Working Group Reports

WG-41 Celebrates 100 Meetings!

Advanced Surface Movement Guidance and Control System

WG-41 Advanced Surface Movement Guidance & Control System (A-SMGCS) was created in September 1991 with the objective “to study the implications and special considerations of Integrated Surface Movement Guidance and Control Systems applicable at airports around the world”.

In its 30 years of operation, WG-41 has published the following documents:

 1993: ED-200 ‘Interim report of EUROCAE WG-41’

 1994: ED-200A ‘Surface Movement Guidance and Control Systems Report Volume I and Volume II’

 2004: ED-116 ‘Minimum Operational Performance Standard for Surface Movement Radar Sensor Systems for Use in A-SMGCS’

 2007: ED-128 ‘Guidelines for Surveillance Data Fusion in A-SMGCS Levels 1 and 2’

 ED-117 ‘Minimum Operational Performance Standard for Mode S Multilateration Systems for Use in A-SMGCS’

> � Initial issue in 2003 > � Issue A in September 2016  ED-87 ‘Minimum Aviation System Performance Standard for A-SMGCS’

> First issue July 1997 > Issue A in January 2001 > Issue B in January 2008 > Issue C in January 2015 > Issue D in June 2019

In 2021, WG-41 had held 100 meetings and it is the second Working Group to achieve this number. WG-41’s work provides requirements for the implementation of sensor systems for A-SMGCS, such as MLAT and SMR. It also provides a comprehensive specifi cation for the implementation of A-SMGCS with its services, Surveillance, Airport Safety Support and Routing at aerodromes. Thus, it supports users to achieve conformity to EU Regulation, such as the Common Project One (EU) 2021/116 (replacing the Pilot Common Project (PCP) (EU) No 716/2014).

WG-41 collaborates with European Telecom muni cations Standards Institute (ETSI), SESAR Joint Undertaking (SJU), and EUROCONTROL, as well as with other EUROCAE WGs such as WG-51 Automatic Dependent Surveillance – Broadcast and WG-100 Remote and Virtual Towers. With this synchronised approach, the WG ensures that the standards it develops would integrate the outcomes from these organisations and groups and provide the best possible, appropriate, and realistic technical specifi cation to support the deployment of A-SMGCS relevant technology.

Currently the group is working on revision E of ED-87 ‘Minimum Aviation System Performance Standard (MASPS) for Advanced Surface Movement Guidance and Control Systems (A-SMGCS)’ to extend it with functional descriptions and performance requirements of the Guidance Service as defi ned by EUROCONTROL and develop appropriate test procedures.

In upcoming years, WG-41’s Terms of Reference contain the provision of a set of documents further describing A-SMGCS interoperability in a technical context as well as specifi cations for supporting sensor systems for use in A-SMGCS.

WG-41 Chairperson: Roy Posern, Fraport AG

WG-41 Secretary: Vasileios Stefanioros, EASA

WG-41 Technical Programme Manager: Sergiu Marzac, EUROCAE

For information on how to participate and additional information, please contact Sergiu Marzac at sergiu.marzac@eurocae.net

WG-99 Reactivation

Portable Electronic Devices

WG-99 and SC-234 Portable Electronic Devices developed ED-130A/DO-363 ‘Guidance for the Development of Portable Electronic Devices (PED) Tolerance for Civil Aircraft’, which was published in December 2016. This included an update to refl ect industrial development and industry experience to accommodate the demand for continuous use of PEDs onboard aircraft and superseded DO-294C. Change 1 was released in March 2019 to clarify the intent of low powered technologies section.

WG-99/SC-234 also developed ED-239/DO-307A, ‘Aircraft Design and Certifi cation for Portable Electronic Device (PED) Tolerance’, with publication in December 2016. This release revised specifi c requirements to be consistent with existing high intensity radiated fi elds (HIRF) requirements and to incorporate industry lessons learned.

ED-239/DO-307A and ED-130A/DO-363 have been developed to ensure PED tolerance demonstration of aircraft independently from non-aviation PED radio communication standards.

The expansion in additional spectrum ranges of WiFi 6E, adds support for 6 GHz wireless spectrum up to 7.125 GHz, and the 5th generation cellular mobile network also known as 5G expands spectrum close to the radio altimeter spectrum. Applicants using the guidance material for PED tolerance may fi nd today’s documentation ambiguous regarding the spectrum expansions, because both spectrum allocations are not yet explicitly named. ED-130A aircraft PED tolerance demonstration will need to include the WIFI6E spectrum expansion PED tolerance clearance on non-HIRF legacy aircraft. The 5G spectrum expansion causes a need to clarify interference path loss demonstration on aircraft as per ED-239/DO-307A, table 4.7.

