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High Fidelity Simulation and Certification of Autonomous Systems: Legal/Regulatory Aspects and V&V Workshop

This workshop discusses the legal and regulatory aspects of certifying autonomous systems, with a focus on high fidelity simulations. Topics include UAS regulation, detect and avoid technologies, virtual engineering, and challenges in certification. Presented by Dr. M. Jump from the University of Liverpool.

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High Fidelity Simulation and Certification of Autonomous Systems: Legal/Regulatory Aspects and V&V Workshop

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  1. High Fidelity Simulation as a Route to Certification Autonomous Systems: Legal / Regulatory Aspects and V&V Workshop 22nd February 2016 Dr. M. Jump

  2. Agenda • (S)UAS are coming (are here?) • UAS Regulation • Certification principles • Detect and Avoid • Virtual Engineering • Challenges

  3. (S)UAS are coming (are here?) • Industries/enterprises have/are forming around r/c ‘drone’ technology • TV filming • http://sardrones.org • Amazon Prime Air • Google X Wing • DHL Paketkopter • EHANG-184 (http://www.ehang.com/ehang184) • Regulations catching up (?)

  4. UAS Regulation • Classification of UAS ‘traditionally’ based upon mass • > 150kg subject to EASA regulation, traditional airworthiness considerations • <= 150kg covered by UK CAA, see CAP722 (http://publicapps.caa.co.uk/modalapplication.aspx?appid=11&mode=detail&id=415) • 20kg < Mass <=150kg  Light UAS • 0kg < Mass <= 20kg  Small UAS • This defines the approvals/exemptions/operator qualifications etc. required to utilise the vehicle for ‘aerial work’ • CAA have also defined a Concept of Operations (ConOps) which incorporates Technical and Operating Environment concept • AMC RPAS 1309 • Air Navigation Order 2009 Articles 166 and 167 for SUA/SUSA

  5. UAS Regulation

  6. General Principles • “… under no circumstances will the pilot responsibility be replaced by technologies in the foreseeable future”ICAO Circular 328 •  Remotely Piloted Aircraft or Aerial System (RPA OR RPAS) • “It is CAA policy that UAS operating in the UK must meet at least the same safety and operational standards as manned aircraft. Thus, UAS operations must be as safe as manned aircraft insofar as they must not present or create a greater hazard to persons, property, vehicles or vessels, whilst in the air or on the ground, than that attributable to the operations of manned aircraft of equivalent class or category.”CAA CAP722 https://www.eurocockpit.be/sites/default/files/amc-rpas_1309_scoping-paper_issue-1.pdf

  7. Technologies to V&V – Detect and Avoid • In manned aircraft, one pilot function is to ‘See and Avoid’ • Removing the pilot from the aircraft creates a hazard that this function will not be carried out (a) appropriately or (b) at all • Replace with ‘Detect and Avoid’ • Detect – identify potential hazards and notify appropriate mission management and navigation systems • Avoid – Separation Assurance and Collision Avoidance • Separation Assurance: routine procedures to avoid aircraft coming into close proximity with one another • Collision Avoidance: an emergency manoeuvre considered necessary to avoid a collision

  8. D&A Factors to Consider • Ability to comply with the Rules of the Air • Airworthiness • Control method • Controllability and manoeuvrability • Flight performance • Communications procedures and associated links • Security (physical and Cyber) • Emergency actions, reversionary or failure modes in the event of degradation of any part of the UAS and its associated Control and/or Relay Stations; • Actions in the event of lost communications and/or failure of on-board Detect and Avoid equipment; • Ability to determine real-time meteorological conditions and type of terrain being overflown • Nature of task and/or payload • System Authority of operation and control • Method of sensing other airborne objects • Remote Pilot level of competence • Communications with ATS providers, procedures and links with control station • Means of launch/take-off and recovery/landing • Reaction logic to other airspace objects • Flight termination • Description of the operation and classification of the airspace in which it is operating

  9. Virtual Engineering • Manned aviation has long used high fidelity none and real-time simulation to assess system performance/requirements adherence • Why not do the same for RPAS? • Complex Environments • Technical Complexity

  10. Virtual Engineering • Hook up to some High Performance Computing whilst injecting faults… Cooperative Uncooperative

  11. Virtual Engineering • Rational Agent as a pilot to conform to Rules of the Air • With the Virtual Engineering Centre (http://www.virtualengineeringcentre.com/) • Apply at different scales… https://www.dropbox.com/s/2rd3jc5c6vsllgp/mjump_roboshop.wmv?dl=0 https://www.dropbox.com/s/2epgujq7ngldqfs/20160209153015.mp4?dl=0

  12. Challenges • All models are wrong, some are useable – what level of fidelity is appropriate for a given V&V task? • Convincing the regulator • Convincing the manufacturer/systems integrator (scalability?) • Convincing the user base/operators • Modelling and analysis skills

  13. ANY QUESTIONS ? Dr. M. Jump Flight Science & Technology The University of Liverpool mjump1@liv.ac.uk

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