Pub Date : 2016-09-01DOI: 10.1109/DASC.2016.7777953
O. Marquardt, M. Riedlinger, R. Ahmadi, R. Reichel
Integrated avionics platforms (IMA) provide cost and weight savings compared to federated systems. Drawback of the integrated architecture is an increased configuration demand. Current systems face this demand with individually created and distributed configuration files, causing an enormous configuration effort. This effort should be significantly reduced by introducing adaptivity. Adaptivity refers to the autonomous adaption of the platform resources and autonomous integration of systems, including peripheral devices. The proposed adaptive avionics platform approach comprises an open software architecture and autonomous mechanisms for discovering and adapting the generic platform components. It provides computing, communication and i/o resources for integrating avionic systems, including peripheral devices. Whereby the platform's complexity is transparent for integrated system functions. Peripheral devices that comply to a specific PnP-protocol are integrated fully autonomously. Peripheral devices that do not comply to the PnP-protocol are considered using an adaption tool. This requires minimal human interaction but obviates individual configuration files. The substitution of manually prepared configuration files by an autonomous adaption mechanism reduces the configuration effort significantly. The feasibility of the adaptive avionics platform approach is demonstrated with a laboratory validation system.
{"title":"Autonomous peripherals integration for an adaptive avionics platform","authors":"O. Marquardt, M. Riedlinger, R. Ahmadi, R. Reichel","doi":"10.1109/DASC.2016.7777953","DOIUrl":"https://doi.org/10.1109/DASC.2016.7777953","url":null,"abstract":"Integrated avionics platforms (IMA) provide cost and weight savings compared to federated systems. Drawback of the integrated architecture is an increased configuration demand. Current systems face this demand with individually created and distributed configuration files, causing an enormous configuration effort. This effort should be significantly reduced by introducing adaptivity. Adaptivity refers to the autonomous adaption of the platform resources and autonomous integration of systems, including peripheral devices. The proposed adaptive avionics platform approach comprises an open software architecture and autonomous mechanisms for discovering and adapting the generic platform components. It provides computing, communication and i/o resources for integrating avionic systems, including peripheral devices. Whereby the platform's complexity is transparent for integrated system functions. Peripheral devices that comply to a specific PnP-protocol are integrated fully autonomously. Peripheral devices that do not comply to the PnP-protocol are considered using an adaption tool. This requires minimal human interaction but obviates individual configuration files. The substitution of manually prepared configuration files by an autonomous adaption mechanism reduces the configuration effort significantly. The feasibility of the adaptive avionics platform approach is demonstrated with a laboratory validation system.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"112 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130510553","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-01DOI: 10.1109/DASC.2016.7778014
J. Leuchter, J. Boril, Erik Blasch
The amount of electronic equipment in the unmanned aerial vehicles (UAVs) has rapidly increased to account for fully autonomous operations within airspace traffic management systems. At the same time these electronic applications have a growing demand on energy sources. The required efficiency of power systems is required to maintain safe, long duration, and coordinated flights. There is a need to research suitable vehicular architectures to achieve higher efficiency for new electronic devices. In this paper, several experiments results on recently and typical used power systems will be aggregated and discussed for use in UAV traffic management (UTM). The paper presents possible approach which is aimed on selected light-UAV using Silicon Carbide (SiC) devices for UAV.
{"title":"Practical considerations of SiC technology for UAV","authors":"J. Leuchter, J. Boril, Erik Blasch","doi":"10.1109/DASC.2016.7778014","DOIUrl":"https://doi.org/10.1109/DASC.2016.7778014","url":null,"abstract":"The amount of electronic equipment in the unmanned aerial vehicles (UAVs) has rapidly increased to account for fully autonomous operations within airspace traffic management systems. At the same time these electronic applications have a growing demand on energy sources. The required efficiency of power systems is required to maintain safe, long duration, and coordinated flights. There is a need to research suitable vehicular architectures to achieve higher efficiency for new electronic devices. In this paper, several experiments results on recently and typical used power systems will be aggregated and discussed for use in UAV traffic management (UTM). The paper presents possible approach which is aimed on selected light-UAV using Silicon Carbide (SiC) devices for UAV.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"36 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131332291","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-01DOI: 10.1109/DASC.2016.7777974
Sreeta Gorripaty, M. Hansen, Alexey Pozdnukhov
Air traffic management (ATM) initiatives are developed and implemented to mitigate delays caused by uncertainty in weather and demand at an airport. ATM decisions are made by traffic flow management specialists, based on their judgment and experience. Historical data on airport operations can be used to assist decision-making by intelligently augmenting controller experience with a more systematic and complete record of past ATM actions under similar conditions and their consequences. A decision-support tool that finds days similar to a query day with regard to weather features driving capacity can be used to guide day-of-operations decisions and assess past performance. A framework to evaluate different similarity measures is developed based on operational outcomes of the airport.
