UAS ATM Integration. Operational Concept

Transcription

1 UAS ATM Integratin Operatinal Cncept

2 UAS ATM Integratin Operatinal Cncept Eurpean Organisatin fr the Safety f the Air Navigatin (EUROCONTROL) Directrate f Eurpean Civil-Military Aviatin (DECMA) Aviatin Cperatin and Strategies Divisin (ACS) Editin: 1.0 Editin date: 27th Nvember 2018

3 DOCUMENT CONTROL DISCLAIMER 2018 Eurpean Organisatin fr the Safety f Air Navigatin (EUROCONTROL). This Reprt makes use f infrmatin prvided t EUROCONTROL by third parties. All third party cntent was btained frm surces believed t be reliable and was accurately reprduced in the reprt at the time f printing. Hwever, EUROCONTROL specifically des nt make any warranties r representatins as t the accuracy, cmpleteness, r timeliness f such infrmatin and accepts n liability r respnsibility arising frm reliance upn r use f the same. The views expressed in this reprt d nt necessarily reflect individual r cllective pinins r fficial psitins f EUROCONTROL Member States. Nte This dcument has been develped by EUROCONTROL in partnership with the Eurpean Aviatin Safety Agency (EASA). Intellectual prperty rights and reprint rights apply. CONTACT PERSON Name Unit Peter Hullah DECMA/RTD/PPU Peter.Hullah@eurcntrl.int DOCUMENT CHANGE RECORD Editin N. Editin Date Reasn fr Change /11/2018 Initial Release DOCUMENT APPROVAL Name Rle Unit Paul Bsman Head f Divisin DECMA/ACS Mike Lissne UAS ATM Integratin Manager DECMA/ACS Editin: 1.0 3

4 TABLE OF CONTENTS EXECUTIVE SUMMARY... 7 FOREWORD Intrductin Prblem Statement Scpe Intended audience General Cnsideratins Access t specific airspace vlumes Lw level Flight Rules (LFR) High level Flight Rules (HFR) IFR/VFR airspace requirements Operatins at aerdrmes ther than departure and arrival Operatinal apprach General Integratin Requirements A tw-step apprach: Accmmdatin then full Integratin: IFR peratins VFR peratins LFR peratins HFR peratins Operatinal envirnment assessment UAS airspace structures Ge-awareness Cmmn altitude reference system Operatinal Risk Assessments fr UAS/ATM integratin Data sets Unmanned Traffic Management UTM/U-space UAS management in VLL UTM building blcks UTM Area UTM Relatinship with ATM UTM relatinship with risk assessments Flight rules Very High-Level Operatins (VHL): HFR rules apply IFR/VFR Operatins Very Lw-Level Operatins (VLL): LFR rules apply References Appendix 1 Ptential peratinal cncept implementatin A1.1 Very Lw-Level UAS Operatins A1.1.1 Special requirements fr urban peratins A1.1.2 Very Lw Level infrastructure: UTM/U-Space A1.1.3 Airspace assessment A1.1.4 VLL Traffic Classes Editin: 1.0 4

5 A1.1.5 Cnceptual Operatinal Optins A1.2 IFR/VFR Operatins A1.2.1 Traffic Classes A1.3 VHL peratins Appendix 2 Transitin f UAS integratin based n GANP A2.1 ASBU framewrk A2.1.1 ASBU 1 Timeframe (1 Jan Dec 2018) A2.1.2 ASBU 2 Timeframe (1 Jan Dec 2024) Appendix 3 UAS A3.1 UAS Descriptin A3.1.1 Remtely Pilted Aircraft (RPA) A3.1.2 Remte Pilt Statin (RPS) A3.1.3 C2 Link A3.1.4 Assciated cmpnents Appendix 4 Integratin aspects t be addressed Appendix 5 UAS Traffic Classes Appendix 6 UAS Airprt CONOPS A6.1 INTRODUCTION A6.1.1 Opprtunity A6.1.2 Scpe A6.1.3 General assumptins A6.2 UAS aerdrme integratin A6.2.1 Authrity, equity and access A6.2.2 U-Space cmpliance A6.3 Ge-fencing A6.4 Airspace Cnsideratins A6.5 UAS peratins A6.5.1 Sensitive UAS Operatins A6.5.2 General UAS Operatins A6.5.3 External UAS Operatins Definitins, Acrnyms and Abbreviatins Editin: 1.0 5

6 LIST OF FIGURES Figure 1 Applicatin f Flight Rules Figure 2 Limits f VFR Figure 3 Timeline fr accmmdatin and integratin f UAS int flight rules Figure 4 EC U-Space Blueprint implementatin timeline Figure 5 Present situatin Figure 6 Free flight Figure 7 Structured rutes Figure 8 Segregated traffic Figure 9 Ge-fence Figure 10 Ge-exclusin Figure 11 Ge-caging Figure 12 Airprt airspace rganisatin LIST OF TABLES Table 1 - Definitins, acrnyms, and abbreviatins Editin: 1.0 6

7 EXECUTIVE SUMMARY The safe and efficient integratin f unmanned aircraft systems (UAS) int air traffic management (ATM) is ne f the majr challenges in aviatin in the first half f the 21 st century. UAS including Remtely Pilted Aircraft Systems (RPAS) and autmated air vehicles, including driverless persnal air vehicles (DPAV) - are increasingly becming a part f ur day-t-day lives. The vast range f their pssible uses has created a new industry with a large ecnmic ptential. Technlgical develpments are arriving at a much faster pace than fr manned aviatin. Much f the current bdy f UAS regulatin has been written as a reactin t market develpments and emerging risks. Harmnisatin has nt been achieved, therefre, and this affects the ATM perspective. The vlume f peratins has expanded and has t c-exist with manned aviatin n a larger scale, creating the need fr this UAS ATM Operatinal Cncept that describes peratins in Eurpean Airspace f UAS capable f meeting the requirements set fr each airspace classificatin. This includes peratins belw 500ft and abve FL600. It is presented frm a high-level ATM perspective and is fully cmplementary t the EASA Opinin and the detailed CONOPS being defined by the SESAR/H2020 CORUS prject. ICAO has specified fur main requirements fr UAS-ATM integratin: The integratin f UAS shall nt imply a significant impact n current users f the airspace; UAS shall cmply with the existing and future regulatins and prcedures laid ut fr manned aviatin; UAS integratin shall nt cmprmise existing aviatin safety levels nr increase risk mre than an equivalent increase in manned aviatin wuld. UAS peratins shall be cnducted in the same way as thse f manned aircraft and shall be seen as equivalent by ATC and ther airspace users. This peratinal cncept defines tw new sets f flight rule-based peratin: lw-level flight rules (LFR), belw the nrmal minimum VRF height f 500ft in what is termed very lw-level airspace (VLL), and high-level flight rules (HFR), abve FL600. The cncept is primarily based n traffic classes, nt UAS categries r airspace classes, within these types f peratin. Type f peratin - based n flight rules: LFR, IFR/VFR, HFR Class f traffic: Class I, II, III, etc. Class f airspace: Class A-G Categry f UAS - Open, Specific, and Certified (frm EASA Opinin [EASA, 2018]) A tw-step apprach is defined fr integrating IFR-capable UAS int cntrlled airspace, with accmmdatin mstly pssible thrugh FUA/AFUA techniques during ASBU Blck 1 (until 2025), then full integratin with the necessary SARPS frm ASBU Blck 2 (frm 2025). In Eurpe the accmmdatin phase can easily be maintained due t the relatively lw number f UAS peratins. VFR peratins pse additinal challenges cmpared with IFR. The see and avid principle used fr separatin and cllisin avidance in uncntrlled airspace must be replaced by a technical detect and avid system (DAA) f the same level f cnfidence as, and cmpatible with, current see and Editin: 1.0 7

8 avid. Despite prmising results twards finalising such a system and peratinally validating it, it is unlikely that full integratin int VFR airspace can ccur befre arund 2030 (ASBU Blck 3). Due t the limited use f airspace abve FL600, bth by manned aviatin (mstly military) and prspective UAS, UAS peratins in this airspace may be accmmdated fr the near future. LFR peratins are linked t the implementatin f services under U-Space, with accmmdatin up t arund 2021 (U-space U1) thrugh natinal rules and regulatins, and integratin frm 2021 nwards (U-space U2), with harmnised rules and standards, and the deplyment f the adequate infrastructure and capabilities. This UAS ATM peratinal cncept is published in cnjunctin with three discussin dcuments n subjects vital t its implementatin: flight rules, airspace assessment, and a cmmn altitude reference system.. Editin: 1.0 8

9 FOREWORD The UAS air traffic management (ATM) peratinal cncept aims t describe the peratinal ATM envirnment in which manned and unmanned aircraft must c-exist safely, including the airspace belw 500ft. The planning hrizn is up t and beynd The baseline against which the significance f the changes prpsed in the peratinal cncept may be measured is the present Eurpean ATM envirnment in While the peratinal cncept is visinary and even challenging, many f the current practices and prcesses will cntinue t exist thrugh the planning hrizn. In this sense, this peratinal cncept dcument shuld be seen as evlutinary. A key pint t nte is that the peratinal cncept is, t the greatest extent pssible, independent f technlgy; that is, it recgnises that within a planning hrizn f mre than ten years, much f the technlgy that exists r is in develpment tday may change r may cease t exist and be replaced by new, as yet unknwn, technlgies. An peratinal cncept is a statement f what is envisaged. It asks and answers the questin f what utcmes are required fr UAS integratin int the ATM system f the future. It is a visin statement. It is nt a technical manual r blueprint; nr des it specify hw things will be enabled; that lies in lwer dcuments in the hierarchy, which may include cncepts f peratin r use, technical standards and strategic plans. Editin: 1.0 9

