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Glyndŵr University Research Online  
Conference Paper  
Review of unmanned aircraft system technologies to enable 
beyond visual line of sight (BVLOS) operations  
Davies, L., Bolam, R., Vagapov, Y. and Anuchin, A.  
This is a paper presented at the 10th International Conference on Electrical Power Drive 
Systems ICEPDS 2018, Novocherkassk, Russia, 3 -6 October 2018 . 
Copyright of the author(s). Reproduced here with their permission and the permission of the 
conference  organisers.  
Recommended citation:  
Davies, L., Bolam, R., Vagapov, Y. and Anuchin, A. (2018) ‘Review of unmanned aircraft 
system technologies to enable beyond visual line of sight (BVLOS) operations’. In Proc. 10th 
International Conference on Electrical Power Drive Systems IC EPDS 2018, Novocherkassk, 
Russia, 3 -6 October 2018, pp. 1 -6. doi: 10.1109/ICEPDS.2018.8571665Abstract—The need to develop and deploy Beyond Visual 
Line of Sight (BVLOS) aerial vehicles has intensified over the 
last decade. As the demand for Unmanned Aircraft Systems 
(UAS) has increased, so too has the regulations that surrounds 
the industry. Strict regulations are currently in place but 
differ from country to country. Due to these regulations 
BVLOS innovators have been posed the task of exploring the 
means of operating flight missions with the UAV out of the 
sight of the pilot. Autonomous flight capability is not only 
fundamental to BVLOS operations for UAS but also likely to 
have a significant impact on the future development of 
passenger carrying autonomous aircraft. This review explores 
the technologies that have been developed to date that enable 
BVLOS applications. BVLOS flight operations have the 
potential to open a huge area of commercial opportunity 
however, there remain many concerns about the current 
capabilities of UAS to detect and avoid manned andunmanned airborne hazards that may pose a significant safety 
risk.  
Keywords —drones, unmanned aircraft system, BVLOS, 
autonomous aircraft  
I.  INTRODUCTION  
Accompanying the rapid increase of drone operations 
over the past few years has been a comparative increase in 
the regulations governing the industry. The main driver for 
which has been the safety of societies with respect to their 
populations, property and environment. This cautious 
approach has been very successful to date and in the UK, in 
common with many other European countries, amateur 
drone operations are only permitted to take place within the 
Visual Line of Sight (VLOS) of the Remote Pilot. This is 
commonly interpreted to mean up to 500m horizontally and 
400ft (120m) vertically. For commercial UAV operators 
Extended Visual Line of Sight (EVLOS) operations beyond 
the aforementioned distances may also be permissible. 
Applications must be submitted to the Civil AviationAuthority (CAA) for EVLOS which include an acceptable 
safety case and the use of deployed observers. Operations 
Beyond Visual Line of Sight (BVLOS) may also be 
permitted if an approved method of aerial separation and 
collision avoidance is employed or alternatively the flights 
are made within segregated airspace under Instrument 
Flying Rules (IFR) and with Air Traffic Control (ATC) 
clearance [1]. Fig. 1 illustrates VLOS, EVLOS and BVLOS 
operations.  Recently many national governments have identified 
UAS as a key economic growth sector for technology and 
are keen to encourage its development. In June 2017 the 
Single European Sky Air traffic management Research 
Joint Undertaking (SESAR Joint Undertaking) released a 
blueprint aimed at making a strong and dynamic EU drone 
services market by introducing the concept of “U -Space” a 
low-level airspace for drone operations [3]. This airspace is 
intended to be in place by 2019 and extend vertically to150m. Drone operations within it are to be safe and 
automated for BVLOS operations. It has been predicted 
that the advent of BVLOS operations will herald a new 
boom in the drone industry [4].  
It could be claimed that the first recorded BVLOS UAV 
mission was carried out by the Austrian army in 1849 with 
an attack on Venice using hot air balloons filled with 
explosives. [5] Since then the use of UAVs has increase 
substantially in both the military and commercial sectors. In 
the UK, BVLOS flights are more commonly conducted by 
the military normally under the guidance of the Military 
Aviation Authority (MAA), but that seems to be about the 
change as the UK Civil Aviation Authority has granted 
permission to the Defence Infrastructure Organisation 
Service Delivery Training (DIO SD TRG), to conduct a 
BVLOS test at the Salisbury Plain Training area to meet its 
military requirements [6], [7]. This form of approval for 
BVLOS flights could be applied to a wide and variednumber of government and public applications. There are 
quite a few scenarios where BVLOS could be executed 
efficiently and safely such as: package delivery, which has 
already been tested by Amazon; pipeline inspections that Review of Unmanned Aircraft System Technologies  
to Enable Beyond Visual Line of Sight  
(BVLOS) Operations  
Alecksey Anuchin  
Moscow Power Engineering Institute  
Moscow, Russia  Lee Davies  
Glyndwr University  
Wrexham, UK  
Fig. 1. VLOS, EVLOS and BVLOS illustrated [2].  
