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they pose no greater risk than current users.
In order to be certificated, UAS must demonstrate
that safety will not be compromised.”
From an ATM standpoint this means that
failure rates must be extremely low and that
UAS must have sense-and-avoid capability,
which demonstrates equivalence to the seeand
Lex Hendriks, EUROCONTROL’s deputy
director for network development, says
that Europe must prepare for an influx of
smaller, slower jets.
Air traffic simulations have proven that the
system can handle VLJs, even at the sort of
numbers predicted two or three years ago,
which in view of the state of the economy,
now seem wildly optimistic. It was originally
calculated that up to 300 VLJ flights a
day would be added to the current 26,000
daily Instrument Flight Rules movements,
increasing each year by a further 300 a day.
Hendriks says: “Our models show that we can
accommodate this traffic perfectly well, even
when the significant difference in cruise
speed between VLJs and the current generation
of passenger jets is taken into account.
While larger aircraft cruise at between Mach
0.75 and Mach 0.82, VLJs fly at Mach 0.55 to
Mach 0.65, which means that en-route air
traffic controllers will have to be fully trained
to integrate both types of traffic.”
The United States has restricted VLJs in
some areas to a maximum altitude of 18,000ft
and there have been proposals for a cap of
28,000ft in Europe, but Hendriks does not
believe an altitude limit will be necessary: “As
long as controllers are properly trained, there
should be no problem with full integration.”
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“Ultimately, UAS
may be able to share
other airspace, but
there is some way
to go in terms of
interoperability
before this can
be achieved”
and-avoid capability of manned air traffi c.
Interoperability with existing aircraft must
be seamless, reliable and safe – and EUROCONTROL
believes that this can be achieved.
Matthiesen says: “The International Civil
Aviation Organization [ICAO], the European
Aviation Safety Agency [EASA] and national
Civil Aviation Authorities are close to resolving
some of the certifi cation and fl ight crew
licensing issues raised by UAS. It may be that
we soon see UAS operating in portions of
airspace with minimal risk, such as the very
high levels where there is no manned traffi c
– FL550 to FL600 – with segregated airspace
through which they can climb and descend
with procedures in place to cope with uncommanded
descent.”
This would be attractive to the so-called
‘loitering’ aircraft that have security or
surveillance applications. It may also be possible
to achieve the required risk mitigation
at very low levels – below 400ft seems to be
an altitude on which there is some agreement.
This is the airspace in which the police
may wish to operate, using small surveillance
aircraft in line-of-sight contact with
the operator. But here there must be further
safeguards; perhaps a requirement for such
fl ights to be notifi ed to other users through
the Notice to Airmen system, perhaps with
extra pairs of eyes ensuring no confl ict?
“Ultimately, UAS may be able to share
other airspace, but there is some way to go
in terms of interoperability before this can
be achieved,” says Matthiesen. In Europe,
EASA has responsibility for certifi cation
and fl ight crew licensing of civil UAS above
150kg and national aviation authorities
for certifi cation and fl ight crew licensing
of those below that weight. Consistent
　
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