Showing 51 to 60 of 133 results
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CAP3266 (PDF)
We’ve worked closely with internal policy teams across C2 (Command and Control) Link, Electronic Conspicuity (EC), Detect and Avoid (DAA), Ground Infrastructure (GI), and Unmanned Traffic Management (UTM), to ensure that operational data we’re receiving is addressing their testing requirements and can be used in policy development.
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CAP3099 (PDF)
First published April 2025 Enquiries regarding the content of this publication should be addressed to: testand.evaluationteam@caa.co.uk The latest version of this document is available in electronic format at: www.caa.co.uk/CAP3099 Test & Evaluation Annual Report 2024-2025 Contents April 2025 Page 3 OFFICIAL - Public.
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CAP3239B (PDF)
Electronic Conspicuity (EC) To help mitigate the MAC risk between UA and other aircraft operating at very low level in the vicinity of an AAE, a UA operating within an AAE should be equipped with a Universal Access Transceiver (UAT) device transmitting on 978MHz and receiving on dual frequencies 978 MHz and 1090 MHz.
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CAP1711B Edition 2 (PDF)
It brings together workstreams on electronic conspicuity (EC), detect and avoid (DAA), unmanned aircraft system (UAS)1 traffic management (UTM), ground infrastructure (GI) and command & control link (C2 link) (see Figure 1).
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CAP3239A (PDF)
CAA | Submission of Operational Details | CAP3239A | May 2026 Page 6 of 28 Step 2 2 Maximum Distance of VLOS or BVLOS VM Operations Provide evidence to justify the maximum operating distance and how the aircraft will remain safely monitored throughout the flight MAX DISTANCE Remote Pilot ObserverObstacle Max distance line Conspicuity Obstacles Evidence to Support Provide evidence to justify the maximum range claimed between the Remote Pilot (RP) and the Unmanned Aircraft (UA) and where applicable, any observer(s) used for the VLOS / BVLOS VM operation. › BVLOS Visual Mitigation (VM) method, including the maximum distance from the RP › How the maximum distance has been calculated › How the UA will be monitored during the flight › How the orientation can be reliably determined › How the UA remains clearly visible in the operational volume › How separation from obstacles can be assessed and monitored › Crew roles/responsibilities, communications method, phraseology
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CAP1100a (PDF)
Civil Aviation Authority | Safety Plan - consultation 41 Section 4: Safer technology Electronic conspicuity As part of the suite of projects to reduce airborne conflict, electronic conspicuity would enable aircraft to be more easily identified and located.
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Rp3customerconsultationworkinggroupreport (PDF)
Agreed Provisional Agreement (dependent on what the EU safety targets are) Agreed 3.2 Electronic Conspicuity 1.
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20180525Moriartyrolfe Ibp CAA Views (PDF)
Similarly, in respect of electronic conspicuity, whilst the IBP notes development of a ‘known environment’ to be an exciting prospect, it offers no insight as to NERL’s vision for how this might be implemented, only very limited analysis of the benefits and no cost or other performance impacts information.
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NERL Rp3response Redacted (PDF)
We are still working with the CAA to clarify their expectations in relation to airspace change and wider areas such as electronic conspicuity and drones.
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NERL Response To CAP1593 (PDF)
We would also like to highlight the criticality of full electronic conspicuity across the London and Scottish FIRs – particularly as unmanned traffic grows.