An Examination of Two Non-Cooperative Detect and Avoid Well Clear Definitions

Monk, Kevin J.; Rorie, R. Conrad; Keeler, Jillian; Sadler, Garrett

doi:10.2514/6.2020-3263

Cited by 5 publications

(4 citation statements)

References 14 publications

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“…However, the presented results are constrained by a series of factors. Only the participant and ATC communicated on the common frequency, unlike larger-scale HITL simulations that utilize pseudopilots to provide realistic background radio chatter typical of the Oakland Center radio frequency (Monk et al, 2020a). This led to shortening of both the time it took for a participant to request a maneuver to avoid a LoDWC and receive clearance for that maneuver from the confederate ATC.…”

Section: Discussionmentioning

confidence: 99%

“…A previous human-in-the-loop (HITL) study examined two different non-cooperative DWC definitions for a low SWaP-equipped UAS (Monk et al, 2020a). The low SWaP radar declaration range (RDR) simulated in this study was fixed at 3.5 nautical miles (NM) with a limited field of regard.…”

Section: Introductionmentioning

confidence: 99%

“…The following HITL study examined declaration ranges shorter than 3.5 NM to help identify a minimally-acceptable declaration range for a low SWaP sensor. The objective results of this HITL are reported by Monk et al (2020a). The current paper focuses on the subjective feedback received from pilots over the course of this study.…”

Section: Introductionmentioning

confidence: 99%

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An Evaluation of UAS Pilot Workload and Acceptability Ratings with Four Simulated Radar Declaration Ranges

Keeler

Rorie

Monk

et al. 2020

Proceedings of the Human Factors and Ergonomics Society Annual

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Currently, minimum operational performance standards (MOPS) are being developed for a broader rangeof unmanned aircraft system (UAS) platforms, including smaller UAS that will feature onboard sensors that are low in size, weight, and power, otherwise known as low SWaP. The low SWaP sensors used to detect non-cooperative traffic will have limited declaration ranges compared to those designed for medium-to-large UAS. A human-in-the-loop (HITL) study was conducted examining four possible radar declaration ranges (i.e., 1.5 NM, 2 NM, 2.5 NM, and 3 NM) for a potential low SWaP sensor with a detect and avoid (DAA) system encountering various non-cooperative encounters in Oakland Center airspace. Participants had lower workload, particularly workload associated with temporal demand and effort, in scenarios that featured larger detection ranges. Furthermore, participants reported better ability to remain DAA well clear within the larger declaration range conditions, specifically with the 2.5 NM and 3 NM conditions.

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Section: Discussionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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An Evaluation of UAS Pilot Workload and Acceptability Ratings with Four Simulated Radar Declaration Ranges

Keeler

Rorie

Monk

et al. 2020

Proceedings of the Human Factors and Ergonomics Society Annual

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“…The results of these simulations indicated that Definition 2 would preserve the most alerting time under reduced radar surveillance ranges associated with Low SWaP sensors. Monk, Rorie, Keeler, and Sadler (2020) reported the results of a human-in-the-loop simulation that modeled a UAS with a low SWaP radar (detection range = 3.5 nm) in order to compare DAA well clear Definitions 1 and 2 from Chen et al's (2019) study on pilot and DAA system performance. Twelve active-duty UAS pilots flew simulated UAS that were either slow (60 kts) or fast (100 kts) in speed.…”

Section: Introductionmentioning

confidence: 99%

Impact of UAS with Low Size, Weight, and Power Sensors on Air Traffic Controllers’ Performance and Acceptability Ratings

VanLuven

Diep

et al. 2020

Proceedings of the Human Factors and Ergonomics Society Annual

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A human-in-the-loop simulation was conducted to evaluate the impact of Unmanned Aircraft Systems (UAS) with low size, weight, and power (SWaP) sensors operating in a busy, low-altitude sector. Use of low SWaP sensors allow for UAS to perform detect-and-avoid (DAA) maneuvers against non-transponding traffic in the sector. Depending upon the detection range of the low SWaP sensor, the UAS pilot may or may not have time to coordinate with air traffic controllers (ATCos) prior to performing the DAA maneuver. ATCo’s sector performance and subjective ratings of acceptability were obtained in four conditions that varied in UAS-ATCo coordination (all or none) prior to the DAA maneuver and workload (higher or lower). For performance, ATCos committed more losses of separation in high than low workload conditions. They also had to make more flight plan changes to manage the UAS when the UAS pilot did not coordinate DAA maneuvers compared to when they did coordinate the maneuvers prior to execution. Although the ATCos found the DAA procedures used by the UAS in the study to be acceptable, most preferred the UAS pilot to coordinate their DAA maneuvers with ATCos prior to executing them.

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UAS Pilot Performance Comparisons with Different Low Size, Weight and Power Sensor Ranges

Monk

Keeler

Rorie

et al. 2020

2020 AIAA/IEEE 39th Digital Avionics Systems Conference (DASC)

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An Examination of Two Non-Cooperative Detect and Avoid Well Clear Definitions

Cited by 5 publications

References 14 publications

An Evaluation of UAS Pilot Workload and Acceptability Ratings with Four Simulated Radar Declaration Ranges

An Evaluation of UAS Pilot Workload and Acceptability Ratings with Four Simulated Radar Declaration Ranges

Impact of UAS with Low Size, Weight, and Power Sensors on Air Traffic Controllers’ Performance and Acceptability Ratings

UAS Pilot Performance Comparisons with Different Low Size, Weight and Power Sensor Ranges

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