Technically, both developments are expected to have little to no impact on existing PED tolerance demonstrations, because HIRF safely covers the frequency range up to 8 GHz, and the path loss of large transport aircraft cabin to the radio altimeter is known to be large.

Nevertheless, to ensure up-to-date standards, the documents need an update in order to remain as unambiguous guidance material. WG-99/SC-234 were reactivated to

 Evaluate and analyse the spectrum expansion of

WIFI 6E and 5G radio communication standards with respect to PED tolerance.  Update ED-239/DO-307 table 4.7 if deemed necessary.  Update the ED-130A aircraft PED tolerance demonstration to include spectrum up to 7 GHz for

Wi-Fi 6E PED tolerance clearance on non-HIRF or partial-HIRF legacy aircraft.  Address the question of validity of existing PED tolerance demonstrations in chapter 6.2.5.2 of ED130A Change 1/DO-363 Change 1.

The updates will document the analysis of 6GHz WIFI operating frequencies and output power levels with focus on a very specifi c change to a targeted set of aircraft (non-HIRF and partial HIRF certifi ed aircraft and 5G potential impacts on aircraft systems. The updated standards are expected to be published by the end of 2022. The work will be coordinated with WG-119/ SC-239 Radar Altimeter regarding the RA 5G issue and SC-234 on the update of PED tolerance needs.

If other changes to the existing standards are proposed, WG-99/SC-234 will consider these and, if appropriate, propose future updates to the standards, in line with the relevant EUROCAE/RTCA procedures.

The kick-off meeting of the joint group will take place on 10 November 2021 as a virtual meeting.

For information on how to participate and additional information, please contact Anna Guégan at anna. guegan@eurocae.net

WG-105

Unmanned Aircraft Systems (UAS)

WG-105 is tasked to develop the necessary standards to enable safe integration of UAS, or Remotely Piloted Aircraft Systems (RPAS) when controlled and monitored from a Remote Pilot Station (RPS), into all classes of airspace. Due consideration is given to emerging European regulations, which are built on a risk-based approach, depending on the category of operation (open, specifi c, or certifi ed) and of industry requirements. WG-105 also develops proposals for future activities in cooperation with the Technical Advisory Committee (TAC).

In WG-105 is organised in six Sub Groups (SG), and the work performed by these SGs are coordinated by a Steering Committee to ensure developmental consistency. The current focus areas are:

 Detect and Avoid (DAA)  Command, Control, and Communication,

Spectrum, and Security (C3&S)  UAS Traffi c Management (UTM)  Design and Airworthiness (D&AW)  Enhanced RPAS Automation (ERA)  Specifi c Operational Risk Assessment (SORA)

The following activities were proposed and have been approved by the TAC:

 SG-3 UAS Traffi c Management:

> Minimum Operational Performance Standard for Aeronautical Data Provision and Exchange > Minimum Operational Performance Standard for Network Identifi cation Service of Unmanned

Aerial Vehicles for A/UTM/U-Space > Minimum Operational Performance Standard for Flight Planning and Authorisation Service for

Global Awareness in A/UTM in U-Space > Minimum Operational Performance Standard for Traffi c Information / Situation Dissemination

Exchange Format and Service > Minimum Operational Performance Standard for U-Space Geo-awareness Service  SG-4 Design and Airworthiness:

> Guidance Document to Support the Development of Acceptable Means of Compliance (AMC) when the EASA Special Condition Light-UAS – Medium Risk is Used as Type Certifi cation Basis  SG-6 SORA:

> Guidance Document to Support Compliance with SORA Design-Related Operational Safety

Objectives (OSOs) Applicable to SAIL III and

IV, Design-Related Mitigations with a Medium

Level of Robustness and Basic Containment

Requirements

 SG-13 DAA for UAS Operating in VLL:

> European Industry Position Report on RTCA SC147 ACAS sXu

Calls for Participation (CfP) were launched to allow interested stakeholders to join these important activities.

The following documents are in the pipeline to be published:

 ED-282 ‘MOPS for UAS E-Reporting’  ED-271 ‘MASPS for Detect and Avoid (Traffi c) in

Class A-C airspaces under IFR’  ED-xxx ‘Guidelines on the Use of Multi-GNSS for UAS

Low Robustness’

For further information and to participate, please contact Abinaya Kannan at abinaya.kannan@ eurocae.net

WG-106 Finalises ED-273

Electronic Flight Bag Software Applications

The quick rise of the use of Electronic Flight Bags (EFBs) over the last years was such that they became a very common and important tool for fl ight operations and have replaced paper in most cockpits. The widespread adoption over recent years has made them a very common and important tool for fl ight operations. Not only has EFB replaced paper in most fl ight decks, but it has also provided many functions that increase fl ight operational effectiveness and enhanced situation awareness for pilots.

