Discussion-paper-submitted-by-EASA-UAS-Workshop-#-3-Version-1.pdf
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1、 Discussion paper submitted by EASA UAS Workshop # 3 - Version 1.0 Page 1 EUROPEAN COMMISSION UNMANNED AIRCRAFT SYSTEM (UAS) PANEL PROCESS 3 RD WORKSHOP 19 OCTOBER 2011 (SAFETY AND CERTIFICATION) DISCUSSION PAPER1 UAS Safe to be flown and flown safely 1 This document has been compiled on request of
2、the European Commission in preparation for the EC UAS Panels 3rd Workshop on 19 October 2011. Additional comments and inputs can be supplied by e-mail to single.sky.contacteurocontrol.int until 13 October 2011. Written contributions will be made available on the conference website unless otherwise s
3、pecified by its author. 2 1. Introduction.3 1.1 Background.3 1.2 Five Workshops .3 1.3 Objective and scope of third Workshop.3 2. The Importance of UAS safety rules4 3. Present situation4 3.1 Market developments4 3.2 Progress of regulatory actions.4 4. Demarcation between national and European-level
4、 rules (issue 1) .5 4.1 Situation.5 4.2 Possible options for rulemaking6 4.3 Possible options for type certification of “light” UAS (e.g. 25 to 150 Kg)7 5. Rules for UAS operations (issue 2)7 5.1 Which operators subject to certification?7 5.2 Which types of operations to consider first?8 5.3 Develop
5、ment of safety objectives for D lead to utilising parts of the airspace not significantly used by (or even accessible to) manned aviation (e.g. very low level; extremely high altitudes; inside dangerous airspace affected by volcanic, nuclear or chemical activity; close to “obstacles” like bridges or
6、 masts; in urban canyons; indoor; etc.). Furthermore UAS could merge with some of the concepts being developed by SESAR (e.g. 4D trajectory; extensive use of data link; System Wide Information Management SWIM; etc.), and promote technological developments (e.g. “detect and avoid”). In the long run t
7、his could potentially raise the safety level of conventional “manned” commercial and general aviation. In order to allow UAS to be safe and to fly safely, complex regulatory issues need to be solved, in compliance with EU law on the Single European Sky and with Regulation (EC) No 216/20082 on common
8、 rules in the field of civil aviation. As a follow-up to the conference in 2010, the European Commission (EC) has therefore launched a process which will help to develop a strategy for the future of UAS production and use in the European Union (EU), identifying any key issues currently hindering mar
9、ket access, under safe conditions, for UAS. 1.2 Five Workshops The mentioned process is being progressed through five Workshops: The first one, exploring market perspectives, took place on 12 July 2011; The second one (13-14 September 2011) addressed insertion of UAS into non- segregated airspace an
10、d electro-magnetic spectrum; The third Workshop, for which this Discussion Paper has been prepared, will assess the state of play on safety regulation of UAS; The fourth one, currently scheduled on 16 November 2011, will explore liability issues, privacy protection, protection of personal data, soci
11、etal impacts, ethical concerns, and other matters to be regulated in the internal market; The fifth Workshop, scheduled in January 2012, will identify technology gaps, priorities for R 166 public or private entities involved in the field; Around 400 different UAS types known, about 10% of which alre
12、ady in service; 4 applications for type certification received by EASA (150 Kg). It seems highly probable that the potential size of the civil market for UAS will expand significantly in the medium term. However for the sector to be able to take advantage of these commercial opportunities it will be
13、 necessary that: a pragmatic, clear and efficient safety regulatory framework for UAS is developed; and high standards of safety can be assured in relation to third parties on the ground and other users of non-segregated airspace. 3.2 Progress of regulatory actions UAS used in international operatio
14、ns, regardless of the weight, fall within the mandate of ICAO. ICAO established a specific UAS Study Group in 2007, amended Annex 13 in 2010, and 3 Amendment of Annex 13 in 2010 ; debate at 37th General Assembly in October 2010 ; Circular 328 published in March 2011 ; State Letter 2011/55 proposing
15、amendments to Annexes 2 and 7. 4 Published in March 2011. 5 http:/www.easa.europa.eu/certification/docs/policy-statements/E.Y013- 01_%20UAS_%20Policy.pdf 5 published Circular 328 in 2011. In the same year it proposed to amend Annexes 2 and 7 in order to accommodate UAS. The current scope of B.R. cov
16、ers all aviation domains: airworthiness, air operations, flight crew licensing, third country aircraft, Air Traffic Management, Air Navigation Services and aerodromes. All UAS fall within the current mandate of EASA with the exclusion of: UAS engaged in military, customs, police or similar services6
17、. For them the Member States shall ensure that such services have due regard as far as is practical to the objectives of the Basic Regulation; UAS of any mass specifically designed or modified for research, experimental or scientific purposes, and likely to be produced in very limited numbers7; UAS
18、that have been in the service of military forces, unless the aircraft is of a type for which a design standard has been adopted by the Agency8; UAS with an operating mass of no more than 150 kg9. Within the scope of its remit, EASA has published in 2009 a “policy” to guide applicants for airworthine
19、ss certification of civil UAS above 150 Kg. Further rulemaking actions are planned. Safety oversight of UAS outside the scope of the Basic Regulation is the responsibility of EU Member States. Other entities are active in the field of safety regulation or development of voluntary standards for UAS,
20、including EUROCONTROL, JARUS and Eurocae. Further information on the regulatory progress is contained in attachment A. The remainder of this paper sets out a series of safety regulatory issues which will be the subject of the workshop on 19 October. The six main issues are as follows: 1. Demarcation
21、 between national and European-level rules 2. Rules for operations 3. Rules for crew licensing 4. How to regulate very small UAS 5. Regulation of non-military State UAS 6. Safety data collection and analysis 4. Demarcation between national and European-level rules (issue 1) 4.1 Situation Currently A
22、nnex II to Basic Regulation excludes “small” UAS of a mass not greater than 150 Kg. This implies that for those national rules apply. The latter are potentially 27 different sets of rules, not necessarily translated in all languages, not necessarily identical and not necessarily updated at the same
23、time (e.g. following an amendment of the ICAO Annexes). While the most organised and developed EU Member States (MS) can probably establish national rules in a quicker way than the EU, in the medium term the existence of several disparate sets of national rules can most probably be seen as a major o
24、bstacle for the internal market, not only for the UAS manufacturers, but also for the civil UAS pilots and operators. 0nly a minority (i.e. less than 10) of EU MS have established rules for small UAS (or have concrete plans in that respect), which may lead to legal uncertainties in the majority of E
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