RAeS Workshop on Detect and Avoid. DAA standards development. Work in progress at EUROCAE WG73

Transcription

1 RAeS Workshop on Detect and Avoid DAA standards development Work in progress at EUROAE W73 Operational Services and Environment Definition (OSED) for Traffic Awareness and ollision Avoidance in lass A, B and Airspace under Instrument Flight Rules TAAAS Tony Henley 31 st March 2015

2 ontents Responsibilities and the Separator Rules of the Air - No AT clearance Rules of the Air Under AT instructions Focus of EUROAE wg 73 - lass A, B and airspace TAAAS Assumptions Selected TAAAS Requirements Selected Disclaimer the information presented with permission of but is not endorsed by EUROAE Much of it is derived from the draft TAAAS OSED Some of it is derived from THL lecture notes

3 TAAAS STATUS TAAAS - Operational Scenario and Environment definition document Ready for release as Interim ED EUROAE Document for community review Is it correct? Is it useful? Work continues on the associated Safety Assessment May lead to specific safety requirements - although a conflicted topic Further work needed on Performance Requirements and Limitations E.g. minimum RPAS climb rate for acceptable operation! Use of lateral manoeuvres against VFR traffic TAAAS is a concept to meet the class A B and requirements but Will anyone build it?

4 Responsibilities Strategic onflict Management Airspace organization and management Demand and capacity balancing Traffic synchronization components Separation Provision Tactical process of keeping aircraft away from hazards by at least the appropriate separation minima ollision Avoidance Must activate when the separation has been compromised

5 The Separator In all situations, the entity responsible for separation (the separator) must be known The separator is the agent responsible for separation provision for a conflict and can be either the airspace user or a separation provision service provider The separator must be defined (that is predetermined) prior to the commencement of separation provision; however, the role of separator may be delegated. FAA, Aeronautical Information Manual Official uide to Basic Flight Information and AT procedures 2006

6 Rules of the Air Extracts from IAO Annex 2 hapter 3.2 ROA 3.2 Avoidance of ollisions Nothing in these rules shall relieve the pilot-in-command of an aircraft from the responsibility of taking such action, including collision avoidance manoeuvres based on resolution advisories provided by AAS equipment, as will best avert collision. Note 1. It is important that vigilance for the purpose of detecting potential collisions be not relaxed on board an aircraft in flight, regardless of the type of flight or the class of airspace in which the aircraft is operating, and while operating on the movement area of an aerodrome. ROA Proximity An aircraft shall not be operated in such proximity to other aircraft as to create a collision hazard.

7 Right-of-way ROA Right-of-way The aircraft that has the right-of-way shall maintain its heading and speed. ROA An aircraft that is obliged by the following rules to keep out of the way of another shall avoid passing over, under or in front of the other, unless it passes well clear and takes into account the effect of aircraft wake turbulence. ROA Approaching head-on. When two aircraft are approaching head-on or approximately so and there is danger of collision, each shall alter its heading to the right.

8 Priority ROA onverging. When two aircraft are converging at approximately the same level, the aircraft that has the other on its right shall give way, except as follows: a) power-driven heavier-than-air aircraft shall give way to airships, gliders and balloons; b) airships shall give way to gliders and balloons; c) gliders shall give way to balloons; d) power-driven aircraft shall give way to aircraft which are seen to be towing other aircraft or objects.

9 Overtaking ROA Overtaking. An overtaking aircraft is an aircraft that approaches another from the rear on a line forming an angle of less than 70 degrees with the plane of symmetry of the latter i.e. is in such a position with reference to the other aircraft that at night it should be unable to see either of the aircraft s left (port) or right (starboard) navigation lights. An aircraft that is being overtaken has the right-of-way and the overtaking aircraft, whether climbing, descending or in horizontal flight, shall keep out of the way of the other aircraft by altering its heading to the right, and no subsequent change in the relative positions of the two aircraft shall absolve the overtaking aircraft from this obligation until it is entirely past and clear.

