Periodic Reporting for period 2 - GOF2.0 (GOF2.0 Integrated Urban Airspace VLD)
Reporting period: 2022-01-01 to 2022-12-31
The goal of the GOF2.0 Integrated Urban Airspace VLD (GOF2.0) very large demonstration project is to demonstrate operational validity of serving combined UAS safely, securely, and sustainably, eVTOL and manned operations in a unified, dense urban airspace using current ATM and U-space services and systems. Both ATM and U-space communities depend extensively on the provision of timely, relevant, accurate, and quality-assured digital information to collaborate and make informed decisions. The demonstrations focus on validation of the GOF 2.0 architecture for highly automated real-time separation assurance in dense air space including precision weather and telecom networks for air-ground communication and will significantly contribute to understanding how the safe integration of UAM and other commercial drone operations into ATM airspace without degrading safety, security, or disrupting current airspace operations can be implemented.
The main objective of GOF2.0 is to build on GOF U-space and other SESAR projects to validate the orchestration and operation of available state-of-the-art COTS components and services to create a dynamic operating environment for manned and unmanned aircraft. the objective is to guarantee a safe operation in a shared airspace and the provision of enhanced safety net/deconfliction functionalities to prevent collisions between aircraft and to mitigate the air and ground risks, considering also detailed weather and connectivity information. Therefore, the GOF2.0 consortium with its expertise and technology will ensure safe operations in all classes of airspace and for all types of manned and unmanned aircraft. To achieve the objective the consortium members set out to establish an effective, scalable, and enforceable framework to support and enable operational, technical and business developments, and provide fair access to all airspace users, so that the U-space / UAS market can evolve by simultaneously maintaining the same level of safety standards as in manned aviation.
The main objective of GOF2.0 is to build on GOF U-space and other SESAR projects to validate the orchestration and operation of available state-of-the-art COTS components and services to create a dynamic operating environment for manned and unmanned aircraft. the objective is to guarantee a safe operation in a shared airspace and the provision of enhanced safety net/deconfliction functionalities to prevent collisions between aircraft and to mitigate the air and ground risks, considering also detailed weather and connectivity information. Therefore, the GOF2.0 consortium with its expertise and technology will ensure safe operations in all classes of airspace and for all types of manned and unmanned aircraft. To achieve the objective the consortium members set out to establish an effective, scalable, and enforceable framework to support and enable operational, technical and business developments, and provide fair access to all airspace users, so that the U-space / UAS market can evolve by simultaneously maintaining the same level of safety standards as in manned aviation.
GOF2.0 VLD has completed Wave 1 validation exercises and executed live trial demonstrations as planned. GOF2.0 solution integration has been successful to support the demonstrations. The first wave of trials addressed the complexity of trials through strategic deconfliction. Various scenarios were further elaborated and included in the execution of live trials to represent a majority of the most relevant use cases for UAM and illustrate the many possibilities and situations that will arise. GOF2.0 solution to support the Wave 1 validation exercise was setup with CIS cloud deployment, USSP and CIs integration, CIS and ATM integration / Collaborative Interface with ATC, Strategic and Tactical de-confliction service in a mixed environment.
Demonstrations ranged from non-segregated flights in one aerodrome with full ATC collaboration to segregated airspace in CTR with ATC procedural cooperation. Mobility mix consisted of concurrent flights with type certified, manned aircraft, eVTOL, drones and simulated aircraft. The expected project results are captured in the evaluation of the Success Criterial related to Project Objectives.
Integration between systems were successful using the GOF2.0 Information Exchange Services. Interoperability of workflows between UAS Operator Ground Control Stations, USSP and CIS will need more innovation and standardisation to be able to move from Level 3 automation towards Level 5. There is a significant gap between the current status and level 5 automation as depicted in EATMA, with humans still needed in workflow integration and to compensate for a lack of advanced deconfliction schemes and other decision-making processes. Systems have been cloud-deployed for all trials, scaling up/down system components for trial configurations was done by some partners, keeping basic installations available in between trials. A trial setup does not require setting up additional hardware (except UAS and clients used to interact with the system)
Demonstrations ranged from non-segregated flights in one aerodrome with full ATC collaboration to segregated airspace in CTR with ATC procedural cooperation. Mobility mix consisted of concurrent flights with type certified, manned aircraft, eVTOL, drones and simulated aircraft. The expected project results are captured in the evaluation of the Success Criterial related to Project Objectives.
