Calendarul european pentru reglementarea dronelor

8/13/2019 Calendarul european pentru reglementarea dronelor

1/16

Final report rom the European RPAS Steering Group

Roadmap or the integ ration ocivil Remotely-Piloted Aircraf Systems

into the European Aviation System

JUNE 2013


2/16


3/16

TABLE OF CONTENTS

FOREWORD 04

1. INTRODUCTION 05

2. ESSENTIAL REQUIREMENTS CONSIDERED FOR RPAS INTEGRATION 06

3. ADDRESSING THE CHALLENGES 07

3.1. PLANNING THE DEVELOPMENT OF THE REQUIRED SAFETY REGULAT 07

3.2. IDENTIFYING THE NECESSARY TECHNOLOGY DEVELOPMENTS 08

3.3. ANALYSING THE SOCIETAL IMPACT OF RPAS 12

3.3.1. THIRD PARTY LIABILITY AND INSURANCE 12

3.3.2. SECURITY 12

3.3.3. PRIVACY AND PROTECTION OF PERSONNEL DATA 12

4. MILESTONES FOR A PROGRESSIVE INTEGRATION 13

4.1. INTEGRATION OBJECTIVES 13

4.2. RESULTING AIRSPACE ACCESS 15

4.2.1. TIME FRAME 2013 15

4.2.2. TIME FRAME 20142018 15

4.2.3. TIME FRAME 20192023 15

4.2.4. TIME FRAME 20242028 15

Disclaimer:

This report summarises the find-

ings o the European RPAS Steer-

ing Group (ERSG). These findingsand any timing suggested or regu-

latory, research and complementary

actions have not been adopted or in

any way approved by the European

Commission and should not be

relied upon as a statement o the

European Commission.


4/16

FOREWORD

This document has been prepared by the European RPAS

Steering Group (ERSG), a group o stakeholders gathering

the main organisations and experts interested in the inte-gration o RPAS into the European aviation system: EASA,

EUROCONTROL, EUROCAE, SESAR JU, JARUS, ECAC, EDA,

ESA, ASD, UVSI, EREA and ECA.

This group has been set-up by the European Commission in

July 2012, as an outcome o the consultation conducted by

the Commission between 2009 and 2012 on the uture o

RPAS in Europe.

This consultation identified the sae integration o RPAS into

the European aviation system as the main priority to sup-

port the development o this sector in Europe.

The European RPAS Steering Group (ERSG) received the

mandate to establish a Roadmap or the sae integration

o civil RPAS into the European aviation system, aiming at

an initial RPAS integration by 2016. On 20 June 2013 the

Roadmap was handed over to the European Commis

the occasion o the Paris Air Show.

The Roadmap identifies all the issues to be address

establishes a step-by-step approach to address the

complete document includes 3 annexes entitled:

A Regulatory Approach

A Strategic Research Plan

A Study on the Societal Impact

The complete version with its 3 annexes is availab

line at http://ec.europa.eu/enterprise/sectors/aerospa

index_en.htm

By presenting a clear way orward towards the inteo RPAS, the Roadmap is expected to acilitate the de

to be taken by the different organisations involved, p

transparency and efficiency in the planning o differe

tiatives and support the coordination o the related

ties in Europe.


5/16

1.INTRODUCTION

Aviation today provides benefits to the society mainly or

transport applications: i.e. it is a typical all-out o the sec-

ond industrial revolution. RPAS can add, to the existing avia-

tion activities, digital technologies and massive exploitation

o inormation: in other words bringing aviation in the realm

o the third industrial revolution, and so creating highlyqualified jobs in the manuacturing sector, in operations and

in exploitation o the inormation acquired through RPAS.

RPAS are themselves multi-systems and involve a great va-

riety o equipment and payloads. Beyond the RPAS manu-

acturers and system integrators, the RPAS industry also

includes a broad supply chain providing a large range o

enabling technologies (flight control, communication, pro-

pulsion, energy, sensors, telemetry, etc.). Finally, RPAS will

generate the emergence o a new service sector. The devel-

opment o RPAS technologies is likely to create civil spin-

offs with significant impact in many sectors.

