EXPLORATORY RESEARCH

DRAFT VERSION FOR WORKSHOP 1 Vehicles and operations specificities

Deliverable ID: D3.2 Dissemination Level: [PU/CO/CL] Project Acronym: ECHO Grant: [890417-ECHO] Call: [H2020-SESAR-2019-1] [European Concept of operations for Higher Topic: airspace Operations] Consortium Coordinator: [EUROCONTROL] Edition date: [15 June 2021] Edition: [00.02.00] Template Edition: 02.00.02

VEHICLES AND OPERATIONS SPECIFICITIES

Abstract The Vehicles and Operations Specificities (D3.2) document describes the preliminary results of tasks 3.2 to 3.6 intended to collection of data on overall identified vehicles and operations for ECHO. As part of those tasks, a categories breakdown has been developed, covering foreseen main categories and sub categories or additional categories which have been developed during the survey.

This document is not yet a synthesis of the demand but it confirms that preliminary breakdown in high speed, low speed, very high speed operations seem adequate and can start to feed the ConOps (WP4), in anticipation to Demand Synthesis (D3.3) document to be issued after ECHO Worshop#1.

Because of the projection in the future, most of the result are expressed in ranges assumption based on reference projects, currently known or conceptual.

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Table of Contents

Abstract ...... 2 1 General definitions ...... 5 1.1 Objectives of the demand analysis for vehicles and operations within ECHO WP3 ...... 5 1.2 ECHO accessible data base for WP3...... 7 1.3 D3.1 scenarios use case and design output ...... 7 1.4 Tasks 3.2 to 3.6 for vehicles and operations data collection ...... 8 2 Vehicles and operations categories ...... 9 2.1 Preliminary breakdown used for tasks allocation...... 9 2.2 Detailed breakdown resulting from WP3 tasks progress ...... 9 2.3 Categorization by crossed geophysical domains ...... 14 2.4 Vehicles and operations volumes and timelines ...... 16 2.5 Flight domains physical limits...... 19 2.6 Vehicles and operations classification by air speed ...... 20 3 Preliminary demand estimations...... 21 3.1 Identified sectors ...... 21 3.2 Speed characteristic related to flight domain ...... 21 3.3 Other main characteristics with regards to HATM ...... 22 3.4 Fleets characteristics ...... 24 3.5 Other elements ...... 24 3.6 Use of the data sheets ...... 24 Appendix A category description sheets template ...... 25 A.1 Sector description ...... 25 A.2 Vehicles description ...... 27 A.3 Operations description ...... 29 Appendix B List of vehicles and operations description sheets ...... 31 B.1 High Altitude Platform System (HAPS)...... 32 B.2 Aero-launched...... 32 B.3 Launchers (added) ...... 32 B.4 A to A suborbital...... 32 B.5 A to B suborbital...... 32 B.6 From orbit ...... 32

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List of Tables

Table 1: HAPS sector specific demand scenarios ...... 17

Table 2: Launch vehicle sector specific demand scenarios ...... 18

Table 3: A to A suborbital vehicle sector specific demand scenarios...... 18

Table 4: A to B suborbital vehicle sector specific demand scenarios ...... 18

Table 5: From orbit vehicle sector specific demand scenarios ...... 19

List of Figures

Figure 1 - HAPS subcategories, operations and timelines...... 10

Figure 2 - Aero Launch subcategories, operations and timelines...... 10

Figure 3 - Direct Launch subcategories, operations and timelines ...... 11

Figure 4 - A to A single stage to sub orbit subcategories, operations and timelines ...... 11

Figure 5 - A to A multiple stages to sub orbit subcategories, operations and timelines...... 12

Figure 6 - A to B single stage to sub orbit subcategories, operations and timelines...... 12

Figure 7 - A to B multiple stages to sub orbit subcategories, operations and timelines...... 13

