The Unmanned Aerial Systems Enhancing Security

Transcription

1 Chapter 24 The Unmanned Aerial Systems Enhancing Security Alfredo Roma* 1 INTRODUCTION Since 1989 the Transport Ministers of the European Civil Aviation Conference (ECAC) decided on an Air Traffic Management (ATM) strategy for the 1990s in response to the air traffic crisis of the late 1980s. This strategy was taken forward under the guidance of the ECAC Directors General of Civil Aviation. In view of the expected doubling of air traffic over the subsequent fifteen years, the Ministers realized that without major new initiatives European ATM systems would not be able to keep up with the traffic. The ATM Strategy for the years 2000 onwards to cater for the forecast increase in European air traffic was launched at the MATSE/6 meeting on 28 January 2000 in Brussels. It was suggested to plan and organize the European on a pan-european basis in order to cope with the ever-increasing demand for its services, while * Prof. Alfredo Roma is member of the Advisory Council of the European Space Policy Institute (ESPI) of Vienna and consultant for the aerospace sector. He has been President of the Italian Civil Aviation Authority (ENAC), President of the European Civil Aviation Conference (ECAC) and National Coordinator for the Galileo GNSS Programme on the Cabinet of the Italian Prime Minister. Daniel Calleja-Crespo & Pablo Mendes de Leon, Achieving the Single European Sky: Goals and Challenges, pp # 2011 Kluwer Law International BV, The Netherlands.

2 Alfredo Roma respecting the States prerogatives for the provision of air traffic services over their own territories and the requirements of sovereignty and defence. In December 1999, 1 a High Level Group (HLG) was established by the Commission to investigate and report on the underlying issues. The HLG s recommendations were accepted by Member States of the EU and resulted in four legislative measures, which came into effect in April The objectives of the initial project were to reform the architecture of European ATM, meet future capacity through the creation of Functional Airspace Blocks (FABs), and improve safety and security standards of the European air transport system. In 2007, the Commission concluded that the desired results were not being realized fast enough and that further actions were needed. This led to the publication of a communication entitled Single Sky II Towards a more sustainable and better performing aviation which formed the basis of the Commission s SES II package. The Single European Sky (SES) II package consists of five main pillars: performance, safety, technology, airport capacity and the human factor. The SES II Regulation amending the four high-level SES regulations was published in the Official Journal of the EU on 14 November and came into force on 4 December Delivering the SES is of the utmost importance for the future of European aviation. The Iceland volcanic ash crisis and other events prove how fundamental and urgent it is to have a better-integrated EU airspace through the SES initiative. A key enabler for accelerating the full implementation of the SES is the deployment of new ATM technologies and procedures. In 2009, the European ATM system controlled about 10 million flights. On some very busy days, more than 33,000 flights have been controlled. In 2020, the number of yearly controlled flights should reach 17 million, with peaks of about 50,000 flights per day. The current European ATM system is organized on the basis of more than 60 controlled sectors and brings together national networks of air routes without any European optimization. As a result, each flight is in average 50 km longer than needed, inducing needless fuel consumption, gas emission of about 5 million tons of CO2 and an additional cost of one billion Euros per year. The total cost of the current fragmentation is estimated to be four billion Euros per year. This shows the urgency of realizing the SES programme. Single European Sky ATM Research (SESAR) project is the European air traffic control infrastructure modernization programme, designed to realize the SES. It aims at developing the new generation air traffic management system capable of ensuring the safety and fluidity of the European air transport over the next twenty years. The SESAR Programme is now in its development phase managed by the SESAR Joint Undertaking (SJU), the first ATM public-private partnership set up as an EU body. The SJU s mission is designed to ensure the modernization of the AQ1 1. COM (1999) Regulations No. 549, 559, 551, 552/2004/EC 3. Regulations No. 1070/2009/EC and No. 1108/2009/EC 250

