BVLOS Drone Operations

BVLOS (Beyond Visual Line of Sight) drone flight refers to drone operations conducted beyond the pilot’s direct visual range.

In BVLOS flights, the drone is flown remotely without the operator being able to see it directly, often relying on technology and infrastructure, such as detect and avoid systems, to control and monitor its location and surroundings.

Unlocking standardised BVLOS operations heralds a new era for the drone industry - benefiting operations where the drone needs to cover large areas, access difficult-to-reach locations, or be deployed remotely for on-demand 24/7 operations.

Operators wanting to conduct BVLOS operations should develop a comprehensive Operating Safety Case (OSC) outlining the safety measures and risk mitigations for their specific BVLOS operations.

The OSC should cover aspects such as:

• Capability of the drone.

• Use of technology to support airspace integration - such as detect-and-avoid, electronic conspicuity devices, PNT (position, navigation, and timing), or command and control (C2) link.

• Training and competency development.

• Additional approvals to operate - such as Dangerous Goods Approval and Airspace Change Proposals.

• Stakeholder engagement and coordination, with organisations such as local air traffic service providers, other airspace users, and the military (if applicable).

heliguy™ has an in-house OSC consultancy, with regulatory specialists, to help you prepare, build, and submit a tailored application to the UK CAA.

The consultancy has helped 30 clients obtain OSCs and our track record includes obtaining permissions for EVLOS operations, flights up to 1,000ft altitude, and heavy-lift missions.

Standardised BVLOS operations are at an early stage in the UK, but work is ongoing to accelerate this.

The UK CAA has defined six recommended operational pathways for BVLOS drone operations.

These relate to operations in segregated airspace; Temporary Reserved Areas; Atypical air environments; and using visual mitigations.

These pathways have been defined as the most effective way to enable BVLOS operations and maximise learning opportunities to drive policy development within the CAA.

• Definition: An airspace structure that provides segregation from other airspace users. These structures inform a user that dangerous activities may exist within the airspace. Existing Danger Areas are in Uncontrolled Airspace.

• Operational Scope: Operations in Segrated Airspace are for operators wanting to demonstrate technology and operational capability to build evidence for future operations in non-segregated airspace. The focus is on testing, demonstrating aircraft, air and ground systems and operations away from uninvolved aircraft.

• Entry Criteria: Open to all.

• Operating Safety Case Required: Yes.

• Airspace Change Proposal: No.

• Dangerous Goods Application: No.

• Environmental Assessment: Noise and emissions must be limited.

• Typical Application Length: 2-4 months.

• Definition: An airspace structure that provides segregation from other airspace users. These structures inform a user that dangerous activities may exist. Temporary Danger Areas are used in Uncontrolled Airspace.

• Operational Scope: Operations in Segregated Airspace are for operators wanting to demonstrate technology and operational capability to build evidence for future operations in non-segregated airspace. The focus is on testing, demonstrating aircraft, air and ground systems and operations away from uninvolved aircraft.

• Entry Criteria: Open to all.

• Operating Safety Case: Yes

• Airspace Change Proposal (ACP): Yes - to create a Temporary Danger Area (TDA).

• Dangerous Goods Application: Required, if UAS carry dangerous goods

• Environment Assessment: Covered in ACP

• Typical Application Length: 5-7 months.

• Definition: An airspace structure that provides segregation from other airspace users. Temporary Segregated Areas (TSAs) are allocated for the exclusive use of a specific user for operations that cannot be safely integrated with other airspace users. They are used in Controlled Airspace.

• Operational Scope: Operations in Segregated Airspace are for operators wanting to demonstrate technology and operational capability to build evidence for future operations in non-segregated airspace. The focus is on testing, demonstrating aircraft, air and ground systems and operations away from uninvolved aircraft.

• Entry Criteria: Open to all.

• Operating Safety Case: Yes.

• Airspace Change Proposal (ACP): Yes - for Temporary Segregated Airspace (TSA).

• Dangerous Goods Application: Required, if UAS carry dangerous goods.

• Environment Assessment: Covered in ACP.

• Typical Application Length: 6-9 months.

• Definition: Special Use Airspace which is periodically reserved and allocated for the specific use of a particular user during a determined period of time and through which other traffic may be allowed to transit in accordance with the air traffic management arrangements.

• Operational Scope: Operations in Temporary Reserved Areas (TRA) are for operators who want to demonstrate their technical and operational capability in performing BVLOS operations in non-segregated airspace by allowing controlled interaction with other aircraft.

• Entry Criteria: Applicants must be part of the CAA-managed Temporary Reserved Area (TRA) Sandbox.

• Operating Safety Case: Yes.

• Airspace Change Proposal (ACP): Yes - to set up a TRA.

• Dangerous Goods Application: Required, if UAS carries dangerous goods

• Environment Assessment: Covered in ACP.

• Typical Application Length: 8-12 months.

• Definition: An environment where you can reasonably anticipate that the likelihood of interacting with crewed aircraft is negligible due to the proximity of certain ground infrastructure, reducing the likelihood of a mid-air collision (MAC) to an acceptable level.

• Operational Scope: These environments are suited to routine inspections of infrastructure, but should not be seen as permanent highways or corridors.

• Entry Criteria: Open to all – after authorisation operators will be required to share operating data with the CAA Test and Evaluation Team

• Operating Safety Case: Yes.

• Airspace Change Proposal: No.

• Dangerous Goods Application: Required, if UAS carry dangerous goods.

• Environment Assessment: Operator must minimise noise and emissions.

• Typical Application Length: 2-4 months.

• Definition: An operation where collision avoidance is achieved through the ‘unaided visual observation’ of a human, through the use of additional observers visually ‘scanning’ a block of airspace for conflicts while maintaining VLOS (visual line of sight) with the aircraft.

• Operational Scope: Appropriate for operators who wish to demonstrate BVLOS capabilities but don't have the capability to evidence mitigations to manage mid-air collision risk, eg technical detect and avoid capabilities.

• Entry Criteria: Open to all.

• Operating Safety Case: Yes.

• Airspace Change Proposal: No.

• Dangerous Goods Application: Required, if UAS carry dangerous goods.

• Environment Assessment: Operator must minimise noise and emissions.

• Typical Application Length: 2-4 months.

Applicants may define their own operational pathways for BVLOS.

However, there is a greater requirement on the applicant to demonstrate their operation is fit for purpose and meets the intention of current UK policy.

As such, applications may take additional time to assess and complete.

Applicants should consider which BVLOS pathway is best for them.

For example:

• Operations where the UAS is operating in an area where there is a very low probability of encountering another aircraft, ie near infrastructure or buildings, the Atypical Air Environment (AAE) may be a suitable route.

• For those wishing to demonstrate air platform capability or other technology without any needs to demonstrate non-segregated operations then operations in segregated airspace may be appropriate.

• Applicants may also wish to operate in airspace taking into account all three pathways, ie segregated and non-segregated airspace, plus using AAE mitigation. Guidance for all three pathways is applicable.

Each operation is different and may require a tailored regulatory path.

The UK CAA says that Detect and Avoid (DAA) technology is a critical enabler for BVLOS operations and the safe integration of drones into the wider airspace.

The CAA is developing a policy concept on the assurance of DAA systems, based on functionality such as onboard/offboard sensing, local air-traffic displays, and collision avoidance functionality.

The UK CAA's vision is based on Detect and Avoid within a Transponder Mandatory Zone, allowing the remote pilot to meet their collision risk obligations.