GosNIIAS

1
GosNIIAS (State Research Institute of Aviation
Systems) Moscow
NITA
St.-Petersburg
Edward Falkov
Sergey Pyatcko Elena Gromova UAS flights in
civil airspace based on ADS-B

ASAS-TN 2.5 Workshop
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Instead of epigraph
We are in Rome now.
When in Rome do as the Romans do.

• ? ????? ????????? ?? ????? ??????? ?? ?????.
• 
  (Russian saying)
• Dont go to another abbey with your
  regulations.
• When in Rome do as the Romans do.

All this should concern UAS in civil airspace
When in civil airspace do as airspace users do
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In accordance with Guiding Principles of ICAO UAS
TEAM V.3

• Equivalent Operations
• UAS operators should seek to operate within
  existing arrangements (no new SARPs no new
  developments as far as possible).
• Transparency
• The provision of an Air Traffic Service (ATS)
  to a UAS must be transparent to the Air Traffic
  Control (ATC) controller and other airspace
  users, and must not adversely impact Air Traffic
  Management.

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Content

1. ADS-B as powerful and transparent tools for UAS
   surveillance in civil airspace by ATC staff and
   airspace users.
2. CPDLC as a reserve command/control data link
3. Brief review of adopted by ICAO appropriate data
   links acceptable for managing UAS flights in
   civil airspace
4. Russian activity UAS use of VDL-4
5. Summary

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Some terms

• All UAS should be split into two groups
• 1) Can afford 3-5 kg payload to solve ATM
  tasks
• 2) Cant afford it
• We are talking about only group 1.
• UAS from group 2 should operate only
• in segregated airspace.

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UAS surveillance

• In principle to use ADS-B for UAS surveillance in
  civil airspace regardless of data link (DL) type.
  
• Approved by ICAO 1090 ES, VDL-4 (and possibly UAT
  after solving the issue with frequency) might be
  considered as DLs for ADS-B.
• No special DLs for UAS surveillance in civil
  airspace are needed

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Command control data link

• Typically command control (C2) data link is
  the core part of UAS. It provides safe and secure
  UAS operating and usually is know how of UAS
  designer.
• In the course of controller pilot-in-command
  (PiC) ATC interaction it serves as hands of a
  pilot of remotely operated aircraft. It is not a
  subject of ICAO consideration until UAS performs
  all controller indications.
• But when this specific DL fails controller PiC
  should get access to transparent ATC and adopted
  by ICAO controller-pilot data link communications
  (CPDLC) with help of which it would be possible
  to solve the case and complete the UAS flight.
• VDL-2 and VDL-4 might be considered as
  appropriate DLs for CPDLC

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Brief requirements to DL for UASoperating in
civil airspace

• Time critical (Satcom and HF cant be used due to
  delays) so we consider VDLs, 1090 ES and possibly
  UAT after solving the issue
• VDL-2 (point-to-point) after CPDLC demonstration
  in the US implementation was postponed up to 2009
  and it looks like forever future global
  implementation of VDL-2 is unclear
• VDL-3 was canceled by the US
• VDL-4

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VDL-4

• Time critical
• The only DL that is able and allowed to work in
  broadcast and point-to-point modes
• Approved by ICAO and EUROCAE
• The only Comm with European Norms adopted by
  European Telecommunications Standard Institute
  (ETSI) (all CNS standards in Europe should be
  approved by ETSI)
• Applications ADS-B, TIS-B, FIS-B, A-SMGCS,
  CPDLC, DGNSS, AOC etc one of the important
  achievements is situational awareness
• Analysis shows that many operations to provide
  UAS flights in civil airspace might be performed
  with use of VDL-4 (surveillance
  command/control)

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ADS-B CPDLC

• Can be performed
• 1090 ES (ADS-B Out without TCP) VDL-2 (ADS-B
  Out means no direct air-air interaction)
• UAT (after solving the issue) VDL-2
• VDL-4 only
• Possible ASAS and ACAS usage as a part of
  collisions avoidance capability (ADS-B In is
  needed for that)

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ADS-B and other applications based on VDL-4
ADS-B
ATC, Airlines, Airports, PiCs
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Russian activity

• Russias industry has developed equipment and
  carried out test flights of UAS (aerial targets
  with take-off weight of 350 kg, 1 turbojet, speed
  of 700 km/h, height of 9 km).
• Surveillance based on ADS-B and control/command
  based on CPDLC were carried out with the help of
  VHF Mode 4 data link transponders performed in
  accordance with ICAO SARPs and Manual, EUROCAE
  ED108A and ETSI European Norms EN 301.842 and
  302.842.
• The equipment is under certification by both Air
  Force and Interstate Aviation Committee (civil
  aviation).