The growth of EFB has helped operators achieve important operational and safety goals and has been a strong contributor to the global aviation initiative to leverage innovation for the next century of air travel. At the same time, the increased scope and usage of EFB makes it more diffi cult and complex for aviation authorities to effi ciently evaluate and approve EFB applications for use in operations.

WG-106 was established in 2016 to develop a new Minimum Operational Performance Standard (MOPS) for EFB software applications, incorporating the latest best industry practices in this fi eld. WG-106 is composed of EFB application suppliers, aircraft manufacturers, equipment suppliers, operators, regulators, authorities, and association representatives. The members come from many countries with a large representation from Europe and United States of America. The panel of participants covered a large spectrum of stakeholders involved in the EFB ecosystem and ensured that the standard is adapted to their needs.

This MOPS is intended to be used by any organisation (e.g., airlines, Original Equipment Manufacturers, EFB manufacturers, and EFB application suppliers) developing EFB applications. It may also be used by regulators for the establishment of the approval basis of EFB applications.

The draft ED-273 was issued for open consultation in December 2019. 519 comments (including 33 ‘nonconcur’) from 14 organisations were received. The comment resolution process was complex, but WG-106 achieved the disposition of all comments. In parallel, EASA confi rmed its willingness to use the standard and rely on ED-273 for the new ETSO2C521 that was introduced by NPA 2021-07 for EFB applications, which is expected to be published by the end of 2022.

ED-273 ‘Minimum Operational Performance Standard (MOPS) for Electronic Flight Bag (EFB) Application’ was approved by the Council on 23 August and published on 31 August 2021, bringing this work to a successful close.

This document provides a modern and systematic means to address the design, development, evaluation, and validation of EFB applications and functions, proportionally to the safety risk of their intended use in fl ight operations. The standard covers a broad scope of EFB applications, such as determination of whether functions are eligible as EFB functions, safety risk assessment, human machine interface, development assurance, management of databases, cyber security aspects, and operational and installation instructions. The standard also contains special provisions related to specifi c EFB functions existing at the time of the development of the document and deserving special attention. Examples of such functions include aircraft performance and mass and balance functions, functions displaying own-ship position, and Electronic Checklist functions, among others.

It is currently the only standard worldwide on this fastdeveloping and increasingly important subject.

Manuel Gucemas (Thales Avionics), Secretary of WG-106, considers that “WG-106 is a unique opportunity for the industry to become an actor for the establishment of the conditions of development, validation and approval of the existing and future EFB applications. EFB industry stakeholders are most relevant to anticipate future operational needs and new solutions, defi ne state of the art for developments and services, prevent and mitigate the safety and security operational risks, and propose means to comply with the applicable rules.” Eric Lesage (Airbus), Chair of WG-106, explains that “the fi nalisation of ED-273 in the context of the COVID-19 sanitary crisis was very challenging. WG-106 proved to be very resilient and adaptive to this situation and committed to produce a standard that will serve the needs of the industry and the regulators. We can all be very proud of what we achieved together.”

EUROCAE thanks the WG Chair and Secretary, Sub Group leaders, and all WG contributors for their effort and dedication!

For further information and to participate, please contact Anna von Groote at anna.vongroote@ eurocae.net

WG-109 Finalises ED-292

Runway Weather Information Systems

Operating an aircraft on contaminated surfaces may pose a safety hazard and increase the risk of runway excursions. To assess aircraft landing and take-off performance on a particular runway, aerodrome operators need to evaluate the meteorological contamination of pavements. Runway Weather Information Systems (RWIS) intends to support the aerodrome operator in assessing and evaluating the runway condition.

The implementation of ICAO Global Reporting Format (GRF) places new demands on runway condition reporting, which consists of measuring, evaluating, and communicating surface conditions of the runway system, as well as supporting the execution and planning of winter maintenance measures. Today’s runway condition assessment and reporting is mainly based on visual inspections and ruler measurements. Despite the poor quality and discontinuous measurements, these inspections always require time intensive runway closures. To facilitate the implementation of the new GRF and improve runway condition reporting, a system-based and partially automated evaluation and visualisation of meteorological conditions as well as contamination is required. Corresponding systems can be referred to as Runway Weather Information Systems (RWIS).