UAV Pilot Additional ObserverVLOS Flights EVLOS FlightsBVLOS Flights
Range of Remote ControlVisual Range
978-1-5386 -4713 -4/18/$31.00 ©2018 IEEE  Yuriy Vagapov  
Glyndwr University  
Wrexham, UK  Robert Cameron Bolam  
Glyndwr University  
Wrexham, UK  2018 X International Conference on Electrical Power Drive Systems (ICEPDS)stretch over great distances; agriculture; search and rescue; 
policing and border control etc. [8] -[12]. BVLOS 
operations can arise from features on the landscape when 
VLOS mission encounter obstacles such as mountains, 
dense forests and cities. Fig. 2 demonstrates typical areas of 
application for VLOS and BVLOS operations.  
It is apparent that BVLOS capability is becoming an 
essential requirement as companies strive to develop 
autonomous passenger and air freight systems. To achieve 
safe deployment a UAS will depend on 360 -degree radial 
technologies that allow the vehicle to be aware of its 
surroundings. The following text reviews the BVLOS 
situational awareness methodologies and technologies that 
are currently available or in development.  
II.  FIRST PERSON  VIEW (FPV) AND DETECT  AND AVOID  
TECHNOLOGIES  
In 2017 Transport Canada issued their unprecedented 
permission to Ventus Geospatial to perform a BVLOS test. 
The test was conducted using a Skyranger UAV whichreached a distance of 1.4 miles from the operator and was 
fitted with a camera for a First -Person View (FPV) 
allowing the live feed to be fed back to a monitored display 
[13]. For the test run a chase vehicle was also used as a 
back up to monitor its progress.  
FPV is not an uncommon means of technology to use 
with applications of this nature, although it could be argued 
that it cannot and should not replace a pilot’s own visual 
range as there is more to BVLOS applications than merely 
having a visual layout of the surrounding area. Other 
technologies should also be implemented for a flight plan to 
be executed safely. According to the reports surrounding 
the Skyranger test flight, the UAV was not fitted with any 
detect and avoid technology but in further tests will use 
Automatic Dependent Surveillance – Broadcast (ADS -B), 
which is surveillance technology that allows an aircraft to 
determine its position via satellite navigation and then inturn broadcast it periodically enabling it to be monitored 
and tracked. [14]. This, however, is not without its 
problems, such as the security of the UAS. A paper 
published by Costin and Francillon [15] questioned this 
lack of security in relation to protocol and practical attacks. 
The research concluded that there is indeed an inherent 
insecurity to the commercial grade ADS -B design as it was 
missing the most basic of security protocols. Taking this 
into consideration however, one of the most recent ADS -B 
products has been used for BVLOS operations is the 
Ping20s which has been successfully used on a UAV. It 
was used in a successful night and day test which was 
performed by Australian company V -Tol Aerospace and UK based RelmaTech [16]. Presently the Ping20s is 
possibly the world’s smallest and affordable Mode S ADS -
B transponder and allows UAV’s to respond to Mode S 
radar [17] (Fig. 3). This UAV was also fitted with aGosHawk -II HD sensor and its integrated laser rangefinders 
can determine exact distance under all environmental 
conditions. It is also equipped with optical sensors for both 
night and daytime operations [18]. The need to be able to 
fly at night is an essential commodity in the drone industry 
and the development of this technology could pave the way 
for regulated night missions to become a reality.  
There is also an obvious need for a UAV to be aware of 
its surroundings and aware of other air traffic by using 
detect and avoid technology. One such technology has been 
developed and a paper published by Balachandran et al. 
[19]. The paper explores an approach that enables a 
multitude of aircraft to coordinate their own manoeuvres. 
This is achieved by each of the aircraft implicitly agreeing 
on the region of the airspace that they will be occupying at 
that time. This in turn has led to the construction of a 
feedback mechanism that can be executed in real time. Theplanning of this process assumes that all the aircraft will 
reside in their own region and it is this assumption that is 
crucial to ensure that no aircraft are able to occupy the 
same airspace. Information is shared between the aircraft in 
relation to when one aircraft speeds up or slows down and 
will then asses the likelihood of a collision. If an aircraft 
enters an adjacent zone occupied by another aircraft it will 
be required to enter a holding pattern until it decides that it 
is safe to proceed it is therefore much more suited to 
multirotor UAV’s than fixed wing craft. This decision -
making ability can also serve as a feedback mechanism. 