{"title":"Decision support framework to assist air traffic management","authors":"Sreeta Gorripaty, M. Hansen, Alexey Pozdnukhov","doi":"10.1109/DASC.2016.7777974","DOIUrl":"https://doi.org/10.1109/DASC.2016.7777974","url":null,"abstract":"Air traffic management (ATM) initiatives are developed and implemented to mitigate delays caused by uncertainty in weather and demand at an airport. ATM decisions are made by traffic flow management specialists, based on their judgment and experience. Historical data on airport operations can be used to assist decision-making by intelligently augmenting controller experience with a more systematic and complete record of past ATM actions under similar conditions and their consequences. A decision-support tool that finds days similar to a query day with regard to weather features driving capacity can be used to guide day-of-operations decisions and assess past performance. A framework to evaluate different similarity measures is developed based on operational outcomes of the airport.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"75 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126199389","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-01DOI: 10.1109/DASC.2016.7778012
D. Chandra, Rebecca Markunas
Many new Performance Based Navigation (PBN) Instrument Flight Procedures (IFPs) are being developed as the United States transforms its airspace to improve safety and efficiency. Despite significant efforts to prepare for operational implementation of new IFPs, the process does not always go smoothly. The primary goal of this study was to understand what makes IFPs difficult from the perspective of line pilots. We spoke to 45 professional pilots in small groups. The pilots reviewed, briefed, and discussed six IFPs in an office setting. We extracted a comprehensive list of subjective complexity factors by observing pilot briefings and gathering pilot feedback. Then we organized the list into a framework that captures a variety of types of complexity. We define a subjective complexity factor as one that requires an extra mental or physical step by the pilot. IFP design parameters (e.g., the number of transitions and flight path constraints) are a main driver for subjective complexity for line pilots. Unusual IFP designs can result in novel chart depictions that are unfamiliar and more difficult to use. In turn, novel chart formats may have inconsistencies that increase subjective complexity. Participants also mentioned factors that are outside the control of IFP designers, such as weather, fatigue, and aircraft performance or equipment. We separate out these as operational complexity factors. The broad nature of the pilot interviews also provided insights into how pilots use charts today, in the context of the modern flight deck. A full report on the study is in preparation.
{"title":"Line pilot perspectives on complexity of terminal instrument flight procedures","authors":"D. Chandra, Rebecca Markunas","doi":"10.1109/DASC.2016.7778012","DOIUrl":"https://doi.org/10.1109/DASC.2016.7778012","url":null,"abstract":"Many new Performance Based Navigation (PBN) Instrument Flight Procedures (IFPs) are being developed as the United States transforms its airspace to improve safety and efficiency. Despite significant efforts to prepare for operational implementation of new IFPs, the process does not always go smoothly. The primary goal of this study was to understand what makes IFPs difficult from the perspective of line pilots. We spoke to 45 professional pilots in small groups. The pilots reviewed, briefed, and discussed six IFPs in an office setting. We extracted a comprehensive list of subjective complexity factors by observing pilot briefings and gathering pilot feedback. Then we organized the list into a framework that captures a variety of types of complexity. We define a subjective complexity factor as one that requires an extra mental or physical step by the pilot. IFP design parameters (e.g., the number of transitions and flight path constraints) are a main driver for subjective complexity for line pilots. Unusual IFP designs can result in novel chart depictions that are unfamiliar and more difficult to use. In turn, novel chart formats may have inconsistencies that increase subjective complexity. Participants also mentioned factors that are outside the control of IFP designers, such as weather, fatigue, and aircraft performance or equipment. We separate out these as operational complexity factors. The broad nature of the pilot interviews also provided insights into how pilots use charts today, in the context of the modern flight deck. A full report on the study is in preparation.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121555277","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-01DOI: 10.1109/DASC.2016.7778017
S. Ali, L. Nguyen
Command and Control (C2) Data Link performance is essential for maintaining safe command and control of the Unmanned Aircraft System (UAS). The tolerance of the automatic flight guidance and control system (AFGCS) to the degradation in C2 Data Link performance depends on the phase of flight and the AFGCS mode(s) of operation. This paper will discuss the tolerance and recommend limits for the C2 Data Link to maintain safe AFGCS operation. The paper will also present a recommended AFGCS notional architecture to enable safe operation with the available C2 Data Link technology.
