© 2020 Elsevier Ltd The integration of Remotely Piloted Aircraft System (RPAS) in non-segregated airspace is one of the forthcoming challenges in aviation. This paper develops a decision framework to determine the airways where RPAS should fly. The methodology defines three types of indicators: (1) static indicators based on the geometry of the airspace; (2) dynamic indicators based on the air traffic features; and (3) mixed indicators that combine both static and dynamic indicators. These indicators appraise the airspace state basic elements as airways and crossing points. The decision framework seeks to detect which airways and air corridors – specific Flight Levels (FLs) of an airway – can be fully segregated for the use of RPAS, as well as the airways that favour the integration of RPAS but increasing the risk level. The decision framework is applied to the Spanish upper airspace LECMZGZ from FL 250 to 300. Results conclude there are no airways that permit their use as segregated airways. However, two air corridors at FL 270 allow the segregated integration of RPAS. Moreover, the decision framework detects the airways that favour the integration of RPAS although they would have an impact on the risk level.
© 2020 Elsevier Ltd The integration of Remotely Piloted Aircraft System (RPAS) in non-segregated airspace is one of the forthcoming challenges in aviation. This paper develops a decision framework to determine the airways where RPAS should fly. The methodology defines three types of indicators: (1) static indicators based on the geometry of the airspace; (2) dynamic indicators based on the air traffic features; and (3) mixed indicators that combine both static and dynamic indicators. These indicators appraise the airspace state basic elements as airways and crossing points. The decision framework seeks to detect which airways and air corridors – specific Flight Levels (FLs) of an airway – can be fully segregated for the use of RPAS, as well as the airways that favour the integration of RPAS but increasing the risk level. The decision framework is applied to the Spanish upper airspace LECMZGZ from FL 250 to 300. Results conclude there are no airways that permit their use as segregated airways. However, two air corridors at FL 270 allow the segregated integration of RPAS. Moreover, the decision framework detects the airways that favour the integration of RPAS although they would have an impact on the risk level. Read More
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