The National Academies Press

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Pages 83-100

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From page 83... ... B-1 Airspace and UAS Traffic Management UAS integration with the NAS and associated traffic management with manned aircraft is a top priority of the FAA and aviation industry. Based upon meetings with FAA Airports, ATC and UAS Integration personnel, UAS operating within the airport airspace, including transitioning to and from the NAS, must follow established airport terminal airspace and ground operations procedures in addition to FAR Part 107 operational requirements. Read the entire page →
From page 84... ... B-2 Airports and Unmanned Aircraft Systems Figure B-1. Examples of current uses for drones and their altitudes of operation (GAO, n.d.) Read the entire page →
From page 85... ... General Airport Issues and Challenges with UAS B-3 mitigation procedures. With the growth of UAS operations including the viability of air taxi, package delivery, and personal air transport, the airspace environment surrounding the airport will likely become larger to support additional approach and departure paths. Read the entire page →
From page 86... ... B-4 Airports and Unmanned Aircraft Systems airspace authorizations through DroneZone (https:FAAdronezone.faa.gov) Read the entire page →
From page 87... ... General Airport Issues and Challenges with UAS B-5 Existing aeronautical radio navigation spectrum between 700 megahertz (MHz) and 5 gigahertz (GHz) Read the entire page →
From page 88... ... B-6 Airports and Unmanned Aircraft Systems and development beyond the GBSAA safety area need to be designed to avoid limiting or blocking the signal. Radio Communication and Aircraft Management Radio communication between manned aircraft, UAS, and ATC continues be a concern. Read the entire page →
From page 89... ... General Airport Issues and Challenges with UAS B-7 advantage of these tools to distribute cartographic representations when communicating with airport users. As noted in a discussion with Jonathan Daniels, CEO of Praxis Aerospace Concepts, specific charting and identification information needs to be provided to highlight airports that support UAS activity, airports specifically designed to support military and/or commercial UAS (drone) Read the entire page →
From page 90... ... B-8 Airports and Unmanned Aircraft Systems A brief list of FAA's findings is as follows: • Due to substantial high radio spectrum congestion within the airport environment, UAS detection was difficult and, in some cases, impossible. • Certain operational states also limited detection and require a high level of manpower to operate equipment and discern false positives. Read the entire page →
From page 91... ... General Airport Issues and Challenges with UAS B-9 Urban Air Mobility and Autonomous Vehicles UAS technology has also spurred the development of urban air transport/urban air mobility (UAM) Read the entire page →
From page 92... ... B-10 Airports and Unmanned Aircraft Systems Operational Challenges and Airport Land Use Zoning Integration of UAS operating in and around the airport environment is likely to impact airport operational procedures and airport zoning. Concerns identified by various stakeholders are highlighted in the following sections. Read the entire page →
From page 93... ... General Airport Issues and Challenges with UAS B-11 Operational protocols must be flexible to allow for the growth of the UAS market and changes in technology. Coordination and communication according to operators is the key to providing a safe and efficient airport environment. Read the entire page →
From page 94... ... B-12 Airports and Unmanned Aircraft Systems Airport sponsor grant assurances can be broken into two categories: general requirements for airport operations, finance and management, and requirements related to airport planning and AIP-funded projects. Since UAS activity cannot be used to support AIP-funded projects, only general airport sponsor grant requirements are currently relevant. Read the entire page →
From page 95... ... General Airport Issues and Challenges with UAS B-13 as possible. However, the fee structure must be reasonable and not discriminatory. Read the entire page →
From page 96... ... B-14 Airports and Unmanned Aircraft Systems (FAA, 2014) Read the entire page →
From page 97... ... General Airport Issues and Challenges with UAS B-15 • FAA to update 107.205, flying a drone from moving vehicle, and 107.25, beyond line of sight, to allow for carriage of another person's property for compensation or hire, and • FAA to establish a small UAS air carrier certificate for the transportation of property for compensation or hire (Rupprecht Law P.A., 2018) Read the entire page →
From page 98... ... B-16 Airports and Unmanned Aircraft Systems foreign investment and development of UAS and UAM technology worldwide in addition to the global nature of aviation, standardized UAS operating, manufacturing and design criteria will benefit all parties. To this end, the 2018 FAA Reauthorization Act provides the following support to UAS operators: • "Requires the FAA to assist U.S. Read the entire page →
From page 99... ... General Airport Issues and Challenges with UAS B-17 • SRC, Inc (www.srcinc.com) • SENSOFUSION (www.sensofusion.com) Read the entire page →
From page 100... ... B-18 Airports and Unmanned Aircraft Systems Summary The increase in the number and type of UAS operations within the airport setting will provide airports several revenue enhancement and operational opportunities, but stakeholders must also consider the challenges of integrating this new aeronautical activity. Given forecast demand, integrating UAS into routine airport operations will impact all airport stakeholders by affecting airport capacity. Read the entire page →

From page 83...

... B-1 Airspace and UAS Traffic Management UAS integration with the NAS and associated traffic management with manned aircraft is a top priority of the FAA and aviation industry. Based upon meetings with FAA Airports, ATC and UAS Integration personnel, UAS operating within the airport airspace, including transitioning to and from the NAS, must follow established airport terminal airspace and ground operations procedures in addition to FAR Part 107 operational requirements.