Title: GosNIIAS
1GosNIIAS (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
2Instead of epigraph
We are in Rome now.
When in Rome do as the Romans do.
- ? ????? ????????? ?? ????? ??????? ?? ?????.
-
(Russian saying) - Dont 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
3In 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.
4Content
- 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
5Some terms
- All UAS should be split into two groups
- 1) Can afford 3-5 kg payload to solve ATM
tasks - 2) Cant afford it
- We are talking about only group 1.
- UAS from group 2 should operate only
- in segregated airspace.
6UAS 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
7Command 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
8Brief requirements to DL for UASoperating in
civil airspace
- Time critical (Satcom and HF cant 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
9VDL-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)
10ADS-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)
11ADS-B and other applications based on VDL-4
ADS-B
ATC, Airlines, Airports, PiCs
12Russian activity
- Russias 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).
13Ground 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
14CNS 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 doesnt 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
15UAS Dan flight recording (1)
16UAS Dan flight recording (2)
17Take-Off Landing
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 PiCs
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
19Only one slide of sense and avoid (SA)
- All commercial, general and state/military
aviation are operating and dont know any SA
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 - SA should satisfy these requirements as well
20Conclusions 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 PiC for surveillance and command
- control.
21Summary
- 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
22Alternatives 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.
23Spectrum, 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 cant 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?
24Spectrum, 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
25Thank you for your attention!
falkov_at_gosniias.ru