{"title":"UAS C2 data link performance for safe automatic flight guidance and control operation","authors":"S. Ali, L. Nguyen","doi":"10.1109/DASC.2016.7778017","DOIUrl":"https://doi.org/10.1109/DASC.2016.7778017","url":null,"abstract":"Command and Control (C2) Data Link performance is essential for maintaining safe command and control of the Unmanned Aircraft System (UAS). The tolerance of the automatic flight guidance and control system (AFGCS) to the degradation in C2 Data Link performance depends on the phase of flight and the AFGCS mode(s) of operation. This paper will discuss the tolerance and recommend limits for the C2 Data Link to maintain safe AFGCS operation. The paper will also present a recommended AFGCS notional architecture to enable safe operation with the available C2 Data Link technology.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"9 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121022220","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-01DOI: 10.1109/DASC.2016.7778035
Jerry Ding, C. Tomlin, L. Hook, Justin G. Fuller
Small unmanned air vehicles (UAVs) have unique advantages and limitations which will affect their safe inclusion into the national airspace system. In particular, challenges associated with emergency handling in beyond line of sight operations will be especially critical to address. This paper proposes initial designs for an autonomous decision system for UAVs to select emergency landing sites in a vehicle fault scenario. The overall design consists of two main components: pre-planning and realtime optimization. In the pre-planning component, the system uses offline information such as geographical and population data to generate landing loss maps over the operating environment, which can be used to constrain planning of flight routes to satisfy a bound on the expected landing loss under worst-case fault. In the real-time component, onboard sensor data is used to update a probabilistic risk assessment for potential landing areas allowing for refinement of the expected loss calculation and landing site selection at the time of a fault. The mathematical models and computational algorithms constituting these system components are based upon methodologies in optimal control and statistical inference. Simulation results are provided to demonstrate the application of the proposed algorithms in an example of quadrotor emergency landing over a section of UC Berkeley campus.
{"title":"Initial designs for an automatic forced landing system for safer inclusion of small unmanned air vehicles into the national airspace","authors":"Jerry Ding, C. Tomlin, L. Hook, Justin G. Fuller","doi":"10.1109/DASC.2016.7778035","DOIUrl":"https://doi.org/10.1109/DASC.2016.7778035","url":null,"abstract":"Small unmanned air vehicles (UAVs) have unique advantages and limitations which will affect their safe inclusion into the national airspace system. In particular, challenges associated with emergency handling in beyond line of sight operations will be especially critical to address. This paper proposes initial designs for an autonomous decision system for UAVs to select emergency landing sites in a vehicle fault scenario. The overall design consists of two main components: pre-planning and realtime optimization. In the pre-planning component, the system uses offline information such as geographical and population data to generate landing loss maps over the operating environment, which can be used to constrain planning of flight routes to satisfy a bound on the expected landing loss under worst-case fault. In the real-time component, onboard sensor data is used to update a probabilistic risk assessment for potential landing areas allowing for refinement of the expected loss calculation and landing site selection at the time of a fault. The mathematical models and computational algorithms constituting these system components are based upon methodologies in optimal control and statistical inference. Simulation results are provided to demonstrate the application of the proposed algorithms in an example of quadrotor emergency landing over a section of UC Berkeley campus.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"43 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121029990","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-01DOI: 10.1109/DASC.2016.7777951
B. Annighoefer, Vitaly Posternak, F. Thielecke
This article presents an empirical study deriving quantitative relations between vehicle properties and avionics systems. Existing optimization methods are used to calculate the optimal avionics systems for a great number of vehicles as well as common avionics platforms. A set of basic and easy-to-determine vehicle properties is suggested, which characterize the vehicle and drive the avionics system. For instance number of I/Os and their spatial extent. Vehicles are classified by their basic properties, optimized and the results are analyzed such that the effect of each individual characteristic vehicle property and the resulting weight for different avionics platforms becomes quantifiable. By interpolation simple mathematical equations are derived, which relate arbitrary values of characteristic vehicle properties with the weight of avionics platforms, so called scaling laws.
