Unmanned Aircraft Communication Scenarios

The communications scenarios during the phases of an Unmanned Aircraft mission

Meaning of acronyms used

Air Traffic Control ATC A service provided for the purposes of: a) preventing collisions between aircraft and in the manoeuvring area between aircraft and obstructions; and b) expediting and maintaining an orderly flow of air traffic. - STANAG 4586 Flight Information Service - Broadcast Ground Control System Line-Of-Sight: maximum seperation = 5 km Request Airport Control Tower Unmanned Aircraft Very High Frequency FM analog radio communications in the 118 MHz to 132 MHz band

FIS-B GCS LOS R TWR UA VHF Notes

payload communications requirements (such as ground monitoring video data) are considered to be a separate issue from the command and control requirements the GPS navigation signals received from the US GPS satellites at 1,575.42 MHz (the civilian L1 signal) and at 1,227.60 MHz (the civilian L2 signal) are acknowledged, but are excluded from the following discussion for Beyond-Line-Of-Sight operation of the UA, we assume a Sense and Avoid system is fitted and operational in the UA, and that this system operates autonomously on the UA, with reports of what is sensed and being tracked included in the status reports which are transmitted each second for video data transmission via a satellite link, we have suggested the use of MPEG-2 video compression in which a 720 x 480 pixel frame at a rate of 30 frames per second requires a bit rate of about 4 Mbps. EUROCONTROL, FAA and ICAO plan to equip high traffic densities areas with ATC data links for man and unmanned aircrafts by 2020. The ATC data link will require an availability of 99.999% and must meet the 95th percentile one-way transit times shown in the following table (from Pelmoine):

Domain En Route Tower Terminal

Threshold 3.0 sec 3.0 sec 3.0 sec

Objective 1.5 sec 1.5 sec 1.5 sec

for US military systems, the proposed:

o o

Line-Of-Sight data link frequency = 14,500 to 15,350 MHz satellite communications uplink (satellite to Unmanned Aircraft) frequency = 30 GHz to 31 GHz satellite downlink (Unmanned Aircraft to satellite) frequency = 20.2 GHz to 21.2 GHz

Communications systems requirements based on following scenarios

Here are the communications requirements we derive from the following scenarios. communications requirements 3 OFF COFDM video channels, each 8 MHz bandwidth, in an ISM band such as the 5.8 GHz ISM band 3 OFF MPEG-2 video channels, each 4 Mbps bit rate, for video information, on a SAT comms link scenario reason / use

UA is in LOS of GCS

continuous situation awareness and following while the UA is on the runway in an emergency landing, where the UA is remotely flown from the GCS

UA is BLOS of GCS

CHA = 4.8 kbps

9.6 kbps satellite links with backup GSM 900 / 1800 modem links

all

download status messages (typically one per second) and video line scan data upload flight plan changes / remote operation of UA

primarily when close to, or at, an airport primarily when climb out and cruise + when cruise / mission 9.6 kbps satellite links with backup GSM 900 / 1800 modem links primarily when on cruise / mission and passing from one ATC centre to another

CHB = 4.8 kbps for digitised, duplex, TWR VHF voice relay CHA = 4.8 kbps for digitised (CELP) duplex, ATC1 VHF voice relay

CHB = 4.8 kbps for digitised (CELP) duplex, ATC2 VHF voice relay this VHF channel is also used to pick up the weather FIS

Notes

The GSM 900 / 1800 link is used to reduce the latency in satellite communication link, but the satellite link is also used to ensure back-up in the event of failure, or, unavailability of the GSM link. The Sense and Avoid (S+A) system, if fitted, functions autonomously and no S+A video information is relayed back to the GCS. COFDM can be used as a modulation scheme to transmit video information from the UA at or near the airport to a GCS that is within LOS of the UA on an ISM band, such as the 5.8 GHz ISM band. The 5.8 GHz ISM band has a contiguous 125 MHz bandwidth that can be subdivided into 15 channels of 8 MHz each for the purposes of video information transmission. This band is at present not as heavily used as the 2.4 GHz ISM band, which is heavily used for WLAN communications links. It must be noted that COFDM is sensitive to Doppler shift, and is degraded in situations where the difference in speed between the transmitter on the UA and the receiver at the static ground station exceeds 185 kph.

