Aerospace engineering subject Avionics and Atm systemsneed PPT.need to complete of Subtopic : SERVICE avionics data network
AERO2515 - CONOPS AERO2515 - Avionics and Air Traffic Management Systems School of Engineering – Aerospace Engineering and Aviation 1 AERO2515 – CONOPS, V1 Mar 2021 AVIONICS AND AIR TRAFFIC MANAGEMENT SYSTEMS School of Engineering – Aerospace Engineering and Aviation College of Science, Engineering and Health CONCEPT OF OPERATIONS (CONOPS) Urban Air Mobility AERO2515 - Avionics and Air Traffic Management Systems School of Engineering – Aerospace Engineering and Aviation 2 AERO2515 – CONOPS, V1 Mar 2021 Urban Air Mobility Aim The aim of this document is to describe the top-level mission requirements and to provide guidance for the design of Communication, Navigation and Surveillance (C/N/S) systems and their integration for supporting Urban Air Mobility (UAM), which is focussed on highly automated and cooperative passenger-carrying air transportation services in and around urban areas. Mission Description The intended mission is an UAM application to transport passengers within and around urban areas. This application is made possible largely by the growing maturity of Electric Vertical Takeoff and Landing (eVTOL) vehicles. UAM is envisaged to be gradually integrated into the airspace over the next two decades. The fundamental sequence of events within UAM is shown in the example mission in Fig. 1. In this example, a passenger is transported from a designated urban/suburban vertiport to a destination vertiport, for instance near the airport. A vertiport is a structure intended to be used by VTOL aircraft for servicing, fuelling, and take-off/land operations. Vertiport Vertiport Hover up Hover down Cruise Airport TMA Airspace Ground Transport ATCO Trip requests UAM Operation centre UTM system + Operator Decision making Approved Fig. 1 Urban Air Mobility mission Most UAM passenger transport missions can be divided into the following phases: Pre-flight This comprises all preparatory activities occurring prior to the flight, starting with the flight request made by the passenger. Pre-flight checks are conducted and the passenger(s) board the aircraft. AERO2515 - Avionics and Air Traffic Management Systems School of Engineering – Aerospace Engineering and Aviation 3 AERO2515 – CONOPS, V1 Mar 2021 Departure During this phase, the aircraft departs from the vertiport, comprising taxi, take-off and climb tasks. En-route The aircraft cruises to the planned point at which the approach to the destination vertiport commences. Approach The aircraft aligns with the optimal track to the destination vertiport and reaches a decision point at which point the aircraft either enters the landing phase or executes a missed approach manoeuvre. Landing The aircraft lands on the vertiport and taxis to a designated disembark point. Post-flight The aircraft is secured, the passenger(s) disembark and the aircraft is serviced for the next flight. A possible air-taxi mission around Melbourne and its key aspects are illustrated in Fig. 2. Non-cooperative Surveillance Air corridor Navigation Vehicle to Ground control LOS/BLOS communications In-flight Entertainment and Connectivity Cooperative Surveillance Vehicle to ATC LOS/BLOS communications Vertiports Ground Control Station In-flight Entertainment and Connectivity service provider ATC Fig. 2 Communication, Navigation and Surveillance System involved in the mission (not to scale) While the flight is in the air, aircraft to ground control and aircraft to Air Traffic Control (ATC) communications are maintained through Line Of Sight/Beyond Line AERO2515 - Avionics and Air Traffic Management Systems School of Engineering – Aerospace Engineering and Aviation 4 AERO2515 – CONOPS, V1 Mar 2021 Of Sight (LOS/BLOS) voice and data radio links to support situational awareness and early detection of conflicts between aircraft. The UAM vehicle can estimate its own position, velocity and attitude through a number of navigation sensors. This is necessary to support basic flight stabilization and control, and also to monitor deviations of the aircraft from the intended trajectory and flight corridor. The presence of other aircraft and their relevant states (velocity, heading, altitude) are estimated through a number of surveillance sensors that may either be cooperative (information is exchanged between aircraft e.g. ADS-B) or non- cooperative (information is not exchanged between aircraft e.g. radar). While in the air, a communication link is maintained with an In-flight Entertainment and Connectivity service provider to provide internet connectivity to passengers. The mission can span both controlled/uncontrolled airspace, and urban/suburban areas. The flight may include a number of stops at intermediary locations. Intermediary stops could be required to position the vehicle for initial pick-up, or to pick up and drop off passengers. Trips can be planned in advance or on demand. Other airspace users, including helicopters and unmanned aircraft will also use low-level airspace and their operations will be coordinated with the UAM mission. Operations at low altitudes in an urban environment will expose vehicles to wind turbulence from surrounding structures (e.g. eddies from tall buildings). In addition, operations at low level over built-up areas will have to