# Presentation: 950934

## Unmanned Aircraft Systems in the United States

- Presented to: US/Europe Intentional Safety Conference
- By: David Hempe, Manager, FAA Aircraft Engineering Division, AIR-100
- Date:  June 8, 2006

**Unmanned Aircraft Systems in the United States**

## What is a UAS?

- Unmanned Aircraft Systems (UAS) historically called by various terms:
- Drone/ROA/RPV/UAV/Model/R-C
- Why UAS?
- It’s an **aircraft**, not a **vehicle**
- US plans on issuing certification for a system that includes:
- Unmanned Aircraft (UA)
- Aircraft Control Station
- Command & Control Link/s
- Operated or flown by a “pilot”
- Ensure “no harm” to other National Airspace Systems customers and public** **
- Mitigation for shortfalls in compiling with regulatory requirements must provide a level of safety equivalent to manned operations

**Notes:**
 While unmanned aircraft have been around for years, many of us know them by a variety of terms and as you can see come in a variety of shapes and sizes; from the Global Hawk with wing span of a B737 to ones that can fit in your hand. 

 We are treating all of these as aircraft consistent with the CFR’s which define aircraft as “a device that is used or intended to be used for flight in the air” 

 The term UAS, which has also been adopted by the DOD, reflects the multiple components involved with unmanned aircraft that for manned aircraft would be self contained. As with a manned aircraft there is an airframe, a pilot position or workstation and the control cables or links between them.  With UAS’s the pilot is a remote location, never the less they are the same basic functions as manned aircraft.
 Another reason for calling them UAS is that the CFR’s already have substantial language about requirements pertaining to aircraft operations, it also the reason we refer to the flyer as a pilot.  Operators are terms we use in the regulations American Airlines and similar entities

## Flying UAS in the NAS

- Aircraft owned by the state (Public) – through Certificate of Authorization (COA) process - over 50 COA Projecting this year
- Public organizations (Federal, State etc.,) can self-certify that their UAS is airworthy
- Experimental airworthiness certification process for UAS owned and operated by industry or privately (Civil)
- FAA conducts an assessment of the UAS to determine level of airworthiness and set appropriate limitations/safeguards
- No Type Certificated UAS
- Working with industry (RTCA SC-203) for the development of industry standards
- Reviewing existing guidance/policy
- Model” aircraft – Advisory Circular 91-57, June 1981, guidance
- Currently no airworthiness standards

**Notes:**
 In describing the current operations of unmanned aircraft in the NAS, we are using terms that are predominant in the international community, specifically segregated and non-segregated airspace.  
 ATCAA’s are essence MOA’s in Class A Airspace 
 In essence segregated airspace (R, P and ATCAA’s) is where all airborne operations are know and under the control of the service provider, in our case ATO
 In non-segregated airspace operations can occur that we have no direct knowledge or control of, but yet are allowable in the NAS
 The key point on this slide is borrowed from a quote of Mr. Nick Sabatini, Associate Administrator for Aviation Safety, who also know is responsible for overseeing the safety of ATO services being provided, much the same as they do in overseeing airlines, that is “do no harm”  to other NAS customer and the public on the ground

## UAS Policy

-  General limitations and conditions
-  Definitions
-  Airworthiness certification
-  Chase aircraft
-  Communications
-  Dropping objects/ hazardous material
-  Flight above FL180
-  Flight below FL18022

-  Flight over congested areas
-  Lost link
-  Onboard cameras/sensors
-  Pilot/observer medical standards
-  Pilot qualifications
-  Pilot responsibilities
-  Pilot/observer limitations
-  Observer qualifications and responsibilities

**Notes:**
 As you can see this is not a list of specific conditions and limitations on UAS operations which receive from Flight Standards.
 This list is being presented to show the breadth of topics being addressed as part of authorizing unmanned flight in the NAS.
 Please note that operations below FL180 are addressed differently than those above it.  While in Class A airspace we are aware of all the operations that exist, below we additional safety “wrapping” to ensure the see and avoid related requirements of 14CFR such as 91.111, 91.113 and others are met, whether they be proximity, right of way, cloud clearance or terrain clearance focused.  
 For example there is strong reliance on observers being able to see the unmanned aircraft, many of which are designed for low observablity, to act as the “eyes” for the pilot.
 The policy is also evolving as the FAA learns more, expect changes.

## UAS Certification Efforts

- FAA is developing Experimental Airworthiness Certificate policy for UAS
- Significant attention being given to avionics and spectrum supporting flight, containment, flight termination, and command and control.
- When guidance is complete (FY07), need to create an effective training program to pass on our technical experience to the field.** **
- Unmanned Aircraft Systems (UAS) Classification –
- Determining the most appropriate approach to classify UAS.
- Developing new or modifying existing certification procedures and guidance (e.g. FAA Order 8110.4). Identifying deviations (if any) from existing procedures.
- Establishing applicable certification basis – Minimum standards

## UAS Certification Efforts

- Status of Experimentals
-  Two currently issued
-  Three currently being worked
-  Still have plenty in the queue – many inquiries/requests
-  Waiting on the applicants to complete their program letters
- Status of Certification Criteria Development
-  Ramping up a Directorate Team to begin to:
-  Build knowledge base
-  Review existing FARs
-  Recommend changes/revisions
-  Develop certification polices
- Have Identified Point Of Contacts –
-  Seven Team members
-  First meeting July 10th

## First Experimental CertificateIssued August 25, 2005 

**Ceiling **-** **52,000 ft
**Endurance** - 30+ hr
**Length** - 36 ft
**Wingspan** -  86 ft
**Weight** - 7,000 lb

- General Atomics Altair

## Next Certificate Issued December 1, 2005 

- Bell EagleEye

**Notes:**
Consider moving this to Experimental

## What Else?

- Building a UAS Roadmap
- Critical Activity - a “must have”
- Lays out the 5 year plan for the integration of UA’s into the National Airspace System
- Lays the foundation for FAA’s budgetary formulation
- Tells the world where we are headed
- “Ideal” would be to line up with Department of Defense, Department of Homeland Security, and International CAAs
- Pursuing that discussion
- Expected in 4-6 months