Autonomy Research for Civil Aviation Toward a New Era of Flight (2014) / Chapter Skim
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are proceeding at an accelerating pace, driven by the expectation that such systems will return significant benefits in terms of safety, reliability, efficiency, affordability, and/or previously unattainable mission capabilities. IA systems, characterized by their ability to perform more complex mission-related tasks with substantially less human intervention for more extended periods of time, sometimes at remote distances, are being envisioned for aircraft and for air traffic management (ATM)
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Some IA systems, particularly adaptive/nondeterministic IA systems, lie farther along this spectrum than others, and in this report such systems are typically described as "advanced IA systems." BOX S.3 National Airspace System The NAS is "the common network of U.S. airspace; air navigation facilities, equipment, and services; airports or landing areas; aeronautical charts, information and services; rules, regulations, and procedures; technical information; and manpower and material" (Integration of Civil Unmanned Aircraft Systems [UAS]
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• egulation and certification barriers R -- irspace access for unmanned aircraft. Unmanned aircraft may not operate in nonsegregated civil air A space unless the Federal Aviation Administration (FAA)
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With regard to unmanned aircraft, the FAA says that "in ad dition to the crewmembers identified in 14 CFR Part 1 [pilots, flight engineers, and flight navigators] , a UAS flight crew includes pilots, sensor/payload operators, and visual observers, but may include other persons as appropriate or required to ensure safe operation of the aircraft" (Integration of Civil Unmanned Aircraft Systems [UAS]
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Develop the system architectures and technolo gies that would enable increasingly sophisticated IA systems and unmanned aircraft to operate for extended periods of time without real-time human cognizance and control. • Modeling and Simulation.
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Develop the system architectures and technologies that would enable increasingly sophisticated IA systems and unmanned aircraft to operate for extended periods of time without real-time human cognizance and control. Crewed aircraft have systems with varying levels of automation that operate without continuous human oversight.
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Modeling and simulation capabilities could also be used to train human operators. The committee envisions the creation of a distributed suite of modeling and simulation modules developed by disparate organizations with the ability to be interconnected or networked, as appropriate, based on established standards.
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As was done in the past during the introduction of major new technologies, such as fly-by-wire flight control system and composite materials, the FAA will need to develop technical competency in IA systems and issue guidance material and new regulations to enable safe operation of all classes and types of IA systems. Specific tasks to be carried out by this research project include the following: • Characterize and define requirements for intelligent software and systems.
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In instances where IA systems make it possible for small unmanned aircraft to replace crewed aircraft, the risks to persons and property on the ground in the event of an accident could be greatly reduced, owing to the reduced damage footprint in those instances, and the risk to air crew is eliminated entirely.
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is primarily concerned with military applications of IA systems, though it must also ensure that military aircraft with IA systems that are based in the United States satisfy requirements for operating in the NAS. Its interests and research capabilities coincide with all eight research projects, especially with those on the roles of personnel and systems and operation without continuous human oversight.
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In the absence of any other action, resolution of the legal and social barriers will likely take a long time, as court cases are filed to address various issues in various locales on a case-by-case basis, with intermittent legislative action in reaction to highly publicized court cases, accidents, and the like. A more timely and effective approach for resolving the legal and social barriers could begin with discussions involving the Department of Justice, FAA, National Transportation Safety Board, state attorneys general, public interest legal organizations, and aviation community stakeholders.
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