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Ground control station
Number of served aerial targets (AT) 4 (2 CWP)
Receiving data from each AT ID, position,
intentions (AT ADS-B Out) telemetry info
concerning status of onboard systems.
Updating of all info - every second.
Range of interaction with each AT 300 km within
line of sight As C2 transmits to each AT fixed
commands from set of 24 and gets receipts after
it
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CNS ground station as a core part of GCS is
certified by Interstate Aviation Committee and
recommended by Russian CAA to be used in ATM
system. 4-D trajectory negotiations between
pilot - controller and pilot pilot PiCs
included could be provided. Every pilot could see
(on CDTI) everybody and know where everybody are
going to. Collision avoidance it doesnt matter
whether manned or unmanned aircraft.
Onboard unit includes radio receivers/transmitters
, GPS/GLONASS receiver and controller. It mated
with AT automatic pilot unit telemetry system,
and interfaced with diagnostic control unit
Intactness signal (full registered data for
last 24 hours are stored). power supply
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UAS Dan flight recording (1)
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UAS Dan flight recording (2)
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Take-Off Landing
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• Pilot-in-command has info
• of his own UAS and other airspace users
  positions and intentions in surrounding airspace
  on the map as background through ADS-B or TIS-B
• status of all onboard systems diagnostics
  including
• the full list and recording of all PiCs
  commands and confirming receipts

UAS Dan flights
ATC controller surveys manned and unmanned
aircraft using PSR, SSR and ADS-B and provides
TIS-B service to PiC
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Only one slide of sense and avoid (SA)

• All commercial, general and state/military
  aviation are operating and dont know any SA
  problem
• They say in manned aircraft a pilot sees with his
  eyes. But in no visibility conditions a pilot see
  nothing outside.
• He sees only information on displays
• If reliable and redundant sources of information
  from onboard systems and appropriate data links
  are available, a pilot-in-command gets the same
  capabilities as a pilot of manned aircraft
• The problem is not in unmannedness, the problem
  is in sources of information and DLs
• To smoothly provide UAS flights in civil airspace
  UAS sources of information for navigation and
  surveillance and DLs for communications should
  satisfy requirements of ICAO CNS/ATM technologies
• SA should satisfy these requirements as well

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Conclusions on Dan flights

• Legal, adopted by ICAO data link is used
• to control UAS flights in a manner when
• civil ATC staff could survey UASs
• independently of pilots-in-command and
• interact with them.
• 2. One (adopted by ICAO) data link is used
• by PiC for surveillance and command
• control.

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Summary

• ADS-B is powerful and transparent tools to
  provide UAS flight surveillance in civil airspace
• VDL-4 is powerful data link providing not only
  ADS-B (Out and In) but besides broadcast
  applications like FIS-B, TIS-B, A-SMGCS, DGNSS,
  ACAS and situational awareness also
  point-to-point communications that can be used as
  a reserved command control data link
• UAS Dan flight tests confirmed capability of
  VDL-4 to manage UAS flights in civil airspace

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Alternatives what to do if VDL-4 is not accepted
in some airspace yet or forever

1. To continue to ignore VDL-4 and to look for other
   capabilities. It would be interesting to discuss
   these approaches (sense and avoid and C2
   failure including).
2. To implement VDL-4 ground and airborne parts for
   managing only UAS flights in civil airspace.
   Coupling of existing airspace facility and VDL-4
   ground unit could be done like TIS-B service and
   CPDLC capability.

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Spectrum, new frequencies allocation, WRC 2011,
new arrangements,

• UAS community consider to get new frequencies
  from ITU and develop and implement new data links
  for surveillance to be trusted from ATC side
  these data links should go through the full way
  of development, testing, validation and adoption
  by ICAO how long does it take and how much? What
  to do now for at least 10 years?
• It cant help impacting ATM but civil aviation
  community does not need it for its own purposes
  (newcomers start to impact the functioning of
  owners of airspace)
• What to do in C2 failure case?

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Spectrum, new arrangements,
The title of this presentation

• UAS flights in civil airspace
• based on ADS-B
• Possible re-titling
• UAS flights in civil airspace
• staying within existing arrangements

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Thank you for your attention!
falkov_at_gosniias.ru