Presentation: How ATNS and

the ATM community at large can

facilitate RPAS operations in

controlled airspace.

Presented by M.L. Zulu

ATNS-ATM P R & D.

Introduction

The introduction of RPAS Operations into Controlled Airspace is quite simple in

principle. It is more challenging, however; to implement and maintain safe integration of

RPAS in Controlled Airspace in view of the recently published CATS/CARS Part 101.

Although it is challenging to make it possible; it is feasible and executable, as long as

there is a mutual sense of cooperation between ANSP, ROC (RPAS Operator’s

Certificate) holder, and the National Safety Authority (CAA).

Although industry acknowledges the unique nature of RPAS in terms of mission capability, size, build, and

piloting etc.; the RPA must also be operated as though it were a manned aircraft in controlled airspace. This is

taking the RPAS’ unique purpose and capabilities into account.

If RPAS operators want to be integrated with manned traffic in controlled airspace, they must operate in as

parallel a fashion as manned aircraft. If the ROC’s can achieve this, they will have empowered themselves

greatly, in the sense that it builds trust and confidence between ROC, ANSP and CAA in the RPAS’ ability to

operate safely in controlled airspace.

The greatest challenge that RPAS’ face then; is for them to mimic manned flight in order to enjoy the privilege

of operating in controlled airspace. Achieving this will act as a powerful enabler for them to operate more

safely and efficiently in controlled airspace.

Challenges to be overcome: ROC holders

Challenges to be overcome: ATM

There are some minor challenges from a Controlled Airspace perspective as well for ATC. The ATC must

be able to maintain VLOS of the RPAS in an ATZ/CTR where circumstances dictate. Many of the RPAS are

about the size of a laptop. Even with an observer extending to E-VLOS, it will be very difficult for a TWR

ATC to maintain VLOS due to its size. The requirement for surveillance then depends on the mission at

hand; and is subject to ATC requirements.

For example: If an RPA is being operated far away from the movement area, and at a low altitude, there

may be no requirement for the RPAS to squawk. If the RPA is crossing the RWY, however; this may prompt

the ATC to request the A/C to squawk, for safety, and visibility purposes.

Where the pilot is depending on the observer to keep visual sight of the aircraft, and communicating with

the pilot on a separate frequency to the TWR; transmissions between ATC and pilot will be delayed, and

slightly cumbersome to execute.

Challenges to overcome: ATM, continued..

Sense and avoid can only realistically be implemented usefully in uncontrolled airspace. In

an ATZ/CTR (Currently Class C Airspace in the RSA), the ATC is responsible for passing

traffic information between RPAS and RPAS; and RPAS and VFR Manned flight as well as

separating RPAS from IFR flights. Sense and avoid in this instance is applicable in

principle. In practice though, a manned aircraft will also have difficulty seeing and avoiding

an RPA.

It is for these reasons above that licenced ROC (RPAS Operator’s Certificate) holders be

at least Mode C transponder equipped. The requirement to use it will depend on the

circumstances pertaining to the RPAS operation. ATC surveillance through XPDR Mode E,

H, L and S would greatly improve safety and efficiency; as the ATC would have access to

extended squitter data through 4 types of XPDR on 1090 MHz. These data parameters for

example, could be ALT, KIAS,KTAS, HDG, ROC/ROD etc.

XPDR Modes I, P, and X would not be advisable to use; as they only have limited extended

squitter signal emissions.

For IFR Traffic, the risk is greater. It is the TWR ATC’s responsibility to SEPARATE VFR

RPAS traffic from IFR traffic. This is difficult to do when the ATC struggles to acquire and

maintain visual contact with the RPA. If required, and the Air Situation Display (ASD) is

available, the aircraft can be tracked through 1090 MHz MSSR/MLAT/ADS-B/C, and the

XPDR as noted above.

How ATNS can help?

FUA

Temporary Segregated Airspace (TSA)

In controlled airspace, a Temporary Segregated Airspace (TSA) would be established. The envisioned

procedures for applying for these will be addressed later. Temporary Segregated Airspace is a type of

FUA that allows for non FUA-approved Aircraft to transit through the approved operators’ TSA. Normal

TIBA calls would apply as per manned flight.

LOP & SSI’s

A letter Of Procedure (LOP) would need to be negotiated between the Operator, and ATNS; to formalize

the Modus Operandii and expedite the process of commencement of FUA activities. An LOP is a

document that details the concerned parties’ contractual operating procedures. The SSI’s (Station

Standing Instructions) are documented procedures for local aerodrome/TMA/CTA/UTA pertaining to ATC

procedures. The current SSi’s would need to be revised in an effort for the RPAS to be granted access to

control airspace.

