GeoBusiness 2024: Celebrating Innovation with the Drone Theatre
ARPAS-UK is thrilled to announce its continued partnership with GeoBusiness for their landmark 10th anniversary event, taking place on June 5-6, 2024, at ExCeL London. This year promises to be the most exciting yet, with the introduction of the Drone Theatre, a dedicated space highlighting the pivotal role of drones in the geospatial industry.
The Drone Theatre: A Hub for Innovation
The Drone Theatre, curated in collaboration with ARPAS-UK, will be a focal point at GeoBusiness 2024. This dynamic stage will feature a series of talks and presentations that delve into the latest advancements in drone technology and its applications across various industries. Topics will range from regulatory updates and survey accuracy to beyond visual line of sight (BVLOS) operations and the professional development of drone operators.
Experts from across the geospatial and drone industries will share their insights, making the Drone Theatre an essential destination for professionals eager to stay at the cutting edge of technology and best practices. Notable sessions will include case studies on integrating drones into surveying workflows and discussions on the future of BVLOS in geospatial applications.
Supporting the Drone Industry
The partnership between ARPAS-UK and GeoBusiness underscores a shared commitment to promoting the safe and effective use of drones. The Drone Theatre is designed not only to educate but also to inspire attendees about the potential of drones in various sectors, including construction, mapping, surveying, and environmental monitoring.
Through this collaboration, ARPAS-UK continues to support the growth and professionalization of the drone industry. By providing a platform for knowledge exchange and networking, the association helps ensure that its members are well-equipped to meet the challenges and opportunities of the rapidly evolving geospatial landscape.
Join Us at GeoBusiness 2024
GeoBusiness 2024 is free to attend and is open to all professionals interested in the geospatial field. With over 150 expert speakers and a diverse range of sessions across eight different stages, the event promises to offer invaluable insights and networking opportunities.
To register or learn more about the event, visit the GeoBusiness website and follow ARPAS-UK’s updates for the latest information on the Drone Theatre and other exciting developments.
We look forward to seeing you there and exploring the future of the geospatial industry together!
The way Remotely Piloted Aircraft Systems (RPAS) users notify the UK CAA about airspace notifications is changing. From 28 May 2024, users will need to use the UK CAA’s new Airspace Co-ordination Obstacle Management Service (ACOMS) portal. You will need to register on the CAA Customer Portal to then apply for the new ACOMS service.
The new phase of the roll-out will allow drone users to submit requests directly to the regulator via a bespoke system for drone users that has been designed to provide simpler, fast, and more accurate processing.
14 May 2024
SAM IS ....
CAA: CAP722G Released
CAP722G: Unmanned Aircraft System Operations in UK Airspace – Specific Category UAS Modification Policy
The aim is to allow certain technical changes to be made to the UAS during the validity period of an Operational Authorisation, without the need to apply to the CAA for a variation in the OA. It is intended specifically for companies doing R&D activities, however any operator could also include in its Ops Manual the relevant process enabling that implementation of minor technical changes.
CAP722G provides a definition and associated processes for a technical change to an Unmanned Aircraft System (UAS), which is described in Assimilated Regulation (EU) 2019/947 AMC1 UAS.SPEC.030(2).
Aim CAP 722G provides a definition and associated processes for a technical change to an Unmanned Aircraft System (UAS), which is described in Assimilated Regulation (EU) 2019/947 AMC1 UAS.SPEC.030(2).
UAS.SPEC.030(2) requires a UAS Operator to apply for an update to their Operational Authorisation following any significant change to the operation.
AMC1 to this regulation currently sets out that a technical change may be considered a significant change.
This policy sets out that some technical changes are not significant, and so do not require a variation to an OA, as described in figure 1.
Kevin Woolsey, Head of RPAS Systems at the Civil Aviation Authority (CAA)
Callum Holland, RPAS Sector Lead: Application at the CAA
Kevin Woolsey and Callum Holland joined the ARPAS-UK Team and Members at their Annual Conference to provide an update on CAA activities. The presentation was followed by Q&A. Any questions not answered in the session have been forwarded to Kevin and Callum for response.
