Helping Global Hawk Fly with the Rest of US

Ostwald, Paul; Hershey, William

doi:10.1109/icnsurv.2007.384171

Cited by 7 publications

(4 citation statements)

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“…The integration of Remotely Piloted Aircraft System (RPAS) into non-segregated airspace is hugely relevant to the Aviation community. In the last years, many regulators, organisations, administrations and researchers have increased their efforts to promote this integration (Dalamagkidis et al, 2008a(Dalamagkidis et al, , 2008bOswald and Hershey, 2007;Román-Cordón et al, 2017). Despite the potential benefits of operating RPAS in the European airspace, there is a lack of one standard and consolidated regulation (EASA, 2017(EASA, , 2015ICAO, 2015ICAO, , 2009.…”

Section: Introductionmentioning

confidence: 99%

RPAS conflict-risk assessment in non-segregated airspace

et al. 2019

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The efficient and safe introduction of Remotely Piloted Aircraft System (RPAS) in non-segregated airspace requires a thorough assessment of all operational elements. In this paper, we dealt with the safety problem that arises from the integration of RPAS jointly with conventional aircraft in non-segregated airspace. The authors propose a framework and methodology for airspace design and planning purposes based on a conflict-risk method. This method compares a target level of safety (base-scenario without RPAS) with the calculated level of safety (scenario with RPAS). Moreover, the framework proposes an in-depth assessment by identifying geometrical and operational factors that may affect conflict risk. These conflict-risk factors are critical for RPAS integration and must be assessed to detect relations between them and conflict risk. Moreover, we have performed a sensitivity analysis to assess how RPAS average speed affects conflict risk. A real air traffic volume is studied to characterise a conflict-risk indicator, and different permutations to the base-scenario study the RPAS integration all over airways. Results confirm the validity of the methodology for planning purposes and the viability of RPAS integration without a significant impact on safety but with several restrictions to the RPAS airway distribution.

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Section: Introductionmentioning

confidence: 99%

RPAS conflict-risk assessment in non-segregated airspace

et al. 2019

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“…In the nearly future, Remotely Piloted Aircraft System (RPAS) and conventional aircraft will operate jointly; consequently, one of the major challenges that the civil aviation must face is the systematic integration of RPAS in non-segregated airspace. Nowadays, many organizations, companies, administrations and regulators are steadily pressuring to develop this integration (Oswald and Hershey, 2007;Hesselink and Schmitt, 2011). Among other problems of interoperability, one issue is the lack of one standard and consolidated regulation.…”

Section: Introductionmentioning

confidence: 99%

Conflict-resolution algorithms for RPAS in non-segregated airspace

Pérez–Castán

Comendador

Rodríguez–Sanz

et al. 2019

AEAT

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Purpose The purpose of this paper is to focus on the development of conflict-resolution algorithms between Remotely Piloted Aircraft System (RPAS) and conventional aircraft. The goal of the conflict-resolution algorithm is to estimate the minimum protection distance (MPD) which is required to avoid a potential conflict. Design/methodology/approach The conflict-resolution algorithms calculate the last location at which an RPAS must start climbing to avoid a separation minima infringement. The RPAS maneuvers to prevent the conventional aircraft based on the kinematic equations. The approach selects two parameters to model the conflict-geometry: the path-intersection angle and the Rate of Climb (ROCD). Findings Results confirmed that the aircraft pair flying in opposition was the worst scenario because the MPD reached its maximum value. The best value of the MPD is about 12 Nautical Miles to ensure a safe resolution of a potential conflict. Besides, variations of the ROCD concluded that the relation between the ROCD and the MPD is not proportional. Research limitations/implications The primary limitation is that the conflict-resolution algorithms are designed in a theoretical framework without bearing in mind other factors such as communications, navigation capacity, wind and pilot errors among others. Further work should introduce these concepts to determine how the MPD varies and affects air traffic safety. Moreover, the relation between an ROCD requirement and the MPD will have an impact on regulations. Practical implications The non-linear relation between the MPD and the ROCD could be the pillar to define a standardized MPD in the future for RPAS systematic integration. To accomplish this standard, RPAS could have to fulfil a requirement of minimum ROCD until a specified flight level. Originality/value This paper is the first approach to quantify the Minimum Protection Distance between RPAS and conventional aircraft, and it can serve the aeronautical community to define new navigation requirements for RPAS.

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“…The impact of such missions and performance characteristics on the NAS is, therefore, not unique to UAS, but the need to study their impact is being driven by the projected increase in number of UAS flying such missions. A pair of studies investigated the effects of Global Hawk operations around Beale Air Force Base in northern California [Niedringhaus and Lacher, 2010;Ostwald and Hershey, 2007]. The studies presented local traffic characteristics near Beale, determined the number of encounters with background traffic expected for a single Global Hawk flight, the extra distance flown to avoid aircraft-to-aircraft encounters, and the predicted increase in controller workload due to these encounters.…”

Section: Introductionmentioning

confidence: 99%

Effects of UAS Performance Characteristics, Altitude, and Mitigation Concepts on Aircraft Encounters and Delays

Mueller

Santiago

Cone

et al. 2013

Air Traffic Control Quarterly

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Introduction of Unmanned Aircraft Systems (UAS) into positively controlled airspace may cause greater per-aircraft impact on the National Airspace System than existing traffic because UAS aerodynamic performance and mission types are often different from aircraft that typically fly in positively controller airspace (i.e. commercial passenger traffic). This paper examines the impact new UAS operations will have on existing aircraft and measures that impact by the number of predicted conflicts and associated conflict resolution delays that occurred in fast-time simulation. The two conflict metrics are quantified as a function of the UAS altitude and cruise speed. Two mitigation approaches are also investigated: increasing horizontal separation requirements for UAS and "burdening" UAS with the responsibility to execute all resolution maneuvers when possible. Results indicate that en route conflict maneuver delay for existing traffic because of new UAS operations can be nearly eliminated by burdening UAS with the responsibility to execute conflict resolution maneuvers and maintaining the current en route horizontal separation requirement of five nautical miles from other aircraft.

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Helping Global Hawk Fly with the Rest of US

Cited by 7 publications

References 0 publications

RPAS conflict-risk assessment in non-segregated airspace

RPAS conflict-risk assessment in non-segregated airspace

Conflict-resolution algorithms for RPAS in non-segregated airspace

Effects of UAS Performance Characteristics, Altitude, and Mitigation Concepts on Aircraft Encounters and Delays

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