The conclusion raised in the paper states that the best Fig. 2. VLOS and BVLOS mission applications.  
Fig. 3. Ping20s transponder [17].  
Hobbyists
Sport
Real Estate
Cinematography Structural 
Inspections
Surveying
Mapping
Environmental 
Research
First 
RespondersSearch and Rescue
Package Delivery
Linear Inspection(Rail, Oil and Power)Border Patrol
Fish and GameVLOS BVLOSmethod would be to enforce separation between aircraft by 
using geo -fencing restraints.  
III.  UAS T RAFFIC  MANAGEMENT  (UTM) S YSTEM  
NASA has been a major contributor to the world of 
UAS and has explored and developed prototype 
technologies for a UAS Traffic Management (UTM) 
system [21]. It is thought that this will enable the 
integration requirements needed for safe and efficient low 
altitude applications to be performed [19]. The paper 
presented by Kopardekar et al. [21] proposed a concept of 
operations for the UTM model. However, flying drones and 
small UAV’s in a civilian airspace presents its own 
challenges, for example in the event that there is a need to 
avoid a forced landing due to collision or due to failings of 
an aircraft’s control system. Their research is based on 
lessons learned through aviation history and how they can 
implement that into present day aviation. They believe that 
it is expected that all UAS will have the ability to operatesafely in variable weather conditions and in both controlled 
and uncontrolled airspace due to the advancement in 
technologies. All UAS will stay clear of each other as well 
as manned aircraft and all UAV operators and systems will 
be required to have up to date awareness of traffic 
constraints from the ground upwards. The aims of the UTM 
model is to be flexible in certain areas but vigorously 
structured in other areas when it is required. It is a risk -
based model that is currently aimed at low risk 
environments and will eventually progress in to higher risk 
scenarios and environments.  
One of the key attributes of NASA’s UAS UTM system 
design is that it would not require any human operators to 
monitor the vehicles closely at all times. It is proposed that 
in its fully developed form the system could be further 
developed to have the following autonomous programming 
characteristics that include; self -configuration, self -protection from airborne hazards, land hazards and self -
optimisation during the mission in relation to current and 
predicted weather conditions. NASA also hopes to deliver 
two types of UTM systems with one being a portable UTM 
system that can be transported between areas to support 
operations. Whilst the second proposed concept would be 
in constant availability for a geographical area. This would 
enable the possibility of BVLOS applications to be 
delivered safely within this area [20]. Working with NASA 
in this development is Gryphon Sensors who at present 
have developed a sensor system that detects, identifies and 
tracks UAS. By using their main product Skylight, it 
provides an integrated picture consisting of radar for long 
range detection, spectrum sensing, controllers transiting 
radio frequency signals and Electro -Optical/Infrared (EO/
IR) cameras for visual detection of potential hazards [22]. 
Sense and avoid technologies are a must and arefundamental part of any equipment that is to be used for 
BVLOS applications.  
IV .  RADAR  FOR UAS A PPLICATIONS  
Radar is a prerequisite for UTM applications for 
unmanned aircraft. One of the most notable is the Foretem 
DroneHunter UAV (Fig. 4), which operates a BVLOS as a 
defence for day and night aerial security and boast as being 
the first counter drone system that can operate BLOS 
(Beyond Line of Sight) [23].  The UAV is equipped with a novel piece of hardware 
called the Fortem TrueView radar model R20 and is based 
on radar technology used by the US department of defence 
drone programme. It provides the pilot the ability to detect 
objects from the air at long ranges to enhance the avoidance 
of other aircraft, aerial objects and other structures. One of 
the main additions of this device is the option for complete 
end to end integration which in turn allows for command 
and controlled autopilots [24]. It is also proposed thatautopilots will be able to execute mission safely even in 
more crowded spaces due to TrueView Radar as it can 
detect obstacles in its surroundings with sufficient time to 
determine the potential of an incident and then in turn stay 
well clear by manoeuvring to a safe place or to a safe 
distance.  
As well as the Foretem TrueView radar, Sematica 
Aerospace have developed the Zeus Radar System that has 
been specifically designed for UAS [25]. The system has 
been described to enhance situational awareness of any air 
bound craft entering the nearby airspace by using state of 
the art solid state radar and advanced signal processing 
techniques. Solid state radar has the ability to conduct 
‘sweeps’ that can be adjusted in real time by the operator 
and embodies a range of different signals can be employed 
for more efficient signal processing [26]. This type of radar 
can use Doppler radar as well as pulsed radar without theneed for extra equipment so that it cannot only see objects 
within its airspace but also calculate and determine if the 
objects are moving. Although not a new technique the fact 
that it has been developed and engineered for UAS means 
that BVLOS could be one step closer.  