Drone integration: could Scotland’s Orkney Islands provide a blueprint?
A blueprint for effective integration of drones with crewed aviation into unsegregated airspace?
Airspace is a critical piece of infrastructure requiring modernisation to accommodate a new generation of crewed and uncrewed aerial vehicles. As part of a pioneering project, Highlands and Islands Airports Limited (HIAL), supported by Egis, have proposed an airspace design and operational concept that would allow drones to be integrated in an operational trial alongside crewed aircraft in uncontrolled airspace in the Orkney Islands. If successful, the trial will provide a blueprint that could be rolled out more widely across Scotland and the UK. Egis’ Richard Derrett-Smith and HIAL’s Pat Nolan explain more.
Outside of major conurbations and airports, as much as 70% of the UK’s airspace is uncontrolled, meaning that anybody can fly there, subject to some basic rules. This contrasts with controlled airspace, which is managed by air traffic controllers, with rules and communication protocols to keep airspace users safely separated. The problem is that the existing airspace structures and associated Air Traffic Service regulation for both controlled and uncontrolled aviation cannot currently accommodate the needs of all types of aircraft, including one of the fastest growing user groups: drones.
In Scotland’s Orkney Islands, uncrewed medium and heavy lift drones (100 – 300 kg) are already being used for fast collection and delivery of medical supplies, pharmaceuticals, and perishable goods, like shellfish – which are transported from outlying islands back to a hub airport at Kirkwall and then flown onward to places like London in a fraction of the time it would take for them to travel by ferry. However, to date, these trials have all taken place using Temporary Danger Areas (TDAs) which restrict other airspace user activity and are not sustainable for commercial operations. The objective of this project is therefore to develop a trial airspace test zone based on a more permanent, less restrictive form of airspace, where future sustainable aviation technology and use cases can be demonstrated.
HIAL’s Pat Nolan has been working with Egis’ Richard Derrett-Smith and Stewart Wallace on developing the Trial Orkney Test Zone or TOTZ. This pioneering project is part of the Sustainable Aviation Test Environment (SATE) and is part funded by the UK government through the UK Future Flight Challenge programme. HIAL is both an airport operator (with 11 regional airports) and an Air Navigation Service Provider, and so it plays a vital role in supporting essential lifeline services, connectivity and socio-economic development within the rural and island communities. Pat says: “Our aim is to establish the UK’s first low carbon sustainable aviation test centre, including a dedicated airspace test zone, to be located at a commercial airport.” Using Kirkwall Airport as its base, the test zone has been designed to minimise the impact on Kirkwall airport’s operations. Kirkwall is a licensed commercial airport that provides services for approximately 12,000 aircraft movements carrying 130,000 passengers per year, the majority of which by Loganair the airport’s principal operator. Kirkwall airport, which provides an aerodrome and procedural approach service, is located in Class G airspace and has a suite of both conventional and RNP instrument approach procedures.
Using Kirkwall Airport as its base, the test zone has been designed to minimise the impact on Kirkwall airport’s operations. Kirkwall is a licensed commercial airport that provides services for approximately 12,000 aircraft movements carrying 130,000 passengers per year, the majority of which by Loganair the airport’s principal operator. Kirkwall airport, which provides an aerodrome and procedural approach service, is located in Class G airspace and has a suite of both conventional and RNP instrument approach procedures.
Richard says: “From the outset our approach has been to align our solution with the UK CAA’s vision for modernising airspace and with the recently released Future of Flight Action Plan.” The TOTZ extends northwards over the Orkney archipelago and is subdivided into 5 subzones, such that only those zones required to support a particular trial or operational activity need be activated, thereby leaving the other TOTZ subzones available to other aircraft. This is consistent with the CAA’s Flexible Use of Airspace policy to ensure equitable access to airspace for all airspace users. The TOTZ airspace design ensures separation from Kirkwall’s instrument approach procedures which will minimise disruption to Kirkwall’s scheduled commercial flights. Richard continues: “We have included an emergency buffer zone around the TOTZ to ensure that the drone’s Detect and Avoid (DAA) system, air traffic control and/or the drone pilot can take appropriate action to neutralise any potential conflict if a non-participating aircraft unexpectedly enters the emergency buffer zone.”
