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RTCA WP-3
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RTCA WP-3 2017 Edition, September 21, 2017 Detect and Avoid (DAA) White Paper Phase 2
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Description / Abstract:
SCOPE OF THIS RTCA ACTIVITY
The DAA Working Group will develop, verify and validate DAA equipment MOPS for use on UAS operating in the NAS. Phase 1 focused on transitioning through Class D, E, and G airspace for large high-performance UAS. Phase 2 will focus on extended UAS operations (refer to section 4.4)see Section 4 for a description of extended operation) in Class D, E, and G airspace, down to terminal area but not including ground operations as well as transitioning through Class B and C airspace3, as well as sensors and architectures that will enable DAA equipment to be installed on UAS not limited by the performance of the Phase 1 DAA equipment. Phase 2 will also look enabling UAS operations in terminal airspace during approach/departure in Class C, D, E, G, and off-airport locations.4
The DAA working group will, to the extent practical, coordinate with other standards organizations, specifically EUROCAE's WG-105, to work toward a common standard during Phase 2. Harmonization and coordination activities will be at the WG level, but may also take the shape of coordination of specific technical aspects within the MOPS, such as architectures, alerting performance and timelines, required sensor performance or safety analysis.
The following figures represent the DAA architectures that are in scope for the Phase 2 activity. Figure 3-1 is a rendition with airborne detection that's based on the DAA Phase 1 aircraft-based architecture with the addition of the EO/IR sensors and ACAS Xu System. In this architecture, all sensors are carried onboard the aircraft and correlated tracks are downlinked to the control station over the C2 link. This architecture will be maintained in Phase 2.
Figure 3-2 represents a potential hybrid architecture planned for Phase 2 DAA systems. In this architecture, ground-based sensors uplink tracks to the UA via a radio link, which may or may not be the C2 link. The DAA processor onboard the aircraft correlates these tracks with the airborne sensor tracks and downlinks them to the control station over the C2 link. This approach along with sending ground-based surveillance directly to the GCS will be considered, prior to finalizing a specific Phase II hybrid architecture.
Figure 3-3 represents a ground-based architecture planned for Phase 2 DAA systems. In this architecture, all sensors are on the ground. The ground-based tracks are provided directly to the control station via a wired or radio link.
Further details and variations on system architectures can be found in SC228-W1-P2- A-005.
3 See Section 3.1.1
4 See Section 3.1.1
The DAA Working Group will develop, verify and validate DAA equipment MOPS for use on UAS operating in the NAS. Phase 1 focused on transitioning through Class D, E, and G airspace for large high-performance UAS. Phase 2 will focus on extended UAS operations (refer to section 4.4)see Section 4 for a description of extended operation) in Class D, E, and G airspace, down to terminal area but not including ground operations as well as transitioning through Class B and C airspace3, as well as sensors and architectures that will enable DAA equipment to be installed on UAS not limited by the performance of the Phase 1 DAA equipment. Phase 2 will also look enabling UAS operations in terminal airspace during approach/departure in Class C, D, E, G, and off-airport locations.4
The DAA working group will, to the extent practical, coordinate with other standards organizations, specifically EUROCAE's WG-105, to work toward a common standard during Phase 2. Harmonization and coordination activities will be at the WG level, but may also take the shape of coordination of specific technical aspects within the MOPS, such as architectures, alerting performance and timelines, required sensor performance or safety analysis.
The following figures represent the DAA architectures that are in scope for the Phase 2 activity. Figure 3-1 is a rendition with airborne detection that's based on the DAA Phase 1 aircraft-based architecture with the addition of the EO/IR sensors and ACAS Xu System. In this architecture, all sensors are carried onboard the aircraft and correlated tracks are downlinked to the control station over the C2 link. This architecture will be maintained in Phase 2.
Figure 3-2 represents a potential hybrid architecture planned for Phase 2 DAA systems. In this architecture, ground-based sensors uplink tracks to the UA via a radio link, which may or may not be the C2 link. The DAA processor onboard the aircraft correlates these tracks with the airborne sensor tracks and downlinks them to the control station over the C2 link. This approach along with sending ground-based surveillance directly to the GCS will be considered, prior to finalizing a specific Phase II hybrid architecture.
Figure 3-3 represents a ground-based architecture planned for Phase 2 DAA systems. In this architecture, all sensors are on the ground. The ground-based tracks are provided directly to the control station via a wired or radio link.
Further details and variations on system architectures can be found in SC228-W1-P2- A-005.
3 See Section 3.1.1
4 See Section 3.1.1