consider the frequent construction of temporary obstructions (e.g. construction cranes) as the urban environment continues to develop. UAM vehicles will at times need to fly through controlled airspace to access airports or pickup/drop-off locations that are located close to airports. UAM Vehicle The selected platform is the Airbus Pop.Up concept vehicle shown in Fig. 3. Fig. 3 Airbus Pop.Up concept vehicle The concept was a novel, multimodal, modular passenger transport vehicle, capable of road and air transport modes. The Industry-based Design project will be restricted AERO2515 - Avionics and Air Traffic Management Systems School of Engineering – Aerospace Engineering and Aviation 5 AERO2515 – CONOPS, V1 Mar 2021 to the aerial mode of the Pop.Up vehicle. In this mode, the vehicle is essentially an optionally-piloted passenger transport multi-rotor eVTOL with a high level of autonomy. The vehicle will be supported by a number of onboard and ground-based systems and infrastructure. The onboard avionics systems comprise: • Line-of-Sight (LoS) and Beyond LoS (BLoS) communication systems for voice and data ; • High-integrity navigation systems and integrated fail-safe avionics architectures; • Cooperative and non-cooperative surveillance systems for supporting collision avoidance and collaborative conflict resolution capabilities; Since the Pop.Up is a concept with minimal publicly available specifications, a set of technical specifications are provided below based on engineering judgement and assumptions considering other UAM vehicles that are emerging in the market viz. the CityAirbus and Vahana vehicles from Airbus. Airframe • Monocoque carbon-fibre cocoon 8 m(L) × 1.5 m (W) × 8 m (H) • Crew: 1 optional pilot • Capacity: 4 passengers 250 kg payload • Length: 8 m • Wingspan: 8 m • Max takeoff weight: 2,200 kg Propulsion • Powerplant: 8 × vertical electric ducted fan, 100 kW each specially designed Siemens SP200D direct-drive, 4 × 140 kW battery output • Propellers: 2.8 m diameter pitch rotor • Battery capacity: 420 kWh Performance • Cruise speed: 120 km/h • Endurance: 45 minute Avionics Payload Bay Capacity • 305 mm length x 242 mm width x 242 mm height; • Avionics Weight : Upto 5 kg AERO2515 - Avionics and Air Traffic Management Systems School of Engineering – Aerospace Engineering and Aviation 6 AERO2515 – CONOPS, V1 Mar 2021 Avionics • Avionics power: 18 volts direct current, or VDC; Airspace structure At the time of writing, uniform standards for UAM do not currently exist. It is envisaged that operations will be conducted in corridors that span Class G and Class E airspace with vertical feeder corridors that are used for Take-off and climb/Landing phases (see Fig. 4 for a notional depiction of the airspace with integrated UAM operations). This flight ceiling may gradually be raised over time as technology and regulations reach a higher level of maturity. Class G Class E Class A Class D 1500 ft 12500 ft 400 ft 60000 ft Large UAS 150 kg Medium UAS 25 kg – 150 kg Small UAS 25 kg Manned aircraft Unmanned aircraft Aerosonde (15000 ft) ScanEagle (19500 ft) Triton (56000 ft) Zephyr (70000 ft) IF R IF R +V FR Class C 18500 ft UAM aircraft 8500 ft UAM corridor AT M U TM Low altitude uncontrolled airspace Fig. 4 Airspace structure incorporating unmanned traffic (not to scale) External Infrastructure The ground-based support infrastructure comprises a number of vertiports distributed across urban/suburban areas. A vertiport is a structure intended to be used by VTOL aircraft to take off and land as illustrated in Fig. 5. It can be assumed that there will be a mix of vertiports with single or multiple vehicle support services. Vertiports will be equipped with the necessary infrastructure to recharge/refuel UAM vehicles between operations. They will be equipped with navigation aids and/or visual cues with corresponding instrument flight procedures to enable safe operations during the night and periods of adverse meteorological conditions. AERO2515 - Avionics and Air Traffic Management Systems School of Engineering – Aerospace Engineering and Aviation 7 AERO2515 – CONOPS, V1 Mar 2021 Fig. 5 Artists notional rendering of an urban vertiport. Uniform standards for vertiports do not currently exist and are in different stages of development in many countries developed. Initial literature reviews and design considerations can be found in [1], and in the draft FAA advisory circular (150/5390- 2D - Draft AC 150/5390-2D, Heliport Design Document). Industry-based Design Project Groups As further detailed in the following sections, the groups in the industry-based design project will focus on the following systems on the UAM vehicle: - Communications system. - Navigation system. - Surveillance system. - Mission communications, integration and computing. Each of these systems are described in further detail. AERO2515 - Avionics and Air Traffic Management Systems School of Engineering – Aerospace Engineering and Aviation 8 AERO2515 – CONOPS, V1 Mar 2021 Air Traffic Management Operations Centre Ground network LoS voice link Pop.Up UAM vehicle LoS data link BLoS data link LoS data link BLoS voice link LoS voice link Aeronautical broadband service provider BLoS data link Fig. 3. Communication, command and control links. Communication System Both LoS and BLoS communication links will need to be integrated to