RPAS integration, French experimentation. DSAE: Colonel Jean-Patrick BORJA DIRCAM : Lieutenant-colonel Nicolas MEU

Transcription

1 RPAS integration, French experimentation DSAE: Colonel Jean-Patrick BORJA DIRCAM : Lieutenant-colonel Nicolas MEU

2 Table of contents CONTEXT OBJECTIVES ORGANISATION OF EXPERIMENTATION INTERIM REPORT

3 CONTEXT For Remotely Piloted Aircraft System (RPAS) RPAS <= 150Kg Maximum height of 150 m OR segregation of activities vis-à-vis other aircraft RPAS > 150Kg segregation of activities vis-à-vis other aircraft Military RPAS > 150Kg called Medium Altitude Long Endurance (MALE) Military have already MALE and civilian RPAS above 150Kg are under development Necessity to ensure segregation of activities between Military MALE and other aircraft creation of dedicated corridors Corridors, when activated, have significant impact on Airspace usage performance Decrease civil ANSP s capacity Create complexity in coordination between civil and military control units Decrease flexibility in terms of drone accessibility Decision from the French HLAPB to conduct an experimentation Civil and Military decision at strategic level to go forward

4 OBJECTIVES Be focus on MALE Accommodate existing military MALE fulfilment of Defence objectives Prepare the arrival of civilian RPAS above 150Kg Decrease the negative impact on Airspace usage optimisation Participate to European efforts on RPAS integration Embed this experimentation within SESAR project Validate the minimum/optimum equipage requirements in order to integrate RPAS within the flow of traffic under IFR conditions Validate RPAS usage operational procedures in order to ensure a safe management of such flights Especially, improve/consolidate management of identified critical situations (lost of data link, lost of radio, predefined safeguard trajectory of RPAS...) Prepare the future Elaborate requests in regard of the future regulation considering pragmatic and operational results of the experimentation Optimise the integration of RPAS ensure performance of the Network usage

5 ORGANISATION OF THE EXPERIMENTATION 3 phases of experimentation: PHASE 1 : January 2017 MALE drone in IFR controlled by a civil Approach Center PHASE 2 : December 2017 MALE drone in IFR with transfer between civil approaches PHASE 3 : June 2018 to end 2019 Step 3.1: MALE drone in IFR with transfer between approach and one ACC Step 3.2: MALE drone in IFR with transfer between several ACCs

6 ORGANISATION OF THE EXPERIMENTATION PHASE 1 : January 2017 Fully included within SESAR 2020, PJ 10-05, IFR RPAS integration 3 flights within Bordeaux civilian TMA were operated (HARFANG FL 130) Flights were under control of civilian ATCO Radio, IFF, radar detection, Flight plan processing, separation with other aircraft, emergency procedures were checked All data of flights will be used by DSNA/DTI for further simulations Chart of trajectory RPAS camera s view on other aircraft

7 REAL TRAJECTORY

8 ORGANISATION OF THE EXPERIMENTATION PHASE 2 : December 2017 Outside SESAR 2020 a complement to go forward Handover between several civil (TMAs) and military control units were operated (HARFANG FL 130) Preparation of long range mission with a transit phase under civil ATCO control as well as a working phase under military unit s control IFR approach to Carcassonne Airfield was started and stopped at the FAF Radio, IFF, radar detection, Flight plan processing, emergency procedures were checked and optimised Chart of trajectory HARFANG

9 REAL TAJECTORY

10 ORGANISATION OF THE EXPERIMENTATION PHASE 3.1 : June/December 2018 Outside SESAR 2020 a complement to go forward Flights to be conducted with a REAPER flying at FL between 120 and 190 depending on the weather conditions Non dedicated flights : included in training and exercise missions Handover will be operated between civilian ACC/APP and military control units Radio, IFF, radar detection, Flight plan processing, operational procedures REAPER

11 ORGANISATION OF THE EXPERIMENTATION PHASE 1 PHASE 2 PHASE 3.1 SUCCESSFULLY COMPLETED SUCCESSFULLY COMPLETED ON COURSE PHASE 3.2 EXPECTED EARLY 2019 At the same time, Joint activity (NSA, rulemaker, ANSP, Defence) within a dedicated Working Group to define a framework for future civilian and military daily operations drones

12 INTERIM REPORT IFR traffic integration Drone compatible avec la CAG : respect des éléments de vol, respect des ordre du contrôle, Detect and Avoid : required? Mastered air space, Mode S will improve its integration. Management of the degraded modes Radio Failure : no restrictions / RTB according to the ATC instructions by phone, Sqawk Failure : no restrictions in medium altitude (primary radar) but problematic in upper air space, Engine Failure : management as a normal flight, GPS Failure : take-up in manual control, C2 link loss : key factor for IFR traffic integration, knowledge of the trajectory, dialogue pilot/controller dialogue, particular identification of the drone.

13 GO FORWARD Adaptating control procedures, Validation and generalization of the management of degraded modes procedures Drone ability to be able to land on a diverted airfield allowing the traffic segregation Adapted regulation : Considering drones as normal flights but particular Taking account of optronic means in traffic avoidance

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