1. 13 November 2008UAS flights in civil airspace1 GosNIIAS (State Research Institute of Aviation Systems) Moscow Edward Falkov Sergey Pyatcko Elena Gromova UAS flights in civil airspace based on ADS-B ASAS-TN 2.5 Workshop NITA St.-Petersburg

2. 13 November 2008UAS flights in civil airspace2 Instead of epigraph В чужой монастырь со своим уставом не ходят. (Russian saying) Don’t go to another abbey with your regulations. ~ When in Rome do as the Romans do. When in Rome do as the Romans do. We are in Rome now. All this should concern UAS in civil airspace When in civil airspace do as airspace users do

3. 13 November 2008UAS flights in civil airspace3 In accordance with Guiding Principles of ICAO UAS TEAM V.3: Equivalent Operations: UAS operators should seek to operate within existing arrangements ( “ no new SARPs ” – “ no new developments ” as far as possible). Transparency: The provision of an Air Traffic Service (ATS) to a UAS must be transparent to the Air Traffic Control (ATC) controller and other airspace users, and must not adversely impact Air Traffic Management.

4. 13 November 2008UAS flights in civil airspace4 Content 1.ADS-B as powerful and transparent tools for UAS surveillance in civil airspace by ATC staff and airspace users. 2.CPDLC as a reserve command/control data link 3.Brief review of adopted by ICAO appropriate data links acceptable for managing UAS flights in civil airspace 4.Russian activity – UAS use of VDL-4 5.Summary

5. 13 November 2008UAS flights in civil airspace5 Some terms All UAS should be split into two groups: 1) Can afford 3-5 kg payload to solve ATM tasks 2) Can’t afford it We are talking about only group 1. UAS from group 2 should operate only in segregated airspace.

6. 13 November 2008UAS flights in civil airspace6 UAS surveillance In principle to use ADS-B for UAS surveillance in civil airspace regardless of data link (DL) type. Approved by ICAO 1090 ES, VDL-4 (and possibly UAT after solving the issue with frequency) might be considered as DLs for ADS-B. No special DLs for UAS surveillance in civil airspace are needed

7. 13 November 2008UAS flights in civil airspace7 Command & control data link Typically command & control (C2) data link is the core part of UAS. It provides safe and secure UAS operating and usually is “know how” of UAS designer. In the course of controller – pilot-in-command (PiC) ATC interaction it serves as “hands” of a pilot of remotely operated aircraft. It is not a subject of ICAO consideration until UAS performs all controller indications. But when this specific DL fails controller & PiC should get access to transparent ATC and adopted by ICAO controller-pilot data link communications (CPDLC) with help of which it would be possible to solve the case and complete the UAS flight. VDL-2 and VDL-4 might be considered as appropriate DLs for CPDLC

8. 13 November 2008UAS flights in civil airspace8 Brief requirements to DL for UAS operating in civil airspace Time critical (Satcom and HF can’t be used due to delays) so we consider VDLs, 1090 ES and possibly UAT after solving the issue VDL-2 (point-to-point); after CPDLC demonstration in the US implementation was postponed up to 2009 and it looks like forever; future global implementation of VDL-2 is unclear VDL-3 was canceled by the US VDL-4 …

9. 13 November 2008UAS flights in civil airspace9 VDL-4 Time critical The only DL that is able and allowed to work in broadcast and point-to-point modes Approved by ICAO and EUROCAE The only Comm with European Norms adopted by European Telecommunications Standard Institute (ETSI) (all CNS standards in Europe should be approved by ETSI) Applications: ADS-B, TIS-B, FIS-B, A-SMGCS, CPDLC, DGNSS, AOC etc; one of the important achievements is situational awareness Analysis shows that many operations to provide UAS flights in civil airspace might be performed with use of VDL-4 (surveillance & command/control)

10. 13 November 2008UAS flights in civil airspace10 ADS-B + CPDLC Can be performed: 1090 ES (ADS-B Out & without TCP) + VDL-2 (ADS-B Out means no direct “air-air” interaction) UAT (after solving the issue) + VDL-2 VDL-4 only Possible ASAS and ACAS usage as a part of collisions avoidance capability (ADS-B In is needed for that)

11. 13 November 2008UAS flights in civil airspace11 ATC, Airlines, Airports, PiCs ADS-B and other applications based on VDL-4 Flight Information (ATIS, NOTAMs, Weather Maps) Traffic Information(TIS-B) ADS-B DGNSS

12. 13 November 2008UAS flights in civil airspace12 Russia’s industry has developed equipment and carried out test flights of UAS (aerial targets with take-off weight of 350 kg, 1 turbojet, speed of 700 km/h, height of 9 km). Surveillance based on ADS-B and control/command based on CPDLC were carried out with the help of VHF Mode 4 data link transponders performed in accordance with ICAO SARPs and Manual, EUROCAE ED108A and ETSI European Norms EN 301.842 and 302.842. The equipment is under certification by both Air Force and Interstate Aviation Committee (civil aviation). Russian activity