To define the performance expected from these systems and verify that it is achieving its performance expectations, Working Group (WG) 109 Runway Weather Information Systems is tasked with developing Minimum Aviation System Performance Standards (MASPS) for RWIS. The standard has been issued for open consultation in Q2/2021 and is expected to be published by the end of 2021. As described in the standard, RWIS consists of embedded or remote sensors, and mobile systems, and can use aircraft to collect data on the runway surface state and the atmosphere to provide reliable information to the airport staff about the surface condition (type, depth, and coverage of the contamination) as well as present weather information. The information from RWIS supplements the knowledge gained from runway inspections and Aircraft Reports (AIREP) and results in an overall view that is essential for using the Runway Condition Assessment Matrix (RCAM) and meeting the requirements of the GRF. The information submitted shall be continuously reviewed for consistency and compared to the AIREP. The RWIS description and development of MASPS serves to present the minimum requirements for such a system. Furthermore, optional requirements or recommendations are also presented. However, it ultimately is the responsibility of the respective airport operators to capture local requirements.

For information on how to participate and additional information, please contact Sergiu Marzac at sergiu.marzac@eurocae.net

WG-112

Vertical Take Off and Landing (VTOL)

On 18, 19 and 20 October 2021, WG-112 met in person, after over two years of virtual meetings. The Steering Committee held its 57th meeting on 18 October, followed by a two-day hybrid plenary meeting. While around 50 working group members attended the plenary meeting, 15 members were able to physically attend the meeting at EUROCAE premises in Saint Denis.

The meeting was structured in two parts, with breakout sessions in the morning, followed by the plenary meeting focusing on an update from the Sub Group (SG) chairs and document editors.

The Working Group (WG) co-chairs, Oliver Reinhardt and Lionel Wallace took the opportunity to seek approval on various topics, such as launching ED-278A ‘Concept of Operations for VTOL Aircraft - Volume 1: General Considerations’ for open consultation, discussing dates for new deliverable, and the need for coordination to other WGs and Standard Developing Organisations.

Started with around 80 participants at the VTOL workshop in 2019, WG-112 currently consists of 8 SGs with over 500 experts from organisations all over the world. SG-8 was created in summer 2021 and is tasked to develop a Minimum Operational Performance Standard (MOPS) and a guidance document for the crashworthiness of Advanced Air Mobility (AAM) aircraft seats.

WG-112 Progress

In 2021, WG-112 made a lot of progress and has already published four documents:

 ED-278 ‘Concept of Operations for VTOL Aircraft –

Volume 1: General Considerations’  ED-289 ‘Guidance on Determination of Accessible

Energy in Battery Systems for eVTOL Applications’  ED-289 Change 1 ‘Guidance on Determination of Accessible Energy in Battery Systems for eVTOL

Applications’  ED-293 ‘Concept of Operations for VTOL Aircraft –

Volume 2: Commercial Passenger Air Taxi Transport’ Five standards have either completed or are currently in open consultation, and are currently being updated by the document editors:  Draft ED-290 ‘Guidance on High Voltage Defi nition and Consideration for Personal Safety’  Draft ED-295 ‘Guidance on VTOL Flight Control

Handling Qualities Verifi cation’  Draft ED-296 ‘Guidance on Design Assurance for

High Voltage Standards and Power Quality for VTOL

Applications’  Draft ED-298 ‘Guidance on Minimum Primary Flight

Instruments for VTOL Aircraft’  Draft ED-278A ‘Concept of Operations for VTOL

Aircraft – Volume 1: General Considerations’

Close collaboration with EASA

WG-112 is in close collaboration with EASA since its creation in 2019. EASA participates in the Steering Committee and actively contributes to the management of the group, its work programme, and the working meetings.

EASA has categorised the development of Means of Compliance (MOCs) material for the Special Condition (SC) VTOL into three phases. Phase 1 is already completed and a draft of phase 2 was published in June 2021. During both phases, WG-112 was shaping its work programme in close coordination with EASA's priorities.

As a result, the second publication of proposed MOC with the Special Condition SC VTOL refers to ED-289 in MOC VTOL.2430(a)(3) and (a)(4) regarding accessible energy in electrical energy storage systems.

WG-112 is looking forward to initiating the development of further standards to support phase 3 of the MOC and continuing to support the airworthiness certifi cation process of VTOL aircraft.

For further information or to join this WG, please contact Sebastian Reschenhofer at sebastian.reschenhofer@ eurocae.net.

