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

4.7.5 Class C and D
Manned aircraft flying in Class C and D airspace can be either IFR or VFR, while UAS operate
under IFR only. Most traffic departs from or arrives at primary airports. However, the
airspace can also be used by aircraft arriving and departing other airports underneath the
airspace, as well as other aircraft transiting through the airspace. Separation is managed by
ATC typically without the use of CD&R tools.
In Class C airspace, ATC is responsible for separating IFR traffic, including all UA, from all
other traffic. ATC is not responsible for separating VFR from VFR. All aircraft maintain twoway
communication with ATC and are equipped with ADS-B (Out). In Class D airspace, ATC
is responsible for separating IFR traffic only from other IFR. The UAS flight crew uses its
Sense and Avoid capability to provide safe separation from VFR aircraft within these classes
of airspace in accordance with an approved airborne separation standard, but requires ATC
approval if deviating from an ATC clearance. The UAS has an active collision avoidance
capability.
Integrating UAS operations into Class C and D airport traffic patterns is a significant change
from past practices. The most significant challenges to integrating UAS operations in these
airspace classes is the mix of IFR and VFR traffic, variations in aircraft equipage and
performance, and a less-structured airport operating environment.
ATC cannot provide traditional visual instructions (e.g. reporting traffic in sight, following
identified traffic) or use traditional airport traffic pattern techniques (extending the downwind
leg or making a short approach) to manage UAS traffic. However, procedures developed to
make use of emerging technologies may provide UAS with capabilities similar to those used
in response to visual clearances and thereby improve UAS access to more towered airports.
ATC clears aircraft to fly established arrival and departure routes sequenced with other
aircraft on those routes. UAS are capable of following published arrival and departure
routes, control instructions, and missed approach procedures. ATC applies wake turbulence
separation, specific to UAS, if appropriate.
An example of Class C arrival and departure operations is given in the Loiter for Surveillance
Scenario (section 5.3). An example of Class D departure operations is given in the Point-to-
Point Scenario (section 5.6).
Table 5 highlights the changes to Class C and D operations that result from UAS integration.
42