I saw on a gliding forum (u.r.a.s.) that there's a recent house of commons defence committee report:
http://www.publications.parliament.u...ce/535/535.pdf
or easier to use:
tinurl
http://tinyurl.com/6xgp2l
On page 136 starts a memo from the CAA about UAVs. I presume that as it is in thepublic domain, I can reproduce an extract here:
7. The long term industry aspiration is that UAVs will be permitted to fly in exactly the same airspace as
manned aircraft. An essential prerequisite will be that UAVs will need to meet all existing safety standards
applicable to manned aircraft, which are appropriate to the class of airspace within which they are intended
to operate. However, this will not be permitted until the UAV industry can demonstrate that UAVs have
an “equivalent” capability to manned aircraft in a number of respects, including safety. Airworthiness of
the aircraft is an issue being monitored by the CAA’s Safety Regulation Group. In airspace terms, the critical issue will be the development of a technical solution replicating the ability of a pilot of a manned aircraft to see and avoid other aircraft. The latter requirement has yet to be overcome and therefore, for the time being UAV flights that take place beyond line of sight are restricted to such airspace as can be segregated from other airspace users. The operation of UAVs must also be transparent to the ATC system which means that an air traffic controller providing a service should expect a UAV to react to control instructions in the same way as would a manned aircraft. To date, the impact of UAVs on UK airspace and Air Traffic Control has been minimal; however, there are clear indications that the demand for segregated airspace is on the increase, both from UK industry and from the MOD.
8. In the UK, segregation is achieved by restricting UAV activity to the confines of existing or newly
established Danger Areas. On a temporary basis, segregated airspace can take the form of Restricted Area
(Temporary), which can be established under Article 96 to the Air Navigation Order 2005 where it would
be in the public interest to do so or in the interests of national defence; however, the establishment of a
Restricted Area (Temporary), as opposed to the utilisation of existing Danger Areas, places further
restrictions on other airspace users.
UAV Activity
9. A significant increase in both civil and military UAV flying is anticipated, most of which will require
access in the future to all classes of airspace if it is to be operationally effective and/or commercially viable.
The CAA is involved in a number of working groups to ensure the demands and requirements of UAV
operators and other airspace users are met. The CAA is represented on an International Civil Aviation
Organisation (ICAO) Study Group, which is developing international guidance on the operation of UAS
and is also engaged with a major European body (EUROCAE) which is developing UAV standards.
Furthermore, by ensuring it is at the forefront of this emerging activity, the CAA has the opportunity to
influence other regulators (such as the European Aviation Safety Agency and the Federal Aviation
Administration) to maintain an acceptable level of safety for all aircraft and airspace users into the future.
The recent amendment process to update Civil Aviation Publication (CAP) 722: Unmanned Aircraft System
Operations in UK Airspace—Guidance has been a collaborative approach with significant input from
industry and the MoD. To ensure a co-ordinated approach across all relevant disciplines, the CAA has
established committees to address UAV issues that involve all relevant CAA departments as well as industry
representatives.
10. In terms of military UAV flying within the UK, the prime activity is for training, which, at present,
is confined to existing Danger Areas; however, the acquisition of systems such as Watchkeeper has led to a
growth in demand for airspace to enable UAV training missions to be conducted in a realistic environment.
As previously stated, before UAVs can be safely integrated with other airspace users, UAV operators would
be required to work within the same regulatory framework as that of manned aircraft operating in the same
class of airspace. As such, current MoD and industry UAV operations, beyond line of sight, will take place
inside Danger Areas or other segregated airspace. The following points are of note:
(a) Whilst manned aircraft can utilise the principles of “see and avoid” to visually avoid colliding with
other aircraft, UAVs do not yet have an equivalent method of aerial collision avoidance. “sense
and avoid” systems are under development to emulate this manned aircraft capability; however,
it is unlikely that a system which is acceptable to civil regulatory authorities (and by implication,
other airspace users) will be available for some time.10
(b) It is CAA policy to utilise Danger Areas as a method of segregating UAV activities; however, it
is recognised that this may be misinterpreted to mean that the activity is in some way dangerous.
While the flight may not in itself be considered dangerous, with the lack of a “sense and avoid”
capability the UAV activity requires an enhanced level of protection from other airspace users,
which can best be catered for by using Danger Areas.
(c) In all aviation activities, including UAVs, it is essential that the risk of endangerment to people
and property on the ground, as well as to other aircraft, be avoided. As such, for a UAV that has
not yet gained an airworthiness certificate or a military release to service, flights may be restricted
to segregated airspace over land or sea that is devoid of people and property to ensure that third
parties are not exposed to any unacceptable risks. This issue is carefully considered when
establishing segregated airspace and has been a key factor in the development of the UAV flight
test and trials facility at Parc Aberporth in West Wales with its access to Danger Area EG D201.
11. With the future introduction of Watchkeeper, it was recognised that the size of the Danger Area
complex in the vicinity of Salisbury Plain would not allow the UAV to utilise its full ISTAR capabilities due
to the standoff range required for its sensors, ie the capability to operate at range from their intended target.
As such, a proposal has been put forward by the MOD to establish additional Danger Areas to the south
of the existing Salisbury Plain Training Areas. The Airspace Change Process is being conducted in
accordance with CAA policy as set out in Civil Aviation Publication 725. Whilst this will clearly have an
impact on other airspace users, full consultation will take place with, amongst others, the aviation
community to ensure that the available airspace can be used in a safe and efficient manner and that the new
Danger Area structure is proportionate to the MOD’s needs and has the minimum impact on other
airspace users.
12. The CAA is aware of the UAV industry’s view on the benefits that the operation of UAVs may bring,
and will apply its best efforts to meeting the reasonable demands of this sector, whilst balancing those against
the needs of the manned aviation industry. It is recognised that the requirements for UAV operations inside
Controlled Airspace, in terms of procedures and equipment carriage, may differ from operations outside of
that more stringent regulatory environment; however, the basic remit for collision avoidance is the same in
all classes of airspace. Detailed policy has yet to be established in some areas, which will be progressed by
the CAA with all interested parties playing a significant role. However, UAVs will be segregated from other
traffic until an acceptable collision avoidance system has been developed and is in place.
Conclusion
13. The CAA is alert to the airspace requirements of all users, including operators of UAVs, and is
working closely with stakeholders to ensure a collaborative approach in determining evolving policy related
to UAV operations. UAVs are expected to play a significant role in a number of military and civil areas and
it is important that the abilities of these platforms are exploited fully. In the short term at least, it is
anticipated that these operations will be significantly different in their profile and requirements from manned
aircraft operations. It is anticipated that future airspace arrangements will need to cater for all types of UAV
operations and access to all classes of airspace. The need for safe integration without compromising current
levels of safety is evident. The CAA has played, and continues to play, a lead role in this regard.
29 April 2008
---------------------------------
Chris N.