Unmanned aerial systems (UAS) pose numerous problems within the National
Airspace System (NAS). For these
reasons, the Federal Aviation Administration (FAA) has put forth legislation to
maintain safety in the NAS after the introduction of UAS. One of the most difficult problems facing a
UAS is the loss of a control data link, commonly referred to as “lost link”. The International Civil Aviation Organization
(ICAO) defines lost link as “The loss of command and control link contact with
the remotely-piloted aircraft such that the remote pilot can no longer manage
the aircraft’s flight” (ICAO, 2011). In
the event of a lost link, the risk associated with the unmanned operation
suddenly increases, possibly placing manned aircraft in harm’s way.
Legislative requirements for UAS in the NAS were discussed in the first
edition of the FAA’s roadmap in 2013.
Among those requirements, a goal was set to develop training
requirements specific to the lost link requirements that would continue
developing through 2020. Furthermore,
the FAA indicated that it would prefer to have UAS training for ATC facilities
through 2020 to educate operators on lost link procedures (FAA, 2013, p. 61).
The FAA mandated that all unmanned
assets except model aircraft operations must provide ATC with lost link
procedures in their simplest form.
Additionally, ATC must be able to contact the pilot in command of the
UAS. The aircraft’s technological
capability must also include a transponder. One of the most commonly known
methods of expressing an emergency in flight, the FAA also requires UAS with
lost link to squawk transponder code 7600 (FAA, 2015, p. 4).
Although the FAA allows UAS
operations within Class A, C, D, E, and G airspace, further guidance was
developed for Class C airspace specifically.
Aside from the previous information, the UAS lost link procedures
delivered to the FAA must include the “lost link route of flight, transponder
us, lost link orbit points, communications procedures, and pre-planned flight
termination points in the event recovery of the UAS is not feasible” (FAA,
2011, p. 5).
Due to the nature of military UAS
operations in Afghanistan, Iraq, and Syria in 2016, lost link occurs
often. Unlike the NAS, however, military
UAS have been operating longer and within more understood confines, in addition
to (usually) more open airspace. With
the integration of the UAS into the NAS, safety is the primary concern and lost
link will pose a great risk to that safety.
Without a doubt, lost link procedures and legislation will continue to
be developed indefinitely.
References
FAA. (2011). N JO
7210.766: Unmanned aircraft operations in the national airspace system (NAS). Federal Aviation Administration.
Retrieved from http://www.faa.gov/documentlibrary/media/notice/N7210.766.pdf
FAA. (2013).
Integration of civil unmanned aircraft systems (UAS) in the national airspace
system (NAS) roadmap. Federal Aviation
Administration. Retrieved from https://www.faa.gov/uas/media/uas_roadmap_2013.pdf
FAA. (2015). N JO
7210.889: Unmanned aircraft operations in the national airspace system. Federal Aviation Administration. Retrieved
from https://www.faa.gov/documentLibrary/media/Notice/N_JO_7210.889_Unmanned_Aircraft_Operations_in_the_NAS.pdf
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