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.

D4.2-GAPANALYSIS

©–2017–IDS,TUDelft,EUROUSC,TOPVIEWSRL.Allrightsreserved.LicensedtotheSESARJointUndertakingunderconditions

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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


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


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


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


• 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:


• Output:

o Hyperlocalweatherinformation

o Detailedterrainmodel

o Populationdensity

o Situationalawarenessofunmannedandmannedtraffic

o GNSSavailability


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


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


• Output

o Advisoryonemergencylandingzones


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


• Output:

o Flightdelaydetails

o Adjustedtimeslot

o Flightclearance

o Flightplan

o Congestion“pricing”ofairspaceadvisory


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


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


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


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


Operationsplanning

NetworkOperationsPortal(NOP)tool

AIXM/onlineaccess • U2-Flightplanningmanagement,Strategicde-confliction

• U4-ATFCMatVLL


Strategiceventplanning

NOPtool AIXM/NOTAM • U2-Flightplanningmanagement,strategicde-confliction,tacticalgeofencing



Airtrafficdemanddata

Strategictrafficforecast,pre-tacticaltrafficforecast

AIXM/Webaccess • U2-Flightplanningmanagement

• U3-Dynamiccapacitymanagement


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


Airspacedata CHMItool

NetworkmanagerB2Bwebservices

NOPtool

LARAtool

AIXM/NOTAM/XML

JSON

• U4-U-Spaceuserchatservices


Airspacemanagement

CentralAirspaceandCapacityDatabase

LARAmanagementsupportsystem

AIXM/NOTAM/XML • U2-Tacticalgeofencing



Flowmanagement

Flightdataservices

Receptionanddistributionofreal-timeairport,airtrafficcontrolandsurveillancedata

ETFMtool AIXM/webaccess • U2-Tacticalgeofencing



• 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-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




Online:Geoserver/Openlayers/Geotools

GeoJSON,TopoJSON,KML,GML

U2-Pre-tacticalgeofencing



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



• 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



• De-confliction

SkywardApp

http://www.Skyward.io

Global

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• NOTAMsadvisory

• Localrulesandregulationsawareness

UTM AltitudeAngel • Dronetrafficmanagement

• Geofencing



• De-confliction

• NOTAMsadvisory


• 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



• De-confliction

• NOTAMsadvisory


Note:Map2FlyissimilartootherservicesofferedbyAirMap,UniflyandAltitudeAngel.Theonlynotabledifferenceisitsprovisionofgeospatialdatae.g.presenceofpowerlines,agriculturalareas,birdsanctuaryetc.

https://map2fly.flynex.de

Global

Droneflightplanning

Simulyze • Flightplanning

• Liveeventdata


• 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.

[6]DREAMS,Websurveyresultsaboutdroneoperations,2018.DeliverableID:TN3.1,Edition2,Topic:RPAS-02:Droneinformationmanagement.

[7]MettsC,BowmanM,LinebergerR.S,andHussainA.“Managingtheevolvingskies:Unmannedaircraftsystemtrafficmanagement(UTM),thekeyenabler”.Deloitte.July2018.

[8] EUROCONTROL, SWIM, 2018. System Wide Information Management (SWIM).http://www.eurocontrol.int/swim(02August2018)

[9] EUROCONTROL, AIM, 2018. Aeronautical Information Management.http://www.eurocontrol.int/aim(04August2018)

[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)

[13] SESAR, Meteorological Information.https://www.sesarju.eu/sites/default/files/documents/concepts/leaflet_on_TOPLINK_MET_services.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.

[15]CORUS,ConceptofOperations(ConOps)forU-Space,SESAR,D6.1,June2018.

[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.

[20]SchneiderO.2014.“Metropolis–Urbanairspacedesign”,Conceptdesignreport.

[21] Sunil E, Hoekstra J, Ellerbroek J, Bussink F, NieuwenhuisenD, Vidosavljevic A and Kern S.2015. “Metropolis: RelatingAirspace StructureandCapacity for ExtremeTrafficDensities”,EleventhUSA/EuropeAirTrafficManagementResearchandDevelopmentSeminar.

[22] Doole M. “PhD Research 6th Month Progress Report”. 2018. Faculty of AerospaceEngineering, Section Control and Simulation, Delft University of Technology, Delft, TheNetherlands.

[23]Krishnakumaretal.,2017.“SafeAutonomousFlightEnvironment(SAFE50)fortheNotionalLast “50ft” of Operation of “55 lb” Class of UAS”, AIAA SciTech Forum, Grapevine, Texas,USA.

[24] Hoekstra J.M, Ellerbroek J, Sunil E and Maas J. 2018. “Geovectoring: Reducing TrafficComplexitytoIncreaseCapacityofUAVairspace”,ICRAT,Barcelona,Spain.

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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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