Figure 8 - From orbit subcategories, operations and timelines ...... 13

Figure 9 - Geophysical domains crossed by flying vehicles ...... 15

Figure 10 - Preliminary operations classification based on crossed Geophysical domains vehicles [In this figure the “Karman Line” is only meant to indicate a reference for the mesosphere’s upper boundary] ...... 16

Figure 11 - Civil and military applications entry into service in higher airspace ...... 17

Figure 12 - Flight domains physical limits ...... 19

Figure 13 – HAO new entrants’ speeds versus altitudes ...... 20

Figure 14 - Vehicles and operations classification by air speed ...... 20

Figure 15 - Vehicle/operation geophysical categories sorted by ‘controllability’ ...... 23

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1 General definitions

1.1 Objectives of the demand analysis for vehicles and operations within ECHO WP3

The need is to ensure that all the vehicles transit through controlled airspace to their mission areas, maintaining safety and interoperability with respect of awaited performances and environment sustainability. Such need can be depicted in:

 Functionalities, requirements, constraints and solutions linked to each type of vehicle and operations, tentatively grouped in categories reflecting operational environment, operating methods, safety requirements, performances, sustainability, interoperability…,  Market and business elements, including constraints, accommodation integration in existing framework,  Time frames.

The approach within ECHO WP3 is:

 Conduct vehicle and operations analysis,  Assess the demand over time, starting from the near term (first operations),  Defining a suitable phasing for the ConOps.

This objective is achieved by following a process bottom up and top down.

The comprehensive analysis includes:

 All expected types of vehicles and operation,  All phases of flight, including preparation,  All nominal and non-nominal situations,  All interfaces with and between operators and traffic management environments.

The process covers and describes specificities and needs for all identified types of vehicles and operations, as there are at least (to be extended if needed):

 High Altitude Platform Systems flights,  Aero-launched (suborbital or orbital) flights,  A to A suborbital flights,  A to B suborbital flights, and  From orbit flights.

It is based on collection of individual assumptions and analysis, covering:

 Nominal operations (including preparation and flight execution, type, volumes, density, characteristics, performances),

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 Non-nominal operations, malfunctions and failure modes requesting quick actions as return to base, activation of contingency procedures or implementation of other response plans aiming at minimizing the risk for third parties on ground and in the air,  Diversion cases (identification of various scenarios, including bad weather and runway incidents),  Airspace organization and management assumptions, including actual ATM requirements, ATC needs assumptions ( e.g. anticipation, trajectory surveillance …)  Roles and responsibilities, (e.g. operators, authorities, service providers …),  Vehicle main configuration and performances especially in term of T.O, Climb, Descent, App, Landing, insertion in the traffic, sensitivity conditions and their ability to anticipate them, environmental sustainability performance,  Scope of operations,  Flight phases per type of operations (including on ground),  Higher airspace traffic management services and infrastructure assumptions,  High level procedures, accommodation with other airspace users assumptions,  Safety issues and approaches (e.g. impact on airspace structure and flight corridors and emergency procedures)  System relations and integration of the essential operations’ enablers: operators, vehicles, ground, tracking and surveillance infrastructure use cases, business trajectories,  Any other specific demand estimation based on demand scenario variations.

Those collected descriptions will be detailed and harmonized in order to build up a phased evolution of demand, and related evolution of concept for higher airspace operations.

Three deliverables are expected as a result of the use case based approach

D3.1 Scenario and Use Case Design:

 Above described process, bottom up and top down,  Category description sheets template and way to use.

D3.2 Vehicles and operations specificities (this document):

 Preliminary demand estimates,  Type, volumes, density, characteristics, performances,  Flight phases, operations, services and infrastructures,  Risks, opportunities, constraints and impacts.

D3.3 Vehicles use cases (to be issued):

 Airspace organization and management,  High level procedures,  Use cases and contingencies.

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This objective is achieved by following a process mixing bottom up, from collected vehicle data, and top down, based on ATM requirements.

