Simpson et al 2009a - Revision history

Scipediacontent at 15:27, 21 January 2021

2021-01-21T15:27:55Z

Scipediacontent: Scipediacontent moved page Draft Content 860479090 to Simpson et al 2009a

2020-09-29T07:55:30Z

Scipediacontent moved page Draft Content 860479090 to Simpson et al 2009a

Scipediacontent: Created page with " == Abstract == Unmanned Aerial Systems (UAS) are set to become part of everyday air traffic operations perhaps within the next few years; however there are significant chall..."

2020-09-29T07:55:28Z

Created page with " == Abstract == Unmanned Aerial Systems (UAS) are set to become part of everyday air traffic operations perhaps within the next few years; however there are significant chall..."

New page

== Abstract ==

Unmanned Aerial Systems (UAS) are set to become part of everyday air traffic operations perhaps within the next few years; however there are significant challenges that need to be addressed in order to seamlessly introduce UAS into non segregated airspace. This chapter discusses some of the identified safety challenges in achieving this objective in the context of the current regulatory framework. It also takes a look at how one might rigorously argue the safety of UAS operations in non-segregated airspace from an Air Traffic Management (ATM) perspective. The chapter draws upon the experience of the authors’ in the UAS domain, more specifically the lessons learnt from a number of safety assessments for flying UAS as Operational or General Air Traffic (OAT or GAT) inside and outside segregated airspace. Most UAS operations are currently constrained to designated danger areas or within temporary restricted areas of airspace, commonly known as segregated airspace, or are flown under special arrangements over the sea. On some occasions, UAS operations are permitted in an extremely limited environment outside segregated airspace. To exploit fully the unique operational capabilities of current and future UAS and thus realise the potential commercial benefits of UAS, there is a desire to be able to access all classes of airspace and operate across national borders and airspace boundaries. Such operations must be acceptably safe but regulation should not become so inflexible or burdensome that the commercial benefits are lost. The viability of the commercial market for UAS especially in the civil market is heavily dependent on unfettered access to the same airspace as manned civilian operations. Whilst it is essential that UAS demonstrate an equivalent level of safety compared to manned operations the current regulatory framework has evolved around the concept of the pilot-inthe-cockpit. There is a need to develop UAS solutions that assure an equivalent level of safety for UAS operations, which in turn will require adaptation of the current regulatory framework to allow for the concept of the pilot-not-in-the-cockpit without compromising the safety of other airspace users. One of the major issues facing UAS operations is the demonstration of equivalence (in particular for See and Avoid) in the context of an evolving ATM environment. It is very important to understand that the current ATM environment is not static. Achieving equivalence with manned operations is not a fixed target as there are many significant changes proposed that aim to improve operational efficiency and performance or enhance safety. On the whole proposed changes to the ATM environment could be seen

Document type: Part of book or chapter of book

== Full document ==
<pdf>Media:Draft_Content_860479090-beopen9639-2256-document.pdf</pdf>

== Original document ==

The different versions of the original document can be found in:

* [http://www.intechopen.com/articles/show/title/uas_safety_in_non-segregated_airspace http://www.intechopen.com/articles/show/title/uas_safety_in_non-segregated_airspace]

* [https://cdn.intechopen.com/pdfs/5991.pdf https://cdn.intechopen.com/pdfs/5991.pdf] under the license cc-by-nc-sa

* [http://cdn.intechweb.org/pdfs/5991.pdf http://cdn.intechweb.org/pdfs/5991.pdf],[https://www.intechopen.com/books/aerial_vehicles/uas_safety_in_non-segregated_airspace https://www.intechopen.com/books/aerial_vehicles/uas_safety_in_non-segregated_airspace],[http://cdn.intechopen.com/pdfs/5991/InTech-Uas_safety_in_non_segregated_airspace.pdf http://cdn.intechopen.com/pdfs/5991/InTech-Uas_safety_in_non_segregated_airspace.pdf],[https://academic.microsoft.com/#/detail/1545480476 https://academic.microsoft.com/#/detail/1545480476]

* [https://www.intechopen.com/download/pdf/5991 https://www.intechopen.com/download/pdf/5991],[http://dx.doi.org/10.5772/6492 http://dx.doi.org/10.5772/6492]