Case 1A

From gate to take-off From landing to gate

UA within local line-of-sight of Airport UA within line-of-sight of GCS Local weather FIS data picked up by GCS

sensing of obstacles on the runway sensing runway and runway number reading signs beside the runway data downlink UA to GCS data uplink GCS to UA

3 OFF video cameras each COFDM BW = 8 MHz 5.8 GHz ISM band (1) GSM 900 / 1800 modem (2) satellite phone modem 4.8 kbps of a 9.6 kbps link

continuous for situation awareness and following

UA status monitoring 1 msg / second UA control

digitised (eg. using CELP) voice: downlink UA to GCS uplink GCS to UA

(1) GSM 900 / 1800 modem (2) satellite phone modem 4.8 kbps of a 9.6 kbps link VHF channel x (TWR - UA) VHF channel y (ATC - UA) VHF FM 118 - 132 MHz

ATC acknowledge

R engine start R push back R taxi clearance R take off

voice relay: TWR, ATC to UA voice relay: UA to TWR, ATC

Notes

latency in the satellite voice relay is an issue.

Case 1B

From gate to take-off From landing to gate If a field is used rather than an airport, then Case 1B is as per Case 1A, except that there will be no ATC communications.

Notes

latency in the satellite voice relay is an issue.

Case 1C

From gate to take-off From landing to gate

UA within local line-of-sight of Airport UA beyond line-of-sight of GCS

sensing of obstacles on the runway sensing runway and runway number reading signs beside the runway

3 OFF video cameras each MPEG-2 at 4 Mbps via SAT COMMS link

continuous for situation awareness and following

(1) GSM 900 / 1800 modem data downlink UA to GCS data uplink GCS to UA (2) satellite phone modem 4.8 kbps of a 9.6 kbps link (1) GSM 900 / 1800 modem (2) satellite phone modem 4.8 kbps of a 9.6 kbps link

UA status monitoring 1 msg / second UA control

ATC acknowledge
latency of SatComms link

digitised (eg. using CELP) voice: downlink UA to GCS uplink GCS to UA

could be a problem
need live link through take-

off sequence
availability / integrity is

safety critical

voice relay: TWR, ATC to UA voice relay: UA to TWR, ATC

VHF CH x (TWR - UA) VHF CH y (ATC - UA) VHF FM 118 - 132 MHz picked up on VHF CH z

R engine start R push back R taxi clearance R take off

weather FIS information

relayed via GSM 900/1800 back-up is 4.8 kbps SAT comms voice relay link

not time critical

Notes

latency in the satellite voice relay is an issue.

Case 1D

From gate to take-off From landing to gate

If a field is used rather than an airport, then Case 1D is as per Case 1C, except that there will be no ATC communications. This case could also apply to an emergency landing situation.

Case 2A

Climb out and cruise

UA within local line-of-sight of Airport UA within line-of-sight of GCS Local weather FIS data picked up by GCS

3 OFF video cameras sensing of other aircraft data processed on-board status reported each sec data downlink GCS to UA data uplink GCS to UA (1) GSM 900 / 1800 modem (2) satellite phone modem

continuous for situation awareness

UA status monitoring 1 msg / second

4.8 kbps of a 9.6 kbps link digitised (eg. using CELP) voice: downlink UA to GCS uplink GCS to UA (1) GSM 900 / 1800 modem (2) satellite phone modem 4.8 kbps of a 9.6 kbps link

UA control

ATC acknowledge

R flight level / bearing voice relay: ATC1, ATC2 to UA voice relay: UA to ATC1, ATC2 VHF channel x (ATC1 - UA) VHF channel y (ATC2 - UA) VHF FM 118 - 132 MHz R enter / leave sector Freq change instr ALT ref QNH transition Mode S transponder setting Notes

latency in the satellite voice relay is an issue.