Airspace design: Trial Orkney Test Zone (TOTZ)
Designed to minimise impact on Kirkwall Airport operations
Of course, airspace is not the only driver in terms of managing risk. The HIAL and Egis team also considered the critical role of air traffic services in providing effective oversight to the TOTZ operations. Communications, navigation and surveillance technology proportional to the scale and complexity of airspace users is also part of the solution, and, coupled with the technology on the drone, will need to integrate effectively with the airspace design and air traffic service delivery to minimise operational risk and support sustainable commercial operations at scale.
Concludes Pat: “The SATE project and HIAL are confident that the TOTZ trial will be accepted by the UK CAA into its Regulatory Sandbox (Temporary Reserved Area) programme, enabling us to deliver the TOTZ airspace trial in the Orkneys based on integrated operations in unsegregated airspace from Kirkwall airport. The outputs from the TOTZ trial will provide HIAL with the data and experience to establish a more permanent trial airspace known as the Orkney Trial Zone (OTZ). The OTZ will provide the blueprint for HIAL to implement a similar hub and spoke airspace model across the HIAL airport estate.”
Adds Richard: “We see the TOTZ trial as vital first steps towards achieving integrated RPAS operations in unsegregated airspace, which is a European, if not global aim these days. It will also generate some key learning points for uncrewed aerial system operators, who need to understand how they can work from a licensed commercial airport.”
Read more about about our work on drone integration in the UK. For more information about the Trial Orkney Test Zone (TOTZ), contact Richard Derrett-Smith, Director Egis.
The ARPAS-UK AGM & Annual Conference was held on a glorious spring day. We had a strong turnout and great speakers. BT’s Headquarters provided an excellent venue, and we thank them for allowing us to be there.
Networking is an important part of such events and the ARPAS-UK Team had factored this in to ensure that Members and speakers had sufficient time to (re)connect before the AGM, during lunch, the afternoon break and after the Annual Conference.
In the AGM, two new directors were elected: Sarah Lay and David Thurston. We are delighted to welcome them on board. In addition, Graham Brown and Anne-Lise Scaillierez both stepped down as Directors per rotation and were re-elected. In all cases, the voting was unanimously positive. A record of these resolutions has been made.
The Annual Conference:
The presentations are best viewed as videos and can be found below (click on the Presentation title). We thank the speakers for their time and expertise. We much appreciate their participation in our event.
Rupert Dent attended on behalf of ARPAS-UK to ensure the Drone Industry is kept up to date and has an opportunity for their voice and opinion to be hear.
Presentations included:
Airspace Modernisation Delivery Team on Electronic Conspicuity, Future of Flight Brief, Atypical Airspace & Manchester Low Level Route Update
CAA launches new PDRA01 Operations Manual Template, plus updates to CAP 722H & CAP 2606
The CAA has now changed how you apply for a PDRA01.
They no longer ask you to upload your Operations Manual when you apply or reapply. Instead, they ask you to confirm that you have, and will maintain, a valid manual that meets the requirements. You may be selected for an audit at any time.
Changes that come as part of the overhaul include: ⏱️ Application process cut from 6 weeks to 24hrs 💰 Single fee of £234 applies to all applications and reapplications 📈 A new and improved reapplication scheme
Note: Existing PDRA01 Operational Authorisations remain unaffected and will continue to be valid until their expiration date.
The CAA has published an update to CAP 722H (Pre-defined Risk Assessment requirements, guidance and policy) and CAP 2606 (template Operations Manual to support PDRA-01).
CAP 722H has been updated following the launch of the PDRA digital online system, and CAP 2606 has been updated to clarify certain operational requirements.