3 The Unmanned Aerial Systems Enhancing Security European ATM system by coordinating and concentrating all the relevant research and development efforts in the EU. The SJU will develop and validate the new generation of ATM technologies and procedures that will constitute the SES technologies and procedures. Its founding members are the EU and EUROCONTROL. It has fifteen industrial members and several other associated partners. The SESAR Master Plan includes a chapter regarding the future integration of Unmanned Aerial System (UAS) in the civil airspace. EUROCONTROL is working on a two-stream programme for UAS airspace integration: the nearterm objective is to enable UAS integration into today s ATM systems, but for the future there must be research into UAS capabilities that will enable the machines to integrate into the SES s advanced ATM systems beyond 2020 in the context of SESAR. AQ2 2 THE ROLE OF UAS IN THE REALIZATION OF SES AND THEIR MARKET A key element that has been considered in the realization of SES is the role of the UAS. Actually, the definition of Unmanned Aerial Vehicle (UAV) or Unmanned Aerial System (UAS) is a misnomer as the aerial vehicle is not unmanned but rather remotely piloted. Accordingly, the International Civil Aviation Organization (ICAO) Circular No. 328 of October has proposed the more correct wording of Remotely Piloted Aircraft (RPA) or Remotely Piloted Aircraft System (RPAS) the latter comprising the air vehicle, data link system and the ground station that plays a vital role for the RPA control and communication with ATM or other entities ensuring a certain level of safety and security. These acronyms will be used in the following parts of this article. RPAS range from extremely simple, short-range vehicles to multi-million dollar aircraft with almost global reach. Large airframes RPAS sometimes equipped with jet engines offer the possibility of complex missions, especially those related to civil protection or civil defence, requiring the RPAS to fly at medium or high altitude and in difficult meteorological conditions. Light RPAS normally fly at low altitude and for local or short-range missions. For both classes of RPAS, the mission depends on the payload and the ground station capacities to collect, process and disseminate data for the mission s purposes, RPAS piloting and the ATM information system. Simple RPAS generally carry little more than a video camera and sensors that send images and data over limited distances to a ground station that has limited links to other units. Larger RPAS can carry sophisticated types of camera and sensors, while signal intelligence systems (ELINT/ COMINT) and ground-surveillance radars are also becoming common, those systems can be associated to RPAS missions. The ground stations are linked to a larger and faster network. In a near future the satellites will play a key role for the RPA 4. Circular 328 AN 190 Unmanned Aircraft Systems (UAS) Unedited advance edition, subject to further official publication. 251

4 Alfredo Roma piloting and communications, and hence for their reliability. While in the military domain RPAS are already widely used under specific conditions and in segregated airspaces, RPAS developments for civil use are still in the early stages. However, recent studies confirm that a civil market with a growing number of potential civil applications is emerging. The idea of deploying RPASs for security purposes found a growing support among civil and military authorities. Large RPAS are seen as useful for SAR (Search And Rescue), surveillance of large areas, for instance forests or fishing grounds and State borders also for prevent illegal immigration, and geographic and geological survey, forest fire fighting, climate monitoring, protection of critical infrastructures and disaster recovery. In Europe, the market for light RPAS under 150 kg already exists since local aviation authorities have regulated this sector in accordance with the provisions of Regulations 1592/2002/EC, 216/2008/EC and 1108/2009/EC. 5 The use of light RPAS is significant for civil security operations, in particular for supporting the fight against building fires, post fire investigations, nuclear power stations monitoring, motorway road traffic collision monitoring. RPAS greatly improve the pre-intervention situational awareness of the authorities, which can be of prime importance in case of dangerous environments like collapsed buildings caused by earthquakes, chemical clouds, floods, and so forth. Light RPAS are also widely used for the wildlife and nature observation whereas they reveal excellent capabilities in supporting the meteorological domain. Other applications concern atmospheric and climate research, land monitoring and ocean monitoring. Light RPAS are also capable to efficiently complement satellites, offering an excellent reactivity and a more permanent availability to the relevant authorities when ground infrastructures are out of use. In addition, light RPAS are easy to transport, relatively simple to deploy, easy to launch and recover and permit a high degree of controllability. The vast number of applications of RPAS, which have partly been mentioned above show their role for enhancing security. The use of RPAS for security purposes has received high attention from many governments, especially the United States of America. In particular, the benefits of using RPAS in border surveillance by improving coverage along remote sections of the national borders have been stressed. Electro-Optical (EO) sensors (cameras) can identify an object the size of an ipad from an altitude of 60,000 feet. RPAS also can provide precise and real-time imagery to a ground control operator who would disseminate that information so that motivated decisions regarding the deployment of border patrol agents can be taken quickly. Additionally, an RPA used along the borders can 5. Regulation (EC) No. 1592/2002 of the European Parliament and of the Council of 15 Jul on common rules in the field of civil aviation and establishing a European Aviation Safety Agency. Regulation (EC) No. 216/2008 of the European Parliament and of the Council of 20 Feb on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EC, Regulation (EC) No. 1592/2002 And Directive 2004/36/EC. Regulation (EC) No. 1108/2009 of the European Parliament and of the Council of 21 Oct amending Regulation (EC) No. 216/2008 in the field of aerodromes, air traffic management and air navigation services and repealing Directive 2006/23/EC. 252

