Managing small RPAS/UAV operations in developing countries- a Bangladesh Experience. Presented by Bangladesh

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1 Managing small RPAS/UAV operations in developing countries- a Bangladesh Experience Presented by Bangladesh

2 Managing small RPAS/UAV operations a) Background b) Some Definitions c) Challenges to some article of the Chicago Convention d) Challenges from the Chicago Convention e) Bangladesh Experience

3 BACKGROUND a) Unmanned Aircraft Systems (UAS) are aircraft and its associated elements which are operated with no pilot on board. b) Remotely piloted aircraft systems (RPAS) are a set of configurable elements consisting of a remotely piloted aircraft, its associated remote pilot station(s),

4 Some definitions An Unmanned Aerial Vehicle (UAV), commonly known as a drone, is an aircraft without a human pilot aboard. UAVs are a component of an unmanned aircraft system (UAS) consisting of a UAV, a ground-based controller, and a system of communications between the two.

5 Some definitions Remotely piloted aircraft systems (RPAS) are a set of configurable elements consisting of a remotely piloted aircraft, its associated remote pilot station(s), the required command and control links and any other system elements as may be required.

6 Chicago Convention Article 3 bis --contracting States recognize that every State, is entitled to require a civil aircraft flying above its territory without authority land at some designated airport.. Therefore the pilot of the RPA will have to be able to comply with instructions provided by the State And through electronic or visual means shall have the ability to divert to the specified airport at the State s request. Challenge: The requirement to respond to instructions based on such visual means will place significant requirements on the certification of RPAS detection systems for international flight operations.

7 Chicago Convention Article 3 bis --contracting States recognize that every State, is entitled to require a civil aircraft flying above its territory without authority land at some designated airport.. Therefore the pilot of the RPA will have to be able to comply with instructions provided by the State And through electronic or visual means shall have the ability to divert to the specified airport at the State s request. Challenge: The requirement to respond to instructions based on such visual means will place significant requirements on the certification of RPAS detection systems for international flight operations.

8 Chicago Convention Article 8 ---requires that no aircraft capable of being flown without a pilot shall be flown without a pilot over the territory of a contracting State without special authorization by that State and in accordance with the terms of such authorization. Challenge: Each contracting State shall undertake to insure that the flight of such aircraft without a pilot in regions open to civil aircraft shall be so controlled as to obviate danger to civil aircraft..

9 Categories of Operation Open category (low risk): No authorization is required No flying in the forbidden or restricted zones, Safety is ensured through compliance with operational limitations, mass limitations as a proxy of energy, product safety requirements, and a minimum set of operational rules.

10 Categories of Operation Open category (low risk): Very low risk drone operations, No involvement of Aviation Authorities, No airworthiness approval is foreseen and there are so no approvals or licenses for operators and pilots. The risk for other airspace users is mitigated through separation with manned aviation.

11 Categories of Operation Open category (low risk): CAAs may consider imposing some restrictions on operations: Under direct visual line of sight (VLOS): 500m At an altitude not exceeding 150 m above the ground or water Outside of specified reserved areas (airport, environmental, security)

12 Categories of Operation Open category (low risk): The risk for the people on the ground may be mitigated through: the use of low energy aircraft and by establishing minimum distances with respect to the people on the ground. Flights above crowds should be prohibited.

13 Categories of Operation Open category (low risk): Safety Promotion actions: Developing a leaflet listing do s and don ts (Such a leaflet is already available with EASA), Organizing video campaigns Use of the police and other enforcement agencies. providing them with information manual and a training syllabus.

