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motion imagery.
􀂾 Recording device for on board recording of sensor data, if required, STANAG 7024, Imagery Air
Reconnaissance Tape Recorder Standard, and STANAG 4575, NATO Advanced Data Storage
Interface, specify standard recording devices and interface respectively.
UAS ROADMAP 2005
APPENDIX E – INTEROPERABILITY STANDARDS
Page E-16
􀂾 A standard describing the interfaces and messages necessary to control an air vehicle. A starting point
for this activity is the DLI segment of STANAG 4586.
PROCESS FOR SELECTING STANDARDS
UA standards are usually selected for implementation by a development program from those in the DISR.
New standards are added to the DISR periodically and existing ones updated based on technological
advancement. However, the DISR is very broadly written to encompass the full range of interoperability
needs. Therefore, subsets must be chosen for specific mission areas, such as UA. Additionally, some
needed standards are not specifically included in the DISR, due to time lag as new technologies emerge or
due to lack of specificity for lower level protocols. Currently, there is not a formal process in-place for
choosing subsets of the DISR standards for UA application except during development of the UA
Roadmap. The fundamental criterion for standards selection should be whether or not the proposed
standard will improve UA systems interoperability.
The following criteria must be considered the minimal set required for interoperability or reuse:
􀂾 Standards are technically mature and stable
􀂾 Technically implemental
􀂾 Publicly available
􀂾 Consistent with law, regulation, policy, or guidance documentation
􀂾 Preferred standards are those that are commercially supported in the marketplace with several
validated implementations by multiple vendors (e.g., mainstream products)
Standards Compliance
A formal standards process must be put in-place for choosing subsets of the DISR standards for UA
application and feed development of the UA Roadmap. Wherever possible, this must be worked as part of
broader manned aviation, ISR and strike community activities.
UAS ROADMAP 2005
APPENDIX F – AIRSPACE
Page F-1
APPENDIX F: AIRSPACE
OVERVIEW
The OSD vision is to have “File and Fly” access for appropriately equipped UA systems by the end of
2005 while maintaining an equivalent level of safety (ELOS) to aircraft with a pilot onboard. For military
operations, UA will operate with manned aircraft in and around airfields using concepts of operation that
make on- or off-board distinctions transparent to air traffic control authorities and airspace regulators.
The operations tempo at mixed airfields will not be diminished by the integration of unmanned aviation.
Background
Because the current UA systems do not have the same capabilities as manned aircraft to safely and
efficiently integrate into the National Airspace System (NAS), military UA requirements to operate
outside of restricted and warning areas are accommodated on a case-by-case basis. The process used to
gain NAS access was jointly developed and agreed to by the DoD and FAA in 1999. Military operators
of UA are required to obtain a Certificate of Authorization (COA) from the Federal Aviation
Administration. The process can take up to 60 days, may vary among the FAA’s nine regional
authorities, and because UA do not have a “see-and-avoid” (S&A) capability, may require such additional
and costly measures as providing chase planes and/or primary radar coverage. COAs are typically issued
for one-time events, limited to specific routes or areas, and are valid for no more than one year. An
exception is the National COA that was issued to the Air Force for Global Hawk operations in the NAS.
With a COA, the UA is accommodated into the system when mission needs dictate, but because the UA
lacks the ability to operate as a manned aircraft it is segregated from manned aviation rather than
integrated with it. As the DoD CONOPS for UA systems mature, and as we ensure the airworthiness of
our UA systems, we will look toward developing new procedures to gain access to the NAS. Toward that
end, the DoD and FAA have agreed to review the current guidance contained in FAA Order 7610.4,
Military Operations for Remotely Operated Aircraft (ROA), and will refine or replace the COA process,
if mutually beneficial to both DoD and FAA.
From the DoD perspective, three critical issues must be addressed in order to supplant the COA process:
UA reliability, FAA regulations, and a S&A capability. Focusing on the regulatory aspect, air traffic
management procedures must be addressed with the FAA. Aircraft airworthiness certification and
　
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