10 eometry of Separation When not provided by AT- UA as give way aircraft - Rules of the air UA has responsibility for separation for all cases shown shared with Intruder for Head- On case Right of way zone 110 deg Head on or approximately so zone (not precisely defined ) rossing Zone Overtaking Zone Intruder- Right of way aircraft UA ive way Aircraft

11 eometry of Separation When not provided by AT- UA as Right of way aircraft - Rules of the air rossing Zone Head on or approximately so Zone ive Way Zone UA has NO responsibility for separation except with respect to aircraft crossing from the ive Way zone and the Head on Zone Intruder ive way Aircraft Overtaking Zone 110 deg UA -Right of way aircraft

12 Impact point (predicted) Why ROW aircraft should maintain heading ollision Boundary ollision Threshold RPA -Right of way aircraft Pilot initiated collision manoeuvre Separation Boundary Separation Threshold Intruder ive way Aircraft

13 Operation under an AT clearance ROA Except as provided for in and , an aircraft shall adhere to the current flight plan or the applicable portion of a current flight plan submitted for a controlled flight unless a request for a change has been made and clearance obtained from the appropriate air traffic control unit, or unless an emergency situation arises which necessitates immediate action by the aircraft, in which event as soon as circumstances permit, after such emergency authority is exercised, the appropriate air traffic services unit shall be notified of the action taken and that this action has been taken under emergency authority. ( relates to Inadvertent changes from flight plan and relates to Weather deterioration below the VM.) If an aircraft pilot believes that the AT clearance he is flying will result will result in the aircraft being operated in such proximity to other aircraft as to create a collision hazard the pilot is expected to contact AT for guidance

14 EUROAE W73 Approach A piece at a time limited scenarios to enable early use Scenario 1 enroute operation under IFR in class A, B and airspace Detect and Avoid in Scenario 1- Assumptions RPA flying on a leared Flight Plan - Separation is provided by Air Traffic ontrol All aircraft (should be) cooperative (ie fitted with transponder) Most manned aircraft fitted with TAS (Traffic ollision Avoidance System) In accordance with IAO annex2 Rules of the air Aircraft following an AT clearance can only maneuver in an emergency Should not maneuver to maintain separation or to keep well clear Must take all necessary action to avoid a collision

15 Traffic Awareness And ollision Avoidance (TAAAS) Scope ooperative traffic threats When En-route under Instrument Flight Rules in A, B and airspace. provision of traffic situation awareness information to the remote pilot provision of collision avoidance manoeuvre guidance to the remote pilot when collision risk is detected automatic collision avoidance manoeuvre in the event that the remote pilot does not respond in an appropriate time. Non cooperative traffic threats When the RPAS is exceptionally operating in airspace where non cooperative VFR traffic is present Some traffic awareness and collision avoidance capability

16 Out of scope TAAAS does not provide specific guidance for traffic avoidance ( self Separation) i.e. does not support rules of the air separation or keeping well clear. These are not allowed in lass A, B or Airspace When an aircraft is receiving a separation service it may not manoeuvre without an AT clearance except in an emergency (such as the need to avoid a collision) to avoid hazardous weather. Ref IAO Annex 2 TAAAS does provide traffic information and ollision avoidance guidance to the remote pilot on all detected threats

17 Definition of terms En Route -From completion of Initial limb through cruise altitude and completion of controlled descent to the Initial Approach Fix In airspace class A, B and, AT is required to provide separation provision between all traffic, whether operating under Visual Flight Rules (VFR) and/ or Instrument Flight Rules (IFR). In emergency situations the RPA may have to transit through other airspace classes including F and, where AT is not responsible for separation provision. See IAO Annex 11 on Air Traffic Service ooperative intruders are defined as aircraft, proximate to the RPA, using avionics equipment that provides identification, position, or other data which can be detected by suitably equipped RPA Non-ooperative intruders are defined as aircraft, proximate to the RPA, which do not provide data which can be detected by the RPA.

18 Why not use of TAS? TAS is designed to provide A advice to a human pilot Initially pilot required to visually acquire the intruder before manoeuvring Since 2002 pilots are requirement to manoeuvre when an RA is issued in 2009 EASA certified the A380 Auto-pilot /Flight director TAS mode the autopilot can now automatically conduct the correct TAS manoeuvre However IAO AAS Manual Doc 9863 (2012 Edition) bars the use of AAS on RPA For auto or manual collision avoidance or for situation awareness Reasons include Datalink availability and delays Limitations in the accuracy of the intruder position information The difficulty of certifying an automatic manoeuvre function

