Abstract

The RPAS have become the new airspace users, which introduces a significant change into the ATM world. In order to support this change, the RPAS integration should be done by simulating real scenarios with the aim to maintain the same safety level like before their integration. Initiatives like Base of Aircraft Data (BADA) bring to the table all the necessary data to enable complete and accurate trajectory predictions by means of creating Aircraft Performance Models (APM). This project is focused on the modelling and consequently APM creation of two RPAS. Along it, the process followed and the results obtained are ex- plained, considering the lack of available data. Furthermore, a trajectory predictor (BTP) has been performed allowing all kind of trajectories simulations and the obtaining of impor- tant parameters such as altitude, thrust, fuel,etc. It is necessary to remark that the BTP has played an important role in the validation of the models created. On the one hand, many conclusions have been obtained in the end of the process, letting the demonstration that the APMs created show acceptable errors in comparison to the NASA real telemetry. On the other hand, the BTP fulfils the error limits in comparison to the EUROCONTROL TP, ensuring accurate and reliable results.

Abstract

This project has been developed with the principal aim of simulating CPDLC(Controller-Pilot Data Link Communications) between ATC (Air Traffic Controller) and RPAS (Remote Piloted Aircraft Systems). Communication between ATC and conventional aircraft is possible too. The uprising number of users in airspace compels the aerial communications to reinvent themselves for not collapsing the assigned frequency band. As a solution it is proposed CPDLC communications, an application that allows the direct exchange of text-based messages between a controller and a pilot. The most direct benefits in utilization of CPDLC are: 1) Air traffic management is more efficient. 2) Increase of airspace capacity. 3) Communication, surveillance and route conformance monitoring improvement. 4) Voice channel congestion reduction. The CPDLC code developed is integrated with ATM(Air Traffic Management) simulation program "eDEP", provided by Eurocontrol and it is also integrated with Icarus group research simulations. The project is divided in two main parts: a) Encoding library messages. It has been done the effort of collecting all the possible messages that can be exchanged between ATC and pilot. Messages have been encoded to byte level and it has been prepared to be sent through the net. b) Program graphic development. It has been developed a friendly and understandable graphical environment to be able to interact with a computer for sending the messages in a correct way. As a long term objective, it is expected that CPDLC program can be evaluated by real air traffic controllers in ATM simulations where RPAS and conventional aviation is mixed in non-segregated airspace. TFG will be useful for extracting conclusions about benefits provided by CPDLC and to know the real workload that CPDLC system provides to the air traffic controller.

Abstract

This paper presents the work done during the first year in the WP-E project ERAINT (Evaluation of the RPAS-ATM Interaction in Non-Segregated Airspace) that intends to evaluate by means of human-in-the-loop real-time simulations the interaction between a Remotely Piloted Aircraft System (RPAS) and the Air Traffic Management (ATM) when a Remotely Piloted Aircraft (RPA) is being operated in shared airspace. This interaction will be evaluated from three different perspectives. First, the separation management, its results are presented in this paper. Secondly, during the next year, the contingency management, also including loss of link situations and, lastly, the capacity impact of such operations in the overall ATM system. The used simulation infrastructure allows to simulate realistic exercises from both the RPAS Pilot-in-Command (PiC) and the Air Traffic Controller (ATCo) perspectives. Moreover, it permits to analyze the actual workload of the ATC and to evaluate several support tools and different RPAS levels of automation from the PiC and ATC sides. The simulation results and the usefulness of the support tools are presented for each selected concept of operations. Peer Reviewed

Abstract

International audience; Regulations from the ICAO use the term Well Clear without defining it. Now, this definition is needed to design air traffic Detect And Avoid systems. A definition is currently discussed at the ICAO level, with work on the associated Remain Well Clear (RWC) function underway at standardisation bodies level (RTCA, EUROCAE). But many members of the communities impacted by these works are not well aware of their state. To adress this lack of awareness, this paper provides three contributions. First, it derives from ICAO texts the components of a RWC function: boundaries, alerts and guidances. These are linked to essential elements required to define the Well Clear term: a start and end, the actors involved, and the expected actions. Second, it summarizes the current regulatory efforts in RTCA, EUROCAE and ICAO regarding the Well Clear and Remain Well Clear notions. Third, it proposes discussion topics to move forward. From a DAA perspective, the notion of Well Clear is key to unlock RPAS full integration, i.e. operation in all classes of airspaces. Though existing works make good progress, the ressources engaged on this topic seem insufficient when compared with the complexity and importance of the task at hand.