How many RPAS can be safely integrated in non–segregated airspace?

Pérez–Castán, Javier A.; Comendador, Fernando Gómez; Rodríguez–Sanz, Álvaro; Arnaldo, Rosa; Torrecilla, Jaime

doi:10.1051/matecconf/201930405003

Cited by 2 publications

(2 citation statements)

References 18 publications

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“…23 Then, the integration of RPAS focuses on reducing their impact on CA; in other words, RPAS must adapt their operations to current ones by reducing their impact on CA. The risk-based framework is composed of three phases depending on the temporary horizon and was developed in previous works 21,24 :• Strategical phase: This phase aims to appraise the impact of RPAS in non-segregated airspace for design purposes. This phase works with basic information of the airspace volume: airway structure and air traffic flow.• Pre-tactical phase: This phase aims to provide airway availability for RPAS in non-segregated airspace for the operational day.…”

Section: Risk-based Methodologymentioning

confidence: 99%

Remotely piloted aircraft system flight-plan processing from a risk-based methodology

Pérez–Castán

Comendador

Valdés

et al. 2022

Proceedings of the Institution of Mechanical Engineers, Part G:

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The integration of Remotely Piloted Aircraft System (RPAS) in non-segregated airspace is one of the most demanding challenges that the aviation community must face in the years ahead. This article develops the flight-plan processing from a risk-based methodology. The risk-based methodology is underpinned by an in-depth safety analysis throughout the three temporary horizons of the Air Traffic Flow and Capacity Management system: strategical, pre-tactical and tactical. The flight-plan processing demands different measures depending on the temporary horizon. The measures mean geographical restrictions (airways or air corridors segregated for RPAS) and temporary restrictions (periods in which RPAS cannot operate). Both restrictions ensure that RPAS operation is safe and do not generate interactions with conventional aircraft. The last goal of this approach is to provide the required information to the RPAS operator based on the information available from the Network Manager (NM). The communication and information flow between the RPAS operator and the NM are detailed to validate flight-plan processing. If the initial flight plan is not affordable, the NM provides modifications during the flight-plan re-processing. The methodology is applied in the Spanish upper airspace. The results confirmed the validity and leeway of the flight-plan processing, although its implementation demands further improvements based on air traffic flow and path uncertainty.

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Section: Risk-based Methodologymentioning

confidence: 99%

Remotely piloted aircraft system flight-plan processing from a risk-based methodology

Pérez–Castán

Comendador

Valdés

et al. 2022

Proceedings of the Institution of Mechanical Engineers, Part G:

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“…Additionally, it was suggested that lighter RPAS operate from the airports with lower air traffic density. In the other research on RPAS integration, Pérez-Castán et al (2019a, 2019b, 2019c, 2019d, 2020) were to find the safety metrics, conflict risk assessment and number of RPAS safely operating in the selected Air Traffic Control (ATC) sector in Spain. In this case, the RPAS performances were assumed to be 250 and 450 kt true airspeed (TAS) with standard deviation, respectively, 5 and 20 kt.…”

Section: Introductionmentioning

confidence: 99%

RPAS performance model for fast-time simulation research on integration in non-segregated airspace

Lichoń

Majka

Lis

2023

AEAT

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Purpose The purpose of this paper was to elaborate the performance model of the remotely piloted aircraft systems (RPAS) which was destined for simulations of the construction characteristics, airspeeds and trajectory of flight in the controlled, non-segregated airspace according to the standard instrument departure and arrival procedures (SIDs and STARs). Design/methodology/approach This study used systems engineering approach: decomposition of RPAS performance model into components, relations and its connection with components of controlled the airspace system. Fast-time simulations (FTS) method, which included investigation of many scenarios of the system work, minimizing the number of input variables and low computing power demand, is also used. Findings Performance envelope of many fixed-wing RPAS was not published. The representative RPAS geometry configuration was feasible to implement. Power unit model and aerodynamic model needed to be accommodated to RPAS category. The range of aircraft minimum drag coefficient differed in the investigated range of take-off mass and wing loading. Research limitations/implications Fixed-wing RPAS of small and medium categories cover take-off mass (25–450 kg), wing loading (40–900 N/m2) and power loading (8–40 W/N). Practical implications This is a research on integration of the RPAS in the controlled, non-segregated airspace. The results of the work may be used in broadening the knowledge of the RPAS characteristics from the perspective of operators, designers and air traffic services. Originality/value The elaborated performance model of the RPAS used the minimum number of three input variables (take-off mass, wing loading and power loading) in identification of the complete RPAS characteristics, i.e. construction features (aerodynamic, propulsion and loads) and flight parameters (airspeeds and flight trajectory).

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How many RPAS can be safely integrated in non–segregated airspace?

Cited by 2 publications

References 18 publications

Remotely piloted aircraft system flight-plan processing from a risk-based methodology

Remotely piloted aircraft system flight-plan processing from a risk-based methodology

RPAS performance model for fast-time simulation research on integration in non-segregated airspace

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