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UAS Challenges and Operation With NextGen


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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