@@ Line 2: / Line 2: @@
 == Abstract ==
-Unmanned Aerial Systems (UAS) are set to become part of everyday air traffic operations perhaps within the next few years; however there are significant challenges that need to be addressed in order to seamlessly introduce UAS into non segregated airspace. This chapter discusses some of the identified safety challenges in achieving this objective in the context of the current regulatory framework. It also takes a look at how one might rigorously argue the safety of UAS operations in non-segregated airspace from an Air Traffic Management (ATM) perspective. The chapter draws upon the experience of the authors’ in the UAS domain, more specifically the lessons learnt from a number of safety assessments for flying UAS as Operational or General Air Traffic (OAT or GAT) inside and outside segregated airspace. Most UAS operations are currently constrained to designated danger areas or within temporary restricted areas of airspace, commonly known as segregated airspace, or are flown under special arrangements over the sea. On some occasions, UAS operations are permitted in an extremely limited environment outside segregated airspace. To exploit fully the unique operational capabilities of current and future UAS and thus realise the potential commercial benefits of UAS, there is a desire to be able to access all classes of airspace and operate across national borders and airspace boundaries. Such operations must be acceptably safe but regulation should not become so inflexible or burdensome that the commercial benefits are lost. The viability of the commercial market for UAS especially in the civil market is heavily dependent on unfettered access to the same airspace as manned civilian operations. Whilst it is essential that UAS demonstrate an equivalent level of safety compared to manned operations the current regulatory framework has evolved around the concept of the pilot-inthe-cockpit. There is a need to develop UAS solutions that assure an equivalent level of safety for UAS operations, which in turn will require adaptation of the current regulatory framework to allow for the concept of the pilot-not-in-the-cockpit without compromising the safety of other airspace users. One of the major issues facing UAS operations is the demonstration of equivalence (in particular for See and Avoid) in the context of an evolving ATM environment. It is very important to understand that the current ATM environment is not static. Achieving equivalence with manned operations is not a fixed target as there are many significant changes proposed that aim to improve operational efficiency and performance or enhance safety. On the whole proposed changes to the ATM environment could be seen
+Unmanned Aerial Systems (UAS) are set to become part of everyday air traffic operations perhaps within the next few years; however there are significant challenges that need to be addressed in order to seamlessly introduce UAS into non segregated airspace. This chapter discusses some of the identified safety challenges in achieving this objective in the context of the current regulatory framework. It also takes a look at how one might rigorously argue the safety of UAS operations in non-segregated airspace from an Air Traffic Management (ATM) perspective. The chapter draws upon the experience of the authorsâ in the UAS domain, more specifically the lessons learnt from a number of safety assessments for flying UAS as Operational or General Air Traffic (OAT or GAT) inside and outside segregated airspace. Most UAS operations are currently constrained to designated danger areas or within temporary restricted areas of airspace, commonly known as segregated airspace, or are flown under special arrangements over the sea. On some occasions, UAS operations are permitted in an extremely limited environment outside segregated airspace. To exploit fully the unique operational capabilities of current and future UAS and thus realise the potential commercial benefits of UAS, there is a desire to be able to access all classes of airspace and operate across national borders and airspace boundaries. Such operations must be acceptably safe but regulation should not become so inflexible or burdensome that the commercial benefits are lost. The viability of the commercial market for UAS especially in the civil market is heavily dependent on unfettered access to the same airspace as manned civilian operations. Whilst it is essential that UAS demonstrate an equivalent level of safety compared to manned operations the current regulatory framework has evolved around the concept of the pilot-inthe-cockpit. There is a need to develop UAS solutions that assure an equivalent level of safety for UAS operations, which in turn will require adaptation of the current regulatory framework to allow for the concept of the pilot-not-in-the-cockpit without compromising the safety of other airspace users. One of the major issues facing UAS operations is the demonstration of equivalence (in particular for See and Avoid) in the context of an evolving ATM environment. It is very important to understand that the current ATM environment is not static. Achieving equivalence with manned operations is not a fixed target as there are many significant changes proposed that aim to improve operational efficiency and performance or enhance safety. On the whole proposed changes to the ATM environment could be seen
-−
-Document type: Part of book or chapter of book
-−
-== Full document ==
-<pdf>Media:Draft_Content_860479090-beopen9639-2256-document.pdf</pdf>
@@ Line 14: / Line 9: @@
 The different versions of the original document can be found in:
-* [http://www.intechopen.com/articles/show/title/uas_safety_in_non-segregated_airspace http://www.intechopen.com/articles/show/title/uas_safety_in_non-segregated_airspace]
+* [http://www.intechopen.com/articles/show/title/uas_safety_in_non-segregated_airspace http://www.intechopen.com/articles/show/title/uas_safety_in_non-segregated_airspace] under the license https://creativecommons.org/licenses/by-nc-sa
-* [https://cdn.intechopen.com/pdfs/5991.pdf https://cdn.intechopen.com/pdfs/5991.pdf] under the license cc-by-nc-sa
+* [https://cdn.intechopen.com/pdfs/5991.pdf https://cdn.intechopen.com/pdfs/5991.pdf]
-* [http://cdn.intechweb.org/pdfs/5991.pdf http://cdn.intechweb.org/pdfs/5991.pdf],[https://www.intechopen.com/books/aerial_vehicles/uas_safety_in_non-segregated_airspace https://www.intechopen.com/books/aerial_vehicles/uas_safety_in_non-segregated_airspace],[http://cdn.intechopen.com/pdfs/5991/InTech-Uas_safety_in_non_segregated_airspace.pdf http://cdn.intechopen.com/pdfs/5991/InTech-Uas_safety_in_non_segregated_airspace.pdf],[https://academic.microsoft.com/#/detail/1545480476 https://academic.microsoft.com/#/detail/1545480476]
+* [https://www.intechopen.com/books/aerial_vehicles/uas_safety_in_non-segregated_airspace https://www.intechopen.com/books/aerial_vehicles/uas_safety_in_non-segregated_airspace],
-* [https://www.intechopen.com/download/pdf/5991 https://www.intechopen.com/download/pdf/5991],[http://dx.doi.org/10.5772/6492 http://dx.doi.org/10.5772/6492]
+* [https://www.intechopen.com/download/pdf/5991 https://www.intechopen.com/download/pdf/5991],

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