The consultation conducted by the Commission Services

through five public Workshops held rom July 2011 to Feb-

ruary 2012 (namely the UAS Panel), concluded that the

emerging technology o RPAS applied to the development

o non-military aviation applications (commercial, non-

commercial or governmental non-military) can contribute

to boost industrial competitiveness, promote entrepreneur-

ship and create new businesses in order to generate growth

and jobs1.

The UAS panel highlighted that the potential o RPAS is to-day limited by the act that RPAS flight authorisations are

still issued on a case by case basis through burdensome

procedures and are limited to segregated airspace. Moreo-

ver, it showed that some Civil Aviation Authorities have al-

ready issued (or are about to issue) their national regula-

tions, not necessarily aligned one-another, thus determining

a suboptimal situation in Europe. It finally concluded that

more efforts are required in Europe to remove the present

ragmentation by developing a seamless regulatory rame-

work and enhancing the coordination o various on-going

R&D initiatives. One basic principle underpinning the inte-

gration o RPAS, perectly aligned with ICAO principles, is

that RPAS have to be treated just as manned aircraf whilst

duly considering the specific character o RPAS.

RPAS rules must also be as light as necessary, in order to

avoid an unnecessary burden on the emerging industry.

Last but not least, RPAS integration requires address

equately the societal impact o RPAS applications by

ing important elements as liability, insurance, privacy

Achieving a broad, sae and swif integration o RPA

sizes into non-segregated airspace requires an enh

coordination between the numerous actors and the

ent activities involved (regulatory, R&D and other ures). It is also recognized that achieving a common r

tory ramework covering RPA o all sizes and all ty

operations would be an ideal end state.

Since not all key technologies required or RPA to fly

segregated airspace are today mature and standa

all experts in the world agree that the insertion o

airspace will be gradual and evolutionary: i.e. initia

stricted access under specified conditions and subse

alleviation o the restrictions as soon as technology, r

tion and societal acceptance progress.

This roadmap covers RPA o all types with the excep

model aircrafs (defined as a non-human-carrying a

capable o sustained flight in the atmosphere and

sively used or recreational, sport or competition a

and toys. Model aircrafs are subject to specific nation

ulations, i any. Toys are ruled by Directive 2009/48

the saety o toys and are also excluded. This roadma

not introduce nor modiy any existing distinction be

model aircraf and aircraf.

RPAS are under control o a remote pilot-in-comma

the entire flight under normal conditions and moveon the ground. However, on-board automation can

manoeuvres in the absence o pilot command, in s

non-normal ailure conditions: loss o command and

(C2) link and imminent risk o mid-air collision with a

aircraf. RPAS belong to the wider amily o Unmann

craf Systems (UAS), which also comprises autono

RPAS (i.e. no human action is necessary afer take-off

Currently ICAO is limiting the scope o its recommend

to RPAS (or use by international civil aviation)2. The

pean roadmap ollows the same approach, thereor

autonomous aircraf will not be considered as partscope.

1. The conclusions o the Consultation process have been presented in a Staff WorkingDocument by the European Commission services Towards a European strategy or the

development o civil applications o Remotely Piloted Aircraf Systems (RPAS)

2. The ocus o the ICAO UASSG would be on those SARPs that acilitate inte

RPAS into the ATM system. Not all RPAS can be integrated; thereore determcapabilities o those that can is paramount. The first such capability is ensure

a pilot-in-command and his/her associated responsibilities. This leads to th

sion that ocus must be on remotely-piloted aircraf, or which there are remworking at remote pilot stations. While other types o unmanned aircraf

unmanned ree balloons, autonomous aircraf) are recognized, they are notpart o the work program o the UASSG. See minutes o the 4th ICAO (UASSG

held in South Arica in February 2010.


6/16

2. ESSENTIAL REQUIREMENTS

CONSIDERED FOR RPAS INTEGRATION

As mentioned above, in line with the ICAO principle ex-

pressed in Circular 328, this Roadmap considers RPAS as

aircraf. RPAS should be able to operate in airspace, mixed

with a variety o manned aircraf (e.g. rom gliders to largeairliners) under instrument (IFR) or visual (VFR) flight rules

adhering to the requirements o the specific airspace in

which they are operating.

