d4.2 - gap analysis€¦ · d4.2 - gap analysis deliverable id d4.2 project acronym dreams grant:...
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D4.2-GapAnalysis DeliverableID D4.2 ProjectAcronym DREAMS Grant: 763671 Call: H2020-SESAR-2016-1 Topic: RPAS-02:Droneinformationmanagement Consortiumcoordinator: IDS Editiondate: 22September2018 Edition: 00.01.00 TemplateEdition: 02.00.00
EXPLORATORYRESEARCH
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Authoring&Approval
AuthorsofthedocumentName/Beneficiary Position/Title Date
MalikDoole/TUDelft ProjectContributor/PhDCandidate 21/09/2018
JoostEllerbroek/TUDelft TeamLeader 21/09/2018
ReviewersinternaltotheprojectName/Beneficiary Position/Title Date
GiuseppeDiBitonto/IDS Projectcoordinator 24/09/2018
MassimoAntonini/IDS TeamLeader 24/09/2018
CostantinoSenatore/EuroUSCIT TeamLeader 24/09/2018
MatteoCarta/EuroUSCIT Projectcontributor 24/09/2018
ApprovedforsubmissiontotheSJUBy–RepresentativesofbeneficiariesinvolvedintheprojectName/Beneficiary Position/Title Date
GiuseppeDiBitonto/IDS Projectcoordinator 25/09/2018
MassimoAntonini/IDS TeamLeader 25/09/2018
JoostEllerbroek/TUDelft TeamLeader 25/09/2018
AlbertoMennella/TOPVIEWSRL TeamLeader 25/09/2018
CostantinoSenatore/EuroUSCIT TeamLeader 25/09/2018
RejectedBy–RepresentativesofbeneficiariesinvolvedintheprojectName/Beneficiary Position/Title Date
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DREAMSDRONEEUROPEANAIMSTUDY
This study is part of a project that has received funding from the SESAR Joint Undertaking undergrant agreement No 763671 under European Union’s Horizon 2020 research and innovationprogramme.
Abstract
Thisdocument,D4.2,performsanextensivegapanalysisbetweenthecurrentavailableaeronauticalinformation services from manned and unmanned aviation against the demands from droneoperators/users.Thedemandsfordataserviceswereamalgamatedfromacomprehensivesurvey,areferencescenarioidentification,U-Spaceprincipleservicesandtheconsortium’sexpertise.Thegap(differencebetweensupplyanddemandofdataservices)analysisisaimedatcapturingdataservicesthatenablesafedroneoperationsatVeryLowLevel(VLL)altitudeairspace.Theanalysisconcludedagap in a wide range of data services within the information categories of: flow management,meteorological, environment, flight, surveillance, communication and drones (UAV). Finally,proposed solutions to bridge the identified gaps are also presented in this document. One suchproposed solution that is expected to facilitate high-density traffic capacity management byimprovingtheairspacesafetyandreducingcomplexityisthenotionofGeovectoring.
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TableofContents
Abstract.......................................................................................................................................4
1 Introduction................................................................................................................8
1.1 Purposeofthedocument.................................................................................................8
1.2 Intendedreadership.........................................................................................................8
1.3 Acronyms.........................................................................................................................8
1.4 ScopeandApproach.......................................................................................................10
2 U-Space.....................................................................................................................12
2.1 Vision.............................................................................................................................12
2.2 KeyDefinitionandLexicon.............................................................................................12
2.3 KeyPrinciplesofU-Space...............................................................................................14
2.4 DeploymentofU-SpaceServices....................................................................................152.4.1 U1....................................................................................................................................................162.4.2 U2....................................................................................................................................................162.4.3 U3....................................................................................................................................................182.4.4 U4....................................................................................................................................................18
2.5 SummaryofU-SpaceServices.........................................................................................18
3 DroneUserandOperatorDemands...........................................................................21
3.1 Outlook..........................................................................................................................21
3.2 Stakeholders..................................................................................................................243.2.1 U-SpaceSystem...............................................................................................................................243.2.2 Authorities.......................................................................................................................................243.2.3 Users................................................................................................................................................263.2.4 Indirectusers:mannedaviationandsociety...................................................................................27
3.3 InformationAnalysis:SurveyResults..............................................................................273.3.1 Targetaudience...............................................................................................................................273.3.2 Dissemination..................................................................................................................................283.3.3 Surveyresultsanalysis.....................................................................................................................28
3.4 SurveyAnalysis:SummaryofInformationDemands.......................................................34
3.5 DroneUse-Cases............................................................................................................353.5.1 DroneFlightProcesses....................................................................................................................363.5.2 ScenarioIdentification.....................................................................................................................39
3.6 ScenarioAnalysis:SummaryofInformationDemands....................................................47
3.7 DroneUserandOperatorRequirements........................................................................49
4 InformationCatalogue..............................................................................................51
4.1 ExistingMannedAviationInformation...........................................................................514.1.1 InformationExchangeModels........................................................................................................534.1.2 InformationExchangeServices.......................................................................................................554.1.3 SWIMRegistryServices...................................................................................................................61
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4.1.4 Summary:SWIMServices................................................................................................................624.1.5 Summary:OpenSourceServices.....................................................................................................65
4.2 ExistingUnmannedAviationInformation.......................................................................66
5 InformationAnalysis.................................................................................................72
5.1 DataInventory...............................................................................................................725.1.1 Informationdemand.......................................................................................................................725.1.2 Informationsupply..........................................................................................................................74
5.2 GapAnalysis...................................................................................................................765.2.1 Datacomparisonbetweendemandandsupply..............................................................................76
5.3 ProposedSolutionsforgaps...........................................................................................795.3.1 Flowmanagementinformation.......................................................................................................805.3.2 Meteorological................................................................................................................................835.3.3 Environment....................................................................................................................................845.3.4 Flight................................................................................................................................................855.3.5 Communication...............................................................................................................................875.3.6 Surveillance.....................................................................................................................................885.3.7 Drone...............................................................................................................................................89
6 Conclusions...............................................................................................................91
7 References.................................................................................................................93
AppendixA ListofRequirements.................................................................................95
ListofTablesTable1-SummaryofstandardU-Spaceservices..................................................................................19
Table2-Informationdemandsfromsurveyresults..............................................................................34
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Table 3- Identified scenarios with respect to U-Space services and its relevant flight phase
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Table4-Scenarioanalysisinformationdemands...................................................................................47
ListofFiguresFigure1-Outlineofreportstructure.....................................................................................................11
Figure2-U-Spaceservices[1]...............................................................................................................15
Figure3-U-Spacedeploymenttimeline[2]..........................................................................................16
Figure4-VisualizationofU-Space[14].................................................................................................20
Figure5-Start-upcompaniesactiveacrossthedronevaluechain[3].................................................21
Figure6-Dronestart-upfundinglandscape[3]....................................................................................22
Figure17-Pre-flightinformationnecessaryforpotentialBVLOSoperations.......................................33
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1 Introduction1.1 Purposeofthedocument
This document represents theD4.2 contractual deliverable forDREAMSproject as reported in theGrantAgreement(Annex1–Part1-WT2listofdeliverables).ThisdocumentcomparestheU-spacedataandserviceneedsreportedinD3.2withtheonesalreadydefinedinthetraditionalAIMcontextlistedinD4.1.
AIMisalreadywelldefined,standardisedandperformedformannedaircraft,flyingconventionallyintheairspaceatasafedistancefromtheground.Additionalinformationandserviceswillhavetobegiventothedronepilotoroperatortosafelyconducttheirflightsneartothesurfaceandnewwaystodistributethisinformationhavetodefined.
Thisreportisdedicatedtoidentifyingthegapsthatneedtobefilledtoprovidedroneoperatorsanddrone users with a comprehensive set of aeronautical information and services required for safeoperationinverylowaltitudeairspace.Aninventoryoftheinformationthat isrequiredtoconductsafedroneflightsatlowaltitudewillbepresentedinthisreport.Subsequently,thisinventorylistwillbecomparedtothecurrentlyavailableaeronauticalinformation.Finally,themostefficientmethodsof exchanging this information between drone operators and U-space stakeholders will bepresented.
Finally, a gap analysis is presented between the existing aviation/unmanned information and theonesrequired.Potentialsolutionstobridgethegaparepresentedinthisdocument.
1.2 IntendedreadershipThisdocument is intended tobeusedby theDREAMSconsortiumandby SESARJUmembers. ThisdocumentwillbeexchangedamongU-spaceexploratoryresearchsiblingprojectsthathavesimilarproject goals and also with the project in-charge of defining the U-Space Concept of Operations(CORUS).
1.3 Acronyms
Acronym Meaning
AI ArtificialIntelligence
AIP AeronauticalInformationPublication
AIRPROX AircraftProximity
AIS AeronauticalInformationService
ATC AirTrafficControl
ATM AirTrafficManagement
ATZ AerodromeTerminalTrafficZone
C&CC2 CommunicationCommand&Control
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CAGR CompoundAnnualGrowthRate
DAA DetectAndAvoid
DREAMS DRoneEuropeanAIMStudy
DTC DroneTrafficController
EGNOS EuropeanGeostationaryNavigationOverlayService
EIRP EquivalentIsotropicallyRadiatedPower
ETSI EuropeanTelecommunicationsStandardsInstitute
FCU FlightControlUnit
FTS FlightTerminationSystem
GA GeneralAviation
GNC GuidanceNavigationControl
GNSS GlobalNavigationSatelliteSystem
GTRF GalileoTerrestrialReferenceFrame
HDOP HorizontalDilutionofPrecision
HR HumanResources
IAB InternationalAdvisoryBoard
ICAO InternationalCivilAviationOrganization
IOC IntelligentOrientationControl
IOT InternetOfThings
M2M MachineToMachine
NAA NationalAviationAuthority
NAS NationalAirspacesystem
PMP ProjectManagementPlan
POC PointofContact
QoS QualityofService
RLOS RadioLineOfSight
RPA RemotePilotedAircraft
SBAS SatelliteBasedAugmentationSystem
SES SingleEuropeanSky
SESAR SingleEuropeanSkyATMResearch
STELLAR SESARToolEnablingcoLLaborativeATMResearch
TCL TechnicalCapabilityLevel
UA UnmannedAircraft
UAS UnmannedAircraftSystems
UML UnifiedModellingLanguage
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USS UASServiceSupplier
UTM UnmannedTrafficManagement
V2I VehicletoInfrastructurecommunication
V2V VehicletoVehiclecommunication
VLL VeryLowLevel
VTOL VerticalTakeOffandLanding
WGS84 WorldGeodeticSystem1984
1.4 ScopeandApproachTheDREAMS(DRoneEuropeanAeronautical informationManagementStudy)exploratoryresearchproject is taskedwith contributing to the definition of the European UTM (U-Space) AeronauticalInformationManagementoperationalconceptbyexploringtheneedsforandthefeasibilityofnewprocesses, services and solutions for drone aeronautical information management within the U-Space concept. From the perspective of the DREAMS project, U-Space is viewed as the key toenablingtheconceptforsafeintegrationofdroneswithinVeryLowLevel1(VLL)airspace,tailoredtothe needs of drone operations. U-Space will accommodate various services, including acquisition,quality control and dissemination of relevant information, not limited to the current scope ofAIS/AIM,sincedronesrequireadditionalinformation.
Theabove-mentionedprojectgoalwillbeachievedviaaseriesofintermediateresultsthatwillbringusclosertothefinalresultinaclearandmeasurableway.Theseintermediateresultsarepresentedin three phases, namely, information discovery, defining a concept of operations for potentialsolutionsandfinally,avalidationofthepresentedsolutions.
This document, D4.2, tackles the first phase, information discovery, along with prior deliverablereports(D3.1,D3.2andD4.1).Thisdocumentpresentstheinformationgapbetweenexistingmannedaviation and existing and future unmanned aviation. In addition, the document outlines acomprehensivesetof solutions inorder tobridge thegap.ThesesolutionscanbeseenasasetofrecommendationsforSESARJUandCORUSbytheDREAMSconsortium.
ThemethodologyundertakeninthisdocumentiscapturedinFigure1.Thefigureshowsfourcontentblocks. These blocks have been captured in four chapters. The first block in Figure 1, U-Space,outlines the vision of U-Space, the essential services, the timeline for unfolding the services andrecapsthekeydrivers.ThisispresentedinChapter2ofthisdocument.NextinChapter3,asummaryof the drone environment outlook, an outline of the stakeholders of U-Space, an analysis of theconductedsurveyresultsandanoverviewofthedroneuser/operatorrequirementsarepresented.Thereafter,Chapter4containsaninventoryofexisting informationpertainingtobothmannedandunmannedaviation.Finally,ananalysisof the informationpresented inChapter3andChapter4 is
1 VLL is defined as the volume of airspace contained within 500 feet Above Ground Level (AGL). This wasdefinedbytheEuropeanRPASSteeringGroupin2013.
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conductedinChapter5inordertoderivetheinformationservicesgap.Inaddition,Chapter5drawsout a set of potential solutions for closing the drone information gap. Chapter 5 ends with anillustration of a model for information exchange. Chapter 6 summarizes the key results of thisdocumentandenumeratesasetofrecommendationsforSESARJUandCORUS.
Figure1-Outlineofreportstructure
To complete this key deliverable, successfully, the authors of this report made use of insightsobtainedfromworkshopshostedbyCORUSandbrainstormsessionsheldwithinTUDelft.And,moreimportantly, the authors conducted a thorough review of key literature from the scientificcommunityandthedroneindustry.
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2 U-Space2.1 VisionU-Spaceisasetofnewservicesdesignedtosupportsafe,efficientandsecureaccesstotheairspaceforlargenumbersofdrones[1-2].Theseservicesrelyonahighlevelofdigitalizationandautomationoffunctionsbothon-boarddronesandtheground-basedenvironment.U-Spaceaimstoprovideanenablingframeworktosupportroutinedroneoperations,aswellasaclearandeffectiveinterfacetomannedaviation,ATM/ASNPsandrelevantauthorities.U-Spaceisthereforemorethanjustadefinedvolumeofairspacefordrones,itisanecosystemoranenvironmentthatshouldfosterscalabilityfordroneoperations/missionsinanefficientway.
2.2 KeyDefinitionandLexiconAIXM–Aeronautical InformationExchangeModel,aspecificationdesignedtoenabletheencodinganddistributionindigitalformatoftheaeronauticalinformation.
ATC–AirTrafficControl,aserviceprovidedbyground-basedairtrafficcontrollerswhodirectaircraftonthegroundandintheairsuchthatsafeairtrafficflowisachieved.
ATS–AirTrafficService.ATScomprisesofairtrafficcontrolservices(preventscollisionsincontrolledairspacebyinstructingpilotswheretofly),airtrafficadvisoryservice(usedinuncontrolledairspaceto prevent collisions by advising pilots of other aircraft of hazards), flight information service(provides information useful for the safe and efficient conduct of flights) and alerting services(providesservicestoallknownaircraft).
ATM–AirTrafficManagement:ATM=ATS+AirspaceManagement+AirTrafficFlowandCapacityManagement
BVLOS-BeyondVisualLineofSight.Thisapplieswhenthepilotcannotseethedroneinflight.
Drone–airvehiclewhichisnotpilotedfromon-boardbyahuman
Droneflightplan–aflightplanforasingledroneflight,fromtake-offtolanding
DTM – Drone TrafficManagement. This is equivalent to Air TrafficManagement used inmannedaviation.InEuropethisisreferredtoasU-SpaceandUTMelsewhere.
EVLOS–ExtendedVisualLineofSight.ThisisanextensionofVLOSwherethepilotisinvoicecontactwithanotherpersonwhocanseethedroneattimeswhenthepilotcannot
FIXM–FlightInformationExchangeModel,amodelfortheexchangeofflightinformationsimilartoAIXM.
Flightplan–agenerictermthatreferstoanyplanforanyaircraft
GA–GeneralAviation,flightsthatdonotbelongtocommercialaviation.
Geofence – a geographic description of a boundary that should not be crossed by a drone or, avirtual3-dimensionalboundaryonageometricalareathatrestrictsaccesstodronesGeofencesare
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usually defined around man-made structures (obstacle) to create No-Fly-Zones (NFZs).Mathematically,ageofence,g,canbedefinedbyEquation(1)givenin[14]:
Thereforeageofenceisalwaysdefinedbyaminimumflooraltitude,amaximumceilingaltitudeanda list of horizontal vertices. The volume is defined relative to the set of “home” locations hi.Moreover,ageofencecanbedividedintostaticanddynamicgeofences.Astaticgeofenceisactivealwaysandtheboundariesdonotchange[14].Onthecontrary,adynamicgeofencevariesovertimee.g. regions with temporary flight restrictions (sports events, public park events etc.), geofencessurroundingaircraftandotherimportantasserts.
Ageofencecanbefurthercategorizedinto“keep-out”and“keep-in”regions.InU-Space,thelatterreferstoaGeocage.
Geocage–aformofgeofencethatdescribesaboundarythatadroneshouldstaywithinor“keep-in”.Therefore,bothgeofencingandgeocaginglimitthedrone’s3dimensionalposition.
Geovector–aconceptthatdefinesallowableranges forthe3Dspeedvectorcomponents (groundspeed,courseheading,andverticalspeed)asa functionofgeographicalposition[24].Ageovectorconsistsofadefinitionofanareaandadefinitionoftheallowedintervalsofthespeedcomponentswithinthisarea.Thisareadefinitioncanhavethesameformatusedforgeofencingorgeocaging.Theonlyadditional componentsare the speedvectors.Moreover,ageovector canbecategorized intostaticanddynamic.Theformercanbeapartofthedronenavigationdatabaseandbefixedintimewhilethelattermayvaryovertime.Geovectoringcanbeusedasatooltomanageandcontroltrafficcomplexitiesforhightrafficdensitiesandthusimprovethesafetyofflightoperations.
g={n,v[],zf,zc,m,hi[],ids[]} (1)
wheren=numberofhorizontalvertices
v=horizontalvertices
zf=minimumflooraltitude
zc=maximumceilingaltitude
h=(φi,λi,zi,ti)
φi=latitudecoordinates
λi=longitudecoordinates
zi=altitudeofgeometricalareaabovemeansealevel
ti=geofenceactivationtime
ids=uniqueidentificationnumbers
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JSON– JavaScriptObjectNotation,anopenstandard file format thatuseshuman-readable text totransmitdataobjects.ItisalanguagederivedfromJavaScript.
Mannedaircraft–airvehicleswhicharepilotedon-boardbyahumanpilot
NFZ–NoFlyZone, is referredasanareawherenoaircraft is allowed. Indronedomain, it canbeassumedasgeofenceconcept.
NOTAM –Notice(s) to Airmen, a notice filed with an aviation authority to alert aircraft pilots ofpotentialhazardsalongaflightrouteoratalocationthatcouldaffectthesafetyofflight.NOTAMsare communicated to all addresses for whom the information is assessed as being of directoperationalsignificance.
VFR – Visual Flight Rules, a set of regulations under which a pilot operates an aircraft in “clear”weatherconditions.
VLOS–VisualLineofSight.Thisapplieswhenthepilothassightofthedroneinflight
VLL–VeryLowLevelairspace, theportionof theairspacebelowthatnormallyusedbyVFRflights[55].
U1-U4–U-Spacedeploymentlevels.
WXXM – Weather Information Exchange Model, enables the management and distribution ofweatherdataindigitalformat(XML).ThelatestversionisbasedonGeographyMark-upLanguage.
XML–ExtensibleMark-upLanguage,alanguagethatdefinesrulesforencodingdocumentsinhumanandmachinereadableformats.
2.3 KeyPrinciplesofU-SpaceThedeliveryofU-Spacecomprisesofeightfundamentalprinciples[1].TheseeightkeyprinciplesofU-Spacearepresentedbelow:
1. ToensuresafeoperationsofallairspaceusersintheU-Spaceecosystemandalsopeopleontheground.
2. Toprovideascalable,flexibleandadaptablesystemthatcanrespondtochangesindemand,volume, technology, businessmodels and applications, whilemanaging the interface withmannedaviation.
3. Tocorroboratehigh-densityoperationswithmultipleautonomousfleetofdrones.
4. Toguaranteeequalityandfairaccesstoairspaceforallusers.
5. Toenablecompetitiveandcost-effectiveserviceprovisionatalltimeshencesupportingtheevolutionofnewdrone-relatedbusinessmodels.
6. Tominimise deployment and operations costs by leveraging existing aeronautical servicesand infrastructure, including GNSS, as well as those from other sectors, such as mobiletelecommunicationservices.
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7. ToacceleratedeploymentbyadoptingtechnologiesandstandardsfromothersectorswheretheymeettheneedsofU-space.
8. To follow a risk-based and performance-driven approach when setting up appropriaterequirementsforsafety,securityandresilience,whileminimisingenvironmentalimpactandrespectingprivacyofcitizens,includingdataprotection.
Tobringabouttheseprinciples,U-Spacewillbephasedinfourmainstages:U1toU4inwhicheachstage/phasecomprisesofasetofstandardizedservicesthatwillensuresmoothdroneoperations.
2.4 DeploymentofU-SpaceServices
ThedeploymentofU-Spacewillbeprogressive.TheservicesencasedinU1toU4willbedeployedinanincrementalmanneri.e.,eachnewphasewillproposeanewsetofserviceswhileaugmentingonthe set of services from the previous phase. Over time, U-Space serviceswill evolve and becomeincreasinglysophisticatedasthelevelofautomationofthedroneincreases,andadvancedformsofinteractionwiththeenvironmentareenabledviadigitalinformationexchanges.AsitisillustratedinFigure 2, U1 comprises of the fundamental services followed by U2, initial services and moreadvancedservicesinU3andU4.
Figure2-U-Spaceservices[1]
Themilestonesfortheroll-outoftheU-SpaceservicesaredepictedinFigure3.AsillustratedintheFigure, U1 is planned to be fully operational by mid-2019. Once these foundational services arelaunched, itwillbeaugmentedwithU2bythemiddleof2022.Then,bymid-2027,moreadvancedservicescontainedinU3willbedeployed.ThefinalphaseofU-Space,U4,isplannedtobedeployedby2035.Thisiswhenhigh-densitydroneoperationswillbecorroborated.
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Figure3-U-Spacedeploymenttimeline[2]
2.4.1 U1
Thefoundationalservices,U1,consistof:
• E-registration -dronesweighingbelow250gwillneedtoberegisteredwiththerespectivenationalaviationauthority.Registeringthedronewillallowforauniqueidentificationtobeassigned.Thiswillenablethedronetobeidentifiedbytherelevantstakeholderssuchas;lawenforcementauthorities,NAA,etc.
• E-identification - this serviceenables thedrone to transmit anelectronic signal containinginformation stored in the central registration database. To be specific, the informationtransmittedare;droneoperatorregistrationnumber,uniqueserialnumberofthedrone,itsstateandintentinformation.
• Pre-tactical geo-fencing - this service provides the drone operator with geo-spatialinformation with regard to no-fly areas such as; prisons, schools, governmental premises,and any NOTAMS. By employing this information service, the drone operator will able todefinegeofencesinordertokeepoutofrestrictedareas.
Theprimaryobjectivesforthesefundamentalservicesareto identifydronesandoperators,andtomaketheoperatorsawareofgeo-fenced(no-dronezone)zones.ThedeploymentoftheU1serviceswillenablemoredroneoperations,especiallyinlowdensityairspace.WithinU1,therangeofVLOSroutineoperationswillbeextended inordertoenableEVLOS. Importantly,effortswillbemadetoestablish frequent VLOS operations in urban environments. However, BVLOS operations will beconstrainedforthetimebeing,butwillbecomemoreprobablewithincreasingmaturityofU-Space.
2.4.2 U2
U2consistsofaninitialsetofservicesthatsupportthesafemanagementofdroneoperations.Theseservicesinclude:
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• Weather information – this service provides drone operators with current and predictedinformation with regard to; temperature, pressure, humidity, wind speed, wind direction,turbulencewarning,METARobservation,visibility,andprecipitation.Theinformationcanbeusedtoeffectivelyplanflightsduringthepre-flightphase.Inaddition,weatherforecastcanbeusedfortacticalplanningaswell.
• Drone aeronautical information management – This service is not exclusive to droneoperators but to traditional aviation as well. It provides drone operators with the sameaeronautical informationprovidedtomannedaviation.Thisallowsforcoherenceofsharedinformation. U-space stakeholders will be able to have access to real-time data from AISproviders.
• Tacticalgeofencing–thisserviceprovidesthedroneoperatorwithgeo-spatial informationwith regard to no-fly areas during flight. For instance, if an area is suddenly perceived toimpede the safety of the drone flight, the area will be categorized as a no-fly area, thusensuringsafedroneoperations.
• Real-time tracking – this service provides the drone operator with real-time positioninformation of their drone(s). Real-time trackingwill allow the drone operator to identify,monitorandanalysethedroneflight(s).
• Flight planning management – drone operators employ this service in order to receivevalidationoftheirrespectiveflightplans.Theflightplansarevalidatedbasedonregulationsposedbythenationalaviationauthority.Iftheflightplanviolatesanyconstraints,itwillberejected,elseitwillbeapproved.
• Strategic de-confliction – this service provides drone operators with flight planningassistanceonastrategiclevel.Ifaflightplanconflictswithanother,ade-conflictmeasureisproposed.
• ProceduralinterfacewithATC–thisserviceisasetofdefinedproceduresforsomemissiontypeswhere theremaybean impactonATC.For instance, transitioningbetweendifferenttypesofcontrolledairspacesunderprescribedconditions.Thisprocedureensuresclearandunambiguous operation of the drone and provides an appropriate flow of informationbetween the drone operators and the ATC. Such procedures will allow drones to fly incontrolled airspace and near airports with more flexibility and may include proceduralapproval/rejectionbasedonagreedrules.
• Emergencymanagement–providesU-spaceusersawarenesspertainingtoemergencyalertsfrom drone operators. Such alertsmay include loss of control, bird strike etc. The serviceprovidescontingencymeasuresinordertoeffectivelymanageemergencysituations.
• Monitoring–amonitoringserviceisprovidedtodroneoperatorsbasedonthedrone’sreal-time position information coupled with other surveillance information including positioninformation of non-cooperative obstacles and vehicles. This creates better situationalawareness.
• Airspace traffic monitoring – provides drone operators with traffic information therebyenablingsituationalawareness.
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TheseservicesalsoprovideafirstlevelofinterfaceandalinktocommunicatewithATCandmannedaviation. The services contained inU2will try tomaximize the use of existing infrastructure frommanned aviation when possible. However, newer services will be enabled through the use ofinnovativetechnologiessuchas,LTEfordatacommunication.
2.4.3 U3
The services provided in U3 will augment and fine-tune on U1 and U2 services. These servicesinclude:
• Dynamicgeofencing – compared to (pre)-tacticalgeofencing,dynamicgeofencingprovidesdroneoperatorswithgeo-spatialinformationpertainingtono-flyareaswithtimelimits.
• Collaborative interface with ATC – aid drone operators to fly their drones betweencontrolledanduncontrolledairspaceinasystematicmanner.
• Tactical de-confliction – this service ensures separation between drones are effectivelymanaged in the respective airspace. Separation management is enabled during the flightphase.Thiscanalsobeseenasdetectandavoidmeasures.
• Dynamiccapacitymanagement–thisservicemonitorsandmanagesairspacedemand.Thiscan be done by optimally balancing the demand and capacity, taking into account non-nominalinfluencessuchasweatheranddynamicgeo-fencing.
Therefore,U3willunlocknewandenhancedapplicationsandmissiontypesinhighdensityandhighcomplexity urban areas. This will be primarily supported by the advancement of see-and-avoidalgorithmsandbyreliablecommunicationmeans.AtthisstageoftheU-Spacedeploymentiswherewe envision the greatest growth in drone operations to occur, especially in urban areas.Furthermore,U3will enablenewer typesofoperations suchasurbanairmobility concepts (flyingtaxis).
2.4.4 U4
U4 focuses on services which offer integrated interfaces with ATM/ATC and manned aviation. Inaddition, it provides support for the full operational capability of U-Space based on high level ofautomation.Notably,furtherU4serviceswillbederivedduringthedeploymentofU3.
2.5 SummaryofU-SpaceServices
Table1outlinesthesetofstandardizedservicescontainedinU-Spacedeploymentlevels,U1,U2,U3,U4.Thesestandardserviceswillbeexpandedfurtherinordertosatisfyadditionalrequirementsfromdrone operators/users.Moreover, the services presented in Table 1 will also be augmented withservicesderivedfromthegapanalysisinChapter5ofthisreport.
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Table1-SummaryofstandardU-Spaceservices
U-space Service
U1 E-Registration
E-Identification
Pre-tacticalgeofencing
Payment
Insurance
Europeandroneregistry
Workflowmanagement
U2 Weatherinformationi.e.,Hyperlocalweatherdata
Droneaeronauticalinformationmanagement
Tacticalgeofencing
Tracking
Flightplanningmanagement
Strategicde-confliction
ProceduralinterfacewithATC
Emergencymanagement
Monitoring
Trafficinformation
Flightplanningassistance
U3 Dynamicgeofencing
CollaborativeinterfacewithATC
Tacticalde-confliction
Dynamiccapacitymanagement
U4 TobedevelopedafterthelaunchofU3
Inthenextchapter,wewilltakeadeeperlookatthedroneuser/operatorrequirementsinordertoidentifythemissingservicespresentedinTable1.
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Figure4-VisualizationofU-Space[14]
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3 DroneUserandOperatorDemandsThischaptergathersbackgroundinformationinordertounderstandthecurrentdroneenvironmentand its stakeholders indetail.Moreover, thechapteranalyses thesurvey resultscarriedout in thepreviouswork packages in order to identify the information demand fromdrone operators/users.Thereafter,we present a summary of the drone use-cases identified in the Scenario Identificationworkpackage (D3.1) such that importantdrone information requirements canbederived. Finally,after carefully studying the drone environment and its future needs (information demand), acomprehensivedroneuser/operatorrequirementslistispresentedattheendofthischapter.
3.1 OutlookThe first wave of drones was primarily tailored to military applications, with drones serving assophisticatedintelligencegatheringtoolsandforrapidresponsemilitarystrikemissions.Thiswasthebirth of drones. The secondwave of drones took to the skieswith high-definition cameras and itprovidedaninvaluabletoolforamateurphotographerstocapture3-dimensionalmemoriesinacost-effectiveway. Entrepreneurs soon realised the potential for drones to become powerful businesstools and this sparked the third wave of drones – drones as powerful commercial tools. Today,drones have become a common conversation topic among various sectors such as agriculture,energy,publicsafety&security,e-commerce&deliveryandfutureurbanmobility.
Several big technology companies such asAmazon,Google and Facebookareexploring theuseofdronestotacklesomeof themostpressingconcernssuchastrafficcongestionandglobal internetconnectivity. According to a study conducted by consultancy firmMckinsey, the drone activity isdrivenbystart-upcompaniessuchasMatternet,Zipline,3DRoboticsandAirMap[3].Withinthelast18years,morethan300companieshaveenteredthedronespace.Thesecompaniestypicallyfocusonhardware,operationsandsupportservicesasillustratedinFigure5.Thelatterincludessoftwareandservicesneededfornavigation,andUTMservicesandalsonecessaryinfrastructureneeds.
Figure5-Start-upcompaniesactiveacrossthedronevaluechain[3]
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Furthermore,dronestart-upcompanieshaveattractedaconsiderableamountoffundinginordertoexplore new drone applications and software-as-a-service solutions. As depicted in Figure 6, $3Billion in fundingwasattractedby start-ups. Thehighest fundingwas awarded toOEMsandUTMservice providers. Mckinsey predicts more funding to gravitate towards to software solutions,especiallyforturnkeysolutionsthatimprovedroneoperationsbyenhancingsee-and-avoidsystems,analytics and navigation in absence of GPS signals [3].Moreover,more valuewill alsomigrate tosoftwaresolutionsthatsupportautonomousflightanddronetrafficmanagement.Thiswillhappenasthemarketmatures.
Figure6-Dronestart-upfundinglandscape[3]
Figure7-Commondroneapplications[3]
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As mentioned previously, there exist five well established drone applications (see Figure 7). Atpresent, drones are widely employed for short-range surveillance for image capture and videocapture.However,thegreatestpotentialfordroneswillbeunlockedonceBVLOSreachesmaturity.AsshowninFigure7,dronesassistwithoperationswhicharecategorizedasthe“threeDs”–dull,dirty, or dangerous e.g., window cleaning on skyscrapers, this is already a matured market [3].However,themainbenefitsfromautonomousdronestosocietywillcomefromthefourthandfifthuse-cases. Drone applications for signal emission will provide internet connectivity to billions ofpeople that are still not connected to the internet.Notably, drones for transport anddeliverywillbring about the most benefits by reducing traffic congestion in urban cities and thus decreasinggreenhousegasemissions.
TheEuropeandronemarketisexpectedtoexceed€10Billionannuallyby2035[4].TheconsultancyfirmDeloitteprojectstheglobalUTMmarketalonetobeworth$2Billionby2025.Someofthemainfactors that will drive this growth are highlighted in Figure 8. This growth will be driven by fivefactors:Infrastructure,regulation,technologicalcapabilities,publicacceptanceandeconomicdriversasdescribedinFigure9.
Figure8-GlobalUTMmarketforecastfor2025[7]
Theaboveanalysis indicates that thedronemarket, as awhole,will experience significant growthwithinthecomingyears.Therefore,collectivesolutionstoaddresssomeoftheconcernsneedtobeaddressedbyU-Space.Mostoftheseissuesstemfromalackofinformation.Asaresult,theoutcomeofthisreportwillbetohighlightthegapininformationandtopresentsolutions.
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Figure9-Factorsinfluencingthedronemarket[3]
3.2 StakeholdersThis sectionpresents theU-Space stakeholders.A stakeholder is aparty thathas an interest inU-Space.Figure10providesavisualrepresentationoftheU-Spacestakeholders.Fromthefigure,fourprimarystakeholderscanbeidentified,namely:(providersof)theU-Spacesystemitself,authorities,usersandindirectusers.Eachidentifiedstakeholderwillbedescribedintheprecedingsubsections.
3.2.1 U-SpaceSystem
TheU-Space serviceprovider is an entity that provides services such as data provision and trafficinformation and control to the end user (drone operator or drone pilot). The U-Space serviceproviderservesastheprimarymeansofinteractionbetweenotherU-Spaceelements.Notably,theservice providermay also deliver additional services by aggregating service provisions from otherprovidersinordertocreateamoreprofitablebusinessmodel.
TheDataserviceprovider isanentitythatprovidestrustworthyinformationtotheU-Spaceserviceproviders in order to support drone traffic management services. These data service providersinclude,forexample,hyperlocalweatherdataproviders.
3.2.2 Authorities
TheLawenforcementauthorityisresponsibleforthesafeexecutionofdroneflightsbyensuringthatdroneoperatorsandpilotsadheretotherulesandregulations.ThelawenforcementauthoritieswillalsouseU-Space forsurveillanceactivities.Expected interactionwiththeU-Spacesystem includes:implementing geofencing on the airspace for reasons of security and for the safety of the droneitself,andreceivingdronestate/intentandregistrationinformationforbettersituationalawareness.
Emergency services have a similar function as the law enforcement authority. Emergency serviceauthorities have the ability to implement geofencing on certain airspace volumes in order toexpedite an emergency flight.However,whether airspace reservation for emergency services thatoperate for-profit needs to be investigated further. If airspace reservation privileges have to be
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provided to such parties, then its respective business model needs to be carefully dissected andregulatedtopreventunfairadvantagestootherairspaceusers.
Air Traffic Management (ATM) will assume to interact with U-Space to receive drone trafficinformationinordertomaintainsafeseparationbetweenunmannedandmannedtrafficandalsotohaveoverallsituationalawarenessoftraffic.
The Safety authority, such as EASA, develops implementing rules in relevant fields (e.g. AirOperations, Air Traffic Management). It provides oversight and support to Member States andpromotes the use of European andworldwide standards. In the framework ofU-space, it ensuresusers to adhere to the defined safety standards and procedures. The agency monitors andinvestigates any incidents and develops standards and procedures to prevent future incidentsthroughthelessonslearnt.
Competentauthorities suchasEurocontrol, regulatedrone trafficaswellasdefine themethodoftrafficintegrationintotheairspacesystem.
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Figure10-OverviewofU-Spacestakeholders
3.2.3 Users
TheDroneoperator isacommercialentity thatoperatesadroneormultipledrones formonetaryincentives. The drone operator defines the drone’s mission which is primarily driven by uniteconomics.Thedroneoperatorisaccountableforallthecommercialdroneoperations.
TheDronepilotisalicenseddroneuserwhomanagesandoperatesitsdroneflightinasafemanner.Dronepilots canoperatedrones forpersonal/leisureor commercialpurposes.Dronepilot licenseswilldependuponlocalregulationsandtheirinteractionwithU-Spacewillberelatedtostrategic,pre-flight,tacticalandpostflightoperations.
TheAutonomousdroneflightsystem(ADFS) isaU-Spaceuserandshouldbetreatedasthedrone“pilot”. The ADFS is yet to be defined byU-Space but the authors of this report believe that it isnecessary to address this concern. The ADFS is predominately driven by A.I algorithms therefore,rulesofoperationsneedtobeprovidedtotheADFSatalltimes.
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TheDronemanufacturersareusers inthesensethattheyemployspecificationsandrequirementsset out by U-Space in order to develop and design the drone technology. Moreover, the dronemanufacturer will also provide data with respect to: drone characteristics, performance values,contingencyfeatures,etc.toU-Space.
3.2.4 Indirectusers:mannedaviationandsociety
Mannedaviationcanbedividedintotwocategories:IFRandVFRflights.
IFRflightsrelyonairtrafficcontrolforseparationfromothertraffic(mannedandunmannedtraffic).DirectinteractionwithU-Spaceisthereforenotforeseen[5].
VFRtrafficontheotherhandareexpectedtoencounterdronetraffic.Therefore,VFRpilotswillneedsituationalawarenessondronetrafficandtheywillalsorelyonthedronesto“stayclear”fromtheiraircraftatalltimes.VFRtrafficinteractwithU-Spaceinordertoobtaindronetrafficinformationandalsoprovidestate/intentinformationwithrespecttotheirflight.
Similar to VFR traffic, terrestrial traffic (ground, rail and sea traffic) will expect drones to bedetectable and be equippedwith see-and-avoid algorithms. Theywill also expect drones to “stayclear”ata safedistanceatall timesunlesspermitted (e.g. truck-dronedelivery).Moreover,unlessterrestrial traffic has special interest in drone operations, it will not interact with U-Space on aquotidianbasis.
Thegeneralpublicexpectsdrones tobedetectable, follow local regulationsconcerningsafetyandprivacy,andemployingsee-and-avoidalgorithmsatall times.Acceptanceofdronesby thegeneralpublic will decipher the restrictions on drone operations in cities. It can be foreseen that as thegeneral public begins to experience drone services such asmedical delivery via drones or, parceldeliveryviadrones,theacceptancefromthegeneralpublicwillbemoreprominent.
3.3 InformationAnalysis:SurveyResults
The DREAMS consortium conducted a web survey which was presented online on the DREAMSwebsitefromFebruary28thuntilApril8th,2018.Inthissectionwewillpresentasummaryofthemainhighlightsofthewebsurveyresults.Amoredetaileddescriptionofthewebsurveycanbefoundinthedocument[6].Theprimaryaimofthesurveywasto:
• Identifyasetoftargetscenariosanduserneeds.
• IdentifyinsightintocriticaldatarequiredforBVLOSflight.
• IdentifytheminimumdatasetfordroneAIMneededtodeveloptheU-Spaceconcept.
• Gaininsightintothebestmethodsofinterfacingwithusers.
3.3.1 Targetaudience
The surveywas aimedat Europeandroneusers andoperators, aswell as authorities andmannedaircraftpilots.Therefore,thesurveywascategorizedinto:
• Droneusersanddroneoperators
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• Authoritiesandmannedaircraftpilots
Atotalof10multiplechoicequestionswereposed,andeachquestionpresentedthepossibilityforuserstoaddrecommendations.
3.3.2 Dissemination
The survey was available on the DREAMS website and it was disseminated to European dronecommunitiesonsocialmediasites,specializedjournalsandmagazines,droneoperatorassociationsanddronepilottrainingcentres.Overall,atotalof153responseswerereceived,ofwhich108werefrom the drone user and drone operator category while the remaining 45 stemmed from theauthorityandmannedaircraftpilotcategory.
3.3.3 Surveyresultsanalysis
Thissectionpresentsthequestionsposedinthesurveyanditsresults.
3.3.3.1 DroneapplicationsThefirstquestionwasformulatedinordertogatherknowledgeontheexpectedmarketfordroneinthe near future. The question was presented to drone users/operators and authorities/mannedaircraft pilots. Interestingly, the majority of drone users/operators opted “Photography” as theapplication thatwould see thehighest amountof growth (seeFigure11). Importantly,one shouldkeep in mind that there might be an underlying bias in the answer i.e., the majority of therespondentscouldbeemployingdronesforaerialphotography.Therefore,theDREAMSconsortiumwas highly critical when reviewing the results of the survey. Furthermore, a majority of therespondents gave their own opinion on future drone applications. This was categorized into the“other”category.Forthelatter,therespondentsstatedthatinfrastructureinspections,cartographyandtopographyanddroneracingwouldbehighpotentialapplicationsinthefuture.Theremainingfavourable applications were public safety and security, energy sector, delivery and e-commercewhichwerealsomentionedandsimilarlyrankedin[1].
Figure11-Droneapplications
3.3.3.2 DroneoperationalaltitudeThe second survey questionwas posed to identify the desired altitude range, above ground level(AGL), fordroneoperations. The survey results indicate that the categoryofdroneusers favoured
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thelowestoptionof0to100ft.Thiscouldbecorrelatedwiththemajorityofthedroneusersbeinginterestedinusingdronesforaerialphotography.Incontrast,thedroneoperatorcategoryoptedfora300to400ftaltituderange.Thesecondsurveycohort (authority/mannedaircraftpilots)stressedtheneed to concentrateunmanned traffic between0 and200 ft. This shows that latter preferredunmannedtraffictostay“wellclear”frommannedtraffic.Figure12illustratesthefinalresultforthissegmentofthewebsurvey.
Figure12-Droneoperationalaltitude
3.3.3.3 UrbanenvironmentflightsFor this segment of the survey two sets of questions were posed to the two cohorts. The droneusers/operators were asked what environment they intend to fly in, while the authority/mannedpilotswereaskedtopredicttheexpectedgrowthoftraffic intheurbanenvironmentby2021.Theresults indicated that 67 percent of the first cohort opted for occasional flights in urbanenvironments.Similarly,33percentofauthorityandmannedaircraftpilotdemographicclaimedthatthe urban environment would experience substantial growth of drone traffic. These results alsocorroboratethereasonforU-Spacebeingmorefocusedonurbanoperations.
3.3.3.4 FlightinformationThispartofthequestionnaireinquiredintotheflightinformationneedsfromdroneusers/operatorsandaswell fromtheneeds forauthorityandmannedaviation.For thisquestion,10optionsweregiventotherespondents.The10optionsincluded:
• Detailed3Delevationonamap
• Geofenceareasorno-flyzoneinformation
• Locationofuncontrolledflyingobjectssuchasbirds
• Hyperlocalweatherinformation
• Obstacleandterraindata
• Populationdensityofoverflownareaofthedrone
• Real-timepositioningofmannedaircrafttrafficinvicinityofflight
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• Real-timepositioningofunmannedaircrafttrafficinvicinityofflight
• Separationrulesfrommannedandunmannedtraffic
TheaggregatedresultsofthetwocohortsaredepictedinFigure13.Fromthefigureitcanbeseenthatreal-timepositioningofmannedtrafficisofhighimportance.Thisiscloselyfollowedbyobstacleandterraininformation,locationofgeofenceareasandreal-timepositioningofunmannedtrafficinthe vicinity. A few respondents claimed that detailed 3D elevation maps, hyperlocal weatherinformationandseparationruleswereimportanttoconductingsafeflightoperations.Interestingly,some respondents communicated the need for population of overflown area for safe droneoperationsincrowdedurbanareas.Thisinformationmaybecriticalfor3rdpartyrisks.
Figure13-Informationrequirementsgatheredfromsurvey
3.3.3.5 PotentialriskfactorsAquestionwasposedtodeterminethepotentialriskexperiencedbydroneusers/droneoperators.Thesamequestionwasposedtoauthority/mannedaircraftpilotsaswell.Thesurveyresultforthefirstcohort indicatedthatthepresenceofobstaclespresentsthegreatestrisktodroneoperations.Next, thepresenceofbirdsandpoorGPS/GNSSperformancewerealso rankedashigh riskby thedroneuser/operatorcohort,seeFigure14.Conversely,theauthority/mannedpilotcohortoptedforloss of communication and control and the presence of drone traffic as potential “high-risk”scenariosasdepictedinFigure14.
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Figure14-Operationalriskdeterminedbydroneoperators/usersandauthorities
3.3.3.6 Pre-flightphaseactivitiesThesixthsurveyquestionwasdevelopedtodeterminethepre-flightphasesthatweredeemed“timedemanding”activitiesbydroneusers/operators.Theauthorityandmannedpilotcategorywerealsopresented with the same question. Interestingly, the results indicate that the activity phase of“obtaining permission fromATS to access an airspace” to be themost time demanding phase forboth cohorts. This time-consuming task was closely followed by the “risk assessment” phase.Notably, the drone user/operator group presented some additional potential time-consumingactivitiesthatwerenotposedinthesurveyquestion.Theseadditionalphasesinclude:
• Makingclientsawareaboutthepotentialrisk
• Sterilizingaflightareapriortoflight
• Settingupabufferareabetweendroneflightpathanddynamicgroundobstacles
Theremainingtime-demandingpre-flightactivitiesarepresentedinFigure15.
Figure15-Prominenttime-consumingpre-flightphases
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3.3.3.7 Real-timedataforBVLOSoperationsForthissegmentofthesurvey,datarequirementsforreal-timeBVLOSoperationswas inquiredforboth respondent groups. In SESAR’s U-Space Blueprint [1] BVLOS operations were deemed anessentialenablerforthegrowthoffuturedroneoperationshence,itisimperativetodeterminetheinformationneedsforsuchacriticaloperationalphase.
Both respondent groups specified real-time information needs on active NOTAMs, temporarilyrestricted areas by local authorities (more prominentwith the authority/manned pilot group) andreal-time positioning of drone traffic as key enablers of BVLOS operations. The various otherinformation needs were also ranked as important enablers, see Figure 16. The respondents alsoindicated the importance of transmitting the drone’s state and intent information in the “others”segmentofthequestion.
Figure16-Real-timeinformationneedsforfutureBVLOSmissions
3.3.3.8 Pre-flightinformationneedsforfutureBVLOSoperationsThisquestionisanextensiontotheprevioussurveyquestion.Similarly,ourintentiontopresentingthis questionwas to determine the information requirements deemedmandatory for successfullyplanning BVLOS operations. Both respondents opted for information on: conflicting flight plans,active NOTAMs affecting the drone trajectory and temporary geofence zones (No-Fly zones) asmandatory for unlocking future BVLOS operations. The aggregated results for this question aredepicted in Figure 17. Some respondents presented their additional information needswhichwascategorized in the “others” group. The additional information requirement was “automatic riskassessmentoftheplannedtrajectory”.
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Figure77-Pre-flightinformationnecessaryforpotentialBVLOSoperations
3.3.3.9 Desireduser-interfaceThe final question presented to the two cohort respondents was related to the preferred userinterfacetoreceivetheabovedroneinformation.Theresultsshowedthatthefirstcohortwasmoreinclinedtowardsaportableapplicationdevice,especiallytabletdevicesbecauseoftheireaseofusein field operations. In contrary, themajority of authority/manned aircraft pilot cohort opted for asmartphoneapplication/websiteasshowninFigure18.Thefigurealsoindicatestheinterestinnovelinterfacing applications such as VR/AR glasses. Overall, the aggregated data reveals a stronginclinationtowardsatablet(handheld)interfacingsystem.
Figure18-Preferreduserinterface
ThesurveyresultspresentedabovehavebeenusefulfortheidentificationofpotentialVLLscenariospresentedintheD3.1DREAMSdeliverable,andalsocrucialinsightintotheinformationrequirementsfrom the user’s point of view. Moreover, the pool of respondents for the above survey was
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comparativelysmall.However,thetargetaudiencewasveryspecifictodroneoperationsthereforethedatasamplewasdeemeduseful.
Theabovesurveyresultscanbesummarizedbythefollowingpoints:
• Thetypicalrespondentwasadroneoperator;
• Employing adrone for aerial photographywas seen as themost demanding application intheshortterm;
• Amajorityofdroneoperatorsintendtoflybelow200ft;
• Droneoperatorsalsointendtooccasionallyoperateinurbanenvironments;
• During flight, the drone operator/user requires information pertaining to real-timepositioningofairtraffic;
• Thepresenceofobstaclesposedthehighestrisktodroneoperations;
• Obtaining permission from ATS to access an airspace was deemed as the most timeconsumingactivityduringthepre-flightphase;
• Information on No-Fly zones by local authorities (e.g. law enforcement) was seen asmandatoryforfutureBVLOSmissions;
• Pre-flight information on de-conflicting flight plans was seen as critical for planning safeBVLOSmissions;
• Droneoperators/usersshowedahighpreferenceforatabletapplicationinordertoreceivedroneinformationforpre-flightandin-flightoperations.
Theanalysisofthesurveyresultspresentedcanbesiphonedintoconcretedroneuserandoperatorrequirements.Thiswillbepresentedinthenextsection.
3.4 SurveyAnalysis:SummaryofInformationDemands
Thissectionsummarizestheinformationdemandsgatheredfromtheabovesurveyanalysis.ThekeyoutcomesarepresentedinTable2.
Table2-Informationdemandsfromsurveyresults
Category Application Informationdemand
Aeronautical Operationalaltitude • Providesupervisiononselectingtheoptimalaltitudeforoperations
Aeronautical Urbanoperations • Manage and control urban airspacecapacity
• Provide situational awareness ongeofencedspaces
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• Provide situational awareness of “non-collaborative”traffice.g.flockofbirds
• Provide situational awareness ofpopulationdensityofoverflownareas
• Provide situational awareness ofunmanned andmanned traffic in vicinityofflightoperations
• Provideawarenessaboutpotentialrisk
• Provideassistanceinmissionplanning
Meteorological Urbanoperations
• Providehyperlocalweatherinformation
• Provide advisories on suddenatmospheric disturbances e.g. suddenrainfall/windgusts
Terrainandobstacles Urbanoperations • Providesituationalawarenessofobstacleandterraininformation
• Providedetailed3Delevationmaps
Surveillance Urbanoperations • Provide situational awareness of non-collaborativetraffice.g.flockofbirds
• Provide situational awareness ofunmanned andmanned traffic in vicinityofflightoperations
• Provide situational awareness on activeNOTAMs
Communication Urbanoperations • Ensure uninterrupted communicationsignalduringflight
• Ensurevideolinksignalisuninterrupted
• ProvideGNSScoveragemap
3.5 DroneUse-CasesToaddmorecontext todroneuser/operator informationdemands identifiedby theabovesurvey,we describe a set of drone use-cases or relatedmission scenarios. Thesemission scenarios werepresentedindetailinadedicateddeliverable,D3.1,asaresult,weonlypresentasummarywhatwedeemisimportanttofulfilthegoalofthisreport.
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Thissectionthereforedescribesthedroneflightprocesses,thesetofscenariosandasummaryofallthenecessaryinformationdemandsderivedfromthesescenarios.
3.5.1 DroneFlightProcesses
Thissectionfocussesonfiveflightprocessesthatfacilitatetheplanningandexecutionofamissionfrom the perspective of a drone operator. These processes are described for Commitment &Verification,Planning,Pre-flight,ExecutionandPostflight,seeFigure19.
Figure19-Droneflightprocesses
3.5.1.1 Commitment&VerificationTheverificationprocessentailstheinitialfeasibilityofthemissionbythedroneoperators.Themainstepsofagenericverificationprocessinclude:
• Verificationoftheairspaceclass;
o Airspace class verification is one of the first items to be checked by the droneoperatortoassessthegeneralfeasibilityofthemission,theexpectedtimetoobtainNAA’sauthorization(ifapplicable).
o The operator should also be able to verifywhether themission area contains anypermanentortemporaryNOTAMsinordertodetermineanyconflictswiththeflightplan.
• Preliminaryareaexamination:inthisstep,digitalcartographerssuchasOpenStreetMaporGoogleEarthcanbeusedtogetaninitialoverviewoftheareaofoperations,potentiallocalhazards(obstacles),distancefrombuildingsetc.Suchtoolsprovide initialmeasurementsofdistancesfromtheselectedareaofoperationstoobstaclessuchasroadsandbuildingsandalso to places where there is a possibility of large social gatherings. Therefore, as apreliminaryanalysisoftheareaofflight,thisprocesscanbeusedtocreateanareabuffer.Moreover,potentialhazards suchas cell towers,high-voltagepower lines canbedetectedduringthisstage.Inaddition,furtherverificationcanbeperformedbyconducting“on-field”surveystoensurecompleteknowledgeoftheflightarea.
• IdentificationofNFZsandaerodromes: the respectivedistances fromaerodromesandNo-Fly-Zones and the planned area of operations shall be initially verified offline by AIS/AIPcartographyandother“terrestrial”cartographicsupport.Adigitalapplicationwithreal-timedynamicupdatesforthelatterwouldbehighlyvaluable.
o NFZs (geofenced areas) are divided into Aerodrome areas and restricted areas.Aerodromes includemajorairportsandflyingfieldswheremannedaircraftoperateat low altitudes (landing and take-off phases). Restricted areas include bordersbetweencountriesorsensitivesites.
Commitment&Verification Planning Pre-Flight Execution Postflight
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o Ingeneral,NFZsdependonhyperlocalregulations.Therefore,ahyperlocalNFZruleenginewouldbevaluablefordroneoperators.
• Preliminaryriskassessmentofoperation:Afterperformingtheabovesteps,theoperatorhassome initial information to conduct a preliminary safety assessment with regard to theoperationsofflight.
• Validation of insurance: the final step of this verification process involves checking theoperator’s insurancewithrespecttotheareaofoperations,thedroneandthedroneuser,andalsotheidentifiedpotentialriskofthemission.
3.5.1.2 PlanningThe main actor in the planning process includes the drone user. Moreover, the planning phaseincludes,butisnotlimitedto,thefollowinggeneralsteps:
• Weatherforecast:windspeedsanddirections,temperaturesandprecipitationaregenerallychecked as part of normal procedures in accordance to the RPASmanual of operations inorder toassess thebest temporalwindow for themissionwith respect to thedrone flightenvelope. An initial wind forecast is used to determine the buffer boundaries around thearea of operations. However, it would be more useful to have hyperlocal weatherinformationasthisismorerelevantfordroneoperations.
• Definitionof the areaof operations: single/multiple areasof operations shall be identifiedwith respect to the extension of the area of operation. The dimensions of the area aredefined according to a safety assessment. Most popular commercial drones enable staticgeofencingmechanismsthatlimittheflightenvelopeofthedronewithinavolumewiththehomebasecentredonthehomepoint.Duringthisareadefinitionphaseitisrecommendedtoalsodefineemergencylandingzones.Therefore,tomakethisplanningprocesssimplerforoperators,thereshouldbeatoolthathelpsdefinetheareaofoperationautomatically.
• Analysis of GNSS limitations: GNSS signals are currently the primary source of guidancenavigation and communication for drones. Even though GNSS technology has advanced,there are some GNSS limitations due to multipath effects or poor satellite visibility.Therefore,forthispurpose,droneoperatorscouldbenefitfromhavingaccesstoatoolthatindicatesGNSScoverage.
• Preparationof embarking: Theplanningphase endswith the applicationof the limitationsanalysed to the drone selected for the mission, the implementation of all maintenancechecklists,inspectionoftheselecteddronewithrespecttotheoperatormanuals.
3.5.1.3 Pre-flightPre-flight operations refer to all those operations related to both aircraft and payload to beimplementedonsitebeforetake-off.Withinthepre-flightphasethereareanumberofactivitiesthatneedtobeconducted:
• Sitesurvey:A localsurveyofthesitemightbeneededtocheckforanydynamicobstacles.Moreover, considering the actual C2 technology, it is recommended to scan the local RFenvironment with a portable spectrum analyser for possible RF interferences or spurioussignals.
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• Area of buffer: this is needed to check if geofence limits are coherent with the area ofoperation,or if itneedsanymodificationsduetochanges in localwindorotherhyperlocalhazards.
• Human activity: the operational area should be checked for presence of dense humanactivity.Adjustmentsshouldbemadetotheflightplanifthisisthecase.
• Dronechecklist:Anormal checklist isexecutedwith respect to thedrone flightmanual. Incase of autonomous flight mission with waypoints, the pilot uploads the mission on thedroneatthisstage.
• Checking hyperlocal weather conditions: The visibility and hyperlocal wind conditions areusually measured with a portable anemometer. Temperature ranges are also measured,especiallyifLiPobatteriesareemployedinareasbelow4°C.Sincethisiscarriedoutmanuallyitwouldhighlybeneficialifthisprocesscouldbeautomated.
• Crewdebrief:Withrespecttotheoperationsmanual,thecrewandotherpersonnelonsiteshouldbeinstructedbythepilotincommandabouttheflightoperationsandwithregardtoany contingency actions to be taken in case of emergency. Attention should be given tosituational awareness with regard to the surrounding environment and with regard tomanned/unmannedtraffic.Ingeneral,thepilotincommandisassistedbyan“observer”whoinspectstheskyforpotential traffic.Analternativeforthisprocessshouldbedeveloped inordertomakedroneoperationsmoresustainableespeciallyathigh-densityoperations.
• ContactATC:Ifthedroneoperationstakeplaceinsideacontrolledairspace,itisnecessarytocommunicatewiththelocalATCbeforestartingflightoperations.
3.5.1.4 ExecutionTheexecutionphase isoften the shortestphase in termsof theoverall timeof flightphases foraVLOSoperation.Thisphasehasthelargestgaptobefilledintermsofaeronauticalinformation,forexample:
• Dronetraffic
• Mannedtraffic
• SituationalawarenessbeyondVLOS
3.5.1.5 Post-flightThepost-flightoperationsaremainlyrelatedtothedroneoperator.Thisprocessinvolves:
• Updatinglogbooksmanually
• Post-flightchecklistupdate
• Droneinspection
Manyoftheaboveprocessesareperformedmanually,thereforeadigitalprocessisrequiredinordertomakeuseofbigdatatechniques.
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3.5.2 ScenarioIdentification
Asmentionedpreviously,typicalscenarioshelpinaddingcontexttotheinformationdemandsfromdroneoperators/users. For this reason,eleven scenarioshavebeen identifiedas shown inTable3alongsidetheirrespectiveflightphaseandtheirassociationtoU-Space.Therefore,inthissectionwewill briefly (a detailed description can be found in D3.1) describe each scenario together with itsflightphases,U-Spaceservices,involvedactors,anditschallenges.Themainobjectiveofthissectionistoderiveadditionalinformationdemands.
Table3-IdentifiedscenarioswithrespecttoU-Spaceservicesanditsrelevantflightphase
3.5.2.1 Scenario1:E-Registration• Use-case:Electronicregistration
• Flightphase:Planning
• U-Spaceservice:U1:E-registration
• Actors:droneuser,droneoperator,authority
• Input:
o Droneuserfull-name,validaddress,validcontactnumber
o Validuseridentification(drivinglicense/passport)
o Dronepilotlicense/certificate
o Dronemodelandserialnumber
o Termsandconditionagreement
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• Output:
o U-Spaceidentificationnumber
o Permittofly
• Challenges/Concerns:
o SpeedinguptheE-registrationprocess
3.5.2.2 Scenario2:Concurrentoperations• Use-cases:
o Flightplanauthorizationrequest
o landimmediately
• Flightphase:
o Pre-flight
o In-flight(execution)
• U-Spaceservice:
o U1:Pre-tacticalgeofencing
o U2:Strategicde-confliction,flightplanningmanagement,weatherinformation
• Actors:U-SpaceController,Droneuser
• Input:
o DroneID
o Dronecapabilities
o Stateandintentofdrone
• Output:
o ActiveNOTAMs
o De-conflictionofflightplan
o Accepted/rejectedflightplan
o Weatherinformationalerts
o Contingencymeasures
• Challenges/Concerns:
o Verticalseparation
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o Horizontalseparation
o Altitudeallocation
o Capacityathigh-densityoperations
o Possible“bottlenecks”athigh-densityoperations
3.5.2.3 Scenario3:Territorycontrol• Use-cases:Electronicidentification
• Flightphases:Inflight(Execution)
• U-Spaceservice:
o U1:E-Identification
o U2:Monitoringandtracking
• Actors:Droneuser,droneoperator,unauthorizeddroneuser,unregistereddroneuser
• Input:
o Flightplan
o Stateandintentinformation
• Output:
o Creationofalertsforauthorities
o Advisoriesfordroneoperators/users
• Challenges/Concerns:
o Fastandeasyidentification(real-time)ofthedronebylawenforcementauthorities
o Situationalawarenessofothertrafficinthevicinityofflightoperations
3.5.2.4 Scenario4:Cooperativegeo-tagging• Use-cases:Groundobstacleclearance(drone-to-drone,D2D,informationsharingwithregard
toobstacleawareness)
• Flightphases:Planning,pre-flight,in-flight(execution)
• U-Spaceservice:
o U1:Pre-tacticalgeofencing
o U2:Tacticalgeofencing,Flightplanningmanagement,Tracking
• Actors:Droneuser
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• Input:
o Droneidentification,currentstateandintentinformation
o Positionalinformationofobstacle
o Video/imageofobstacle
• Output
o Pre-tacticalgeofencing
o Tacticalgeofencing
• Challenges/Concerns:
o Videolinkrangeissues
o 4G/5Gterrestrialnetworkcoverage
o Informationmanagement
3.5.2.5 Scenario5:CTRcrossing• Use-cases:Flightplanauthorization,Requestforcrossingacontrolledairspace
• Flightphases:Planning
• U-Spaceservice:
o U2:Flightplanningmanagement,ProceduralinterfacewithATC
• Actors:Droneoperator,U-Spacecontroller
• Input
o Flightplan
o Stateandintentinformation
• Output
o Alternativeflightplan
• Challenges/Concerns
o ATM/UTMinterfaceboundaries
3.5.2.6 Scenario6:Longrangeoperations• Use-cases:BVLOSancillaryservices
• Flightphases:
o Planning
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o In-flight
• U-Spaceservice:
o U2: Weather information, drone aeronautical information management, Trafficinformation,Monitoring,Tracking
• Actors:Droneoperator,Mannedaircraftpilots
• Input:
o Stateandintentinformation
• Output:
o Hyperlocalweatherinformation
o Detailedterrainmodel
o Populationdensity
o Situationalawarenessofunmannedandmannedtraffic
o GNSSavailability
• Challenges/Concerns:
o 4Gcoverageserviceforlongrangeoperations
o Terrainmodel
o Videolinkavailability
o Hyperlocalweatherinformationintegrity
o Populationdensity
o Situationalawarenessoftraffic
3.5.2.7 Scenario7:De-conflictionmanagement• Use-cases:De-conflictmanagement
• Flightphases:In-flight(execution)
• U-Spaceservice:
o U2: Tactical geofencing, Flight planning management, Drone aeronauticalinformationservice,Strategicde-confliction
• Actors:Authority,Droneuser,U-Spacecontroller
• Input:
o Areacoordinatesoftemporaryspaceofemergencyoperations
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o Flightplans
• Output:
o Advisories
o TacticalgeofencingNOTAM
o Conflictfreeflightplan
• Challenges/Concerns
o Lackofsituationalawarenessofadvisories
o Lackofreal-timeupdateoftacticalgeofencing
3.5.2.8 Scenario8:Emergencymanagement• Use-cases:Emergencylanding,lossofcontrol
• Flightphases:In-flight(execution)
• U-Spaceservice:
o U2: Emergency management, Tactical geofencing, Flight planning management,Droneaeronauticalinformationmanagement
• Actors:Droneuser,authority,U-Spacecontroller,Dronemanufacturer
• Input
o Batterystatus
o Stateandintentinformation
• Output
o Advisoryonemergencylandingzones
• Challenges/Concerns
o Liabilitycomplicationsbetweenactors
o Lackofsituationalawarenessofdronebatterystatus
o Lackofsituationalawarenessofemergencylandingprocedures
o LackofawarenessofGNSSsignal
3.5.2.9 Scenario9:Capacitymanagement• Use-cases: Dynamic access to airspace, Dynamic route modification, High-density urban
airspaceoperations
• Flightphases:
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o Planning
o Pre-flight
o In-flight
• U-Spaceservices:
o U2:Flightplanningmanagement
o U3:Dynamiccapacitymanagement,Dynamicgeofencing,Tacticalde-confliction
o U3:Strategicgeovectoring,Tacticalgeovectoring,Pre-tacticalgeovectoring
• Actors:Droneoperator,Droneuser,U-Spacecontroller
• Input:
o Flightplans
o Stateandintentinformation
• Output:
o Flightdelaydetails
o Adjustedtimeslot
o Flightclearance
o Flightplan
o Congestion“pricing”ofairspaceadvisory
• Challenges/Concerns:
o Airspacesaturation/congestion
o Under-utilizationofairspace
o Optimalaltitudeallocation
o Extremetrafficdensities
o Highconflictprobabilities
o Airspaceinstability
o First/last50ftofoperations
o Urbanairspaceintrinsicandstrategicconflictrisk.
3.5.2.10 Scenario10:Intelligenceservice(securityservice)• Use-cases:Intelligencegathering
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• Flightphases:
o Post-flight
• U-Spaceservice:
o U2:Flightplanningmanagement
• Actors:Authority(Lawenforcement),Droneoperator,Authority(NAA)
• Input:
o Videofootagefromdroneoperatorsofspecificflightarea
• Output:
o Analysisoffootage
• Challenges/Concerns:
o Privacyconcerns
3.5.2.11 Scenario11:Personalurbanmobility• Use-cases:Urbanmobility(airtaxi)riderrequest
• Flightphases:
o Planning
o Pre-flight
• U-Spaceservice:
o U2:Flightplanningmanagement,CollaborativeinterfacewithATC
• Actors:Airtaxirider,U-Spacecontroller,Airtaxioperator(e.g.Uber)
• Input:
o Riderrequest(intent)
o Flightplan
• Output:
o Alternatetransportmodeoption
o Advisoryofairspacecongestionpricing
• Challenges/Concerns
o Extremetrafficdensityoperations
o Saturationofairspace
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o Noisepollution
o Airspaceinstability
o Airspacecongestion
o First/last50ftofoperations
3.6 ScenarioAnalysis:SummaryofInformationDemands
Thissectionpresentsasummaryoftheidentifiedinformationdemandsfortheperformedscenarioanalysis. These information demands have been derived from the identified challenges and issuespresent in each of the above scenarios. Notably, a few of the information demands have beenderived based on the consortium expert opinion on the subject. Therefore, Table 4 provides asummaryoftheidentifiedscenariosandtheirinformationdemands.Theseinformationdemandswillbe taken into considerationwhen formulating theDroneOperators/User Requirements List.Moreimportantly, these informationdemandswill alsobeanalysed in the “gap”analysis chapterof thisreport.
Table4-Scenarioanalysisinformationdemands
Scenario Use-cases Flightphases U-Spaceservices Informationdemands
E-registration Registration Planning U1:E-registration • ProvideafastandconvenientE-registrationprocess
Concurrentoperations
Flightplanauthorizationrequest
Pre-flight
In-flight
U1:Pre-tacticalgeofencing
U2:Strategicde-confliction,Flightplanningmanagement,Weatherinformation
• Provideverticalandhorizontalseparationguidance
• Ensurealtitudeallocationisoptimal
• Managecapacityoftheairspace
Territorycontrol Registration In-flight U1:E-identification
U2:Monitoringandtracking
• Fastandeasyreal-timeidentificationofunmannedaerialtraffic
• Provisionofsituationalawarenessofaerialtrafficinvicinityofflightoperation
Cooperativegeo-tagging
Obstacleawareness Planning
Pre-flight
In-flight
U1:Pre-tacticalgeofencing
U2:Tacticalgeofencing,Flightplanningmanagement,Tracking
• Provide4G/5Gterrestrialnetworkcoveragemap
• Ensureconstantandconsistentvideolinkrange
• Managegeotaggedinformationsuchthatobstacleawarenessisaccurate
CTRcrossing Flightplanauthorization,Requestforcrossingacontrolledairspace
Planning U2:Flightplanningmanagement,ProceduralinterfacewithATC
• ProvidesupervisiononATM-UTMairspacesectorboundaries
• ProvidesupervisiononATM-UTM
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interfaceboundaries
Longrangeoperations
BVLOSancillaryservices
Planning
In-flight
U2:Weatherinformation,Droneaeronauticalinformationmanagement,Trafficinformation,Monitoring,Tracking
• Provisionofhyperlocalweatherinformation
• Providedetailedterrainmodels
• Providepopulationdensityinformationofoverflownareas
• Provisionofsituationalawarenessofunmannedandmannedtraffic
• ProvideGNSSavailabilityand4G/4Gcoverage
De-conflictionmanagement
De-conflictingairspacetraffic
In-flight U2:Tacticalgeofencing,Flightplanningmanagement,Droneaeronauticalinformationservices,Strategicde-confliction
• Providesituationalawarenessofadvisoriese.g.digitalNOTAMs
• Ensureandprovidereal-timeupdatesoftacticalgeofencinginformation
Emergencymanagement
Emergencylanding,lossofcontrol
In-flight U2:Tacticalgeofencing,Flightplanningmanagement,Droneaeronauticalinformationservices
• Providesupervisiononlandingproceduresintheemergencyofanevent
• Ensureandallocatetherightliabilityresponsibilitybetweenactorsintheeventofanaccident
• Providesituationalawarenessofdronebatterystatusoninterface
• ProvideGNSScoveragemap
Capacitymanagement
Dynamicaccesstoairspace,Dynamicroutemodification,High-densityurbanairspaceoperations
Planning
Pre-flight
In-flight
U2:Flightplanningmanagement
U3:Dynamiccapacitymanagement,Dynamicgeofencing,Tacticalde-confliction
U3:Strategicgeovectoring,Tacticalgeovectoring,Pre-tacticalgeovectoring
• Preventionofairspacesaturation/congestion
• Ensureairspaceisutilizedoptimally
• Provideguidanceonoptimalaltitudeforflightoperations
• Manageandcontrolairspaceatextremedronetrafficdensities
• Manageandcontrolconflictprobabilities
• Ensureairspaceisstable
• Provideguidanceduringfirst/last50ftofoperations
Intelligenceservice(securitysurveillance
Intelligencegathering Post-flight U2:Flightplanningmanagement
• Secureandmanagevideofootageinformation
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service) • Ensureprivacyofvideofootageinformation
Personalurbanmobility
Urbanmobility(airtaxi)riderrequest
Planning
Pre-flight
U2:Flightplanningmanagement,CollaborativeinterfacewithATC
• Preventionofairspacesaturation/congestion
• Ensureairspaceisstable
• Manageandcontrolnoiselevels
• Manageandcontrolextremedronetrafficdensities
• Provideguidanceduringfirst/last50ftofoperations
3.7 DroneUserandOperatorRequirements
Forthisreport,asetofrequirementswillbederivedfromtheaboveconducteddroneoperator/usersurvey study. Additional requirements are laid forth and derived from the DREAMS consortium’sexperienceandfromattendingCORUSworkshops.
Asystemsengineeringapproachisemployedfortheprocessofclearlydefiningrequirements.Aswillbeseen,eachrequirementisrepresentedbyauniqueidentifier.Thisuniqueidentifierconsistsoftheprojectname i.e.,DREAMS,and twonumeral identifiers (3XX)where thenumber3 represents therespectivechapterandD.4.2representstheworkpackageidentifier.Thisuniqueidentifiershallnotbe re-usedeven in theevent inwhich the requirement isdeleted.Furthermore,each requirementsentence shall only include one requirement and the requirement shall be unambiguous. Moreimportantly,therequirementsshallbeverifiableduringtheverificationandvalidationDREAMSworkpackage.
DREAMS-301-D.4.2: U-Space shall provide drone operators with real-time air traffic informationduringthepre-flightandin-flightphases.
DREAMS-302-D.4.2: U-Space shall provide drone operators/users with hyperlocal weatherinformationatalltimes.
DREAMS-303-D.4.2: U-Space shall provide drone operators/users with the population density ofoverflownareawithrespecttothedroneflightpath.
DREAMS-304-D.4.2:U-Spaceshallprovidedroneoperators/userswithinformationofstaticgeofenceareaswithinthevicinityofflightoperations.
DREAMS-305-D.4.2: U-Space shall provide drone operators/users with information of dynamicgeofenceareaswithinthevicinityofflightoperations.
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DREAMS-306-D.4.2: U-Space shall provide drone operators/users with obstacle data with 1m2accuracy[14].
DREAMS-307-D.4.2: U-Space shall provide drone operators/users with obstacle data with 1mresolution[14].
DREAMS-308-D.4.2:U-Spaceshallprovidedroneoperators/userswithterraindatawith1maccuracy[14].
DREAMS-309-D.4.2: U-Space shall provide drone operators/users with terrain data with 1mresolution[14]
DREAMS-310-D.4.2:U-Spaceshallprovideunmannedandmannedtrafficwithsafeseparationrules
DREAMS-311-D.4.2: U-Space shall provide awareness on bird movement within a “safe” radiusdistancefromtherespectivedrone.
DREAMS-312-D.4.2:U-Spaceshallprovidedroneoperators/userswithinformationontheavailabilityofGNSS/GPSsignalduringpre-flightandin-flightphasesinurbanenvironments.
DREAMS-313-D.4.2:U-Spaceshallprovidede-conflictingadvisoriesondroneflightplansduringthepre-flightphase.
DREAMS-314-D.4.2:U-Spaceshallprovidedroneoperators/users informationonactiveNOTAMsatalltimes.
DREAMS-315-D.4.2:U-Space shall providedroneoperators/userswith informationon risks for theplannedtrajectorypath.
2The1mrequirementwassetasanarbitraryrequirementforsafeoperationsin[14].
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4 InformationCatalogueThis chapter summarizes the work performed in the previous DREAMS work package, Data andService Catalogue, D4.1. During the compilation of the D4.1 report, the authors comprehensivelyreviewed and analysed existing information services relevant tomanned aviation. Throughout thelatterprocess,several informationserviceswerederivedfromSWIMservices,open-sourceaviationservices and commercial off-the-shelf services. Similarly, a studywas carriedout todetermine theexistingUTM/U-Spaceservicespresentinthemarket,andavarietyofservicesweredeemedusefulforU-Space.Ouranalysisindicatedseveralstart-upcompaniesthataimtoprovide(partial)U-Spaceservices as a commercial product. Therefore, the content presented in this chapter will providedetailedinformationonexistingmannedandunmannedaviationinorderhelpdeterminethe“gap”ininformationservicesrequiredtofulfilthedroneoperator/userrequirements.
Theremainderofthischapterisorganizedinsections.Section4.1summarisestheexistingmannedaviationdataandservicesrelevanttoU-Space.Next,Section4.2enumeratesaseveraldronerelatedinformationservicesthatcurrentlyexistinthemarket.
4.1 ExistingMannedAviationInformation
With the implementation of SWIM, existing manned aviation information services are currentlyundergoingaparadigmshiftinhowinformationismanagedalongitscompletelife-cycleandacrosstheEuropeanATMsystem.
TheimplementationofSWIMwillenableallstakeholderstosharetherightinformationtotherightstakeholders at the right time. The SWIM stakeholders are depicted in Figure 20 and furtherdescribedbelow.
Figure20-SWIMstakeholders[8]
• Pilots–allphasesofflightoperations;
• AirportOperationsCentres –departuremanagement, surfacemovement, ground vehicles,gateallocations,andarrivals;
• AirlineOperationsCentres– scheduledesign, routeplanning, fuel requirement calculation,ensuringsmoothpassengerconnectionsanddelayminimization;
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• AirNavigationServiceProviders (ANSPs)–organizationandmanagementof the respectiveairspace,allowingATStomanageairtrafficpassingthroughitsairspace;
• MeteorologyServiceProviders–providingconciseweatherreportsandforecasts;
• MilitaryOperationsCentres –missionplanning, restricting airspace, national security tasksetc.
ThetypeofinformationsharedonaSWIMnetworkinclude:
• Aeronautical – information originating from the assembly, analysis and formatting ofaeronauticaldata;
• Flighttrajectory–detailed4Droutedataofaircraft;
• Aerodrome operations (Environment) – status of various aspects of the airport, includingapproaches,runways,taxiways,gateandaircraftturnaroundtimeinformation;
• Meteorological – information on the past, current and future state of earth’s atmosphererelevantforairtraffic;
• Air traffic flow – networkmanagement information required to understand the overall airtrafficandairtrafficservicessituation;
• Surveillance – positioning information from radar, satellite navigation systems, aircraftdatalinks(ADS-Btransmitters);
• Capacity and demand – information on the airspace users’ needs of services, access toairspaceandairportsandtheaircraftalreadyusingit.
Figure21summarizestheaboveenlistedSWIMservicesintoaconcisediagram.
Figure21-SWIMservices[8]
TheobjectiveofSWIMistoimproveinteroperabilityinATMusingcommontechnologies,standardsandbestpractices.ExamplesoftheseareAIXM,commonInternetProtocolsandwebservices,andacommon Service-Oriented Architecture. Interoperability is achieved through the use of commonspecifications to implement the service interfaces used for information exchange among ATMstakeholders. The coordinated development of these specifications is achieved through commongovernance, undertaken by SWIM stakeholders. In addition, there are common infrastructurecomponents that support the implementation of SWIM. Such common infrastructures include the
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SWIMserviceregistry,andthePublicKeyInfrastructure.ThelatterSWIMserviceregistryisusedforpublication and discovery of information comprising of service consumers/providers, the logicalinformationmodel,SWIMenabledservices,business,technical,andpolicy information.Atpresent,there exist various registries operating under their own governance in different regions. For thisreason,thereareeffortsonthewaytocreatecompatibleregistriesfollowingtheguidancelaidforthby ICAO SWIM document in order to reduce costs and maximize competition between theinformationprovidersandallowing themtobeglobal.TheconceptofSWIM isprogressivelybeingimplementedbyvariousregulatorybodiesinEuropeandintheUSbyEUROCONTROLandtheFAA.
4.1.1 InformationExchangeModels
In order to enable exchange of the SWIM information amongst the stakeholders, three dataexchangesmodelsareused:AIXM,WXXMandFIXM.
4.1.1.1 AIXMTheaimoftheAeronauticalInformationExchangeModel(AIXM)istoenabletheprovisionindigitalformatoftheaeronauticalinformationthatisinthescopeofAeronauticalInformationServices(AIS).TheseAISinformation/dataflowsareincreasinglycomplexandmadeupofinterconnectedsystemsthat involve a variety of factors, includingmultiple suppliers and consumers. In addition, globallythereisagrowingneedintheglobalATMsystemforhigh-qualitydataandattherightcost.
Tomeetthedemandsofthisincreasinglyautomatedenvironment,AISisgravitatingtowardsdigitaldata. The AIXM therefore supports this transition by enabling the collection, verification,dissemination and transformation of digital aeronautical data throughout the data chain andespeciallyinthesegmentthatconnectsAISwiththenextintendeduser.
WithinthescopeofAIXMthereexistsevenkeyinformationareas:
• Aerodrome/Heliportincludingmovementareas,services,facilities,etc.
• Airspacestructures
• Organisationsandunits,includingservices
• PointsandNavaids
• Procedures
• Routes
• Flyingrestrictions
AIXM takes advantage of established information engineering standards and supports current andfutureaeronauticalinformationsystemrequirements.
Thelatestversioncanbefoundathttp://aixm.aero/page/aixm-51-511
4.1.1.2 WXXMThe Weather Information Exchange Models and Schema (WXCM-WXXM-WXXS) are designed toenableaplatformindependent,harmonizedandinteroperablemeteorologicalinformationexchangecovering all the needs of the air transport industry.WIXMwas developed by theUS FAA and the
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European Organisation for the Safety of Air Navigation (EUROCONTROL) with support from theinternationalcommunity.
This WXXM specifications support the data-centric environment. It supports MET informationcollection,disseminationandtransformationthroughoutthedatachain.
Moreover,WIXMhasthreeprimarycomponents:
• TheconceptualInformationModel(WXCM)
• TheLogicalDataModel(WXXM)
• TheExchangeSchema(WXXS)
The WXCM-WXXM-WXXS capitalizes on existing and emerging information engineering standardsandsupportscurrentandfutureaeronauticalmeteorologicalinformationsystemrequirements.
Themajorprinciplesare:
• Supportforthe latest ICAOandotheruserrequirementsformeteorological informationbyonesinglerepresentation;
• AlignmentwithISOstandardsforgeospatialinformation,includingtheuseoftheGeographyMarkupLanguage(GML);
• AlignmentwithOGCbestpracticesforgeospatialinformation,includingtheObservationandMeasurementmodel;
• Modularitytosupportfuturerequirements.
ThecoreideabehindWXXMistohavestandarddatacontainerssuchasweatherobservationsandweatherreportsthatsatisfytheneedsoftheaviationindustrybutalsoservesomeoftheneedsfromfuturespecifications.
WXXMincludessometop-leveldatacontainerswhichrepresentallstandardairportweatherreportsthatareinuseforexampleMETARsandTAFs.Thesetwostandardweatherreportsareequivalenttothetypicalen-routeweatherreportssuchastheSIGMETs.
Moreover,WXXMarecommunicatedusinganXMLschemaandmanyof theprovidersofweatherinformationusegeneric standardsat theservice interface levelmaking their interfacescompatiblewithWebFeaturesService(WFS).
ThelatestversionofWXXMcanbefoundat:http://wxxm.aero/page/documents-0
4.1.1.3 FIXMTheFlight InformationExchangeModel (FIXM) isadataexchangemodelcapturingFlightandFlowinformationthatisgloballystandardized.FIXMwasdevelopedtosupportinformationexchangeforFlightandFlowdataidentifiedbyICAOaspartoftheFlightandFlowInformationforaCollaborativeEnvironment(FF-ICE)concept.Inaddition,theevolutionofFIXMislinkedtotheICAOvisionforthedevelopment,review,approval,publicationandapplicabilityofFF-ICEpackages.
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FIXMcanbecomparedasanequivalenttotheflightdomainofAIXMandWXXMinwhichbothweredeveloped to achieve global interoperability for, respectively, AIS andMET information exchange.Therefore, FIXM is part of a family of technology-independent, harmonized and interoperableinformationexchangemodelsdevelopedtosatisfytheinformationneedsofAirTrafficManagement.Importantly,FIXMisoneofthemodelsthatbelongtotheInformationExchangeModelslayerintheSWIMglobalinteroperabilityframework.
Hence,FIXMconsistsofflightinformationitemsthatsatisfyICAOrequirementsforflightinformationexchanges.Theseinclude:
• Flightplans
• Flighttrajectories
• Aircraftinformation
• Equipmentcompatibilityetc.
ThecurrentreleaseofFIXMis4.1.0anditcanbefoundat:https://www.fixm.aero/fixm_410.pl
4.1.2 InformationExchangeServices
BesidestheabovedataexchangemodestherealsoexistdataservicesofferedintheEuropeanSWIM.Thesedata exchangemodels and informationexchange services form the coreof SWIM. In SWIMthereexistfivecategoriesofInformationExchangeServices:AeronauticalInformationServices,FlightInformationExchangeServices,MeteorologicalServicesandNOTAMs.
4.1.2.1 AeronauticalInformationServicesThe aim of the Aeronautical Information Service (AIS) is to ensure the flow of aeronauticalinformation/data necessary for safety, regularity, economy and efficiency of international airnavigation[9].
4.1.2.2 MeteorologicalServicesOneaspect of aviation that impacts everyone is theweather. The aviation communityhas severalwaysofbeinginformedaboutthetypesofweatherconditionsthatmayimpacttheiroperations.Inthe past, weather information was provided to the aviation community in the form of regulatedobservationsandforecastsforspecificlocationsandareas(METAR,TAFandSIGMET)[11].However,this historical way of supplying weather information presents many inconsistencies due to crossborder differences. As part of the Single European Skies programme, SESAR initiated a series ofdevelopments to make general improvements in MET research such that weather can be bettermanagedforusers[11].Tobespecific,SESAR’sobjectivesforMETinformationconsistof:
• Enhance existing MET capabilities to improve the accuracy and suitability of themeteorologicalinformation[13];
• CreatebespokesolutionsforATMapplications,bothforgroundandon-boardconsumption[13].
Therefore,the31nationalmeteorologicalserviceprovidersfromEUMETNEThavebeentaskedwithdeveloping innovativeMETsolutions tomeet thedemandsofmodern-dayair trafficmanagement.
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For this purpose, the 4DWeatherCube and MET-GATE system were created which generates andtransfersATMtailoredMETinformationinresponsetoSESAR’sMETchallengesandobjectives.
The4DWxCubeandMET-GATEsystemswillenableusersacrossEuropetoaccessMETinformationinSWIM formats forexecuting successful flightoperations [11]. This isdoneby creatinga consistentMeteorological picture over Europe i.e., consistent in location, time and user application henceenablingconsistentdecisionmakingandthusreducingthepotentialforconflictandenhancingATMpredictability[11].
The4DWxCubeconsistofall theweather forecastingandobservationprocessandconsolidatesalltheinformationinwaythatenablesuserstoextracttheinformationrelevanttotheirsituationhencemakingtheprocessveryuser-friendly.TheMET-GATEisdesignedastheprimaryplaceforprovidinguserswithinnovativeMETinformationwhichincludes:
• Forecastinformation
o Wind
o Temperature
o Humidity
o Icing
o Turbulence
o Snow
o Sleet
o Freezingrain
• Observationinformation
o Lightning
o Convection
The schema presented in Figure 22 describes the 4DWxCube and MET-GATE meteorologicalinformationsolution.Asexplainedbefore,the4DWxCubeisavirtualrepositoryofsharedconsistentaeronautical MET information that is produced from multiple MET service providers for ATMstakeholders via the SWIM compliant MET-GATE [11]. In essence, the 4DWxCube comprises of asystem-of-systemmade from functional blocks performingMET consolidation and translation andtheMET-GATEsystem[12].
Thefunctionalblock“ConsolidationandTranslation”makessurethattheMETinformationprovidedtotheATMstakeholdersare:
• Reliable,i.e.,theinformationissuppliedviaauthorizedNationalMETServices,withmanageduncertaintylevelsofMETforecastsandonewiththehighestperformancescores[12];
• Basedoncuttingscience;
• Common,harmonised,consistentandseamless;
• Translatedforspecificaviationdemands.
Furthermore, the MET-GATE layer has four main aspects [12]. First, it ensures the informationprovided is consistent for all of Europe by guaranteeing the same observed and forecastedMETsituation.Second,itmakessuretheinformationisSWIMcompliantintermsoftheSWIMdatamodelAIRM, SWIM service model ISRM and SWIM technical infrastructure. Third, it is a unique access
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portal that guarantees the reliability of MET information supply and a high level of performancecrucialforATMservices.Lastbutnotleast,itprovidessmartfunctionalitiessuchas:
• Creating a pool of MET information according to a time-related criterion, a geographicalcriterion (cross section, vertical profile, 4D trajectory) and/or a list of physical parameters(winddirection,temperatureetc.);
• Extractacontourfromgriddeddata;
• Providewarningwhenaparameterexceedsathreshold;
• Convertdataformat.
Figure22-4DWxCubeandMET-GATESchematic[12]
The4DWxCubeandMET-GATEinformationproductsarestill inthedemonstrationphase.Until theformerand latterare launched,ATMstakeholders canmakeuseofMET-ATMSWIMservices [12].Theseservicesinclude:
• AeronauticalMETmessages:METAR,TAFandSIGMET,providedinIWXXM1.0format;
• NowcastandforecastofMEThazards(providedinXMLformat)e.g.CAT,convection,icingorwindconditions;
• Windobservationandforecast;
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• AdvancedairportandMETobservationandforecast;
• Precipitationandlightninginformation.
TheaboveservicesaredefinedbetweenMETandATMcommunities.
4.1.2.3 NOTAMsA NOTAM can be defined as a notice distributed by means of telecommunication containinginformation concerning the establishment, conditionor change in anyaeronautical facility, service,procedureorhazard, the timelyknowledgeofwhich is essential topersonnel concernedwith flightoperations[10].
Atpresent,temporaryinformationintheNOTAMsystemispresentedviatextwhichisunstructured.This method is incompatible for increasingly automated aeronautical information managementsystemsthatrelyontimely,accurateandqualityassuredaeronauticaldata.
The introductionof SWIM,however, has stimulated themodernisation for the formatofNOTAMsintoaDigital formatwhichaimstomakeNOTAMsmore flexibleandautomation friendly [10].ThegoaloftheDigitalNOTAM(D-NOTAM)projectistoprovidethestandards,theframework,resourcesandaproof-of-conceptforthefullECAC-wideimplementationoftheD-NOTAMconceptinordertoprovideATMactorswithup-to-datesituationalawareness[10].
The D-NOTAM is based on the AIXM version 5 model which has been developed in cooperationbetween EUROCONTROL and the FAA. The Digital NOTAM contributes to the InformationManagement Strategy goal of creating a community of people, devices, information and servicesinterconnected by a communication network to achieve optimal benefits of resources and bettersynchronization of events and their consequences [10]. This can also be referred to as an“information-centric”system.
Since the future of ATM relies on advanced data exchange and data sharing services thatcommunicate aeronautical information such as infrastructure, route network, aerodrome, terrain,weather, obstacle data etc., with the operational activities on the ground and in the air [10].Therefore,allinformationhastobedigitalandtheprocessshouldbeautonomous–DigitalNOTAM.
Inaddition,thecharacteristicsoftheDigitalNOTAMinclude:
• Geo-referenced–theinformationcanbeautomaticallyplottedonachart;
• Temporal–theeffectivetimecanbeinterpretedbyacomputer;
• Linkedtostaticdata–changesarecross-referencedtothebaselineinformation;
• Transformable – the information can be converted into any graphical or textual output,includingtheexistingICAONOTAMformat;
• Query Enabled – queries can be used to select temporary and any lastminute updates ofinterestbasedonuser-specifiedcriteria;
• Electronically distributable – the information can be directly transmitted and incorporatedintoothercomputersystemswithoutanyneedformanualintervention.
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DespiteD-NOTAMbeing a very recent technology, there are a fewD-NOTAM service providers inEurope.DREAMSconsortiumpartnerIDS,forinstance,providesthisservice.
4.1.3 SWIMRegistryServices
TheSWIMservicespresentedhereinarealsopresentedinDREAMSdeliverableD4.1.Wesummarizethefollowingmannedaviationservicesinthissectionforcompleteness.Theseservicesarecrucialforformulatingthegapincurrentmannedandunmannedinformation.
ThefollowingSWIMservices(seeFigure23)maypotentiallybeapplicabletotheU-Spacedomain.
Figure23-SWIMregistryATMdatacategories
Theabove services are thoroughlyexplained in EUROCONTROL’s service catalogue. Therefore, thissectionprovidesadescriptionof thesevenmainservicesdeemedrelevantto futureU-Space/UTMinformation demands.Moreover, some of these services consist of several supporting services asshownbelow:
1. Airport
a. Airportcapacityandperformance
b. Airportinformationmanagement
2. Planning,performancemonitoringandanalysis
a. Strategicplanning
b. Operationsplanning
c. Strategiceventplanning
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d. Airtrafficdemanddata
e. Capacityassessmentandplanning
3. Flowandcapacitymanagement
a. Strategic,pre-tacticalandpost-operationsairtrafficflowandcapacitymanagement
4. Airspaceandaeronauticaldataservices
a. Aeronauticalinformation
b. Airspacedata
c. Airspacemanagement
5. Flightdataservices
a. Reception and distribution of real-time airport, air traffic control and surveillancedata
6. Flightplanning
a. Repetitiveflightplanprocessing
b. Flightplanfilingandmanagement
c. Performance-basednavigationimplementationsupport
7. Communication
a. Surveillancetools
8. Disruptionandcrisismanagement
Theabovemannedaviation informationserviceswillbesummarized in the followingsections.ThereaderisadvisedtoconsultantDeliverableD4.1ifmoredetailedinformationisrequired.
4.1.4 Summary:SWIMServices
ThissectionsummarizestheSWIMservicespresentincurrentmannedaviation.Table5presentsthedataserviceswithrespecttotheinformationcategory,service,dataproduct,dataexchangeformatandU-Spaceinterest.
Table5:SWIMServiceswithpotentialsynergytoU-Space
Information Category Service Dataproduct Dataexchangeformat
U-Spaceinterest
AerodromeOperations
Airport Airportcapacityandperformance
PIATANeotool AIXM/NOTAM • U4-Dronehubcapacityanalysis
Aerodrome Airport Airportinformation Airportcornertool AIXM/NOTAM • U2-Traffic
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Operations management information
• U2-Weatherinformation
• U3-Dynamicgeofencing
Aeronautical Planning,performancemonitoringandanalysis
Strategicplanning NetworkStrategyPlan
NetworkPerformancePlan
AIXM • U4-StrategicurbannetworkplanningforVLLoperations
Aeronautical Planning,performancemonitoringandanalysis
Operationsplanning
NetworkOperationsPortal(NOP)tool
AIXM/onlineaccess • U2-Flightplanningmanagement,Strategicde-confliction
• U4-ATFCMatVLL
Aeronautical Planning,performancemonitoringandanalysis
Strategiceventplanning
NOPtool AIXM/NOTAM • U2-Flightplanningmanagement,strategicde-confliction,tacticalgeofencing
• U3-Dynamicgeofencing
Aeronautical Planning,performancemonitoringandanalysis
Airtrafficdemanddata
Strategictrafficforecast,pre-tacticaltrafficforecast
AIXM/Webaccess • U2-Flightplanningmanagement
• U3-Dynamiccapacitymanagement
Aeronautical Planning,performancemonitoringandanalysis
Capacityassessmentandplanning
NOPtool
Networkstrategicmodellingtool
AIXM/Webaccess • U2-Flightplanningmanagement
• U3-Dynamiccapacitymanagement
Flightinformation
Flowandcapacitymanagement
Strategic,pre-tacticalandpost-operationsairtrafficflowandcapacity
NOPtool
ETFMStool
CHMItool
FIXM
• U2-Flightplanningmanagement
• U2-Pre-tacticalgeovectoring
• U2-Strategic
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geovectoring
• U3-Tacticalgeovectoring
Aeronautical Airspaceandaeronauticaldataservice
Aeronauticalinformation
EADtool AIXM/NOTAM/XML • U2-Flightplanningmanagement
• U2-Strategicde-confliction
• U2-Mannedflighttracking
• U2-Mannedtrafficinformation
Aeronautical Airspaceandaeronauticaldataservice
Airspacedata CHMItool
NetworkmanagerB2Bwebservices
NOPtool
LARAtool
AIXM/NOTAM/XML
JSON
• U4-U-Spaceuserchatservices
Aeronautical Airspaceandaeronauticaldataservice
Airspacemanagement
CentralAirspaceandCapacityDatabase
LARAmanagementsupportsystem
AIXM/NOTAM/XML • U2-Tacticalgeofencing
• U2-Flightplanningmanagement
• U3-Dynamicgeofencing
Flowmanagement
Flightdataservices
Receptionanddistributionofreal-timeairport,airtrafficcontrolandsurveillancedata
ETFMtool AIXM/webaccess • U2-Tacticalgeofencing
• U2-Flightplanningmanagement
• U2-Mannedflighttracking
• U3-Tacticalgeofencing
Flightinformation
Flightplanning
Repetitiveflightplanprocessing
Repetitiveflightplanningservicetool
FIXM • U2-Flightplanningmanagement
Flightinformation
Flightplanning
Flightplanfilingandmanagement
NetworkManagerB2Bwebservices
FIXM • U2-Flightplanning
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NOPtool management
Navigation Performance-basednavigationimplementationsupport
Performance-basednavigationimplementationsupport
EnhancedRNAVvalidationtool
Turncalculator
PBNapproachmaptool
CNSdashboardtool
Pre-flightplanningforGNSSoperationstoolorAUGURtool
PEGASUStool
AIXM/XML • U2-GNSSavailabilitytool
Communication Surveillance Surveillancetools Surveillancedatadistributionsystemstool
Airtrafficmanagementsurveillancetrackerandserver(ARTAS)tool
SurveillanceAnalysisSupportSystemforATCcentres(SASS-C)tool
Position,speedandmodeofflightdata
• U2-Mannedflighttracking
• U2-Mannedflightmonitoring
• U4-Dronesurveillanceincidentsupport
Flight Crisismanagement
Disruptionandcrisismanagement
NOPtool NOTAM • U2-Emergencymanagement
The above manned aviation information services are primarily supplied by ANSPs such asEUROCONTROL. These existing information services may potentially be used for future U-Spaceservices. In addition, a few additional services were conceptualized during the analysis. Suchadditional services includeadronehubcapacityanalyser,dronesurveillance incident support,andgeovectoringetc.Thelattercouldbeusedinhigh-densitydronetrafficcapacitymanagement.Theseadditionaldataserviceswillbeinvestigatedinthegapanalysischapter.
Thenextsectionpresentsareviewofexisting“opensource”mannedaviation informationservicesthatcouldbeofpotentialusetoU-Space.
4.1.5 Summary:OpenSourceServices
The open source services presented in this section can be categorized into surveillance,meteorological and terrain and obstacle information. Moreover, for each category, we try todecipheralinktoU-SpaceorfutureU-SpaceservicesaspresentedinTable6.
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Table6-SummaryofOpenSourceserviceswithpotentialsynergytoU-Space
Information Category Service Dataproduct Dataexchangeformat
U-SpaceInterest
Aeronautical Surveillance Situationalawarenessofmannedtrafficstateandintentinformation
Online:Flightradar24 ADS-B, MLAT,Radardata
U2:Mannedflighttrackinginformation
U2:Monitoringtrafficinformation
Aeronautical Terrainandobstacle
Geospatialinformation
Online:Cesiumjs KML,GeoJSON,TopoJSON,CZML
U2:Pre-tacticalgeofencing
Aeronautical Terrainandobstacle
Geospatialinformation
Online:Geoserver/Openlayers/Geotools
GeoJSON,TopoJSON,KML,GML
U2-Pre-tacticalgeofencing
Aeronautical Terrainandobstacle
Geospatialinformation
Online:NASAWorldWind Shapefile,KML,VPF,GML,GeoJSON,GeoRSS
U2-Pre-tacticalgeofencing
Meteorological Weatherinformation
Hyperlocalinformationproducts
Online:DarkskyAPI JSON U2-Hyperlocalweatherinformation
Meteorological Weatherinformation
Hyperlocalinformationproducts
Online:NOAA Meteolayers U2-Hyperlocalweatherinformation
4.2 ExistingUnmannedAviationInformation
ThisSectionpresentsasummaryofU-space/UTM-relatedservicesprovidedbycommercialstart-upcompanies,seeTable7.TheanalysiswasconductedbyperformingathoroughmarketsearchonU-space/UTM-related servicesbasedondroneoperator/userneeds.The reader is advised to consultDeliverableD4.1formoreinformation.
Table7-SummaryofexistingservicesprovidedbyUTMproviders
Information Serviceprovider
Services AdditionalNotes Availability
UTM AirMap • Dronetrafficmanagement
AirMapFlightApp
https://www.airmap.com/utm/
Global(advanceservicesonlyavailableintheUSandEurope)
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• Geofencing
• Remoteidentification
• Weatherinformation
• De-confliction
• NOTAMsadvisory
• Hyperlocaldronerulesandregulations
UTM Unifly • Dronetrafficmanagement
• Geofencing
• Remoteidentification
• Weatherinformation
• De-confliction
• NOTAMsadvisory
• Hyperlocaldronerulesandregulationawareness
UniflyFlightApp
Freemiumapp–allowsuserstocheckiftheyareallowedtoflyatagivenlocation.Itisaimedatconsumerdroneusers
Proapp-allowsprofessionaldroneuserstoplan,validateandmanagetheirflightplans
Supervisorapp–helpsANSPsandauthoritiestotrackandmonitordroneflightsandalsomanagegeofencing.ThisserviceallowsaninterfacewithATM.
Connectionapp–allowsmanufacturerstoexploreandintegratetheAPIintotheirproducts
http://www.unifly.aero
Global
UTM Skyward • Flightplanning
• Flightmanagement
• VFRlayers
• Dronetrafficmanagement
• Geofencing
• Remoteidentification
• Weatherinformation
• De-confliction
SkywardApp
http://www.Skyward.io
Global
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• NOTAMsadvisory
• Localrulesandregulationsawareness
UTM AltitudeAngel • Dronetrafficmanagement
• Geofencing
• Remoteidentification
• Weatherinformation
• De-confliction
• NOTAMsadvisory
• Hyperlocaldronerulesandregulationawareness
• Dronesafetymap
• Flightplanning
• Airspacemanagement
AltitudeAngelApp
GuardianApp–allowsuserstolearnaboutanenvironmentbeforeflight.Itcoversregulatedairspace,restricted,dangerandhazardousareasaswellasreal-timedynamicallyupdatedNOTAMs.
DroneSafetyMap–providesaccurate,real-timehazardinformation(selectedcountriesonly).Ithelpsusersplanandconductdroneflightsinasafeandefficientmanner.
FlightReportswithAirspaceAlerts–providesuserstheoptionofalertingotherdroneflightsinthevicinity.Thisallowsforbettersituationalawareness.
http://www.altitudeangel.com/
80countries
Flightplanningandnavigation
DroneDeploy • Real-timedroneflightplanning
• Real-timemapping–situationalawareness
DroneDeployApp
Freemiumapp–allowsuserstoplanflightsandhavesituationalawareness
Livemap–providesreal-timeflightdataforbettersituationalawarenessofflight
Mapengine–allowsuserstoaccessprocessimagesforthepurposeofphotogrammetry
https://www.dronedeploy.com/
Global
UTM DroneRadar • Flightregistrations
• Flightregulation
• Airspacevisualization
• Airtrafficregulations
• Anti-collisionmarkers
• Communicationwith
DroneRadarApp
Radarapp–analysestheairspacebasedonaeronauticaldatasuppliedbyAIPPoland,airspaceuse-plan,NOTAMsandgreen,amberandredairspacezones.
https://droneradar.eu
Poland
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ATC
• Currentweatherconditions
• Lawenforcementactivity
• NOTAMadvisory
UTM Map2Fly • Airspacedata
• Geospatialdata
• Flightplanning
• Flightplanvalidation
• Geofencing
• Remoteidentification
• Weatherinformation
• De-confliction
• NOTAMsadvisory
• Hyperlocaldronerulesandregulationawareness
Note:Map2FlyissimilartootherservicesofferedbyAirMap,UniflyandAltitudeAngel.Theonlynotabledifferenceisitsprovisionofgeospatialdatae.g.presenceofpowerlines,agriculturalareas,birdsanctuaryetc.
https://map2fly.flynex.de
Global
Droneflightplanning
Simulyze • Flightplanning
• Liveeventdata
• Weatherinformation
• Geospatialdata
• GPStracking
• Signalintelligence
• Videometadata
Simulyzeusesdatagatheredfrompre-flightandpost-flightphasestoprovideoperationalintelligence.
https://simulyze.com
USA
UTM Kittyhawk • Real-timeadvisories
• Hyperlocalweatherinformation
• Checklistlogging
• Missionplanning
• Real-timetelemetry
• De-confliction
Kittyhawkunifiesmission,droneanddatatoprovidesafeandefficientdroneflights.
Kittyhawkdevelopsreal-timeflightoperationsandmanagementsolutionsforprofessionalpilotsanddroneoperators.
https://kittyhawk.io
Global
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• Maintenancechecklists
• Batteryhealthmonitoring
Droneflightplanmanagement
DroneLogbook • Missionplanning
• Flighthistory
• Maintenancemonitoring
• Compliancereportgeneration
• Flightareamap
• Safetystatuscheck
• Projectmanagement
DroneLogbookapp–providesuserswithspecificsolutionsforfieldsofactivity.
DroneLogbookapphasanAPIcapabilitywithAirMapAirspaceIntelligencesoftware.
https://dronelogbook.com
Global
Terrainandobstacle
HiveMapper • Real-time3Dgeospatialmaps
• Hyperlocalgeospatialdata
• Permanentobstacleinformation
• Non-permanentobstacleinformation
Hivemapperuses3rdpartyvideodatatobuild3Dmapusingpoint-cloudtechnology.Theserviceislimitedtospecifichyperlocalareas.
https://hivemapper.com
Limited
Terrainandobstacle
HereTechnologies
• Hyperlocalgeospatialdata
• Permanentobstacleinformation
• Non-permanentobstacleinformation
• Geometricalinformation(heightanddimensions)aboutobstacles
• Geofencingplanning
https://www.here.com/ Global
Tracking Trackimo • Real-timetracking
• Real-timemonitoring
TrackimoisaGPSbaseddronetrackingdevicebasedon3Gnetworktechnology.
Trackimoprovides3G,GPSandGSMreal-timetrackingofdronesviaweb,iOSandAndroidapplications
https://trackimo.com/gps-drone-tracker/
Global
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UTM IDS
• eRegistration
• Dronefleetmanagement
• Geofencing
• Identification
• NOTAMsadvisory
• Dronerulesandregulationawareness
• Nationalregistrymanagement
D-FLIGHTApp
Userregistrationandprofilemanagement
https://www.d-flight.it
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5 InformationAnalysisThischapterpresentsthefundamentalresultsandanalysisofthisdeliverable.Themainobjectiveofthis deliverable is to understand the “demand and supply” of drone aeronautical informationrequired to conduct safe flights at low altitudes. The first section, 5.1, recaps all the droneinformationdemandsthathavebeengatheredfromacomprehensivescenarioidentification,onlinesurveyresultsand,notably,theDREAMSconsortium’sexpertiseonthetopic.Thereafter,wepresentthe identified information “supply” from existing manned and unmanned aviation sources afterconductingathoroughreviewofthem.Then,insectionin5.2,weanalysethedemandandsupplyofinformation and derive existing information gaps. Next, in section 5.3, we carefully study theinformationgapsinordertopresentpotentialsolutionstobridgesuchgapsinsection5.4.
5.1 DataInventoryThissectionrecapsall thedrone informationdemandsthathavebeen identifiedthus far.First,wewill summarize the information demands that have been derived from the scenario identificationprocess,theonlinesurveyandfromourknownexpertknowledge.Thereafter,wewillsummarizethesupply of information from existing manned (SWIM services, COTS, Open Source Services) andcommercialUTMservices.
5.1.1 Informationdemand
Table 8 describes the drone aeronautical information required for safe low altitude urban flightoperations.Theinformationrequirementscanbesegmentedintosevenmaincategories:
1. Flowmanagementinformation
2. Meteorologicalinformation
3. Flightinformation
4. Surveillanceinformation
5. Communicationinformation
6. Environmenti.e.,terrainandobstacles,aerodromesinformation
7. Droneinformation
Table8-Informationdemandsnecessaryforsafedroneflightoperationsinverylowaltitudeairspace
Informationcategory Dataserviceneeds
Flowmanagement Urbanairspacecapacitymanagement
Highdensitydroneoperations
De-conflictionofflights
Congestionmanagement
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Urbanairspaceintrinsicandstrategicconflictriskreductionmanagement
First/last50ftofflightoperations
Dronedeliveryhubcapacitymanagement
Controlledairspacedata
Hyperlocalairspacedata
Dynamicgeofencinginformation
Staticgeofencinginformation
Meteorological Past,presentandfuturehyperlocalweatherinformation
Suddenatmosphericdisturbanceadvisoriese.g.hyperlocalwindgusts
Flight Flightplanningassistance
Flightrisksawareness
Optimalaltitudesupervision
Verticalseparationguidance
Horizontalseparationguidance
ATM-UTMsectorboundariesawarenessdata
Real-timetelemetryinformation
Contingencymanagement
Emergencymanagement
Surveillance Real-timetrackingofmannedtraffic
Real-timetrackingofunmannedtraffic
NOTAMmanagement
Trafficmonitoring(stateandintentinformation)
Communication GNSScoveragemap
4G/5Gcoveragemap
ATC-Droneoperator/userdatalink
U-Spaceuserchatservice
Highqualityvideodatalink
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Lawenforcementdatalink
Authoritydatalink
Environment Permanentobstacledata
Non-permanentobstacledata
3Delevationmaps
Airportreference
Geometricaldata(heightanddimensionofobstacles)
Populationdensityofoverflownareas
Advisoryofuncontrolledtraffic
Drone Vehicleperformancecharacteristics
Vehiclespecificationinformation
Vehicleserialnumber
Maintenancechecklist
Batteryhealthstatus
Missionplanning
Missionlogbook
5.1.2 Informationsupply
ThissectionlistavailableaeronauticalinformationderivedfrommannedaviationsourcesaswellasexistingUTMcommercialservices.ThisissummarizedinTable9.FormoredetailedinformationthereaderisadvisedtoconsultD4.1.
Table9-InformationsupplyfromexistingmannedaviationandcurrentUTMserviceproviders
Informationcategory
Dataservices Product Dataexchange
Aeronautical Strategicplanning Networkstrategyplan
Network performanceplan
NOPtool
AIXM
Operationsplanning NOPtool AIXM/Onlineaccess
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Strategiceventplanning NOPtool AIXM/NOTAM
Airtrafficdemanddata Strategictrafficforecast,pre-tacticaltrafficforecast
AIXM/Onlineaccess
Capacityassessmentandplanning
NOPtool
Networkstrategicmodellingtool
AIXM/Onlineaccess
Airspacedata CHMItool
LARAtool
NOPtool
AIXM/NOTAM/XML
JSON
Airspacemanagement Centralairspaceandcapacitydatabase
AIXM/NOTAM/XML
Airspace and aeronautical dataservices
EADtool AIXM/NOTAM/XML
CapacityDemandandFlow
Strategic,pre-tacticalandpost-operationsairtrafficflowandcapacity
NOPtool
ETFMStool
CHMItool
FIXM
Reception/distributionofreal-timeairport,airtrafficcontrolandsurveillancedata
ETFMStool AIXM/Onlineaccess
Environment Airportcapacityperformance PIATANeotool AIXM/Onlineaccess
Airportinformationmanagement
Airportcornertool AIXM/Onlineaccess
Flight Repetitiveflightplanprocessing Repetitiveflightplanningservicetool
FIXM
Flightplanfilingandmanagement
Network Manager B2Bwebservices
NOPtool
FIXM
Meteorological Hyperlocalweatherinformation DarkskyAPI JSON
Hyperlocalweatherinformation NOAA Meteolayers
Surveillance Airtrafficmanagementsurveillancetrackerandserver
ARTAStool -
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Surveillance analysis supportsystemforATC
SASS-Ctool -
Position, speed and mode offlightinformation(manned)
- -
State and intent information ofmannedtraffic
Onlineapplication FlightRadar24
Communication Note:Currentaviationcommunicationcannotbeusedforunmannedaviation.
- -
Other(Crisismanagement)
Disruptionandcrisismanagement
NOPtool NOTAM
5.2 GapAnalysisThis section derives salient gaps identified from the current analysis on drone informationmanagement.Thiswillbeperformedbycomparingthesupplyanddemandofdata:
• Existingmannedinformationservices
• ExistingunmannedinformationbyUTMserviceproviders
• ThepromisedU-Spaceservices
• Droneoperator/userdemandsfromonlinesurveyresults
• Comprehensivescenarioanalysiswithconsortium’sexpertise
By systematically performing the above steps, we were able to see areas of possible limitations(gaps)andsynergiesfordroneinformationmanagement.
5.2.1 Datacomparisonbetweendemandandsupply
This section presents results that have been derived by comparing existing information servicesagainst information required for safe droneoperations in lowaltitude airspace. The green shadedcells in Table 10 represent information that is sufficiently available and could be extrapolated fordrone flight. Contrarily, the amber shaded cells indicate the available information isinsufficient/inadequateor,itwouldneedadditionalrefinementforsafedroneflightoperations.Thetwo information supply columns ofmanned aviation information and information byUTM serviceproviders indicate that the data services are available only if it is marked in green. Similarly, thecolumn of “U-Space services” represents information services that would enable or fulfil therespective U-Space deployment level. Finally, the two remaining columns represent the explicitdemandsderivedfromthesurveyanalysisandthescenario identificationprocess. Importantly, thetablehighlightssomeoftheidentifiedgapsinthedatasupply.Potentialsolutionstoclosethesegapswillbeaddressedinthenextsection.
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Table10-Datacomparisonbetweeninformationdemandandsupplyand“gap”identification
Informationcategories Informationsupply Informationdemand
Mannedaviation
UTM serviceproviders
U-SpaceServices
Surveyresults
ScenarioIdentification
Flow
man
agem
ent
Urbanairspacecapacitymanagement
U3 X
High-densitytrafficmanagement
X
De-conflictionmanagement FIXM X U1/U2 X X
Congestionmanagement FIXM
X
Urbanairspaceintrinsicandstrategicconflictriskreduction
X
First/Last50ftoperations
X
Dronedeliveryhubcapacitymanagement
X
Controlledairspacedata AIXM X U1 X X
Hyperlocalairspacedata X
Dynamicgeofencing X U3 X X
Staticgeofencing X U1/U2 X X
Meteo
rological Past,present,future
hyperlocalweatherinformation
WXXM X U2 X X
Suddenatmosphericwarning:windgusts
U2 X X
Environm
ent
Permanentobstacledata AIXM X U1 X X
Non-permanentobstacledata NOTAM X U2 X X
3Delevationmaps Open sourceservices
X
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Aerodromereference AIXM X U1 X
Geometricaldata(heightanddimensionsofobstacles)
X U1 X
Population density ofoverflownareas
X
Advisoryofuncontrolledtraffic
X
Flight
Flightplanningassistance X X U2 X X
Flightriskanalysis X
Optimalaltitudeallocation
X
Verticalseparationguidance
X
Horizontalseparationguidance
X
ATM-UTMsectorboundariesawareness
X U1 X
Real-timetelemetry X
Contingencymanagement
U2 X X
Emergencymanagement
NOTAM U2
X
Commun
ication
GNSScoveragemap AIXM/XML X X
4G/5Gcoveragemap X X
ATC-Droneoperator/Usercommunicationlink
U2 X X
U-Spaceuserchatservice
X
Highqualityvideodatalink
X
Lawenforcement AIXM U1 X X
Authorities U1
Surv
eilla nce Real-timeunmannedtrafficdata
X U2 X X
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Real-timemannedtrafficdata
Opensourcedata–ADS-B
data U2 X X
NOTAMmanagement NOTAM X
Droneincidentsupport X
Trafficmonitoring(stateandintentinformation)
Opensourcedata
(mannedtraffic)-ADS-
Bdata
X U2 X X
Dron
e
Vehicleperformancecharacteristics
X
X
Vehiclespecifications X
Vehicleserialnumber X
Maintenancechecklist X X
Batteryhealthstatus X X
Missionplanning X U1 X X
Missionlogbook X U1 X
5.3 ProposedSolutionsforgapsThe above comparison on existing and required information services for safe drone flight in lowaltitudeairspaceindicatesseveralkeygapsforthefollowinginformationservicecategories:
• Flowmanagementinformation
• Meteorologicalinformation
• Environmentinformation
• Flightinformation
• Communicationinformation
• Surveillanceinformation
• Droneinformation
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The gaps for the above list of information services will be explained in this section. Importantly,solutionstoclosethesegapswillbeproposedinthissection.Foraselectedsetofproposedsolutionswillbevalidatedinthenextfewworkpackagedeliverables.
5.3.1 Flowmanagementinformation
IntheFlowManagementinformationcategorywesee9maingapsindataservices:
1. Urbanairspacecapacitymanagement
2. High-densitytrafficmanagement
3. De-conflictionmanagement
4. Congestionmanagement
5. Urbanairspaceintrinsicandstrategicconflictriskreduction
6. Firstandlast50ftofdroneflightoperationsinurbanenvironments
7. Dronedeliveryhubcapacitymanagement
8. Hyperlocalairspacedata
9. Dynamicgeofencing
Asseenabove, thereareseveralmajorgaps tobeaddressedbeforesafedroneoperations inverylowlevelairspacecanbemadefeasible.Dataservices(1)and(2)fromtheabovelist,are linkedtothe challenge of managing high-density drone operations in dense, congested, very low urbanairspace.Forexample,by2035weestimatetheurbanairspaceofParistobeabletoaccommodatenearly184,000dronesperhour,mainlyperformingdeliveryofE-commerceparcels[17].Deliveryofparcelsviadroneswillbeconducive inreducingtrafficcongestionand itsassociatedCO2emissions[17,18].
De-conflictionmanagement(gap3),ispartiallycoveredbycurrentUTMserviceprovidersusingflightplans. In addition to this, on-board Conflict Detection and Resolution will be required to resolveremaining conflicts that arise due to deviations from the flight plan and uncertainties. From theperspective of information management this requires communication of relevant aircraft states(position, speed, intent).Proposedsolutions couldemploy, for instance,ADS-B,FLARM,orcellularnetworkcommunicationfordatatransmissionofstates,position,speedandintent.
Gap (4), congestion management, is crucial for ensuring that the airspace does not becomesaturated.Inadditiontoairspacemeasurestomaximisecapacity,thetotalnumberofinstantaneousairspace users should also bemanaged. The proposed solution would be to introduce a form ofsurge/dynamicpricingasacongestionmanagementmeasure.
Usingmathematicalcombinatoricsitcanbeshownthatforagivenvolumeofairspace,increasingthenumberofvehiclesinthisairspacequadraticallyincreasestheprobabilityofconflictinthisairspace:
!" = 12& & − 1 ( ∗
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Here,CRreferstoconflictrate,N indicatesthenumberofaircraft,andp istheprobabilitythatanytwoaircraft inthisairspacemeeteachother.Thismathematicalrelationshiphasbeenvalidatedbynumeroussimulationstudies,andshowsthatitisimperativethatU-Spacepresentsaviablesolutiontosupporthigh-densitytraffic[21-24].
Whenlookingattheaboveequationitcanbeseenthattherateofconflictscanbereducedeitherbyreducingthepossiblenumberofcombinationsofaircraftthatcanmeeteachother,orreducingtheprobabilityofconflictofthepossiblecombinations, indicatedbygap(5).Theformerisachievedbymethodsthatseparateaircraftfromeachother,suchasgeocaging.Forthelatterithasbeenshownthatamajorfactorcontributingtoconflictprobabilitypistheaveragerelativespeed,orclosureratebetween vehicles in an airspace [21-24]. An airspace constraint (either intrinsic through airspacedesign, or strategic as part of dynamic flow/capacitymanagement) that imposes some degree ofalignment of traffic is therefore a second effective measure to reduce conflict probability andincrease safety and capacity of urban aerial operations. The concept of geovectoring is thereforeproposedassolutiontogap(5).Wheregeofencingandgeocaginglimitvehicleposition,geovectoringdefinesallowablespeedsandheadingsinagivenpartofairspace,andcanthereforebeseenasthelogicalcomplementtogeofencingandgeocaging,asindicatedinFigure24.
Figure24-U-Spaceairspacecapacitymanagementtools[24]
A geovector consists of two distinct elements: the definition of an area and the definition of theallowedintervalsofthe3Dspeedcomponentswithinthatarea[24].Theareaconceptcanbedefinedthe same way as to how geocaging is defined. The 3D speed vector components are defined asfollows:
Thiscombinationcanbeastaticpropertyoftheairspacelayout,butcanalsobedynamicallyappliedtostrategicallyminimizeconflictprobability[24].Staticgeovectorswillneedtobedefinedasapartofthenavigationdatabase.However,becausedynamicgeovectorsmayvaryintime[24],adynamic
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geovectorwillrequireadata linkprotocolwhichallowsforchangingtheareaandspeedvectors indynamically[24].
Insummary,geovectoringcanbeemployedtoincreasetheairspacecapacitybyreducingtherelativespeedsandthusdecreasingtheconflictrates,seeFigure25.
Therefore,theproposedsolutionsforgap(5)includes:
• Implement the notion of geovectoring in U-Space as a measure to manage high-densitytrafficcapacity.
• Set up a data link protocol for information exchange and information management fordynamicgeovectoring.
Gap(6),first/last50ftofoperationsisassumedtobethemostchallengingphaseofthedroneflight[23]duetothepresenceofdynamicobstacles,staticobstacles,uncertainturbulenthyperlocalwinds,microburst, failures and contingencies, lack of manoeuvrability, degraded GPS signals etc. Thisbecomesmoreprominentathightrafficdensities.Therefore,this informationgap inhowtotacklethe first/last 50ft of operations for droneswill need to be addressed. The following solutions areproposed:
• Investigatetheuseofintrinsicairspaceconstraintsforfirst/last50ftofoperations.
• Investigatetheuseofdynamicgeovectoringforfirst/last50ftofoperations.
The delivery drone hub capacity assessment, gap (7), is expected to facilitate high throughput ofdeliverydistributioncentres.This is similar toEUROCONTROL’sPIATA toolused toanalyse runwaysystem throughput. The PIATA provides users with key performance indicators and facilitatesmaximum throughput using real data for simulation purposes and it also conducts TMA analysiswhichisemployedtostudycontroller’stasks,sequenceefficiencyandusageofarrivalanddepartureprocedures.Asimilarapproachcanbeassumed forcomputing the throughputcapacityofdeliverydronelandingsandtake-offatdistributioncentres(hubs).Aproposedsolutiontothiswouldbe:
• Study the PIATA tool closely and use learns learnt to establish a similar hub capacityassessmenttoolfordeliverydrones.
Figure25-Geovectoringforcapacitymanagement
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Theeighth informationgaprelates tohyperlocalairspacedata i.e.,airspacedataonawell-definedsmaller geographical area compared to a local area. This is similar toGoogle StreetView inwhichflightplanningcanbefacilitatedbygettingacquaintedwiththesurroundingenvironment.Moreover,hyperlocalairspacedatamayalsoincludegeofencedareasonahyperlocalleveli.e.,geofencingofasinglestreetcomparedtoanentireneighbourhood.Thiswouldbenefitthecapacityoftheairspace.
• Extend the Street View concept to 500ft and augmentwith airspace data for at least civilapplications.
• Managehyperlocalairspaceinformationwithrespecttointegrity,resolutionandaccuracy.
The last identified gap for the flow management information category is dynamic geofencing.Dynamicgeofencingdata service ispartiallyprovidedbyUTMserviceproviders.However, this theservice is limited. For example, construction cranes are not geofenced in a timely manner.Moreover, dynamic geofencing can also be employed to confine drones to allowed airspace. Aproposedsolutiontothiswouldbe:
• Investigatetheuseofgeo-taggingtogeo-markpotentialhazardousobstaclesandareas.
• Investigatetheuseofcrowdsourcinginformationondynamicobstacles.
• Setupagoverningbody/authoritytomanageinformationandtoensureintegrityofdynamicgeofencingdata.
5.3.2 Meteorological
Themeteorological information servicehas2data services thathavebeendeemed insufficientor,limited,fordroneflight.
1. Hyperlocalweatherofpast,presentandfuture
2. Suddenatmosphericwarnings:hyperlocalwindgusts
Thechallenges for theabove include the lackofhyperlocaldatapointswhich ismainlydue to theabsence of meteorological sensors and other data extraction methods in hyperlocal geographicalareas. From our analysis, it was seen that hyperlocal precipitation forecasts and severe weatheralerts, critical for drone operations, are only available in US, UK, Canada, Germany and Norway.Importantly,thereisanabsenceofhyperlocalwindalertsi.e.,windgustsona“street”level.Thisisespeciallyrequiredforurbanoperations.Hyperlocalfeaturessuchasdensebuildingsandterrainplayafundamentalrole ingeneratinguncertainwindvortices.Wepredictthe lattertobehazardoustodroneflightsespeciallyathigh-densitytrafficsituationssinceitmayconstraincapacity.
Proposedsolutionstothisissuewouldbeto:
• Installmeteorological data gathering sensors at hyperlocal city/town level for informationcapture.
• Crowdsourcehyperlocalweatherinformation.
• Scale and extrapolate hyperlocal weather information from Germany and Norway to theremainingEuropeanstates.
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• Provideminute-by-minutepercity/townhyperlocalwindgustinformation.
5.3.3 Environment
Information pertaining to the environment have several key gaps that need to be addressed byproposingspecificsolutions.Thesegapsinclude:
1. Permanentobstacledata
2. Non-permanentobstacledata
3. Geometricaldata(height/dimensionsofobstacles)
4. Populationdensityofoverflownareas
5. Advisoryofuncontrolledtraffic
Theabovementionedchallengeswithrespecttoinsufficientgeometricalinformationonpermanentandnon-permanentobstacles requiresurgent and immediate attention. In aviation, anobstacle isdefinedasallfixedtemporaryorpermanentandmobileobjectsthatpresentsapotentialhazardtothesafepassageofflight[14].Threetypesofobstaclesexists[14]:
• Pointobstacles,e.g.masts,antennas,etc.
• Lineobstacles,e.g.high-voltagecables,cableinstallations,etc.
• Polygonobstacles,e.g.buildings,largevegetationarea,etc.
Forurbandroneoperations the following factorsneed tobe consideredwhen trying to tackle theabovechallenges[14].Suchsalientfactorsinclude:
• Dataquality:adegreeorlevelofconfidencethatthedataprovidedmeetstherequirementsofthedatauserinterms:
o Dataaccuracy:adegreeofconformancebetweentheestimatedormeasuredvalueandthetruevalue;
o Dataresolution:anumberofunitsordigitstowhichameasuredorcalculatedvalueisexpressedandused;
o Dataintegrity:adegreeofassurancethatanaeronauticaldataanditsvaluehasnotbeenlostoralteredsincetheoriginationorauthorizedamendment;
o Data traceability: theextent thata systemoradatapointcanprovidea recordofthechangesmadetothatdatapointandtherebyenableanaudittrailtobefollowedfromtheend-usertotheoriginator;
o Datatimeliness:thedegreeofconfidencethatthedataisapplicabletotheperiodofitsintendeduse;
o Datacompleteness:thedegreeofconfidencethatallofthedataneededtosupporttheintendeduseisprovided;
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o Data format: a structure of data elements, records and files arranged to meetstandards,specificationsordataqualityrequirements.
• Obstacle data origination: the obstacle owner should submit information about erectedobjects for assessment and authorization to the respected local civil aviation body. Thisinformation should be provided in accordance with the required format and qualityrequirements.
In the 3D GeoInfo scientific paper [14], the authors defined the following preliminary obstaclerequirements:
• Obstacledataneedstobe:
o 1maccuracy(bothverticalandhorizontal)
o 1mresolution
o 95percentconfidenceinterval
Achieving theabove requirementswill improve safetyand thus increase the capacityof theurbanairspace.
On theother hand, droneoperator/user awareness onpopulationdensity of overflownareas andadvisoryofuncontrolledtrafficsuchasmigratingbirdsneedtobeaddressedastheypresentseveresafetyconcernsforboththedroneoperator/userandto3rdparties.
Totackletheabovegaps,weproposethefollowingpotentialsolutions:
• Collaborate and coordinate with relevant communities interested in geodetic informationsuchas:CityGML,3DmodelandBuildingInformationManagement(BIM)community.
• ExploreBlockchaintechnologyforthesupplyofobstacleinformation.
• ProvideatoolthatcomputespopulationdensityofoverflownareasfromaggregatedpopulationdatabasessuchastheWorldBank:https://data.worldbank.org/indicator/en.pop.dnst.
• Exploittheuseofon-boarddroneimagerydevicestoprovideawarenessonuncontrolledtrafficsuchasaflockofmigratingbirds.ThisformoftechnologycanbedefinedasDronetoEverything(D2X),whichissimilartotheconnectedcarsconceptseeninmoderncarsforsharingreal-timedrivingdata.
• Exploretheuseofon-boarddroneimagerydevicestoprovidesituationalawarenessonnon-permanentobstaclessuchascranes.
5.3.4 Flight
Theinformationgapcomparisonhighlightedcruciallimitationsinflightdataservicesfordroneflight.
1. Flightplanningassistance
2. Flightriskanalysis
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3. Optimalaltitudeallocation
4. Verticalseparationguidance
5. Horizontalseparationguidance
6. Real-timetelemetry
7. Contingencymanagement
8. Emergencymanagement
The above flight information is critical for safe drone operations in low altitude airspace. In thisregardweprescribeasetofproposedsolutions:
• Provideflightplanningassistancesuchasoptimalflightrouteselection.
• Flight risk analysis information should beprovided to aidmissionplanning. Flight riskmayinclude,airshowsandaggregationoflargegatherings.
• Provisionofanoptimalaltitudeallocationengine.Thistoolshouldprovideinformationwithrespectonwheretoflyi.e.,toflyaboveorbetweenbuildings,anditshouldbeassessedandoptimisedwithrespecttokeydecisionvariableswhichmayinclude(notlimitedto):
o Trafficdensity
o Densityofobstacles
o Origin-destinationdistance
o Hyperlocalwinds
o Maximum/minimumverticalspeeds
o Maximumtake-offweight
o Maximum/minimumspeeds
o Batterycapacity
o Payloadweight
o Operatingcost
o Typeofflight
o Missiontype
• Verticalandhorizontalseparationguidanceinformationshouldbeprovidedasafunctionofairspacecapacity.
• Drone OEMs should ensure the adequate provision real-time telemetry data for safeoperationsinlowaltitudeairspace.Suchtelemetrydatamayinclude(notlimitedto):
o Batterystatus
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o Estimatedendurance
o Min/maxvelocity
o Min/maxverticalspeed
o Altitudeceiling
• EnsuredroneusersareprovidedwiththefollowingtelemetrydatafromU-Space:
o Potentialconflictswithothertraffic;
o Optimalaltitudeallocation;
o Communicationsignal(GNSS,4G/5G)coveragearea.
• Ensure drone operators/users are provided the following contingency and emergencymanagementinformation:
o Emergency landingprocedures via text-based instructionsondroneusers interfacedevice.
o EstablishanEuropeanDroneCrisisCoordinationCelltoapplycontingencymeasures
§ Monitorimpactsfromdisruptiveeventsandapplycontingencymeasures.
o CommunicateemergencyandcrisisinformationtointerestedU-Spacestakeholders
5.3.5 Communication
Communicationdataservicesareoneofthefundamentalelementsforsafedroneflightoperations.Therefore,wehaveoutlinedafewgapswithinthisdomainthatneedtobeaddressed.
1. GNSScoveragemap
2. 4G/5Gcoveragemap
3. ATC-Droneoperator/userdatalink
4. U-Spaceuserchatservice
5. High-qualityvideodatalink
6. Lawenforcementdatalink
7. Authoritiesdatalink
Conventional manned aviation communication cannot be extended to unmanned aircraft since itreliesoncontroller-pilotdatalink(e.g.CPDLC)andvoicecommunicationamongairtrafficcontrollersandpilots.Aformofdirectcommunicationbetweendroneoperators/usersandUTMcontrollerscanbebeneficialbyemployingcellularnetworktechnology,albeitfornon-voicecommunicationsinceitrequires higher bandwidth and IP addresses, which could be costly and time consuming foracquisition.Moreover, drones dependon the availability ofGNSS for navigation i.e., the ability tocompute its relative position in real-time. The loss or interference to the GNSS availability
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compromisesthedrone’smissionanditcouldevenconstitutetothelossofthedrone.Otherissuesrelatetothelackofbandwidthforcommunication.
Theproposedsolutionsinclude:
• GNSSavailabilitytoolsuchasAUGURshouldbeprovidedtodroneoperators/usersalbeitonahyperlocallevel.
• Cellular network providers should be mandated to provide real-time hyperlocal coveragemapsoftheirrespective4G/5Gnetwork.
• ProvideU-Spacestakeholderswithcommunicationfacilitiessuchasinstantmessageservicesemployed in EUROCONTROL’s LARA (Local And sub-Regional Airspace) tool for mannedaviation. This will further improve situational awareness among stakeholders such as lawenforcementandotherauthorities.
• Investigateandprovideanuninterruptedcommunicationbandwidthforvideotransfer.
5.3.6 Surveillance
Surveillanceinformationservicesarecriticalfordroneflightsituationalawarenessaswellasmannedflight situational awareness. Below is a number of identified gaps in surveillance information thatneedtobetackedtoenablesafedroneflightoperations.
1. Real-timeunmannedflighttrafficdata
2. Real-timemannedflighttrafficdata
3. NOTAMmanagement
4. Droneincidentsupport
5. Trafficmonitoring(stateandintentinformation)
Asseenabove,themainchallenges includetheacquisitionofstateandintentinformationforreal-timetrackingpurposes,themanagementofsituationalawarenessinformationandincidentsupportwithin theurbanairspace.Surveillance informationofdrones is critical for safehigh-densitydroneoperations in an urban airspace. Our analysis indicated a lack of positioning information at theprescribed VLL altitude even for the matured surveillance of manned aviation. This was due toinadequate number of ADS-B receivers and transponders on-board aircraft. We also expecthelicopterflightstopresentapotentialhazardtodroneflightsinVLLairspace.Thisproblemmaybealleviated by using dynamic geofencing. In terms of drone surveillance,more reliable surveillancetechnologyisneeded.
Proposedsolutionstotheabovechallengesinclude:
• InvestandinstallhighernumberofADS-Breceiversforcapturingpositioninformation.
• Mandate all aircraft (commercial and general aviation) to employ ADS-B transponders forpositionandstateinformationtransmission.
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• Govern andmanage open source surveillance information as identified by EUROCAEWG-105.
• InvestigatetheuseofGPSandGSMcellulartechnologyfordronetrackingdata.
• Investigate the use of EUROCONTROL’s incident support information tool, SASS-C, for U-Space.
• GovernandmanageNOTAMinformationfordrones.
5.3.7 Drone
This information category is about vehicle related data needs. Three gaps in the latter have beenidentifiedthatwhensolvedwouldenhancedroneoperatorperformance.
1. Vehicleperformancecharacteristics
2. Vehiclespecification
3. Vehicleserialnumber
The information pertaining to the characteristics of dronewill assist drone operators in flight andmissionplanning.Moreover,authoritiesrequiretheserialnumberofthedronetobevisibleontheU-Space systemwhichwould createbetter situational awareness for lawenforcement authorities.Weacceptabottlenecktodevelopintermsofprovidingandmanagingsuchinformation,especiallywhenthesystemstartstoscalewithtimeandtechnologymaturity.
Thereforeweproposeasetofsolutionstotackletheaboveissue:
• The OEM provider should provide all drone performance and specification informationdirectlytoU-Space.Thiswilllowertheworkloadforthedroneoperator.
• Ensureintegrityofdroneperformanceandspecificationdata.
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6 ConclusionsOnthebasisoftheresearchperformedinthisdeliverable,itcanbeconcludedthatasignificantgapinthedesiredandavailableinformationservicesrequiredforsafedroneoperationsinlowaltitudeairspace does indeed exist. A thorough review of existing data services frommanned and currentUTMserviceproviderswasperformed inD4.1.The formerand latterwere thencomparedagainstthe demands from drone operators/users identified from a targeted extensive online survey, acomprehensivereferencescenarioanalysis(performedinD3.1),thehigh-levelU-Spaceservicesandlastlytheconsortiumexpertiseonthesubjectmatter inthisdocument.Tobridgethisgapindroneinformationservicesrequirementsforsafedroneflightoperationsinverylowaltitudeairspace,asetofproposedsolutionshavebeenoutlined.Theseproposedsolutionswillbevalidatedforaspecificsetofscenariosintheupcomingwork-packagedeliverablesofthisproject.
Thekeyoutcomesofthisspecificdeliverablewhichaimedatidentifyingthegapindroneinformationandservicestorealizesafeoperationsinverylowaltitudeairspaceissummarizedbelow:
• Droneoperator/userrequirementswereformulatedwithrespecttoasystemsengineeringapproachwhichcomprisedofuniqueidentifiersandwithspecificlexicon.ThiswasarequestfromSESARJUtoencoderequirementsinsuchamanner.
• TheaeronauticalinformationsupplycomprisedofexistingaviationdataservicesprovidedbySWIMandOpenSource servicesandexistingunmanneddata services fromUTM/U-Spaceservicesproviders.
• Thedroneinformationdemandforsafeflightoperationsinverylowaltitudeoperationswasamalgamated from the drone operator/user requirements from an extensive surveyanalysis,acomprehensivereferencescenarioanalysisandtheconsortium’sexpertiseonthesubjectmatter.
• Theinformationsupplyanddemandwerecomparedinordertodeterminegapsinthedataservices.
• Attention was given to urban environment operations since it is deemed the mostchallengingtoexecuteduetothelargenumberofconstraintssuchasdenseobstaclesbothstaticanddynamic,uncertainurbanatmosphericconditionsanduneventerrainlayouts.
• One of themany gaps identified is the provision of information real-timemanned traffic.Ensuringsafeseparationbetweenunmannedandmannedtraffic iscriticalwith respect tosafeintegration.Thisgapisevenmoreevidentinanurbanenvironment,especiallyatVLLinuncontrolledairspace. In this situation, itwouldbechallenging tocapture in real-timetheposition of manned traffic, especially helicopters which are not fitted with ADS-Btransmitters. This problem can be solved by mandating all aircraft flying in VLL to beequippedwithADS-Btransmitters.
• AnimportantgapthatneedstobeaddressedbyU-Spacearethedataservicesrequiredtoachieve capacity management of high-density traffic. A proposed solution to this is:Geovectoring.Asgeofencingandgeocagingtellsadrone“wheretofly”,geovectoringtellsadrone“howtofly”.Thedataprotocolsforgeovectoringwillurgentlyneedtobeaddressedfor information exchange in order for geovectoring to be implemented as a mandatory
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servicefordroneflights.Thisprotocolwouldbesimilartothegeofencing/geocaging,albeitwithadditionalinformationonspeedvectors.
AsetofcandidateproposedsolutionswillbevalidatedforaspecificsetofscenariosintheupcomingDREAMSwork-packages.
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7 References[1] SESARU-spaceBlueprint
http://www.sesarju.eu/sites/default/files/documents/reports/U-space%20Blueprint.pdf
[2] SESARJU, European ATMMaster Plan: Roadmap for the safe integration of drones into allclasses of airspace,https://www.sesarju.eu/sites/default/files/documents/reports/European%20ATM%20Master%20Plan%20Drone%20roadmap.pdf
[3] Mckinsey, 2017. Commercial drone are here: The future of unmanned aerial systems.https://www.mckinsey.com/industries/capital-projects-and-infrastructure/our-insights/commercial-drones-are-here-the-future-of-unmanned-aerial-systems (16 August2018).
[4] SESAR, SJU, 2016. European drones outlook study 2016.https://www.sesarju.eu/sites/default/files/documents/reports/European_Drones_Outlook_Study_2016.pdf
[5] Global UTM Association, 2017. Global UTM Association – UAS Traffic ManagementArchitecture.
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[7]MettsC,BowmanM,LinebergerR.S,andHussainA.“Managingtheevolvingskies:Unmannedaircraftsystemtrafficmanagement(UTM),thekeyenabler”.Deloitte.July2018.
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[10] EUROCONTROL, D-NOTAM, 2018. Digital NOTAM.http://www.eurocontrol.int/articles/digital-notam-phase-3-p-21(04August2018)
[11]SESARJointUndertaking,METServices,2018.DeliveringTailoredMETinformationwithThe4DWXCUBE and MET-GATE.https://www.sesarju.eu/highlights/Delivering%20tailored%20MET%20information%20with%20the%204DWxCube%20and%20MET-Gate(10August2018)
[12] SESAR, 4DWeatherCube and MET-GATE, Fact Sheet.https://www.sesarju.eu/sites/default/files/documents/concepts/Fact_sheet_on_METGATE.pdf(10August2018)
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[14] Petrovsky A, Doole M, Ellerbroek J, Hoekstra J.M., and Tomasello F. “Challenges withObstacle Data for Manned and Unmanned Aviation”, The International Archives of thePhotogrammetry,RemoteSensingandSpatial InformationSciences,Vol.XLII-4/W10,2018,13th3DGeoInfoConference,Delft,TheNetherlands.
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[16] StevensNMandAtkinsME. “Geofencing in Immediate ReachesAirspace forUnmannedAircraftSystemTrafficManagement”.AIAASciTechForum,2018,KissimmeeFlorida,USA
[17] Doole M, Ellerbroek J and Hoekstra J. “Drone delivery: Urban airspace traffic densityestimation”.8thSESARInnovationConference,2018,Salzburg,Austria[Tobesubmitted].
[18]StolaroffJ,SamarasC,O’NeillE,R,LubersA,MitchellA,S,andCeperleyD.“Energyuseandlife cycle greenhouse gas emissions of drones for commercial package delivery”, Naturecommunications,Nature,2018.
[19]SunilE,EllerbroekJ,andHoekstraJ.M.2014.“Metropolis-Urbanairspacedesign”,Scenariodefinitionreport.
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D4.2-GAPANALYSIS
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Founding Members
Appendix A List of Requirements DREAMS-301-D.4.2: U-Space shall provide drone operators with real-time air traffic informationduringthepre-flightandin-flightphases.
DREAMS-302-D.4.2: U-Space shall provide drone operators/users with hyperlocal weatherinformationatalltimes.
DREAMS-303-D.4.2: U-Space shall provide drone operators/users with the population density ofoverflownareawithrespecttothedroneflightpath.
DREAMS-304-D.4.2:U-Spaceshallprovidedroneoperators/userswithinformationofstaticgeofenceareaswithinthevicinityofflightoperations.
DREAMS-305-D.4.2: U-Space shall provide drone operators/users with information of dynamicgeofenceareaswithinthevicinityofflightoperations.
DREAMS-306-D.4.2: U-Space shall provide drone operators/users with obstacle data with 1 maccuracy[14].
DREAMS-307-D.4.2: U-Space shall provide drone operators/users with obstacle data with 1 mresolution[14].
DREAMS-308-D.4.2:U-Spaceshallprovidedroneoperators/userswithterraindatawith1maccuracy[14].
DREAMS-309-D.4.2: U-Space shall provide drone operators/users with terrain data with 1 mresolution[14]
DREAMS-310-D.4.2:U-Spaceshallprovideunmannedandmannedtrafficwithsafeseparationrules
DREAMS-311-D.4.2:U-Spaceshallprovideawarenessonbirdmovementwithina“safe”radiusfromtherespectivedrone.
DREAMS-312-D.4.2:U-Spaceshallprovidedroneoperators/userswithinformationontheavailabilityofGNSS/GPSsignalduringpre-flightandin-flightphasesinurbanenvironments.
DREAMS-313-D.4.2:U-Spaceshallprovidede-conflictingadvisoriesondroneflightplansduringthepre-flightphase.
DREAMS-314-D.4.2:U-Spaceshallprovidedroneoperators/users informationonactiveNOTAMsatalltimes.
DREAMS-315-D.4.2:U-Space shall providedroneoperators/userswith informationon risks for theplannedtrajectorypath.
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