A system for
maintaining safe separation of unmanned aircraft from all other types of
aircraft is of critical importance if UAS are to be allowed to and successfully
operate in the National Airspace (NAS).
This system must cover all types of UAS in some manner. Currently,
manned aircraft operate under visual flight rules (VFR) and instrument flight
rules (IFR). The primary purpose of
these rulesets is to maintain safe separation between aircraft. If unmanned aircraft are to successfully
navigate the NAS, they must demonstrate they can adhere to these rulesets.
Regardless
of the type of UAS airframe, operating an unmanned aircraft under VFR would
require an aircraft that would allow the operator, at the very least, the same
degree of visibility as if he/she were aloft in the aircraft. If the aircraft were operating autonomously,
without continuous input from an operator, the autonomous control system would
have to demonstrate the same degree of awareness as a pilot aloft. At the current level of technology, either of
these goals would be difficult to achieve.
The most
expedient method, at present, would be to require the majority of UAS to
operate under IFR. Regardless of the
type of UAS airframe, operating the aircraft would require response to air
traffic controller instructions, at the very least, to the same degree as a
pilot aloft. An autonomous control
system would share the same requirements.
By definition, a pilot flying under IFR would be able to successfully
operate the aircraft by the flight instruments, controller instructions, and
without outside visual references. This
would also mean that UAS operating in the NAS would require the same equipment
as a manned aircraft, such as a radio, transponder, etc. Operators will also require IFR ratings and
the accompanying materials, such as approach plates for specific airfields. If these same standards can be met by a UAS,
the current system of handling IFR traffic would suffice to handle an unmanned
aircraft.
The advent
of Automatic Dependent Surveillance-Broadcast (ADS-B) technology has provided a
very significant improvement in determining locations, maintaining safe
separation, and increasing situational awareness. The Federal Aviation Administration (FAA)
plans to spend approximately $2.1 billion on the system and has set a
requirement for aircraft operating in airspace that requires a Mode C
transponder to be ADS-B equipped by 2020.
If a UAS intends to operate across the range of airspace classes in the
NAS, ADS-B will be required.
The possible
exception to these rules would most likely be the mini (MUAV), micro (MAV), and
nano (NAV) UAS categories. These
aircraft would most likely not be intended for operation in most of the more
congested classes of airspace simply due to performance limitations. For example, it would be highly unlikely for
a MAV to climb to the altitude of a cruising commercial airliner. These smaller UAS would probably be treated
like recreational remote control aircraft in terms of operating rules. However, with the expected growth of the
variety and usage of UAS platforms, we can probably expect a multitude of additional
rules restricting operations. For
example: Prohibitions near major sporting, arts, or music events; progressive
altitude limits at certain distances from airfields; no entrance into Class B
airspace; etc.
References:
FAA Pilot’s
Handbook of Aeronautical Knowledge, FAA-H-8083-25A, Chapter 14: Airspace (2008). Retrieved from https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2014.pdf
Hampton, M.
E. (2014). ADS-B BENEFITS ARE LIMITED DUE TO
A LACK OF ADVANCED CAPABILITIES AND DELAYS IN USER EQUIPAGE [Memorandum].
Washington D.C.: Dept of Transportation.
Macneil, J (n.d.). Air Traffic Services Brief – Automatic
Dependent Surveillance – Broadcast (ADS-B). In AOPA: Air Traffic Services and Technology. Retrieved from http://www.aopa.org/Advocacy/Air-Traffic-Services-,-a-,-Technology/Air-Traffic-Services-Brief-Automatic-Dependent-Surveillance-Broadcast-ADS-B
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