Draft SOW.pdf

STATEMENT OF WORK

Flight Test Evaluation of Expandable Variable- Autonomy Architecture (EVAA) Ground and Air Collision Avoidance

1.0 Background

This document describes the requirements to support an FAA effort to advance the maturity of NASA’s Expandable Variable-Autonomy Architecture (EVAA) with imbedded Ground and Air Collision Avoidance Systems (GCAS and ACAS). The goal of this effort is to accelerate these capabilities towards commercial suitability and further document certification paths for general aviation use.

The FAA has been collaborating with NASA on these automatic safety enhancing systems for the past 6 years. NASA began GCAS and ACAS development in a collaboration with the Air Force Research Laboratory, Lockheed Martin and the Air Force Test Center back in the mid-1980s. This work culminated in 2014 with the automatic GCAS (Auto GCAS) being fielded on USAF F-16s. Since then the FAA has teamed with NASA to make this capability suitable for civil and commercial use. The most recent development effort of these capabilities has been a joint project which added the Office of the Secretary of Defense (OSD) to the FAA/NASA collaboration. This project, Resilient Autonomy, has packaged improved GCAS (iGCAS) and improved ACAS (iACAS) within a larger software framework called EVAA. One goal of this project has been to enhance the adaptability of these and additional automated safety features to any platform.

One part of this Resilient Autonomy project has been to integrate EVAA onto a general aviation aircraft and conduct a mock certification effort. Completed under this effort is a project specific certification plan (PSCP) outlining a certification path for this EVAA with iGCAS and iACAS onto a general aviation (GA) aircraft. However, the COVID-19 pandemic has impacted Resilient Autonomy executing a flight evaluation of this capability as the window of availability for the intended flight asset has passed.

The FAA wishes to leverage the work of Resilient Autonomy by contracting the following tasks:

• Integrate EVAA with imbedded iGCAS and iACAS onto a GA aircraft

• Conduct specified Resilient Autonomy flight test

• Deliver the resulting data to NASA for analysis

• Adhere to the guidelines of the PSCP under the oversight of a FAA designated engineering representative (DER)

• Refine the PSCP vendor.

2.0 Objectives

The objectives of work under this contract will be to:

1) Integrate the EVAA hardware onto 1 general aviation aircraft

2) Integrate the EVAA hardware and software with a commercial autopilot (both input data required by EVAA and output commands to automatically engage the autopilot)

a. Note: modification of to-be-provided EVAA source code (input and output “couplers”) and user-adjustable parameters within EVAA will be required.

3) Obtain appropriate air worthiness to conduct a flight evaluation

4) Conduct a 2-phase flight evaluation

a. The first phase of flight evaluation will be to collect flight data characterizing the input data required by EVAA, the dynamic response of the autopilot executing EVAA-iGCAS initiated avoidance maneuvers and leeward-ridgeline downdraft effects. Approximately 8 flight hours.

b. The second phase of flight evaluation will be to collect flight data of the EVAA-iGCAS in support of the PSCP. Roughly 25 flight hours.

5) Refine the Resilient Autonomy PSCP for providing future OEMs a clear path for commercialization of EVAA-iGCAS

Objective 4b above will also include only functional checks of the EVAA-iACAS but not include a more rigorous evaluation. This may be a follow-on effort outside of the scope of this effort.

The testing to be performed by the vendor under this contract will support development of GA-unique features of the EVAA-iGCAS. Unique system features include:

- Nuisance free operation in extreme mountainous terrain under bush-pilot-like operations

- Publically available high-resolution digital terrain data

- Suppression of GCAS warning/activation on takeoff and landing

- Ridgeline-downdraft protection

- Obstacle protection

- Advanced pilot alerting and cuing

Notes:

- The vendor will develop their own sensor coupler, command coupler, and determine aircraft-unique trajectory predictor coefficients (includes wind algorithm/filter coefficients and possibly true airspeed corrections) The Government will be available as consultants for data analysis

3.0 Scope

The work identified in this SOW should require approximately 35 flight hours to conduct. Government Furnished Software (GFS) will be provided. The GFS will include the following:

1) An UP2 software package which will include:

a. The iGCAS monitor imbedded within EVAA

b. The iACAS monitor imbedded within EVAA

c. A 1/3 arc-sec resolution encoded terrain model of the western United States

d. A feature data base that includes at least one obstacle stipulated by the vendor

e. An Landing data base

f. A Sensor Coupler that supports X-Plane simulation of the system

g. A Command Coupler that supports X-Plane simulation of the system

h. Trajectory coefficients that support X-Plane simulation of the system on a Cessna 172SP

2) Software for displaying EVAA intent in real-time

3) Control station software for controlling and monitoring EVAA during testing

4) A simulation software package which will include:

a. 1/3 arc-sec terrain elevation data to update the standard X-Plane terrain data

b. A software autopilot coupled to the Cessna model

c. X-Plane sim scripts to support communications with the UP2

5) Analysis code for evaluating EVAA data

4.0 Requirements

a. Aircraft General Requirements

• To perform this effort the vendor must utilize one general aviation class aircraft.

• The aircraft must be equipped with a commercial autopilot o The autopilot must be capable of simultaneously capturing and holding bank and climb rate for seven different avoidance maneuvers:

At least 30 degrees of bank (left and right wing down) and maximum climb rate at or below the Vy speed of that aircraft (henceforth called left and right climb)

Wings level and maximum climb rate (henceforth called wings level climb) At least 30 degrees of left and right bank (henceforth called left and right turn) A pushover at or near the maximum descent rate at which Vy can be maintained at idle power (henceforth call bunt) Wings level and constant altitude (henceforth called maintain) o It is desirable, but not required, that this aircraft also have auto-throttle control.

o The vendor will need to have a means to electronically set and engage the above autopilot values in response to EVAA commands o This autopilot must tuned per manufacturer guidelines.

o The autopilot must have been tested to confirm it will not exceed aircraft operating limits and not overshoot capture values.

• One high definition (HD), or better, video capturing the pilot, co-pilot, EVAA display (the display generated by item 2 from the above GFS list), and view out the front wind screen with audio capture of the aircraft intercom will be required for all flight test runs.

b. Initial System/Testbed Integration Requirements (IAW the DER oversight)

• The government will provide integration and interface documentation for the EVAA system

• The vendor will provide one UP2 processor compatible with the specifications outlined in the

Appendix

• The vendor will provide one PC with the capabilities outlined in the Appendix

• The vendor will provide one display device with the capabilities outlined in the Appendix

• The vendor will integrate the hardware outlined in the Appendix per the government provided documentation and IAW the DER oversight.

• The vendor will install all GFS onto the test hardware

• The vendor will, as needed, update the EVAA Sensor Coupler software module in part per the government provided interface documentation to support autopilot/EVAA communications

• The vendor will update the EVAA Command Coupler software module in part per the government provided interface documentation to support and enable autopilot control by

EVAA

c. EVAA Tuning Flight Tests

• Evaluate the accuracy of the autopilot airdata information being sent to EVAA o Flight data will be collected of airdata information o Data will be analyzed to determine airdata corrections to include the calibration of true airspeed and how wind estimate filters within EVAA should be tuned Note: the wind “filter” ensures that only valid/accurate wind values are utilized by EVAA during maneuvering flight.

o Findings will be formulated and discussed with the FAA and NASA

• Evaluate the effects of leeward-ridgeline downdraft effects on aircraft climb rate o Flight data of aircraft state and measured wind will be collected over various ridgelines with various wind conditions.

Note: It is suggested that to ensure flight safety this data could be collected by flying from the windward side over and past the ridgeline.

o Data will be analyzed to determine relationships between wind velocity vector and ridgeline terrain shape on the vertical velocity of an aircraft o Findings will be formulated and discussed with the FAA and NASA

• Evaluate the dynamic response of the autopilot in executing the seven escape maneuvers that iGCAS and iACAS will use o Flight data of aircraft and autopilot state will be collected over various flight conditions. Note: it is imperative that no autopilot tuning take place during or after these tests. Any changes to the dynamic response of the autopilot will invalidate all subsequent findings for this work.

o Data will be analyzed to determine the proper trajectory coefficients that should be used within EVAA for the vendor’s aircraft o Findings will be formulated and discussed with the FAA and NASA

d. Continued Testbed Integration and Updating of EVAA

• Tune the wind filtering coefficients within the EVAA code to the FAA and NASA agreed to values

