Unmanned Aircraft Systems The European Organisation for the Safety of Air Navigation 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 Stratospheric High Altitude Long Medium Altitude Long Short Range • Nano • Micro Endurance >2,000 Range 30 - 70 km • Mini Range Range >500 km >2,000 km • Close 20-30,000m Altituderange up-to 3000m 20 100m • Short Altitude Range14,000m 20,000m • Medium 48 hours Endurance 3 - hour • Medium Range Endurance Endurance Deep Penetration 24-48 24• Low Altitude 200 kghours 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 Cooperative sensors (TCAS, ADS-B) Data processing “intruders mapping” Sense function module Air vehicle performances model (if needed) Analysis & decision Non-imminent risk Separation assistance Non-cooperative sensors (radar, EO/IR, …) Data link (air terminal) Semi Automatic flight mode Inputs (heading/altitude) Imminent risk Avoid function Module Collision avoidance Intruders position Flight Control System Separation provision le hic ve und r Ai Gro Data link (ground terminal) Control Station Non-cooperative Sensors • • • • SAR Laser Microsoft RingCam Infrared ATC Communication Avionics System ( NAV / FMS / AFCS / FTS) Other aircraft Relay Comm delay relay C³ link UAV direct C³ link strobe lights TCAS II sense & avoid VHF COM SSR transponder telephone UAV Control Station Air Traffic Control Regulation and Certification • • • EC Regulation 1592/2002 established the European Aviation Safety Agency 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 limited numbers; – 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 Data Link & Comm Loss Data Link & Comm & Thrust Loss • UAV specific emergency procedures (additional emergency codes) – – • 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.