无人机系统路线图 Unmanned Aircraft Systems Roadmap(172)

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The FAA does not provide a quantitative definition of S&A, largely due to the number of combinations of pilot vision, collision vectors, sky background, and aircraft paint schemes involved in seeing oncoming traffic. Having a sufficient field of regard (FOR) for a UA S&A system, however, is fundamental to meeting the goal of assured air traffic separation.  The FAA does provide a cockpit field of regard recommendation in its Advisory Circular 25.773-1, but the purpose of AC 25.773-1 does not specifically mention S&A.
Although an elusive issue, one fact is apparent. The challenge with the S&A issue is based on a capability constraint, not a regulatory one.  Given the discussions in this and other analyses, a possible definition for S&A systems emerges:  S&A is the onboard, self-contained ability to
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Detect traffic that may be a conflict

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Evaluate flight paths

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Determine traffic right-of-way

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Maneuver well clear according to the rules in Part 91.113, or

3 NOTE: UA operators may, or may not, be "rated pilots." For this Airspace Integration Plan, "operator" is the generic term to describe the individual with the appropriate training and Service certification for the type of UA being operated, and as such, is responsible for the air vehicle's operations and safety.
4 National Transportation Safety Board aviation statistics.
APPENDIX F – AIRSPACE
Page F-7
. Maneuver as required in accordance with Part 91.111. The key to providing the "equivalent level of safety" required by FAA Order 7610.4K, Special Military Operations for Remotely Operated Aircraft, is the provision of some comparable means of S&A to that provided by pilots onboard manned aircraft.  The purpose of S&A is to avoid mid air collisions, and this
should be the focus of technological efforts to address S&A (rather than trying to mechanize human vision).
From a technical perspective, the S&A capability can be divided into the detection of oncoming traffic and the execution of a maneuver to avoid a midair.  The detection aspect can be further subdivided into passive or active techniques applicable in cooperative or non-cooperative traffic environments.
The active cooperative scenario involves an interrogator monitoring a sector ahead of the UA to detect oncoming traffic by interrogating the transponder on the other aircraft.  Its advantages are that it provides both range and bearing to the traffic and can function in both visual and instrument meteorological conditions (VMC and IMC). Its disadvantages are its relative cost.  Current systems available in this category include the various Traffic-alert and Collision Avoidance Systems (TCAS).  
The active non-cooperative scenario relies on a radar- or laser-like sensor scanning a sector ahead of the UA to detect all traffic, whether transponder-equipped or not.  The returned signal provides range, bearing, and closure rate, allowing prioritization of oncoming traffic for avoidance, in either VMC or IMC. Its potential drawbacks are its relative cost, the bandwidth requirement to route its imagery (for non-autonomous systems), and its weight.  An example of an active, non-cooperative system that is currently available is a combined microwave radar and infrared sensor originally developed to enable helicopters avoid power lines.
　
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