RPAS have to comply with the aviation rules. In other words,

RPAS integration should not impact on the current airspace

users (i.e. no degradation o the saety in the air; no disrup-

tion o current operations; no modification o ATC proce-

dures; no additional mandatory equipment caused by RPAS).

In consequence, the Roadmap considers that RPAS behav-

iour in operations must be equivalent to manned aviation,

including or the air traffic control (ATC). RPAS must complywith the Communication, Navigation and Surveillance re-

quirements applicable to the class o airspace within which

they are intended to operate. They must also comply with

the trajectory management concept envisaged in SESAR

system and with air traffic control rules/procedures. The

uture aviation system should accommodate flight profiles

different rom those currently used by CAT, responding to

the needs not only o RPAS, but also o aerial work civil

aviation traffic and helicopters.

The Roadmap also considers that, as in manned aviation,an RPAS operator will obtain a permission to operate only

when essential pre-requisites to saeguard the total avia-

tion saety system are in place. The three ollowing basic

pre-requisites are expected to apply to RPAS3:

1. RPAS must be approved by a competent authority. Ac-

cording to the International Civil Aviation Organisation

(ICAO), they are systems comprising a remotely piloted

aircraf (RPA), one or more associated remote pilot station

(RPS), the required command and control (C2) links, includ-

ing those supported by satellite communications, and any

other components as specified in the type design o the

RPAS.

2.The RPAS operator must hold a valid RPAS operator cer-

tificate.

3. The remote pilot must hold a valid licence.

One o the principal objectives o the aviation regu

ramework is to achieve and maintain the highest p

and uniorm level o saety. RPAS shall be designed,

actured, operated and maintained in such a mannthe risk to people on the ground and other airspace u

at an acceptable level.

This level shall be set through essential require

adopted by the legislator, ollowing substantial con

by all involved parties during the rulemaking process

developing the saety requirements or RPAS, the ris

be considered in relation to the different size o RPA

the type o operation involved.

This is o particular importance or light RPAS, as m

dustries acting in this sector are SMEs which would able to cope with a disproportionate regulatory bur

addition, disproportionate regulation would consid

reduce the potential offered by RPAS to develop inno

applications and services.

3. These principles are contained in Appendix 4 to Annex 2 to the Chicago Convention

(amendment 43), applicable to RPA o any mass. The European Aviation Saety Agency(EASA), through its Notice o Proposed Amendment (NPA) 2012-10 has proposed to

transpose them into the EU law, or civil RPAS above 150 kg.


7/16

3. ADDRESSING THE CHALLENGES

In order to help address the challenges o RPAS integration

in Europe, the Roadmap identifies the actions that should be

taken in the areas o regulation, research and the societal

impact o RPAS, taking into account the necessary coordi-

nation and interdependencies between these three streamso activities. Each o these areas is developed in a specific

annex to the Roadmap:

Annex 1provides a Regulatory Work Plan identiying the

improvements to the existing regulatory ramework consid-

ered necessary to allow RPAS operating outside segregated

airspace;

Annex 2presents a Strategic R&D Plan identiying the

technology enablers and the research activities necessary

to achieve a sae integration o RPAS;

Annex 3analyses aspects o the societal impact o RPAS.

The ollowing sections provide an overview o each o these

annexes.

3.1. PLANNING THE DEVELOPMENT OF THE

REQUIRED SAFETY REGULATION

Achieving the ull integration o all types o RPAS requires

the development o appropriate regulations in the three

essential domains o airworthiness, flight crew licensing

and air operations. These are essential pre-requisite saety

requirements or insertion into non-segregated airspace.

Given the complexity o this task, the Roadmap proposes

to address it through a stepwise approach spanning over

15 years, in synchronization with the ICAO ASBU concept4

and ensuring a close coordination with R&D plans and the

development o the necessary technologies.