Integration between systems were successful using the GOF2.0 Information Exchange Services. Interoperability of workflows between UAS Operator Ground Control Stations, USSP and CIS will need more innovation and standardisation to be able to move from Level 3 automation towards Level 5. There is a significant gap between the current status and level 5 automation as depicted in EATMA, with humans still needed in workflow integration and to compensate for a lack of advanced deconfliction schemes and other decision-making processes. Systems have been cloud-deployed for all trials, scaling up/down system components for trial configurations was done by some partners, keeping basic installations available in between trials. A trial setup does not require setting up additional hardware (except UAS and clients used to interact with the system)
GOF2.0 demonstrated in uncontrolled airspace that situation awareness increases dramatically for all aviators in, whenever digital datalinks are available and operational, when manned and unmanned aviators share the same digital infrastructure and system.
GOF2.0 demonstrated in controlled airspace that U-space services increase situation awareness and flight safety for unmanned aviators, and that ATC procedures either have to evolve to include direct transparency and collaborative procedures with U-space services or, that unmanned aircraft have to be segregated from manned aircraft. GOF2.0 showed, that the latter alternative does not allow for optimal use of the airspace and ground infrastructure, whenever manned and unmanned intend to share the same ground infrastructure, such as an airport.
During the validation exercise trials, GOF2.0 demonstrated cellular connectivity as a technology enabler for safe, efficient and reliable traffic management of all aircraft at low level airspace. GOF 2.0 consortium, together with mobile network operator demonstrated a global-first-time-ever, automated data transaction between a live mobile network and a UTM system. For the flight planning, the UTM requested information about “sufficient C2 link performance” along the considered flight path options, enabling better informed decisions for the flight planning. The availability of live cellular connectivity data in the UTM/ATM systems is a significant breakthrough.
Trials highlighted a number of topics that need further work to ensure consistent safety of aviators:
- Mobile network connectivity varies a lot with location, operator, roaming conditions. Several cases of loss of connection were experienced for ground control stations, with in-air connectivity generally acceptable.
- Robust and consistent integration of several USSP with CIS and UAS operator Ground Control Stations is challenging in trial setting with new software versions being rapidly rolled out.
GOF2.0 demonstrated in controlled airspace that U-space services increase situation awareness and flight safety for unmanned aviators, and that ATC procedures either have to evolve to include direct transparency and collaborative procedures with U-space services or, that unmanned aircraft have to be segregated from manned aircraft. GOF2.0 showed, that the latter alternative does not allow for optimal use of the airspace and ground infrastructure, whenever manned and unmanned intend to share the same ground infrastructure, such as an airport.
During the validation exercise trials, GOF2.0 demonstrated cellular connectivity as a technology enabler for safe, efficient and reliable traffic management of all aircraft at low level airspace. GOF 2.0 consortium, together with mobile network operator demonstrated a global-first-time-ever, automated data transaction between a live mobile network and a UTM system. For the flight planning, the UTM requested information about “sufficient C2 link performance” along the considered flight path options, enabling better informed decisions for the flight planning. The availability of live cellular connectivity data in the UTM/ATM systems is a significant breakthrough.
Trials highlighted a number of topics that need further work to ensure consistent safety of aviators:
- Mobile network connectivity varies a lot with location, operator, roaming conditions. Several cases of loss of connection were experienced for ground control stations, with in-air connectivity generally acceptable.
- Robust and consistent integration of several USSP with CIS and UAS operator Ground Control Stations is challenging in trial setting with new software versions being rapidly rolled out.