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
FIS-B Flight Information Service - Broadcast

GCS Ground Control System

LOS Line-Of-Sight: maximum seperation = 5 km

R Request

TWR Airport Control Tower

UA Unmanned Aircraft

Very High Frequency

VHF
FM analog radio communications in the 118 MHz to 132 MHz band

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 Threshold Objective
En Route 3.0 sec 1.5 sec
Tower 3.0 sec 1.5 sec
Terminal 3.0 sec 1.5 sec

for US military systems, the proposed:

o Line-Of-Sight data link frequency = 14,500 to 15,350 MHz

o satellite communications uplink (satellite to Unmanned Aircraft) frequency = 30
GHz to 31 GHz
o 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 scenario reason / use

3 OFF COFDM video channels, continuous situation

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
awareness and following
UA is in LOS of GCS
while the UA is on the
runway
in an emergency
landing, where the UA is
UA is BLOS of GCS remotely flown from the
GCS

CHA = 4.8 kbps

download status
9.6 kbps satellite links with messages (typically one
backup per second) and video
all
line scan data
GSM 900 / 1800 modem links
upload flight plan
changes / remote
operation of UA
 primarily when close to, or CHB = 4.8 kbps for digitised,
at, an airport duplex, TWR VHF voice relay

primarily when climb out CHA = 4.8 kbps for digitised

and cruise + when cruise / (CELP) duplex, ATC1 VHF voice
mission relay

9.6 kbps satellite links with CHB = 4.8 kbps for

backup digitised
GSM 900 / 1800 modem links primarily when on cruise / (CELP) duplex, ATC2 VHF
mission and passing from voice relay
one ATC centre to another 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.
 From gate to take-off
Case 1A
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

3 OFF video cameras
sensing runway and runway continuous for situation
each COFDM BW = 8 MHz
number awareness and following
5.8 GHz ISM band
reading signs beside the runway

(1) GSM 900 / 1800

UA status monitoring
data downlink UA to GCS modem
1 msg / second
data uplink GCS to UA (2) satellite phone modem
UA control
4.8 kbps of a 9.6 kbps link

(1) GSM 900 / 1800

digitised (eg. using CELP) voice:
modem
downlink UA to GCS ATC acknowledge
(2) satellite phone modem
uplink GCS to UA
4.8 kbps of a 9.6 kbps link

R engine start
VHF channel x (TWR - UA)
voice relay: TWR, ATC to UA R push back
VHF channel y (ATC - UA)
voice relay: UA to TWR, ATC R taxi clearance
VHF FM 118 - 132 MHz
R take off

Notes

latency in the satellite voice relay is an issue.

 From gate to take-off
Case 1B
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.

From gate to take-off

Case 1C
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
3 OFF video cameras
sensing runway and runway continuous for situation awareness
each MPEG-2 at 4 Mbps
number and following
via SAT COMMS link
reading signs beside the
runway

(1) GSM 900 / 1800

modem
UA status monitoring
data downlink UA to GCS (2) satellite phone
1 msg / second
data uplink GCS to UA modem
UA control
4.8 kbps of a 9.6 kbps
link

ATC acknowledge
(1) GSM 900 / 1800
latency of SatComms link
digitised (eg. using CELP) modem
voice: could be a problem
(2) satellite phone
need live link through take-
downlink UA to GCS modem
off sequence
uplink GCS to UA 4.8 kbps of a 9.6 kbps
availability / integrity is
link
safety critical
 R engine start
VHF CH x (TWR - UA)
voice relay: TWR, ATC to UA R push back
VHF CH y (ATC - UA)
voice relay: UA to TWR, ATC R taxi clearance
VHF FM 118 - 132 MHz
R take off

weather FIS information
picked up on VHF CH z
relayed via GSM
900/1800 not time critical
back-up is 4.8 kbps SAT
comms voice relay link

Notes

latency in the satellite voice relay is an issue.

From gate to take-off

Case 1D
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

continuous for situation
sensing of other aircraft data processed on-board
awareness
status reported each sec

(1) GSM 900 / 1800

data downlink GCS to UA UA status monitoring
modem
data uplink GCS to UA 1 msg / second
(2) satellite phone modem
 4.8 kbps of a 9.6 kbps link UA control

(1) GSM 900 / 1800

digitised (eg. using CELP) voice:
modem
downlink UA to GCS ATC acknowledge
(2) satellite phone modem
uplink GCS to UA
4.8 kbps of a 9.6 kbps link

R flight level / bearing

VHF channel x (ATC1 - UA)
voice relay: ATC1, ATC2 to UA
VHF channel y (ATC2 - UA)
voice relay: UA to ATC1, ATC2
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

continuous for situation awareness
sensing of other aircraft data processed on-board
and following
status reported each sec

(1) GSM 900 / 1800

modem
UA status monitoring
data downlink UA to GCS (2) satellite phone
1 msg / second
data uplink GCS to UA modem
UA control
4.8 kbps of a 9.6 kbps
link
 ATC acknowledge
(1) GSM 900 / 1800
latency of SatComms link
digitised (eg. using CELP) modem
voice: could be a problem
(2) satellite phone
need live link through take-
downlink UA to GCS modem
off sequence
uplink GCS to UA 4.8 kbps of a 9.6 kbps
availability / integrity is
link
safety critical

R flight level / bearing

VHF CH x (TWR - UA) R enter / leave sector
voice relay: TWR, ATC to UA
VHF CH y (ATC - UA) Freq change instr
voice relay: UA to TWR, ATC
VHF FM 118 - 132 MHz ALT ref QNH transition
Mode S transponder setting

weather FIS information
picked up on VHF CH z
relayed via GSM
900/1800 not time critical
back-up is 4.8 kbps SAT
comms voice relay link

Notes

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

continuous for situation
sensing of other aircraft data processed on-board
awareness
status reported each sec

data downlink UA to SAT to GCS
data uplink GCS to SAT to UA
UA status monitoring
satellite phone modem
1 msg / second
4.8 kbps of a 9.6 kbps link
UA control

digitised (eg. using CELP) voice:

satellite phone modem
downlink UA to SAT to GCS ATC acknowledge
4.8 kbps of a 9.6 kbps link
uplink GCS to SAT to UA

VHF channel x (ATC1 - UA) infrequent: 1 or 2 msg

voice relay: ATC to UA
VHF channel y (ATC2 - UA) every 10 minutes
voice relay: UA to ATC
VHF FM 118 - 132 MHz ATC clearances

for a formation (swarm) of

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

continuous for situation
sensing of other aircraft data processed on-board
awareness
status reported each sec

UA status monitoring
data downlink UA to SAT to GCS satellite phone modem
1 msg / second
data uplink GCS to SAT to UA 4.8 kbps of a 9.6 kbps link
UA control

digitised (eg. using CELP) voice:

satellite phone modem
downlink UA to SAT to GCS ATC acknowledge
4.8 kbps of a 9.6 kbps link
uplink GCS to SAT to UA

VHF channel x (ATC1 - UA)

voice relay: ATC to UA
VHF channel y (ATC2 - UA)
voice relay: UA to ATC
VHF FM 118 - 132 MHz

for a formation (swarm) of

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