Detect and Avoid for UA COST ES nd – 04 th of September 2009 Dr. Dirk-Roger Schmitt - Dipl. Phys. Mirsad Delić German Aerospace Center

2AT-One, COST ES0802, Dipl. Phys. M. Delic EMT - GFX Fancopter B1 Aladin EuroHawkLUNA

3AT-One, COST ES0802, Dipl. Phys. M. Delic Contents of the Presentation D&A Study  Description of the Study  Problems D&A in case of UA  Approaches: 1. Comparison of an UA with the capabilities of a human pilot 2. Which level of D&A reliability has to be reached by an UA? 3. Special UA Safety Net extension vs. D&A  Results of the Study WASLA HALE UA Mission Simulations  Basic Scenario  Aspects of the Scenario  Simulation Platform

4AT-One, COST ES0802, Dipl. Phys. M. Delic Description of the Study The D&A Study was a contribution to the development of the basics for the admission and operation of Unmanned Aircraft in the German Airspace. The main aim of this study was the formulation of respective requirements. The result are supposed to show the way for the usage of UA in various fields of application, e.g.:  Military: Surveillance and exploration of dangerous areas  Civil: Freight transportation  Others: e.g. o Surveillance of borders (land and sea) o Detection of environmental crimes o Support of police activities

5AT-One, COST ES0802, Dipl. Phys. M. Delic Problems D&A in case of UA Which requirements have to be fulfilled in order to allow UA to participate in regular air traffic? Is it necessary to extend existing security rules or are the already existing ones sufficient? Which Safety Net elements are useful and/or is there a need for changes? Is it possible to use existing procedures? Procedures for critical situations? How shall UA be introduced in regular airspace?

6AT-One, COST ES0802, Dipl. Phys. M. Delic First Approach: Comparison of an UA with the capabilities of a human pilot Main question: What are requirements for a human pilot in order to be allowed steering an aircraft?  Consideration of existing FAA/ICAO regulations and procedures for the manned aviation  Link to study WASLA/HALE - AP4100/4200 “Specification of a generic Sense & Avoid System” Problem: This approach is only suitable to a limited extent since it is necessary to use statistical medians that are influenced by several factors: visual faculty, fatigue, concentration, health condition, etc.

7AT-One, COST ES0802, Dipl. Phys. M. Delic Second Approach: Which level of D&A reliability has to be reached by an UA? Aims: Reach the reliability of a human pilot The risk for third parties in regular airspace shall not be increased by the operation of an UA. The reliability requirements are derived from statistics, see study WASLA/HALE – AP4100/4200 „ Specification of a generic Sense & Avoid System“ Statistical values are appropriate to determine the reliability of an UA.

8AT-One, COST ES0802, Dipl. Phys. M. Delic Third Approach: Special UA Safety Net extension vs. D&A In which airspace shall UA be used first? Controlled airspace, TMZ (Transponder Mandatory Zones), if necessary implementation of TTMZ (Temporary Transponder Mandatory Zones) Extension to other airspaces? Which useful sensors are available and are the existing procedures sufficient? Performance of UA? Need for researches about: climbing and descent properties, speed, avoidance properties, cruising altitudes, etc.  Development of suitable operational procedures in order to allow a stepwise introduction (gathering of experience)

9AT-One, COST ES0802, Dipl. Phys. M. Delic Third Approach: Special UA Safety Net extension vs. D&A  Can safety systems for manned aviation be transferred directly to unmanned aviation? Every suitable sensor system has to be checked in detail for serviceability. E.g. ACAS: As part of the Safety Net, this system is qualified, but procedures must be generated, how and when an UA has to react on respective advisories. Is it possible to reduce the demands for D&A by adjustment of the first three safety layers or can it be even made unnecessary? How would the minimal operational requirements (MAPS und MOPS) look like?

10AT-One, COST ES0802, Dipl. Phys. M. Delic Third Approach: Special UA Safety Net extension vs. D&A Special Case Airport: Which systems are necessary in order to assure safe starts, landings and taxiing? Datalink for communication and transfer of the taxi Airport map database – problem, how to keep it continuously up-to- date TIS-B ADS-B Optical sensors, GPS, Galileo, etc. Prevention of system failures ? Redundancy of essential systems Emergency procedures for automatic flying in case of communication problems with ATC and/or operator.

