validate (V3 level) a Detect and Avoid (DAA) system for IFR RPAS operating in airspace class A-C. This Solution considered both CA (Collision Avoidance) and RWC (Remain Well Clear) functions and it addressed both the European DAA and the joint USA/European ACAS-Xu concepts, with a specific set of Validation Exercises.
• Solution 115 “IFR RPAS Accommodation in Airspace Class A to C” and Solution 117 “IFR RPAS Integration in Airspace Class A to C”
The objective of these two solutions was to enable IFR RPAS operations in controlled airspace classes A-C considering both short-term “accommodation” operational measures and long-term “integration” systems and operational needs. Both solutions identified the operational and performance requirements, as well as the operational working methods.
“Accommodation” refers to a set of measures to assure the operational capability of low RPAS traffic in the short term, mainly making use of existing ATM and RPAS technologies at the target timeframe (2021-2025). Accommodation objectives were reached by means of existing certified navigation solutions and civil regulation compliance coming from commercial aviation.
“Integration” refers to a set of measures to be adopted in the long term and that will likely use advanced concepts and new technical enablers, to reach the full insertion of RPAS in the GAT without the above limitations.
Solution 111 “Detect and Avoid for IFR RPAS”
This Solution considered both the CA and RWC functions and addressed both the European DAA and the joint USA/European ACAS-Xu concepts.
The following activities were performed:
• Initial Scoping
• First Model Development
• Perturbations Specifications
• Definition of High-Level Validation Objectives and the coverage matrix
• Exercises Consolidation and scope clarification.
• Metrics Document
• Definition of Pilot Response Models to RWC alerts
• Self-assessment for the Maturity status
• EATMA related activities
• Final OSED/SPR/INTEROP
• Development of Technical Specification (TS) from OSED
• Validation of encounter models and simulation environments
• Development of a Safety Assessment Plan
• Final version of the Validation Plan
• Cost Benefit Analysis
• Validation Report
• Execution of validation exercises
• Communication and Dissemination activities
Solution 115 “IFR RPAS accommodation in Airspace Class A to C”
All participants contributed to the following overall (Sol.115 and Sol.117) areas:
• Scoping of High-Level requirements: to identify an initial set of requirements for RPAS accommodation.
Sol. 115 participants specifically addressed:
• Initial RPAS Accommodation self-assessment for the V2 Maturity status.
• Common activities for transversal areas: ATM Modelling, Safety, Human Performance.
• Two external Technical Advisory Committee sessions.
The following activities were performed:
• Capture of existing RPAS practices.
• Safety, Performance and Operational Requirements (SPR-INTEROP/OSED) initial V3, which encompassed the Technical Specification (TS/IRS) V3 initial
This activity supported direct interaction with external RPAS activities through two external workshops.
• Validation Plan (VALP) V3
• Platform Definition Initial
• Platform Definition Setup
• Availability Note associated with platform availability for the validation
• Safety, Performance and Operational Requirements initial (SPR-INTEROP/OSED) Final V3
• Cost Benefit Analysis
• Execution of the Validation Exercise
• Validation Report
• Delivery of the Datapack and of the Contextual Note
• Maturity Gate for V3 (passed succesfully)
• Communication and Dissemination activities
Solution 117 “IFR RPAS integration in Airspace Class A to C”
This solution conducted the initial analysis of the relevant SESAR W1 solution in order to define the context and the scope.
The following activities were performed:
• Safety, Performance and Operational Requirements (V2) initial
This task was initially conducted in coordination with Sol.115 – OSED task.
The operational context, operating methods, requirements, and use cases for the long-term integration of RPAS were defined.
• Safety, Performance and Operational Requirements (SPR-INTEROP/OSED) V2 final
• Validation Plan Initial
• Technical Specification/IRS V2 – issue 1
• Cost Benefit Analysis (V2)
• Safety, Performance and Operational Requirements (V2)
• Validation Plan (VALP) V2 final
• Platforms Development and Integration
• Technical Specification (TS/IRS) V2 - issue 2
• Execution of validation exercises
• Validation Report (VALR) V2
• SPR-INTEROP/OSED V2
• Communication and Dissemination activities
This Solution considered both the CA and RWC functions and addressed both the European DAA and the joint USA/European ACAS-Xu concepts.
The following activities were performed:
• Initial Scoping
• First Model Development
• Perturbations Specifications
• Definition of High-Level Validation Objectives and the coverage matrix
• Exercises Consolidation and scope clarification.