A complicating actor or Europe comes rom the text o

annex 2 to EC Regulation 216/2008, according to which

an RPA with a Maximum Take-off Mass (MTOM) above

150 kg alls under the European Aviation Saety Agency

(EASA) competency, while RPA with a MTOM below 150 kgare ruled by national Civil Aviation Authorities (CAAs). It is,

however, broadly recognized that the 150 kg distinction is

not relevant to regulate this aviation segment and that co-

herence o the regulation below and above 150 kg must be

ensured. As a matter o act, many aspects o RPAS

tions are irrelevant to take-off mass and already

der EASAs remit. The roadmap will address this legi

impediment and propose a viable medium term solu

In addition, the majority o the emerging civil and

mercial applications in Europe are undertaken wit

RPAS. Today the development o these applicatio

pends on the capacity o national CAAs to develop th

essary regulation. 15 European countries have dev

(and others are developing) some elements o regu

due to the mounting pressure rom civil RPAS ope

Curently, the Czech Republic, France, Ireland, Italy, Sw

Switzerland and UK, have national rules and regulat

place, and national regulations are being prepared

gium, Denmark, The Netherlands, Norway and Spain

The size, content and granularity o these regulatio

however different. Hence the condition or the mutu

ognition between European countries has not yet

reached, with a direct impact to cross-border oper

In addition, the experience o the first European ope

and services providers clearly shows that solid busin

cases require internationalisation o the activities b

the national market. A true European Single Mark

RPAS based on common rules is necessary to suppo

development o the European industry.

Taking the above considerations into account, the R

tory Work Plan proposes the transer o national c

tence or RPAS


8/16

Once the transer o competencies or RPAS < 150 kgs to

EU will be effective, common EU rules developed by EASA

on the basis o the pre-existing harmonized material will

replace national rules afer an appropriate transition peri-

od. The validity o certificates or approvals already issued

should be recognized.

The Regulatory Work Plan details all the activities to be

perormed by the different stakeholders (EASA, EUROCAE,

JARUS, CAAs, etc). It takes into consideration all delivera-

bles published and planned on the subject by ICAO, EURO-

CAE and JARUS.

The Regulatory Work Plan identifies 27 regulatory improve-

ments to be achieved in our distinct timerames respec-

tively by 2013, 2018, 2023 and 2028, with initial priority

on harmonisation o rules to saely open the internal mar-

ket or RPAS < 150 kg. For each regulatory improvement a

detailed planning identifies the necessary deliverables, theresponsible organisation, the deadlines and the dependen-

cies.

A number o detailed activities mentioned in the Regula-

tory Work Plan has already started during 2013, i not ear-

lier. Possible delays occurring in a specific activity do not

mean that the sequence o activities will have to change,

but that only the suggested dates will have to be adjusted.

3.2. IDENTIFYING THE NECESSARY

TECHNOLOGY DEVELOPMENTS

Not all technologies necessary to ensure the sae integra-

tion o civil RPAS into the airspace are today available. Tech-

nological gaps have been identified in 6 areas:

Integration into ATM and Airspace environments

Verication and Validation

Data communication links incl. spectrum issues

Detect & Avoid systems and operational procedures

Security issues

Operational contingency procedures and systems

Surface operations incl. take-o and landing

The R&D effort to close the identified operational and tech-

nology gaps will include the need to develop operational

procedures, technical systems models or prototypes lead-

ing to proposed standards in parallel, but clearly linked to

the development o regulations and standards or th

and efficient integration o RPAS. Several, i not m

the topics, are o such complexity that an iterativ

stepped approach will be needed.

The description o the R&D effort has been groupe

14 activities. These activities are described in the St

R&D Plan. Within each activity, the oreseen delive

are described including key milestones, the timeline

initial estimation o the required types o expertise, a

as the level o resources (FTEs) needed or its ac

ment.

The Strategic R&D Plan should support the definitio

the coordination o uture research programmes o

integration at the EU and national levels. The cont

the plan will also need to be integrated into the

Master Plan, which describes the transition o the p

ATM environment into a uture efficient and harmEuropean civil/military ATM environment.

The European RPAS Steering Group suggests that a

initiatives supporting the sae integration o civil RPA

the aviation system need to be addressed under th

brella o the SESAR programme. This will allow an e

coordination o all R&D efforts at the European lev

help the coordination with other initiatives o rela

this aviation sector, in particular the military ones, as

o the enabling technologies or RPAS integration are

use.

