Transcript Document 7700583

GosNIIAS
(State Research Institute
of Aviation Systems)
Moscow
Edward Falkov
Elena Gromova
NITA
St.-Petersburg
Sergey Pyatcko
UAS flights in civil airspace
based on ADS-B
ASAS-TN 2.5 Workshop
13 November 2008
UAS flights in civil airspace
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We are in Rome now.
When in Rome do as the Romans do.
Instead of epigraph
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
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UAS flights in civil airspace
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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.
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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
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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.
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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
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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
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Brief requirements to DL for UAS
operating 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 …
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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)
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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)
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ADS-B and other applications
based on VDL-4
Traffic Information(TIS-B)
DGNSS
Flight Information (ATIS,
NOTAMs, Weather Maps)
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ATC, Airlines, Airports, PiCs
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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).
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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
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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, and interfaced with
diagnostic & control unit & “Intactness” signal (full
registered data for last 24 hours are stored).
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UAS “Dan” flight recording (1)
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UAS “Dan” flight recording (2)
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Take-Off & Landing
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Pilot-in-command has info:
UAS “Dan” flights
• 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
ATC controller surveys manned and unmanned aircraft using
PSR, SSR and ADS-B and provides TIS-B service to PiC
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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
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Conclusions on “Dan” flights
1. 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.
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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
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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.
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“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?
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“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
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Thank you for your attention!
[email protected]
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