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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