Inside Unmanned Systems

AUG-SEP 2018

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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78   August/September 2018 unmanned systems inside In fact, SORA is a rather complex and tedious process, involving the tabulation of operational perimeters and evaluating risk in terms safety, privacy and security. It's so tedious, in fact, that Murzilli underscored the desirableness of not having to do a SORA at all. And that's where the standard scenario comes in. "The idea with standard scenarios is that we 'pre-cook', to already have an assessment ready to fit certain types of operations, so you don't have to do the SORA," Murzilli said. "This is about automatic approvals. We are in the digital age, we rely and we want to rely heavily on digitization, we don't want to see forms and papers. Are you kidding me? Can you really imagine doing this with a paper and a pencil? But that's another question. "As far as the standard scenarios, if standard kinds of operations are being done over and over, we can just do one SORA to cover that kind of operation, and then based on that we tell you how to comply in terms of your parameters." "We think that the standard scenarios should become very, very powerful tools to open up the drones services market," de Vos said, "to release up operations that are in market demand, where we free the way for businesses. Starting by devel- oping the right standard scenarios will help, of course. We need descriptions of scenarios that not only are sufficiently clear but also cover a suf- ficient number of operations that are in demand." De Vos said the Commission wants to see standard scenarios that are applicable and that will be mutually recognized and binding across European borders and even farther afield. Car ine Donzel-Def ig ier, deput y head, Aeronautic Industry Department and General Secretary of the Civil Drones Council at the French General Directorate for Civil Aviation, underlined the importance of striking the right balance between standard scenarios and mission- specific authorization. "In France, we have about 5,000 operators and the number of jobs is estimated at about 10,000," she said. "So that means about two According to long-established practice in aviation, authorization to f ly is based on aircraft type and characteristics, and a given aircraft remains certified whenever and for whatever purpose it is used. Under the newly proposed operations-based system, what matters will be how and where said aircraft is to be used. Thus, every unique operation will have to be authorized, regardless of whether the operator is using the same aircraft. And this could lead to a big problem. "The national certif ication authorities (NCAs) will be confronted with a huge num- ber of requests to f ly, to operate, and they are mostly still working in a 'paper mode'," de Vos said. "We do not believe it will be possible for the NCAs to continue to check and approve each and every drone operation." With this looming challenge in mind, one of the central topics of the workshop in Cologne was the development of so-called 'standard scenarios' that will allow a level of automation in the authorization process. RISK ASSESSMENT AND OPERATIONAL CATEGORIES The key, it turns out, to understanding how standard scenarios will work is to first under- stand how risk assessment works. The starting point for all operators will be to apply for authorization to f ly under one of the three operational categories—open, specific or certified. Which of the three categories they can fly under will depend on the level of risk entailed by their specific operation. Determining that level of risk will mean carrying out a risk assessment. Lorenzo Murzilli is manager for innovation and advanced technologies, at Switzerland's Federal Office of Civil Aviation. He leads the JARUS working group concerned with risk assessment. He started his presentation at the Cologne work- shop by explaining a new methodology called 'Specific Operations Risk Assessment' (SORA), intended for use by UAS operators applying for authorization within the 'specific' category. "WE NEED TO GET THE NUMBER OF STANDARD SCENARIOS RIGHT, BECAUSE IF YOU GET TOO MANY YOU WILL HAVE OPERATORS WONDERING WHETHER THEIR MISSION BELONGS TO STANDARD SCENARIO NUMBER 13 OR IF IT IS NOT STANDARD SCENARIO NUMBER 49." Carine Donzel-Defigier, deputy head, Aeronautic Industry Department and General Secretary of the Civil Drones Council at the French General Directorate for Civil Aviation BRUSSELS VIEW by PETER GUTIERREZ

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