FAA-UAS-Conops-Version-2-0-1

Recommendations

Info

Key Performance Area FAA NAS Users Safety Security Environmental Impact The overall level of safety in the NAS is preserved through UAS integration, which requires adherence to rigorous airworthiness standards. While these standards apply equally to manned aircraft, they also recognize the distinguishing characteristics of UAS (e.g., wake vortex susceptibility). Regulations mitigate the potential for security breaches of UAS communications links and control stations, which would otherwise impact air traffic operations in the NAS. Improved inter-agency communications (DOD, DHS, and FAA) ensure rapid and effective handling of unauthorized UAS intrusions in the NAS. Although an individual UAS flight may be quieter and produce fewer emissions than a manned flight, it is premature to state whether UAS introduction will decrease or increase overall noise and emissions from aviation. 94 Manned: Integration of UAS does not compromise the safety of NAS operations. UAS: UAS certification ensures that failure events are infrequent and better understood. A certified Sense and Avoid capability satisfies an established collision risk threshold. Manned: No impact. UAS: Some UAS operations enable public agencies to accomplish national and local security objectives more effectively. Manned: Certain flight operations that were formerly flown by manned aircraft may be replaced by UAS. UAS: Some UAS operations may serve as platforms for environmental applications and research. Long endurance missions may be achievable at less cost and lower emissions compared to manned aircraft or satellite assets.
Key Performance Area FAA NAS Users Global Interoperability Flexibility UAS integration in domestic airspace serves to advance the process of developing international standards for civil UAS operations, such as through ICAO and other international working groups. The implementation of NextGen technologies and capabilities may offer capacity improvements that offset potential adverse effects of UAS integration on the ability of the system to meet users’ changing needs or adapt their operations to changing conditions. Operations increase in under-utilized airspace (e.g., Class E above Class A). 95 Manned: No impact. UAS: Once interoperability standards are adopted and incorporated, UAS operators are able to expand operational objectives and use airspace where they had previously been restricted. International UAS operators are granted access to the NAS. Manned: UAS may compete for airspace and services with manned aircraft operators. Mitigation/resolution is accomplished through Access/Equity policies. UAS: UAS operators may experience constraints on when they are permitted to operate in areas of high traffic density or at peak hours.
Page 1:
Integration of Unmanned Aircraft Sy
Page 4 and 5:
Table of Contents 1 Introduction ..
Page 6 and 7:
List of Figures Figure 1. UAS opera
Page 8 and 9:
List of Tables Table 1. Strategic T
Page 10 and 11:
Figure 1. UAS operational concept w
Page 12 and 13:
Figure 2. Airspace classes within t
Page 14 and 15:
Using the control link, the PIC tra
Page 16 and 17:
The flight crew communicates with A
Page 18 and 19:
Rules and procedures do not cover a
Page 20 and 21:
3.1.5 UAS Communications Link The v
Page 22 and 23:
Public UAS operators benefit across
Page 24 and 25:
Sense and Avoid (UAS Responsibiliti
Page 26 and 27:
10. FAA policy, guidelines, and aut
Page 28 and 29:
4.4 UAS Certification and Operation
Page 30 and 31:
Existing operational standards for
Page 32 and 33:
“Well clear” as described in 14
Page 34 and 35:
4.6 NAS Operating Environment The N
Page 36 and 37:
Information on Special Activity Air
Page 38 and 39:
Traffic management automation assis
Page 40 and 41:
4.7.1.2 Flight Planning With integr
Page 42 and 43:
This information is captured to the
Page 44 and 45:
� UAS flights are integrated into
Page 46 and 47:
4.7.3 Class A ATC is responsible fo
Page 48 and 49:
4.7.4 Class B UAS that meet the air
Page 50 and 51:
4.7.5 Class C and D Manned aircraft
Page 52 and 53: Table 6. Class E Operations Improve
Page 54 and 55: Examples of Class E arrival operati
Page 56 and 57: Thus, the requirement for the UAS f
Page 58 and 59: Table 9. Oceanic Operations Improve
Page 60 and 61: If the PIC cannot establish alterna
Page 62 and 63: 4.9.5 ANSP Training ATC and TFM per
Page 64 and 65: Table 10. Summary of Scenarios Scen
Page 66 and 67: Figure 9. Proposed flight plan prof
Page 68 and 69: 5.2 Surface Operations 5.2.1 Overvi
Page 70 and 71: The PIC contacts ATC ground for a t
Page 72 and 73: 5.3.2 UAS Description The UA is a t
Page 74 and 75: After an hour of loitering, the PIC
Page 76 and 77: 5.4 Vertical Transit (and Operation
Page 78 and 79: Once the intent is filed, ATM autom
Page 80 and 81: 5.5 Grid Pattern 5.5.1 Overview Thi
Page 82 and 83: 5.5.3 Scenario Description The FOC
Page 84 and 85: 5.6 Point-To-Point 5.6.1 Overview T
Page 86 and 87: 5.6.3 Scenario Description Prior to
Page 88 and 89: The VFR pilot, when asked about his
Page 90 and 91: 5.7.2 UAS Description The UA is a m
Page 92 and 93: As the UA begins its climb, the slo
Page 94 and 95: 5.8.2 UAS Description The UA is a s
Page 96 and 97: The PIC is able to depict the UA cu
Page 98 and 99: 5.9.2 UAS Description The UAS is a
Page 100 and 101: 6 Summary of Impacts This section c
Page 104 and 105: Table 19. Impact of UAS Integration
Page 106 and 107: Concept Document Description Potent
Page 108 and 109: Concept Document Description Potent
Page 110 and 111: Henriksen, S. J. Estimation of Futu
Page 112 and 113: 4 Appendix A: Glossary of Terms Ter
Page 114 and 115: Terminology Definition Collision Av
Page 116 and 117: Terminology Definition Point-to-poi
Page 118 and 119: 5 Appendix B: Acronym List 4D Four
Page 120: UAS Related Acronyms TMI Traffic Ma
show all

FAA-UAS-Conops-Version-2-0-1

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?