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+Glyndŵr University Research Online  
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+Conference Paper  
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+Review of unmanned aircraft system technologies to enable 
+beyond visual line of sight (BVLOS) operations  
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+Davies, L., Bolam, R., Vagapov, Y. and Anuchin, A.  
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+This is a paper presented at the 10th International Conference on Electrical Power Drive 
+Systems ICEPDS 2018, Novocherkassk, Russia, 3 -6 October 2018 . 
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+Copyright of the author(s). Reproduced here with their permission and the permission of the 
+conference  organisers.  
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+Recommended citation:  
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+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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