Another company that has been working with NASA to 
develop sense and avoid (SAA) systems is Vigilant 
Aerospace who have completed successful testing of its 
new and recently developed FlightHorizon detect and 
avoidance system [27].  
This software provides the operator and autopilots with 
complete situational awareness, detect and avoid system. 
By gathering data from various sources such as aviation 
transponders, ground based radar pulses and air traffic 
warnings. Vigilant Aerospace also incorporated an 
exclusive NASA patent software, which forms the 
backbone of the FlightHorizon product. The invention and 
patent by Arteaga [28] which is basically an ADS -B systemdetails that traffic information will be included in the 
transmission and through telemetry communication that is 
transmitted to a remote ground system. The invention goes 
Fig. 4. Foretem DroneHunter in action [23].further to propose the methods for displaying a general 
layout of aviation traffic information in possibly three or 
four-dimensional trajectories using an industry standard 
Earth Browser for heightened situational awareness and an 
enhanced visual range of possible traffic and obstacles in its 
flight path. It is also claimed that the novel invention can 
enable and enhance visual acquisition of traffic and traffic 
alerts [28].  
V.  BVLOS M ISSIONS  AND ARTIFICIAL  INTELLIGENCE  (AI) 
In France BVLOS has been permitted since 2012 and 
the first BVLOS application test was successfully 
completed for inspecting power lines, by Delair -Tech who 
flew a UAV for over 30 miles using a 3G wireless network 
to guide the drone (Fig. 5). The company were granted a 
specific flight corridor in which conducted the test flight. 
Although the flight was conduct via autopilot, two pilots 
were present at the start and two pilots were present at thelanding site. Using the 3G network allowed for real -time 
communication from any distance as long as there was 3G 
coverage [29].  
2017 saw Israel step up its involvement in the BVLOS 
UAS sector and has recently granted full permission for 
BVLOS flights. The award was given by the Civil Aviation 
Authority of Israel (CAAI), to Airobotics who have 
developed a UAV that can achieve and execute missions 
safely without the aid of a pilot (Fig. 6). On -board is 
Airobotics own computer software which also incorporates 
Artificial Intelligence (AI) which is programmed to make 
decisions and execute actions that are usually performed by 
a human pilot [30]. The BVLOS platform is based on three 
parts. The first component was the UAV, named 
“Optimus”, which is a drone that is capable of flying thirty -
minute missions whilst being equipped with a one -kilogram 
payload. The second component is a completely unmanned, 
automated airbase from which the UAV can be launchedfrom and also lands on. The third and final piece and the 
most important is the software and the AI software, which 
enables operators to use the software easily and manage 
missions just with one click [31].  
This may sound as though the problem that was once 
facing the drone industry has been solved, however the use 
of AI itself presents problems of its own. AI itself is a 
controversial topic for both industry and politics. Keeping 
AI, or narrow AI, which is purely focused on autonomous 
drone navigation, at a level that is beneficial for the good of 
mankind is hotly debated and motivates many research 
areas although flight safety is always the key element to be considered. The goal for most research is to create general 
AI that far outgrows the relative conformity if narrow AI 
[31]. Currently the AI that we are living with are neural 
networks and machine learning algorithms that are used in 
everyday common devices [31]. A main concern is for ourown preservation as it is feared that AI could at some point 
become intelligent enough to replace humans and become 
part of a technological singularity. Indeed this is a situation 
some may even welcome as they see AI as a panacea for 
civilisation [32] even though AI might outperform humans 
at every cognitive task and risks rendering us obsolete [31]. 
AI will undoubtedly have a major impact on people’s lives, 
but the benefits are undeniable.  
VI.  UAS S ENSOR  FUSION  
Sensory communication with any UAS is paramount to 
operating beyond the pilots’ field of vision. A study into 
potential sensory appliances has been presented by Zhahir 
et al. [34] and looked at the current development of UAV 
sense and avoid systems. One possible theory presented as 
a possible way to achieve safe BVLOS applications, was to 
equip an UAV with electro -optical sensors combined with 
radar and infrared sensory capabilities. However, badweather or overcast and cloudy conditions could affect the 
performance at object and hazard identification as the 
sensors rely on good light to be able to work at full 
capacity. Another possibility discussed was ‘sensor fusion’, 
enabling multiple sensory tasks on a UAV platform to be 
performed simultaneously to enhance hazard detection and 
minimise flight risks. Ramasamy et al. [35] details a 
successful test using sensor fusion. The research 
successfully produced a simulated study of sensor fusion 
which combines natural inspired sensors and non -
cooperative sensors. The algorithm that was used by the 
researchers to achieve this is known as track to track fusion 
and is based on Boolean decision logic data structure that 
can evaluate and solve issues such as limited information of 
the environment or partial loss of transmitted information.  