19 TAAAS Assumptions (Selected) Operation in lass A B and airspace A3 In the event that the remote pilot determines, from the information provided by TAAAS or other information, that a situation is developing such that in the near term proximity to another aircraft may create a collision hazard he/ she will have the option of contacting the relevant AT sector controller for clarification and or a new clearance A4 The remote pilot will respond to the A guidance provided by the TAAAS and manoeuvre to avoid the collision. If possible he /she will contact AT to inform them of the event in accordance with the standardised procedures for resolution advisory collision avoidance manoeuvres and reporting described in IAO PANS-OPS Doc 8168 [Ref 19]. A5 In the event of an automatically initiated A manoeuvre occurring the remote pilot is expected to allow it to continue to completion. However if the remote pilot believes that the TAAAS initiated manoeuvre is unnecessary or unsafe he/she can cancel the manoeuvre at any time,

20 TAAAS Assumptions (Selected) Operation in under VFR/ Outside of controlled airspce A8 When exceptionally operating in lass D, E, F or airspace In the event that the pilot determines, from the information provided by TAAAS or other information, that a situation is developing such that in the near term proximity to another aircraft may create a collision hazard he/ she may, If not flying on an AT clearance, initiate a traffic avoidance manoeuvre if appropriate A9 When exceptionally operating in lass D, E, F or airspace the remote pilot will respond to the collision avoidance guidance provided and manoeuvre to avoid the collision A10 When exceptionally operating in lass D, E, F or In the event of an automatically initiated A manoeuvre occurring the remote pilot is expected to allow it to continue to completion. However if the remote pilot has reason to believe that the TAAAS initiated manoeuvre is unnecessary or unsafe he/she can cancel the manoeuvre at ant time

21 2 Link A11 The RPAS 2 link will provide the Required ommunication Performance (RP) necessary to ensure that the remote pilot is able to initiate a manual collision avoidance manoeuvre in due time A13 The RPAS operator will confirm with the appropriate regulator that the quality of service guarantees available for the 2 link are sufficient to support the requirements of the TAAAS A17 In the event of a lost 2 link condition AT should be informed, typically by use an appropriate SSR transponder code and is expected to keep other, known, traffic clear of the RPA

22 Additional Assumptions A15 RPA will be required to carry a Mode S transponder. As a basic requirement for entry into lass A, B and airspace. This is also necessary to inform TAS equipped intruders that the RPA is A equipped, to enable coordination. A16 In addition to a Mode S transponder, the equipment specific by the local AT authority for the airspace in which it will operate will also be carried. A12 Remote pilots will be trained to understand the TAAAS modes and limitations, to operate the TAAAS and to respond appropriately to the information it provides

23 W 73 approach work in progress Traffic Awareness and ollision Avoidance System (TAAAS) Requirements (selected) 1/7 TAAAS shall detect and track proximate traffic and provide traffic situation information to the remote pilot 2/8 The TAAAS shall, in the event that a collision hazard exists, provide a specific alert to the remote pilot together with appropriate manoeuvre guidance to assist the pilot in avoiding a collision 3/9 The TAAAS shall, in the event that an immediate collision hazard exists and there is insufficient time for the pilot to initiate a manoeuvre, automatically initiate an appropriate collision avoidance manoeuvre. (Informing both pilot and AT if possible) 4/10 The TAAAS, following initiation of a collision avoidance manoeuvre (automatic or pilot initiated), shall on command from the pilot terminate the manoeuvre

24 Additional requirements 11. Full TAAAS collision avoidance shall be provided against - non cooperative intruders, with speeds at least up to 250kt and size 1 sq m (which are not designed to be stealthy) when in lass A, B or airspace, - and cooperative intruders with speeds of up to 600 knots R19 TAAAS shall include a Mode S 1030 MHz interrogator R20 In encounters with aircraft equipped with collision avoidance systems, collision avoidance alerts shall be coordinated with the threat using the coordination protocols and messages specified in ED 143 (TAS 2 MOPS). R21 In the event that the 2 data link is not available the TAAAS shall provide automatic collision avoidance manoeuvres when necessary to avert a collision.