13. 13 November 2008UAS flights in civil airspace13 Ground control station Number of served aerial targets (AT) – 4 (2 CWP) Receiving data from each AT: ID, position, intentions (AT ADS-B Out); telemetry info concerning status of onboard systems. Updating of all info - every second. Range of interaction with each AT – 300 km within line of sight As C2 transmits to each AT fixed commands from set of 24 and gets receipts after it

14. 13 November 2008UAS flights in civil airspace14 CNS ground station as a core part of GCS is certified by Interstate Aviation Committee and recommended by Russian CAA to be used in ATM system. 4-D trajectory negotiations between pilot - controller and pilot – pilot PiCs included could be provided. Every pilot could see (on CDTI) everybody and know where everybody are going to. Collision avoidance: it doesn’t matter whether manned or unmanned aircraft. Onboard unit includes radio receivers/transmitters, GPS/GLONASS receiver and controller. It mated with AT automatic pilot unit & telemetry system, and interfaced with diagnostic & control unit & “Intactness” signal (full registered data for last 24 hours are stored). power supply

15. 13 November 2008UAS flights in civil airspace15 UAS “Dan” flight recording (1)

16. 13 November 2008UAS flights in civil airspace16 UAS “Dan” flight recording (2)

17. 13 November 2008UAS flights in civil airspace17 Take-Off & Landing

18. 13 November 2008UAS flights in civil airspace18 Pilot-in-command has info: of his own UAS and other airspace users positions and intentions in surrounding airspace on the map as background through ADS-B or TIS-B status of all onboard systems diagnostics including the full list and recording of all PiC’s commands and confirming receipts UAS “Dan” flights ATC controller surveys manned and unmanned aircraft using PSR, SSR and ADS-B and provides TIS-B service to PiC

19. 13 November 2008UAS flights in civil airspace19 Only one slide of “sense and avoid” (S&A) All commercial, general and state/military aviation are operating and don’t know any S&A problem They say in manned aircraft a pilot sees with his eyes. But in no visibility conditions a pilot see nothing outside. He sees only information on displays If reliable and redundant sources of information from onboard systems and appropriate data links are available, a pilot-in-command gets the same capabilities as a pilot of manned aircraft The problem is not in “unmannedness”, the problem is in sources of information and DLs To smoothly provide UAS flights in civil airspace UAS sources of information for navigation and surveillance and DLs for communications should satisfy requirements of ICAO CNS/ATM technologies S&A should satisfy these requirements as well

20. 13 November 2008UAS flights in civil airspace20 Conclusions on “Dan” flights 1. Legal, adopted by ICAO data link is used to control UAS flights in a manner when civil ATC staff could survey UASs independently of pilots-in-command and interact with them. 2. One (adopted by ICAO) data link is used by PiC for surveillance and command & control.

21. 13 November 2008UAS flights in civil airspace21 Summary ADS-B is powerful and transparent tools to provide UAS flight surveillance in civil airspace VDL-4 is powerful data link providing not only ADS-B (Out and In) but besides broadcast applications like FIS-B, TIS-B, A-SMGCS, DGNSS, ACAS and situational awareness also point-to-point communications that can be used as a reserved command & control data link UAS “Dan” flight tests confirmed capability of VDL-4 to manage UAS flights in civil airspace

22. 13 November 2008UAS flights in civil airspace22 Alternatives: what to do if VDL-4 is not accepted in some airspace yet or forever 1.To continue to ignore VDL-4 and to look for other capabilities. It would be interesting to discuss these approaches (“sense and avoid” and “C2 failure” including). 2.To implement VDL-4 ground and airborne parts for managing only UAS flights in civil airspace. Coupling of existing airspace facility and VDL-4 ground unit could be done like TIS-B service and CPDLC capability.

23. 13 November 2008UAS flights in civil airspace23 “Spectrum, new frequencies allocation, WRC 2011, new arrangements, …” UAS community consider to get new frequencies from ITU and develop and implement new data links for surveillance; to be trusted from ATC side these data links should go through the full way of development, testing, validation and adoption by ICAO; how long does it take and how much? What to do now for at least 10 years? It can’t help impacting ATM; but civil aviation community does not need it for its own purposes (newcomers start to impact the functioning of owners of airspace) What to do in “C2 failure” case?

24. 13 November 2008UAS flights in civil airspace24 “Spectrum, new arrangements, …” UAS flights in civil airspace based on ADS-B Possible re-titling UAS flights in civil airspace staying within existing arrangements The title of this presentation

25. 13 November 2008UAS flights in civil airspace25 Thank you for your attention! falkov@gosniias.ru