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

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Rules and procedures do not cover aircraft operations that incorporate technology to perform functions traditionally achieved through human vision. Current regulations that address the use of human visual references are not based on measurable or quantitative criteria; and therefore cannot be used as a basis for instrument equivalency. UAS operations will require new regulations in several key areas, such as in defining the operator’s responsibility to provide safe separation of the UA from other traffic. These new regulations will be incorporated under IFR since they are based on technology (instruments), and most of the existing IFR already apply to UAS. These rules and procedures may also be used by manned aircraft that elect to use technology to provide their own separation assurance in certain airspace or situations. In some cases, the new rules will change the meaning of IFR for ATC in terms of the responsibility to provide separation services. 3.1.3 UAS Interaction with Air Traffic Management System UAS operations today challenge the ATM system in several ways. 2 First, most UAS do not comply with all requirements for operating in the NAS. Secondly, UAS operations typically feature unique flight profiles and aircraft performance characteristics for which ATC procedures, policies, and training do not yet exist. Finally, current ATM automation systems for flight planning, traffic flow management, and separation management do not account for the unique profiles, flight dynamics, and distributed architecture of UAS. Addressing these shortfalls is central to achieving the vision of integrated UAS operations in the NAS. UA performance. UAS do not satisfy all communications/navigation/surveillance (CNS) performance requirements that apply to operations in specific volumes of airspace in the NAS. This includes, for example, specific altimetry requirements for access to Domestic Reduced Vertical Separation Minima (RVSM) airspace and performance-based navigation (PBN) requirements for NextGen compliance, such as Area Navigation (RNAV). These performance shortfalls exclude them from certain airspace. 2 Use of the term “ATM” throughout this ConOps refers to the entire Air Traffic Management system, which consists of Air Traffic Control (ATC), Traffic Flow Management (TFM), and Airspace Management (ASM) services and encompasses all infrastructure components necessary for those services. Further definitions of these separate terms are provided in the Glossary. 10
Operational profiles. UAS operations often include atypical flight segments, such as longduration flights, loitering around a particular area, or flying a grid pattern. 3 This presents a challenge for the air traffic controller, who is accustomed to ensuring longitudinal separation within – and vertical and lateral separation between – aircraft flows on point-to-point routes. In addition, UAS aircraft performance characteristics – such as climb rate and cruise speed – can be quite different from manned aircraft flying in the NAS. ATC training that addresses their unique features is not standardized or distributed uniformly throughout the NAS. Such training is administered locally, within only those facilities where UAS operations occur. ATM automation. Today's automation systems are not adapted to support ATC in managing the additional complexity introduced by UAS operations. They lack data on unique operational profiles and flight characteristics to effectively support flight planning and assess the impact of proposed UAS operations. In addition, the trajectory modelers running within separation assurance and decision support tools - such as conflict detection and resolution (CD&R) algorithms - do not contain specific UAS performance parameters in their adaptation. Current automation systems also lack policy rules and guidelines for balancing demand for airspace access and determining priorities for manned and unmanned flights - a mix that introduces a wide range of operational profiles, performance envelopes, and flight durations. 3.1.4 Airport Operations Many airports and their associated support infrastructure are not designed, equipped, or staffed to host UAS. Further, neither airport operators nor controllers are fully familiar with UAS capabilities and requirements for taxi, surface movements, parking, and storage. For integrated UAS operations to occur, the following must be addressed and resolved: � Airport design considerations and adaptations specific to UAS � Statutory requirements (and airport user rights) for federally-obligated airports � Security concerns � Allocation and distribution of space on the airport surface � Environmental impact and/or assessments (when required) concerning noise, emissions, and any unique fuels and other associated concerns. 3 The terms “loitering” and “grid pattern” refer to specific flight profiles and are defined in the Glossary of Terms. While not terms normally used by ATC, they will become familiar as more UAS operations are integrated into the NAS. 11
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 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
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5.2 Surface Operations 5.2.1 Overvi
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The PIC contacts ATC ground for a t
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5.3.2 UAS Description The UA is a t
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After an hour of loitering, the PIC
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5.4 Vertical Transit (and Operation
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Once the intent is filed, ATM autom
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5.5 Grid Pattern 5.5.1 Overview Thi
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5.5.3 Scenario Description The FOC
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5.6 Point-To-Point 5.6.1 Overview T
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5.6.3 Scenario Description Prior to
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The VFR pilot, when asked about his
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5.7.2 UAS Description The UA is a m
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As the UA begins its climb, the slo
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5.8.2 UAS Description The UA is a s
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The PIC is able to depict the UA cu
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5.9.2 UAS Description The UAS is a
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6 Summary of Impacts This section c
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Key Performance Area FAA NAS Users
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Table 19. Impact of UAS Integration
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Concept Document Description Potent
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Concept Document Description Potent
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Henriksen, S. J. Estimation of Futu
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4 Appendix A: Glossary of Terms Ter
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Terminology Definition Collision Av
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Terminology Definition Point-to-poi
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5 Appendix B: Acronym List 4D Four
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UAS Related Acronyms TMI Traffic Ma
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