{"title":"Empirical investigations on avionics scaling laws","authors":"B. Annighoefer, Vitaly Posternak, F. Thielecke","doi":"10.1109/DASC.2016.7777951","DOIUrl":"https://doi.org/10.1109/DASC.2016.7777951","url":null,"abstract":"This article presents an empirical study deriving quantitative relations between vehicle properties and avionics systems. Existing optimization methods are used to calculate the optimal avionics systems for a great number of vehicles as well as common avionics platforms. A set of basic and easy-to-determine vehicle properties is suggested, which characterize the vehicle and drive the avionics system. For instance number of I/Os and their spatial extent. Vehicles are classified by their basic properties, optimized and the results are analyzed such that the effect of each individual characteristic vehicle property and the resulting weight for different avionics platforms becomes quantifiable. By interpolation simple mathematical equations are derived, which relate arbitrary values of characteristic vehicle properties with the weight of avionics platforms, so called scaling laws.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"100 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131562373","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-01DOI: 10.1109/DASC.2016.7778024
H. Helmke, O. Ohneiser, Thorsten Muhlhausen, Matthias Wies
Air traffic controllers normally manage all aircraft information with flight strips. These strips contain static information about each flight such as call sign or weight category. Additionally, all clearances regarding altitude, speed, and direction are noted by the controller. Historically paper flight strips were in operation, but modern controller working positions use electronic flight strips or electronic aircraft labels. However, independent from the type, considerable controller effort is needed to manually maintain strip information consistent with commands given to the aircraft. Automatic Speech Recognition (ASR) is a solution which requires no additional work from the controller to maintain radar label information. The Assistant Based Speech Recognizer developed by DLR and Saarland University enables command error rates below 2%. Validation trials with controllers from Germany and Austria showed that workload reduction by a factor of three for label maintenance is possible.
{"title":"Reducing controller workload with automatic speech recognition","authors":"H. Helmke, O. Ohneiser, Thorsten Muhlhausen, Matthias Wies","doi":"10.1109/DASC.2016.7778024","DOIUrl":"https://doi.org/10.1109/DASC.2016.7778024","url":null,"abstract":"Air traffic controllers normally manage all aircraft information with flight strips. These strips contain static information about each flight such as call sign or weight category. Additionally, all clearances regarding altitude, speed, and direction are noted by the controller. Historically paper flight strips were in operation, but modern controller working positions use electronic flight strips or electronic aircraft labels. However, independent from the type, considerable controller effort is needed to manually maintain strip information consistent with commands given to the aircraft. Automatic Speech Recognition (ASR) is a solution which requires no additional work from the controller to maintain radar label information. The Assistant Based Speech Recognizer developed by DLR and Saarland University enables command error rates below 2%. Validation trials with controllers from Germany and Austria showed that workload reduction by a factor of three for label maintenance is possible.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"425 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132652846","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-01DOI: 10.1109/DASC.2016.7778063
J. Straub
An attitude determination and control system (a system that controls the orientation in three-dimensional space) was developed for use in a small spacecraft. This system was initially developed to resolve issues related to difficulties characterizing the movement model of a small spacecraft a priori and difficulties adapting this model to change. Once the initial design and development work on this system was completed, its prospective utility in areas beyond small spacecraft attitude control became apparent. This paper presents work done to assess the prospective utility of the technology to several other areas including manned aircraft safety and UAV control.
