Class G
Dr
agon E
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Cl
as
s
D
Mi
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o
A
V
s
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i
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FIGURE F-3. UA ANDAIRSPACE CLASSES OF THE NATIONALAIRSPACE SYSTEM1.
It is clear that some taxonomy for UA is needed to define their operating privileges, airworthiness standards, operator training and certification requirements, and their place in the right-of-way rules. Although public (e.g., U.S. military) aircraft are to some degree exempt from a number of FAA regulations such as airworthiness and pilot certification, certain responsibilities still exist.
.
Meeting equivalent airworthiness and operator qualification standards to operate in the NAS
.
Conforming to FAA traffic regulations (S&A, lighting, yielding right-of-way) when operating outside of restricted airspace
.
Complying with international (ICAO and foreign) regulations when transiting their airspace,
regulations which often take those of the FAA as precedents Military UA with a need to routinely operate outside of restricted airspace or in international airspace must therefore make themselves transparent to air traffic management authorities. In large part, this means conforming by exemption to 14 CFR Part 91 for the larger UA, such as the Air Force's Global
1 The FAA is moving toward a two-class structure for the NAS, “terminal” and “enroute.” Terminal will
subsume Class B, C, andD airspace, and Enroute will include Class A, E, and G airspace.
APPENDIX F – AIRSPACE
Page F-4
Hawk and Predator, as do manned military aircraft. This plan calls for these UA (Cat III) to be treated similarly as manned aircraft.
The FAA recently approved a light-sport category in the regulations, and does not require either airworthiness or pilot certification (similar to Part 103 aircraft) for certain uses and limited operations. These aircraft achieve an equivalent level of safety to certificated aircraft with a slightly lower level of reliability. There are also many restricted category aircraft that perform special purpose operations. A number of U.S. military UA (U.S. Navy's Pioneer, U.S. Army's Shadow and Hunter) share similar characteristics and performance. This plan calls for these UA (Cat II) to be treated similarly to ultralights, light-sport, or restricted category aircraft.
As a final case with application to UA, the FAA has chosen not to explicitly regulate certain other aircraft, such as model rockets, fireworks, and radio-controlled (RC) model aircraft. 14 CFR Part 101 specifically exempts smaller balloons, rockets and kites from the regulation and AC 91-57 addresses RC model airplanes, but is advisory only. These systems are omitted from the regulations. All three U.S. Military Departments currently employ UA in the same size, weight, and performance regimes as those of RC models (e.g., Pointer/Raven for the Army and Air Force, and Dragon Eye for the Marine Corps). This plan calls for small UA similar to RC model aircraft (and operated similarly) (UA (Cat I )) to be treated similarly to RC model aircraft. This discussion provides divisions, based on the existing regulatory FAA infrastructure, into which all current military UA can be placed. This is depicted with example UA types in Table F-1.
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