Finally, it should be noted that the R&D activities tha

been identified or the purpose o integrating RPA

the general airspace and ATM environments could a

serve the evolution o operational procedures and t

cal systems or manned aviation to increase saet

ciency and improve environmental riendliness.


9/16


10/16

Activity#1 EVLOS/VLOSRPAS activities awareness for security

OSED

SPR

INTEROP

2013 2014 2015 2016 2017Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3

Activity#2 EVLOS/VLOSOperations in urban areas

Activity#3 EVLOSHuman Factors

Activity#4 IFR/VFRVisual detectability solutions and

detectability of the RPA by sensors

Activity#5 IFR/VFRDetect and Avoid

Activity#6 BVLOSDetect and Avoid

Activity#7 IFR/VFRComms C2 datalink

Activity#8 BVLOSComms C2 datalink

Activity#9 IFR/VFRAirspace Access and Airport

Operations

Activity#10 BVLOSAirspace Access and Airport

Operations

Activity#11 IFR/VFRContingency

Activity#12 IFR/VFR & BVLOSHuman Factors

Activity#13Security

OSED

SPRSPSSpectrum requirements

Validation ofModels and Prototypes

CONOPS

OSED

SPR

Demonstrators

OSED

SPR

Validation Exercise

OSED

SPRINTEROP

SPS

OSED

SPR

INTEROP

SPS

OSED

SPR

INTEROP

SPS

Spectrum requirements

Impact assessment

OSED

SPR

OSED

SPRDemonstrators

Impact assessment

Activity#14Demonstrations of best practices

Critical information needs

Generic trainingQualification guidelines

OSED

SPR

INTEROP

SPS

Spectrum requirements

Validation Exercise

Validation Exercise

OSED

SPR


11/16

2013 2014 2015 2016 2017 2018 2019 2020 2021 20Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q 4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q 1 Q2 Q 3 Q4 Q1 Q2 Q3 Q4 Q1 Q 2

TLS for C2 andD&A 216/2008

amendment

proposal

TLS for C2 and

D&A 216/2008

amendment

proposal

Start 2013 Security

Human factors

Start 2013 Security

Human factors

Start 2013

security

Start 2013

security

Insurance rules(785)

Insurance rules

(785)

OSED, SPR

Interop . Req.Airspace/Airports

datalink

OSED, SPR

Interop . Req.Airspace/Airports

datalink

Insurance rules(785)

Insurance rules

(785)

VLL ATMimpact study

VLL ATMimpact study

Insurance rules

(785)

Insurance rules

(785)

Insurance rules

(785)

Insurance rules

(785)

Harmonised

European REG

requirements

Harmonised

European REG

requirements

MOPS C2MOPS C2

FlightplanningFlightplanning

Harmonised

European REG

requirements

Harmonised

European REG

requirements

Transposition

at national

Transposition

at national

Amendment SESrules MOPS D&A

RPL common rules

AMC RPAS ops.

Amendment SES

rules MOPS D&A

RPL common rules

AMC RPAS ops.

D&A

CooperativeContingency

D&ACooperative

Contingency

REG Gap analysisREG Gap analysis

Transposition

at national level

Transposition

at national level

E TS O sE TS O s

SES proposalSES proposalHarmonised req.

and amendment of

SES rules

Harmonised req.

and amendment of

SES rules

Airspace

D&AContingency

Security

Airspace

D&AContingency

Security

Human factorsHuman factors

Transposition

at national level

Transposition

at national level

SecurityD&A full solution

SecurityD&A full solution

IFR RLOSBRLOS

B-VLOSSpecific

meteo

conditions

E-VLOS

VLOS

VFR

C2 RLOSC2 RLOS C2 BRLOSHuman factors

C2 BRLOSHuman factors

C omplementary dependencies

Regulatory dependencies

R&D dependencies

I

i

e


12/16

3.3. ANALYSING THE SOCIETAL IMPACT

OF RPAS

To truly benefit rom the potential offered by RPAS, they

have to be integrated saely into the airspace. The consul-

tation process conducted by the European Commission be-

tween 2009 and 20126

identified a number o other issuesto be addressed simultaneously with airspace integration, in

order to ensure the societal acceptability o this new tech-

nology.