5 The Unmanned Aerial Systems Enhancing Security fly for more than thirty hours without having to refuel, compared with a helicopter s average flight time of just over two hours. The capability of RPAS to fly for prolonged periods of time has important operational advantages over manned aircraft. Therefore, the range of RPAS is a significant asset when compared to border agents on patrol or stationery surveillance equipment. In addition, RPAS accidents do not risk the lives of pilots as do the helicopters. 6 For many years Southern Europe has been facing the problem of illegal immigration. Recently this problem has become dramatic after the revolt against the authoritarian regimes in the North African countries. A proper use of RPAS could help to prevent shipwrecks, increase security and provide suitable means to face the problem posed by mass migrations. Besides the uses mentioned above, we expect many other situations in which the deployment of RPAS could prevent damages to persons and properties. The monitoring of sensitive sites such as airports, ports, railways stations and energy power plants may prevent terrorist attacks, natural disasters or serious accidents in the air or on the sea. 3 THE EUROPEAN HIGH-LEVEL CONFERENCE ON RPAS The European Commission (EC) and the European Defence Agency (EDA) coorganized on July 1, 2010 in Brussels a high-level conference dedicated to RPAS. Over 450 senior government officials and industry representatives attended the conference and discussed the potential of RPAS for European users, their economic, technological and industrial impact, as well as a common European way forward. Presentations by senior representatives of European stakeholders group outlined the enormous advantages that RPAS could offer to the citizens for their security, the financial savings and environmental benefits through reduced fuel consumption as well as CO2 emissions. Some presentations focused on civil applications like civil protection, costal surveillance, fire fighting and flights in volcanic or nuclear clouds. Regarding civil defence the dual use of RPAS was also outlined. The conclusions of the conference show the intention of the European Commission to form a HLG having the task to deliver in one year time a report for the integration of RPAS in the common airspace. 4 THE RPAS OPERATIONS WITHIN THE FUTURE EUROPEAN AIR TRAFFIC MANAGEMENT SESAR brings a new dimension to the European ATM, which has a wide effect on all airspace users including RPAS. The SESAR Concept of Operations (CONOPS) 6. Cristofer Bolkom: Homeland security: Unmanned Aerial Vehicles and Border Surveillance. Report for Congress. Congress Research Service Library of Congress 28 Jun RS

6 Alfredo Roma for 2020 fully recognizes RPAS. It expects increasing numbers of RPAS, starting with military missions and extending to many types of civilian tasks, with machines ranging from very light to heavy. The basic assumption is that, when an RPA enters non-segregated airspace, the provision of an Air Traffic Service (ATS) to the RPA must be transparent to Air Traffic Control (ATC) and other airspace users. For instance, controllers should not be expected to do anything different than they would do for other aircraft under their control, nor should they have to apply different rules or work to different criteria. An RPA should be able to comply with 4D Trajectory Management processes and/or ATC instructions and have equipment and capabilities applicable to the airspace within which they intend to operate. Conversely, it has been stressed many times that RPAS should not be penalized by stricter rules than those applied to manned aircraft. 7 ATM procedures as well as technical and operational requirements need to be taken into account for the future integration of RPAS in a mixed traffic scenario where manned and unmanned aircraft will coexist in non-segregated airspace. The INOUI project 8 is a response to the challenge of integrating RPAS as new airspace users besides commercial aviation, business aviation, general aviation and military aviation into the future ATM system. The operations of RPAS itself have to comply with the existing and future regulations and procedures of manned aviation as feasible. A general concept of RPAS integration is that RPAS shall pose no greater risk than manned aviation. Consequently, RPAS and their operations shall show equivalence to manned aircraft to the highest degree. RPAS are only accepted as another class of airspace user that, subject to conformance to appropriate regulations, are allowed to operate in non-segregated airspace. The future ATM systems will evolve towards a more strategic trajectory based system, with increased levels of automation and integration, in both air and ground segments. 9 All the ATM actors will require exchanging information regarding any aspect of the operation. Special attention should be paid to the trajectory related information, that is, predicted trajectories and air to ground synchronization. The AQ3 7. See: Anna Masutti: Proposals for the Regulation of Unmanned Air Vehicle Use in Common Airspace, Air & Space Law In alignment with the regulatory framework provided by EASA, EUROCONTROL and others, INOUI defines an operational concept, proposes operational procedures and assess the technologies to support them in order to facilitate the integration of the UAS in the airspace and airport paradigm foreseen by 2020 and beyond. The overall objective of INOUI is to assess different domains of the ATM system of today and 2020 to develop proposals for UAS integration into the operational concept for the future. This activity will complement the activities of the SESAR definition phase, filling the gaps with regard to the particularities of UAS. The project is related to the Research Domain 4.g Innovative Air Traffic Management Research of the FP AERO-4, Research Area Open Upstream Research. 9. The SESAR project is bases on two basic concepts: the trajectory and the flying object. Trajectory is information contained in the Flight Object regarding the flight intent from gate-to-gate. Flight Object is a concept to support the flight data interoperability between all stakeholders. Its purpose is to ensure that all systems have a consistent view of the flight shared information, and that data is widely and easily available, subject to appropriate access controls. 254

7 The Unmanned Aerial Systems Enhancing Security future system of exchange of information is contained in the System Wide Information Management (SWIM) project. SWIM represents a key element of SESAR. SWIM will assure a more efficient planning and flight execution using the concept of flight trajectory, increasing the efficiency of air transport and its safety standards, improving the environment. SWIM is part of the first regulatory roadmap related to European ATM Master Plan, implementing rules, defining roles and responsibilities, licensing aspects, security issues, liabilities and ownership. 10 RPAS will need to have the same interoperability capabilities of manned aircraft and future airborne systems, in order to allow a seamless integration into the future ATM system designed by SESAR, including the SWIM information system. 5 THE EXISTING LEGAL FRAMEWORK The ICAO Convention in its Article 8, first sentence, establishes that no aircraft may be flown without a pilot, that is without a pilot onboard over the territory of a contracting State without special authorization by that State and in accordance with the terms of such authorization. ICAO has also established that RPAS must meet at least the same level of safety and operational standards as manned aircraft. Thus, RPAS operations must be as safe as manned aircraft insofar as they must not present or create a greater hazard to persons, property, vehicles or vessels, whilst in the air or on the ground, than that attributable to the operations of manned aircraft. The equivalent risk objective is that RPAS operations shall not increase the risk to other airspace users or third parties. Any detrimental change in aviation safety or levels of risk would be contrary to the prime objective of civil aviation authorities. The ICAO Global Aviation Safety Plan (GASP), introduced with Resolution A33-16, should be applicable to RPAS operations. However, the potentiality of RPAS cannot be proven until they are allowed to fly in the segregated area only and if appropriate legislation and regulatory measures are not established and come into force. Necessity to have quickly a full set of common European rules on RPAS airworthiness and integration of RPAS within the non-segregated airspace has become an urgent matter. Lack of this regulation framework prevents the industry to build pertinent business plans and to launch the developments required to answer civil customer s needs. In addition, it should be considered that the major European industries but also the SME have already invested consistent capital in this sector. It is time they start receiving a reasonable return on investment through a sales perspective. AQ4 10. SWIM is developing aeronautical information management architecture with an Internet approach for the distribution of air traffic management data. It will manage surveillance, weather and flight data, as well as aeronautical and airspace status information, and will provide it securely and seamlessly to airspace users and managers. When fully implemented, it will dramatically improve the capabilities of existing systems, the air transport safety, reduce capital and operating costs, improve productivity and offer flexible network system expansion. 255