11AT-One, COST ES0802, Dipl. Phys. M. Delic Results of the Study The D&A Study consists mainly of three essential components:  Research in the following areas: oUA: performance, reasons for malfunctions, fields of application, operational scenarios oSensors: technology, fields of application, performance oSafety Aspects: Safety Net, TCAS, ADS-B, A-SMGCS, data links oUA Projects: aims, results and experiences oGerman Airspace: layout and legislation Analysis of data gained in the research and evaluation of different approaches for the development of respective requirements and recommendations Development of requirements and recommendations

12AT-One, COST ES0802, Dipl. Phys. M. Delic Results of the Study Possible steps in the future: Stepwise introduction of UA, depending on Airspace and mission definition Use of new technology, e.g. TIS-B and ADS-B Improvement of sensors in order to allow an earlier conflict detection ASAS: Minimum distance to other aircraft should be bigger than in case of manned aviation Generation and improvement of procedures concerning flight characteristics, change manoeuvres and reactions on critical situations

13AT-One, COST ES0802, Dipl. Phys. M. Delic WASLA HALE Participants: DLR (Lead) Deutsches Zentrum für Luft- und Raumfahrt e.V. EADS (Subcontractor to DLR) European Aeronautic Defence and Space Company ESG (Subcontractor to DLR) Elektroniksystem- und Logistik- GmbH DFS (Subcontractor to DLR) Deutsche Flugsicherung GmbH, Langen WTD 61 Wehrtechnische Erprobungsstelle 61 in Manching sponsored by:

14AT-One, COST ES0802, Dipl. Phys. M. Delic WASLA HALE Main objective of the project: Development of procedures and techniques for the integration of UA into civil controlled airspace and their validation in simulation and flight trials. Project consists of 3 phases: 1. Phase (2000): Definition Phase 2. Phase (2001 – 2004): procedure development (focus on emergency procedures) validation of procedures in ATC simulations development and flight testing of a UAV evaluation platform based on DLR’s research aircraft ATTAS 3. Phase (2006 – 2008): Focus on “See and Avoid” aspects

15AT-One, COST ES0802, Dipl. Phys. M. Delic WASLA HALE

16AT-One, COST ES0802, Dipl. Phys. M. Delic WASLA HALE Safety Layers in Civil Airspace German UA Demonstrator Program WASLA-HALE PHASE III PHASE I+II

17AT-One, COST ES0802, Dipl. Phys. M. Delic UA Mission Simulation Basic Scenario The following scenario shall be used for the simulations: Start of HALE UA from home airport Climb to cruising altitude Flight to operational area Flight back to home base and landing on airport The simulations shall refer only to the flight phases within the airspace of the Federal Republic of Germany. For the simulations real traffic data shall be used.

18AT-One, COST ES0802, Dipl. Phys. M. Delic Basic Scenario FL410 FL250 FL150 Enroute Climb Landing Descend Take-off GermanyMission AreaGermany

19AT-One, COST ES0802, Dipl. Phys. M. Delic Aspects of the Scenario In the simulations the following aspects shall be considered: Referring to regular traffic: oTraffic at different times of the day  most suitable time for Take-Off and Landing oDifferent airports for Take-Off and Landing Referring to UA: oDifferent trajectories for climb and descent phases, i.e. different kinds of restricted areas oDifferent types of UA, i.e. different performance during climb and descent phases The aim is to find the most suitable airport, time and trajectory for climb and descent of an UA.

20AT-One, COST ES0802, Dipl. Phys. M. Delic Simulation Platform For the simulations the following DLR internal applications shall be used: 1. Air Traffic Simulator Supports 2 kinds of traffic scenarios: oSimulation of the surrounding traffic of one aircraft oSimulation of up to aircraft departing and arriving Use of specific and defined aircraft types (BADA format) as UA: main reference type is the Cessna Citation II-CE 550 Use of three airports: oETNS (Schleswig – Jagel) oETSI (Ingolstadt – Manching) oETSH (Schönewalde – Holzdorf) Two different kinds of climb phases (in restricted area): o“Helix” above the airport area (radius: 10 km) o“Tunnel” for straight climbing

21AT-One, COST ES0802, Dipl. Phys. M. Delic Simulation Platform 2. Integrated Pilot Assistance System CCG 2008 Advanced FMS Consists of the four modules: HMI, Planning, Interfaces and Situation Assessment

22AT-One, COST ES0802, Dipl. Phys. M. Delic