UAS
Incorporated with NextGen
The FAA expects to have NextGen in place by 2025. UAS flight in NAS is one of the major components. Programs such are the Integration Pilot
Program which bring together state and local governments with UAS companies
provide data to the USDOT from exercises that test with events such as BVLOS
package delivery, operating UAS in darkness, data security, and loss of
link.
Incorporation with NextGen will involve UAS to
demonstrate performance that will meet requirements for NAS flight. Detect, sense and avoid (DSA) is a performance
factor for safe operation for aircraft to stay well-clear and avoid
collision. Interoperability in the form
of a UAS Traffic Management (UTM) system must be established to manage low
altitude airspace. This system must
monitor and give permission to airworthy aircraft who wish to operate in designated
airspace.
Greatest
Challenges
The process will not be seamless; there will be issues
after a UTM is in place. Besides some
of the obvious matters like DSA, and permission to operate, I have some
questions that are major obstacles. How
will airspace be policed? A rogue UAS
can be flown without permission and may could go undetected. This could be intentional,
or the operator may be unaware of the airspace restrictions.
Is there enough radio frequency space or is there a
lack of access in the spectrum? Current
VLOS operations are conducted with unlicensed spectrum. There must be a clear radio frequency space
for BVLOS operations.
Detect,
Sense, and Avoid (DSA)
DSA is a technological collaboration of hardware and
software. This is the backbone of the
initiative to allow an Unmanned Aircraft to operate is the NAS. This is a fusion of multiple sensors such as
radar, light detection and ranging (LiDAR), GPS, visual light camera. This data is processed by an onboard computer
and acted upon autonomously or transferred to the remote pilot. Ideally, and for intelligent operations, DSA
should be an autonomous system, and in harmony with other airborne UAS to avoid
mid-air collisions. How a manned aircraft
will “see-and-avoid,” an unmanned aircraft must “detect-and-avoid.”
Lost
Link Situation in NAS
According to the FAA, there are 2 components to lost
link. The uplink that transmits command
and control (C2) to the aircraft and the downlink which relays the operation
and status of onboard systems (UAS Vision, 2016). If either link malfunctions this is considered
a “lost link.” Aircraft transponders will
display a Code 7400 or 7600 when the link between the aircraft and pilot is
lost. Air Traffic Control (ATC) should allow
the UAS to execute lost link procedures, document the event, and observe if the
UAS is deviating from the programmed Lost Link procedure in accordance with FAA
J0 7110.65 Chapter 10, Section 1, Para 10-1-1(c) (faa.gov, 2017).
Human
Factors in Lost Link Scenario
UAS should have several failsafe options in case of
failure or emergency situations. Flying
without fail-safes such as Return to Land (RTL) or Loiter Mode is not
recommended. In the event of lost link
or flyaway, the Remote Pilot in Charge should evaluate the effected airspace and
contact the appropriate controlling agency and notify with details such as
location, direction of flight, approximate speed and altitude and battery life
(NCDOT, 2017).
References
FAA Ads UAS to Lost Link Procedures – UAS VISION. (2019).
Retrieved from https://www.uasvision.com/2016/10/18/faa-ads-uas-to-lost-link-procedures/
UAS STANDARD OPERATING PROCEDURES. (2017). Retrieved
from https://connect.ncdot.gov/resources/Aviation%20Resources%20Documents/NCDOT_UAS_SOP.pdf
Unmanned Aircraft Systems (UAS) Lost Link – U.S.
Department of Transportation Federal Aviation Administration (2017). Retrieved
from https://www.faa.gov/documentLibrary/media/Notice/N_JO_7110.724_5-2-9_UAS_Lost_Link.pdf
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