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(UAS) should be integrated into the pan-European ATM
network alongside manned aircraft, and on that basis,
the Agency is providing the European lead on ATM
aspects of UAS flight outside segregated airspace. As
one would expect, this work involves a large number
EUROCONTROL Annual Report 2008 21
of agencies, organisations and representative bodies.
EUROCONTROL’s specific contribution is to develop
and progress policy on ATM for civil and military UAS.
Consequently, the Agency has established a “UAS ATM
Integration Activity” consisting of a two-stream parallel
approach, drawing upon particular Agency expertise
in the areas of ATM, communications, human factors,
legal, navigation, R&D, safety, security, SESAR, spectrum
and surveillance (including Airborne Collision Avoidance
Systems – ACAS).
During 2008, EUROCONTROL made significant contributions
to preparing the groundwork for integrating UAS
into the ATM network. A UAS workshop was held at the
Agency’s facilities in May, a real-time ATC-UAS simulation
was completed, work started on a UAS ATM human
factors study and a UAS ATM security case was launched.
EUROCONTROL also began promoting the Agency’s
specifications for the use of Military Unmanned Aerial
Systems as Operational Air Traffic (OAT) outside segregated
airspace. In addition, development work on a UAS
‘legal’ considerations package began, and preparations
were made for the Agency’s UAS C3 spectrum requirements
proposal in advance of the World Radiocommunication
Conference in 2011 (WRC ‘11). Moreover,
EUROCONTROL also led the EUROCAE WG-73 (UAS) and
the ICAO UAS Study Group.
Furthermore, throughout the year, EUROCONTROL’s
Safety Regulation Commission continued to develop
European regulatory provisions for UAS in cooperation
with ICAO, EUROCAE and EASA. The existing ATM safety
regulatory framework for air transport infrastructure and
air navigation service provision was considered valid for
UAS traffic and relevant for the operation of UAS aircraft
outside non-segregated airspace.
In December 2008, the ICAO UAS Study Group (UAS
SG) initiated a detailed review of relevant annexes to
the Chicago Convention. The Safety Regulation Unit
will contribute material, including proposals to amend
Annexes 1, 2, 11, 12 and 17 and their associated safety
aspects. Also, the ATM safety assessment for UAS was
initiated in partnership with the EUROCAE WG-73 to
identify a set of safety requirements which, if implemented,
will ensure that the introduction of UAS will
be acceptably safe. The assessment will be compliant
with ESARR 4 (Risk Assessment and Mitigation in ATM)
and the EUROCONTROL Safety Assessment Methodology
(SAM) and initially reflect on two UAS operational
scenarios to provide a realistic context into which UAS
will be operated.
Light jets
On another aspect of airspace integration, the introduction
of light and very light jets into European airspace has
prompted the potential requirement for these aircraft
to be fitted with Airborne Collision Avoidance Systems
(ACAS). The AVAL project seeks to establish whether or
not equipping these aircraft with ACAS II will have an
effect on the overall performance of the ACAS safety net.
If they are not equipped with ACAS, these aircraft will
not benefit from the additional safety margins provided
by this system and will mostly rely on air traffic control
and the ‘see-and-avoid’ principle for collision avoidance.
On the other hand, if they are equipped with ACAS, it
remains to be seen whether one-pilot operations and
aircraft performance are acceptable from the collision
avoidance point of view. The AVAL project delivered its
initial findings in April 2008, and the final report will be
published in October 2009.
Improved safety systems and protocols
The project to achieve Europe-wide compliance with
the EUROCONTROL specification for Short-Term Conflict
Alert (STCA) continued into its second year during 2008.
Significant progress was made – although a number
of States reported that they had not completed their
portion of the work. Meanwhile the development of
EUROCONTROL specifications for Area Proximity Warning
(APW), Minimum Safe Altitude Warning (MSAW)
and Approach Path Monitor (APM) progressed well, in
preparation for a five-year implementation period for
these safety nets which will commence in 2009. In order
to cater for this important undertaking, the SPIN (Safety
Nets Performance Improvement Network) Task Force
　
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