Both of these documents can be found on their website: • CAP 722H • CAP 2606
What is PDRA01?
The Pre-Defined Risk Assessment 01 (PDRA01) is the simplest type of Operational Authorisation to apply for. It gives you authorisation to fly unmanned aircraft (UA) below 25kg within visual line of sight (VLOS) at residential, commercial, industrial, and recreational areas.
Examples of the reasons people use PDRA01 include:
inspecting roofs
taking photos of buildings
surveying recreational sites
PDRA01 is the only PDRA that’s currently available. The Civil Aviation Authority may add more in the future.
Pioneering simulations pave the way for routine drone flights in the UK
The prospect of remotely piloted drones operating in and out of some of the UK’s busiest airports has taken a step closer to reality following a series of pioneering simulations by the air traffic management service, NATS.
The simulations, run at NATS’ head office in Hampshire, demonstrated how drones could be seamlessly integrated alongside other air traffic at a busy airport. This included drone operators filing flight plans, flying in and out of the airport and being safely deconflicted with other aircraft.
The leading work forms part of Project CAELUS, a UKRI industry collaboration of 16 partners including AGS Airports, University of Strathclyde, NATS and NHS Scotland, aiming to use drones to transport essential medical supplies throughout Scotland.
The project’s first test flight occurred at Glasgow Airport last year, with a drone flying to the nearby NHS Golden Jubilee hospital. The concept development and simulation work NATS has led on is essential to understanding how that one-off flight could be safely scaled up to include dozens of drones flying ‘Beyond Visual Line of Sight’ and delivering medicines and blood tests to patients across Scotland and potentially beyond.
The airspace integration was overseen by a new Airspace Manager function using new technology developed by NATS. As part of this proposed ‘concept of operations,’ direct voice communication between a drone operator and air traffic control would only be required by exception – including the kind of emergency scenario demonstrated during the simulations.
Richard Ellis, NATS New Airspace Users Director, said: “Everything we’re doing is striving towards enabling the seamless, safe integration of drones and other new airspace users into our skies. There is a lot of work still to do, including the development and approval of new technology and regulations, but I believe what we and our Project CAELUS partners are doing will help support that process and is taking us a step closer to an exciting future.”
Fiona Smith, AGS Airports Group Head of Aerodrome Strategy and Project CAELUS Director, said: “We have continued to see some valuable collaboration and innovation across Project CAELUS and this latest work led by NATS truly demonstrates our ambition to forge a new path.”
“Our first live flight trial last year was incredibly important and demonstrated a means of integrating drones into an airport environment.”
“This year, we look forward to showcasing many more demonstrations including a ramped up flying programme across Scotland and we are delighted to kick start that programme with this exciting NATS showcase”.
Hazel Dempsey, Caelus National Programme Manager from NHS Grampian added: “Exploring how drone technology could be usefully used as a way of delivering care to people who live in urban, remote, rural and island locations, is edging ever-closer to a reality.”
Project Caelus is a Future Flight Challenge programme jointly funded by UK Research and Innovation. Further test flights are planned for later this year.
SAM IS ....
ARPAS-UK supports the introduction of Atypical Air Environments to unlock BVLOS opportunities.
Let’s each respond to the CAA’s consultation by April 2.
ARPAS-UK supports the introduction of the Atypical Air Environment policy, as an incremental step to facilitate BVLOS operations in lower risk environment, where no another aircraft is expected to be, for example just above assets that are inspected. These will already unlock a lot of economic value, and help the industry accumulate experience and flying hours in BVLOS.
We will respond to the consultation as an organisation. If you would like to get involved in our response, do let us know by emailing us at [email protected], and join either or both REG SIG and/or BVLOS SIG.
To understand the proposed policy, you may want to listen to the podcast by Callum Holland from the CAA’s Future Safety and Innovation Team. Then please respond to the consultation as well by April 2. Compared to other consultations, it is pretty straight forward.