How ATNS can help? continued..

Temporary/permanent Change of Airspace Classification?

Depending on the activities required, if a TSA is approved, a temporary change of airspace classification could

be considered; IF it makes the ATC workload easier. See diagram 1.

For example; all ATZ’s and CTR’s in the RSA are class C. This requires that Separation must be applied

between IFR and IFR. TFC information must be passed between IFR and RPA, as well as between RPA and

RPA.

A temporary change of Airspace Classification (As is similarly done at Airshows) during FUA; to

Class D Airspace would have the following impact on ATC:

Separation must be effected between IFR and IFR only. Traffic information is passed between VFR (RPA) traffic

and all other traffic. This alleviates the workload of having to separate RPA TFC from IFR TFC for the ATC;

thereby making the management of the TSA much easier inside the ATZ/CTR where the TSA has been

approved.

How ATNS can help? continued..

Diagram 1: Types of Airspaces

How ATNS can help? continued..

This avenue would only be considered under the most abnormal, and unusual circumstances. It is however; an option

should such temporary/permanent airspace classification be required under the abnormal and unusual circumstance.

To make this concept work either way; industry must start developing SWIM (System-Wide Information Management)

systems in order for the community to be able to communicate FUA requests, share pertinent data, and tracking of

flights seamlessly. SWIM plays a critical role in real-time information sharing, and is part of the ASBU (Aviation System

Block Upgrade) Block 1 and 2 targets.

How ATNS can help? continued..

Airspace types: Procedural vs SSR

For now, RPAS needs to be restricted to operating where MSSR and other ATS surveillance tools are available. Once this

practice has been fine-tuned, a Safety case can be initiated for RPAS to operate in procedural airspace.

A safety case supporting RPAS integration in SSR airspace would be required as well.

How Industry Can help itself?

How Industry Can help itself?

The first obvious response to this question is for operators to comply with the revised Part 101. In terms of new

operating procedures in controlled airspace; RPA Pilot and observers must comply with TSA requirements. Currently,

FUA can be requested by telephone or via the web. Initially, the RPAS would only be allowed to operate in SSR-

equipped airspace. The reason for this is that it poses a risk in that the ATC cannot maintain watch of the aircraft.

Let us explore the current procedure for acquisition of FUA, and Flight planning briefly:

1-The Operator contacts the CAMU office, and gives a concise, and accurate description of their request. The CAMU

analyses TFC flow forecast amongst other measurables. If there are no obvious, un safe conditions , weather , or TFC

abnormalities forecast, then the FUA should be approved subject to the ATC’s valid and reasonable discretion.

How Industry can help itself? continued..

2- The operator will then File the FPL via telephone, or File2Fly describing his/her requested activities as per CAMU

request. Operators must be careful not to put irrelevant information in field 18 & 19. Some of these include SAR/ POB/

etc. There are no souls on board the aircraft, so for human rescue purposes; there is no requirement for POB/ SAR/

Any IFR FPL’s that do not get activated (No operations are commenced) after 30 min from EOBT, the FPL is

automatically cancelled. For RPA/VFR FPL, it’s one hour of non-commencement before the FPL is auto-cancelled.

3-The operator request lift/Take-off and commencement of FUA activities. The ATC uses his/her discretion to

determine reporting intervals, and; or Squawk requirements. It is highly advisable that RPA Pilots add a 30 % buffer to

the AIOP (Area of Intended Operations) buffer around their actual Area of Intended Operations during the CAMU FUA

request. This will mitigate incidents where RPA stray from their intended flight paths due to C2 failure or other reasons.

See diagram 2

4-Once the detail is complete; the Pilot is to report so to ATC, and proceeds to land the RPA. CAMU will terminate the

FUA at the pilot’s stipulated time.

Procedurally, that is the flow of a TSA request.

How Industry can help itself? continued..

Diagram 2

How Industry can help itself? continued..

Registration Number allocation

In the RSA, there are 3 types of registration. They are “ZS”, “ZU”; and until recently, ”ZT” as well. The ZS registration is

for CAA- tested and certified aircraft. The “ZU” is for home built aircraft. “ZT” is the prefix for all RPAS until further

notice. RTF will also change slightly; but that can be work shopped at a later stage together with the CAA.

In closing, I wish to thank all the members involved in the promulgation of the current CATS/CARS Part 101 thus far;

and I hope that we will be able to integrate RPAS into controlled airspace within a reasonable timeframe that benefits

industry as a whole.

Thank you,

Contact us

Thank you

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