8 Alfredo Roma The European legislation has divided the RPAS in two major groups, which is each regulated by different authorities: (i) RPAS with a maximum take-off mass of more than 150 kg; these systems are regulated by the European Aviation Safety Agency (EASA); (ii) RPAS with a maximum take-off mass of less than 150 kg commonly designated as light RPAS whose regulation is left to the national civil aviation authorities. 11 The separation of RPAS according to their weight derives from a correct interpretation of rules established by the above-mentioned Regulations 1592/2002/EC, 216/2008/EC and 1108/2009/EC. Article 3 of Regulation 216/08 appears to be broad enough to include RPAS. 12 For instance, the United Kingdom developed a set of rules governing the operation of military and civil aircraft. A civil aircraft registered in the United Kingdom, which is exempted from the EASA Regulation, must have a certificate of airworthiness and a permit to fly issued by the UK civil aviation authority, pursuant to the terms of Air Navigation Order of The CAA has published guidance regarding airworthiness and the requirements for small RPAS in CAP 722 since CAP 722 divides RPAS in four categories: below 7 kg, more than 7 to 20 kg, more than 20 to 150 kg, more than 150 kg. Such a distinction, based on the weight of RPAS, has raised a vast debate on its pros and cons. For example, it has been argued that leaving the regulation of light RPAS to the national CAAs it would create a number of regulatory frameworks that do not necessarily match. 14 Another objection concerns the fact that an accident caused by an RPA of 145 kg or 155 kg could generate very similar damages, while different regulations would be applicable to the two very similar RPAS. It would be much more sensible to distinguish the RPAS with respect to their kinetic energy (KE). That is why, in August 2009 EASA has published a policy providing guidance to industry on the application for airworthiness certification of their respective RPAS products. Said policy is based on the principle that the risk for third parties on the ground is broadly proportional to the KE of the aircraft at the moment when it will hit the surface. In turn the KE is proportional to the mass of the RPA and to the square power of its speed. Other aviation authorities in the world for instance the FAA in the USA, Transport Canada and the Australian CAA, share the principle of airworthiness risk driven by KE. RPAS weighting more than 150 kg can fly in segregated airspace only, as no EU regulation exists to allow them to fly in the civil airspace. The abovementioned Regulations 1592/2002, 216/2008 and 1108/2009/EC establish that EASA is responsible for the certification of RPAS weighing more than 150 kg. AQ5 AQ6 11. See note 3 here above. 12. See Anna Masutti ibid. 13. See for instance Arts 87 and 129; see also: the Rules of the Air Regulations of Pablo Mendes de Leon: European Regulation for UAS below 150 kg. ESPI Vienna, November

9 The Unmanned Aerial Systems Enhancing Security Safety is represented for manned aircraft by a consolidated system of rules regarding design, manufacture, maintenance and operation of aircraft, ATM/ANS procedures, systems and services, personnel licensing, and aerodrome operations. Within these rules is the concept of a global safety level made of target numbers expressed in terms of acceptable probabilities for accident: these rules have to be applied to RPAS on the basis of the equivalence principle. In creating the criteria for the certification of RPAS, some basic principles should be taken into consideration. First of all, as mentioned above, RPAS should not be penalized with more requirements than those for manned aircraft. The principle of impartiality or fairness should also be applied to avoid creating regulations exclusively tailored to RPAS. Therefore, RPAS must also comply with the regulations in force for manned aircraft and applied by ATC service providers. Similarly, the principle of equivalence, that is equivalent risk and equivalent operation should be applied. It refers to the need to maintain a safety standard at least equivalent to the one required for manned aircraft; RPAS should not have to comply with higher standards even if they are technologically possible. Finally, a civil liability system should be designed for damages caused to persons or property deriving from RPAS use as a result of accidents. This requires a number of issues to be resolved, such as the identification of the applicable law(s) and of the liable party TECHNOLOGIES ENHANCING SAFETY OF RPAS In order to ensure the same level of safety of manned aircraft, a key role can be played by technologies permitting RPAS to detect, sense, and avoid other aircraft; addressing communications and physical security vulnerabilities; improving RPAS reliability; and improving human factors considerations in RPAS design. Some existing technologies can already enable an aircraft to avoid collisions with other flying objects. Here is a brief description of some equipment: Airborne Collision Avoidance System (ACAS), an airborne safety net, whose purpose is to avoid mid-air collisions. ACAS detects and displays nearby transponder equipped traffic and, when necessary, computes appropriate manoeuvres either to be avoided or to be manually followed by the pilot flying. Traffic Collision Avoidance System (TCAS II) is a technical implementation of ACAS. Airborne Separation Assistance System (ASAS), whose purpose is to assist the flight crew in ensuring separation from other aircraft. ASAS, in addition to present TCAS logic, shall permit the exchange of trajectories and resolution proposals between aircraft and ATC or directly between conflicting aircraft. Automatic Dependent Surveillance Broadcast (ADS-B), which allows pilots to see other aircraft, as position and other aircraft parameters, such 15. See Anna Masutti, ibid. 257

