UAS in the NAS
Part 1
Detect,
sense, and avoid technology is still in early development for unmanned aerial
vehicles (UAVs). The absence of detect, sense, and avoid in current UAVs will
undoubtedly lead to accidents both on the ground and in the National Airspace
System (NAS). Due to the absence of detect, sense, and avoid technology, other
technologies must be utilized to separate manned and unmanned aircraft. Safety
has always been a concern in the aviation industry, but many of the regulations
have been written in blood. With UAVs becoming increasing popular in the
civilian sector, hobbyists and businesses are utilizing UAVs in many different
ways. With the number of UAVs increasing at a dramatic rate, new regulations
will need to be developed to ensure the safety of the aviation industry.
There
are several options available that could be utilized to reduce the risks of
UAVs interacting with manned aircraft. First and foremost, the Federal Aviation
Administration (FAA) should continue to develop and establish operator certification
requirements. It is critical that UAV operators know certification requirements
and airspace rules concerning the usage of UAVs. The FAA should assess the
capabilities of UAVs. There are many kinds of UAVs; altitudes, speeds,
communication abilities, and flight times will vary greatly depending on the
class of UAV. An assessment of the capabilities of UAVs while also utilizing
ground crews and ATC could help the FAA narrow down new regulations. The next
option is to spend time and money creating detect, sense, and avoid technology.
With this technology, UAVs will be able to “see” obstructions and other
aircraft. Finally, current technologies such as ADS-B and TCAS could be
implemented into UAVs in order to separate manned and unmanned aircraft.
Part 2
There
are five group classifications for UAVs. Groups 1 and 2 are micro and mini
UAVs. These UAVs are likely to be operated via visual flight rules (VFR). If
micro and mini UAVs are being operated within a line of sight, there would not
necessarily be a need for detect, sense, and avoid technology. However, due to
limitations with human eyes, the brain can distort the exact position of the
UAV when another aircraft is nearby. Spatial disorientation becomes an issue
with the UAV operator when the UAV moves out to a distance beyond what the
operator can see. When a UAV moves out of the line of sight of the flight crew,
the responsibility of sensing and avoiding cannot be assumed by the flight crew
(Prats. Delgado, Ramirez, Royo, & Pastor, 2012). With these issues in mind,
other support systems will be required to ensure the safety of the flight
(Prats, et al., 2012).
In
order to assure that separation of aircraft can be assured, there are several
factors that must be considered; flight rules, airspace class, the flight
phase, the performance of the navigation systems, and the air traffic control
surveillance means (Prats, et al., 2012). Groups 3 through 5 include tactical, MALE
(medium altitude long endurance), and HALE (high altitude long endurance) UAVs.
These UAVs fly regional, continental, and intercontinental routes and can fly
from the ground up to 60,000 ft. Groups 3, 4, and 5 operate in all classes of
airspace within the NAS. While small UAVs generally do not have the power to
handle the integration of detect, sense, and avoid technology, larger UAVs such
as the ones within groups 3 through 5 should be able to handle the required
technology to sense obstacles and other aircraft. Technology that could be
implemented include ADS-B, ACAS (autonomous collision avoidance system) and
on-board radar (Prats, et al., 2012). Until micro and mini UAVs can be equipped
with detect, sense, and avoid technology (which will require a lot of power and
will reduce flight times), these small UAVs are likely to be restricted to line
of sight operations.
Part 3
There
are several systems currently being utilized by manned aircraft that could be
implemented into unmanned aircraft. These systems include ADS-B, ACAS, cameras,
and radar. Cameras have been utilized by manned aircraft for many years.
Unmanned aircraft have also utilized cameras, especially during times of war.
Cameras can allow operators to see everything in front of the UAV and with new
cameras having the ability to zoom in close to the ground, cameras will continue
to be used during flight operations. ADS-B gives pilots real time information
on air traffic, weather, and flight information services (FAA, n.d.). Safety
and efficiency will improve as ADS-B is implemented into more aircraft. If UAVs
are equipped with ADS-B, it is possible that the technology can be adjusted to
give the operator real time updates on air traffic, weather, and flight
information. UAVs must be developed to handle this technology before it is
implemented. ACAS was developed to reduce the risk of mid-air collisions
(Airborne Collision Avoidance System, n.d.). ACAS should enhance the awareness
of the operator in relation to other aircraft within the same airspace. In
2016, the U.S. Army completed a test on a new system called Ground Based Sense
and Avoid. This radar system should allow UAVs to fly within the NAS while also
meeting FAA regulations. This radar system would allow the operator to fly the
UAV out of sight while monitoring other aircraft and potential hazards during
flight (Iriarte, 2016).
References
Airborne Collision Avoidance System
(ACAS). (n.d.). Retrieved from http://www.skybrary.aero/index.php/Airborne_Collision_Avoidance_System_(ACAS)
Federal Aviation Administration
(n.d.). Next Generation Air Transportation System (NextGen). Retrieved from https://www.faa.gov/nextgen/programs/adsb/
Iriarte , M. (2016, May 16). U.S
Army completes UAS radar-based sense & avoid system test. Retrieved from
http://mil-embedded.com/news/u-s-army-completes-uas-radar-based- sense-avoid-system-test/
Prats, X., Delgado, L., Ramirez,
J., Royo, P., & Pastor, E. (2012). Requirements, Issues, and Challenges for Sense and Avoid in
Unmanned Aircraft Systems. Journal Of Aircraft, 49(3), 677-687. doi:DOI: 10.2514/1.C031606
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