1.2 ECHO accessible data base for WP3

In addition to SESAR Master Plan, lot of available documents from relevant journals, conferences and publications of international institutions and organizations (such as ICAO, UNOOSA) have been collected, providing insight into existing work related to operational concepts, national and international research and innovation activities, existing Communications Navigation Surveillance (CNS) systems, transferable elements of Unmanned Traffic Management (UTM, U-space) and Space Traffic Management (STM) concepts and existing regulatory framework for higher airspace operation. Based on these objectives, requirements related to relevance and accessibility were established that the selected solution must fulfil before being implemented for cataloguing and supporting a subsequent detailed evaluation and analysis. The ‘ECHO Accessible database’ includes keywords and tags which help to access to relevant work packages, tasks, topics, categories…

In particular at the date of current issue, it includes:

• 104 documents and 18 data sheets

• 53 docs for HAPS, 7 docs for Aero-Launched, 16 docs for A-to-A, 16 docs for A-to-B, 10 docs for From Orbit.

The list of data sheets and related projects is in 0

1.3 D3.1 scenarios use case and design output

Task 3.1 of the project was responsible for describing how to capture airspace organization and management, high level procedures, use cases and contingencies for the vehicles under scrutiny, delivering a template for category description and the way to feed the related data sheets.

The use case and mission threads technique captures a system’s behavioral requirements by detailing scenario driven threads through the functional requirements. A use case defines a goal-oriented set of interactions between external actors and the system under consideration. Actors are parties outside the system that interact with the system.

Use cases describe the system from the user's point of view and the interaction between one or more actors. Actors may be end users, other systems, or hardware devices. Each use case is a complete series of events described from the point of view of the actor. One or more scenarios or threads may be generated from a use case. The aggregate of all threads documents the details of each possible way of achieving the system's goal. Use cases typically avoid technical jargon, preferring instead the language of the end user or domain expert.

In order to capture contextual elements, the category description sheets template has not been elaborated strictly around the sole ‘vehicles and operations specificities’, as listed above in D3.2 bullet points list, and it includes:

• Sector description: • Market and business model, 7

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• Main actors in the value chain, • Dates, • Funding, • Maturity and credibility, • Vehicles description: • Technical characteristics, • Fleet characteristics, • Operations description: • Concept of operations, • Risks, opportunities, • Preliminary use cases.

1.4 Tasks 3.2 to 3.6 for vehicles and operations data collection

Starting from all identified types of vehicles and operations, the following tasks are to performed:

1. Identification of sub-categories, based on some fundamental characteristics,

• What are the relevant sub-categories in each type of vehicles & operations?

• How many sub-categories in each type to categorize the ATM demand?

2. Identification of the projects to be taken as references to populate the categories,

3. Collection of data using the guidelines: use case design and its sheet template.

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2 Vehicles and operations categories

2.1 Preliminary breakdown used for tasks allocation

A preliminary breakdown in main categories has been chosen, based on the type of vehicles, in order to organize the workload of the teams of Tasks 3.2 to 3.6 for vehicles and operations data collection. Based on the collected information subcategories have been identifies in order to better reflect vehicles and operations specificities. Task Sub- Projects categories references [T3.2] High Altitude Platform Systems flights 3 8 [T3.3] Aero-launched flights 3 + 4* 8 [T3.4] A to A suborbital flights 6 13 [T3.5] A to B suborbital flights 6 7 [T3.6] From orbit flights 3 5 Total 25 41 (*) 4 sub categories added for flights directly launched from ground or sea

In order to capture raw information, no interpretation or corrective action has been taken during the collection of data. When available the expressed credibility has been used.

The main concern are with respect to the time lines for Entry Into Service (EIS), the volume of operations and the sizes of fleets for which lot of incoherencies have been detected among the collected information. Workshop #1 will be an opportunity to get complementary information in order to reach a higher level of consistency.

2.2 Detailed breakdown resulting from WP3 tasks progress

Task 3.2: High Altitude Platform Systems (HAPS) flights are broken down in ‘Lighter Than Air (LTA) Balloons’, ‘LTA Airship’ and ‘Heavier Than Air (HTA)’.