• Tune the trajectory coefficients within the EVAA code to the FAA and NASA agreed to values

• Install updated (if required) EVAA source code provided by the government

e. EVAA-iGCAS Flight Evaluation Note: to ensure flight safety, it is suggested vertical and horizontal terrain/obstacle buffers be utilized

• Evaluate the EVAA-iGCAS to do no harm o Collect flight data across various takeoff, landing and approach conditions to determine if any unwarranted activations can occur that undermine safe operations

• Evaluate the EVAA-iGCAS to not impede flight operations o Collect flight data across the following flight conditions to determine if any unwarranted activations can occur that impede flight operations Takeoff and landing Bush pilot operations Emergency conditions

• Evaluate the EVAA-iGCAS ability to prevent collisions o Evaluate the EVAA-iGCAS availability to prevent collisions

Total flight hours of with the system turned on Percentage of the above time where the system was not in an active state such that an escape maneuver would not be activated if needed o Evaluate the EVAA-iGCAS ability to prevent general aviation controlled flight into terrain mishaps

Mishaps historically seen near airfields Over smooth and rising terrain at various combinations of dive, bank and airspeed Mishaps historically seen under bush pilot conditions Against obstacles Near the limits of aircraft sustainable climb rate Under extreme weather conditions (high winds and scud running)

• Data will be analyzed to determine the effectiveness of EVAA-iGCAS

• Findings will be formulated and discussed with the FAA and NASA

f. EVAA-iACAS Functional Check

• Flight demonstrate the EVAA-iACAS ability to avoid colliding with a synthetically generated aircraft

• Data will be analyzed to evaluate ACAS functionality

• Findings will be formulated and discussed with the FAA and NASA

g. Report and Documentation

• The Resilient Autonomy General Aviation Project Specific Certification Plan (PSCP) will be updated to reflect the above findings

• Artifacts from the above tests will be incorporating into the PSCP

• The PSCP will be coordinated with the FAA in a mock certification review of the EVAA-iGCAS

• A technical flight test report will be written on the results of the work accomplished

5.0 Deliverables

The vendor will provide to the FAA

a. Bi-weekly progress reports in email form

b. Flight reports following each flight within 72 hours of landing

c. A presentation to support each of the above requirements labeled “Findings will be formulated and discussed with the FAA and NASA”

d. A technical report at the conclusion of the work

e. An updated PSCP at the conclusion of the work

f. All data collected during flight test activities

6.0 Government-Furnished Property, Material, Equipment, or Information (GFP, GFM, GFE, or

GFI)

See appendix

7.0 Security

All testing/data is Unclassified - For Official Use Only.

8.0 Travel

The contractor must support flight tests conducted in/near Upper Kern River in the Sierra Nevada mountains in California or Denali mountains in Alaska

9.0 Special Material Requirements

None

10.0 Other Unique Requirements

None

11.0 Place of Performance

Test Environments – The government will provide a specific test plan identifying the types of terrain required for testing. Runs evaluating bush pilot conditions must be conducted over deep glacier valleys.

The valley must be over 1,500 feet deep and have a similar intersecting valley. At least one of these valleys must have a shape consistent with valleys formed by glaciers (U-shaped). The intersecting valley can be U- or V-shaped. The primary U-shaped valley must be between 1 and 2 nautical miles wide 500 feet above the valley floor.

12.0 Period of Performance and Associated Estimated Flight Hours and Dates

• Completion of requirement 4c (Tuning Flight Test) 4 weeks before start of requirement 4e

(EVAA-iGCAS Flight Evaluation) to allow for FAA and NASA interaction

• Completion of requirement 4e (EVAA-iGCAS Flight Evaluation) 6 weeks before completion of requirement 4g (Report and Documentation) to allow for FAA and NASA interaction

• Completion of all work by July 1st, 2021

APPENDIX A. Supporting Information – Autopilot features

• The specific computer the RA project utilized to test EVAA was an UPS-APLP4-A20-0864. For benchtop development the Up2 was powered with an EP-PS5V6A65WUPS 5v 6A AC adapter.

The EP-CHUPSABSVESA case was also utilized to protect the Up2.

• The RA displays were written to run on a Getac V110G2 ruggedized laptop running Windows 10.

• Top level X-Plane simulation set up:

• X-Plane/EVAA architecture overview: