曝光台 注意防骗
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Each Service identifies what and how it will operate and create the training programs necessary to safely accomplish the missions. Some of the UA-related training is a fundamental shift away from the skills needed to fly a manned aircraft (e.g., ground-based visual landing). These differences can relate to the means of landing: visual remote, aided visual, or fully autonomous. They may also relate to different interface designs for the UA functions, or the level of control needed to exercise authority over an aircraft based on its autonomous capability. As a result, the Services will have minimum standards for
APPENDIX F – AIRSPACE
Page F-6
knowledge skills required of UA operators operating in the NAS; this minimum standard may differ for given classes of UA. UA operators 3 will be expected to conform to these requirements.
Another issue that arises is when civilian pilots, such as those working for an aircraft manufacturer building UA for the military, need to fly their company's product during the performance of a military contract, such as for test, production delivery, and acceptance (DD Form 250) flights. The Defense Contract Management Agency (DCMA), which is responsible for such activities leading up to the acceptance of aircraft by the government, has established a policy letter (DCMA Instruction 8210.1, dated 13 November 2002) requiring all contractor UA operators to hold a current FAA Private or Commercial Pilot and Instrument rating to fly outside of restricted or warning areas. This policy has already been waived in certain conditions when the operator training and currency requirements have been found adequate for the operation. Qualification standards for non-military UA operators and maintainers will eventually need an FAA rating that reflects the type of aircraft they are operating.
SEE AND AVOID PRINCIPLE
A key requirement for routine access to the NAS is UA compliance with 14 CFR 91.113, “Right-of-Way Rules: Except Water Operations.” This is the Section that contains the phrase “see and avoid,” and is the primary restriction to normal operations of UA. The intent of “see and avoid” is for pilots to use their sensors (eyes) and other tools to find and maintain situational awareness of other traffic and to yield the right-of- way, in accordance with the rules, when there is a traffic conflict. Since the purpose of this regulation is to avoid mid-air collisions, this should be the focus of technological efforts to address the issue as it relates to UA rather than trying to mimic and/or duplicate human vision. In June 2003, USAF’s Air Combat Command (ACC) sponsored a joint working group to establish and quantify a S&A system capability for submission to the FAA; their White Paper, See and Avoid Requirement for Remotely Operated Aircraft, was released in June 2004.
Relying simply on human vision results in mid-airs accounting for an average of 0.8 percent of all mishaps and 2.4 percent of all aviation fatalities incurred annually (based on the 3-year average from 1998 to 2000).4 Meaningful S&A performance must alert the UA operator to local air traffic at ranges sufficient for reaction time and avoidance actions by safe margins. Furthermore, UA operations BLOS may require an automated S&A system due to potential communications latencies or failures.
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无人机系统路线图 Unmanned Aircraft Systems Roadmap(171)
