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making the unmanned or manned status of an aircraft transparent to both flyers and to the FAA.
Finally, the pejorative perception that UA are by nature more dangerous than manned aircraft needs to be
countered by recognizing that UA possess the following inherent attributes that contribute to flying
safety:
􀂾 Many manned aircraft mishaps occur during the take-off and landing phases of flight, when human
decisions and control inputs are substantial factors. Robotic aircraft are not programmed to take
chances; either preprogrammed conditions are met or the system goes around.
􀂾 Since human support systems are not carried, mishaps from failed life support systems will not occur.
􀂾 Smoke from malfunctioning, but non-vital, onboard systems does not pose the same threat of loss,
since smoke in the cockpit of a manned aircraft can distract pilots and lead to vision obscuration.
􀂾 Automated take-offs and landings eliminate the need for pattern work, resulting in reduced exposure
to mishaps, particularly in the area surrounding main operating bases.
UAS ROADMAP 2005
APPENDIX F – AIRSPACE
Page F-11
OSD ROADMAP GOALS FOR INTEGRATING UA INTO CIVIL AIRSPACE
1. Implement an airspace regulatory environment that encourages the safe use of UA in unrestricted
airspace.
2. Improve the flight reliability of UA so as to equal or better that of their manned counterparts.
3. Secure the control and sensor/relay communications sent to and from UA.
4. Coordinate revising FAA Order 7610.4 to replace the requirement for using the COA process for all
UA with one for using the DD175 form for qualifying UA (Cat III).
5. Work with the FAA to define appropriate conditions and requirements under which a single pilot
would be allowed to control multiple airborne UA simultaneously.
6. Document and disseminate any UA-unique lessons learned from certifying the RQ-4 Global Hawk as
airworthy. Formal documentation as a DoD Instruction for guiding future UA airworthiness
certifications should be considered.
7. Ensure Service efforts for developing and evaluating automated S&A and collision avoidance systems
are coordinated and non-duplicative.
8. Equip DoD UA intended for IFR operations with a stand-alone, hot backup, ground-based navigation
system and establish a standardized lost link procedure.
UAS ROADMAP 2005
UAS ROADMAP 2005
APPENDIX G – TASK, POST, PROCESS AND USE CONSIDERATIONS
Page G-1
APPENDIX G: TASK, POST, PROCESS, AND USE CONSIDERATIONS
Please see the Office of the Under Secretary of Defense for Intelligence’s Intelligence, Surveillance and
Reconnaissance Roadmap.
The National Geospatial-Intelligence Agency has developed and implemented a community airborne
library architecture (CALA) as a central repository for airborne imagery. CALA operates in a webenabled
environment making data/imagery to users in multiple security domains.
UAS ROADMAP 2005
UAS ROADMAP 2005
APPENDIX H – RELIABILITY
Page H-1
APPENDIX H: RELIABILITY
OVERVIEW
The combined U.S. military UA fleet (Pioneers, Hunters, Predators, Global Hawks, and others) reached
the 100,000 cumulative flight hour mark in 2002. Through 2004, this number has accelerated past
150,000 hours. This experience has provided quantifiable dividends in system reliability. Reliability is at
the core of achieving routine airspace access, reducing acquisition system cost, and improving mission
effectiveness for UA. Although it took the fleet of military UA 17 years to reach the 100,000 flight hour
milestone, this appendix highlights the first comprehensive study1 to formally address the reliability issue
for these increasingly utilized military assets. UA reliability is important because it underlies their
affordability, availability, and acceptance.
Affordability. The reliability of the DoD’s UA is closely tied to their affordability primarily because the
Department has come to expect UA to be less expensive than their manned counterparts. This
expectation is based on the UA’s generally smaller size (currently a savings of some $1,500 per pound)
and the omission of those systems needed to support a pilot or aircrew, which can save 3,000 to 5,000
pounds in cockpit weight. Beyond these two measures, however, other cost saving measures to enhance
affordability tend to impact reliability. System affordability has to be weighed against airworthiness and
life-cycle costs (LCC). The demands of certification will tend to increase unit costs, perhaps beyond
popular expectations. While attention needs to be directed at ways to increase reliability under cost
constraints, additional up front investment has the prospect of lower LCC through reduced attrition from
　
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