The Next Generation Air Transportation System (NextGen) has become the flagship project of the Federal Aviation Administration (FAA). Under NextGen, the national airspace (NAS) will undergone an overhaul of its current operations and protocols in order to harness the latest advances in information technology, communication, and satellite based navigation. Some of the older navigational aids and protocols will become gradually abandoned (FAA, 2014).
The NextGen will enable the aviation industry to continue its expansion by enhancing the efficacy of all NAS operations. Some of the benefits include reduced delay time on ground, faster and more direct flight routes, enhanced distribution of realtime information to all users, reduction of the aviation industry environmental footprint, and improving the safety and security of all NAS users (FAA, 2014).
The advent of Unmanned Aerospace Systems (UAS), as an alternative and an expansion to classic manned aircraft applications, increased the complexity of the NextGen project. The integration of UAS to the NAS was initially inhibited due to a lack of safety related requirements and formal criteria that govern UAS operations in the NAS. The main challenges emerge from the lack of an onboard human operator to fulfill the see and avoid task, and the vast variations between different UAS in their onboard equipment and performance characteristics , 2012).
Sense and avoid is the ultimate controversy point that hinders unsegregated UAS operations in the NAS. This issue is directly related to the regulatory definition of the sense and avoid responsibility being directly assigned to pilots of manned aircraft. The issue is a research subject for many emerging technologies that are based on cooperative or non-cooperative technologies. This gap requires a modification of the current regulations, together with enhanced systems that can fulfill this task at a safety level acceptable for NAS users.
UAS require several communication channels depending on their operational range and the available communication modules onboard the air vehicle. NextGen communication architecture did not account for the vast information demands that UAS incur during their operations. Another important issue is the case of link lost. In the realm of UAS control, a lost link may eventually result in losing control of the AV. This has safety implications on the NAS users. Alternatives include the execution of lost link contingency procedures, however, these procedures consist of a vast amount of information that are too lengthy in comparison to the flight plan formats currently in use. This may result in complications to upload these plans to the appropriate ATC control centers (Paczan., Cooper, & Zakrzewski, 2012).
The NextGen provides a continuous exchange of information between all users. UAS pilots who fly to observer AV operations will need to be able to receive operational and advisory information from all NAS users through NextGen information terminals. One important aspect is the need to comply with design criteria and information representation like other NextGen users. Ground Control Station design aspects must receive the required modifications to align the navigational display with NextGen standards.
Paczan N., Cooper J.,Zakrzewski E. (2012), Integrating Unmanned Aircraft into NextGent Automation Systems. (Paczan., Cooper, & Zakrzewski, 2012)
JOINT PLANNING AND DEVELOPMENT OFFICE (JPDO). (2012). NextGen UAS research, development and demonstration roadmap. version 1.0
The NextGen will enable the aviation industry to continue its expansion by enhancing the efficacy of all NAS operations. Some of the benefits include reduced delay time on ground, faster and more direct flight routes, enhanced distribution of realtime information to all users, reduction of the aviation industry environmental footprint, and improving the safety and security of all NAS users (FAA, 2014).
The advent of Unmanned Aerospace Systems (UAS), as an alternative and an expansion to classic manned aircraft applications, increased the complexity of the NextGen project. The integration of UAS to the NAS was initially inhibited due to a lack of safety related requirements and formal criteria that govern UAS operations in the NAS. The main challenges emerge from the lack of an onboard human operator to fulfill the see and avoid task, and the vast variations between different UAS in their onboard equipment and performance characteristics , 2012).
Sense and avoid is the ultimate controversy point that hinders unsegregated UAS operations in the NAS. This issue is directly related to the regulatory definition of the sense and avoid responsibility being directly assigned to pilots of manned aircraft. The issue is a research subject for many emerging technologies that are based on cooperative or non-cooperative technologies. This gap requires a modification of the current regulations, together with enhanced systems that can fulfill this task at a safety level acceptable for NAS users.
UAS require several communication channels depending on their operational range and the available communication modules onboard the air vehicle. NextGen communication architecture did not account for the vast information demands that UAS incur during their operations. Another important issue is the case of link lost. In the realm of UAS control, a lost link may eventually result in losing control of the AV. This has safety implications on the NAS users. Alternatives include the execution of lost link contingency procedures, however, these procedures consist of a vast amount of information that are too lengthy in comparison to the flight plan formats currently in use. This may result in complications to upload these plans to the appropriate ATC control centers (Paczan., Cooper, & Zakrzewski, 2012).
The NextGen provides a continuous exchange of information between all users. UAS pilots who fly to observer AV operations will need to be able to receive operational and advisory information from all NAS users through NextGen information terminals. One important aspect is the need to comply with design criteria and information representation like other NextGen users. Ground Control Station design aspects must receive the required modifications to align the navigational display with NextGen standards.
References
FAA (2014). NextGe update: 2014. Retrieved from https://www.faa.gov/nextgen/media/NextGenUpdate2014.pdfPaczan N., Cooper J.,Zakrzewski E. (2012), Integrating Unmanned Aircraft into NextGent Automation Systems. (Paczan., Cooper, & Zakrzewski, 2012)
JOINT PLANNING AND DEVELOPMENT OFFICE (JPDO). (2012). NextGen UAS research, development and demonstration roadmap. version 1.0
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