Module 4 - UAS in the NAS (ASCI 530)

Unmanned Aerial Systems Integrated Into National Airspace System

(Hampton, 2014)

          Under the current Federal Aviation Administration, or FAA, rules all manned aircraft are required to be able to visually identify other aircraft in the airspace whenever weather conditions permit. Furthermore, even aircraft operating under instrument flight rules must be able to look out for other aircraft as they maneuver around the airspace (Hobbs, 2010, p. 521). However, for unmanned aircraft, this is a problem. As such, the FAA has determined that UAS must be able to prove they have a satisfactory level of technology top match a “sense & avoid” capability in manned aircraft. However, the issues with integrating UAS into the NAS are not solely limited to sense and avoid issues. According to a FAA report on the “Progress and Challenges in Integrating Unmanned Aircraft Systems into the National Airspace System,” there are three barriers preventing the FAA from fully integrating UAS into the NAS today. The barriers are a lack of mature detect-and-avoid technology to avoid collisions, a lack of adequate control and communications technology, and lastly a lack of regulatory requirements or standards for UAS design certification, pilot and crew qualifications, ground control stations, and command and   control reliability (Hampton, 2014, p. 4). To further complicate this issue, the three barriers mentioned by the FAA are different depending on the type/size of the UAS.
          Unmanned aircraft are typically categorized into five distinct categories based on weight. Furthermore, each category of UAS has a specific role in which they are utilized. Category 1 (micro) and category 2 (small) unmanned aircraft are more commonly used in low altitude areas and typically outside of controlled airspace (Hobbs, 2010, p. 521). As long as the category 1 and category 2 aircraft are flown in visual range, the pilot, who is still external of the aircraft, can adequately see-and-avoid other aircraft. The issue for category 1 and category 2 aircraft arises when the aircraft is beyond visual range. Australia has attempted to solve this problem for category 1 and category 2 aircraft by putting restrictions on the locations and maximum altitude these aircraft can operate (Hobbs, p. 522). As for category 3, category 4 and category 5, these aircraft operate at higher altitudes and will move between non-controlled and controlled airspace. Additionally, these aircraft will typically operate under instrument flight rules. Due to the fact that these aircraft are generally operated beyond visual range, there may be communication delays or issues between the response of the pilot and the action taken by the aircraft. In an effort to find a solution, there has been chatter about integrating the technology to make these aircraft visible to air traffic control through a transponder (Hobbs, 2010). However, this technology was designed to aid detect-and-avoid not replace it. So the question is… is there current or developing technology that can aid in the integration of unmanned platforms into the NAS?
          The short answer is yes. Currently, NASA and the FAA are working on the “NextGen” of Air Traffic Control. The new system is a patent-pending command and control system capable of providing pilots, crew and other personnel collision warnings and real-time air traffic and weather information (Squires & Epperson, 2016). Lastly, this technology has already been tested in the NAS using NASA’s fleet of Predator B or Ikhana aircraft (Squires & Epperson). The benefit to this system is that it not only integrates UAS into the NAS, it also greatly enhances the capabilities of manned aircraft operating in the NAS.
          The rapid pace in which UAS is being employed is dramatically changing the air domain. As the true capability and benefits to unmanned aircraft are realized, the rules, regulations, and technology holding UAS back must evolve. This is where the NAS is right now. UAS is on the cusp of the next big evolutionary breakthrough but is hampered by the barriers to its integration into the NAS. Hopefully, with NASA and the FAA aggressively working on solutions, the future of UAS will be able to reach its full potential. 
          The aggressive reemergence of unmanned aerial systems, or UAS, has dramatically altered the air domain. One major area in the process of being altered is the integration of unmanned aircraft into the national airspace system or NAS. As it stands right now, integrating unmanned aircraft into the NAS is much more difficult than it sounds. To truly understand the issues behind integrating unmanned platforms into the NAS, three aspects of the issue must be looked at. First, what are the major issues with integrating UAS into the NAS. Secondly, what considerations must be taken for the various types/sizes of UAS. Lastly, is there current or developing technology that can aid in the integration of unmanned platforms into the NAS. As with any problem understanding that there is a problem is the first step in reaching a solution.
 

References

Gibbs, Y. (2015, July 30). NASA Armstrong Fact Sheet: Unmanned Aircraft Systems Integration in the National Airspace System. Retrieved from NASA.gov: http://www.nasa.gov/centers/armstrong/news/FactSheets/FS-075-DFRC.html
Hampton, M. E. (2014). FAA’s Progress and Challenges in Integrating Unmanned Aircraft Systems into the National Airspace System. U.S. Department of Transportation. Retrieved from http://transportation.house.gov/uploadedfiles/2014-12-10-hampton.pdf
Hobbs, A. (2010). Unmanned Aircraft Systems. In E. Salas, & D. Maurino, Human Factors In Aviation (Second Editiion ed., pp. 505-532). Burlington, Massachusetts, United States of America: Elsevier.
Squires, K., & Epperson, K. L. (2016, February 25). NASA Licenses New Communication Technology for Unmanned Aircraft. Retrieved from NASA.gov: http://www.nasa.gov/centers/armstrong/news/newsrelease/2016/16-03.html