The European Organisation for the Safety of Air Navigation
Unmanned Aircraft Systems
Introduction
• Unmanned Aircraft Systems - A typical UAS consists of the Unmanned Aircraft (UA), the Control System, the Datalink, and other related support equipment.
• Unmanned Aerial Vehicle - An aircraft which is designed to operate with no human pilot on board. (EUROCONTROL Definition)
Objectives
• The aim of this session is to make you aware of the rapid developments in UAS and the probable impact on the European ATM system.
UAS Activity In Segregated Airspace (SA)
• R&D, training, test flights etc
• Introduction of UCAVs
• Communications relay
• Short term increase in demand for segregated airspace
• No need for ‘sense and avoid’ in SA
UAS Categories
• Nano
• Micro
• Mini
• Close Range
• Short range
• Medium Range
• Medium Range Endurance
• Low Altitude Deep Penetration
• Low Altitude Long Endurance
• Medium Altitude Long Endurance
• High Altitude Long Endurance
• Unmanned Combat Aerial Vehicles
• Stratospheric
• Exo-Stratospheric
• Space
NanoNano
Range Range 30 30 -- 70 km70 km
Altitude Altitude up to 100mup to 100m
Endurance Endurance <1 hour<1 hour
MTOW MTOW <0.025 kg<0.025 kg
Flying? Flying? YesYes
Short RangeShort Range
Range Range 30 30 -- 70 km70 km
Altitude Altitude up to 3000mup to 3000m
Endurance Endurance 3 3 -- 6 hours6 hours
MTOW MTOW 200 kg200 kg
Flying? Flying? YesYes
Medium Altitude Long Medium Altitude Long EnduranceEndurance
Range Range >500 km>500 km
Altitude Altitude 14,000m14,000m
Endurance Endurance 2424--48 hours48 hours
MTOW MTOW 1,500 kg1,500 kg
Flying? Flying? YesYes
High Altitude Long High Altitude Long EnduranceEndurance
Range Range >2,000 km>2,000 km
Altitude Altitude 20,000m20,000m
Endurance Endurance 2424--48 hours48 hours
MTOW MTOW 12,000 kg12,000 kg
Flying? Flying? YesYes
StratosphericStratospheric
Range Range >2,000 km>2,000 km
Altitude Altitude 2020--30,000m30,000m
Endurance Endurance >48 hours>48 hours
MTOW MTOW TBDTBD
Flying? Flying? AlmostAlmost
Globalhawk/Eurohawk
Globalhawk/Eurohawk Operations
• 2010 - Sigonella, Sicily (USAF then NATO 2013)
• 2010 - Schleswig, Germany (Luftwaffe late 2010)
• Various military roles. Core of Alliance surveillance capability.
• Support to humanitarian aid provision eg Haiti
• Climb-out generally in SA before transiting OAT in non-SA but non-used airspace >FL510
• EUROCONTROL guidelines for minimum ATM requirements for GH/EH in European airspace
Civil LOS UAS Operations
• Mini UAS increasingly used for surveillance activities eg London 2012
• In North America Mini UAS used for accident investigation, surveillance of crime scenes, reconnaissance of hostage/sniper situations
– LOS
– multi-crew – pilot and observer/camera operator
– generally not above 400’
Future Civil Use
• Police
• Customs
• Border patrol
• Fire fighting
• Natural disasters
• Search and Rescue
• Pipeline inspection
• Ash cloud analysis
• Fisheries patrol
• Weather research
• Aerial photography
• Traffic monitoring
• Post-fire investigation
• Sports video
• Runway inspection
• Crowd control
• Oil spill tracking
• Communications
• Cargo
• Passengers?
Scope of Types
• Small, hand launched, LOS
Scope of Types
Scope of Types
• Small, hand launched, LOS
• Long endurance (5 years), high altitude, autonomous
Scope of Types
Scope of Types
• Small, hand launched, LOS
• Long endurance (5 years), high altitude, autonomous
• Unmanned cargo aircraft
Integration into Non-SA 1
Classes A – C airspace
– Known, controlled traffic environment
– Flight plan
– Pilot follows ATC instructions
– Autonomous in case of LODL with pre-planned scenarios/diversions at various flight stages
– LOC not a problem
– ASAS
– Sense and avoid capability
Integration into Non-SA 2
Classes D – G airpace
– VFR traffic
– Uncontrolled traffic environment
– Pilot controlled (or autonomous?)
