RPAS-ATM Integration Demonstration

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Sherman Walters
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1 RPAS-ATM Integration Demonstration Final Workshop FLARE: an OPA for technology validation L. Vecchione, P. De Matteis, A. Rispoli Capua - June 21 th 2016

The OPA paradigm The FAA paradigm specifies that OPA is an aircraft flown with a safety pilot onboard where remote control of the aircraft may be engaged or disengaged by the safety pilot.

2 The OPA paradigm The FAA paradigm specifies that OPA is an aircraft flown with a safety pilot onboard where remote control of the aircraft may be engaged or disengaged by the safety pilot. Once the system controls are engaged, the aircraft is controlled by a pilot operating the ground control station. Whether the system control is engaged or not, the pilot in command (PIC) will always be the pilot sitting in the aircraft. The FAA mentioned paradigm is based on an on-board safety pilot (i.e. PIC, pilot in command) for the purpose of overriding the system in the case of malfunction or any other hazardous situation. According to FAA order , all traditional manned aircraft are in principle eligible for modification. CIRA choose to modify a TECNAM P92 Echo Super for its low CAPEX, low DOC, easiness of airworthiness support since the factory is nearby CIRA premises. 2

The airworthiness process The regulatory framework is defined in the NAV32E Circular of the Italian Aviation Authority (ENAC) which specifies the set of rules for getting a Permit to Fly in the case

In this case, the applicant shall demonstrate that the aircraft, although modified to perform flight research, is still capable to safely fly under specific flight conditions and limitations.

3 The airworthiness process The regulatory framework is defined in the NAV32E Circular of the Italian Aviation Authority (ENAC) which specifies the set of rules for getting a Permit to Fly in the case of experimental activities including the flight test for research purposes. In this case, the applicant shall demonstrate that the aircraft, although modified to perform flight research, is still capable to safely fly under specific flight conditions and limitations. CIRA and ENAC agreed the set of requirements for the compliance demonstration: CS-VLA, NAV4F for avionics system, National Technical Regulation 30/III/C and any other relevant demonstration specifically foreseen in the NAV32E. At the end of the process, a total of 27 document were issued including: Safety-of-Flight, AFM, AMM, Configuration Control and the Flight Test Plan which were specifically mentioned in the PtF. 3

The modifications Pilot seat removal (Pilot flew the aircraft from the right seat) Installation of two racks for hosting the scientific payload in the cabin Installation of an additional 3 kw

4 The modifications Pilot seat removal (Pilot flew the aircraft from the right seat) Installation of two racks for hosting the scientific payload in the cabin Installation of an additional 3 kw alternator in the engine bay for providing power supply to on-board equipment Installation of a new propeller having reduced pitch to improve aircraft performance in high drag aeroconfiguration (with external radar) Installation of custom servo-actuators on the primary command line and on the engine throttle command Installation of the flight test equipment including lead batteries in fuselage Installation of new wing struts for supporting higher max take off weight foreseen in the certified version of the aircraft. 4

5 The modifications, 2. 5

FLARE OPA On Board Avionic Architecture The primary command servo actuators are connected to the basic aircraft mechanical path through two slip-clucthes, the first one magnetic, for intentional

6 FLARE OPA On Board Avionic Architecture The primary command servo actuators are connected to the basic aircraft mechanical path through two slip-clucthes, the first one magnetic, for intentional servo engagement disengagement, the second one mechanical, allowing on board safety pilot command override in emergency conditions. On Board GNC Functions Remote Piloting Automatic Flight Plan Execution Navigation Sense & Avoid Envelope Protection and Upset Recovery Failure Detection and Management GPS spoofing simulator FLARE Overall Avionic Architecture 6

Other important keypoints in the process All modifications were implemented by OMASUD having DOA and POA qualification, while TECNAM was responsible for the airworthiness recovery of the aircraft in

To improve flight safety conditons, additional measures were agreed with ENAC such as: a test pilot qualification for the PIC and flight limitations when the experimental set-up was on (no activation

7 Other important keypoints in the process All modifications were implemented by OMASUD having DOA and POA qualification, while TECNAM was responsible for the airworthiness recovery of the aircraft in quality of OEM and MOA. After modification, the aero-structural configuration of the P92 Echo Super was demonstrated to be similar to the certified version P92 JS. To improve flight safety conditons, additional measures were agreed with ENAC such as: a test pilot qualification for the PIC and flight limitations when the experimental set-up was on (no activation during T/O and LND, activation allowed in the FTA only plus speed and altitude limitations). The «As-designed, As-built and As-tested» documentation included actuators override ground test, EMC/EMI avionic compliance, cabin and equipment temperature test, engine supporting structure verification. The Permit to-fly was achieved on April 14, 2016 and the first flight of the test campaign occured on April 18,

8 The Flight Test Area (FTA) GCS-CWP Zoom on runway, FLARE GCS, Test CWP Flight Test Area 8

9 Test Infrastructures FLARE on Board Safety Pilot Manned Intruder Pilot Grazzanise Air Traffic Control Officer VHF Mhz VHF Mhz FLARE Avionic system live monitoring station Flight Director Monitoring and Management Station FLARE C2 data-link live monitoring stations 9

10 Conclusions The choice to use an OPA for RPAS technology validation has proven to be successful during the RAID flight trials. The logistics advantages achieved included: take-off and landing from a normal airport, trials performed into a nonsegregated area covered by NOTAM, up to 3 flights per day, limited downtime for maintenance operation. We look forward to more exciting trials possibly in another SESAR Project!!! 10

Unmanned Aircraft System (UAS): regulatory framework and challenges. NAM/CAR/SAM Civil - Military Cooperation Havana, Cuba, April 2015

Unmanned Aircraft System (UAS): regulatory framework and challenges NAM/CAR/SAM Civil - Military Cooperation Havana, Cuba, 13 17 April 2015 Overview Background Objective UAV? Assumptions Challenges Regulatory