1. Incidenter och regelutveckling
Drönare
Incidenter och regelutveckling
Rémi Vesvre

5. Gemensamma regler för RPAS i EU?
EU Grundförordningen 2018/1139 publicerad 22 aug 2018 – Alla UAS regleras av EASA
EASA, 2st rättsakter publiceras den 10 okt
Delegerad akt om tillverkning (CE + C0/1/2/3/4)
Implementerings regler (börjar gälla xx månader från xx)

6. EU vs Sverige Kat 1 0-7kg Kat 2 7-25kg Kat 3 25-150kg Kat 5 Special
Kat 4 D&A
Sverige
VLOS EU
Open
Specific
Certified
<25kg,VLOS,
CE märkta
≥25kg, BVLOS
D&A
Förklara vad VLOS och BVLOS är för någonting

7. CE märkning
OPEN
Utbildning & prov
Electronisk ID & Registrering

8. SPECIFIC Category Standard Scenario Hög risk Inga Deklaration Låg risk
Operator
SORA
Miljö påverkan
Luftrum
Pilot kompetens
UAV design
Organisation
Operativa procedurer
Operativ område
Standard Scenario
Operation Authorisation
Hög risk
Inga
Deklaration
Låg risk
ROC
Remote Operator Certificate
SMS
”Standard scenarios” finns för vanligt förekommande uppdrag
För lågrisk standard scenarios kan operatören deklarera själv
För högrisk standard scenarios ska myndigheten godkänna uppdraget med hjälp av ”specific operation risk assessment ” (SORA)
Operator kan ansöka om “Light Unmanned Aircraft Operator Certificate” (LUC) för att:
slippa deklaration för lågrisk uppdrag
godkänna eget uppdrag, vid hög risk standard scenario
genomföra SORA för icke standard uppdrag och godkänna uppdraget själv

9. Preparation of the drone mission e-Registration
Flight planning assistance
Aeronautical information
Meteorological information
Specific drone information
Preparation of the drone mission: a drone operator plans to fly a drone to carry a small package from a village to the city centre 30 kilometres away. She selects a suitable drone from her fleet and selects a drone supervisor who will not actually be piloting the drone, but will be supported by automated functions and tools allowing to monitor several drones flying at the same time. To prepare the flight, the drone operator uses informationsharing services connected to ATM via SWIM13 (e.g. NOTAMs14, meteorological conditions and forecasts at the nearest aerodrome), combined with other U-space services, such as navigation and communication coverage services, flight planning assistance services and services providing the expected density of traffic in the mission area. Since the drone is registered, the system automatically links the elements described in the registry with elements of the flight request, in which full details of the airworthiness of the drone and its behaviour in emergency situations are described. For example, this information could include designated safe landing areas, or details of the equipage and capabilities of the drone. That way, if the drone fails at any point in its flight, it will behave in a predictable manner, minimising risk to people and property on the ground

10. Submission of a flight request and reception of an acknowledgement
Flight approval
Capacity management
Airspace management
Submission of a flight request and reception of an acknowledgement: the planned route adheres to applicable regulation, airspace requirements (including airspace availability, temporary and permanent restricted areas) and requirements on specific drone equipment. If the flight requires an additional approval, then the request is submitted to the relevant entity and an answer is sent to the drone operator. The planned flight does in fact conflict with several other planned drone operations so, the operator is offered the possibility of a longer route or a delay to the drone’s arrival by 5 minutes. She chooses the latter option and receives an acknowledgement, which includes the drone’s 4D trajectory describing the entire flight. When the drone is airborne, it receives information and alerts and might alter its original route to avoid traffic, meteorological conditions or any changes to airspace accessibility. Throughout the flight, the drone broadcasts its unique identifier. The tracking service allows the drone flight path to be followed and supports other services like the situation awareness, which is provided, with some limitations, to a wide range of customers (e.g. drone operators, ATC, police).