The whole category is foreseen to perform persistent surveillance, telecommunication relays, Earth observation and heavy duty transportation.

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Figure 1 - HAPS subcategories, operations and timelines

Task 3.3: Aero-launched flights are broken down in ‘from airplane’, ‘from balloon’ and ‘from airship’. Flights directly launched from ground are added and broken down in ‘vertical expendable’, ‘vertical reusable’, spaceplanes’ and ‘sounding rockets’.

As a whole this category perform the following operations: suborbital experiment, launch of different sizes of satellites and responsive launch of nanosatellites.

Figure 2 - Aero Launch subcategories, operations and timelines

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Figure 3 - Direct Launch subcategories, operations and timelines

Task 3.4: A to A suborbital flights are broken down in Single Stage To Suborbit (SSTS) and Multiple Stages To Suborbit (MSTS) where lower stages can be operating in one of the following mode: Vertical Take-Off and Landing (VTOL), Horizontal take-Off and Landing (HTOL) and upper stage can fly back in vertical landing (capsule), horizontal landing (parafoil) or can be a spaceplane.

The whole category is currently performing suborbital experiment and is expected to perform space tourism and space crew training.

Figure 4 - A to A single stage to sub orbit subcategories, operations and timelines

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Figure 5 - A to A multiple stages to sub orbit subcategories, operations and timelines.

Task 3.5: A to B suborbital flights, like A to A suborbital, are also broken down in SSTS and MSTS where lower stages can be operating in VTOL or HTOL and upper stage can fly back in vertical landing, horizontal landing or can be a spaceplane. In addition some projects foresee the coupling of Vertical Take-Off and Horizontal Landing (VTOHL) lower stage with a spaceplane.

The whole category is foreseen to perform urgent cargo transportation, space tourism and urgent transportation of passengers.

Figure 6 - A to B single stage to sub orbit subcategories, operations and timelines

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Figure 7 - A to B multiple stages to sub orbit subcategories, operations and timelines

Task 3.5: From orbit flights are broken down in vertical landing, horizontal landing or spaceplane.

The whole category is foreseen to perform cargo return to Earth, space crew return to Earth and space tourism.

Figure 8 - From orbit subcategories, operations and timelines

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2.3 Categorization by crossed geophysical domains

According with the ECHO Principles and Assumption (P&A document Ed. Final 1.0) the Higher Airspace (HA) “is generally considered as the airspace above general air traffic aircraft operations and excluding outer space”. Moreover, “it is assumed that in the short term to medium term international agreement on the definition of the boundary between airspace and outer space will not be reached. Therefore, ad interim, the ECHO project will consider a functionalist point of view as far as deemed appropriate.” Thus, “the vertical dimensions of the airspace are to be defined. The base level may be derived from one of the following options so far identified: • FL500 • FL600 • FL660 The top level of the airspace may be defined from the following options so far identified: • Limit of aviation law and regulations • A function of the vertical responsibility of STM • Until the maximum altitude reached by a vehicle or part thereof within a specific operation”

Without anticipating to the ATM/HATM service domains (that may encompass different geophysical domains up to space) and related boundaries that will be outlined by the ECHO project achievement, a preliminary classification that may be used to bring the discussion forward on this point can be tentatively based on the geophysical domains crossed by the vehicles:  G : Ground (G departure zone, G’ arrival zone in another airspace),  A : Airspace (up to FL600),  H : Higher Airspace (above FL600 up to the upper boundary of the mesosphere),  S : Space (above the mesosphere), where FL600 and the upper boundary of the mesosphere are just indications.

In addition to avoid confusion between ‘space’ and ‘orbital’, such geophysical approach also allows to disconnect static/spacialistic approach (localization, in particular about altitude) and dynamic/ energetic approach (speed, in particular suborbital vs orbital). Thus, in that respect, both suborbital and orbital flights may enter in and transit through the “Space” geophysical domain, as defined in this document.

