One of the great challenges foreseen in the integration of UAM into the NAS is safety. Under the safety umbrella, one aspect of UAM safety is the reliability present in today’s electric propulsion systems. Battery technology has quickly advanced and continues to make headway as global leader push for clean, green energy. However, UAM vehicle prototypes are increasing in size and the question is, can battery technology produce the power these larger aircraft demand? I believe an entirely electric architecture can and will soon support UAM, but if UAM technology is implemented as forecast, I feel that current battery technology is lagging and will not provide an adequate margin of safety. One alternative solution to UAM propulsion is a gas-turbine based hybrid electric propulsion systems (Norris, 2019).
The FAA launched its NextGen initiative in 2004 as an attempt to modernize the National Airspace System (NAS). This initiative includes increasing multiple runway operations, performance-based navigation, satellite-based navigation procedures, and upgraded surface and data communications (Walker, 2014). Through UTM, UAS should mesh with FAA’s NextGen initiative. Because UTM is designated as an airspace management tool that aims at providing safe visual and beyond-visual line of sight operations in the low-altitude airspace region, UAS transition into the NAS should be seamless, since the status of airspace can be communicated in real-time through application program interface (API) and not voice (FAA, 2019).
Detect and avoid (DAA) is the UAS operator’s means of maintaining vigilance in the sky. By incorporating advanced technology, surveillance sensors play an important role as the pilot’s eyes and mathematical algorithms the pilot’s judgement as to how and when to determine the aircraft is ‘well-clear’ of other airborne traffic (Rorie, 2018). DAA will be vital as UAS integrate into the NAS. The DAA technological scheme is the key to UAS successfully integrating into the NAS.
Loss of communication link between the UAS operator and aerial vehicle while operating in the NAS is a critical and potentially dangerous situation. One procedure for a lost link scenario is for the aircraft automatically initiate a climb to a designated altitude then track a heading that will return the vehicle to its launch site and land. During this ‘return-to-home’ procedure, if the communication link is reestablished the vehicle can be redirected on course to complete its mission (Texas Department of Transportation, n/d).
References
FAA. (2019, February 1). Unmanned aircraft system traffic management (UTM). Retrieved from https://www.faa.gov/uas/research_development/traffic_management/
Norris, G. (2019, March 27). Engine makers step up hybrid-electric work to meet UAM demand [Web log post]. Retrieved from https://awin-aviationweek-com.ezproxy.libproxy.db.erau.edu/ArticlesStory/tabid/975/Status/IPAddress/id/455f4630-535b-48ed-b3db-bd2d09bfeaca/Default.aspx
Rorie, C. (2018, March 14). UAS integration in the NAS: Detect and avoid. Retrieved from https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20180002420.pdf
Walker, M. B. (2014, October 9). FAA, industry agree on high-priority NextGen initiative. Retrieved from https://search-proquest-com.ezproxy.libproxy.db.erau.edu/docview/1609835700?pq-origsite=summon Texas Department of Transportation. (n/d). Unmanned aircraft systems (UAS) standard operating procedures. Retrieved from https://www.dps.texas.gov/docs/prCh4Anx11.pdf
ASCI 638 HUMAN FACTORS IN UNMANNED AEROSPACE SYSTEMS 