EUROCONTROL RPAS ATM CONOPS. Edition 4.0

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1 EUROCONTROL RPAS ATM CONOPS Editio 4.0

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3 DOCUMENT DESCRIPTION Documet Title RPAS ATM CONOPS Iteral Code ATM.STR.CONOPS-RPAS.V(E) Type Editio Editio Date Applicatio Date CONOPS V4.0 21/02/ /02/2017 Abstract Keywords Cotact Perso(s) Tel/ Divisio Mike Lissoe Domiique Coli ATM/STR ATM/CMC/CNS ELECTRONIC BACKUP Software Word DOCUMENT APPROVAL DOCUMENT CHANGE RECORD Editio Date Reaso for chage Pages affected RPAS ATM CONOPS 3

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5 TABLE OF CONTENTS 1. LIST OF ABBREVIATIONS 7 2. INTRODUCTION Problem statemet Scope Geeral cosideratios Itegratio priciples Geeral Itegratio Requiremets Accommodatio versus Itegratio Airspace assessmet RPAS SYSTEM DESCRIPTION Remotely piloted aircraft (RPA) Remote pilot statio (RPS) C2 Data Lik Other compoets TYPES OF RPAS OPERATIONS Very High Level Operatios (VHL) IFR/VFR operatios Very Low Level Operatios (VLL) Trasitio of maed operatios below 500 ft CONOPS Very Low Level RPAS Operatios VLL Maagemet System VLL Traffic Classes Operatios VLL operatios Class I traffic Class II traffic Class III traffic Class IV traffic Operatioal coceptual optios Preset situatio Free flight Route structure 16 RPAS ATM CONOPS 5

6 5.5 IFR/VFR operatios Traffic classes Class V Traffic: Class VI Traffic Operatios of small RPAS above 500ft VHL operatios Class VII Geeral requiremets 18 APPENDIX I TRANSITION OF RPAS INTEGRATION BASED ON GANP ASBU 1 Timeframe (1 Ja Dec 2018) Impact of RPAS operatios o performace requiremets VLOS & E-VLOS sceario IFR operatios VFR operatios B-VLOS operatios ASBU 2 Timeframe (1 Ja Dec 2023) Impact of RPAS operatios o performace requiremets VLOS & E-VLOS sceario IFR operatios VFR operatios B-VLOS operatios 20 APPENDIX II INTEGRATION ASPECTS TO BE ADDRESSED 21

7 1. LIST OF ABBREVIATIONS ACAS ADS-B AFUA AGL ASBU ATC ATM BRLOS BVLOS C2 CFR CNS CONOPS CPDLC D&A EASA EC FCC FL FUA GA GANP Airbore Collisio Avoidace System Automatic Depedet Surveillace Broadcast Advaced Flexible Use of Airspace Above Groud Level Aviatio Systems Block Upgrades Air Traffic Cotrol Air Traffic Maagemet Beyod Radio Lie of Sight Beyod Visual Lie of Sight Commad ad Cotrol Lik Code of Federal Regulatios Commuicatios, Navigatio, Surveillace Cocept of Operatios Cotroller Pilot Data Lik Commuicatio Detect ad Avoid Europea Aviatio Safety Agecy Europea Commissio Flight Cotrol Computer Flight Level Flexible Use of Airspace Geeral Aviatio Global Air Navigatio Pla RPAS ATM CONOPS 7

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9 2. INTRODUCTION Umaed Aircraft Systems (UAS), more specifically Remotely Piloted Aircraft Systems (RPAS), are icreasigly becomig a part of our day to day lives. The vast rage of possible uses is creatig a ew idustry with a large ecoomic potetial. The techological developmets are beig developed at a much faster pace tha that for maed aviatio. The challege lies i itegratig the worlds of maed ad umaed aircraft i a safe ad efficiet way as both types of aircraft will use the same airspace. As most regulatios have bee put i place as a reactio to market developmets, harmoisatio has ot bee achieved ad this also affects the ATM perspective. This documet, RPAS Cocept of Operatios (CONOPS), describes the operatios of RPAS i Europea Airspace that are capable of meetig the requiremets set per airspace classificatio icludig Very Low Level (VLL) operatios. The CONOPS is preseted from a air traffic maagemet (ATM) perspective ad is fully complemetal to the EASA CONOPS. Full implemetatio of this CONOPs is targeted after 2023, whe the set of documets, rules ad techologies will eable seamless ad safe itegratio of RPAS ito ATM. 2.1 Problem Statemet The rapid growth of civil ad military RPAS has icreased the demad for them to access o-segregated airspace. Due to the absece of a pilot o-board the aircraft, techical solutios have bee developed to cotrol the aircraft through data-lik from a remote locatio. The absece of a pilot o-board also brigs the challege of matchig the ability of the pilot to See ad Avoid other traffic, maagig dagerous situatios, like potetial collisios with other airspace users, clouds ad severe weather coditios, obstacles ad groud operatios at airports. The use of RPAS at lower altitudes is ow a drivig force for ecoomic developmets. May of these smaller RPAS operate at altitudes below 500ft AGL. Accordig to ICAO Aex 2 this is the lowest available VFR altitude, ad thus creates a possible boudary betwee smaller RPAS ad maed aircraft. However, early every State allows maed operatios below this altitude ad coexistig with small udetectable RPAS poses a safety challege. For ow, o restrictios have bee put i place regardig the maximum umber of small RPAS allowed to operate i a certai area. Itegratio of RPAS ito the airspace betwee 500ft ad 60,000ft as either IFR or VFR is challegig due to the fact that RPAS will have to fit ito the ATM eviromet ad adapt accordigly. May RPAS aspects such as latecy ad see ad avoid have ever bee before addressed withi this eviromet for maed aviatio, simply because of the fact that a pilot is o-board the aircraft, capable of hadlig these issues i a safe ad timely maer. Also, these huma capabilities have ever bee traslated ito system performace as they were placed uder good airmaship for see ad avoid, or simply ot addressed at all. Umaed aircraft will ot oly be ecoutered at low altitudes but also i the higher altitudes bads (i.e. above FL 600), ormally used for specific military aircraft. 1 Maed aviatio is cosidered as safe due to the cotributios of may factors (such as the ATC system, safety ets, cockpit automatio etc.). These factors are ow challeged by the itroductio of a ew airspace user, with high umber of flights, differet sizes ad types. This challege lies i the quatificatio of these safety attributes, due to the itroductio of ew aspects such as latecy of commuicatios 2, ad cotigecy 3. It also shows up potetial areas where improvemets are required i maed aviatio (such as See ad Avoid rule). 1 Private compaies such as Facebook ad Google are lookig at the use of high-altitude umaed aircraft to provide a 4G etwork i remote areas aroud the world. Such operatios will take place above FL600 for weeks o ed, but they will have to use the lower airspace volumes to reach or retur from their operatioal eviromet. This ca impact traffic flows. Facebook iteds to use 6000 solar powered aircraft ad Google, umaed balloos to achieve this. 2 Delay experieced i the commuicatio betwee the Remote Pilot ad the air traffic cotroller ad betwee the Remote pilot ad the RPAS could be substatial. 3 I case of loss of commuicatio betwee the pilot ad the RPA, or other techical failure, the RPA shall have the capability to egage program-med cotigecy procedure. RPAS ATM CONOPS 9

10 2.2 Scope Tur performace Climb/descet performace This RPAS ATM CONOPS aims at describig the operatioal ATM eviromet of maed ad umaed aircraft thereby esurig a commo uderstadig of the challeges, ad aims to create a level playig field for all the ATM actors ivolved. The documet describes the ATM Cocept of operatios for RPAS. It cosiders all types of umaed operatios ad makes o distictio betwee civil or military operatios as the itegratio challeges are idetical. This CONOPS is aliged as closely as possible with the ICAO GANP, supports the EASA airworthiess CONOPS ad addresses all phases of flight. The CONOPS aims to adhere to the RPAS itegratio priciples (sectio 1.3.1) ad thereby esure o egative impact o maed aviatio while supportig the developmet of this ew type of idustry. The CONOPS does ot describe or address differet detailed scearios, but provides a operatioal ATM perspective based o areas of operatio: Very Low Level 500ft up to FL600 (icludig airports) Very high level operatios (above FL600) The trasitio from the preset time-frame util full establishmet of this ATM CONOPS is described i the Aexes. The trasitioal phase will be supported by the EC roadmap that describes the required R&D, regulatios ad stadards developmet. 2.3 Geeral Cosideratios The CONOPS assumes the required techology, stadards, procedures ad regulatios will be available i the 2018 to 2023 time-frame. It is assumed that all RPAS operatig as IFR/VFR traffic withi airspace classes A-G will comply with the relevat airspace requiremets i the same maer as maed aircraft. Operatios i the airspace where trasport aircraft ormally operate could require additioal performace requiremets coverig: Speed Latecy Operatios i a TMA are depedet o the complexity ad type of traffic. If RPAS are ot capable of flyig the existig STAR ad SID, additioal arrival ad departure procedures will have to be developed, placig a possible burde o existig operatios. Operatios outside the ormal flows of arrivig ad departig traffic should therefore ot provide additioal workload. Operatios at airports pose a additioal challege, as groud operatios also require RPAS to detect ad act to visual sigs. To date several small RPAS are used at airports i support of airlies, bird cotrol, ATC ad Meteo. Most of these RPAS should actually be categorised as i a differet category tha IFR/VFR as they are more used like tools; however this has ot bee addressed yet. Dedicated RPAS airports or dedicated operatig sites are to be take ito accout i a similar way to how maed aircraft departig from/ arrivig to ucotrolled aerodromes RPAS Itegratio Priciples The overall approach towards RPAS itegratio is that RPAS have to fit ito the ATM system ad ot that the ATM system eeds to be adapted to RPAS, to eable safe itegratio. The visio behid this cocept is that RPAS, whe meetig all the techical ad regulatory requiremets, are to be treated like ay other airspace user. RPAS operatios will certaily also have to be as close as possible to maed aviatio for ATC purposes as it will ot be possible for cotrollers to effectively hadle may differet types of RPAS with differet cotigecy procedures. To address the variety of RPAS operatios, the CONOPS is primarily based o traffic classes, ot RPAS categories or airspace classes. These 2 last typologies are used as secodary typologies. I this CONOPS, the traffic classes will therefore be defied alog the documet for each type of operatios (Chapter 4) ad is as follows: Type of operatio: (VLOS, BVLOS. IFR/VFR) Class of traffic: Class 1, 2 etc Class of airspace: Class A-Gc Category of RPAS (from EASA CONOPS) 10

11 2.3.2 Geeral Itegratio Requiremets There are 4 mai itegratio requiremets: The itegratio of RPAS shall ot imply a sigificat impact o the curret users of the airspace; RPAS shall comply with existig ad future regulatios ad procedures; RPAS itegratio shall ot compromise existig aviatio safety levels or icrease risk: the way RPAS operatios are coducted shall be equivalet to that of maed aircraft, as much as possible; RPAS must be trasparet (alike) to ATC ad other airspace users From Accommodatio to full Itegratio: a two-step approach Presetly RPAS ca beefit from the latest FUA/AFUA techiques, ad operate as IFR either through dedicated corridors (as curretly doe over the Mediterraea), or through creatig a separatio bubble aroud the RPAS, which places fewer restrictios o airspace usage. This allows for early RPAS flights before the required techology, stadards ad regulatios are i place. To fully itegrate RPAS as ay other airspace user, a two steps approach is proposed. 1. Accommodatio from the preset to 2023 Due to the absece of regulatio ad idustry stadards, accommodatio of IFR capable RPAS i cotrolled airspace is, for the time beig, oly possible through FUA/AFUA techiques. This is a daily occurrece i Europe for military RPAS. This phase of accommodatio ca easily be maitaied due to the relatively low umber of military RPAS operatios. It is expected that the essetial civil SARPS will be i place by 2023, which will eable civil ad military RPAS to fly i o-segregated airspace. meetig the specific airspace requiremets based o the priciples explaied above Airspace assessmet I maed aviatio a airspace assessmets (part of airspace desig) is ormally triggered by either a rise of traffic, evirometal issues, capacity issues, ad safety cocers or adaptig the desig to meet forecasted demads. Presetly RPAS operatios have ot triggered a airspace assessmet as most areas idicated as o droe zoes are already kow o aviatio maps (airport, uclear power statios etc.) However, there are similarities with RPAS operatios below 500ft that ca trigger this requiremet for a airspace assessmet like, but ot exclusive: Icrease of operatios Itroductio of BVLOS operatios Safety cocers Evirometal aspects This assessmet should develop a ew type of airspace orgaisatio able to cater for the ew demad of operatios ad esure safety levels are met. The airspace assessmet ca take ito cosideratio, iter alia, the followig aspects: Airspace classificatio Traffic complexity ad desity Zoig areas (hospitals, heliports) Geographic situatio (moutais urba areas) Traffic flows Noise Privacy Security Traffic forecast The assessmets ca also lead to defiig specific RPAS airspace structures: 2. Itegratio from 2023 owards With the availability of regulatios, stadards ad relevat supportig techology RPAS will, if ecessary, be able to itegrate as ay other airspace user, whe No droe zoes Limited droe zoes Segregated routes 4 Specifically for cotigecy procedures (due to loss of data lik) ATC will ot be able to hadle may differet recovery procedures. RPAS ATM CONOPS 11

12 3. RPAS SYSTEM DESCRIPTION The RPAS cosists of three mai compoets: the Remotely Piloted Aircraft (RPA), the Remote Pilot Statio (RPS) ad the Commad ad Cotrol Lik (C2). 3.1 Remotely Piloted Aircraft (RPA) The RPA is the actual airbore vehicle, ad oe of the essetial parts of the whole RPAS. It has a similar physical structure as a airplae, except for the cockpit as there is o eed to fit a actual perso i there. The RPA ca have differet shapes ad sizes, ragig from a small craft that fits i your had to a ormal passeger jet such as the Boeig 737 or Airbus 320. They also have differet flight edurace, performaces ad capabilities. Associated compoets RPA are piloted from a Remote Pilot Statio (RPS) via a commad ad cotrol (C2) lik. Together with other compoets such as lauch ad recovery equipmet, if used, the RPA, RPS ad C2 lik comprise the RPAS. 3.4 Other Compoets The followig compoets may be part of the RPAS: ATC commuicatios ad surveillace equipmet (e.g. voice radio commuicatio, cotroller/pilot data lik commuicatios (CPDLC); automatic depedet surveillace broadcast (ADS-B), secodary surveillace radar (SSR) traspoder); avigatio equipmet; lauch ad recovery equipmet equipmet for RPA take-off ad ladig (e.g. catapult, wich, rocket, et, parachute, airbag); flight cotrol computer (FCC), flight maagemet system (FMS) ad autopilot; system health moitorig equipmet; flight termiatio system allowig the itetioal edig of the flight i a cotrolled maer i case of a emergecy. 3.2 Remote Pilot Statio (RPS) The RPS is the compoet of the RPAS which is located outside of the aircraft ad is used by a remote pilot to moitor ad fly the RPA. The RPS ca rage from a had-held device up to a multi-cosoles statio. It may be located iside or outside of a buildig, ad be statioary or mobile (istalled i a vehicle/ship/aircraft). 3.3 C2 Data Lik The C2 lik coects the RPS ad the RPA for the purpose of maagig the flight. It may operate i direct radio lie-of-sight (RLOS) or beyod radio lie-of-sight (BRLOS). RLOS: refers to the situatio i which the trasmitter(s) ad receiver(s) are withi mutual radio lik coverage (usig direct radio frequecy lie); ad BRLOS: refers to ay cofiguratio whe the trasmitters ad receivers are ot i RLOS, ad i order to commuicate other relays, such as satellite systems ad terrestrial etwork, are used. The distictio betwee RLOS ad BRLOS maily cocers variable delay i commuicatios. 12

13 4. TYPES OF RPAS OPERATIONS It is evisaged that RPAS will operate i a mixed eviromet adherig to the requiremets of the specified airspace it is operatig i. RPAS will be able to operate as follows: competet authorities, coditios that ca differ from State to State. RPAS operatig i this volume of airspace do ot however cofirm either IFR or VFR as set i ICAO Aex 2. Very High Level operatios (VHL sub orbital IFR operatios above FL600). IFR (istrumet flight rules) or VFR (visual flight rules): followig the same rules that apply to maed aircraft. These ca be coducted i RLOS or B-RLOS coditios. Very low level (VLL) operatios. VLOS (Visual lie of sight) RPAS operatios withi 500 meters rage ad max 500 ft altitude from pilot. Oe of the mai resposibilities of the pilot is the safe executio of the flight through visual meas. The distace ca be icreased by the use of oe or more observers, sometimes referred to as Exteded-VLOS (E-VLOS) 4.1 Very High Level Operatios (VHL) Suborbital umaed flights operatig at altitudes above FL 600 are expected to grow fast i umbers 5. Apart from military HALE RPAS, several other vehicles (i.e. space rockets, Virgi Galactic etc) operate through or i this block of airspace. At this momet, o maagemet of this traffic is foresee i most parts of the world. Particular attetio should be give to the etry ad exit of this high altitude volume as they eed to iteract with the airspaces below. 4.2 IFR/VFR Operatios For RPAS to fly either IFR or VFR requires that they meet the airspace requiremets as set for maed aviatio. These operatios iclude: airports, TMA ad Eroute. For IFR capable RPAS additioal requiremets ca be set for flyig i the volumes of airspace where ormal trasport aircraft operate. As such it is evisaged to have miimum performace stadards for elemets such as speed, climb/descet speed, tur performace ad latecy. 4.3 Very Low Level Operatios (VLL) Operatios performed at altitudes below 500ft are ot ew to maed aviatio as may operators - police, armed forces, balloos, gliders, traiigs, fire-fightig, ultra-light aircraft etc. - are allowed to operate i this eviromet. The rule allows VFR traffic to operate, uder specific coditios prescribed by the atioal B-VLOS (Beyod Visual Lie of Sight) RPAS operatios beyod 500 meters rage but below 500ft. B-VLOS does ot require the operator to esure the safety of the flight visually, ad techical solutios such as D&A ad C2 data lik are required. RPAS do ot adhere to VFR or IFR requiremets; however it is foresee that these flights could be coducted i IMC or VMC coditios. B-VLOS operatios are already beig coducted i several States. Some examples are: Powerlie cotrol Maritime surveillace Pipelie cotrol Agriculture 4.4 Trasitio of maed operatios below 500 ft RPAS are to remai clear of maed traffic operatios below 500 ft. I VLOS this is doe through visual acquisitio ad ca be supported through meas of iformatio provisio to RPAS operators that maed traffic is expected i their area of operatios 6. For BVLOS operatios this will be catered for through Detect & Avoid systems. These systems will have to cater for cooperative ad o-cooperative traffic esurig iteroperability with existig safety ets. Maed Traffic eterig or startig i this airspace should be aware of RPAS flights i their viciity i order to safely execute their VFR flights ad local procedures. This will place a extra burde o the visibility requiremets for RPAS ad or the ATM-like maagemet system. It is required that RPAS operatig BVLOS use barometric altitude equipage like maed aircraft to avoid the use of differet altimetry referece systems i the same airspace. 5 As already described i 2.1 Problem Statemet, private compaies such as GOOGLE ad FACEBOOK foresee the extesive use of umaed aircraft ad balloos to esure a global 4G/5G etwork supportig their iteret busiess model. 6 Like police or medical flights. RPAS ATM CONOPS 13

14 5 CONOPS This CONOPs is proposig to orgaise RPAS traffic ito classes. Each proposed class of RPAS traffic shall be implemeted with all elemets ad requiremets, as described. Implemetatio of idividual elemets will ot be able to support safe itegratio RPAS ito ATM. 5.1 Very Low Level RPAS Operatios (below 500 ft) This part of the CONOPS addresses the operatios of RPAS at Very Low Level (VLL) i the airspace bad betwee GND ad 500ft. It assumes that the rules of the air will ot be adapted for low level RPAS operatios at this altitude, thereby maitaiig the 500ft boudary as implemeted aroud the world already VLL Maagemet System I order to accommodate the expected growth of traffic i this airspace ad esure a sufficiet level of safety, it is aticipated the ecessity for a supportig ATM-like maagemet system. This VLL Traffic Maagemet system will provide a series of localisatio ad iformatio services, aimig to the provisio of iformatio to the RPAS pilots ad maed traffic. The VLL ATM system will ot provide a active cotrol service for RPAS i a ormal ATC fashio, due to the large umber of RPAS ivolved. Such a system could be based o existig techologies, such as the mobile phoe etwork. Specific RPAS reportig systems, providig authorisatio ad iformatio capability, are already i use i several states. The RPAS maagemets system will have to cater to the followig aspects: RPAS Flight plaig RPAS Flight authorisatio Real time RPAS trackig capability Provisio of actual weather ad aeroautical iformatio As previously metioed, it is evisaged that the VLL maagemet system will ot support the active cotrollig of RPAS at lower altitudes. The large umber of RPAS will ot make this possible, otwithstadig ay liability aspects. The system will be supportig operatios ad will be able to provide sufficiet data to safely execute a RPAS flight, based o the iformatio available to it. Data required could iclude, but are ot limited to: Plaed flight plas Active RPAS flight plas Airspace data Notams Weather Ifrastructure availability Geo-fecig Maed operatios below 500ft The followig assumptios have bee made: A C2 service is provided The State has executed a airspace ad assessmet Geofecig is i place RPAS have surveillace capability similar i terms of performace ad compatible to maed aircraft surveillace capability (but ot usig 1090mhz 7 ) Specific RPAS ATM-like maagemet system is i place. 5.2 VLL Traffic Classes Operatios As RPAS are very difficult to categorise due to the large variety of shapes, sizes ad performace, differet traffic classes have bee developed to support the maagemet of large umbers of RPAS operatios. A Class of RPAS traffic is a set of flyig rules, operatioal procedures ad system capabilities applicable to the RPAS ad to the operator whe operatig the RPAS i a portio of the airspace. The traffic classes are defied as follows: Class I: Reserved for RPAS (EASA 8 cat A VLOS oly). The buy ad fly category that will be able to fly i low risk eviromets ad remais clear of o-droe zoes like airports. Class II: Free flight (VLOS ad BVLOS). Ca be the specific or certified category (EASA CONOPS). Class III: Free flight or structured commercial route for medium/log haul traffic (BVLOS). Could be both specific ad certified capable of operatig for loger distaces. Class IV: special operatios (this category of RPAS traffic coducts very specific types of operatio that will be assessed o a case by case basis. (VLOS ad BVLOS). This type could be either specific or certified ad ca operate i urba areas, airports ad other specific locatios. 7 The use of 1090 Mhz has ot bee iteded to cater for RPAS ad ca if overloaded egatively impact maed aviatio ad ATC system trackig capability. 8 EASARPAS Airworthiess CONOPS 14

15 5.3 VLL Operatios Class I Traffic Class I traffic is primarily reserved for RPAS Category A (buy ad fly). I areas of low traffic desity this class ca operate from groud up to 500ft ad is a subject to the followig requiremets: Madatory declaratio of operatio RPAS must be capable to self-separate i 3D VLOS operatios oly Geofecig capability which esures that this category remais separated from o-droe zoes Class II Traffic Class II traffic operates i free flight due to the ature of their operatios like: Surveys, filmig, search ad rescue ad other operatios that have o fixed route structure. Class II ca operate from groud up to 500ft ad is a subject to the followig requiremets. Madatory authorisatio for operatio Surveillace capability (4G chip or other meas) VLOS & BVLOS operatios Free flight Capability RPAS must be capable to self-separate i 3D BVLOS will have barometric measuremet equipage Class III Traffic Class III traffic oly operates i BVLOS ad is maily used for trasport purposes. It ca operate as free flight or withi a route structure pedig o the requiremets set by the airspace assessmet. types RPAS are expected. These ca be civil, state or military operatios ad as such: Require special authorisatio Should be addressed o case by case basis VLOS & BVLOS Could require surveillace capability 5.4 Operatioal Coceptual Optios There are three optios i how the RPAS operatios ca be orgaised. The three optios also address a phased approach. This is largely depedet o the specificities that were idetified i the Airspace assessmet, like: Geographical situatio Evirometal aspects Airspace complexity Traffic flows Security RPAS traffic desity Maed operatios below 500ft Preset Situatio The first optio is operatios as they are coducted presetly. This ca be maitaied due to the relatively low umber of RPAS operatios. It is ot required to coduct a airspace assessmet at this time as most o-droe zoes (NDZ) or limited droe zoes (LDZ) are already idetified like: Airports Nuclear power statios Hospitals, etc Madatory authorisatio for operatio; Has surveillace capability; BVLOS operatios oly Free flight or route structure Shall have barometric measuremet equipage Ca operate from groud up to 500 ft 500 ft Class I, II & III Class IV Traffic Class IV traffic ca operate withi the layer betwee groud ad 500 ft.. This category is desiged for highly specialised operatios ad as such ot may of these NDZ LDZ Preset situatio RPAS ATM CONOPS 15

16 5.4.2 Free Flight The secod optio is where the RPAS traffic has icreased to a level requirig a more articulate structure to be i place. The traffic complexity ad desity ca still allow free flight for both Class II&III, but will require that Class I traffic is restricted to 150ft i geographical areas where the traffic volumes are high. Detect ad avoid could be based o a bubble cocept aroud the RPAS, however the requiremets of this system will be high due to the possible high coflict ecouter models that are liked to free flight. 500 ft 150 ft Class III Class I Structured Routes NDZ LDZ Class II Note: the airspace assessmet that is required will also idetify the geeral RPAS traffic flows i support of defiig the geographical areas where Class I will be restricted. 5.5 IFR/VFR Operatios (betwee 500 ft 600 FL) 500 ft Vertical area of impact 500ft AGL up tofl600, icludig airports. Class II & III Traffic Classes 150 ft Class I NDZ LDZ Based o the area ad type of operatios 3 traffic classes which ca operate i all airspace classes, are foresee Class V Traffic Route Structure Free Flight The third optio is a alterative to the secod optio caterig for higher traffic demads. Specifically i areas of repetitive flights to ad from a certai area routes are aturally formed to cater for safety, security, oise ad privacy issues. The airspace assessmet will idetify areas of miimal impact ad as such the route structure could follow rivers, rail roads or other geographical areas where there is miimal impact o people o the groud. Due to the route structure, the requiremets for the DAA system might be lower, because of to the reductio of coflict ecouter models, compared to free flight which should be less complicated. Class V is IFR/VFR operatios outside the Network ot flyig SIDs ad STARs. I this eviromet, RPAS ot meetig Network performace requiremets will be able to operate without egatively impactig maed aviatio. Operatios at airports will be accommodated through segregatio of lauch ad recovery. Groud operatios ca also be accommodated through either towig or wig walkig. Operatios from ucotrolled airports or dedicated lauch ad recovery sites are to be coducted iitially uder VLOS/VFR util establishig radio cotact with ATC. No additioal performace requiremets will be set i this eviromet compared to maed aviatio. 16

17 Geeral requiremets RPAS operatig i the eviromet will file a flight pla icludig iformatio such as: Type of RPAS Plaed operatios (avigatio, route, flight level etc) Cotigecy procedure Cotact phoe umber RPAS will meet CNS airspace requiremets RPAS will be able to establish two-way commuicatio with ATC if required RPAS will remai clear of maed aircraft RPAS operator must be able to cotact ATC (if required) i regard to special coditios such as: data lik loss emergecy cotrolled termiatio of flight RPAS D&A capability will be compatible ad cooperative? with existig ACAS systems Class VI Traffic Class VI is IFR operatios, icludig Network, TMA ad Airport operatios with RPAS capable of flyig SIDs ad STARs as desiged for maed operatios. These are either maed trasport aircraft eabled to fly umaed with similar capabilities or ew types able to meet the set performace requiremets for the Network, TMA ad airports. Geeral requiremets RPAS operatig i this eviromet will file a flight pla icludig: Type of RPAS Cotigecy procedure Plaed operatio (avigatio, route, level etc) Cotact phoe umber RPAS will meet CNS airspace requiremets RPAS will be able to establish two way commuicatio with ATC RPAS operator must be able to cotact ATC (if required) i regard to special coditios such as: data lik loss emergecy cotrolled termiatio of flight RPAS D&A capability will be compatible ad cooperative? with existig ACAS systems Operatios of Small RPAS above 500ft I priciple operatios above 500ft by small RPAS are ot allowed uless they meet the IFR/VFR airspace requiremets ad have a solutio to be visible to maed traffic. Other aspect like wake turbulece ad separatio stadards would also have to be addressed. However States ca still o a case by case basis accommodate RPAS above 500ft if the risk assessmet of the iteded operatio is acceptably low. 5.6 VHL operatios (above FL 600) VHL operatios are expected to be performed from FL600 ad above. Based o the area ad type of operatios the traffic class which ca operate i VHL airspace classes is foresee: Class VII Traffic Class VII cosists solely of IFR operatios above FL600 ad trasitig o-segregated airspace. These types of RPAS are solely desiged for operatios at very high altitudes. The lauch ad recovery of fixedwig RPAS ca be from dedicated airports ad outside cogested airspace, uled Class VI requiremets are met. This airspace will be shared with may differet RPAS. Although their operatios will ot directly impact the lower airspace, however they will have to trasit through either segregated or o-segregated airspace to eter or exit the airspace above FL 600. For such cases, temporary segregated airspace should be cosidered. Trasitio performace i segregated or o-segregated airspace below FL600 will be very limited sice they will be focusig o log missios (up to several moths). The airspace i which these types of operatio take place is mostly see as ucotrolled. This requires o maagemet of this traffic; however due to the expected umbers - estimated to be aroud just for Google ad Facebook - it will become ecessary to maage this type of operatio sice the performace evelopes differ a lot. Speeds ca vary from average wid speed at those altitudes (for Google balloos) up to above-mach. RPAS ATM CONOPS 17

18 Lauch ad recovery of umaed balloos or aircraft, together with emergecy situatios, will also require a set of procedures ad pre-arraged coordiatio capabilities to esure the safety of traffic below this altitude Geeral Requiremets RPAS must file a flight pla RPAS will meet CNS airspace requiremets RPAS must iform the resposible ATC uit i case of emergecy re-etry ito cotrolled airspace RPAS must iform ATC about the type of cotigecy procedures to be used (balloo deflatig or orbitig descet) A regioal cetralised system should have a overview of the ogoig operatios Departure ad arrival procedures should be developed. The flight pla should iclude: Type of RPAS Cotigecy procedure Plaed operatio (avigatio, route, level etc) Cotact phoe umber 18

19 APPENDIX I TRANSITION OF RPAS INTEGRATION BASED ON GANP 1.1 ASBU 1 Timeframe (1 Ja Dec 2018) I this time frame VLOS RPAS operatios will have become a daily occurrece. These types of RPAS operatios could also be coducted over ad i urba ad highly populated areas by civil, military ad govermetal o-military operators with higher safety requiremets. It is expected that further progress will be made to itegrate RPAS ito class A-C airspace; however ot i the stadard arrival ad departure operatios i major Termial Airspace, airports ad busy e-route eviromets. RPAS will also operate at altitudes above FL600 to provide iteret i remote areas ad for other purposes. I this time frame it is assumed that the essetial SARPS, MASPS AND MOPS will ot be fialised ad will ot yet allow full itegratio of RPAS ito ATM. B-VLOS operatios will be further developed; this will eable iitial operatios by civil, military ad govermetal o-military users i very sparsely populated areas or over the high seas. A low-level RPAS ATM support system will be developed i this time frame. IFR operatios ad/or demostratios will be allowed uder certai coditios. No VFR operatios are expected i this time frame Impact of RPAS operatios o performace requiremets The foresee performace requiremets for ASBU-1 will ot be affected by the evisaged operatioal scearios. It is possible that D&A solutio could cotribute to ehacig safety for maed aviatio. The followig operatig eviromets/phases of flight will be icluded: Aerodrome (taxi, take-off ad ladig); segregated from other traffic; Termial (arrival ad departure); segregated from the existig STARs ad SIDs; E-route, takig ito cosideratio that the trajectories for aerial work may be sigificatly differet from the routes used by commercial air trasport flights from poit A to B. The followig operatioal scearios are evisaged i the timeframe of ASBU VLOS & E-VLOS sceario Visual lie of sight RPAS operatios are already coducted i all airspace classes ad iitial operatios are takig place from airports ad urba areas. Restrictios could still be applied over or i urba areas ad eviromets with a permaet or temporary high populatio desity or large crowds IFR operatios I this time frame it is assumed that there will be more IFR RPAS operatios, though still uder certai restricted coditios usig a detect ad avoid solutio to ehace safety. It is expected that the first D&A system will be validated. The types of RPAS operatio i this time frame will iclude civil operatios. This type of RPAS operatio will ecompass all phases of flight, keepig i mid that the arrival, departure ad airport operatios will possibly be itegrated with maed aviatio at this time o a small scale. IFR RPAS operatios will mostly be of a loiterig ature with some iitial poit-to-poit flights for cargo or dagerous goods. It is ot expected that RPAS will be able to itegrate busy ad complex eviromets VFR operatios Iitial VFR RPAS operatios will start i this time frame, mostly with military RPAS. Due to the absece of stadards ad suitable, acceptable/approved D&A solutios, it is ot foresee that VFR operatios will be coducted o a regular basis. There are likely to be demostratio ad validatio flights, however B-VLOS operatios Further ivestigatio ito the B-VLOS type of operatio will be developed ad it is expected that more trials will be coducted. Due to the similarities with VFR operatios ad the additioal requiremets for terrai & obstacle avoidace, it is ot expected to have may operatios i this time frame: Demostratio flights Scietific research flights Ispectio flights Search ad rescue RPAS ATM CONOPS 19

20 1.2 ASBU 2 Timeframe (1 Ja Dec 2023) I this timeframe all the required documetatio will be available to allow certified ad operatioally approved RPAS to operate IFR i all airspace classes based o the traffic classes as described i the CONOPS. It is expected that based o the performace requiremets some areas will still be restricted to RPAS, such as major airports ad Termial Airspace ad some bottleecks i Europe for all airspace users. It is, for example, ot foresee to have IFR RPAS operatios at Heathrow or i the Lodo TMA. Iitial VFR RPAS operatios will start, pedig the maturity of the D&A system ad expected simplificatio of airspace classificatio for all airspace users. Low level operatios will be fully supported by the RPAS ATM system. VLOS ad E-VLOS RPAS operatios will be fully itegrated ito day-to-day life by all airspace users. B-VLOS operatios will be further expaded ad possibly eter populated areas. These types of operatio will also cater for cargo flights. RPAS will be SESAR-compatible ad will play a supportig role for SWIM Impact of RPAS operatios o performace requiremets The foresee performace requiremets for ASBU-2 are to be met by RPAS operatios ad must ot egatively impact operatios. It is possible that a D&A solutio could cotribute to ehacig safety for maed aviatio; for example RPAS could cotribute to ehacig the Met iformatio owcast through SWIM by dowloadig crucial flight data. RPAS will have to be able to exchage 3D/4D trajectories where required. The followig operatig eviromets/phases of flight are icluded: Aerodrome (taxi, take-off ad ladig); Termial (arrival ad departure); E-route, takig ito cosideratio that the trajectories for aerial work may be sigificatly differet from the routes used by commercial air trasport flights from poit A to B; Oceaic. The followig operatioal scearios are evisaged i the timeframe of ASBU VLOS & E-VLOS sceario Visual lie of sight operatios will be fully itegrated i day to day operatios IFR operatios I this timeframe it is expected to have IFR partially itegrated, by usig approved D&A solutios. This type of operatio will iclude civil operatios i all phases of flight. It is ot expected that RPAS will be itegrated ito all eviromets due to operatioal ad ecoomic restrictios. IFR RPAS operatios will be poit-to-poit ad of a loiterig ature, i mixed civil/military eviromets. Airport operatios will start iitial RPAS itegratio with maed aviatio VFR operatios VFR RPAS operatios could start i this time frame, mostly i areas remote from other airspace users. As D&A will be i place, it is expected that VFR operatios will expad B-VLOS operatios B-VLOS RPAS will iitially start operatig i remote areas. These types of operatio ca be coducted from a airport or remote lauchig statio, startig the operatio i VLOS ad later cotiuig as B-VLOS. It is ot foresee to have B-VLOS operatios i urba areas yet. 20

21 APPENDIX II INTEGRATION ASPECTS TO BE ADDRESSED Itegratio aspects to be addressed Timeframe Types of Operatio Airspace access Comms C2 datalik D&A Huma factors SESAR compatibility Cotigecy Security IFR (istrumet flight rules) IFR operatios Class A-C airspace Itegratig RPAS ito Class A-C airspace has the biggest potetial of success IFR operatios iclude all phases of flight icludig airport operatios ATM impact assessmet Impact o Network Operatios Airport operatios Miimum Performace requiremets for IFR operatios CNS requiremets Flight Plaig Itegrity Availability Cotiuity of service Loss Lik Latecy Spectrum requiremets Satcom Miimum requiremets Cospicuousess issues Iteroperability Groud Based Solutios Huma Machie iterface Impact o ATC ops Mixed operatios MAP ATM Master Pla requiremets Trajectory maagemet for RPAS Iitial 4D operatios SWIM Delegated separatio Trasparet cotigecy procedures Groud statio Jammig GPS vulerability Hijackig ASBU VFR (visual flight rules) Itegratig RPAS VFR is the most challegig. This ecompasses all airspace classes where VFR flights are allowed icludig all types of airport operatios (cotrolled, ucotrolled, civil/mil etc.) ATM impact assessmet Impact o GA operatios CNS requiremets Flight Plaig Itegrity Availability Cotiuity of service Loss Lik Latecy Spectrum requiremets Satcom Secure comms Miimum requiremets Cospicuousess issues Iteroperability Groud Based Solutios Impact o ATC operatios Impact o GA operatios Mixed operatios MAP ATM Master Pla requiremets Trajectory maagemet for RPAS SWIM Trasparet cotigecy procedures Groud statio Jammig GPS vulerability Hijackig B-VLOS (very low level) To eable B-VLOS operatios the followig aspects eed to be addressed: Airspace assessmet Performace requiremets Types of flight rule applied Terrai data base C2 requiremets Security D&A (B-VLOS specs) Cotigecy Ifra structure requiremets Flight Plaig Itegrity Availability Cotiuity of service Loss Lik Latecy Spectrum requiremets Satcom Secure comms Miimum requiremets Cospicuousess issues Iteroperability Groud Based Solutios Geeral impact assessmet /a Trasparet cotigecy procedures Groud statio Jammig GPS vulerability Hijackig Met Urba specific RPAS ATM CONOPS 21

22 Itegratio aspects to be addressed Timeframe Types of Operatio Airspace access Comms C2 datalik D&A Huma factors SESAR compatibility Cotigecy Security IFR (istrumet flight rules) ATM impact assessmet Impact o Network Operatios Miimum Performace requiremets for IFR operatios i core area CNS Itegrated Airport Operatios Itegrity Availability Cotiuity of service Loss Lik Latecy Spectrum requiremets Satcom Miimum requiremets Cospicuousess issues Iteroperability Groud Based Solutios Lik to possible maed solutios Huma Machie iterface Impact o ATC ops Mixed operatios MAP ATM Master Pla requiremets Trajectory maagemet for RPAS Iitial 4D operatios SWIM Developmet of Trasparet cotigecy procedures Groud statio Jammig GPS vulerability Hijackig ASBU VFR (visual flight rules) ATM impact assessmet Impact o GA Operatios CNS requiremets Flight Plaig CNS Itegrated Airport Operatios Itegrity Availability Cotiuity of service Loss Lik Latecy Spectrum requiremets Satcom Miimum requiremets Cospicuousess issues Iteroperability Groud Based Solutios Lik to possible maed solutios Huma Machie iterface Impact o ATC ops Mixed operatios MAP ATM Master Pla requiremets Trajectory maagemet for RPAS Iitial 4D operatios SWIM Developmet of Trasparet cotigecy procedures Groud statio Jammig B-VLOS (very low level) ATM impact assessmet Impact o Network Operatios Miimum Performace requiremets for IFR operatios i core area CNS Itegrated Airport Operatios Itegrity Availability Cotiuity of service Loss Lik Latecy Spectrum requiremets Satcom Miimum requiremets Cospicuousess issues Iteroperability Groud Based Solutios Lik to possible maed solutios Huma Machie iterface Impact o ATC ops Mixed operatios MAP ATM Master Pla requiremets Trajectory maagemet for RPAS Iitial 4D operatios SWIM Developmet of Trasparet cotigecy procedures Groud statio Jammig 22

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24 EUROCONTROL February 2017 Europea Orgaisatio for the Safety of Air Navigatio (EUROCONTROL) This documet is published by EUROCONTROL for iformatio purposes. It may be copied i whole or i part, provided that EUROCONTROL is metioed as the source ad it is ot used for commercial purposes (i.e. for fiacial gai). The iformatio i this documet may ot be modified without prior writte permissio from EUROCONTROL.