曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

Operations), will be required.
Regulation: Airworthiness Certification
The FAA's airworthiness regulations are meant to ensure that aircraft are built and maintained so as to
minimize their hazard to aircrew, passengers, and people and property on the ground. Airworthiness is
concerned with the material and construction integrity of the individual aircraft and the prevention of it
coming apart in mid-air and/or causing damage to persons or property on the ground. Over the 19 year
period from 1982 to 2000, an annual average of 2.2 percent of all aviation fatalities involved people being
hit by falling parts of aircraft. A UA that must be available for unrestricted operations worldwide (e.g.,
Global Hawk) in all classes of airspace compels consideration for the safety of people on the ground. The
operational requirements for UA operation in civil airspace means flight over populated areas must not
raise concerns based on overall levels of airworthiness, therefore, UA standards cannot vary widely from
those for manned aircraft without raising public and regulatory concern.
FAA regulations do not require "public aircraft" (ones government-owned or operated) to be certified
airworthy to FAA standards. Because most non-military public aircraft are versions of aircraft previously
certified for commercial or private use, however, the only public aircraft not related to FAA certification
standards in some way are almost always military aircraft. Instead, these aircraft are certified through the
military's internal airworthiness certification/flight release processes. A Tri-Service memorandum of
agreement describes the responsibilities and actions associated with mutual acceptance of airworthiness
certifications for manned and unmanned aircraft systems within the same certified design configuration,
envelope, parameters, and usage limits certified by the originating Service.
Similarly to manned military aircraft, unmanned military aircraft will also be subject to the airworthiness
certification/flight release process (the Global Hawk is currently undergoing this process).
Regulation: Crew Qualifications
The FAA's qualification standards (14 CFR Parts 61, 63, 65, and 67) are meant to ensure the competency
of aircrew and aircraft maintainers. As in the case of airworthiness certification, these Parts do not
pertain to military personnel who are certified in a similar, parallel process. DoD and FAA have signed a
memorandum of agreement through which DoD agrees to meet or exceed civil training standards, and the
FAA agrees to accept military rated pilots into the NAS. These factors indicate a certain minimum
knowledge standard is required of all pilots-in-command in order to operate aircraft in the NAS.
Each Service identifies what and how it will operate and create the training programs necessary to safely
accomplish the missions. Some of the UA-related training is a fundamental shift away from the skills
needed to fly a manned aircraft (e.g., ground-based visual landing). These differences can relate to the
means of landing: visual remote, aided visual, or fully autonomous. They may also relate to different
interface designs for the UA functions, or the level of control needed to exercise authority over an aircraft
based on its autonomous capability. As a result, the Services will have minimum standards for
UAS ROADMAP 2005
APPENDIX F – AIRSPACE
Page F-7
knowledge skills required of UA operators operating in the NAS; this minimum standard may differ for
given classes of UA. UA operators 3 will be expected to conform to these requirements.
Another issue that arises is when civilian pilots, such as those working for an aircraft manufacturer
building UA for the military, need to fly their company's product during the performance of a military
contract, such as for test, production delivery, and acceptance (DD Form 250) flights. The Defense
Contract Management Agency (DCMA), which is responsible for such activities leading up to the
acceptance of aircraft by the government, has established a policy letter (DCMA Instruction 8210.1, dated
13 November 2002) requiring all contractor UA operators to hold a current FAA Private or Commercial
Pilot and Instrument rating to fly outside of restricted or warning areas. This policy has already been
waived in certain conditions when the operator training and currency requirements have been found
adequate for the operation. Qualification standards for non-military UA operators and maintainers will
eventually need an FAA rating that reflects the type of aircraft they are operating.
SEE AND AVOID PRINCIPLE
A key requirement for routine access to the NAS is UA compliance with 14 CFR 91.113, “Right-of-Way
Rules: Except Water Operations.” This is the Section that contains the phrase “see and avoid,” and is the
　
中國航空網 m.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：unmanned aircraft systems roadmap(105)