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Figure 9 - Geophysical domains crossed by flying vehicles

With such a clarification the new breakdown in 7 categories and proposed naming related to crossed flight geophysical domains becomes: 1. [T3.2] High Altitude Platform Systems flights → GHG 2. [T3.3] (Aero) launched flights → AS 3. [T3.3] (directly) launched flights → GS 4. [T3.4] A to A suborbital flights → GHG/GSG 5. [T3.5] A to B suborbital flights → GSG’ 6. [T3.5] High Altitude Supersonic → GHG’ 7. [T3.6] From orbit flights → SG  [ ] Conventional aircraft → GAG’

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Figure 10 - Preliminary operations classification based on crossed Geophysical domains vehicles [In this figure the “Karman Line” is only meant to indicate a reference for the mesosphere’s upper boundary] 2.4 Vehicles and operations volumes and timelines

For each category sector, a demand estimation has to be performed. The demand estimation has to follow multiple scenarios, as well regarding the potential market prosperity (high, medium, low) as regarding the timeline (before 2025, between 2025 and 2030, beyond 2030).

Preliminary trend expressed by higher airspace potential users identifies 2035 as the inflexion point for most civil and military operational entry into service.

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Figure 11 - Civil and military applications entry into service in higher airspace

With all restrains expressed in chapter 2.1 the set of collected data on fleet sizes and volume of HAO operations in Europe can be summarised in the following tables. A consolidation will be performed in the frame of development of the use case for each vehicle and operation category (deliverable D3.3).

HAPS are operating in co-localised fleets of more than 20, flying for months in the same areas.

HAPS vehicles operating at the same time

Time < 2025 2025-2030 > 2030 Demand .

Low 50 100 200

Medium 100 200 500

High 200 500 1000

Table 1: HAPS sector specific demand scenarios

Launch vehicles are more and more reusable, with a larger range of payload mass performance, from more spaceport located on the ground, in the sea or from airborne. Nevertheless their flights are of very short duration and generality focussed in reserved areas.

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Launch vehicles operating at the same time

Time < 2025 2025-2030 > 2030 Demand .

Low 1 1 1

Medium 1 2 5

High 2 5 10

Table 2: Launch vehicle sector specific demand scenarios

A to A suborbital vehicles will operate in very small fleets from selected areas for local flight of few minutes, with low global interference worldwide.

A to A suborbital vehicles operating at the same time

Time < 2025 2025-2030 > 2030 Demand .

Low 1 1 1

Medium 1 2 5

High 2 5 10

Table 3: A to A suborbital vehicle sector specific demand scenarios

A to B suborbital vehicles could represent a fraction of cargo and passengers transportation. As such some expectation are rather high in size of fleets, in number of flight per day and in point to connect on Earth. Flight durations are always shorter than one hour. Connexions are mainly intercontinental.

A to B suborbital vehicles operating at the same time

Time < 2025 2025-2030 > 2030 Demand .

Low 1 1 1

Medium 1 2 5

High 1 5 20

Table 4: A to B suborbital vehicle sector specific demand scenarios

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From orbit vehicles are linked to the space activity in low orbits which are foreseen as the Earth stations towards higher orbits, Moon and Mars. The development of In Orbit Servicing (refuelling, maintenance, assembly …) and of Space tourism could generate a larger boost that for conventional launch vehicles. Flight durations are always measured in minutes and destinations are a small number of Spaceports.

From orbit vehicles operating at the same time

Time < 2025 2025-2030 > 2030 Demand .

Low 1 1 1

Medium 1 2 3

High 1 3 5

Table 5: From orbit vehicle sector specific demand scenarios 2.5 Flight domains physical limits

Laws of physics are constraining and linking speeds, altitudes and communications. As a consequence only some parts of the altitude versus speed domain can be taken by vehicles moving in higher airspace.

