Development of on-board non-cooperative sensors in support of detect and avoid (DAA)
This research element covers the development of on-board non-cooperative sensors for crewed and uncrewed aircraft to detect intruders or other obstacles and enable a detect and avoid (DAA) capability (e.g., while flying in airspace with heterogeneous/mixed types of traffic or to detect unauthorised drones in controlled airspace). These non-cooperative sensors can scan the airspace and determine if certain measure of the sensor(s) can be associated to an object that represents a collision threat.

Non-cooperative sensors include electro-optical (EO) sensors, thermal / infrared (IR) systems, light detection and ranging (LIDAR) systems, radar and acoustic sensors, cameras, etc. Since each sensor has advantages over the others only in certain aspects, a multi-sensor architecture may be the best solution for developing a DAA system even if it can make the implementation more difficult.

Research shall consider:

• Define an effective DAA architecture based on non-cooperative sensors and develop an on-board DAA capability.
• Validation of the DAA capability in dense airspace and interoperability between different systems (ACAS-Xu, EUDAAS, TCAS, etc.).
• Determine the technical feasibility for detecting non-cooperative intruders and integration with the current collision avoidance algorithms.
• Definition of operational procedures for pilots reacting to electronic conspicuity and DAA.
• The integration of military operations (e.g., military IFR RPAS, etc.).
• Avionics certification and regulatory aspects shall be addressed.

Research shall consider the cost-effective, non-collaborative DAA solution developed by the IRINA project.

These technologies are civil/military dual use.

Enhanced automation support for space-launch management
This element covers the development of enhanced procedures and enhanced supporting tools for the management of space-launch operations at the level of NM, local ATFM units and ATC. It includes space data integration (from Launch and Re-entry Operators (LRO), Launch and Re-entry site operators (LRSO), and STM with ATM) for specific operational scenarios (e.g. launch, re-entry, sub-orbital), contingency/emergency management and required external interfaces (local ATM services, outer regions, space agencies etc.). Note there is ongoing research on this topic in project ECHO 2.

IFR RPAS integration in airspace classes D to E
Research aims at the full integration of IFR RPAS in airspace D to E, covering all types of uncrewed AU (fixed-wing, helicopters and VCA). The research shall address the integration of IFR RPAS in case of controlled airspace (class D and E). For controlled airspace, the impact on ATC of the use of DAA systems must be addressed, including a study of the compatibility of the RWC alert thresholds and the ATC separation processes. The safety case must pay particular attention to making the assessment considering the “work as done” for the management of crewed IFR vs. VFR separation in Europe in class D and E and investigate its applicability to the management of the separation between uncrewed IFR and VFR. Research may address the potential impact on capacity due to the increase workload caused by IFR RPAS.

The technological development of DAA systems is also in scope.

Note that there is on-going work by project IRINA SESAR solution 0380 “RPAS accommodated operations non-segregated in airspace classes D to G”.

This element would benefit from air-ground integrated validation activities integrating the ground prototypes (covered in WA 4) and the airborne prototypes (covered in WA 5).

IFR RPAS integration in airspace classes F to G
Research aims at the full integration of IFR RPAS in airspace F to G, covering all types of uncrewed AU (fixed-wing, helicopters and VCA). It must be noted that crewed IFR operations in class G are not allowed in many European states, but they are allowed in some others. For the purpose of the research, it should be assumed that crewed IFR flight is allowed in class G, and the scope of the research is to extend the concept to uncrewed IFR flights. The technological development of DAA systems is also in scope. Note that there is on-going work by project IRINA solution 0380 “RPAS accommodated operations non-segregated in airspace classes D to G”.

Safe integration of lower performance IFR RPAS in the European airspace
In the context of integration of remotely managed drone operations into the European airspace, there is a need for future research on lower performance certified RPAS, particularly with regards to low size weight and power (SWaP), including:

• Smaller low-power DAA systems for their integration in controlled airspace (classes A-E) and uncontrolled shared airspace (classes F and G), considering both cooperative and uncooperative targets. Encounter models should also be enhanced for this domain including small light non-cooperative targets.
• Smaller low-power IFR equipment, and research into potential adaptation of IFR procedures and ATC clearance for these vehicles.