10 Alfredo Roma as speed, heading, altitude and trajectory are simultaneously broadcast to other ADS-B capable aircraft and to ATC. ADS-B is now based on the GPS signal whose availability is not guaranteed by the US military authority. ADS-B will become an excellent collision avoidance system when operating with the European Global Navigation Satellite System Galileo. Regarding telecommunications, RPAS need a dedicated spectrum of frequencies free from interferences, jamming or spoofing ensuring continuity and integrity for their seamless operations. There is no doubt that RPAS technology has reached a high level of sophistication and reliability. However, Research and Development continues through programmes such as MIDCAS, 16 ) which will hopefully permit RPAS to fully comply with the ICAO requirement to offer equivalent safety standard of manned aircraft, without compromising existing aviation safety levels or increasing risk to third parties in the air. In the last two decades, automation solutions for manned aircraft have more and more reduced the pilot workload and interventions, even in emergency situations, increasing safety standard. Hence, the manned aircraft increasingly operate like remotely piloted aircraft. We conclude that the safety standards of manned and unmanned aircraft are now very close. However, technologies like Sense & Avoid equipments for RPAS are developing and improving, while new TLC satellite systems may offer a high degree of reliability, continuity and integrity for ensuring a safe remote piloting and telecommunications. AQ7 7 CONCLUSIONS The purpose of the recent ICAO Circular 328 AN 190 of October 2010 is to apprise States of the emerging ICAO perspective on the integration of RPAS into nonsegregated airspace and at aerodromes. The Circular recognizes the important and potential of RPAS for civil use, especially for security applications. However, it states that: Current UA are unable to integrate safely and seamlessly with other airspace users, the basis for which is twofold the inability to comply with critical rules of the air, and the lack of SARPs 17 specific to UA and their supporting systems. 16. The MIDCAS (Mid-Air Collision Avoidance System) project is directly related to Unmanned Air Systems Air Traffic Insertion. One of the main issues that need to be solved is the requirement for traffic separation and mid-air collision avoidance in non-segregated air space, also related to as Sense and Avoid. Sense & Avoid (S&A) is defined as the process of determining the presence of potential mid-air collision threats and manoeuvring clear of them. Participants to the project are: European Defence Agency, France, Germany, Italy, Spain and Sweden. 17. SARP Standards and Recommended Practices are developed by ICAO and cover all technical and operational aspects of international civil aviation, such as safety, personnel licensing, operation of aircraft, aerodromes, air traffic services, accident investigation and the environment. 258

11 The Unmanned Aerial Systems Enhancing Security This last sentence appears to be excessively prudent as today s technology already permits these capabilities. The real problem is the lack of a regulatory framework, including, inter alia, airworthiness certificate, licensing and a civil liability system. However, it follows from this circular that also ICAO is determined to design a regulatory framework permitting the RPAS to fly in the common airspace. In Europe there are many initiatives under way. EASA published the Advanced Notice of Proposed Amendment (ANPA) in 2005, followed by its Comment Response Document (CRD) on 6 December The main findings are now explained in sufficient detail in a policy document published in 2009 and discussed with stakeholders, including EUROCAE WG-73. The objectives of this policy are to facilitate RPAS applications and to ensure a level of safety/environmental protection at least equivalent to comparable manned aircraft. Besides INOUI, described here above, JARUS is a project developed by some European National Authorities under leadership of The Netherlands and EASA regarding operational and technical regulations for RPAS. EUROCAE WG 73 is developing a requirements framework that would enable unmanned aircraft to operate within the constraints of the existing ATM environment in airspace without segregation from other airspace users. The EU is, therefore, in the position to take the lead of this project supporting the study for designing a regulatory framework able to accommodate the RPAS in the common airspace. This will develop the market of RPAS for civil use and their applications enhancing security. 259

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13 QUERY LOG Job Name Mendes_ALPS-8 Date 11/07/11 Query No. Query Author Remarks Mendes_ALPS-8_24 AQ1 AQ2 AQ3 AQ4 AQ5 AQ6 AQ7 Please approve change. Please approve change. Please provide the expansion. Please provide expansion. Please provide expansion. Please provide expansion. Please provide expansion.