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aircrew qualification standards must be addressed in parallel within DoD.
OSD and FAA, working through the DoD Policy Board on Federal Aviation (PBFA), are engaged in
establishing the air traffic regulatory infrastructure for integrating military UA into the NAS. By limiting
this effort’s focus to traffic management of domestic flight operations by military UA, it is hoped to
establish a solid precedent that can be extended to public and civil UA domestically, and to civil and
military flights in international and non-U.S. airspace. As depicted in Figure F-1, this initiative (shown
by the lower-left block below) is intended to serve as the first brick in the larger, interwoven wall of
regulations governing worldwide aviation. Precepts include:
􀂾 Do no harm. Avoid new initiatives; enacting regulations for the military user that would adversely
impact 1) the Services’ right to self-certify aircraft and aircrews, 2) air traffic control practices or
procedures, or 3) manned aviation CONOPS or TTPs; or unnecessarily restrict civilian or commercial
flights. Where feasible, leave “hooks” in place to facilitate the adaptation of these regulations for
civil use. This also applies to recognizing that “one size does NOT fit all” when it comes to
establishing regulations for the wide range in size and performance of DoD UA.
􀂾 Conform rather than create. Interpret the existing Title 14 Code of Federal Regulations (CFR)
(formerly known as Federal Aviation Regulations, or FARs) to also cover unmanned aviation and
avoid the creation of dedicated UA regulations as much as possible. The goal is to achieve
transparent flight operations in the NAS.
UAS ROADMAP 2005
APPENDIX F – AIRSPACE
Page F-2
􀂾 Establish the precedent. Although focused on domestic use, any regulations enacted will likely lead,
or certainly have to conform to, similar regulations governing UA flight in ICAO and foreign
(specific countries’) airspace.
FIGURE F-1. JOINT FAA/OSD APPROACH TO REGULATING UA.
Before the vision of “file and fly” can occur, significant work must be accomplished in the mutually
dependent areas of UA reliability, regulation, and an S&A capability.
RELIABILITY
UA reliability is the first hurdle in airspace considerations because it underlies UA acceptance into civil
airspace—whether domestic, international, or foreign. Historically, UA have suffered mishaps at one to
two orders of magnitude greater than the rate (per 100,000 hours) incurred by manned military aircraft.
In recent years, however, flight experience and improved technologies have enabled UA to continue to
track the reliability of early manned military aircraft with UA reliability approaching an equivalent level
of reliability to their manned military counterparts (see Figure F-2). For more information on UA
reliability, reference Appendix H of this UA Roadmap, or see the 2003 OSD UAV Reliability Study.
REGULATION
Regulation: Air Traffic Operations. The FAA's air traffic regulations are meant to ensure the multitude of
aircraft flown in the NAS are operated safely and pose no hazard to people or property on the ground or in
the air. FAA’s air traffic management focus is on the day-to-day operation of the system and the safe,
expeditious movement of air traffic. Aircraft are separated by time, altitude, and lateral distance.
Additionally, classes of airspace are established that include specific requirements for aircraft equipage,
pilot qualifications and flight plan filing. Regardless of the class of airspace aircraft are operating in,
pilots are required to S&A other air traffic. This requirement exists even when ground controllers provide
traffic advisories, or where an onboard collision avoidance system, such as the Traffic Alert and Collision
Avoidance System (TCAS), is required. S&A is a key issue in allowing UA into civilian airspace and is
discussed in detail in a following Section.
UA Flight in
Foreign Airspace
UA Flight in
International Airspace
Civil UA
Airworthiness
Civil UA
T raffic Ops
Civil UA
Crew Qualifications
Public UA
Cre w Qualifications
Public UA
A irworthiness
Public UA
Traffic Ops
UAS ROADMAP 2005
APPENDIX F – AIRSPACE
Page F-3
0
100
200
300
400
500
600
700
800
900
100 1,000 10,000 100,000
Cumulative Flight Hours
Class A or B Mishaps per 100,000 Hours
Pioneer
U-2
Global Hawk
Hunter
Predator
F-16
Shadow
FIGURE F-2: U.S. MILITARY AIRCRAFT AND UA CLASS A MISHAP RATES (LIFETIME), 1986-2003.
　
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