## 5 Results: Application of the European Drone Regulation to Mosquito Release Operations
### Rural Scenario  
According to the ConOps presented in Section 3.2, for the assessment of the GRC, the drone is considered to fly over a sparsely populated area. This means that the flight is not executed over a populated environment and there is no need to control the presence of uninvolved persons in the area of operation of the drone. In this way, and taking into account the size considered for the drone, the resulting GRC is three. As in the previous case, it is possible to apply mitigating measures to reduce this GRC, such as integrating a parachute into the drone, but considering the SAIL determination table, there is not much difference between GRC 2 and 3 in terms of final SAIL, for levels of ARC-b or higher, so it is considered a nonessential mitigating measure.  
As for the evaluation of the ARC in this scenario, considering the type of VLL operation and in noncontrolled airspace, an ARC-b is obtained. As in the previous case, tactical and strategic mitigation measures can be applied to try to reduce the level of ARC obtained. In this case, it is noted that lowering ARC-b to ARC-a is a complicated process, since the ARC-a level corresponds to an atypical or segregated airspace where the probability of encountering another aircraft is practically zero. Therefore, even if measures are applied to mitigate the risk of encounter in the air, the level of ARC-b is considered adequate for this scenario.  
In this case, the evaluation of the TMPR is important because it is a BVLOS flight. Because the resulting ARC is ARC-b, the robustness level assignment for TMPR is low, as it is considered an airspace where the probability of encountering another aircraft is low but not negligible. Operations with a low TMPR level are supported by technology designed to help the pilot detect other traffic. This is where detect and avoid (DAA) systems come in, which can be based on ground systems, such as U-Space, or air systems such as the transponder called automatic dependent surveillance--broadcast (ADS-B) or the traffic awareness and collision avoidance system from FLARM ([[https://flarm.com/](https://flarm.com/)]([https://flarm.com/](https://flarm.com/)) (accessed on 1 December 2021)) for general aviation, light aircrafts, and drones. This ARC imposes low performance requirements for the DAA system; hence, in this case, the DAA system is required to detect approximately 50% of all possible aircrafts present in the operational volume in which an encounter could occur.  
Having already obtained the final levels of GRC and ARC, it is possible to proceed with the determination of the SAIL. In this case, the resulting level is SAIL II, so it is an operation with lower risk levels than the case previously considered of the urban environment. This means that the robustness levels required for the different OSOs are low (L), and even many of them are optional (O). Certain objectives with a medium level of robustness (M) are appreciated corresponding mainly to operational procedures. As can be checked in Table 2, for ARC-b, the SAIL level is II for GRC 3 and GRC 2, so drones with weight less than 25 kg can be considered with the same level of risk in this scenario.