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On March 14, the IRINA SESAR Joint Undertaking (JU) project announced that it has started real-time simulations at Clermont-Ferrand Airport in France to test Detect and Avoid (DAA) technology. The validation exercises for integrating instrument flight rules (IFR) remotely piloted aircraft systems (RPAS) are based on scenarios covering infrastructure and key players involved in the process with the aim of enhancing airspace management.
The IRINA SESAR JU Project is working to overcome the current limitations that impose segregated airspace for IFR RPAS operations in European airspace. The type of RPAS performances being used in the project are RPAS with MALE, TUAS and LUAS performances. By refining encounter models for Fast-Time Simulations and testing DAA technology in real time in multiple traffic environments, the project aims to provide input for the safe integration of RPAS alongside manned aircraft.
“Through rigorous validation exercises, we are progressing towards Technology Readiness Level 6 (TRL6)—a maturity level that ensures our models are robust, reliable, and prepared for real-world deployment in the future,” SESAR JU said. “This approach ensures more efficient airspace utilisation while maintaining key operational safety standards. Through these efforts, IRINA is paving the way for a future where IFR RPAS can operate freely in both controlled and uncontrolled airspace, unlocking new possibilities for unmanned aviation in Europe.”
The project is coordinated by EUROCONTROL and involves 10 industrial partners from different European countries. Yannick Seprey, ATM expert from France’s air navigation services agency (DSNA), said DSNA performed the first IRINA Real Time Simulations (RTS) in January 2025 at Clermont-Ferrand Airport for four days. “RTS were conducted with pseudo-pilots and Air Traffic Controllers physically in Clermont-Ferrand and remote pilots from Safran and Thales respectively in Paris and Toulouse. These RTS focused on the impact on safety and human performances of RPAS flights in controlled airspace classes A to C, with a special attention to situations where the Remain Well Clear function is activated by RPAS’ Detect And Avoid system.”
The objectives were to collect information and data for the integration of RPAS in controlled airspace classes A to C. “In addition, we also were interested in air traffic controllers’ (ATCO) opinion to have operations conducted, usually by manned aircraft (e.g., helicopter) in VFR, conducted by RPAS in IFR,” Seprey said.
María Del Carmen Jiménez Moleón, ATM expert from INDRA, explained that the validation process follows a structured approach to ensure the effectiveness of the proposed solutions. “It begins with dry-runs to test infrastructure, scenarios, and functionalities, allowing for necessary adjustments. Then, ATCO training familiarises controllers with new operating methods, Safety Nets functionalities, and system interfaces. The exercise execution follows, where all actors perform their roles in reference and solution scenarios. Finally, data collection supports analysis based on predefined metrics. This process ensures the safe integration of RPAS into the ATM system while optimising ATCO workload and enhancing airspace management. In the absence of immediate integration technologies, standardised procedures are essential for RPAS operations in medium-to-high-density airspace. ”
INDRA and ENAIRE (CRIDA and INECO) will be conducting Real-Time Simulations in June 2025 in Madrid for integration of IFR RPAS operations in controlled airspace classes A to C (Solution 379) and IFR RPAS accommodation in uncontrolled airspace classes D-G (Solution 380). SESAR JU said that some aspects of the simulations will be also conducted at the EUROCONTROL Innovation Hub in Bretigny, using EUROCONTROL’s traffic data and sophisticated encounter models.
These exercises are designed to evaluate how RPAS interact with other air traffic. A key focus of these simulations is enhancing ground-based safety systems to improve how ATCOs detect and manage potential conflicts involving RPAS. This includes setting precise alert thresholds for predicting and responding to airspace conflicts while ensuring smooth ATCO-RPAS coordination. To achieve this, the simulations will integrate Downlinked Aircraft Parameters into critical safety nets, including ShortTerm Conflict Alert, Area Proximity Warning, and Minimum Safe Altitude Warning. Additionally, a BADA model specific for RPAS and trajectory prediction engines will be incorporated, using available RPAS information (position, status, predicted trajectory, published procedures, etc.) to obtain more realistic results.
Workshops with a wide range of international stakeholders will later take place with the aim of providing them with the first results and dissemination of the findings of the project.