BVLOS Detect and Avoid Technology UK 2026

What Is Detect and Avoid in BVLOS Operations?

Detect and avoid (DAA) refers to the capability of an unmanned aircraft to detect other airspace users and take appropriate action to remain safely separated. In manned aviation, pilots fulfil this role through the principle of "see and avoid." For BVLOS operations — where the remote pilot cannot visually observe the aircraft — technology or procedural mitigations must replicate that function.

Under CAP 722, the CAA does not prescribe a single DAA technology. Instead, it takes a performance-based approach: operators must demonstrate through their Operational Safety Case (OSC) that their chosen combination of technologies and procedures achieves an acceptable level of risk. The target is an equivalent level of safety (ELOS) to conventional manned operations in the same airspace.

DAA Technology Options Available in 2026

Several technology categories are used — often in combination — to build a DAA capability for BVLOS flights in UK airspace:

• ADS-B receivers: These detect transponder-equipped aircraft broadcasting their position. ADS-B In provides good situational awareness for cooperative traffic (aircraft with transponders), but cannot detect non-cooperative traffic such as gliders, microlights, or other drones.
• Radar systems: Ground-based or airborne radar can detect both cooperative and non-cooperative traffic. Miniaturised airborne radar units are becoming lighter and more affordable, though integration with small UAS remains technically challenging.
• Acoustic sensors: Microphone arrays can detect the sound of approaching aircraft. These are most effective in low-noise environments and at relatively short range, making them a supplementary rather than primary DAA layer.
• Electro-optical and infrared cameras: Onboard cameras combined with machine-learning algorithms can identify approaching aircraft visually. Performance is affected by weather, lighting conditions, and the processing power available on the aircraft.
• Visual observers: Trained ground-based observers positioned along the flight path can provide a human DAA function. The CAA accepts visual observers as a valid mitigation, particularly for corridor-based BVLOS operations where the route is predictable.

CAA Requirements and CAP 722 Guidance

Section 3 of CAP 722 addresses BVLOS operations and establishes the framework for DAA. Key principles from the CAA's approach include:

• DAA is assessed as part of the broader Operational Safety Case, not as a standalone approval.
• The operator must identify all airspace users likely to be encountered and demonstrate how each category of traffic (cooperative, non-cooperative, transient) will be detected.
• Detection alone is not sufficient — the system must also enable timely avoidance action, whether automated or through remote pilot intervention.
• The CAA expects operators to address the latency between detection and avoidance manoeuvre, factoring in communication link delays and aircraft performance.

Multi-Layer DAA Strategy

In practice, most successful BVLOS applications in the UK employ a multi-layer DAA strategy rather than relying on a single sensor. A typical approach might combine:

1. Strategic deconfliction: Avoiding areas of known high traffic through flight planning, NOTAMs, and coordination with air traffic services.
2. ADS-B In: Providing broad situational awareness of transponder-equipped traffic throughout the flight.
3. Ground-based radar or visual observers: Covering specific high-risk segments of the route, such as airfield approach paths.
4. Onboard sensors: Acting as a final barrier for close-range detection of unexpected traffic.

Each layer addresses different threat categories and detection ranges. The CAA evaluates the overall system performance rather than individual component specifications.

Current Challenges and the Evolving Landscape

As of May 2026, several challenges remain in the DAA space for UK BVLOS operations:

• Non-cooperative traffic: Detecting aircraft without transponders — including other drones, gliders, and some microlights — remains the most significant technical gap. No sensor technology reliably detects all non-cooperative traffic in all conditions.
• Size, weight, and power (SWaP): Miniaturising effective DAA sensors to fit on small UAS (under 25 kg) without excessive power consumption is an ongoing engineering challenge.
• Standards development: Industry standards for DAA performance (such as EUROCAE ED-267 and ASTM F3442) are still maturing. The CAA monitors these developments but has not mandated specific standards as of this date.
• Cost: Multi-sensor DAA systems can represent a substantial investment, particularly for smaller operators. This affects the commercial viability of certain BVLOS use cases.

Practical Steps for Operators

If you are planning BVLOS operations that require a DAA capability, consider the following steps:

• Begin with a thorough air risk assessment of your intended operating area, identifying all categories of airspace users.
• Engage with the CAA early through pre-application discussions to understand their expectations for your specific use case.
• Document your DAA system's detection performance data — range, probability of detection, false alarm rates — for inclusion in your Operational Safety Case.
• Consider whether visual observers can supplement technology-based solutions, particularly during initial operations as you build an operational track record.
• Stay informed about evolving CAA guidance and industry standards, as the regulatory position on DAA continues to develop.