Figure 12 - Flight domains physical limits

Applied to the identified new entrants in HAO, the climb and descent air speed characteristics give flight domain limits for each type of application.

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Figure 13 – HAO new entrants’ speeds versus altitudes 2.6 Vehicles and operations classification by air speed

In addition to flight domain geophysical classification, the air speed appears to be the next main differentiators between the categories of vehicles and operations.

Combination of maximal air speed, altitude in operation and related horizontal range for operation highlights four class of vehicles/operations : low speed, high speed, very high speed and from orbit.

Figure 14 - Vehicles and operations classification by air speed

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3 Preliminary demand estimations

3.1 Identified sectors

Several sectors have been identified:  High Platform Systems (HAPS) functions,  Launch missions,  Research, experiments, astronaut training,  Cargo transportation,  Human spaceflight,  Space tourism,  Business travel  Passengers Transportation

Main actors involved in the value chain and identified in the description sheets are:  Industrial companies acting as vehicle architect,  Subcontractors providing subsystems,  Satellites and payloads manufacturers,  Research centers,  National and international aerospace agencies,  Service providers,  Spaceport operators,  Regulators,  Regional authorities,  Insurance companies,  Crews,  Passengers.

Dates, maturity and credibility of the different projects are difficult to summarize. Some are already in service or close to commercial entry in service. Others are planned between 2025 and 2030 and for some vehicles, entry in service is not seen before 2030. It has to be considered on a case-by-case basis, meaning that the interaction of sectors with the demand will be addressed when compiling vehicles use cases (deliverable D3.3)

3.2 Speed characteristic related to flight domain

Considering the different flight domains of the vehicles described in chapter 2, a new breakdown is proposed hereafter, speed range being the most important factor:

 Low speed vehicles/operations: such as HAPS, aero launch from balloon,  High speed vehicles/operations: such as A to A suborbital, directly or aero launched,  Very high speed vehicles/operations: such as A to B suborbital,  From orbit vehicles/operations.

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3.3 Other main characteristics with regards to HATM

In order to assess the global characteristics of the demand with regards to the HATM, a database derived from the datasheet has been created.

A first set of criteria, based on the global batch of couples of vehicles and related operations, has been set-up with respect to their influence on ATM. They are:

 Frequency: indicates the frequency of operations of the vehicle within HAO,  Transit Time: indicates the time the vehicle will need HATM ,  Speed: indicates the speed of the vehicle within HAO,  Footprint: indicates the range of potentially needed HATM,  Controllability: indicates the intrinsic capacity of the vehicle to respect any kind of air traffic controls within HAO.

In order to classify the vehicle/operation categories with regards to those main characteristics, the following ranks are settled from 0 to 4:

within HAO 0 1 2 3 4

Frequency unknown Rare Few Frequent Daily (per month) (per week)

Transit Time unknown Very Quick Quick Long Very Long (minutes) (few hours) (almost a day) (months)

Speed* unknown Very low Low High Very High (<50 kts) (< Mach 1) (< 3 km/s) ( > 3 km/s)

Footprint unknown Local Intercountry Continental Inter- (< 1000 km) (< 3500 km) continental

Controllability unknown Obeys to ATC Respects 4D Respects 3D Uncontrolled controls (trajectory + (trajectory) time)

(*) in relation to domain standard (subsonic aeronautics, supersonic aeronautics, suborbital space) the speed is expressed in kts, Mach or km/s

Based on the datasheets provided and the use of the database, different graphical overviews of the current demand may be set up.

A possible output may be the following graph, sorted by ‘Controllability’ and where each vehicle/operation is labelled according to its geophysical category as described at §2.3.

