The need for surveillance data in a UAS & UTM ecosystem
Before you start reading...In the first week of September, another U-space Stakeholder meeting will be organized, this time hosted by the Lithuanian ANSP, Oro Navigacija. The goal of this meeting is, once again, to share lessons learned related to U-space implementation activities. As per tradition, I'm writing an article with my views on a particular topic just before visiting international U-space meetings and/or conferences. So, please check out my previous articles if you haven't seen them yet (e.g., the relationship between C-UAS and UTM, or the impact of SORA) and meet me in Vilnius!
Introduction to Surveillance
This time, I'm highlighting the need for surveillance data in a UAS & UTM ecosystem, but also into the complexity and challenges. In general (in the context of aviation) surveillance refers to the processes and systems used to monitor and track aircraft. It involves the collection, processing, and distribution of (real-time) data regarding the positions, movements, and identification of aircraft. Examples for manned aviation are radar surveillance, ADS-B, and MLAT. For unmanned aviation, we have to think of alternative means to monitor and track UAS. On one hand, this has to deal with the UAS itself (broadcasting their ID, comparable to ADS-B), on the other hand, is related to the systems used to track the UAS (detection).
Why is it needed?
In a UTM ecosystem, real-time data is essential for the safe and efficient integration of all airspace users. However, this also presents certain challenges, which I will address later. Providing traffic information enhances the situational awareness of UAS operators, making operations not only safer but also meeting the requirements for BVLOS (Beyond Visual Line of Sight) operations, as a tactical mitigation measure for air risk in the SORA process. Therefore, I believe it is clear that the added value of such information in the UTM ecosystem is significant.
"For BVLOS operations, the UAS operator is required to demonstrate that it fulfils the TMPRs. U-space does not change this process, however, it provides additional ways and means of fulfilling the requirements for detection. The operator can rely on the U-space Traffic Information Service as a means to detect traffic in the area, so it supports UAS operators in avoiding collisions with manned (and unmanned) traffic." Article: How U-space will impact the SORA.
Another way to approach this is from a security perspective. Detection is crucial in addressing the risks posed by unauthorized drones, which highlights the need for surveillance. I also discussed this in my previous article, The Role of UTM in C-UAS Solutions. It's important to remember that this is not limited to U-space. While U-space may play a critical role in areas with higher risks or larger volumes of drones, it will not (at least in the short term) cover all areas where there is a demand for e.g. security measures or BVLOS operations.
Relation to the U-space framework
Surveillance services are part of the network identification and traffic information services as defined in the U-space regulation (EU 2021/664). These services help identify and monitor UAS flights and distinguish between authorized and unauthorized drones. In summary, the two services:
The data will be derived from multiple sources to feed the traffic information service. An example has been given in the figure below.
This means that the quality and accuracy of incoming data are critical. Service providers must also ensure that the data is complete, which highlights the importance of electronic conspicuity for both manned and unmanned aircraft, particularly in uncontrolled airspace or areas not designated as U-space airspace (where conspicuity is required). This is essential for creating a comprehensive picture. Also, they must exchange information among other service providers, in the CORUS ConOps (Edition 4) also defined as a separate service called 'Surveillance Data Exchange".
EASA highlights the importance of the performance of traffic information distribution: "USSPs should demonstrate a latency for distributing traffic information that is lower than 5 seconds for at least 99 % of the time." (EU 2021/664)
However, we should not only focus on providing real-time surveillance information. It is also an important source for conducting data analysis, like the (U-space) Airspace Risk Assessment. This means, there is a need for historical data and data analysis. Recently, I showed some work visualizing different sources of information. Check out my post here.
Challenges (a few examples)
Of course, it is easy to say why it is important and how it should work in theory. It also comes with some important challenges which we have to tackle. Just a few examples:
To summarize
So, surveillance is crucial for situational awareness and safety, particularly for BVLOS (Beyond Visual Line of Sight) operations and large-scale UAS operations. U-space provides a traffic information service supporting UAS operators, but the need is not limited to U-space. Especially security, particularly in detecting unauthorized drones, is a crucial reason for having surveillance systems and processes in place; where of course the quality, accuracy, and completeness of the data are crucial!
Let me know in the comments what challenges you see, and if you agree on the importance of surveillance data!
Enabling the Future of Air Mobility & Technology | Business Growth Leader
6 个月Thank you, Toby Enzerink, for highlighting the importance of Surveillance Data. At INVOLI, we've been dedicated to solving these challenges for the past seven years. We not only address the issues mentioned but also tackle the complexities of deploying and managing a reliable surveillance network, ensuring data quality and consistent service availability. Additionally, we've designed an innovative program to assist entities applying for U-space Airspace with their Quantitative Air Risk Assessment. I'd be happy to share more details.
Good point!
Drone expert & certified drone pilot, film maker, book author, content producer, early adopter. Founder Dronewatch.nl.
6 个月The challenges are indeed numerous, as highlighted in the article. In my opinion, the three most significant challenges will be: 1. The lack of standardization in information exchange protocols, particularly concerning onboard positioning and ID broadcast systems. 2. Engaging ‘invisible’ state operators, such as police and defense aircraft, in the broader system. 3. Spoofing and jamming by malicious actors. This issue is closely related to the need for standardization, specifically the secure and tamper-proof exchange of positioning and ID data. For example, the current Remote ID implementation for UAVs is not tamper-proof at all. These challenges will require coordinated efforts across the industry and government to address effectively.
Aerospace Engineer & Co-Founder of Mapture.ai and SkySync.io | Specializing in Autonomous Drone Technologies | Passionate about Electronics, Software Development and Entrepreneurship
6 个月Surveillance data is absolutely the number 1 BVLOS enabler. We need to know where other aircraft are (manned aviation, seeing other drones is not an issue for the next 10 years). The main challenge is to see everyone, including low-flying military aircraft and police helicopters with transponders turned off.
Erfaren Projektledare inom IT & OT med fokus p? digitalisering, systems?kerhet och leveranss?kerhet
6 个月I have so far regarded the security detection component as a task for the stakeholders on the ground for example airports, military installations etc. who in turn may exchange information with the USSP for mutual benefit rather than making the security a task of the USSP.