Inside Unmanned Systems

FEB-MAR 2016

Inside Unmanned Systems provides actionable business intelligence to decision-makers and influencers operating within the global UAS community. Features include analysis of key technologies, policy/regulatory developments and new product design.

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14 unmanned systems inside January/February 2016 AIR REGULATORY rules. Here, EASA proposes that aircraft should be equipped with a system limiting performance to acceptable values, for example not allowing it to f ly beyond a speci- fied height. Examples include toys or 'hobbyist' operations, with or without filming. In the 'Specif ic' category, au- thorization by a national aviation authority (NA A) will be required, possibly supported by a qualified entity, following a risk assessment performed by the operator. Examples of such operations could include broadcast media f lying a drone in an urban environment. Finally, in the 'Certified' (higher risk) cat- egory, requirements will be comparable to those for manned aviation, including over- sight by an NA A (to issue of licenses, ap- prove maintenance, operations, training, A ir Traf f ic Management/A ir Nav igation (ATM/ANS) and aerodrome organizations) and by EASA (design and approval of for- eign organizations). Again, none of the proposed requirements reference the physical characteristics of an air- craft but only what it is doing. EASA's new proposals are certainly innova- tive in their approach, but for many the main element is the fact there will be a single set of rules governing Europe. The regulations will open doors to freer research and development, manufacturing and commercial drone opera- tions throughout the entirety of the EU's 28 countries. Who's Move, and When? Maragakis said the new EASA proposal for a Basic Reg ulation—including the drone provisions—has been presented to the Euro- pean Commission, which is now reviewing and reworking it. Interestingly, the Commission told Inside Unmanned Systems the proposed rules are in the hands of the European Parliament and Council, which, they say, must debate, amend and adopt the proposed rules before they can come into force. Wherever the proposed rules actually are, we do know the final step will be adoption by the Council and the Parliament. We also know the higher EU institutions sometimes work in mys- terious ways. Maragakis said it is safe to assume the pro- cess will be completed by early 2017. "We don't know what the exact timing will be for the Council and Parliament—certainly not weeks or months but more likely about a year. So early 2017 would be our expectation." There is a slight danger that the item could become a point of contention. "Sometimes something like this can be used as a bargaining chip," Maragakis said. "At that level, politics can come into it, especially when we talk about certain subjects—border security, for example— subjects that are already political and contentious by nature. That is not so much the case here; this is an area where more or less all of us agree this is a priority." The way we have always done it, a particular aircraft is certifi ed based on its own characteristics. Now, instead, we are saying that what matters is how and where you are using that aircraft. " –Ilias Maragakis, European Aviation Safety Agency (EASA) spokesman " Photo courtesy of Flyability Flyability's Gimball

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