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Demand Analysis

Frequency Transit Time Speed Footprint Control

GS GHG 4 GSG'

GHG 3,5 SG

3

GHG 2,5 GSG'

2

GS 1,5 GSG'

1

0,5 GSG' GSG' 0

GSG' GSG'

GHG GHG

GS GS

GS AS GS GS

Figure 15 - Vehicle/operation geophysical categories sorted by ‘controllability’

From those synthesis, a first preliminary analysis shows:

 50% of the demand will be able to change of route or trajectory requested by air traffic controls,  30% of the demand will be ‘uncontrolled’, meaning that their trajectory may be predicted but subject to great uncertainty, mainly subject to actual winds,  65% of the demand will remain within the same continent area, 20% of which rated with a ‘frequent’ or ‘daily’ frequency,  30% of the demand will have a ‘long’ or ‘very long’ transit time within HAO, one of those demand being rated ‘daily’.

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3.4 Fleets characteristics

Most of the demand vehicles will be available for development and/or service between 2025 and 2030 and it is not foreseen that the fleet characteristics of each the demand vehicle will exceed 50 units.

However, there is one exception from the GSG’ group which appears much more optimistic than the others. Its Entry-into-Service is expected before 2025 and number of vehicles is expected in the range of the thousands in service. This vehicle is also rated ‘Daily’ in term of frequency.

3.5 Other elements

Other elements such as performances, flight phases, operations, services and infrastructures, risks, opportunities, constraints and impacts will require a further analysis in order to provide adequate information with regard to ATM.

3.6 Use of the data sheets

To generate the category description collection, the template elaborated in the frame of “Overall use case design and scenarios” Task T3.1 is provided in 0.

The lists of reviewed projects and related data sheets are in Appendix B.

The descriptions of the individual categories are combined into an overall picture after they have been reviewed and accepted.

The present document provided a synthesis of the data collection while Task T3.7 “Demand synthesis and impact analysis” will use this as a basis for further analysis and consideration.

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Appendix A category description sheets template A.1 Sector description (to be described for each sector within the category)

Market and business model

Purpose [Text description]

Targeted market [Text description]

Needed infrastructures [Text description]

Flight frequency [Number, range]

Flight target price [Number, range]

Targeted customers [Text description]

Main actors in the value chain

Elements of the value [Text description] chain

Main actors currently [Text description] involved

Dates

Current projects status [Text description]

Development phases, [Text description] flying demonstrators …

Expected Entry in [Number, range] Service

Status of regulations [Text description] aspect

Funding

Budget [Number, range]

Private vs public [Text description] funding

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Maturity and credibility

Technical and [Text description] industrial maturity (TRL, IRL), disruptions, showstoppers,

Financial effort status [Text description]

Business expected [Text description] market share, differentiating values

Safety aspects [Number, range]

Security aspects [Number, range]

Societal and [Text description] environmental aspects

Market, actors, [Text description] business model, dates, funding, maturity, credibility

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A.2 Vehicles description (to be described for each vehicle type within the category)

Technical characteristics

Take-off and landing [Text description] modes

Control mode [Text description] (automatic, piloted, tele commanded, safety modes …)

Average flight duration [Number, range] (in higher airspace)

Crew, passengers [Number, range]

Sizes (length, [Number, range] wingspan, diameter …)

Masses (Total Mass at [Number, range] Lift-Off, Empty mass …)

Propulsion mode [Text description]

Speeds (max, cruising, [Number, range] min) and accelerations

Altitudes (max, [Number, range] operational …)

Trajectories [Text description]

Safety, reliability and [Text description] availability targets

Near, mid, long term [Text description] foreseen evolutions, family approach

Any other useful topic [Text description]

Performance data [Number, range] (climb/ descent rates)

Range [Number, range]

Consumption (fuel/ [Number, range] energy)  emissions

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Fleet characteristics

Number of vehicles [Number, range] (registered, flying independently, flying together, parked …)

Number of airports, [Number, range] spaceports, and their locations (potential, available, needed, used …)

Delays (prior notice, [Number, range] [Text description] uninterrupted service 24/24 … -> desired Level of Service?

