Guidelines for integration of autonomous UAS in Global ATM

Abstract

In recent years there is a crescent interest for operating Unmanned Aircraft Systems (UAS) in new areas beyond the current reserved airspace. Such fact has forced regulatory organisations such as the ICAO (International Civil Aviation Organisation) to evaluate unmanned aircraft and to propose regulations for the expanded use of such aircraft. The definition of these regulations is a challenge for the ICAO and the academic community. This paper proposes guidelines seeking the integration of autonomous UAS into the Global ATM proposals from the aircraft viewpoint, the autonomous pilot and the aircraft interaction in GlobalATM. The possibility of integrating UAS into airspace depends on regulations that are yet to be defined and proper data with which to assure the flight safety standards of this new aircraft type.

An approach to assess the safety of ADS-B based unmanned aerial systems

“…The adoption of digital communication technologies, such as Controller Pilot Data Link Communication ( CPDLC ) become compulsory within the new concept of Global ATM (previously known as Communication, Navigation and Surveillance/Air Traffic Management, or simply CNS/ATM) regarding the inclusion of UAS in conventional airspace [4]. Other features such as scanning, latency, availability of the communication channel, error rate, among others, should be considered when modelling new evaluation scenarios.…”

“…Currently, there is no extensive documentation regarding the rules and standards for inserting UAS into the nonsegregated airspace [4]. Because it is a new technological boundary within both civil and military aviation, it is necessary for governmental and aviation authorities to define the parameters and rules to be followed aiming at safe flying by the UASs.…”

“…In the case of UASs, we can deal with 'automated' systems, whose tasks can be pre-defined by an instructor and/or by remote intervention of a GCS; or 'autonomous' systems which can achieve their goals without the intervention of a GCS, i.e. can execute decisions made by the Piloting Autonomous System (PAS) [4]. The aircraft level of autonomy will mainly affect its navigation aspects, especially influencing autopilot models, making them increasingly complex.…”

“…Be it is a manned or unmanned system, the three mandatory activities to operate an aircraft (flight, navigation and communication) that should be assumed by any person or any computer-based system in command of an aircraft [4]. As a result, any UAS designed for non-segregated airspace must conform to existing airspace regulations regarding both collision detection and resolution efforts.…”

“…Scientific and research applications of SUASs are equally numerous, ranging from remote sensing of soil moisture, invasive weed control, wildlife monitoring and geological surveys. In this scenario, it is essential for UAVs that use the same airspace as manned aircraft not to increase safety risks of the existing aeronautical operations [4].…”