{"id":3956,"date":"2023-01-09T13:29:00","date_gmt":"2023-01-09T12:29:00","guid":{"rendered":"https:\/\/www.nlr.org\/?p=3956"},"modified":"2025-03-18T09:15:44","modified_gmt":"2025-03-18T08:15:44","slug":"integratie-van-male-rpas-in-het-europese-luchtruim","status":"publish","type":"post","link":"https:\/\/www.nlr.org\/nl\/newsroom\/case\/integratie-van-male-rpas-in-het-europese-luchtruim\/","title":{"rendered":"Integratie van MALE RPAS in het Europese luchtruim"},"content":{"rendered":"\n

Naast de ondersteuning van defensie-operaties hebben Medium Altitude Long Endurance (MALE) Remotely Piloted Aircraft Systems (RPAS) tal van civiele toepassingen, vari\u00ebrend van infrastructuurinspectie tot zoek- en reddingsacties. De huidige regelgeving in Europa staat dergelijke toepassingen echter in de weg, omdat deze MALE RPAS-operaties uitsluitend in afgescheiden luchtruim toestaat. Bovendien zijn voor elke MALE RPAS-vlucht talloze vergunningen van nationale luchtvaartautoriteiten nodig, wat een tijdrovend proces kan zijn.<\/strong><\/strong><\/p>\n\n\n\n

De uitdaging<\/h2>\n\n\n\n

Om deze problemen op te lossen en MALE RPAS-operaties in Europa te reguleren, is het noodzakelijk om een uitgebreid operationeel concept (Concept of Operations <\/em>– CONOPS) te ontwikkelen en valideren. Dit zorgt voor een veilige en effici\u00ebnte integratie van MALE RPAS in het gecontroleerde \u00e9n het ongecontroleerde Europese luchtruim.<\/p>\n\n\n\n

    \n
  1. Ontwikkelen en testen van CONOPS om MALE RPAS te integreren in het Europese luchtruim, rekening houdend met zowel nominale als niet-nominale omstandigheden<\/li>\n\n\n\n
  2. Aanleveren van empirisch bewijs om alle relevante belanghebbenden ervan te overtuigen dat MALE RPAS-operaties veilig en effici\u00ebnt kunnen vliegen in het Europese luchtruim.<\/li>\n<\/ol>\n\n\n\n
    \"\"<\/figure>\n\n\n\n
    \n

    De oplossing<\/h2>\n\n\n\n

    Om de luchtruimintegratie CONOPS te testen en valideren, voert NLR een reeks Real-Time Simulation (RTS)-experimenten uit. De experimenten worden uitgevoerd met behulp van de NLR ATM Research Simulator (NARSIM) en de Multi UAS Supervision Testbed (MUST). Aan deze experimenten doen ervaren luchtverkeersleiders en piloten mee. Bij de experimenten wordt rekening gehouden met nominale en niet-nominale omstandigheden. Er wordt ook aandacht besteed aan de procedures die nodig zijn om Detect And Avoid (DAA) te gebruiken. DAA wordt beschouwd als een cruciaal onderdeel van RPAS-integratie, omdat het de RPAS-piloot de waarschuwingen en begeleiding biedt die hij nodig heeft om een veilige afstand tot ander luchtverkeer te bewaren.<\/p>\n\n\n\n

    <\/p>\n<\/div>\n\n\n\n

    Wat doen wij?<\/h2>\n\n\n\n
    \n
    \n

    Er is gekozen voor een iteratieve, stapsgewijze aanpak. De eerste fase van het project richtte zich op het opzetten van de basissimulatie-infrastructuur die nodig was om de vereiste experimenten uit te voeren. Naast de ondersteuning van defensie-operaties hebben Medium Altitude Long Endurance (MALE) Remotely Piloted Aircraft Systems (RPAS) tal van civiele toepassingen, vari\u00ebrend van infrastructuurinspectie tot zoek- en reddingsacties. De huidige regelgeving in Europa staat dergelijke toepassingen echter in de weg, omdat deze MALE RPAS-operaties uitsluitend in afgescheiden luchtruim toestaat. Bovendien zijn voor elke MALE RPAS-vlucht talloze vergunningen van nationale luchtvaartautoriteiten nodig, wat een tijdrovend proces kan zijn.<\/p>\n<\/div>\n\n\n\n