Emergency management

In case of emergency, ATC and GCS notified, UA identified

Case 2B

Climb out and cruise

UA within local line-of-sight of Airport UA beyond line-of-sight of GCS

3 OFF video cameras sensing of other aircraft data processed on-board status reported each sec (1) GSM 900 / 1800 modem data downlink UA to GCS data uplink GCS to UA (2) satellite phone modem 4.8 kbps of a 9.6 kbps link

continuous for situation awareness and following

UA status monitoring 1 msg / second UA control

digitised (eg. using CELP) voice: downlink UA to GCS uplink GCS to UA

(1) GSM 900 / 1800 modem (2) satellite phone modem 4.8 kbps of a 9.6 kbps link

ATC acknowledge
latency of SatComms link

could be a problem off sequence

need live link through take availability / integrity is

safety critical

R flight level / bearing voice relay: TWR, ATC to UA voice relay: UA to TWR, ATC VHF CH x (TWR - UA) VHF CH y (ATC - UA) VHF FM 118 - 132 MHz R enter / leave sector Freq change instr ALT ref QNH transition Mode S transponder setting picked up on VHF CH z weather FIS information relayed via GSM 900/1800 back-up is 4.8 kbps SAT comms voice relay link Notes

not time critical

latency in the satellite voice relay is an issue

Emergency management

In case of emergency, ATC and GCS are notified, the UA is identified If the Sense and Avoid system fails, and is reported, the emergency situation is flagged to ATC A major safety problem arises if a failure of the on-board Sense and Avoid system is not detected, or, if a failure of the S+A system is detected, but not then reported (two failures).

Case 3A

Cruise / mission

UA beyond line-of-sight of Airport UA beyond line-of-sight of GCS

 No local weather FIS data available OCEANIC with ATC seperation service

3 OFF video cameras sensing of other aircraft data processed on-board status reported each sec data downlink UA to SAT to GCS data uplink GCS to SAT to UA digitised (eg. using CELP) voice: downlink UA to SAT to GCS uplink GCS to SAT to UA voice relay: ATC to UA voice relay: UA to ATC satellite phone modem 4.8 kbps of a 9.6 kbps link

continuous for situation awareness UA status monitoring 1 msg / second UA control

satellite phone modem 4.8 kbps of a 9.6 kbps link VHF channel x (ATC1 - UA) VHF channel y (ATC2 - UA) VHF FM 118 - 132 MHz

ATC acknowledge

infrequent: 1 or 2 msg every 10 minutes ATC clearances

802.11g or 802.11n (draft) UA-to-UA WLAN data link WLAN link operating in the 2.4 GHz ISM band

for a formation (swarm) of Unmanned Aircraft, in which only one UA maintains a SAT comms link (although all carry the equiment for this link)

Notes

latency in a satellite communication link is considered tolerable no GSM 900 / 1800 service available

Emergency management

ATC identified UA identified S+A system failure: detected and reported: flag emergency to ATC S+A system failure: not detected and / or not reported: not serious in oceanic arena: serious if UA then processed into more crowded air space on land.

Case 3B

Cruise / mission

UA beyond line-of-sight of Airport UA beyond line-of-sight of GCS No local weather FIS data available Flying over REMOTE area with no ATC seperation service

3 OFF video cameras sensing of other aircraft data processed on-board status reported each sec data downlink UA to SAT to GCS data uplink GCS to SAT to UA digitised (eg. using CELP) voice: downlink UA to SAT to GCS uplink GCS to SAT to UA voice relay: ATC to UA voice relay: UA to ATC satellite phone modem 4.8 kbps of a 9.6 kbps link

continuous for situation awareness UA status monitoring 1 msg / second UA control

satellite phone modem 4.8 kbps of a 9.6 kbps link VHF channel x (ATC1 - UA) VHF channel y (ATC2 - UA) VHF FM 118 - 132 MHz

ATC acknowledge

802.11g or 802.11n (draft) UA-to-UA WLAN data link WLAN link operating in the 2.4 GHz ISM band

for a formation (swarm) of Unmanned Aircraft, in which only one UA maintains a SAT comms link (although all carry the equiment for this link)

Notes

latency in a satellite communication link is considered tolerable GSM 900 / 1800 coverage unreliable or unavailable

Emergency management

ATC identified UA identified S+A system failure: detected and reported: flag emergency to ATC and / or perform emergency landing

** The above information was jointly developed by Tony Henley and Joe Barnard.