10 1 INTRODUCTION Unmanned Aircraft Systems (UAS) 1 - Remtely Pilted Aircraft Systems (RPAS) and autmated air vehicles, including driverless persnal air vehicles (DPAV) (Vlcpter, Kittyhawk, Vahana, etc.) - are increasingly becming a part f ur day-t-day lives. The vast range f their pssible uses has created a new industry with a large ecnmic ptential. Technlgical develpments are arriving at a much faster pace than fr manned aviatin. The wrlds f manned and unmanned aircraft must be integrated in a safe and efficient way since bth types f aircraft will use the same airspace. As much f the current bdy f UAS regulatin has been written as a reactin t market develpments and emerging risks, harmnisatin has nt been achieved and this affects the Air Traffic Management (ATM) perspective. As the vlume f peratins has expanded and has t c-exist with manned aviatin n a larger scale 2, the need fr a UAS ATM Operatinal Cncept has becme a necessity. This dcument describes the peratins in Eurpean Airspace f UAS that are capable f meeting the requirements set per airspace classificatin, including peratins belw 500ft and abve FL In anticipatin f bth an expansin f UAS traffic and its interactin with current manned traffic, this peratinal cncept is presented frm an ATM perspective and is fully cmplementary t the EASA Opinin and CORUS CONOPS. Full implementatin f this peratinal cncept is expected t begin after 2023, when the necessary dcuments, rules and technlgies will be available t enable seamless and safe integratin f UAS int ATM. Sme, perhaps extensive, safe peratins culd be freseen in the near future (as early as 2019) as sme lw-altitude services becme prgressively available. There are several reasns fr changing the name f the riginal RPAS CONOPS t "UAS ATM Operatinal Cncept": the use f the abbreviatin RPAS by ICAO t cver nly internatinal IFR; the use f the abbreviatin suas fr smaller UAS; and the change f scpe f this dcument in the light f ther UAS-ATM CONOPS being develped by, fr example, the CORUS prject. This peratinal cncept will use the term UAS (and UA fr the air vehicle part f the unmanned aircraft system) thrughut, t the exclusin f suas, RPAS, drne, etc. It will cver all types f peratin frm remtely pilted t fully autmated nes. The UAS ATM Operatinal Cncept is a "living dcument" that will be updated when required. It describes the what and as such must be seen as a visinary perspective. The hw will have t be validated thrugh R&D. This, tgether with lessns learnt during deplyment and implementatin, will lead t imprvements in the maturity f the peratinal cncept. 1 All Unmanned Aircraft Systems (UAS), including Remtely Pilted Aircraft Systems (RPAS) 2 UAS peratins are already disturbing the lcal traffic in sme terminal airspaces. 3 This level may differ depending n lcal regulatin. In this peratinal cncept it is set at 60,000ft purely as an example. Editin:

11 1.1 PROBLEM STATEMENT The rapid grwth in civil and military UAS has increased the demand fr access t nn-segregated airspace. The absence f a pilt n-bard the aircraft means that technical slutins and prcedures will have t be develped t integrate the aircraft int nn-segregated airspace. Manned-aviatin is expected t manage dangerus situatins such as ptential cllisins with ther airspace users, cluds and severe weather cnditins, bstacles and grund peratins at aerdrmes thrugh the ability f a pilt t "see and avid" these hazards. The absence f a pilt n-bard als brings the challenge, therefre, f replicating this ability n the UAS, a cncept knwn as "detect and avid (DAA)". The use f small UAS at lwer altitudes is nw a driving frce fr ecnmic develpment. Many f these perate at altitudes belw 500ft abve grund level (AGL). Accrding t the Standardised Eurpean Rules f the Air (SERA) [EU, 2016], 150m/500ft is the lwest available VFR altitude (300m/1,000ft abve twns), and thus creates a pssible bundary between smaller UAS and manned aircraft. Hwever, many VFR flights that have a gd justificatin are authrised belw 500ft AGL by cmpetent authrities. Large numbers f small, undetectable UAS cexisting with manned peratins belw this altitude pses a safety challenge. Additinally, cnsidering that the justificatin fr setting the general minimum flying height f aircraft flying VFR at 500ft AGL is related t the prtectin f persns and prperty n the grund, the risk assciated with UAS perating belw 500ft AGL shuld be carefully cnsidered. Fr nw, n restrictins have been put in place regarding the maximum number f small UAS allwed t perate in a certain area. Integratin f UAS int the airspace between 500ft and 60,000ft as either IFR r VFR is challenging due t the fact that UAS will have t fit int the ATM envirnment and adapt accrdingly. Many UAS aspects such as latency and see and avid have never been addressed befre within this envirnment fr manned aviatin, simply because a pilt is n-bard the aircraft, capable f handling these issues in a safe and timely manner. Als, these human capabilities have never been fully translated int system perfrmance as they were placed under gd airmanship fr see and avid, r simply nt addressed at all. Unmanned aircraft will nt nly be encuntered at lw altitudes but als in the higher altitudes bands (i.e. abve FL 600), nrmally used fr specific military aircraft. 4 Manned aviatin is cnsidered acceptably safe due t the cntributins f many factrs such as initial airwrthiness (design, manufacturing quality), cntinuing airwrthiness (maintenance) and peratinal apprvals, the ATC system, safety nets, cckpit autmatin, etc., tgether with many years f experience and the diligent applicatin f lessns learned frm safety events. These factrs are nw challenged by the intrductin f a new type f airspace user, with a large number f flights, f different types and sizes, and with perfrmance envelpes greatly different frm thse fr which tday's air traffic prcedures were designed. This challenge lies in the quantificatin f these safety 4 Private cmpanies such as Facebk, Ggle and thers are lking at the use f high-altitude unmanned aircraft t prvide a pan-eurpean 4G netwrk in remte areas arund the wrld. Such peratins will take place abve FL600 fr weeks n end, but they will have t use the lwer airspace vlumes t reach r return frm their peratinal envirnment. This can impact traffic flws and the ATC system. Facebk intends t use 6000 slar pwered aircraft and Ggle, unmanned ballns t achieve this. Editin:

12 attributes, due t the intrductin f new aspects such as latency f cmmunicatins 5, autmatin and cntingency 6. It als shws up ptential areas where imprvements are required in manned aviatin (e.g. fr a mre efficient See and Avid rule). 1.2 SCOPE This peratinal cncept aims t describe the peratinal ATM envirnment, including the airspace belw 500ft, f manned and unmanned aircraft, thereby ensuring a cmmn understanding f the challenges, and aims t create a level playing field fr all the ATM players invlved. It cnsiders all types f unmanned peratin and makes n distinctin between civil r military peratins, as the integratin challenges are identical. This peratinal cncept is aligned as clsely as pssible with the ICAO Glbal Air Navigatin Plan (GANP) [ICAO, 2016a], supprts the EASA pinin [EASA, 2018] and addresses all phases f flight. This peratinal cncept des nt describe r address different detailed scenaris, but prvides an peratinal ATM perspective based n areas f peratin; Grund t the lwest VFR altitude (generally 500ft AGL) Frm the general minimum VFR flying height (generally 500ft AGL) up t FL6007 (including aerdrmes) Abve FL600 (depending n the state). The transitin frm the present time-frame until full establishment f this UAS ATM peratinal cncept is described in the Appendixes. 1.3 INTENDED AUDIENCE This is a high-level dcument and as such may be read by anyne needing t understand the general peratinal cncept behind integrating UAS int the airspace. This includes manufacturers, pilts, and peratrs f UAS; ANSPs and natinal airspace regulatrs; manufacturers f UTM equipment and apps; etc. 5 Delay experienced in the cmmunicatin between the remte pilt and the air traffic cntrller and between the remte pilt and the UAS culd be substantial. 6 In case f lss f cmmunicatin between the pilt and the RPA, r ther technical failure, the RPA shall have the capability f engaging a prgrammed cntingency prcedure. 7 Refer t ftnte 3 Editin:

13 2 GENERAL CONSIDERATIONS This peratinal cncept assumes that the required technlgy, standards, prcedures and regulatins will be available as freseen [ICAO, 2016b] in the 2018 t 2024 time-frame. Current flight rules are described in ICAO Annex 2 [ICAO, 2005], subsumed int the SERA [EU, 2016] and are made up f general flight rules supplemented by the mre specific VFR r IFR. These rules apply t the ttality f the airspace. Fr safety reasns it is stated that general flight rules apply regardless f type f aircraft and airspace class. In rder t meet ne f the integrating principles i.e. nt negatively affecting existing aviatin, it is nt freseen t mdify VFR and IFR. Cnsidering that a significant number f UAS peratins culd ccur belw 500ft AGL, the use f airspace between the grund and 500ft AGL needs t be rganised in a manner that guarantees that the current levels f safety are maintained. This culd be dne using specific flight rules that wuld apply n tp f the existing rules, including fr cntingency aspects. Visual Flight Rules Instrument Flight Rules Lw-level Flight Rules High-level Flight Rules VFR IFR LFR HFR ICAO Annex 2 Chapter 4 ICAO Annex 2 Chapter 5 T be develped T be develped SERA SERA General Flight Rules ICAO Annex 2 Chapter 3 SERA Sectin 3 Figure 1 Applicatin f Flight Rules 2.1 ACCESS TO SPECIFIC AIRSPACE VOLUMES The term Very Lw Level (VLL) peratins is used t make a clear distinctin fr peratins belw the lwest VFR altitude see Figure 2. It describes an airspace vlume between the grund and the lwest VFR altitude (generally 500ft AGL) 8 where specific rules are required fr the safe cexistence f manned and unmanned peratins. CTRs are nt a part f VLL. As nearly all states have filed exemptins t perate belw 500ft and there is n harmnisatin f this, the case fr additinal flight rules in VLL is very strng. EASA is develping harmnised rules fr UAS in the EU [EASA, 2018] including specific rules fr small UAS. Supprting EASA-prpsed rules 8 Other principles may apply, hwever, such as the glide free principle (SERA.5005(f)(b)) r state decisin t require higher minimum height fr security purpse (SERA.3105) [EU, 2016]. Editin:

14 with specific rules fr VLL will imprve Eurpean standardisatin and facilitate the develpment f UAS peratins. If these rules are nt supprted by harmnised rules f the air, it will becme very difficult t implement them in envirnments where the airspace is nt rganised in a standard way t take all users and all needs (including, fr example, emergencies) int accunt. The airspace abve FL600 9 is uncntrlled in many states. Very High Level (VHL) peratins, abve FL600, have mstly been cnducted by the Military. With the develpment f remte ballns and slar pwered high-altitude aircraft, this envirnment is expected t becme increasingly busy and flights in this airspace will need t be rganised in the near future, taking many differences in perfrmance int accunt. (See als sectin ) 2.2 LOW LEVEL FLIGHT RULES (LFR) These will be applicable t peratins belw the lwest VFR altitude cvering subcategries fr VLOS and BVLOS peratins. The LFR will define the rules f the air fr UAS and will have t be cmpatible with VFR since VFR traffic uses this airspace. Due t the difficulty f manned aviatin t see and avid small UAS, in the cases when they are nt separated by airspace design the latter will have t be respnsible fr remaining clear f the frmer. Similarly, BVLOS, when nt kept apart frm VLOS, will need t have right f way ver VLOS. 2.3 HIGH LEVEL FLIGHT RULES (HFR) These will apply t peratins abve FL600 9 and cver all peratins n manned and unmanned aircraft perating in this airspace. These rules must be cmpatible with IFR but may warrant additinal requirements. 2.4 IFR/VFR AIRSPACE REQUIREMENTS It is assumed that all UAS perating as IFR/VFR traffic within airspace classes A-G will cmply with the relevant airspace requirements in the same manner as manned aircraft. Operatins in the airspace where cmmercial transprt aircraft nrmally perate culd demand additinal peratinal perfrmance requirements cvering speed, reactin time, turn perfrmance, and climb/descent perfrmance. The general principle fr the integratin f UAS int airspace where VFR/IFR traffic is perating is that capabilities shuld be available that prevent cllisins between UAs and ther UAs r between UAs and manned aircraft. In cases where such capabilities are nt available r are degraded, the airspace shuld be rganised and allcated in rder t guarantee that there is n risk f cllisin. ASM/FUA- AFUA cncepts and airspace structures defined by ICAO wuld be the primary means f achieving such an airspace rganisatin. 9 There is n cmmn bundary fr flights abve IFR and VHL peratins. FL600 has been taken t be sft bundary t this airspace vlume and any ther upper UIR limit may be taken depending n state-specific regulatins. Editin:

15 Max acceptable altitude 500 ft VFR LFR VFR LFR VFR LFR 0 Cities, twn r settlements r ver an pen-air assembly f persns (Annex 2 chapter 4) Figure 2 Limits f VFR Nte: lwest VFR altitude abve urban areas is 1000ft abve the highest bstacle in the area [EU, 2016]. 2.5 OPERATIONS AT AERODROMES OTHER THAN DEPARTURE AND ARRIVAL There are tw types f peratin at aerdrmes: Thse similar t the nes perfrmed by manned aviatin (VFR/IFR). Operatins executed by small UAS in supprt f ATC (runway inspectins, weather, grund peratins, etc.) airlines (fuselage inspectins, etc.) additinal services t aerdrmes (security, perimeters checking, car park, etc.) These types f peratin will be cnducted as VLOS r BVLOS. The cmpatibility f this mix f peratins in relatinship t the rules f the air is crucial fr efficient and safe peratins within the CTR. Editin:

16 3 OPERATIONAL APPROACH T address the variety f UAS peratins, this peratinal cncept is primarily based n traffic classes, nt UAS categries r airspace classes. These last tw typlgies are used as secndary typlgies. In this peratinal cncept, the traffic classes will therefre be defined thrughut the dcument fr each type f peratin (see sectin 5) and are as fllws: Type f peratin: based n flight rules: LFR, IFR/VFR, HFR Class f traffic: Class I, II, III, etc. Class f airspace: Class A-G Categry f UAS - Open, Specific, and Certified (frm EASA Opinin [EASA, 2018]) An example f this type f rganisatin is given in Appendix GENERAL INTEGRATION REQUIREMENTS There are 4 main integratin requirements [ICAO, 2015]: The integratin f UAS shall nt imply a significant impact n current users f the airspace; UAS shall cmply with the existing and future regulatins and prcedures laid ut fr manned aviatin; UAS integratin shall nt cmprmise existing aviatin safety levels nr increase risk mre than an equivalent increase in manned aviatin wuld. UAS peratins shall be cnducted in the same way as thse f manned aircraft and shall be seen as equivalent by ATC and ther airspace users A TWO-STEP APPROACH: ACCOMMODATION THEN FULL INTEGRATION: Presently, UAS can benefit mstly frm the latest FUA/AFUA techniques, and perate under prtectin either thrugh dedicated crridrs (as is currently dne ver the Mediterranean) r thrugh creating a dynamic segregatin bubble arund the UA, which places fewer restrictins n airspace usage. This allws fr early UAS flights befre the required technlgy, standards and regulatins are in place. T fully integrate UAS as any ther airspace user, a tw steps apprach is prpsed: accmmdatin then integratin in line with the ICAO GANP Aviatin System Blck Upgrades (ASBU) [ICAO, 2016b] (see Appendix 2) IFR OPERATIONS 1. Accmmdatin during ASBU Blck 1 (until 2025) Due t the current absence f regulatin and industry standards, accmmdatin f IFRcapable UAS in cntrlled airspace is, fr the time being, mstly pssible thrugh FUA/AFUA 10 Specifically fr cntingency prcedures (due t lss f data link) ATC will nt be able t handle many different recvery prcedures. Editin:

17 techniques. In Eurpe this phase f accmmdatin can easily be maintained due t the relatively lw number f UAS peratins. 2. Integratin frm ASBU Blck 2 (2025 nwards) It is expected that the essential SARPS, which will enable civil and military UAS t fly in nnsegregated airspace, will be in place by 2023 (ASBU Blck 2) [ICAO, 2013]. With the availability f regulatins, standards and relevant supprting technlgy UAS will, if necessary, be able t integrate as any ther airspace user, when meeting the specific airspace requirements based n the principles explained abve VFR OPERATIONS VFR peratins pse additinal challenges cmpared with IFR. The see and avid principle is the primary means f separatin and cllisin avidance in uncntrlled airspace tday. It is als the primary means f aviding cllisins between VFR and IFR in uncntrlled airspace, r in airspace classes where separatin between VFR and IFR is nt prvided. A technical detect and avid system (DAA) f the same level f cnfidence as, and cmpatible with, current see and avid has yet t be finalised and peratinally validated. Despite prmising results twards reslving this issue, it is nt cnsidered realistic t accmmdate UAS int VFR peratins in cntrlled r uncntrlled airspace at present, r t anticipate full integratin befre arund 2030 (ASBU Blck 3) in this cntext LFR OPERATIONS 1. Accmmdatin up t arund 2021 (U-space U1) [SJU, 2018] Current VLL peratins are accmmdated thrugh natinal rules and regulatins, and require harmnisatin. In this timeframe, the first U-Space services will be implemented t supprt accmmdatin. 2. Integratin arund 2021 nwards (U-space U2) With the implementatin f harmnised rules and standards, and the deplyment f the adequate infrastructure and capabilities, small UAS will be fully integrated int VLL airspace, safely cexisting with all ther airspace users HFR OPERATIONS Since the use f airspace abve FL600 by manned aviatin is currently limited t certain military peratins, and since nly a few UAS peratrs have s far expressed an interest in using this airspace, it is cnsidered that these UAS peratins may be accmmdated fr the near future. Editin:

18 UAS Operatins flight rules IFR Accmmdatin Integratin VFR Accmmdatin Integratin LFR Accmmdatin Integratin HFR Accmmdatin à? Figure 3 Timeline fr accmmdatin and integratin f UAS int flight rules 3.3 OPERATIONAL ENVIRONMENT ASSESSMENT Operatins in VLL airspace are nt cnsistently rganised at present. They are addressed state-bystate as an exemptin t the SERA/ICAO Annex 2. S far, the SERA have nt recgnised VLOS r BVLOS as legitimate peratins, althugh ICAO Annex 2 was amended with an appendix n RPAS in The EASA Opinin [EASA, 2018] is an initial step twards reslving this. Therefre, these types f peratin can nly be accmmdated lcally. Althugh lcal accmmdatin des nt mean a reductin in safety levels, with the increase in the number f peratins f small UAS, there is an increasing need t rganise their safe cexistence with manned peratins, and each ther. In manned aviatin, airspace design has been the crnerstne in rganising airspace t meet the safety demands fr aircraft peratins. The relatively small vlume f UAS traffic tday des nt yet require a similar apprach, althugh slutins must be develped befre this vlume reaches the level where they becme a critical necessity. The present envirnment therefre needs t at least be cnsidered thrugh the develpment f a reference benchmark that identifies the psitive and negative aspects f integrating UAS int tday's airspace. Drivers fr this are: the spread and increase in peratins, cmbined with the c-existence f VLOS and BVLOS peratins, and manned traffic; a rise in urban peratins that create envirnmental and privacy issues, including nuisance (nn-)acceptance; an imprvement in UAS perfrmance (speed, range, prpulsin, altitude, etc.); the perfrmance f UAS CNS infrastructure r UTM/U-Space [SJU, 2018] cverage. An airspace assessment apprach shuld adapt the rganisatin f the airspace, including the selectin and designatin f airspace classificatins, t meet the increasing demand f UAS peratins, while ensuring that safety levels are maintained. Such an apprach shuld cnsider the fllwing aspects: Editin:

19 Existing airspace classificatin CNS infrastructure r UTM/U-Space availability/perfrmance Traffic cmplexity, frecast and density Zning areas (hspitals, heliprts, schls, etc.) Gegraphic situatin (muntains, urban areas) Traffic flws Nise Privacy Security High-frequency radi transmissins (interference) UAS AIRSPACE STRUCTURES Based n the utcme f the airspace assessment, specific r dynamic UAS structures can be used t rganise traffic. Such specific UAS structures culd easily be created under the legal umbrella f airspace restrictins existing in the ICAO framewrk (danger, restricted, prhibited). The general term used t define these areas is drne 11 znes. These include, but are nt limited t: N drne znes (NDZ): UAS are ttally prhibited in this vlume unless granted special authrisatin (e.g. gvernment UAS) Limited drne znes (LDZ): UAS are allwed if they meet specific requirements and/r d nt exceed a defined number in this vlume Exclusive drne znes fr unplanned drne peratins (EDZu): all ther traffic is excluded frm these vlumes, which are reserved fr unplanned UAS VLOS peratins. Exclusive drne znes fr planned drne peratins (EDZp): all ther traffic is excluded frm these vlumes, which are reserved fr planned UAS peratins. Exclusive drne znes fr passenger peratins (EDZm): all ther traffic is excluded frm these vlumes, which are reserved fr urban mbility UAS peratins (DPAVs). Dedicated UAS rutes: Waypints dedicated t UAS traffic create a pan-eurpean netwrk f UAS rutes designed t supprt segregatin f manned traffic frm unmanned traffic, thus increasing the level f safety in the airspace fr heavy traffic GEO-AWARENESS Ge-awareness is a functin that can detect a ptential breach f airspace limits and prvides the remte pilt with sufficient infrmatin and an apprpriate alert t allw them t take effective actin t prevent that breach, much in line in what happens tday with manned aircraft. It defines hw infrmatin n the airspace restrictins mentined in sectin is managed and shared with UAS and manned peratrs in a specific airspace vlume. 11 Ntwithstanding the statement in sectin 1 that nly the terms UAS r UA wuld be used, this term, and the fllwing initialisatins are already widespread and s the term drne is admitted here t mean any type f UA. Editin:

20 Ge-awareness cmplements airspace design by ffering additinal and dynamic prtectin t infrastructure, peple, and ther traffic. It generically aims t prevent a UA frm crssing a gegraphically and temprally designated airspace limit. It cmprises, but it is nt limited t: Ge-caging: aims t prevent an RPAS frm flying utside f a predetermined vlume (e.g. a hangar at an aerdrme when ding a fuselage inspectin) Ge-exclusin: aims t prevent a particular UA r a set f UAs frm flying int a predetermined vlume (e.g. prtectin bubble arund electrmagnetic surce t avid interference due t masking r damage t the UAS due t electrical verlad) Nte: a ge-fence is defined by gegraphical crdinates and a time slt (4D definitin), e.g.: A circle f radius 2NM centred n N, E. Upper limit: 2000ft. Lwer limit: SFC Permanent Ge-caging wuld cnfine a UA t within this shape; ge-exclusin wuld prhibit a UA frm entering it. In future, ge-awareness culd be built int the UAS, especially fr ge-exclusin related t the mst sensitive areas. It wuld add an additinal prtectin by remving the risk f human errr r nncperative behaviurs COMMON ALTITUDE REFERENCE SYSTEM T avid cllisin in a scenari where tw UAS, r a UAS and a manned aircraft, are appraching each ther and signalling their relative 3D (r 4D) psitins, there must be n cnfusin abut any aspect tempral, hrizntal, vertical. This requires a scheme that gives a cmmn value fr altitude abve any given grund psitin, n matter where a UAS flight started r what ther cnditins pertain. The figure shuld be abslute and derived directly by the aircraft, withut reference t any external datum such as the grund level at take-ff, nr t any calibratin prcess that an peratr culd inadvertently carry ut incrrectly. The scheme shuld als wrk after a system rebt etc. If the vertical separatin f UAS is ging t be small enugh t allw them t pass while maintaining a reasnable clearance abve the grund t minimise nuisance, the uncertainty f this abslute measurement needs t be quite small t within a few metres. A cmmn altitude reference system must be cmpatible with (future) mapping systems that detail the height f the grund, and buildings, trees and ther grund-referenced bjects, s that these may be avided. Similarly, it must be cmpatible with the crdinate system used t define ge-fencing vlumes. 3.4 OPERATIONAL RISK ASSESSMENTS FOR UAS/ATM INTEGRATION In rder fr UAS t perate as nn-certified aircraft in VLL, an peratinal risk assessment such as defined in the SORA must be executed t ensure that the intended peratins d nt cmprmise the level f safety in ATM. The implementatin f this nn-standard safety assessment prcess requires that the peratr be prvided with infrmatin enabling them t run the risk assessment prcesses. Editin:

21 This assessment must be backed by reliable and validated data, i.e. with high integrity. This is essential t allw peratins f nn-certified UAS in mixed traffic envirnments with certified aircraft DATA SETS The required data fr the risk assessment will be divided int Traffic Static Data (TSD) and Traffic Dynamic Data (TDD). TSD will supprt a generic risk assessment accessible t registered peratrs t prepare fr their peratin, which will have t be subsequently cmplemented by TDD t fine tune the risk assessment. The TSD dataset is cmpsed f the infrmatin necessary fr such a generic risk assessment, with a stability f infrmatin at least equal t a week. A cycle, similar t AIRAC, will have t be rganised t update the TSD dataset. The TDD dataset is cmpsed f all the infrmatin necessary fr this assessment, but whse stability is less than a week and with a refresh rate n greater than 6 hurs. The TSD and the TDD datasets are timestamped. The risk assessments will be perfrmed at a strategic and tactical level. The TSD will feed the strategic risk assessment (SRA) submitted t the aviatin authrity. The SRA ensures that, accrding t the infrmatin available at the time f the request, the peratin is expected t be safe. A lcal SRA r part f a lcal SRA can be autmatically generated by ne f the services prvided by the UTM (Generic Risk Assessment GRA). The Tactical Risk Assessment (TRA) includes TDD t refine the SRA/GRA. It addresses risks that cannt be knwn when the SRA/GRA was perfrmed and submitted. The peratr must perfrm the TRA and transmit the results t the cmpetent authrity. The utcme f the cmbined risk assessment is expected t lead t defining specific and dynamic UAS airspace structures cmplemented by the implementatin f ge-exclusin znes. The TSD and the TDD datasets will reflect these znes. Editin:

22 4 UNMANNED TRAFFIC MANAGEMENT UTM/U-SPACE 4.1 UAS MANAGEMENT IN VLL Many initiatives and actual deplyments are underway t develp and implement UAS management systems. Unmanned Traffic Management (UTM) as develped by NASA r U-Space as described by the EC are nly tw examples. Bth strive t have a UAS management system in place supprting unmanned peratins in urban and nn-urban-areas. A UAS management system is essential t ensure safe integratin f large amunts f UAS and manned traffic in VLL. The system will be built n high levels f autmatin, as it will nt be pssible t prvide ATC-like services due t the expected numbers f UAS and the challenging envirnments cncerning tracking UTM BUILDING BLOCKS In principle, a UAS management system prvides three main building blcks r services: Data management: Ge-fencing-based prtectin f airspace znes; NOTAMs; Weather; Situatinal awareness: Flight planning; Surveillance; Air situatin display and cnflict alerting; Small UAS Traffic Management: Flight apprvals; Air traffic flw management; Airspace management; Infrastructure service levels (CNS) UTM AREA The UTM area is expected t be belw 500ft AGL, r 1000ft 12 abve the highest bstacle in urban areas - excluding areas under the respnsibility f ATS - r higher if authrised UTM RELATIONSHIP WITH ATM UTM prvides services in its area f respnsibility. Sme f these services are similar t ATM services. Such services must have a high-level f crdinatin with ATM. Therefre, fr these services, UTM is part f ATM. 12 Sme cities such as Paris have a higher minimum altitude fr flying, hence a higher tp f VLL. Editin:

23 The ther services prvided by UTM are specific and can be separately handled by UTM 13. These can include such things as: flight registratin t enable regulatry authrities t manage where UAs fly, including management f NDZs and LDZs; linking flight registratin f all UAs, r specific categries f UA, t an authrisatin management system based n the applicable regulatin; dynamic real-time prcessing f authrisatins and restrictins thrugh smartphne apps; supply f ge-fencing data directly t the UA if a standard interface is available; prviding access t the apprpriate authrities fr legal verificatin etc UTM RELATIONSHIP WITH RISK ASSESSMENTS When UTM is deplyed, the air and grund risk assessments will use infrmatin prvided by the UTM system, as the system has details f bth the air and grund situatins. UTM will prvide a reflectin f manned aviatin and ATM by ensuring efficient and safe integratin r segregatin f all types f airspace user in VLL. Other functins will manage the risks assciated with flight crew licencing and airwrthiness. 13 Several such UTM systems, e.g. Airmap, Altitude Angel, Clibrex, Unifly, are already available n the market. Editin:

24 5 FLIGHT RULES It is envisaged that UAS will perate in a mixed envirnment adhering t the requirements f the specified airspace it is perating in. UAS will be able t perate as fllws: High-level Flight Rules (HFR) fr stratspheric peratins,abve currently cntrlled airspace FL6009; Instrument Flight Rules (IFR) r Visual Flight Rules (VFR) fllwing the same rules that apply t manned aircraft. These can be cnducted in RLOS r B-RLOS cnditins; Lw-level Flight Rules (LFR) in additin t existing rules f the air fr peratins in VLL airspace. As yet, nly IFR and VFR rules exist. 5.1 VERY HIGH-LEVEL OPERATIONS (VHL): HFR RULES APPLY Stratspheric unmanned flights perating at altitudes abve FL600 9 are expected t grw in numbers. 14 Apart frm military High-Altitude Lng Endurance (HALE) UAS, several ther vehicles (i.e. weather ballns, space rckets, Virgin Galactic) perate thrugh r in this blck f airspace. At this mment, n management f this traffic is freseen in mst parts f the wrld. Particular attentin shuld be given t the entry and exit t/frm this high-altitude vlume as its traffic will need t interact with the airspaces belw. 5.2 IFR/VFR OPERATIONS Fr UAS t fly in either IFR r VFR they must meet the airspace requirements set fr manned aviatin. These peratins include: aerdrmes, TMA and en-rute. Fr IFR-capable UAS, additinal requirements can be set fr flying in the vlumes f airspace where manned transprt aircraft perate. As such it is envisaged t have minimum perfrmance standards fr elements such as speed, climb/descent speed, turn perfrmance and latency. Due t the technical and regulatry challenges it is nt freseen t have VFR peratins in the near future (as defined in Appendix I) as they will require a majr investment in technlgy (detect & avid) and must als take nn-crprative traffic int accunt. 5.3 VERY LOW-LEVEL OPERATIONS (VLL): LFR RULES APPLY Operatins perfrmed at altitudes belw 500ft are nt new t manned aviatin as many peratrs - plice, armed frces, ballns, gliders, trainings, fire-fighting, ultra-light aircraft etc. - are allwed t perate in this envirnment. Currently VFR traffic may perate here, under specific cnditins prescribed by the natinal cmpetent authrities, cnditins that can differ frm state t state. UAS perating in this vlume f airspace d nt cnfrm t either IFR r VFR as defined in the SERA [EU, 2016], and this safety prblem must be addressed. 14 As already described in sectin 1.1, private cmpanies such as GOOGLE and FACEBOOK fresee the extensive use f unmanned aircraft and ballns t ensure a glbal 4G/5G netwrk supprting their internet business mdel. Editin:

25 LFR shuld include pririty and avidance rules that are yet t be defined, e.g. between UAS and manned aircraft, BVLOS and BVLOS, VLOS and BVLOS. Until capabilities and/r services guaranteeing cllisin-avidance becme available, LFR will require airspace t be rganised in a way t ensure that cllisins are avided by segregatin and that safety levels are maintained. These new flight rules will cater fr additinal equipage requirements and thereby enable the right f way rules fr VFR, VLOS and BVLOS peratins. They will als enable the definitin f znes in this airspace such as thse described in sectin Editin:

26 6 REFERENCES Amazn, Revising the Airspace Mdel fr the Safe Integratin f Small Unmanned Aircraft Systems. Amazn Inc. Available at del_fr_the_safe_integratin_f_suas.pdf EASA, Technical Opinin - Intrductin f a regulatry framewrk fr the peratin f drnes. TE.RPRO Eurpean Aviatin Safety Agency, Clgne. Available at y%20framewrk%20fr%20the%20peratin%20f%20unmanned%20aircraft.pdf EASA, Opinin 01/2018 "Unmanned aircraft system (UAS) peratins in the pen and specific categries". Eurpean Aviatin Safety Agency, Clgne. Available at ESRG, Radmap fr the integratin f civil RPAS int the Eurpean Aviatin System. Eurpean RPAS Steering Grup. Available at: EU, Cmmissin Implementing Regulatin (EU) N 923/2012 f 26 September 2012 laying dwn the cmmn rules f the air etc. amended by Cmmissin Implementing Regulatin (EU) 2016/1185 f 20 July 2016 and Cmmissin Implementing Regulatin (EU) 2017/835 f 12 May 2017 (and thers where applicable). Available at lex.eurpa.eu/legal-cntent/en/txt/?qid= &uri=celex:02012r FAA, Glbal Psitining System (GPS) Standard Psitining Service (SPS) Perfrmance Analysis Reprt. Reprt N. 96. FAA William J. Hughes Technical Center, Atlantic City, NJ. Available at ICAO, Annex 2 versin 10 (amended as applicable) f the Cnventin n Internatinal Civil Aviatin - chapters 4 and 5. ICAO, Mntréal, Canada. Available at (update f 19/11/2009. Later versins available fr purchase frm ICAO) ICAO, Manual n Remtely Pilted Aircraft Systems (RPAS). ICAO Dc ICAO, Mntréal, Canada. Available at ICAO, 2016a. Glbal Air Navigatin Plan (GANP). ICAO, Mntréal, Canada. Available at ICAO, 2016b. Wrking Dcument fr the Aviatin System Blck Upgrades. ICAO, Mntréal, Canada. Available at ICAO, Remtely Pilted Aircraft System (RPAS) Cncept f Operatins (CONOPS) fr Internatinal IFR Operatins (unedited draft). ICAO, Mntréal. Available at JARUS, Guidelines n Specific Operatins Risk Assessment (SORA). Jint Authrities fr Rulemaking f Unmanned Systems. Available at SJU, Blue print n U-space. SESAR Jint Undertaking, Brussels. Available at Editin:

27 APPENDIX 1 POTENTIAL OPERATIONAL CONCEPT IMPLEMENTATION As UAS are very difficult t categrise due t the large variety f shapes, sizes and perfrmance, this peratinal cncept prpses rganising UAS traffic int classes (see sectin 3). A class f UAS traffic is a set f flying rules, peratinal prcedures and system capabilities applicable t the UAS and t the peratr when perating the UAS in a prtin f the airspace. Different traffic classes have been develped t supprt the management f large numbers f UAS peratins. Each prpsed class f UAS traffic shall be implemented with all elements and requirements, as described. Implementatin f individual elements will nt be able t supprt safe integratin f UAS int ATM. A1.1 VERY LOW-LEVEL UAS OPERATIONS This part f the peratinal cncept addresses peratins f UAS between grund level and 500ft 15 AGL. It assumes that the current rules f the air will nt be adapted t take lw-level UAS peratins in this layer int accunt; a new set f rules - LFR - will be develped t cmplement existing rules f the air. These rules will include apprpriate airspace segregatin fr cases where cllisin avidance cannt be guaranteed. A1.1.1 SPECIAL REQUIREMENTS FOR URBAN OPERATIONS Urban peratins will require additinal requirements frm UAS due t the cmplexity f the airspace, interactin with manned aircraft, and a higher risk t peple and prperties. All urban peratins (manned and unmanned) will require prir authrisatin and tracking. BVLOS peratins will require a detect-and-avid (DAA) system that nt nly avids cllisin with ther airspace users but als with bstacles. An airspace assessment will be required t determine CNS and UTM/U-Space cverage, and risk t peple, prperty and the envirnment. A1.1.2 VERY LOW LEVEL INFRASTRUCTURE: UTM/U-SPACE In rder t accmmdate the expected grwth f traffic in this airspace and t ensure an acceptable level f safety, a supprting infrastructure is required. This system is called U-Space r UTM. UTM is cmplementary t ATM as it expands the lgic f services t airspace users in vlumes f airspace where ANSPs currently prvide n services. These services must interact and exchange infrmatin, but there must be n verlap f cnflicting services r areas f respnsibility. UTM r U-Space has three basic elements; Data management; Situatinal awareness; Traffic management. 15 Different bundary altitudes can be applied by the authrising state Editin:

28 This system will prvide a series f lcatin and infrmatin services, aiming t prvide infrmatin t UAS pilts and manned traffic. Such a system culd be based n existing technlgies, such as the pan-eurpean mbile phne netwrk. Specific UAS rute planning, reprting systems, authrisatin and infrmatin systems are already in use in several states. UTM/U-Space will have t cater t the fllwing aspects: UAS registratin; UAS identificatin; UAS flight planning; UAS flight authrisatin; Real time UAS tracking capability; Prvisin f actual weather and aernautical infrmatin. As previusly mentined, until any liability aspects are addressed, this infrastructure will be unlikely t supprt the active cntrlling f UAS at lwer altitudes. The large number f UAS will als mean that such systems are likely t be highly autmated. The system will therefre supprt peratins and will be able t prvide sufficient data t enable the remte pilt t safely execute a UAS flight, based n the infrmatin made available t them. Data required culd include, but are nt limited t: Filed flight plans; Active UAS flight plans; Airspace data; NOTAMs; Weather; Infrastructure availability; Ge-fencing. The fllwing assumptins have been made: The state has executed an airspace assessment and a safety assessment; Ge-fencing is in place; Where a surveillance capability is required, it is similar t, in terms f perfrmance, and cmpatible with that f manned aircraft (but will prbably nt use 1090Mhz16); At least ne C2 service is available fr BVLOS peratins; VLOS peratins are tracked; UTM/U-Space infrastructure is in place. 16 The use f 1090 Mhz has nt been intended t cater fr UAS and can, if verladed, negatively impact manned aviatin and ATC system tracking capability. Editin:

29 The EC has public-shed a blueprint which has an implementatin schedule as fllws: Figure 4 EC U-Space Blueprint implementatin timeline A1.1.3 AIRSPACE ASSESSMENT An airspace assessment has t be undertaken t determine where UAS are able r allwed t fly. This is wider than just aviatin specific. Fr the aviatin perspective, the fllwing aspects have t be taken int accunt: existing airspace structures; airspace density based n filed flight plans, and frecasts; CNS infrastructure; risk t third parties n the grund; envirnmental cnsideratin; military activities. Apart frm the actual airspace assessment in cllabratin with all the knwn entities perating in the manned aviatin wrld, data n areas where drnes are nt allwed culd als be prvided by plice, hspitals, prisns, lcal authrities (municipal r reginal cuncils, prt-authrities, etc.) and industry. The actual assessment shuld be undertaken in 3D airspace blcks. These blcks culd have an accessibility level taking int accunt the fllwing high-level parameters: cmmunicatins - availability f C2; Editin:

30 navigatin - ability t navigate; surveillance - capable f being tracked; risk - level risk t ther airspace users r peple r structures n the grund. nuisance - level f nuisance t peple n the grund Depending n the accessibility levels defined fr each f the five parameters, certain f the traffic classes will be able t perate in that specific airspace blck. Sme accessibility levels will require specific equipage r pilt qualificatin. Lastly, znes where interference frm utside surces culd impact the safe flight f a UAS shuld be taken int accunt, as shuld znes where UA peratin will impact safe r effective peratin f the grund facility. These include airspace vlumes arund: slar panels; satellite transmissins; wind energy parks; military radar installatins; GPS Receiver Autnmus Integrity Mnitring (RAIM); severe weather ; high-intensity radi transmissin. A1.1.4 VLL TRAFFIC CLASSES The traffic classes fr VLL traffic that can perate frm grund up t 500ft 15 are defined as fllws: Class I - "pen" categry VLOS: Reserved fr EASA "pen" categry [EASA, 2018]; VLOS nly; Class I has 3 sub-classes as defined in the EASA Opinin [EASA, 2018] Subcategry A1 is the light-weight buy-and-fly categry (vehicle classes C0 and C1 [EASA, 2017]) that will be able t fly up t 50m altitude in lw-risk envirnments, in areas f lw traffic density, and remain clear f n-drne znes such as aerdrmes; Subcategry A2 is fr peratins with vehicle class C2 up t 120m altitude, away frm peple, flwn by pilts wh have passed an n-line test ; Subcategry A3 is fr peratins with vehicle classes C2, C3 and C4, and hme-built UAS up t 25kg MTOM up t 120m AGL altitude, which d nt endanger uninvlved peple, flwn by pilts wh have passed a theretical and practical exam. A ge-fencing capability that ensures that this categry remains utside NDZs is required fr UAs in classes C1, C2 and C3. [EASA, 2018] Class II - free flight: "specific" r "certified" categry [EASA, 2018]; VLOS and BVLOS; This class perates in free flight due t the nature f their peratins such as surveys, filming, search and rescue, and ther peratins that have n fixed rute structure. Class II flights and are subject t the fllwing requirements: Editin:

31 Flight planning if required by the standard scenari [EASA 2018, UAS.SPEC.025] and the peratr is nt exempt [EASA 2018, UAS.SPEC.030, 035]; Mandatry authrisatin fr peratin if required by the standard scenari [EASA 2018, UAS.SPEC.025] and the peratr is nt exempt [EASA 2018, UAS.SPEC.030, 035]; Surveillance capability; Free-flight capability; Must be capable f self-separating in 3D; Cmmn altitude reference system. Class III - medium/lng haul traffic: "specific" r "certified" categry; BVLOS peratins nly; Fr transprt, at higher altitude and speed, r surveillance at lwer speed and altitude (pwerline, railway line, gas pipe,, etc.); This traffic can perate as free flight r n a structured cmmercial rute depending n the requirements set by the airspace assessment: Flight planning; Mandatry authrisatin fr peratin; Surveillance capability; Free flight r rute structure; When utside segregated airspace: Must be capable f self-separating in 3D; Cmmn altitude reference system. Class IV - special peratins: "specific" r "certified" categry; VLOS and BVLOS peratins; Very specific types f peratin that will be assessed n a case-by-case basis, fr example flying in areas that are therwise nt permitted (NDZ) r in ways that are therwise nt permitted (high wind, high MTOM, abve crwds, etc.) Can be civil, state r military peratins and as such require special authrisatin; Can perate in urban areas, aerdrmes and ther specific lcatins; This class is designed fr highly specialised peratins and as such nt many f these types f UAS are expected. A1.1.5 CONCEPTUAL OPERATIONAL OPTIONS There are three pssible ways that UAS peratins can evlve and these three ptins can be part f a phased apprach. This largely depends n the specificities that were identified in the airspace assessment. Present Situatin Operatins are cnducted as at present because, fr example, there are a relatively lw number f UAS peratins. N airspace assessment is required since mst n-drne znes (NDZ) r limited drne znes (LDZ) are already identified, fr example: Aerdrmes Editin:

32 Nuclear pwer statins Hspitals, etc. 500 ft Class I, II & III NDZ LDZ Present situatin Figure 5 Present situatin Free Flight In this ptin, UAS traffic has increased t a level requiring a mre specific structure t be in place. The cmplexity and density f the traffic can still allw free flight fr bth classes II & III. Hwever, the risk assciated with mixing unplanned class I traffic, which is unknwn t U-space, with the ther classes that are being strategically separated by U-space culd require these class 1 peratins t be restricted in altitude and t particular gegraphical areas - ge-caging. Detect and avid, based n a cperative means culd allw a cnceptual and invilable bubble t be created arund each UAS, althugh the requirements fr such a system will be high due t the pssible high rates f cnflict that are linked t free flight. The airspace assessment that is required will als identify the general UAS traffic density in supprt f defining the gegraphical areas where class I traffic will be restricted. 500 ft Class II & III Lcal Vertical Limitatin Class I NDZ LDZ Figure 6 Free flight Free Flight Editin:

33 Rute Structure The third ptin is designed t cver fr higher traffic demands, specifically in areas where high vlume flight rutes ccur r there are needs t manage ruting t cater fr safety, security, nise and privacy issues. The airspace assessment will identify areas f minimal impact and as such, the identificatin and prmulgatin f rute structures culd be undertaken. The rute structure culd fllw rivers, railway lines r ther gegraphical areas where there is minimal impact n peple n the grund. T enable this ptin, it is essential that a cmmn altitude reference system be adpted (see sectin 3.3.3). Depending n the rute structure, the requirements fr the DAA system might be adjusted t accunt fr the specific risk aspects f the lcatin, envirnment, cmplexity, etc. 500 ft Class III Class II Lcal Vertical Limitatin Class I NDZ LDZ Structured airspace Structured Rutes Figure 7 Structured rutes In a furth pssibility, similar t the Amazn cncept [Amazn, 2015], class III traffic flies abve class II flights in a dedicated and segregated higher-level airspace. N rute netwrk is needed. In this ptin, class III will still have t crss thrugh the airspace reserved fr class II, but will be in its reserved layer fr lng-distance flights. Editin:

34 500 ft Class II/Class III bundary Class III Class II Lcal Vertical Limitatin Class I NDZ LDZ Segregated Traffic Figure 8 Segregated traffic A1.2 IFR/VFR OPERATIONS This sectin is cncerned with traffic in a vlume f impact frm 500ft 15 AGL up t FL600 9, and including aerdrmes. A1.2.1 TRAFFIC CLASSES Based n the area and type f peratin, tw traffic classes that can perate in all airspace classes are freseen: Class V - IFR/VFR peratins utside the pan-eurpean netwrk, and nt flying SIDs and STARs. UAS that d nt meet pan-eurpean airspace netwrk perfrmance requirements will be able t perate withut negatively affecting manned aviatin; Operatins at aerdrmes will be accmmdated thrugh segregatin f launch and recvery; Grund peratins can be accmmdated thrugh either twing r wing walking; Operatins frm uncntrlled aerdrmes r dedicated launch and recvery sites are t be cnducted initially under VLOS/VFR until radi cmmunicatin is established with ATC; N additinal perfrmance requirements will be set in this envirnment abve thse fr manned aviatin; General requirements: UAS perating in the envirnment will file an ICAO flight plan including infrmatin such as: Type f UAS; Planned peratins (navigatin, rute f flight/peratinal area, flight level etc.); Cntingency prcedure; Cntact phne number; UAS will meet CNS airspace requirements; UAS will be able t establish tw-way cmmunicatin with ATC if required; UAS will remain clear f manned aircraft r must be capable f self-separating in 3D; UAS peratr must be able t cntact ATC (if required) cncerning special cnditins such as: data link lss; Editin:

35 emergency; cntrlled terminatin f flight; UAS D&A capability will be cmpatible and cperative with existing ACAS systems. Class VI - IFR peratins, including pan-eurpean netwrk, TMA and aerdrme peratins with UAS capable f flying SIDs and STARs as designed fr manned peratins. Either manned transprt aircraft (civilian air carriers) enabled t fly unmanned with similar capabilities r new types able t meet the set perfrmance requirements fr the pan-eurpean netwrk, TMA and aerdrmes; General requirements: UAS perating in this envirnment will file an ICAO flight plan including: Type f UAS; Cntingency prcedure; Planned peratins (navigatin, rute f flight/peratinal area, flight level, etc.); Cntact phne number; UAS will meet CNS airspace requirements; UAS will be able t establish tw-way cmmunicatin with ATC; UAS will remain clear f manned aircraft r must be capable f self-separating in 3D; UAS peratr must be able t cntact ATC (if required) cncerning special cnditins such as: data link lss; emergency; cntrlled terminatin f flight; The interperability f UAS D&A between existing ACAS systems will have t be addressed. Nte: Operatins f Small UAS abve 500ft AGL In particular, fr peratins abve 500ft AGL utside segregated airspace, where the numbers f VFR and IFR flights are higher, UAS must meet the IFR/VFR airspace requirements and have a slutin fr being cnspicuus t manned traffic, while having the ability t avid mid-air cllisins. Other aspects such as wake turbulence and separatin standards als have t be addressed. Hwever states can accmmdate UAS abve 500ft AGL, based n a decisin by the cmpetent authrity, n a case-bycase basis and based n a safety assessment. A1.3 VHL OPERATIONS VHL peratins are expected t be perfrmed frm FL600 9 and abve. Based n the area and type f peratins, the traffic class that can perate in VHL airspace classes is freseen as fllws: Class VII - stratspheric IFR peratins that transit nn-segregated airspace: These types f UAS are slely designed fr peratin at very high altitudes. The launch and recvery f fixed-wing UAS can be frm dedicated aerdrmes, unless Class VI requirements are met. This airspace will be shared with many different UAS. Althugh their peratins will nt directly impact the lwer airspace, they will have t pass thrugh either segregated r nn-segregated Editin:

36 airspace t enter r exit the airspace abve FL600. Fr such cases, temprary segregated airspace shuld be cnsidered. Transitin phases in segregated r nn-segregated airspace belw FL600 will be very limited since they will be fcusing n lng missins (up t several mnths). In Eurpe, the airspace in which these types f peratin take place is mstly seen as uncntrlled. It requires n management f this traffic, but it des require the airspace t be managed. Hwever, due t the expected numbers - estimated t be arund 12,000 just fr Ggle - it will becme necessary t manage this type f peratin. Launch and recvery f unmanned ballns r aircraft, tgether with emergencies, will als require a set f prcedures and pre-arranged crdinatin capabilities t ensure the safety f traffic belw this altitude. General Requirements: UAS perating in this envirnment will file a flight plan including: Type f UAS Cntingency prcedure Planned peratin (navigatin, rute, level, etc.) Cntact phne number UAS will meet CNS airspace requirements. UAS must infrm the respnsible ATC unit in case f emergency re-entry int cntrlled airspace. UAS must infrm ATC abut the type f cntingency prcedures t be used (balln deflating r rbiting descent). A reginal centralised system shuld have an verview f the nging peratins. UAS must be able t remain clear f manned aircraft if perating utside segregated airspace; Departure and arrival prcedures shuld be develped. Editin:

37 APPENDIX 2 TRANSITION OF UAS INTEGRATION BASED ON GANP The Glbal Air Navigatin Plan (GANP) [ICAO, 2016a] is ICAO's strategy fr achieving a glbal, interperable, air navigatin system. It is a wrldwide reference fr an evlutinary transfrmatin f the wrld's air navigatin systems. This evlutin is managed thrugh Aviatin System Blck Upgrades (ASBUs) [ICAO, 2016b], numbered 0 (baseline) t 3, each lasting 6 years. At present, ICAO is nly cncerned with IFR0-capable RPAS. A2.1 ASBU FRAMEWORK A2.1.1 ASBU 1 TIMEFRAME (1 JAN DEC 2018) In this timeframe VLOS UAS peratins will have becme a regular ccurrence. These types f UAS peratin culd als be cnducted abve urban and highly ppulated areas by civil, military and gvernmental nn-military peratrs with higher safety requirements. Further prgress will have been made t integrate UAS int class A-C airspace, thugh prbably nt in the standard arrival and departure peratins in majr Terminal Airspace, aerdrmes r busy enrute envirnments. UAS will als perate at altitudes abve FL600 t prvide internet in remte areas and fr ther purpses. It is assumed that the essential Standards and Recmmended Practices (SARPs), Minimum Aviatin System Perfrmance Standards (MASPS) and Minimum Operatinal Perfrmance Specificatin (MOPS) will nt have been finalised in this time frame and will nt yet allw full integratin f UAS int ATM. BVLOS peratins will be further develped. A lw-level UAS ATM supprt system will be develped in this timeframe. IFR peratins and/r demnstratins will be allwed under certain cnditins. N regular VFR peratins are expected in this timeframe, thugh sme demnstratin/validatin VFR flights might take place. Impact f UAS peratins n perfrmance requirements: The freseen perfrmance requirements fr ASBU-1 will nt be affected by the envisaged peratinal scenaris. It is pssible that DAA slutins culd cntribute t enhancing safety fr manned aviatin. The fllwing perating envirnments / phases f flight will be included: Aerdrme (taxi, take-ff and landing); segregated frm ther traffic; Terminal (arrival and departure); segregated frm the existing SIDs and STARs; En-rute, taking int cnsideratin that the trajectries fr aerial wrk may be significantly different frm the rutes used by cmmercial air transprt flights frm pint A t B. The fllwing peratinal scenaris are envisaged in the timeframe f ASBU-1; 1. VLOS scenari Editin:

38 Visual line f sight UAS peratins will already be cnducted in all airspace classes and initial peratins will take place frm aerdrmes and urban areas. Restrictins culd still be applied abve urban areas and envirnments with a permanently r temprarily high ppulatin density, r large crwds. 2. IFR peratins In this time frame it is assumed that there will be mre IFR UAS peratins, thugh still under certain restricted cnditins using a detect and avid slutin t enhance safety. It is expected that the first DAA systems will be validated. The types f UAS peratin in this timeframe will include civil peratins. This type f UAS peratin will encmpass all phases f flight, keeping in mind that the arrival, departure and aerdrme peratins will pssibly be integrated with manned aviatin at this time n a small scale. IFR UAS peratins will mstly be f a litering nature with sme initial pint-t-pint flights fr carg r dangerus gds. It is nt expected that UAS will be able t integrate busy and cmplex envirnments. 3. VFR peratins Initial VFR UAS peratins will start in this timeframe, mstly with military UAS. Due t the absence f standards and suitable, acceptable/apprved DAA slutins, it is nt freseen that VFR peratins will be cnducted n a regular basis. There are likely t be demnstratin and validatin flights, hwever. 4. BVLOS peratins Further investigatin int the BVLOS type f peratin will be develped and it is expected that mre trials and initial regular peratin will be cnducted. Due t the similarities with VFR peratins and the additinal requirements fr terrain & bstacle avidance, it is nt expected that there will be many peratins in this timeframe Demnstratin flights Scientific research flights Inspectin flights Search and rescue A2.1.2 ASBU 2 TIMEFRAME (1 JAN DEC 2024) In this timeframe all the required dcumentatin will be available t allw certified and peratinally apprved UAS t perate IFR in all airspace classes based n the traffic classes as described in the peratinal cncept. It is expected that based n the perfrmance requirements sme areas will still be ut-f-bunds t UAS. These will include majr aerdrmes and terminal airspace, and sme areas in Eurpe that are bttlenecks fr all airspace users. It is nt, fr example, freseen t have IFR UAS peratins at Heathrw r in the Lndn TMA. Initial VFR UAS peratins will start, pending the maturity f the D&A system and expected simplificatin f airspace classificatin fr all airspace users. Lw-level peratins will be fully supprted by the UAS ATM system. VLOS and UAS peratins will be fully integrated int day-t-day life by all airspace users. Editin:

39 BVLOS peratins will be further expanded and pssibly enter ppulated areas. These types f peratin will als cater fr carg flights. UAS will be SESAR-cmpatible and will be cnnected as part f SWIM. Impact f UAS peratins n perfrmance requirements: The freseen perfrmance requirements fr ASBU-2 are t be met by UAS peratins and must nt negatively impact peratins. It is pssible that a DAA slutin culd cntribute t enhancing safety fr manned aviatin; fr example, UAS culd cntribute t enhancing the weather infrmatin bradcast thrugh SWIM by dwnlading crucial flight data. UAS will have t be able t exchange 3D/4D trajectries where required. The fllwing perating envirnments / phases f flight are included: Aerdrme (taxi, take-ff and landing); Terminal (arrival and departure); En-rute, taking int cnsideratin that the trajectries fr aerial wrk may be significantly different frm the rutes used by cmmercial air transprt flights frm pint A t B; Oceanic. The fllwing peratinal scenaris are envisaged in the timeframe f ASBU VLOS scenari Visual line f sight peratins will be fully integrated in day-t-day peratins. 2. IFR peratins In this timeframe, it is expected t have IFR partially integrated, by using apprved DAA slutins. This type f peratin will include civil peratins in all phases f flight. It is nt expected that UAS will be integrated int all envirnments due t peratinal and ecnmic restrictins. IFR UAS peratins will be pint-t-pint and f a litering nature, in mixed civil/military envirnments. Aerdrme peratins will start initial UAS integratin with manned aviatin. 3. VFR peratins VFR UAS peratins culd start in this timeframe, mstly in areas remte frm ther airspace users. As DAA slutins are put in place, it is expected that VFR peratins will expand. 4. BVLOS peratins BVLOS UAS will initially start perating in remte areas. These types f peratin can be cnducted frm an aerdrme r remte launching statin, starting the peratin in VLOS and later cntinuing as BVLOS. Editin:

40 APPENDIX 3 UAS A3.1 UAS DESCRIPTION The Unmanned Aircraft System (UAS) typically cnsists f three main cmpnents: the Unmanned Aircraft (UA), the Remte Pilt Statin (RPS) - smetimes called the Grund Cntrl Statin (GCS) - and the Cmmand and Cntrl Link (C2 Link). It is assumed here that there is always a pssibility fr a pilt t be in the lp. A3.1.1 REMOTELY PILOTED AIRCRAFT (RPA) The UA is the actual airbrne vehicle, and ne f the essential parts f the whle UAS. It can have the same physical structure as an airplane withut the cckpit part. The UA can have different shapes and sizes, ranging frm a small craft that fits in yur hand t a nrmal passenger jet such as the Being 737 r Airbus 320. They als have different flight endurance, perfrmances and capabilities. A3.1.2 REMOTE PILOT STATION (RPS) The RPS is the cmpnent f the UAS that is lcated utside f the aircraft and is used by a remte pilt t mnitr and fly the UA. The RPS can range frm a hand-held device up t a multi-cnsle statin. It may be lcated inside r utside f a building, and be statinary r mbile (installed in a vehicle/ship/aircraft). A3.1.3 C2 LINK The cmmand and cntrl (C2) link cnnects the RPS and the UA fr managing the flight. It may perate in direct radi line-f-sight (RLOS) r beynd radi line-f-sight (BRLOS). RLOS refers t the situatin in which the transmitter(s) and receiver(s) are within mutual radi link cverage (using direct radi frequency line); and BRLOS refers t any cnfiguratin when the transmitters and receivers are nt in RLOS, and in rder t cmmunicate ther relays, such as satellite systems and terrestrial netwrk, are used. The distinctin between RLOS and BRLOS mainly cnsiders variable delay in cmmunicatins between the remte pilt and the UA. A "Lst C2 Link" is an peratinal event where the UAS is in a state in which the remte pilt is n lnger able t actively manage the flight in a safe and timely manner, apprpriate t the airspace and peratinal cnditins, and the UA is perfrming pre-prgrammed, pre-crdinated and predictable maneuvres. The C2 link critical cmpnent since a lst link changes the peratinal cnditin f the UAS in respect t the ther airspace users and ATC. Editin:

41 A3.1.4 ASSOCIATED COMPONENTS UAs are pilted frm a Remte Pilt Statin (RPS) via a cmmand and cntrl (C2) link. Other cmpnents such as launch and recvery equipment may als be integrated int the full UAS. Editin:

42 APPENDIX 4 INTEGRATION ASPECTS TO BE ADDRESSED Timeframe Types f Operatin Airspace access Cmms datalink C2 D&A Integratin aspects t be addressed Human factrs SESAR cmpatibility Cntingency Security ASBU IFR (instrument flight rules) IFR peratins Class A- C airspace Integrating UAS int Class A-C airspace has the biggest ptential f success IFR peratins include all phases f flight including aerdrme peratins ATM impact assessment Impact n pan- Eurpean netwrk peratins Aerdrme peratins Minimum Perfrmance requirements fr IFR peratins Integrity Availability Cntinuity service Lst link Latency f Spectrum requirements Satcm Minimum requirements Cnspicuusness issues Interperability Grund-based slutins Humanmachine interface Impact n ATC ps Mixed peratins MAP ATM Master Plan requirements Trajectry management fr UAS Initial peratins SWIM Delegated separatin 4D Transparent cntingency prcedures Grund statin Jamming GPS vulnerability Hijacking CNS requirements Flight planning VFR (visual flight rules) Integrating UAS VFR is the mst challenging aspect. This encmpasses all airspace classes ATM impact assessment Impact n GA peratins Integrity Availability Minimum requirements Cnspicuusness issues Impact n ATC peratins Impact n GA peratins MAP ATM Master Plan requirements Transparent cntingency prcedures Grund statin Jamming Editin:

43 Timeframe Types f Operatin Airspace access Cmms datalink C2 D&A Integratin aspects t be addressed Human factrs SESAR cmpatibility Cntingency Security where VFR flights are allwed including all types f aerdrme peratin (cntrlled, uncntrlled, civil/mil etc.) CNS requirements Flight planning Cntinuity service Lst link Latency f Interperability Grund-based slutins Mixed peratins Trajectry management fr UAS SWIM GPS vulnerability Hijacking Spectrum requirements Satcm Secure cmms B-VLOS (very lw level) T enable B-VLOS peratins the fllwing aspects need t be addressed; Airspace assessment Perfrmance requirements Types f flight rule applied Terrain database C2 requirements Security D&A (B-VLOS specs) Cntingency Met Infrastructure requirements Flight Planning Integrity Availability Cntinuity service Lst link Latency f Spectrum requirements Satcm Secure cmms Minimum requirements Cnspicuusness issues Interperability Grund-based slutins General impact assessment n/a Transparent cntingency prcedures Grund statin Jamming GPS vulnerability Hijacking Urban specific Editin:

44 Timeframe Types f Operatin Airspace access Cmms datalink C2 D&A Integratin aspects t be addressed Human factrs SESAR cmpatibility Cntingency Security ASBU 2 IFR (instrument flight rules) ATM impact assessment Impact n pan- Eurpean netwrk peratins Minimum perfrmance requirements fr IFR peratins in cre area Integrity Availability Cntinuity service Lst link Latency f Spectrum requirements Satcm Minimum requirements Cnspicuusness issues Interperability Grund-based slutins Link t pssible manned slutins Humanmachine interface Impact n ATC ps Mixed peratins MAP ATM Master Plan requirements Trajectry management fr UAS Initial peratins SWIM 4D Develpment f transparent cntingency prcedures Grund statin Jamming GPS vulnerability Hijacking CNS Integrated aerdrme peratins VFR (visual flight rules) ATM impact assessment Impact n GA peratins CNS requirements Flight planning Integrity Availability Cntinuity service Lst link Latency f Minimum requirements Cnspicuusness issues Interperability Grund-based slutins Humanmachine interface Impact n ATC ps Mixed peratins MAP ATM Master Plan requirements Trajectry management fr UAS Develpment f transparent cntingency prcedures Grund statin Jamming Editin:

45 Timeframe Types f Operatin Airspace access Cmms datalink C2 D&A Integratin aspects t be addressed Human factrs SESAR cmpatibility Cntingency Security CNS Integrated aerdrme peratins Spectrum requirements Satcm Link t pssible manned slutins Initial peratins SWIM 4D B-VLOS (very lw level) ATM impact assessment Impact n pan- Eurpean netwrk peratins Minimum perfrmance requirements fr IFR peratins in cre area Integrity Availability Cntinuity service Lst link Latency f Spectrum requirements Satcm Minimum requirements Cnspicuusness issues Interperability Grund-based slutins Link t pssible manned slutins Humanmachine interface Impact n ATC ps Mixed peratins MAP ATM Master Plan requirements Trajectry management fr UAS Initial peratins SWIM 4D Develpment f transparent cntingency prcedures Grund statin Jamming CNS Integrated aerdrme peratins Editin:

46 Editin:

47 APPENDIX 5 UAS TRAFFIC CLASSES CLASS EASA MAPPING TRAFFIC TYPE AIRSPACE OPERATIONS PURPOSE SPECIFICITY I Open Categry Buy and Fly primarily Frm grund t 120m/400ft AGL In lw traffic density areas UAS ONLY VLOS Recreatinal Mandatry declaratin f peratin UAS must self-separate in 3D Gefencing ensures that this categry remains separated frm n-drne znes VLL II III Specific Operatin/ Certified Categry (pssible peratins) Specific Operatin / Certified Categry (pssible peratins) Specific/Certified Categry Medium/Lng haul traffic Frm grund t 500 FT Frm grund t 500 FT VLOS/ BVLOS BVLOS Free Flight r Rute structure Surveys, filming, search and rescue and ther Mainly transprt purpses Has surveillance capability (4G chip r ther means) Free flight Capability UAS must self-separate in 3D BVLOS shall have barmetric measurement equipage Mandatry authrisatin fr peratin Has surveillance capability Shall have barmetric measurement equipage IV Specific Categry/ Certified Categry Special peratins Frm grund t 500 FT VLOS/ BVLOS Highly specialised peratins (civil, state r military, etc. ) Addressed n case by case basis Require special authrisatin Culd require surveillance capability, depends n the missin requirements Editin:

48 CLASS EASA MAPPING TRAFFIC TYPE AIRSPACE OPERATIONS PURPOSE SPECIFICITY IFR/ VFR V Certified Operatins UAS nt meeting pan-eurpean netwrk Perfrmance requirements Frm 500 FT AGL up t FL 600, including uncntrlled aerdrmes IFR/VFR Operating utside f the pan- Eurpean netwrk Nt flying SIDs and STARs Mainly transprt r military UAS perating in the envirnment will file a flight plan including infrmatin such as type f UAS, planned Cntingency prcedure and a cntact phne number UAS will meet CNS airspace requirements UAS will be able t establish tw-way cmmunicatin with ATC if required UAS will remain clear f manned aircraft UAS peratr must be able t cntact ATC (if required) in regard t special cnditins such as data link lss, emergency r cntrlled terminatin f flight UAS D&A capability will be cmpatible with existing ACAS systems VI Certified Operatins UAS meeting pan- Eurpean netwrk perfrmance requirements Frm 500 FT AGL up t FL 600, including aerdrmes IFR/VFR Accrding t airspace classes requirements Operating in the pan-eurpean netwrk, including SIDs and STARs Any UAS perating in the envirnment will file a flight plan including infrmatin such as type f UAS, planned Cntingency prcedure and a cntact phne number UAS will meet CNS airspace requirements UAS will be able t establish tw way cmmunicatin with ATC UAS peratr must be able t cntact ATC (if required) in regard t special cnditins such as data link lss, emergency r cntrlled terminatin f flight UAS D&A capability will be cmpatible with existing ACAS systems Editin:

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50 CLASS EASA MAPPING TRAFFIC TYPE AIRSPACE OPERATIONS PURPOSE SPECIFICITY VHL VII Certified Operatins Very high level IFR peratins transiting nnsegregated airspace Abve FL600, transitin thrugh lwer airspace IFR/VFR Stratspheric cmmercial peratins (unmanned aircraft and ballns) UAS must file a flight plan UAS will meet CNS airspace requirements UAS must infrm the respnsible ATC unit in case f emergency re-entry int cntrlled airspace UAS must infrm ATC abut the type f cntingency prcedures t be used (ballns deflating r rbiting descent) A reginal centralised system shuld have an verview f the nging peratins Departure and arrival prcedures shuld be develped Editin:

51 UAS ATM Integratin APPENDIX 6 UAS AIRPORT CONOPS A6.1 INTRODUCTION The Unmanned Aircraft System (UAS) Airprt CONOPS describes the peratinal perspective f UAS peratins at airprts. Airprt stakehlders are recgnising the ptential fr UAS in a multitude f airprt peratins frm cmmercial, ATM, aircraft inspectin, airprt infrastructure, maintenance and security related activities. UAS are welcme enablers prviding new business pprtunities. The peratin f UAS shuld be equitable, benefiting all stakehlders with unfettered access in and arund an airprt subject t having a clearly defined rle and remaining within an agreed regulatry cntext that ensures the safety and security f all actrs. Different types f UAS peratin will ccur, perated by craft ranging frm small Unmanned Aircraft Systems (suas) t Remtely-Pilted Aircraft System (RPAS), which can be certified fr IFR peratins. Cnsidering the different types f UAS peratin, the generic abbreviatin UAS will be used unless the specific peratin referred t requires a mre fcused definitin. It is assumed that all UAS peratins in and arund the vicinity f an aerdrme r its cntrl zne (CTR) will participate in a U-Space service via pre-registratin and will be knwn t the Airprt lcal cntrl authrity. A6.1.1 OPPORTUNITY UAS peratins at airprts create new pprtunities cmpared with histrical manned aircraft and grund-vehicle peratins and it is imprtant that UAS be affrded the same grwth pprtunities as traditinal mbiles. Hwever, the Eurpean Rules f the Air (SERA) d nt yet recgnise UAS Airprt peratins. The UAS Airprt CONOPS prvides a view f an airprt perating envirnment that incrprates UAS. ATC management f mvements at airprts and authrisatin f nn-atc managed peratins shuld necessarily and equitably integrate UAS, whilst ensuring unrestricted peratin fr existing stakehlders, prviding a cmmn situatinal awareness and safe peratins fr all. UAS will perate airside and landside as well as in ther areas in supprt f security and services nt directly invlved in the peratin f the airprt. All peratins shuld be defined tgether with the areas within which UAS can perate, and with the regulatins and prcedures t be fllwed. The UAS peratins, perating areas, assciated regulatins and prcedures will necessarily be facilitated thrugh U-space 17 in such a manner as t enable UAS t undertake current day airprt tasks and t be able t expand int new business pprtunities. 17 U-space. Blueprint. SESAR Jint Undertaking, 2017 Editin:

52 UAS ATM Integratin A6.1.2 SCOPE The UAS Airprt CONOPS aims t describe the peratinal ATM envirnment f UAS peratins at r in the vicinity f an airprt and within the aerdrme cntrl zne (CTR). The CONOPS adheres t UAS integratin principles 18 ensuring equity and access fr bth manned and UAS aviatin, supprting the develpment f this new industry. It cnsiders all types f UAS peratin, making n distinctin between civil r military peratins. The ICAO Glbal Air Navigatin Plan (GANP) prvides the tp-level framewrk fr this, while the EASA pinin ensures technical cmpliance. The CONOPS prvides a generic view, applicable t all airprts and althugh it des nt describe r address detailed scenaris, it prvides an peratinal ATM perspective based n UAS areas f peratin. A6.1.3 GENERAL ASSUMPTIONS This cncept f peratins assumes that the required technlgy, standards, prcedures, prcesses and regulatins will be available and that the Rules f the Air fr UAS are in place. In additin, the fllwing are assumed: The airprt in questin is a cntrlled airprt; An airspace assessment f the CTR has been perfrmed; Detect & avid capabilities are in place as well as; UAS are tracked and distinguishable frm manned vehicles; Ge-fencing technlgy is in place; Harmnised UAS cntingency prcedures are in place. A U-space peratin prvides fr pre-registratin that will guide the UAS peratr t the prcedures and regulatins applicable and will ensure that the lcal cntrl authrity is aware f the nature f the peratin and its bligatins twards the UAS. It is assumed that UAS peratrs will cmply with the prcedures and regulatins set ut in U-Space and cmmunicated at registratin in accrdance with the UAS peratin t be undertaken. Unmanned Traffic Management (UTM) systems, client-server apps and assciated database systems designed t assist the UAS peratr and pilt in the prcedures requires fr ntificatin and authrisatin f a UAS flight, are used. Several such systems are available n the market. A6.2 UAS AERODROME INTEGRATION A6.2.1 AUTHORITY, EQUITY AND ACCESS The lcal cntrl authrity respnsible fr agreeing UAS peratins at r in the vicinity f an aerdrme may be a natinal authrity, airprt peratr r air navigatin service prvider (ANSP). 18 UAV integratin essentially invlves three elements: reliable systems; tracking; and a rapid cmmand respnse capability with ther aircraft r AT Editin:

53 UAS ATM Integratin This authrity will be respnsible fr prviding the U-Space capability and agreeing the prcedures, regulatins and standards that all peratrs, including UAS, shuld abide by when perating at r in the vicinity f an aerdrme, its traffic zne (ATZ) and its cntrl zne (CTR), hereinafter called the aerdrme. The bjective f the cntrl authrity is t ensure equitable access t the aerdrme fr all peratrs and in the cntext f UAS as a new entrant, t facilitate the varius UAS business mdels, in a safe, efficient and expeditius manner, ensuring a cmmn situatinal awareness f all the players invlved such that they can ptimise their individual business needs. Operatins at an aerdrme will be subject t key perfrmance indicatrs (KPI) fr safety, efficiency, resilience, equity, access and envirnmental aspects. UAV peratins will participate in driving these KPIs as with ther players at the aerdrme. The cre mdel fr UAS integratin will be thrugh a U-Space-cmpliant UTM, which will hld the lcal prcedures, regulatins and standards by which UAS will perate at an aerdrme. Regulatins will include any necessary training and certificatin required t supprt peratins. Latest infrmatin n aerdrme peratins will nrmally be prmulgated t UAS peratrs thrugh U- Space ensuring a cmmn understanding f the aerdrme s peratinal situatin fr all stakehlders. A6.2.2 U-SPACE COMPLIANCE Whilst aerdrmes and U-Space have their wn respective areas f respnsibility, their peratin can be cncurrent. The lcal cntrl authrity and UAS peratrs shuld use a U-Space-cmpliant UTM as the single pint f registratin and authrisatin fr UAS aerdrme peratins. U-Space in this cntext shuld be interperable with the lcal cntrl authrity aerdrme and ATC systems The relevant infrmatin exchanged between the lcal cntrl authrity and UTM peratrs will ensure a safe and efficient integratin f UAS int aerdrme peratins, ensuring cntinuity f aerdrme peratins fr all aerdrme users. Depending n the nature f the UAS peratin requested, authrisatin may be autmatic, requiring nly cmpliance with the applicable prcedures, regulatins and standards. Where psitive cntrl is required, the authrisatin will detail the additinal prcedures, regulatins and standards applicable. A6.3 GEO-FENCING Technlgies are being develped that will enable restrictins f the mvement f UAS based n gegraphical and tempral crdinates, available frm a dynamic database that can be upladed t the UA via a UTM, fr example. This technlgy will supprt several types f restrictin. A selectin f these relevant t UAS activities at r near airprts is given belw: Ge-fencing - supprts cllabrative dynamic security alerts and the means t prevent surface and aerial intrusin int r ut f a defined area; Ge-fence (see Figure 9) describes gegraphical and tempral airspace barriers that UAs shuld/may nt crss, t reduce nuisance and ensure peratinal safeguards. Editin:

54 UAS ATM Integratin Figure 9 Ge-fence Ge-limitatin the act f restricting the mvement f a UA by the use f ge-fences ntably thrugh exclusin r caging (see belw); Ge-exclusin (see Figure 10) - prevents unauthrised UAS frm flying inside a pre-determined sensitive area whilst authrised UA can freely perate in accrdance with their agreed missin; Figure 10 Ge-exclusin Ge-caging (see Figure 11) - prevents a UA frm flying utside f a pre-determined vlume; Editin:

55 UAS ATM Integratin Figure 11 Ge-caging A6.4 AIRSPACE CONSIDERATIONS Airspace design may require adjustment t facilitate safe and efficient UAS peratins at aerdrmes. UAS bring new peratinal mdels that can prvide an impetus fr wider changes t aerdrme and ATM peratins. This pprtunity shuld be explited such that safety shall be enhanced r at least maintained by the design f any airspace structure 19. In the cntext f UAS peratins at r near aerdrmes, tw airspace structures are likely t be cncerned: Cntrl znes (CTR) cntaining the paths f IFR flights arriving at and departing frm aerdrmes, and Aerdrme Traffic Zne (ATZ)20 which may be cntrlled r uncntrlled. The gegraphical nature and dimensins f these airspace structures shuld incrprate all airspace users in an equitable manner. Access by UAS shuld be facilitated, as fr ther users, in a safe and efficient way ensuring ptimum peratins fr all users. Special needs such as UAS access crridrs and perating znes shuld be clearly defined t facilitate UAS peratins. The different UAS peratins and applicatin f ge-fencing t specific areas shuld be described and prmulgated t all airspace users t ensure a cmmn understanding f airspace use and access requirements. 19 ERNIP. Part 1 EAD Methdlgy Guidelines General principles fr airspace design , Principles 1 Safety (pg 20) 20 Definitin used in ICAO Annex 2 Rules f the air and Regulatin (EU) N.923/2012 Standardised Eurpean Rules f the Air (SERA) Editin:

56 UAS ATM Integratin VFR/IFR Class V and VI VLL interface with ATC VLL in CAS Figure 12 Airprt airspace rganisatin A6.5 UAS OPERATIONS T address the variety f UAS peratins at airprts, the CONOPS refers t the type and area f UAS peratins t prvide clarity n the applicable prcedures, regulatins and standards. UAS peratins will be cnducted under VLOS and BVLOS. Althugh mst UAS applicatins will be carried ut in Visual Line f Sight (VLOS) missins, BVLOS might facilitate peratins in areas where access is difficult, dangerus, time cnsuming r expensive yet suited t UAS. Larger UAS such as RPAS may perate under IFR/VFR rules and avail f an ATC service. The CONOPS describes three types f UAS peratin: Sensitive Operatins; General Operatins; and External Operatins. These different peratins are described in the fllwing sectins. A6.5.1 SENSITIVE UAS OPERATIONS Sensitive UAS peratins invlve all aspects f runway peratins and areas arund navigatin aids such as ILS that can affect flight safety assurance. In such areas, psitive cntrl f all vehicles is required t ensure safety thrugh prcedures and cmmn situatinal awareness. Typically, this may invlve utilising UAS fr existing tasks such as runway inspectin, weather bservatins, visual landing aid calibratin (PAPI), Navaid inspectin and ther similar tasks. It culd include UAS perating in clse vicinity t a sensitive area such as wild life; peratins near t a runway; security peratins and emergency peratins carried ut by security and plice frces that Editin: