The Aerospace and Defence Industries Association of Europe - UAS Working Group (ASD UAS WG)

Transcription

1 Ref. Ares(2015) /04/2015 The Aerspace and Defence Industries Assciatin f Eurpe - UAS Wrking Grup (ASD UAS WG) UAS INSERTION INTO AIRSPACE and RADIO FREQUENCIES AN INDUSTRIAL PERSPECTIVE An Inevitable Requirement Cntributins t the first Wrkshp n UAS Industry and Market Issues, highlighted the enrmus ecnmic ptential and grwth pprtunities that this new class f air vehicle culd bring t citizens, industries, and rganisatins f the EU. The market culd be seen as ne f the next majr catalysts fr ecnmic grwth at a time when such grwth is urgently needed. The Eurpean defence and aerspace manufacturing industry has an enviable recrd in delivering prducts, services and capabilities that explit the substantial investment in research and develpment bth frm natinal gvernment and Eurpean funded supprt ver recent decades. This investment has created the ptential fr the successful develpment f civil and military UAS prgrammes that culd make Eurpe a leading player in this glbal market. Hwever, it has becme clear that, t take advantage f technlgies already in place, UAS must be available t the wider civilian and cmmercial markets. Because military activity is tday restricted t peratinal air traffic envirnments, there is n ready rute t inserting UAS int the wider general air traffic envirnment. Althugh useful fr specific missins r phases f the missin, there is little incentive fr defence ministries t fund wrks n UAS Air Traffic Insertin. The careful and prtracted negtiatins preceding each military UAS flight transiting civil airspace, en-rute t the security f segregated airspace fr its peratin, are far t inhibiting fr cmmercial activities. Mre imprtantly, nn-military state actrs, e.g. plice, custms, castguard, etc will need t cmply with civilian regulatins, but will als want the freedm t act quickly and independently t meet peratinal needs. It is therefre quite clear that there is an ecnmic market, but that there are fundamental bstacles t its realisatin. Withut the ability t perate in civil airspace, it is the ASD s view that there are few prspects fr further develping the UAS market. Fr UAS t truly realise their ptential, and fr the market t grw, it is vital that they have full, un-restricted access t nn-segregated airspace and tap int the ptential cmmercial demand. This paper sets ut, frm an industrial perspective, the 5 brad issues that need t be addressed t enable the Eurpean Aerspace and Defence industries t kick start grwth in the cmmercial sectr while, preserving a cst-effective rute t prducing wrld-beating defence slutins. These issues are: The need fr regulatin. The rle f standards. The implicatins f internatinal regulatin. The evlutin f Air Traffic Management systems. Radi-Frequency Management Each f these issues is discussed t explain the implicatins; describe what has been, and is being dne; and ffer recmmendatins fr future wrk under the Cmmissin s guidance

2 The Need fr Regulatin All regulatry authrities addressing the prblem f inserting UAS int civil air traffic have been quite clear in that UAS must cmply with the same prcedures and infrastructure requirements that apply t manned aviatin. There will be n cncessins because f the peculiarities f UAS technlgy. What des this mean in practice fr the industries that will design and build the systems and platfrms? It is widely recgnised that 3 pertinent issues bind the manufacturing industry in this field: Certificatin f Airwrthiness. A certificatin f airwrthiness is a fundamental basis f aviatin safety. All manned aircraft are certified t internatinally recgnised Certificatin Specificatins (CS) that define verall safety targets. Such CS d nt yet exist fr UAS, particularly fr civil UAS. CS standards must be implemented frm the utset in aircraft and systems design and s, facing the lack f a regulatry framewrk, manufacturers have already incurred risk in seeking t cmpete glbally. It is clear that future use f UAS must nt reduce the verall safety f Aviatin, but adequate targets and methds must be defined in the CS in rder nt t jepardize the UAS market develpment. Mre imprtantly, by implicatin there is n cherence with standards emerging in ther parts f the Wrld; Eurpean Industry is nt able t cmpete n a level playing field. Althugh certificatin will be addressed in detail in wrkshp 3, as an integral part f the regulatry framewrk, it is essential that the need fr cmmn glbal standards is recgnised. Hwever, as the airwrthiness safety bjectives are fr UAS t prtect the ver-flwn ppulatins, insertin peratinal rules shuld cnsider such safety bjectives and request them fr all UAS perating in Eurpean airspace whatever their natinal registratin. This means that these safety bjectives will have t be harmnized between Eurpe and USA, and later cnslidated and agreed at ICAO level. Authrisatin t perate. T be authrised t fly and perate, industry must demnstrate that their UAS cmply with internatinal regulatin. The ICAO Cnventin, and annexes, rules n all aspects f civil aviatin, but des nt yet include UAS. Althugh study grups have been frmed, urgent actin is needed t prgress this wrk. Fr example, the new ICAO cncept f detect and avid has been recently defined as: the capability t see, sense, r detect cnflicting traffic r ther hazards and take apprpriate actin. Only when this has been precisely defined in an unmanned aircraft cntext can new technlgy be develped t meet the requirement. The Internatinal Telecmmunicatins Unin regulates radi-cmmunicatins exchanges. The intrductin f UAS with remte pilting statins will demand substantial, secure cmmunicatins t assure safe and effective peratin, all f which must cmply with clearly defined regulatins, nne f which yet exists, and is addressed further in this paper. Finally, the intrductin f new ATM systems such as Eurpe s SESAR and NextGen in the USA, will bring new cncepts and technlgies that must accunt fr UAS. This tpic, t, is addressed further in this paper. Crew licensing. Des a UAV pilt need a licence different frm that fr a manned aircraft? The questin is clearly fundamental t the design f equipment, as the UAV pilt may have n direct physical cnnectin t the cntrls. Training fr such a rle is therefre ptentially very different as the UAV pilt, rather than being trained in the physical skills f flying, will need t demnstrate cmpetence in understanding displayed infrmatin, especially if there is n feedback frm the aircraft. His systems culd als be quite different, eg cping with the ptential lag in datalinks. In the File and Fly cntext, the difference between manned and unmanned flying culd be expressed as: - 2 -

3 The traditinal pilt must learn hw t fly; the UAV pilt must learn hw t let the machine fly. Such legislatin clearly applies t ther crew members, eg is there a need t licence grund maintainers t rectify faults n a grund cntrl system that is in use, but which has suffered a failure? Wuld this be an equivalent t the flight engineer, and require different licensing? Prgress t date. Air Traffic Insertin studies have been cmmissined t define general cncepts, in particular EDA studies Air4All, Air4All extensin, the E4U study by Eurpean Research Centres, and FAS4Eurpe. The UK has als cmmissined ASTRAEA, NATO is develping airwrthiness STANAGs 4671 (fixed wing UAS), 4702 (rtary wing UAS), and 4703 (light UAS), and Eurpean natins are preparing specificatins (eg UK, France, Germany, etc). Hwever, there is presently n usable civil CS. EASA has prduced a plicy paper (EY-101, 2009), JARUS EASA and FAA are hlding discussins at gvernment level, and EUROCAE WG 73 prgress is slw because f limited and nt funded resurces. Nne f this cnstitutes a cde fr certificatin. Regarding the authrisatin t perate and the sense and avid issue, bth EDA s MIDCAS and UK s ASTRAEA are nging, EUROCAE WG-73 has a fcus team and NATO is explring the issue frm a defence perspective. The EDA SIGAT prject has addressed radi-frequency management. Finally, there is sme crew licensing wrk thrugh DUO STANAG 4670, WG-73 and JARUS. The main studies cnducted by Eurpean industry are summarised at Appendix 1. There is, f curse much wrk in ther parts f the Wrld, particularly the USA. The fllwing list is nt exhaustive: The FAA has mandated the RTCA t frm a specific grup n the UAS (SC-203) The FAA has defined a Radmap fr Civil/Public UAS in the timeframe identifying all issues related t the intrductin f UAS bth int the current US Natinal Air Space (NAS) and int the future NAS fitted with Next Gen The FAA is rganizing specific wrkshps n the Sense And Avid (SAA) issue The US DD has been cnducting many R&D studies and demnstratins n the cncept f SAA using airbrne EO/IR, radar sensrs and T-CAS The FAA is experimenting with a cncept f Grund Based Sense And Avid (GBSAA) based n the use f grund radars The FAA is experimenting with the use f a certified Flight Management System in a medium size UAS Recmmendatins fr Air Traffic Insertin in Eurpe Eurpean industry already supprts actins as a way frward fr Air Traffic Insertin f UAS in Eurpe and strngly recmmends the fllwing: Urgently establish a pan-eurpean, jint civil and military schedule f funded activities t capture and define a single, cmmn framewrk f defence, security and cmmercial legislatin. The Cmmissin, charged with respnsibility fr defining the framewrk against which individual prducts will be assessed, must drive this wrk frward with utmst urgency, supprted by stakehlders frm industry, natinal institutins, regulatrs, research and academia, as apprpriate. Develp a step by step strategic plan f studies and demnstratrs, as defined in the Air4All reprt and cnsistent with the FAS4Eurpe and E4U studies, t underpin the preparatin f standards. Studies will define requirements. Prfs f cncept will be validated by demnstratrs. Standards must be defined thrugh the supprt f demnstratins

4 Prmte a schedule f wrk under the Framewrk Prgramme t develp new UAS technlgies, meeting critical needs. This prgramme shuld capitalise n prjects like MIDCAS fr detect and avid in all classes f airspace and fr all sizes f UAS. It shuld als experiment with new technlgies and standards such as: GBSAA, Advanced Flight Management and Navigatin, Cmmunicatins, VLOS and BLOS data links The abve wrk must be aligned with SESAR (see belw)

5 The Rle f Standards Civil aviatin, and particularly the manufacturing cmmunity supprting the industry, are well used t wrking within a set f standards. In Eurpe, these are develped by EUROCAE, under EC mandate, and in the USA by RTCA under FAA directin. The standards are bradly gruped as MOPS and MASPS, defining perfrmance and functinal requirements, and TSO/ETSO, which define equipment interperability and airwrthiness standards fr certificatin. Military standards are typically defined by natins and harmnised thrugh NATO as STANAGS fr interperability. Sme natins tend t lead the definitin f military standards. There is clearly a need t develp new standards fr UAS t cpe with the emerging specific requirements fr such matters as: cncept f peratin, flight envelpes, safety bjectives, system architecture, intrductin f new systems and equipment. These culd all diverge frm the needs f manned aircraft and their supprt systems. T mitigate the effects f individual Eurpean natins each develping their wn standards, Industry needs Eurpean leadership and supprt t quickly put such standards in place and allw cmpetitive prduct develpment. Prgress t date. EUROCAE WG-73 and RTCA SC-203 are develping MPS and MASPS, with first deliveries expected in Hwever, prgress is slw as it is based n vluntary attendance and wrk by bth industry and the Authrities. Of greater cncern is the lack f participatin by users. They cannt see the ptential market applicatins r prducts emerging in the near term because the market is clsed. There is therefre n market pressure t practively develp the required standards, even thugh many users recgnise the significant benefits they culd gain frm UAS, if they were available. Fr the military, NATO has already issued standards n interperability (STANAG 4586), n data links (STANAG 4660) and n Air Traffic Insertin. Recmmendatins Fr Standards Industry has already started wrking twards strategies fr preparing standards, but needs a central fcus in Eurpe: Develp Air Traffic Management CONOPS fr UAS, based n a strategy f incremental access t nn-segregated airspace, ie develp CONOPS fr the simplest case (Class A, B and C airspace) and prgressively expand that t full Class G airspace as experience and technlgy prgresses. Fund the jint definitin f standards by industry and stakehlders. Fr military and state UAS, this culd adpt the MIDCAS apprach, ie define functinal and perfrmance standards thrugh study, fllwed by a technlgy demnstratr t validate the standard. Fr civil UAS standards, industry shuld be funded t supprt EUROCAE WG-73, with mandated and funded participatin f EASA and Eurcntrl and with sme frm f mtivatin t engage users in the prcess. Harmnise civil and military standards t avid duplicatin, discrepancies and fractinising f the market between different market users (e.g. civil and military)

6 Evlving Internatinal Regulatin The regulatins and standards cvering all aspects f internatinal civil aviatin are defined in annexes t the Chicag Cnventin as Standards and Recmmended Practices (SARPs) and Prcedures fr Air Navigatin Services (PANS). Withut these SARPs and PANS, natinal and reginal authrities, eg the FAA, EASA and Eurcntrl, cannt define their wn regulatin set. The existing guidance, defined fr manned aircraft, will need interpretatin and change t address the unique characteristics f UAS befre they are allwed t fly in civil airspace. Furthermre, althugh the ICAO Annexes are valid nly fr civil aircraft and state aircraft are exempted, state aircraft need t cmply t the ICAO rules in rder t get unlimited access t Eurpean airspace. Prgress t date ICAO frmed the Unmanned Aircraft System Study Grup (UASSG) in Nvember 2007 t prvide suitable guidance, and issued Circular 328 frmally in early 2011 as the first deliverable. Further subgrups were established t adapt existing guidance in a number f areas, including: airwrthiness, peratins, persnnel licensing, special authrisatins, detect and avid, and cmmunicatins. ICAO has set the ambitius target f publishing a cmplete set f dcuments by 2015 and has already published sme prpsals (eg fr fr Annexes 2 and 7). Hwever, there is still much t d and, t meet the prpsed deadline, ICAO has requested supprt frm ther rganisatins. Industry has already ffered sme supprt. Any delay in the publicatin f this guidance will result in a delay fr UAS ATI. The wrk f the ICAO UASSG is fundamental t prgressing UAS air traffic insertin and must be given the highest pririty. This is therefre ne f the mst imprtant tasks t be cnsidered. Recmmendatins Industry recmmends that the Cmmissin explres ptins t fund supprt t ICAO frm stakehlder rganisatins in Eurpe, i.e. EASA, the natinal Civil Aviatin Authrities, and Eurcntrl. Given that the standards are affected by current and evlving technlgies, the Cmmissin shuld make prvisin fr thse authrities t acquire industrial technical supprt frm industry

7 Evlving Air Traffic Management Systems Bth Eurpean and Nrth American airspace perating authrities recgnise that there is a need fr significant change in Air Traffic Management in the next 10 t 15 years. This change will be delivered by SESAR in Eurpe and NextGen in the USA. Althugh different, bth prgrammes are driven by similar bjectives t cater fr the rapidly increasing vlume f traffic (threefld), the need fr increased levels f safety (a factr f 10), and an imperative t reduce bth csts (by 50%) and envirnmental impact (by 10%). These targets will be met thrugh a variety f innvative cncepts including: 4D trajectry management, cllabrative planning and decisin making, ptimised civil/military cperatin and cmmunicatins standards (eg datalinks), increased situatin awareness, flexible vice and data cmmunicatins, netwrked aircraft using SWIM (System-Wide Infrmatin Management), ADSB-IN and OUT, ASAS self-separatin mdes, T-CAS fr all aircraft, etc. The prgrammes are aimed primarily at cmmercial air transprt peratins but d include ther airspace users such as general aviatin, cmmercial helicpters, and military aircraft. Inevitably the characteristics f manned aircraft will be cnsidered as these cncepts are delivered, and arguably, the same prminence shuld be given t UAS, which will already be perating in the airspace when the prgrammes are intrduced. NextGen included UAS frm the utset, while SESAR is cnsidering UAS as future ptential users f the airspace. Prgress t date Prgress t date has been limited t an EC Framewrk Prgramme research cntract called INOUI that ran frm 2007 t 2010 and explred UAS ATM cncepts and architectures, cmmn perating picture, certificatin and safety, and new aerdrme cncepts. Hwever, it is clear that there is a lack f infrmatin exchange between SESAR and the UAS industry. UAS are presently fcussed n military applicatins, with limited cnnectins with SESAR, and SESAR cncepts fcus n the manned platfrm, with limited interest in UAS. There is very limited engagement between the 2 cmmunities. Recmmendatins It is essential that the level f interchange between SESAR and the UAS cmmunity is increased significantly if UAS are nt t be hampered by emerging regulatins aimed at, and develped specifically fr, manned platfrms. Industry therefre recmmends: That UAS shuld have equal pririty with manned platfrms when designing the future SESAR airspace likely t be used by bth types f platfrm: a specific UAS CONOPS must be develped fr SESAR. A prgramme f jint study activities, based n the utput frm INOUI, Air4All and MIDCAS, t bring UAS t the same standing as manned platfrms in the future SESAR airspace. This prgramme shuld als identify the benefits fr the Single Sky prgramme. A prgramme f jint studies and experiments t assess the benefits f new SESAR technlgy fr UAS ATI. This might include develpments in: navigatin, cmmunicatins and surveillance in nn-segregated airspace; separatin mdes (self-separatin using ADS-B and ASAS), cnflict management and cllisin detectin (bth cperative and nn-cperative); cllabrative planning ver the SESAR data link and airprt peratins

8 Radi Frequency Management UAS systems include a vehicle and a set f paylads, bth cntrlled frm the grund ver a set f data-links. Safe and reliable cmmunicatins are a key driver fr UAS ATI, particularly in nn-segregated airspace, and lss f a data-link is a critical failure fr a UAS. This demands adequate redundancy and prtectin against jamming r spfing in the system design. Tw types f data-link are typically used, cmprising: A Cmmand & Cntrl link fr the vehicle (C2 data-link) with, typically, a medium data rate, in the rder f 10 Kb/s. Lss f this link wuld directly affect vehicle safety. A Cmmand & Cntrl link fr the paylads (missin r Paylad data-link). This data-link typically perates at much higher data rates, in the rder f Mb/s fr dwnlading large vlumes f missin data. These much larger dwnlad rates are mre demanding n frequency spectrum. Lss f this link wuld directly affect missin perfrmance. With UAS emerging nt a market that already faces critical pressures n the use f spectrum, they face severe pressure in finding sufficient spectrum fr their activities. Access t this scarce resurce has becme a critical issue, especially fr air peratins, with their attendant safety cncerns and reliance n available, reliable, high-integrity spectrum, free frm harmful interference. At an internatinal level, radi-frequency (RF) allcatin and spectrum management are regulated by the Internatinal Telecmmunicatins Unin (ITU) wh hlds a mnth-lng cnference every 3 ~ 4 years t cntrl the allcatin f spectrum. The next Wrld Radicmmunicatins Cnference (WRC) is in 2012 and ne agenda item will be dedicated t spectrum required fr UAS C2, Air Traffic exchanges, and Sense and Avid systems. Access t suitable spectrum is f abslute imprtance fr UAS peratins, if n spectrum is available, UAS will simply nt exist. Prgress t date Preparatin fr WRC12 is taking place thrugh a series f reginal meetings that, fr Eurpe, is led by the Cnference Eurpeenne des Pstes et des Telecmmunicatins (CEPT). This will nt include missin data link requirements fr spectrum, which pssibly will be addressed at a later cnference. In the meantime, natins will allcate spectrum fr this task frm current allcatin. The mst imprtant cntributr t this activity is the ITU-R prcess, but there are thers: the cnvergence n military LOS slutins under STANAG 4660, the EDA SIGAT study, the EASA study n the safety f cmmunicatins fr UAS, the EDA/ESA study n SATCOM slutins fr UAS, and the cmmunicatins wrk within ASTRAEA. These studies and activities are described in mre detail in Appendix 1. Recmmendatins Industry recmmends that a Eurpean initiative: Supprts preparatin fr future WRCs (2012 and beynd) n spectrum allcatin. Funds technical studies/demnstratins fr prf f cncept and t prvide slutins that reduce spectrum use and relax requirements n data links. Funds a fllw-n study t SIGAT t supprt future studies in spectrum allcatin and ptimisatin and t supprt future Eurpean psitins. Launches studies and demnstratins, as part f the EFC, n future SATCOM architectures, terrestrial end-t-end architectures, cmmunicatin system integratin, autnmy Prepares prvisin f adequate SATCOM services at satellite and terrestrial level. Addresses the implicatins f ptential new UAS technlgies n spectrum use. Ensures that this wrk-strand is cherent with SESAR

9 Cnclusins Air Traffic Insertin and Radi-Frequency Management are key issues fr the develpment f the civil UAS market. This is particularly true in Eurpe, which is facing high air traffic densities bth enrute and in TMAs. The develpment f adequate prcedures, standards and technlgies is essential and must take accunt f the evlving technical and regulatry envirnment generated by bth UAS and future ATM systems in Eurpe (SESAR) and abrad (NextGen). Slutins t these issues are cmplex and demand cnsiderable effrt. Even if sme key wrk strands have been launched, there is much still t be dne and Eurpean Industry is keen t cntribute actively thrugh technical studies, research and develpment, develping standards, and experimenting n demnstratrs. Its main recmmendatins are the fllwing: Organize a pan-eurpean, Civil and Defence framewrk with adequate funding thrugh a Jint UAS Prgramme cvering the needs f Defence, Security and Cmmercial sectrs. Develp a UAS radmap f studies and demnstratrs, as defined in the Air4All reprt and supprted by the FAS4Eurpe and E4U studies. Develp and experiment with ptential new technlgies needed fr UAS, while capitalizing n results frm nging studies. Develp ATM CONOPS fr UAS, based n incremental access t nn-segregated airspace. Fund the develpment f Standards in a jint prcess between Industry and stakehlders. Harmnize research activities between military (NATO, EDA) and civil (EUROCAE, EASA, EUROCONTROL) authrities t avid duplicatin r missin. Supprt the wrk f specific wrking grups: ICAO UASSG, EUROCAE WG 73 etc Increase awareness and infrmatin exchange between SESAR and UAS experts thrugh jint studies. Capitalize n INOUI, Air4All and MIDCAS cnclusins t define hw UAS peratins can be integrated int SESAR airspace and identify their ptential benefits t the Single Sky prgramme. Fund studies and experiments t assess the ptential benefits f new technlgies, being develped in SESAR, fr UAS Air Traffic Insertin. Supprt the preparatin f future WRCs (2012 and beynd) n spectrum allcatin. Perfrm technical studies / demnstratins t prvide slutins reducing spectrum requirements (spectrum will mre an mre becme a scarce resurce). Prepare implementatin f future Satcm Services at satellite and terrestrial levels

10 Appendix 1 Synpsis f EDA Studies Air4All & Air4All extensin As UAS have emerged as the next evlutinary step in aviatin, it was widely recgnised that the ptential existed fr this capability t cntribute significantly t Eurpe s security and Defence missins. Hwever, whilst the military had been successfully using UAS fr sme time, it had nt been pssible t explit state r indeed cmmercial peratinal requirements, mainly due t certificatin and qualificatin issues. The key barrier was the ability fr UAS t integrate rutinely with ther airspace users, bth at the natinal level and acrss internatinal bundaries. EDA cmmissined n EDA Operatinal Budget a series f studies t determine the key barriers and challenges t develping a regulatry framewrk thus enabling the insertin f UAS int nn-segregated airspace. The Air4All cnsrtium was frmed frm the majr Eurpean defence aviatin cmpanies wh develped a Radmap and Implementatin Plan1. Further wrk was cmmissined t supplement the findings f the riginal study and strengthen the supprt fr the Radmap cncept with Member States (MS)2. Under bth studies, key stakehlders were central t develping the material including regulatrs, gvernment authrities, peratrs ATM prviders and research agencies. It was widely agreed that fr full explitatin f UAS int all sectrs, peratins at all flight levels in cntrlled and uncntrlled airspace were required. Therefre, a cnslidated view f the pririty barriers and challenges was btained. In additin, the current rules fr manned aviatin were analysed fr their impact n UAS; furthermre, the team determined that the regulatry framewrk needed t be cmpatible with managing the safety requirements between the system s cmpnents. Fur key barriers were identified: technical, rules and regulatins, prcedures and training and transversal issues. Against each barrier, a series f challenges were identified as IFR specific enablers required t break Step1 Step1a Step2 thrugh the barriers. Frm this Fly experimental UAS within Fly experimental UAS within natinal brders in segregated analysis, a Radmap was created natinal brders in segregated airspace (regular, at shrt airspace (regular, at shrt timescale) - verflwn sparse n the understanding that nt all timescale) Unppulated range C) ppulatin challenges wuld be achieved in ne step. Cnsequently, the rute IFRIFR t traffic insertin was divided up Step3 Step4 Step5 int increasingly challenging steps Fly a natinal type certified state Fly a civil type certified UAS as UAS as IFR traffic within IFR traffic within natinal based arund different classes f natinal brders, rutinely in brders, rutinely in cntrlled airspace and the relative difficulty f cntrlled airspace (airspace airspace (airspace classes A, B, classes A, B, C) C) perating in them. Step5a The initial study als prpsed an Fly a state UAS as IFR and VFR Fly a civil r state UAS as IFR traffic acrss natinal brders, Implementatin Plan fr the traffic acrss natinal brders, rutinely in nn-cntrlled rutinely in cntrlled airspace Radmap and included key airspace (airspace classes A, B, (airspace classes A, B, C, D, E) C, D, E, F, G) milestnes, a schedule f activities and capability demnstratins, tgether with sme utline csts Figure1 - Air4All Radmap and a suggested management plan. The Fllw n Study specifically fcussed n the likely missins and scenaris that MS IFR Step6 IFR/ VFR Fly an experimental UAS as IFR traffic within natinal brders in cntrlled, nn-segregated airspace (airspace classes A, B, Fly a civil r state UAS as IFR traffic acrss natinal brders, rutinely in cntrlled airspace (airspace classes A, B, C) IFR/ VFR Step6a Fly a civil r state UAS as IFR and VFR traffic acrss natinal brders, rutinely in nncntrlled airspace (airspace classes A, B, C, D, E, F, G) 1 EDA Prject UAS Insertin int General Air Traffic, Reference 07-ARM EDA Prject UAS Insertin int General Air Traffic Fllw On Cntract, Reference 08-ARM

11 envisaged fr UAS deplyment and hw these requirements culd refine the Radmap. In additin, the Air4All team lked mre clsely at sme specific areas: Flight Crew Licensing, Human Factrs in the develpment f the Grund Cntrl Statin, and Visual Flight Rule peratins. The Study made a series f peratinal, regulatry and technical recmmendatins t EDA. MIDCAS The MIDCAS missin is t demnstrate the baseline f slutins fr the Unmanned Aircraft System Mid-air Cllisin Avidance Functin acceptable by the manned aviatin cmmunity and being cmpatible with UAS peratins in nn-segregated airspace by 2015 in all classes f airspace. This EDA prject led by Sweden and Saab has gathered the majrity f Eurpean initiatives n sense and avid int a jint effrt t arrive at a standardized slutin agreed thrughut Eurpe. The prject builds n sense, fusin and avid technlgies established e.g. within the partners rganizatins. The 4 year, 50 M prject includes research and demnstratin in simulatrs, manned aircraft and finally in an UAS. The iterative apprach f the prject includes standardizatin supprt with cntributin t standardizatin bdies, rganizatin f wrkshps as well as a stakehlder grup. The MidCAS prject will deliver: A functinal design fr a future Sense & Avid prduct A S&A simulatr and a demnstratr Flight tests n manned and unmanned aircraft Supprt t prgress Standardizatin MidCAS is cntracted by EDA as an Ad Hc prject funded by Sweden, France, Germany, Italy and Spain. The cnsrtium is cmpsed f the Industry and Research Institute partners frm the five participating natins: Fr Sweden: SAAB (crdinatr f the cnsrtium) Fr Germany: Diehl BGT Defence GmbH & C. KG, Deutsches Zentrum für Luft- und Raumfahrt e.v., Cassidian EADS Deutschland GmbH, ESG Elektrniksystem- und Lgistik-GmbH Fr Italy: Alenia Aernautica S.p.A, SELEX Galile S.p.A., Italian Aerspace Research Centre CIRA S.c.p.A., SELEX Elsag S.p.A, SELEX Sistemi Integrati S.p.A. Fr France: Sagem Défense Sécurité, THALES Systèmes Aérprtés S.A. Fr Spain: Indra Sistemas S.A Current MIDCAS status include fllwing typical cnsideratins: UAS Flight in classes A C in IFR cnditins Separatin is ensured by ATC Cllisin Avidance can be achieved using detectin frm cperative sensrs Cmpatibility with T-CAS if fitted n manned intruder Flights in ther classes, including uncntrlled airspace (F-G): Self-Separatin using ATC infrmatin when available and/r using ADS-B and/r using fusin data frm bth cperative and nn cperative sensrs

12 Cllisin Avidance using fusin data frm bth cperative and nn cperative sensrs Cmpatibility with T-CAS if fitted n manned intruder EDA/ESA Satcm Study UAS are crucial fr the future f Eurpean military envirnment and are becming increasingly imprtant fr glbal security and civil, cmmercial applicatins. The main drivers are reduced csts, imprved safety, and mre sustained/persistent surveillance. In this cntext, satellite cmmunicatins (Satcm) can prvide a flexible infrastructure fr UAS peratins and even multi-missins capability (i.e. the same UAS culd be used fr a range f applicatins, custmers and lcatins) Satellite cmmunicatins enable an always-n cmmunicatins capability t all flight levels ver a wide area. A Satcm C2 functin allws the remte pilt t be based at a missin independent central lcatin. A Satcm paylad data return capability can prvide nearly real-time access t missin data. In additin space-based navigatin (i.e. GNSS) may be the nly ptin fr accurate navigatin where terrestrial infrastructure is limited r nn-existent. In rder t address this issue ESA&EDA have initiated tw synchrnized feasibility studies with the same statement f wrk, the EDA 09-ARM-007 (lead by EADS) and the ESA ITT /09/NL/CLP (lead by INDRA), t investigate whether it is pssible t demnstrate these technical challenges, as well prviding insight t the viability f sustainable UAS services supprted by space systems. Tw phases are freseen : Phase 1 : Feasibility Study Phase 2: Full scale Demnstratin(s) The main tasks perfrmed within the Phase 1 studies have been the fllwing: Review f military, state and civil Custmer's needs related t the use f Satcm fr remte cntrl f UASs within nn-segregated airspace, Identificatin f candidate UAS Systems, infrastructure and assciated Satcm services able t be demnstrated in Phase 2 Demnstratin Detailed descriptin f ptential Demnstratin Missin(s), Battlelab simulatins f the selected Missin, Demnstratin Plan and evaluatin Framewrk, Viability Analysis and Radmap (beynd the Demnstratin). Phase 2 (Demnstratin phase) is expected t be launched by EDA/ESA end f beginning f ESA (ARTES 1) "ESPRIT" study n emerging system cncepts fr UAS C2 via satellite As stated at the beginning f this paper, as f tday, UAS are perated exclusively in scalled segregated airspace where they d nt interfere with nn-military aircraft. Hwever, in the near future, bth civil and military UAS applicatins will require UAS t fly nn

13 segregated airspace. Such flights will require their insertin int the air traffic with an equivalent level f safety t manned aircraft. T achieve such high levels f safety, the UAS will have t rely n secure and redundant cmmunicatin links with their cntrl centers, t exchange C² data, as well as Sense & Avid (S&A) data and Air Traffic Management (ATM) data. T implement these secured real-time data transfers, the UAS will have t get access t apprpriate prtins f the spectrum fr bth satellite and terrestrial cmmunicatins. The allcatin f bandwidth fr such services will be discussed at the next Wrld Radi Cmmunicatins Cnference (WRC12) n behalf f the Internatinal Telecmmunicatins Unin (ITU) in January/February The ESA bjective, thrugh the ESPRIT study (the ESA-ITT/1-6553/10/NL/NR, lead by Thales Alenia Space) is t fcus n the prvisin f cmmunicatin capacity fr Cmmand & Cntrl (C²) links t UAS flying thrugh civilian airspace. The aim is t study slutins at bth spectrum and system levels. FAS4Eurpe The bjective fr the EDA launched FAS4Eurpe (Future Air System fr Eurpe) study is t identify the required key industrial capabilities (technlgies, prcesses and skills) in rder t enable Eurpe access t cst effective svereign Air pwer slutins in strategic areas up t the 2035 timeframe. The study has als prepared an initial radmap and prpsed apprpriate actins in rder t start the implementatin f the radmap. The psitin f the FAS4Eurpe study at this time, nt yet finally reprted, is that future Eurpean UAS prgrams (including VTOL, fixed wing, MALE and UCAS) are key cmpnents. The study als recgnizes the imprtance f UAS traffic insertin as suggested by Air4All as an imprtant enabler fr the full utilizatin f UAS. The FAS4Eurpe study has been perfrmed in parallel with the UAS panel initiative; hence it has assumed that the radmap fr implementatin and crrespnding initiatives will reside with the utcme f the UAS Panel. The study is led by Saab and includes 40 Eurpean aerspace actrs including majr industries, institutes and universities. ASTRAEA The UK Autnmus Systems Technlgy Related Airbrne Evaluatin and Assessment (ASTRAEA) prgramme was established in 2007 in recgnitin f the ptential scietal and industrial benefits that will accrue frm the civil use f UAS. Funded jintly by gvernment grants and Industry, it is taking a ttal systems apprach t the prblem f inserting UAS int nn-segregated airspace. Frm the start it was recgnised that there was a need fr parallel activities n the maturatin f technlgy and the develpment f UAS regulatins which will cme tgether in synthetic and practical demnstratins. The aim is fr the regulatr and industry stakehlders t explre the issues and t cme t a cmmn understanding f what is required t enable safe, rutine flights f UAS and thereby pen up a new market. The prgramme is adpting a nvel virtual certificatin apprach in which a generic architecture is develped by the partners tgether with peratinal assumptins and cncepts which are then used as the basis fr discussins with the regulatr. Slutins fr the n-bard sense and avid, autnmy, cmmunicatins systems and human systems interfaces are then being develped taking int accunt this engagement. In additin, the prgramme is sliciting input frm early and ptential users f UAS t ensure that the peratinal cncepts under study are cnsistent with the business mdels f the cmmercial entities wh wuld take advantage f the pening f airspace t UAS. The utput f the prgramme in 2013 will be a rute t certificatin plan, a strategy f hw t achieve this, suggested adaptatins f regulatins and ptential technlgy slutins. ASTRAEA is funded by the Industrial partners (AOS, BAE Systems, Cassidian, Cbham, QinetiQ, Rlls-Ryce and Thales), the Technlgy Strategy Bard, Nrth West Develpment Agency, Suth East England Develpment Agency, Scttish Enterprise, Suth West Reginal Develpment Agency and the Welsh Gvernment

14 ITU-R Prcess: Preparatin f WRC-12 n harmnized frequency bands fr UAS The cnsideratin f assciated glbally harmnized frequency bands fr UAS is the scpe f Wrld Radi cmmunicatin Cnference 2012 (WRC-12) agenda item 1.3, the bjective f which is t cnsider spectrum requirements and pssible regulatry actins, including allcatins, in rder t supprt the safe peratin f unmanned aircraft systems (UAS), based n the results f ITU-R studies, in accrdance with Reslutin 421. WRC-12 will take place in Geneva frm 23 January t 17 February Studies undertaken within ITU-R n WRC-12 agenda item 1.3 An imprtant milestne n the path t WRC-12 was the Cnference Preparatry Meeting (CPM), held in Geneva frm 14 t 25 February 2011, which prvided in its reprt an exhaustive verview f all technical and regulatry methds prpsed internatinally that can pssibly answer the agenda item 1.3 prblem. Main utcmes are recalled here. Spectrum requirements: deplyment f UAV in nn-segregated airspace will require access t bth satellite and terrestrial spectrum, with a maximum estimated amunt f 56 MHz fr the satellite cmpnent and 34 MHz fr the terrestrial cmpnent. These figures are based n an estimatin f the number f UAV in 2030, n the detailed study f the data rate needed fr a single UAV depending n its size (small, medium r large), and n specific terrestrial and satellite architectures. Regarding the Sense & Avid functin, studies have shwn that existing allcatins t the Aernautical Radi navigatin Service are sufficient t accmmdate the spectrum needs. Type f spectrum needed: the integratin f UAV in air traffic relates t safety f flight, and assciated terrestrial and satellite cmmunicatin links will have t cmply with internatinal aernautical standards develped by the Internatinal Civil Aviatin Organizatin (ICAO). Tday s ICAO psitin is t require the use f terrestrial and satellite frequency bands explicitly reserved fr cmmunicatins relating t safety f flight, i.e. allcated t the Aernautical Mbile (Rute) Service (AM(R)S) r t the Aernautical Mbile Satellite (Rute) Service (AMS(R)S). Fr the satellite cmpnent, thers prpse the use f generic Mbile Satellite Service (MSS), Aernautical Mbile Satellite Service (AMSS) r Fixed Satellite Service (FSS) frequency bands, depending n the feasibility t extend t nn-segregated airspace what is dne tday in segregated airspace while answering safety requirements. Methd fr the terrestrial cmpnent: the terrestrial cmpnent addresses the case f Line f Sight cmmunicatins between the Vehicle and the Cntrl Statin. One methd (ie Slutin) has been identified by the CPM, which cnsists in a new AM(R)S allcatin in all r prtins f the band MHz r/and GHz. Sharing studies in the band MHz are mre mature than in ther bands, with psitive cnclusins regarding the cmpatibility in this range with existing systems (MLS) and with the satellite cmpnent. Sme cuntries have als identified the pssibility t use part f the band MHz, which includes an AM(R)S allcatin. This wuld be limited t certain cuntries/regins and t certain types f UAV. Methds fr the satellite cmpnent: the case f the satellite cmpnent is mre cmplex, due t the type f spectrum needed, and t the differentiatin between the 2 links frm the satellite. Five methds, named A1 t A5, have been identified by the CPM. They cnsider either AMS(R)S, MSS r FSS pssibilities. Mst f them prpse the use f existing allcatins, which is the mst prbable cnclusin. The bands t be used will be discussed and culd be agreed upn between the Regins during the Cnference. Alternative methd fr the terrestrial and satellite cmpnents: sme cuntries were f the pinin that studies wuld nt be cmpleted in time fr WRC-12 t take a decisin, and that all studies in any given frequency band shuld be cnducted befre a decisin. This might lead t pstpning the issues t next WRC in 2015 r

15 Eurpean psitin n WRC-12 agenda item 1.3 Eurpean psitins t WRC-12 are defined in the framewrk f the Cnference Eurpeenne des Pstes et des Telecmmunicatins (CEPT). The Eurpean Cmmn Prpsal n agenda item 1.3 will be finalised in Nvember 2011, and submitted as input t WRC-12 n behalf f all 48 CEPT cuntries. Sme aspects f the psitin still have t be refined at the light f certain studies, but its main pints are the fllwing: Fr the satellite cmpnent, CEPT supprts methd A2, and is f the view that there are enugh frequency bands t accmmdate the spectrum requirement, and that n change is required t the Radi Regulatins. Indeed, studies have shwn that the satellite spectrum requirement can be fulfilled in existing AMS(R)S allcatins (L band fr ATI early phase, and 5GHz fr the lnger term), and MSS/AMSS are als available in case ICAO eventually mdifies its psitin. Fr the terrestrial cmpnent, CEPT supprts the use f AM(R)S spectrum and cnsiders that there is a lack f crrespnding allcatin. Due t intensive usage f the band MHz in Eurpe, it des nt supprt this frequency band fr the terrestrial cmpnent. The band MHz is the main target fr a new AM(R)S allcatin, with regulatry and technical cnsideratins related t the prtectin f existing services (including AMS(R)S). The band MHz is als cnsidered, but is allcated t the Radi Navigatin Satellite Service and wuld require an agreement frm Galile. The range GHz is als retained at this stage, but with little chance t be eventually retained. NATO Stanag 4660 Fr the purpse f harmnizatin and interperatin, NATO is develping a STANAG 4660 related t the Cmmand and Cntrl data link f UAV when in visibility f the UACS (Line f Sight situatin). Studies undertaken within NATO During the last few years, alngside STANAG 4660 effrt, several NIAG studies have launched t make prgress n wavefrm definitin adapted t UAV cntrl and cmmand in LOS cnditins. The utput f the NIAG SG 140 is a cnsensus invlving 34 industrial cmpanies t identify the lwer layers f cmmunicatin and the preferred frequency bands natin by natin Frequency band Amng preferred frequency bands, the MHz NATO type 1 band is f particular interest. With such a situatin, military UAV LOS C2 within MHz and civil UAV air traffic insertin LOS C2 within MHz which appears t be the mst prbable fr a new AM(R)S allcatin under the WRC-12 Agenda Item 1.3, a single airbrne terminal can be used leading t an ptimum technical slutin. In cnsequence, Natins are encuraged t adpt MHz band fr UAV LOS C2 under STANAG SIGAT This study was perfrmed under EDA Cntract frm January 2009 t May 2010 by a large cnsrtium f 23 cmpanies frm 9 cuntries led by Thales, set up in rder t: Gather expertise in radi spectrum regulatin and technlgies, UAS System Architecture, integratin and peratins, UAS Data-Links, Airwrthiness, Safety and Certificatin: C-cntractr (yellw) and Sub-cntractrs (green)

16 Prvide Key Pints f Cntact with ITU-R, CEPT, EUROCAE, ICAO, NATO, Natinal Defence, spectrum regulatrs and Civil Aviatin delegatins. SIGAT bjectives were t study, identify and synthesise Eurpean Military interests in frequency spectrum requirements needed fr insertin f UAS in GAT within the framewrk f the next Wrld Radi-cmmunicatin Cnference (WRC-2012). After agreeing scenaris and taking airwrthiness and security aspects int accunt, the SIGAT study cncluded with the fllwing spectrum requirements that can be partly cmpared t ITU-R: UAS in nn segregated airspaces in 2020 SIGAT estimate (Military UAS) ITU-R estimate Functins related t safety in nn segregated airspace C² LOS C² SAT (BLOS) SAA sensrs 15 MHz 12 MHz 150 MHz 34 MHz 56 MHz 0 additinal MHz (UAS including Military) SIGAT prpsed fur pssible ptins n frequency spectrum needs with assciated levels f difficulty, perfrmance and timeframe. The fur ptins cnsidered either existing civil aernautic bands cmplying with ICAO safety f flight requirements (AM(R)S and AMS(R)S), r existing cmmercial bands (MSS) SIGAT recmmendatins fr WRC12 preparatin were: T supprt WRC-12 in prvisining 34 MHz (LOS) and 56 MHz (SAT) f specific aernautic bands cmplying with ICAO Safety f flight requirements T cnsider hw t cnvince ICAO t ptentially change its safety f flight requirements in rder t use cmmercial bands T supprt Eurcntrl (and thers) t harmnise effrts in rder t fly military UAS in nn segregated airspace as OAT in the shrt term (<2015) and GAT beynd, while civil UAS wuld have t fly as GAT EASA Study n the Safety f Cmmunicatins fr Unmanned Aircraft Systems (UAS) EASA has cntracted a study in 2009 t identify ptential slutins fr data link cmmunicatins

17 The cmmunicatins architectures required t fully integrate UAS int the Air Traffic Management (ATM) envirnment will frm the fundatin upn which many technlgies, systems and peratinal prcedures will be based. There are many architecture ptins available and acceptable but n single, bvius slutin. The bjective f the study cnducted by QinetiQ was t explre these ptins and prvide an initial input and guidance fr the Regulatry Impact Assessment (RIA) prcess. The analysis shwed that tw architectures were the mst beneficial when cnsidering factrs such as safety, ecnmy, scial, electrmagnetic spectrum, Glbal interperability and EU Regulatin