WG-112 Structure

Steering Committee

EUROCAE / EASA / WG Leadership / SG Leadership

SG-1

Electrical SG-2

Thrust / Lift SG-3

Safety SG-4

Flight SG-5

Ground SG-6

Avionics SG-7

ConOps SG-8

Seats (Joint with SAE)

WG-117

Topics on Software Advancement

WG-117 was created in mid-2020 and tasked to draft two documents. The working group works jointly with RTCA SC240, and it is structured into two Sub Groups (SGs), namely SG-1 Low Risk Applications Equipment Certifications and Approvals and SG-2 COTS Open Source and Service History. SG-1 is developing a software standard that is required for use and deployment of new entrants, such as UAS or VTOL, and general aviation. These aircraft currently do not have a comprehensive compliance development standard to provide assurance for safe operations. SG-2 is developing a supplemental guidance in the areas of Commercial Off the Shelf (COTS), Open Source and Service History.

The working group had their eighth plenary meeting from 28-30 September in a hybrid format. WG-117 cochairs, Burak Ata, and Steve Cook, as well as SG-2 chair, Patrick Ferrand, and Odile Ouzary, were present at the EUROCAE premises in Saint Denis.

The plenary was well organised and consisted of general updates, breakout sessions to work on the deliverables, and presentations from EASA and FAA about the regulator’s perspective of the progress. The discussions resulted in valuable inputs for these two deliverables, which brought the documents closer to the final commenting process and publication.

The working group decided that the next meeting date would be 7-9 December and agreed that the venue would be the RTCA headquarters in Washington DC.

The highlight of the next meeting would be the approval of SG-2 documents for Open Consultation (OC)/Final Review and Commenting (FRAC), and therefore make it available to the public to obtain their comments. The SG-1 document is expected to be approved for OC/FRAC at a later stage, and it should be available for commenting in early 2022.

For additional information, please contact Sebastian Reschenhofer at sebastian.reschenhofer@eurocae.net.

WG-120 and WG-121 Develop Standards to Combat COVID-19 Pandemic

Due to the public health situation created by the spread of the novel coronavirus disease (COVID-19) in early 2020, travel restrictions were implemented by many nations to stop the spread of the disease. The aviation industry recognised the seriousness of the threat of infection and aimed to restore the confi dence of the public that the aircraft they travel in is safe from transmission vectors for the disease. With the nature of modern air travel, the industry requires proven methodologies to ensure safe boarding, disembarking, and cleaning of aircraft.

To support our members during these diffi cult times, we launched two working groups outside of our usual scope and supported the urgent need for standards to fi ght the pandemic:  WG-120 – Technical Means for Identifying Potential

COVID-19 Carriers Among Passengers

 WG-121 – Aircraft Cleaning

WG-120 was tasked to develop a Minimum Operational Performance Standards (MOPS) to defi ne the specifi cation and parameters for sensors which can be used onboard commercial aircraft. The aim is to monitor the temperature of passengers to a suffi ciently high degree of accuracy and provide this information to the crew. In case of an increased temperature, the person will be denied boarding and further COVID-19 tests can be ordered.

The standard, ED-297 ‘Minimum Operational Performance Standard for Thermal Camera Systems’, specifi es the minimum performance expected from thermal camera equipment and related functions. It was published in the end of November 2021.

WG-121 was also created in second response to the crisis, and it was tasked to develop guidance on the acceptable process, procedures, and tasks necessary to clean an aircraft interior to meet globally recognised health recommendations. This WG is working jointly with RTCA SC-241.

The committee is structured in 3 Sub Groups:

1. Document review: to ensure all existing material is being reviewed and referenced

2. Compatibility of chemicals: to review all chemical disinfection methods and provide guidelines which are compatible for the sensitive surfaces in aircraft interiors (e.g., fl ight displays and avionics)

3. Non-chemical: to provide information of any other non-chemical disinfection method

WG-121/SC-241 developed ED-287 ‘Guidance Document on Aircraft Cleaning and Disinfection’, which was published merely 126 days after creation. After receiving feedback from industry and regulators, the WG decided to update some parts of the standards. ED-287A was in open consultation until 4 November and will be published once all comments are resolved.

EUROCAE’s latest initiative with respect to the pandemic is to develop an aeromedical framework for handling infectious passengers during aeromedical operations. The framework will not be limited to COVID-19 but would be applicable to all current and future infectious diseases. During the last EUROCAE Technical Advisory Committee (TAC) meeting, this topic was extensively discussed. Following the recommendation of the TAC, the next steps are underway with the EUROCAE Council, such as the creation of this new WG and the subsequent kickoff meeting.

For information on how to participate and additional information, please contact Sebastian Reschenhofer at sebastian.reschenhofer@eurocae.net.