GosNIIAS (State Research Institute of Aviation Systems) Moscow

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

2. We are in Rome now. Instead of epigraph When in Rome do as the Romans do. 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. All this should concern UAS in civil airspace When in civil airspace do as airspace users do UAS flights in civil airspace

3. In accordance withGuiding 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. UAS flights in civil airspace

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

5. 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. UAS flights in civil airspace

6. 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 UAS flights in civil airspace

7. 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 UAS flights in civil airspace

8. Brief requirements to DL for UASoperating 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 … UAS flights in civil airspace

9. 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) UAS flights in civil airspace

10. 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) UAS flights in civil airspace

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

12. Russian activity • 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). UAS flights in civil airspace

13. 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 UAS flights in civil airspace

14. 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, andinterfaced with diagnostic & control unit & “Intactness” signal (full registered data for last 24 hours are stored). power supply UAS flights in civil airspace

15. UAS “Dan” flight recording (1) UAS flights in civil airspace

16. UAS “Dan” flight recording (2) UAS flights in civil airspace

17. Take-Off & Landing UAS flights in civil airspace

18. 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 UAS flights in civil airspace

19. 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 UAS flights in civil airspace

20. Conclusions on “Dan” flights • 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 PiCfor surveillance and command & • control. UAS flights in civil airspace

21. 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 UAS flights in civil airspace

22. Alternatives: what to do if VDL-4 is not accepted in some airspace yet or forever • 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). • 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. UAS flights in civil airspace

23. “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? UAS flights in civil airspace

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

25. Thank you for your attention! falkov@gosniias.ru UAS flights in civil airspace