The third annex o the Roadmap provides a broad analysis

o the societal impact o RPAS. The main issues that must

be addressed to achieve RPAS integration are described in

the ollowing sections.

3.3.1. THIRD PARTY LIABILITY AND INSURANCE

Despite the efforts made to ensure the saety o RPAS, ac-cidents may happen and casualties have to be taken into

consideration (to other airspace users or third parties on

the ground). I this happen, there is a need to adequately

compensate or any injury or damage caused by the opera-

tion o an RPAS.

This requires that the party liable towards the victims can

be clearly identified and that it is able to meet its financial

obligations. In other terms, a clear liability regime and an

adequate insurance obligation must be in place. The Civil

Aviation Authorities, which are responsible or the authori-

zation o RPAS operations, should ensure that the appropri-

ate regulatory ramework is in place.

This requires, as a first step, to analyse the existing legal

ramework or third party liability (damage on the surace

and in the air) and the current insurance practices, in or-

der to make recommendations or the development o u-

ture RPAS regulations and the necessary related insurance.

Sharing experience and good practices between national

CAAs should be promoted.

3.3.2. SECURITY

RPAS run the risk o being hijacked and used as weapons

against other airspace users or targets on the ground. Ter-

rorists could also use their own RPAS to crash into specific

targets or jam or spoo the Global Positioning System sig-

nals o other RPAS, causing serious hazards to air

This could be achieved by any means like physical a

(e.g. destruction o parts o the RPAS components,

Ground Station or the Remote Pilot), electronic a

(e.g. jamming or spoofing o data links or satellite n

tion systems) or cyber-attacks (e.g. hacking through

net web, spoofing, and cyber-attack on specific inorm

networks). The consequences o such cyber-attacks

represent a major challenge or uture large scale RP

erations. The security issues have been careully add

in both the regulatory and R&D activities defined

Roadmap.

3.3.3. PRIVACY AND PROTECTION OF PERSO

DATA

Flexibility, discretion, low costs and ever more sophis

sensors are some o the characteristics that make

unique tools or effective and discrete video surveand monitoring missions. The increased use o RPAS

ing rom their progressive integration into the airspac

raise serious and unique privacy and data protectio

cerns in the society and undermine the overall bene

this innovative technology.

Europe, has a comprehensive ramework o privac

data protection legislations. The Charter or Fundam

Rights o the EU establishes, in particular, the rights

spect private and amily lie, home and communic

(Article 7) and addresses the protection o persona

(Article 8). These rights are implemented through sEU and national regulations (Article 16 o the Treaty

Functioning o the European Union, Directive 95/46/

tional laws on data protection, video surveillance, etc.)

operators must also comply with this regulatory ram

Today, ensuring compliance with these rules is prim

responsibility o the Member States.

Actions should be taken to ensure ull compliance o

operations with the existing privacy and data prot

legislation. The utilisation o RPAS may however re

new issues that are not adequately addressed by th

rent regulation. National Data Protection Authorities

should urther evaluate the impact to privacy dete

by different RPAS applications, identiy the weakness

shortages o the existing regulatory ramework and p

clear recommendations on how to adequately addres

6. Hearing on light UAS o 2009, European High Level Conerence on Unmanned Air-

craf Systems o 2010 and the 5 workshops o the UAS Panel rom 2011/2012


13/16

(e.g. regulatory improvements, Data Protection Impact As-

sessment, Code o Conduct, etc.). CAAs should contribute to

the enorcement o privacy and data protection regulations

by including appropriate provisions in national RPAS regu-

lations on saety, in close collaboration with the national

Data Protection Authority, and the European Data Protection

Supervisor in the case o EU regulation (e.g. include in the

certification o an RPAS operator the provision related to

any required approval by national DPA, court, etc.).

4. MILESTONES FOR A PROGRESSIVE

INTEGRATION

4.1INTEGRATION OBJECTIVES

The objective o the Roadmap is to support the develop-

ment o RPAS applications, whilst ensuring the saety, se-

curity and privacy o citizens, as well as the saety o other

airspace users. In order to take the ull benefit o the emerg-

ing RPAS technology, the Roadmap proposes an ambitious

integration scenario. This scenario provides the basis or the

planning o the challenges described above.

The range o possible operations and scenarios in which

RPAS can be used is much wider than those o tradition-

al commercial aviation operators. The sae integration o

RPAS into non-segregated airspace requires, or each type

o operation, the development o the necessary regulation

and technologies, as well as, adequate solutions to the so-cietal issues identified. In the same way, the wide range o

potential applications relies on an equaly broad variety o

operations. For this reason, the proposed integration sce-

nario identifies distinct objectives or different types o op-

erations.

The typical flight profiles o RPAS can comprise a wide range

o scenarios, which are categorised in the ollowing types o

operations:

1. Very low level (VLL) operations (alias non-standard VFR

or IFR operations) below the typical IFR and VFR altitudes or

manned aviation: i.e. below 500 f (~150 m) above groundlevel; they comprise:

a.Visual line o sight (VLOS) in a range not greater than

500 meters rom the remote pilot, in which the remote

pilot maintains direct unaided visual contact with the re-

motely piloted aircraf;

b.Extended Visual Line o Sight (E-VLOS) where, b

500 meters, the pilot is supported by one or more o

ers, in which the RPS crew maintains direct unaided

contact with the remotely piloted aircraf;

c.Beyond VLOS(B-VLOS)where the operations a

below 500 f., but beyond visual line o sight requiri

ditional technological support.

2. RPAS operations in VFRor IFR, above 500 f and

minimum flight altitudes; they comprise:

a. IFR (or VFR) operations in radio line-o-sight

rom the RPS in non-segregated airspace where m

aviation is present. The key capability o detect and

(D&A) is required in relation to cooperative and non

erative nearby traffic (otherwise specific procedur

restrictions would apply);

b.IFR (or VFR) operations beyond radio line-o-sig

LOS) operations, when the RPA can no longer be inradio contact with the RPS and thereore a wider ra

communication (COM) services (including via satelli

necessary. In this case, communications would ty

be offered by a COM service provider. BRLOS (SA

operations may apply to long range transport o

which is expected to ollow flight profiles similar to

used by current manned commercial air transport.

An increasing level o complexity corresponds to t

erent operations identified. Since not all the key tec

gies required or RPAS to fly in a mixed environment

manned aviation is also present, are today matustandardized, the insertion o RPAS in airspace m

gradual and evolutionary: i.e. initially restricted acce

der specified conditions and subsequent alleviation

restrictions while technology, regulation and socie

ceptance would progress.

The Roadmap proposes a phased and gradual introd

o RPAS operations, based on the 5 types o ope

identified above, and three subsequent levels o integ

It provides a detailed plan or initial operationso

or all types o scenarios. Operations will still be sub

limitations, not only in terms o accessible airspace c

but also over densely populated areas and in partic

the vicinity o aerodromes. The Roadmap suggests re

urther integration, partially alleviating any restri

limitations. This evolutionwould lead to ull integra

RPAS.


14/16

1. Initial operations

At this first level o integration, operations are conducted

under restrictions defined by the CAAs. In this phase, a sig-

nificant volume o cross-border operations is not expected.

Integration into non-segregated airspace will only be pos-

sible under strict conditions.

At the same time, the development o the necessary regu-

lation will have started. When national competences exist,

rules will be developed by CAAs with the greatest possible

degree o voluntary harmonisation.

2. Integration

In this second integration step, RPAS start conducting their

operations according to harmonized regulations, alleviating

a number o restictions/limitations.

Operation o RPAS < 150 kgs are progressively based oncommon rules, which would alleviate some o the restric-

tions to access non-segregated airspace ( controlled and

non-controlled) and to operate at aerodromes.

Mutual recognition o certificates or licences, based o

mon rules, acilitate intra EU cross border operations

Harmonisation on a worldwide scale will however co

to be pursued mainly through ICAO and EASA with co

tions o JARUS.