These technologies and concepts are civil-military dual-use.

This element would benefit from air-ground integrated validation activities integrating the ground prototypes (covered in WA 3) and the airborne prototypes (covered in WA 5).

Dual-frequency multi-constellation (DFMC) global navigation satellite systems (GNSS) based on satellite-based augmentation system (SBAS) / aircraft-based augmentation system (ABAS) receivers
Research aims at developing DFMC GNSS/SBAS/ABAS receivers and additional avionics systems processing GPS and Galileo signals in L1/E1 and L5/E5, considering architectural considerations, assessing transitional aspects, and exploiting synergies and complementarities between different augmentations (DFMC ABAS (advanced receiver autonomous integrity monitoring) and DFMC SBAS) in nominal and degraded modes.

Consideration of requirements on backwards compatibility and joint airborne architecture for ABAS /SBAS / GBAS (see WA3-2 on GAST-E) receivers / avionics equipment (avoiding the need for multiple avionics) and joint airborne architecture for GAST-E and SBAS.

The aim is to deliver a more robust navigation performance solution including resilience to radio frequency interference (RFI) (jamming and spoofing), supporting enhanced approaches and optimised descent operations for CAT II and/or CAT III that will allow to reduce noise footprint, fuel consumption and emissions.

High-altitude operations (HAO) GNSS and inertial sensors
This research area refers to the expansion of navigation infrastructure is necessary to meet the demands of high-altitude pseudo-satellites (HAPS), supersonic and hypersonic aircraft, and space launches. This may involve the performance assessment of GNSS systems supplemented with inertial systems to serve as backup during temporary GNSS outages caused by high-speed plasma formation or space radiation effects.

Airborne-based alternative – Position, Navigation and Timing (A-PNT)
Global navigation satellite systems (GNSS) including Galileo and the European geostationary navigation overlay service (EGNOS), are usually considered as suitable technologies for providing position, navigation, and timing (PNT) information as required. However, GNSS can be subject to local (e.g., interference, spoofing, jamming) or global (ionospheric issues, system fault) outages, and it also presents service limitations in those areas where there is limited sky visibility.

With the objective of having a back-up solution for GNSS as the source of PNT in the situations above, several potential technological solutions have been or are being developed to provide alternate position navigation and timing (A-PNT). The proposed solution will therefore enhance service resilience (e.g., to RFI), availability, and continuity. This requires the support of industry standards to ensure the required interoperability. The proposed solutions should investigate how their developments fit into the larger cross-domain European complementary PNT (C-PNT) framework (note that there is on-going work under MIAR solution 0336 “LDACS-NAV solution & Modular Integration of A-PNT technologies solution” to the technologies mentioned below. The notion of C-PNT aims at building a larger European PNT ecosystem to mitigate the risk of PNT service interruption, which includes GNSS and several complementary emerging alternative systems.

Research shall address the different options for time synchronisation (in particular during GNSS outages).

This research element includes the development to TRL6 of new A-PNT solutions that are aircraft-based, including but not restricted to:

• Radar-based navigation for approach phase: research shall aim at developing and validating additional navigation aiding solution based on vision (airborne active radar sensors), and to ensure that the accuracy and integrity of solution fulfils the demanding requirements of the approach phase in all weather conditions. Occasional GPS outage / degradation shall also be considered.
• A-PNT for small aircraft (including RPAS, and VCA) and drones combining navigation data from multiple constellations (e.g., GALILEO and GPS) with inertial measurement unit (IMU) based on atomic gyroscopes (low-cost inertial reference systems). The objective is to develop cost-effective A-PNT solutions that can be used by small aircraft (and drones) to ensure navigation performance levels consistent with evolving airspace and air traffic. Research shall consider the results of exploratory research project NAVISAS (TRL2).

Other technologies may be under scope, provided that they meet accuracy, availability, continuity, and integrity requirements.

The research may also address combined GNSS-inertial systems (leveraging inertial sensors) and other augmentation to increase navigation accuracy, integrity, and continuity when GNSS is fully functional or partially unavailable.