    <\/div>\n\n\n\n
    \n

    De resulterende simulatoren werden gebruikt om een aantal experimenten uit te voeren om de procedures te bestuderen die nodig zijn om met RPAS-ongevallen om te gaan, zoals het uitvallen van de Command and Control (C2)-verbinding, d.w.z. het uitvallen van de digitale verbinding tussen de RPAS-piloot op de grond en zijn of haar vliegtuig in de lucht. Het project bevindt zich momenteel in de tweede fase, waarbij de nadruk ligt op de samenwerking met DAA. Daartoe zijn de NLR-simulatoren verbonden met het GA-ASI Conflict Prediction and Display System (CPDS) om piloten te voorzien van DAA-waarschuwingen en -richtlijnen.<\/p>\n<\/div>\n<\/div>\n\n\n\n

    \"\"<\/a><\/figure>\n\n\n\n
    \n
    \n
    \n
    \n

    Project partners:<\/strong>
    Industry (NL):<\/em> General Atomics Aeronautical Systems (GA-ASI) & Information Systems Delft (ISD)
    Onderzoeksorganisatie: Koninklijke NLR
    Start: Oktober 2018
    Tijdsduur: 2 jaar<\/em><\/p>\n<\/div>\n\n\n\n

    \n

    <\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n","protected":false},"excerpt":{"rendered":"

    Naast de ondersteuning van defensie-operaties hebben Medium Altitude Long Endurance (MALE) Remotely Piloted Aircraft Systems (RPAS) tal van civiele toepassingen, vari\u00ebrend van infrastructuurinspectie tot zoek- en reddingsacties. De huidige regelgeving in Europa staat dergelijke toepassingen echter in de weg, omdat deze MALE RPAS-operaties uitsluitend in afgescheiden luchtruim toestaat. Bovendien zijn voor elke MALE RPAS-vlucht talloze […]<\/p>\n","protected":false},"author":6,"featured_media":2688,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"site-sidebar-layout":"default","site-content-layout":"","ast-site-content-layout":"default","site-content-style":"default","site-sidebar-style":"default","ast-global-header-display":"","ast-banner-title-visibility":"","ast-main-header-display":"","ast-hfb-above-header-display":"","ast-hfb-below-header-display":"","ast-hfb-mobile-header-display":"","site-post-title":"","ast-breadcrumbs-content":"","ast-featured-img":"","footer-sml-layout":"","ast-disable-related-posts":"","theme-transparent-header-meta":"","adv-header-id-meta":"","stick-header-meta":"","header-above-stick-meta":"","header-main-stick-meta":"","header-below-stick-meta":"","astra-migrate-meta-layouts":"default","ast-page-background-enabled":"default","ast-page-background-meta":{"desktop":{"background-color":"var(--ast-global-color-4)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"tablet":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"mobile":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""}},"ast-content-background-meta":{"desktop":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"tablet":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"mobile":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""}},"footnotes":""},"categories":[88],"expertise":[130],"class_list":["post-3956","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-innovatieve-air-mobility-drones","post_template_type-case","expertise-luchtverkeersleiding"],"acf":[],"yoast_head":"\nIntegratie van MALE RPAS in het Europese luchtruim - Nederlands Lucht- en Ruimtevaartcentrum<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/www.nlr.org\/newsroom\/case\/integration-of-male-rpas-into-european-airspace\/\" \/>\n<meta property=\"og:locale\" content=\"nl_NL\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Integratie van MALE RPAS in het Europese luchtruim - Nederlands Lucht- en Ruimtevaartcentrum\" \/>\n<meta property=\"og:description\" content=\"Naast de ondersteuning van defensie-operaties hebben Medium Altitude Long Endurance (MALE) Remotely Piloted Aircraft Systems (RPAS) tal van civiele toepassingen, vari\u00ebrend van infrastructuurinspectie tot zoek- en reddingsacties. 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