– ASAS
– Sense and avoid
Huge effort on solving problems
– UAS legitimate airspace users
– Potential market is huge
SES Master Plan includes UAS
4D Trajectory Environment
• Future 4D trajectory environment is exactly what UAS are designed to do
– Precise flight paths
– Pre-programmed but adjustable by pilot
The Challenges of UAS Integration
• UAS integration in non-SA is a manned aviation issue
– Acceptability by manned aviation is a priority
• Aviation stakeholders need to be part of the process
• Pilots, ANSPs, CAAs, ATC controllers
– Standardisation is the most efficient way for acceptability
• Providing a common UAS view and understanding to all airspace users and actors
• Addressing interoperability, performance, safety
• Management of UAS collision avoidance and separation is one of the most challenging issues
The Challenges of UAS Non-SA Operations
• Full UAS integration assessed as a very complex problem
– Step by step approach is agreed and promoted as being the most efficient approach by stakeholders (EUROCONTROL, EASA, EUROCAE WG-73, AIR4ALL)
• Limited and affordable scope of work for each step
• Benefiting from the results and experience of initial steps to progress to next steps
• Progressively increasing the UAS operational capabilities and UAS market growth
– Preparing for future SES integration
• Including new SESAR concepts
Description of Steps
• First step
– En-route phase of flight
– UAS flying under IFR
– Excluding non-segregated Aerodrome ops
– UAS as a controlled flight with ATC separation (Class A,B,C airspace)
• Second step
– Extending to UAS self separation (Class D,E,F airspace)• Third step (indicative)
– Extending to VFR enroute flight• Fourth step (indicative)
– Extending to non-segregated Aerodrome operations
Sense and Avoid - IFR/VFR
MIDCAS
Avoid function Module
Imminent risk
Separation provision
Flight Control System
Collision avoidance
Air vehicle performances
model(if needed)
GroundAir v
ehicle
Cooperativesensors
(TCAS, ADS-B)
Non-cooperative sensors
(radar, EO/IR, …)
Data processing“intruders mapping”
Sense function module
Analysis & decision
Control Station
Data link(ground terminal)
Intruders position
SemiAutomaticflight mode
Inputs(heading/altitude)
Non-imminent risk
Data link(air terminal)Separation
assistance
Non-cooperative Sensors
• SAR
• Laser
• Microsoft RingCam
• Infrared
ATC Communication
VHF COMSSR transponder
strobe lightsTCAS IIsense & avoid
relay C³ linkRelay
Other aircraft
direct C³ link
UAV
UAV Control Station
Avionics System( NAV / FMS / AFCS / FTS)
telephone
Air Traffic Control
Comm delay
Regulation and Certification
• EC Regulation 1592/2002 established the European Aviation SafetyAgency and gave it competency for airworthiness certification and continuing airworthiness. In addition the regulation gave EASA the ability to develop Implementing Rules dealing with these areas.
• Certain categories of civil aircraft are exempt from the need to comply with the EASA Regulation and its Implementing Rules.
• The exempt categories, which are of relevance for UAS, are:
– aircraft specifically designed or modified for research, experimental or scientific purposes and likely to be produced in very limitednumbers;
– aircraft whose initial design was intended for military purposes only;
– unmanned aircraft with an operating mass of less than 150 kg.
• Civil aircraft falling into these categories are still, however, subject to state regulation in order to meet the states obligations under the Chicago convention.
Certification Issues - Type Certification
• EC Regulation No 1702/2003
– ….implementing rules for the airworthiness and environmental certification of aircraft and related products, parts and appliances…..
• The terms ‘aircraft’, ‘product’ and “parts and appliances” were written with manned aircraft in mind.
• Following a review the control station and any other equipment remote from the aircraft can be considered as a “part and appliance” as it is functionally attached to the aircraft.
• UAS control stations and other remote equipment performing functions that can prejudice takeoff, continued flight, landing or environmental protection, shall be considered as part of the aircraft and included in the type certification.
• Identification of UAS elements to be included in the type certification should be supported by an FHA performed by the applicant.
Certification Issues - Pilots Licences
• Currently no common view
• Example US military:
– Air Force were selecting military pilots as UAS operators but are now training dedicated UAS operators
– Navy and Marine UAS operators are required only to have a private pilot’s license,
– Army Shadow UAS operators generally are not rated pilots.
• Previous Basic Regulation (1592) established Community competence for EASA but only for the regulation of the airworthiness and environmental compatibility of products
• EASA’s competence was extended to flight operations, flight crew licensing and third country aircraft (including UAS):
– New Basic Regulation No 216/2008 dated 20 February 2008 and effective 8 April 2008
– Implementing rules for manned aircraft: commenced 1 year later
• IRs for UAS crews and UAS ops expected in due time
USICO Simulation
• Evaluation of the UAV integration concept:
– Normal operations
– Emergency Operations:
• Standard emergency procedures
– Comm Loss
– Thrust Loss
• UAV specific emergency procedures (additional emergency codes)
– Data Link & Comm Loss
– Data Link & Comm & Thrust Loss
• Investigation of UAV specifics:
– Within LOS operation no communication delay
– Beyond LOS operation with communication delay for voice and data
Simulation Airspace
• Outbound and Inbound Routes of the UAV
Hahn
Replay
Objectives Recap
• The aim of this session was to make you aware of the rapid developments in UAS and the probable impact on the European ATM system.
Summary
• Anathema to many.
• Legitimate airspace users.
• Challenge is considerable and global.
• Many pieces to jigsaw.
• Technology may enhance flight safety for all users.