• Metrics Document
• Definition of Pilot Response Models to RWC alerts
• Self-assessment for the Maturity status
• EATMA related activities
• Final OSED/SPR/INTEROP
• Development of Technical Specification (TS) from OSED
• Validation of encounter models and simulation environments
• Development of a Safety Assessment Plan
• Final version of the Validation Plan
• Cost Benefit Analysis
• Validation Report
• Execution of validation exercises
• Communication and Dissemination activities
Solution 115 “IFR RPAS accommodation in Airspace Class A to C”
All participants contributed to the following overall (Sol.115 and Sol.117) areas:
• Scoping of High-Level requirements: to identify an initial set of requirements for RPAS accommodation.
Sol. 115 participants specifically addressed:
• Initial RPAS Accommodation self-assessment for the V2 Maturity status.
• Common activities for transversal areas: ATM Modelling, Safety, Human Performance.
• Two external Technical Advisory Committee sessions.
The following activities were performed:
• Capture of existing RPAS practices.
• Safety, Performance and Operational Requirements (SPR-INTEROP/OSED) initial V3, which encompassed the Technical Specification (TS/IRS) V3 initial
This activity supported direct interaction with external RPAS activities through two external workshops.
• Validation Plan (VALP) V3
• Platform Definition Initial
• Platform Definition Setup
• Availability Note associated with platform availability for the validation
• Safety, Performance and Operational Requirements initial (SPR-INTEROP/OSED) Final V3
• Cost Benefit Analysis
• Execution of the Validation Exercise
• Validation Report
• Delivery of the Datapack and of the Contextual Note
• Maturity Gate for V3 (passed succesfully)
• Communication and Dissemination activities
Solution 117 “IFR RPAS integration in Airspace Class A to C”
This solution conducted the initial analysis of the relevant SESAR W1 solution in order to define the context and the scope.
The following activities were performed:
• Safety, Performance and Operational Requirements (V2) initial
This task was initially conducted in coordination with Sol.115 – OSED task.
The operational context, operating methods, requirements, and use cases for the long-term integration of RPAS were defined.
• Safety, Performance and Operational Requirements (SPR-INTEROP/OSED) V2 final
• Validation Plan Initial
• Technical Specification/IRS V2 – issue 1
• Cost Benefit Analysis (V2)
• Safety, Performance and Operational Requirements (V2)
• Validation Plan (VALP) V2 final
• Platforms Development and Integration
• Technical Specification (TS/IRS) V2 - issue 2
• Execution of validation exercises
• Validation Report (VALR) V2
• SPR-INTEROP/OSED V2
• Communication and Dissemination activities
The project is expected to produce the positive benefit of assuring the RPAS operations in the European non-segregated airspace that, as a direct consequence, will constitute a key-enabler for opening the market, to offer new services to the community and potentially to increase employment.
The expected main positive impacts are summarised as follow:
• Establishment of a valid European operational and technical performance base, facilitating a common air traffic management approach for European member states, as well as a solid and common contribution to the regulatory and standardisation bodies.
• Set up of a common solution for Europe, to assure the interoperability within and outside Europe.
• Increase of SESAR Key-Performance Indicators in terms of Access to the airspace, Equity and Safety, enabling civil and military RPAS to safely operate in Europe in accordance to the needs expressed by the community.
• Limit, as much as possible, to the modifications of existing ATM infrastructures.
• Enhancement of the networking capacity of ATC to manage RPAS without impacting on the manned traffic and capability to accommodate further traffic demands (“scalability”).
• Quicker consolidation of rules and standards, to provide a strong and clear base to industries (airborne and ground-based) and to air navigation service providers, leading to a common deployment plan.
• A significant spillover effect expected in other areas, considering that most RPAS technologies can be applied to other sectors (e.g. increasing the safety of manned aircraft or increasing their automation).
The expected main positive impacts are summarised as follow:
• Establishment of a valid European operational and technical performance base, facilitating a common air traffic management approach for European member states, as well as a solid and common contribution to the regulatory and standardisation bodies.
• Set up of a common solution for Europe, to assure the interoperability within and outside Europe.
• Increase of SESAR Key-Performance Indicators in terms of Access to the airspace, Equity and Safety, enabling civil and military RPAS to safely operate in Europe in accordance to the needs expressed by the community.
• Limit, as much as possible, to the modifications of existing ATM infrastructures.
• Enhancement of the networking capacity of ATC to manage RPAS without impacting on the manned traffic and capability to accommodate further traffic demands (“scalability”).
• Quicker consolidation of rules and standards, to provide a strong and clear base to industries (airborne and ground-based) and to air navigation service providers, leading to a common deployment plan.
• A significant spillover effect expected in other areas, considering that most RPAS technologies can be applied to other sectors (e.g. increasing the safety of manned aircraft or increasing their automation).