25 Implications and potential safety argument TAS is not used stand alone it is aided by non cooperative sensors. ood (better than TAS) situation awareness is provided to the remote pilot to compensate for the lack of the See element of see and avoid The pilot has the information to assess any TAAAS proposed avoidance manoeuvre and decide to execute it manually typically manoeuvres will occur earlier than a conventional TAS RA alert ( but are not Separation In the event that the pilot does not respond in time (or the datalink is not available) as a last resort the TAAAS will initiate an automatic manoeuvre. All manoeuvres will be coordinated with manoeuvres initiated by the intruder aircraft (if it is equipped with a A functions) but TAAAS will not wait for a TAS equipped aircraft to react first it may not!

26 Thank you Questions?

27 ertification strategy Today There is no target level of safety for manned collision avoidance there is an achieved figure that must not be degraded. In A, B and airspace IFR collision avoidance is largely achieved by AT maintaining good separation between aircraft. Manned aircraft pilots are expected to detect non-cooperative intruders based on AT traffic report ( if available) and their own eyes Automatic TAS manoeuvre execution is now allowed (with conditions) With TAAAS The RP potentially has more accurate and complete information to support manually initiated avoidance manoeuvres as the primary mode with automatic backup when the link is not available

28 Important Terms - aircraft including RPA VM/ IM Visual Meteorological onditions good visibility and well clear of clouds ) Instrument Meteorological onditions poor visibility or near to clouds VFR/ IFR Visual Flight rules only possible in VM Instrument Flight Rules possible in VM and IM usually under Air Traffic ontrol

29 IFR and VFR (basic) Instrument Flying Rules IFR in Airspace A Flight in any visibility conditions, VM or IM AT provides separation Aircraft constrained to follow cleared flight plan or AT instructions Aircraft cannot maneuver independently except to avoid a collision Visual Flight Rules VFR in Airspace D Only possible in good visibility, VM AT does not provide Separation, may provide traffic information Pilot is responsible for separation an maneuver at will providing Does not enter airspace A or B Will not be perceived as a Hazard by other airspace users

30 IFR and VFR Operation under Visual Flight Rules, VFR also allowed in B and Only possible in good visibility, VM AT provides Separation from all traffic in lass B but only from IFR traffic in class Pilot is responsible for separation from VFR traffic in class In class B constrained to follow flight plan /AT instructions Operation under Instrument Flying Rules, IFR also allowed in Airspace D -E AT provides Separation from other IFR traffic But information only on VFR traffic Aircraft constrained to follow flight plan /AT instructions cannot maneuver independently except to avoid a collision

31 Types of flight Separation Responsibility IFR/IFR separation IFR/VFR separation Airspaceclasses A B D E F AT AT AT AT AT UAS AT UAS AT AT AT UAS AT UAS AT UAS UAS UAS VFR/VFR separation AT UAS AT UAS AT UAS AT UAS UAS UAS ALL collisionavoidance UAS UAS UAS UAS UAS UAS UAS ontrolledas UncontrolledAS The separation assurance and responsibilities depend on the class of airspace, and on the flight rules under which the aircraft is flying. Box marked AT : AT is responsible for the separation provision Box marked UASAT : the pilot is responsible for the separation provision with the help of Traffic information (from a Flight Information Service); Box marked UAS : the pilot is responsible for the separation provision (but may be no FIS). ollision avoidance is always the responsibility of the Pilot

32 USA Airspace structure

33 FL or Alt Belgium/Lu Bosnia zech Albania Armenia Austria Azerbaijan Bulgaria roatia yprus Band x H'zina Rep Denmark Estonia Finland Up Limit AS D 130*-150 E 95*-130* E E 3K*-95* D E SF-3K* Major TMA E No TMAs D Minor TMA D D D D D E TA/Awy up to above 100 D D E D D ^ TR* B D D E D D D ATZ D D * D * D * FL or Alt France/ Band Monaco FYROM ermany eorgia reece Hungary Ireland Italy Latvia Lithuania Malta Moldova Netherlands Up Limit AS A A from D 130*-150 D A B 95*-130* E 3K*-95* E E F SF-3K* Major TMA A D A E A D Minor TMA D E E B D E D E TA/Awy D E D E D A TR* A D D D F A D Serbia & FL or Alt Band Norway Poland Portugal Romania Slovak Rep Slovenia Spain Sweden Switzerland Turkey Ukraine UK Montenegro Up Limit AS l l D 130*-150 D D D E 95*-130* E 3K*-95* E E D SF-3K* Major TMA A A D E A D E D Minor TMA D D D D E TA/Awy E A E A D F D TR* * D D D D D A D E D E