11. Execution of the flight E-Identification Tracking Dynamic geofencing
Interface with Air Traffic Control
Execution of the flight: the drone is equipped with a ‘detect and avoid’ (DAA) system which allows it to avoid hazards. The DAA system navigates it around a flock of birds and an unreported obstacle (e.g. a crane). As it arrives in the city, it receives an alert on a modification of airspace availability on its route: a car accident has just taken place and the local police have set up a temporary highly restricted zone to automatically geofence the site. The geofenced zone is not actually empty as the police are using a drone to give them an aerial view of the accident, and this mission is approved. The incoming helicopter ambulance is a priority flight, and this information is shared to ensure drones crossing its path will route round it
Geofencing is a virtual geographic boundary, defined by GNSS technology that enables software to prevent a drone entering a defined zone.

12. U-Space
U1 U-space foundation services provide e-registration, e-identification and geofencing.
U2 U-space initial services support the management of drone operations and may include flight planning, flight approval, tracking, airspace dynamic information, and procedural interfaces with air traffic control.
U3 U-space advanced services support more complex operations in dense areas and may include capacity management and assistance for conflict detection. Indeed, the availability of automated DAA functionalities, in addition to more reliable means of communication, will lead to a significant increase of operations in all environments.
U4 U-space full services, particularly services offering integrated interfaces with manned aviation, support the full operational capability of U-space and will rely on very high level of automation, connectivity and digitalisation for both the drone and the U-space system.
Svenska

13. ATM & U-Space Utmaningar?
Nr 1- Hur kommer 2 trafik management system att köras parallellt och integreras?
ATM & U-Space
ATM consist of :
air traffic control, garantees safe separation in the sky, relies on radio communication and radio equipment
Air traffic flow management (flightplan) , highly automated service to garanty thar air traffic controller can manage a certain number of flight
Aeronautical information services
UTM consist of:
-automated traffic control, flow management, conflict resolution

14. Nr 2 – Vem kommer att betala för utveckling av U-space?
Utmaningar?
Nr 2 – Vem kommer att betala för utveckling av U-space?
Skattebetalare
Drönaroperatören
Alla luftrumsanvändaren
Företag som tillhandahåller tjänsten
En kombination av ovannämnda
1. The tax payers. Aviation safety is regulated by the civil aviation authority, it is a state concern like road safety or health and safety at work. Hence the state should pay for U-space.
2. The drone operators. Perfect drone safety can be achieved by forbidding all drone flights. Hence as drone operators are the source of the problem, they should pay for the solution. (There may be a focus on commercial drone operators rather than all.)
3. All airspace users. Drones are part of the airspace user community and the systems that achieve safety are used by all airspace users. (Or perhaps not quite all; currently not all manned flights pay route charges.)
4. Some subset of the taxpayers. It may seem reasonable to concentrate the cost on inhabitants of towns where drones are operated, as those people benefit from the services drones deliver, for example.
5. Some combination of the above.

15. Nr 3 : nya typer av luftrum behövs
Utmaningar
Nr 3 : nya typer av luftrum behövs
Green: go & fly drone zone
Amber: regulated drone zone
Red: restricted or no-drone zone
In Green airspace no flight plan is required for flight. This easily and conveniently allows hobbyist and “toy” drone operations
In Amber airspace a flight plan is required for flight. Amber airspace can be understood as existing to allow BVLOS operations to occur with “blind” aircraft, although many types of operations are possible in Amber airspace. A flight plan is required for ANY and EVERY aircraft entering the amber airspace in order that de-confliction during flight planning can enable safe operations
The Red airspace is an area where special permission is needed from some authority in order to fly

16. Nr 4 Många intressenter i U-space
Utmaningar?
Nr 4 Många intressenter i U-space

17. Nr 5: nya luftrumsregler behövs
Utmaningar?
Nr 5: nya luftrumsregler behövs
VFR
IFR
LFR? Low Flight Rules
VFR: A pilot must be able to manoeuvre, to navigate his aircraft and to maintain separation from other aircraft and from terrain by reference to features outside the cockpit (=good visibility or so called VMC minima)
IFR: a pilot has adequate clearance from ground obstacles and is safely separated in the vertical plane from other aircraft according to the magnetic track being flown (IMC condition)
IFR flight can take place in either IMC or VMC, and can take place in either controlled or uncontroleld airspace
Drone pilots fly neither under VFR or IFR rules
Need for a set of Low Flight Rules (LFR)
Drone pilots can only maintain separation from other A/C within their visual line of sight
Technology is not yet available to replace ”see & avoid”

19. Frågor?