Type of traffic: [Text description] scheduled, on demand …

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A.3 Operations description (to be described for each significant different type of operation within the category; most likely associated with different vehicle types within the category)

Concept of operations

General concept of [Text description] operation

Flight phases [Text description]

Operations breakdown [Text description]

frequency [Text description]

departure [Text description] Nominal operation localisation characteristics range [Text description]

… …

Services and [Text description] infrastructures

Airspace organization [Text description] and management requirements

High level procedures [Text description]

Contingency [Text description] requirements

Near term [Text description]

Foreseen evolutions Mid term [Text description]

Long term [Text description]

Risks, opportunities

Risks, opportunities, [Text description] weaknesses of the concept and of the sector as a whole

Preliminary list of non- [Text description] nominal operations,

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malfunction and failure modes

Preliminary list of [Text description] constraints and impacts for third parties on ground and in the air

SWOT focused from [Text description] ATM point of view

Preliminary use cases

Preliminary use cases [Text description] list

Draft demand #Vehicles operations per year estimates in Europe Time < 2025 2025-2030 > 2030 Demand .

Low

Medium

High

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Appendix B List of vehicles and operations description sheets Category Project Owner HAPS Loon Alphabet Skydweller Leonardo Stratobus TAS Zephir Airbus SunGlider AeroVironment - Stratospheric Platform - Scaled Composites PHASA 35 BAE System From orbit Starship SpaceX Space Rider ESA EXPERT ESA X-37 NASA/Boeing Hope-X JAXA Aero-launched Cosmic Girl/LauncherOne Virgin Orbit Pegasus XL Orbital ATK Balloon/Bloostar Zero 2 Infinity Stratolaunch Scaled Composites ALASA Boeing SOAR S3 SSTO Spaceplane JAXA A to B suborbital Falcon XX Dassault Aviation Spaceliner DLR SpaceShipThree Virgin Galactic Hyplane Trans-Tech Spaceplane Airbus Spaceplane Bristol Skylon Reaction Engine A to A suborbital New Shepard Blue Origin WhiteKnightTwo/SpaceShipTwo Virgin Galactic SpacePlane ArianeGroup VSH Dassault Aviation Hyplane Trans-Tech Lynx X-Core Spaceplane Airbus Spaceplane Bristol Skylon Reaction Engine Limited IXV ESA Dream Chaser Sierra Nevada Corporation Balloon/Bloon Zero 2 Infinity

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VEHICLES AND OPERATIONS SPECIFICITIES

B.1 High Altitude Platform System (HAPS) Stratospheric Balloon - SCC HHAA - Hybrid High Altitude Airship - CIRA HALE, LTA Airships and Free Balloons - CIRA

B.2 Aero-launched VEHRA (Véhicule Expérimental Hypersonique Réutilisable Aéroporté) - Reusable Vehicle - Dassault Aviation CosmicGirl / LauncherOne - Aero Launched Vehicle - Virgin Orbit Bloostar - Balloon Launched Vehicle - Zero2Infinity

B.3 Launchers (added) VEGA - Expendable Vertical Launch Vehicle - Avio Falcon 9 / Dragon - Reusable Vertical Launch Vehicle - SpaceX SIMONA (Sistema Italiano di Messa in Orbita da NAve) - Vertical Launch Vehicle from Naval Platform – Avio EOS -Reusable CubeSat Launch Vehicle - Sidereus Space Dynamics

B.4 A to A suborbital Sounding Rocket – SCC WhiteKnightTwo / SpaceShipTwo - Space Tourism Manned Suborbital Vehicle - Virgin Galactic VSH (Véhicule Suborbital Habité) - Manned Suborbital Vehicle - Dassault Aviation

B.5 A to B suborbital SpaceLiner - Suborbital Space Plane - DLR/SART Skylon - Space Plane - Reaction Engines Ltd StarShip - Suborbital Urgent Travel or Transport – SpaceX Falcon XX - Space Business Plane - Dassault Aviation

B.6 From orbit SpaceRider - Reusable Orbital Platform - Thales Alenia Space

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