14 Categories of Operation Specific Category (Medium risk): Safety risk assessment approved by CAA, supported by Qualified Entities Approved operator with privilege Operation Authorization with operations manual Concept of accredited body Airworthiness of UAV and competence of staff based on risk assessment

15 Categories of Operation Certified Category (Medium risk): Comparable to manned aviation TC, C of A, Noise certificate, Approved Organizations, licenses Command and Control, Detect & Avoid required for authorization The safety risks considered to take into account but not limited to, mid-air collision with manned aircraft, harm to people, and damage to property in particular critical and sensitive infrastructure

16 Categories of Operation Certified Category (High risk): Requirements are comparable to those for manned aviation. Oversight by CAA (issue of licenses and approval of maintenance, Operations training, ATM/ANS and aerodromes organizations Insurance requirements for aircraft operators and privacy/data protection In Europe all RPAS over 150kg are subject to the same regulations as other commercial air transport aircraft.

17 Considerations for the CAAs Licensing of remote pilots; RPAS operations in Visual Line-of-Sight (VLOS) and beyond (BVLOS); Civil RPAS operators and Approved Training Organizations for remote pilots; Certification specifications for light unmanned rotorcraft and aeroplanes above 20 Kg; Performance requirements for 'detect and avoid' to maintain the risk of mid-aid collision below a tolerable level of safety (TLS)

18 Considerations for the CAAs Performance requirements for command and control data link, if beyond radio line-of-sight (BRLOS) supported by a Communication Service Provider (CSP); Safety objectives for airworthiness of RPAS to minimize the risk of injuries to people on the ground; and Processes for airworthiness.

19 Bangladesh Experience To legalize the RPAS operations in Bangladesh, the CAA, Bangladesh has decided to introduce the an Air Navigation Order (ANO). The ANO is available in the CAAB website (caab.portal.gov.bd) on Regulator/RPAS/Drone. In Bangladesh, the civil operation of UAVs requires permission of the Civil Aviation Authority, Bangladesh. A joint Civil- Military airspace Extensive coordination needed between the Civil and the Military for the management of UAVs

20 be Safe; The Do s of UAS operation in Bangladesh Do: be familiar with the Rules and Regulations seek prior permission from CAAB perform Site survey; know the location of airports and sensitive installations keep minimum separation distances from persons, vehicles and structures; be in possession of appropriate liability insurance;

21 The Do s of UAS operation in Bangladesh know areas of high-intensity radio transmissions or electromagnetic interference (e.g. radar sites); know location and height of obstacles (e.g. wires, masts, buildings, cell phone towers, wind turbines, etc.); know airspace restrictions such as restrictions around nuclear facilities or military bases; and know other issues such as emergency procedures etc.

22 The Don ts of UAS operation in Bangladesh The pilot operating shall not operate a UAV/RPAS within eight (8) hours after consuming an alcoholic beverage Cease operations if at any time the safety of other airspace users or persons or property on the ground is in jeopardy Do not use a first person view device/ Do not operate more than one UAV/RPAS at any one time Do not operate a RPAS over a forest fire area Or an area that is located within 5 (five) nautical miles of a forest fire area.

23 The Don ts of UAS operation in Bangladesh Do not operate a UAS/RPAS in airspace that has been restricted. Do not operate a UASA/RPAS within 5 (five) nautical miles of a built-up area. Do not operate a RPAS at a lateral distance of at least 1000 feet from any building, structure, vehicle, vessel, animal or person/ over an open-air assembly of persons/ at a lateral distance of at least 1000 feet from the general public, spectators etc.

24 Summary Only one aerospace system States, regulators and airspace users must understand the importance of adapting the existing regulatory framework RPAS manufacturers and operators must be informed of the obligations linked to their entry into the civil aerospace community, and of the regulations required, as well as the opportunities this airspace integration with piloted aircraft provides.

25 Summary Finally, the popularity of UAS/RPAS as one of the latest gadgets for private individuals to use cannot be overlooked nor can be put under extensive control. Each State has its unique aviation infrastructure and operation RPAS must be safely integrated into the existing aviation structure. Once again UAVs will be one of the most popular gifts and beyond enthusiasts and hobbyists, demand and applications for UAV technology are growing rapidly. From parcel delivery, agriculture and even emergency response, UAVs are an increasingly essential feature of modern life and welcoming them into the aviation infrastructure is a priority for ensuring safe and efficient operations.

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