3. Evolution

Further evolution would allow to achieve the ultimat

where appropriately certified and approved RPAS, flo

licensed remote pilots and under the legal respon

o certified RPAS operators will be able to operate

border, in non-segregated airspace and over any pop

territory. In other words, complete integration into t

ropean and global civil aviation system. However, so

strictions may still apply in congested terminal areas

aerodromes.

Integration timeline

Initial operations

Integration

Evolution

Critical path initial operation

Critical path integration

Critical path evolution

VFRVFR

IFR

BVLOS

E VLOS

VLOS

2013 2014 2015 2016 2017 2018 2023 2028

Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4

2013 2014 2015 2016 2017 2018 2023 2028

Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4


15/16

4.2. RESULTING AIRSPACE ACCESS

4.2.1. TIME FRAME 2013

Currently, light RPA (< 150 kg) operations in VLOS and E-

VLOS are taking place in a number o European countries,

but based on non-mutually recognized or harmonized na-

tional rules. Such operations can be conducted in all air-

space classes, but always in visual contact o the remote pi-

lot or an observer. Routine operations are normally allowed

outside congested areas, to reduce the risk or people on

the ground, while alleviating the airworthiness certification

processes or RPAS o small mass (e.g. below 25 Kg).

Additional saety requirements and processes apply, when

an RPAS operator wishes to fly over densely populated ar-

eas. Operations at airports are segregated rom other tra-

fic. On a case-by-case basis, IFR operations and demonstra-

tions are carried out under strict conditions and mostly insegregated airspace.

Civil commercial operations are already allowed in some

member States under the responsibility o an approved

RPAS operator. An initial set o common rules on the princi-

ples to access non-segregated airspace has been proposed

by EASA through NPA 2012-10.

4.2.2. TIME FRAME 20142018

In this timerame, VLOS and E-VLOS operations o light RPA

will have become a daily occurrence, thanks to the progres-sive harmonisation o national rules. Common rules might

be expected towards the end o the period.

These types o RPAS operations could also be conducted

over and in congested urban and highly populated areas,

when harmonized saety objectives or airworthiness are

complied with.

Further progress would be made or IFR access o RPAS in

class A to C airspace, thanks to a D&A system capable o

interacting at least with corporative targets. However, RPAS

operations may not be allowed along the standard arrivaland departure routes in major Terminal Airspace, nor at air-

ports mainly used by manned aviation and in busy en route

environments.

B-VLOS operations at very low level will be urther devel-

oped, which could enable initial operation in very sparsely

populated areas or over the high seas.

VFR operations could be allowed under certain con

on a case by case basis and i justifiable business ca

be made.

4.2.3. TIME FRAME 20192023

In this timerame, licensed remote pilots, under the r

sibility o certified RPAS operators, would be able toate approved RPAS, comprising an airworthy RPA, un

in almost all airspace classes. Common and proport

rules developed by EASA, progressively apply to civi

comprising RPA o any mass.

It is expected that, based on the perormance require

some areas will still be off limit to RPAS, such as

airports and Terminal Airspace and some bottlenecks

airspace users in Europe.

Initial VFR RPAS operations could start.

VLOS and E-VLOS RPAS operations will be ully integr

day-to-day civil aviation operations. B-VLOS operatio

be urther expanded and possibly include operation

populated areas.

As State RPAS flights (Military and governmental no

tary) are subject to National regulations, it implies tha

lic EU RPAS flights, which have the nature o state

(e.g. by FRONTEX) may have to comply with differen

o National rules.

4.2.4. TIME FRAME 20242028

In this timerame, besides the evolution o technic

operational rules, which will lead to alleviation o re

restrictions, RPAS are expected to operate in mos

segregated airspace, mixed with manned aviation, o

the same ATM procedures and ensuring the same l

saety and security. Furthermore, common rules can

visaged or public EU flights.

Finally, based on common rules, acquired experien

mutual recognition established among the member RPAS operators could fly cross border intra EU, based

File and Fly principle, and avoid the administrative

to apply or special authorization beore filing the fligh


16/16

Calendarul european pentru reglementarea dronelor

Documents

Transcript of Calendarul european pentru reglementarea dronelor