The UAV platform is essential for military applications 
and its role in conflict and congested zones cannot beunderestimated. Small unmanned aircraft embark upon 
intelligence gathering missions via reconnaissance and 
surveillance and BVLOS is an essential component. One 
example of the most state of the Art recognisance UAV that 
has been developed for BVLOS missions is the military’s 
Black Hornet Nano [36] (Fig. 7).  
 Fig. 5. Delair Tech BVLOS for power line inspection applications [29].  
Fig. 6. Airobotics autonomous BVLOS system [33].This small, compact UAV is fitted with multi -sensory 
capability and has an integrated video stream data ink 
where images can be viewed in real time. Part of the UAS 
ability to perform BVLOS missions is that has the capacity 
to be programmed with a pre -planned route using GPS and 
can also be used in FPV with a maximum range of 1.5km 
distance between the operator and the UAV [36]. In 
comparison larger military UAS rely on satellite 
communication to operate rather than a direct flowing radio 
link. The military have further developed a system that can 
detect other aircraft so that they may be targeted by air to 
air missiles. The system known as Active Electronically 
Scanned Array (AESA) radar, which is also known as an 
active phase array radar, which operates by emitting a pulse 
signal from a transmitter that in turn is received by an 
onboard antenna that receives amplified echoes of any 
objects in the vicinity.  
Texas Instruments, in 2016 discussed the benefits ofdeveloping a low latency design for video enabled drones 
[37]. One of the main features that a piloted UAV requires 
would be an onboard camera as well as a range of other 
SAA instruments. The needs of the camera are directly 
linked to the needs of the UAV. A low power consumption 
rate is necessary so that it does not impact on the UAV’s 
power supply and just as important a low latency data 
collection design is needed. As with any optical capturing 
instrument a higher frame rate will lead to lower capture 
time. This is important when needing to transmit images 
quickly as the compression and encoding times are greatly 
reduced. Using industry standard compression format of 
H.264 will enable this encoding to be initiated quicker with 
limited visible loss in quality of the image. The research 
conducted by Texas Instruments proposes to fully utilise 
low latency and H.264 compression. This is achieved by 
introducing the concept of “slices” composed of severalindependently encoded macroblocks which can thus be 
decoded by itself without any interference of the data 
capture. This would also naturally decrease the render time 
of any image. To permit the drone to capture video the 
camera must be interfaced to the digital processor using one 
of the dedicated camera interfaces. The feed is then 
transmitted to a ground control unit using either 2.4 or 
5.8GHz Wi -Fi which in turn will be shown on a display 
unit for the operator to view the FPV image.  
The use of video capturing sensors is a multi -faceted 
problem, as with any broadcast a reliable transmission 
signal is a must. As the wireless communication link must be able to cope with long range transmission and reception. 
The research looks at several ways in which this can be 
achieved with either antenna diversity, maximum ratio 
combing (MRC) and Multi -Input and Multi Output 
(MIMO) and finally rate adaption. This would obviouslydepend on which wireless network would be available in 
the area at the time of where the operation is to be flown.  
VII.  CONCLUSION  
The technology for safe and efficient BVLOS mission 
completion is already available and seems likely to become 
common place. There are however, a number of factors 
which still need to be addressed to ensure the maximum 
safety for BVLOS operations. The most important of which 
is UAS communications technology supporting command 
and control, navigation, surveillance, situation awareness 
and the integration with Air Traffic Management (ATM) 
systems for remotely piloted and autonomous aircraft. 
Development in these technologies and their 
miniaturisation remains an enabler of future UAS BVLOS 
capabilities.  
The regulations surrounding BVLOS are currently 
subject to revision as the new European airspace U -Space 
develops. As BVLOS technology grows and improves so 
too should the airworthiness regulations to facilitate andguide the industry sector and the deployment of drones in 
our society.  
Autonomous flight capability is not only fundamental to 
BVLOS operations for UAS but also likely to have a 
significant impact on the future development of passenger 
carrying autonomous aircraft. Minimising the Human 
Factor in aircraft flight has always been a major safety goal 
and also provides the potential to reduce operational costs. 
It would therefore appear that the benefits of achieving 
BVLOS capabilities are likely to outweigh the risks that are 
currently attributed to an UAS flying beyond an operator’s 
line of sight.  
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