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GosNIIAS

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UAS flights in civil airspace. 3. In accordance with Guiding Principles of ICAO UAS TEAM V.3: ... UAS flights in civil airspace. 12 ... – PowerPoint PPT presentation

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Title: GosNIIAS


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
2
Instead 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
3
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
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
Some 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.

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

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

8
Brief 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

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)

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)

11
ADS-B and other applications based on VDL-4
ADS-B
ATC, Airlines, Airports, PiCs
12
Russian 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).

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
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 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
15
UAS Dan flight recording (1)
16
UAS Dan flight recording (2)
17
Take-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
19
Only 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

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 PiC for surveillance and command
  • control.

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

22
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
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 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?

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

25
Thank you for your attention!
falkov_at_gosniias.ru
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