{"title":"Expansion of uses for an adaptive attitude determanation and control system","authors":"J. Straub","doi":"10.1109/DASC.2016.7778063","DOIUrl":"https://doi.org/10.1109/DASC.2016.7778063","url":null,"abstract":"An attitude determination and control system (a system that controls the orientation in three-dimensional space) was developed for use in a small spacecraft. This system was initially developed to resolve issues related to difficulties characterizing the movement model of a small spacecraft a priori and difficulties adapting this model to change. Once the initial design and development work on this system was completed, its prospective utility in areas beyond small spacecraft attitude control became apparent. This paper presents work done to assess the prospective utility of the technology to several other areas including manned aircraft safety and UAV control.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"27 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132906827","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2016-09-01DOI: 10.1109/DASC.2016.7778015
M. Finke, P. Sinapius
The non-segregated participation of remotely piloted aircraft systems (RPAS) into civil air traffic is still a big challenge with many open questions, especially in terms of airspace integration, traffic handling and aircraft certification. One of the most basic and most natural regulatory requirements in aviation is the application of flight rules as written down in ICAO Annex II. This existing regulation is on one hand per definition not restricted to manned aviation, on the other hand it points to the need of finding a way to apply these flight rules also to RPAS, which has already been a known key issue for a long period of time, but which is not yet completely solved by now. Many ANSPs impose only few requirements for RPAS operations under instrument flight rules, but the application of visual flight rules to RPAS operations is more demanding, e.g. in terms of detect-and-avoid capabilities, navigation, right-of-way, aerodrome operations and others. Many of the worldwide research activities related to RPAS set the focus on developing technical solutions to reproduce these pilot-typical capabilities such as the see & avoid capability, and it should be just a question of time, until such a sensor-based technology will be available. But the introduction of these devices will most probably imply a significant change in terms of navigation, perception of the aircraft environment and decision making compared to manned aviation. The question how to apply visual and instrument flight rules to RPAS will still not be completely answered. Starting from ICAO's Manual on Remotely Piloted Aircraft Systems (ICAO Doc 10019), this paper looks beyond required technical capabilities and gives a renewed definition of flight rules. This definition is especially designed for both manned and unmanned aviation without significantly changing or lowering the standards for manned aviation. Based on several conceptual studies, which were performed within the scope of the DLR research activities for traffic management and integration of unmanned aircraft, this paper provides a simple guideline for the application of these re-defined - or modernized - flight rules in analogy to the existing rules. It discusses manned and unmanned flight operations in non-segregated and segregated airspace as well as unmanned visual-line-of-sight operations in terms of navigation, surveillance, tactical ATM decision making and flight pre-notification, following existing procedures as far as possible. The basic ideas behind these procedures are outlined, but separately from aspects resulting from distinct technical solutions (such as secondary radar and transponders) or human factors (such as visibility minima) in order to cover the whole bandwidth of manned and unmanned flight operations. In this context, basic terms are also redefined.
{"title":"Application of visual and instrument flight rules to remotely piloted aircraft systems: A conceptual approach","authors":"M. Finke, P. Sinapius","doi":"10.1109/DASC.2016.7778015","DOIUrl":"https://doi.org/10.1109/DASC.2016.7778015","url":null,"abstract":"The non-segregated participation of remotely piloted aircraft systems (RPAS) into civil air traffic is still a big challenge with many open questions, especially in terms of airspace integration, traffic handling and aircraft certification. One of the most basic and most natural regulatory requirements in aviation is the application of flight rules as written down in ICAO Annex II. This existing regulation is on one hand per definition not restricted to manned aviation, on the other hand it points to the need of finding a way to apply these flight rules also to RPAS, which has already been a known key issue for a long period of time, but which is not yet completely solved by now. Many ANSPs impose only few requirements for RPAS operations under instrument flight rules, but the application of visual flight rules to RPAS operations is more demanding, e.g. in terms of detect-and-avoid capabilities, navigation, right-of-way, aerodrome operations and others. Many of the worldwide research activities related to RPAS set the focus on developing technical solutions to reproduce these pilot-typical capabilities such as the see & avoid capability, and it should be just a question of time, until such a sensor-based technology will be available. But the introduction of these devices will most probably imply a significant change in terms of navigation, perception of the aircraft environment and decision making compared to manned aviation. The question how to apply visual and instrument flight rules to RPAS will still not be completely answered. Starting from ICAO's Manual on Remotely Piloted Aircraft Systems (ICAO Doc 10019), this paper looks beyond required technical capabilities and gives a renewed definition of flight rules. This definition is especially designed for both manned and unmanned aviation without significantly changing or lowering the standards for manned aviation. Based on several conceptual studies, which were performed within the scope of the DLR research activities for traffic management and integration of unmanned aircraft, this paper provides a simple guideline for the application of these re-defined - or modernized - flight rules in analogy to the existing rules. It discusses manned and unmanned flight operations in non-segregated and segregated airspace as well as unmanned visual-line-of-sight operations in terms of navigation, surveillance, tactical ATM decision making and flight pre-notification, following existing procedures as far as possible. The basic ideas behind these procedures are outlined, but separately from aspects resulting from distinct technical solutions (such as secondary radar and transponders) or human factors (such as visibility minima) in order to cover the whole bandwidth of manned and unmanned flight operations. In this context, basic terms are also redefined.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"331 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134370796","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
京公网安备 11010802042870号
京ICP备2023020795号-1
扫码关注我们
求助内容：
应助结果提醒方式：