Updated on 2 Mar 2026
UK CAA: Electronic conspicuity drone consultation
UK CAA publishes its response to a consultation on electronic conspicuity to support the UK's strategy for integrated airspace, including BVLOS drone flights.
The UK CAA has published its response to its consultation on the Electronic Conspicuity (EC) Technical Concept of Operations (ConOps) (CAP 3140).
The document (CAP3217) summarises feedback received - obtained from just over 800 respondees - and explains how this will inform future work on EC.
In parallel, the CAA is progressing work on the potential implementation of a UK wide Elecontric Conspicuity mandate. A pubic consultation on this mandate is planned to launch later in March 2026.
EC equips aircraft with the ability to detect and be detected electronically, helping to reduce the risk of mid-air collisions and improve situational awareness.
Electronic conspicuity is a crucial component for BVLOS drone operations.
Why Electronic Conspicuity (EC) matters for BVLOS drone operations
EC is described as a key enabler for integrating BVLOS drones into non-segregated airspace, i.e., where drones share airspace with other users like manned aircraft.
It helps replace the traditional 'see and avoid' principle with 'detect and be detected' - essential for UAS that operate remotely without a pilot's visual contact.
EC is part of a wider set of solutions, including detect-and-avoid (DAA), Unmanned Aircraft Systems Traffic Management (UTM), and ground infrastructure.
The CAA expects to publish a revised version to the EC policy set out in CAP 1391 and an updated EC Technical Concept of Operations in late 2026 or early 2027.
CAA consultation response: EC and drones
The consultation outlined nine evidence-based positions relating to the role of EC in UK airspace, EC device standards, airspace architecture, equipage requirements, and responsibilities for installation and operation.
The document sets out the CAA's position on these positions, following the input from respondees.
1: Deconfliction within Non-segregated Airspace
The CAA maintains the view that an interoperable EC system will be an enabler for both air-to-air tactical and strategic deconfliction within non-segregated airspace.
The Authority says that EC will improve operational safety for the majority of manned and unmanned aircraft by increasing situational awareness.
The CAA will continue to review EC devices approved under CAP 1391, as well as their efficiency and performance.
2: Performance of the EC System
The CAA says that its position remains that interoperable airborne and ground-based systems will be essential in some areas to enhance the overall performance of the EC system.
The CAA adds that it aims to further clarify these areas in future developments of EC policy and ground infrastructure documents.
3: Enhancing Airspace Safety
The CAA continues to hold the view that EC will support the implementation of system interactions.
The CAA's planned programme of testing, trials, and research will enable the Authority to analyse the impact of EC on other emerging policy concepts, such as DAA, UTM, and ground infrastructure.
4: Equipage for Manned Aircraft Operating at <140Kts
The CAA maintains that there should be a proportionate, cost-effective ADS-B EC solution for slow-moving aircraft, but further clarification will be required in future EC policies.
This includes validating the quality of emission from a cockpit-mounted ADS-B RCE device.
5: Equipage for Manned Aircraft Operating at >140Kts
The CAA wants to implement higher-performance EC equipage requirements for aircraft operating at faster speeds.
Specific requirements will be refined in future iterations of the EC Technical Concept of Iterations.
The CAA says it is essential for unmanned aircraft to have a method of detecting manned aircraft in non-segregated airspace.
6: ADS-B – IN Carriage for Manned Aircraft
The CAA maintains that a requirement for ADS-B IN carriage is optional for manned aircraft operators.
It adds that further work is required to test the feasibility of mandating the ADS-B IN requirement for all manned aircraft operator types.
7: Emitting Requirements for UAS
The UK CAA is proposing to maintain its position to require UAS operating BVLOS to emit a 978 MHz UAT ADS-B signal.
The Authority says that adopting 978 MHz reduces the burden on the already-congested 1090 MHz band.
Minimum performance standards, power levels, and quality indicators will be finalised.
8: Receiving Requirements for UAS
The CAA is proposing to retain the position to require drones operating BVLOS in non-segregated airspace to receive EC signals.
The Authority maintains that these EC signals must be ADS-B on both 1090 and 978 MHz to enable deconfliction with manned and unmanned aircraft.
The CAA adds that the current direction is that drones operating BVLOS will not be required to receive additional signals, such as those operating using ISM frequencies.
9: Installing and Operating EC Device Effectively
The CAA maintains the position that unmanned and manned operators are responsible for ensuring their EC device is installed in accordance with the equipment manual and any forthcoming CAA advice.
The CAA is planning to implement a structured training and awareness programme to help operators install and operate EC correctly.
What happens next
The UK CAA will use the feedback to inform its approach to validating its position through ongoing testing, trials, and research.
It will also inform the ongoing development of the EC policy and other policy documents, such as detect-and-avoid, Unmanned Aircraft Systems Traffic Management, and ground infrastructure - all found within the wider Airspace Modernisation programme.
The work will inform the development of a revised version of the EC policy set out in CAP 1391. The CAA expects to publish an updated version of the EC Technical Concept of Operations in late 2026 or early 2027.