Purdue University’s School of Aviation and Transportation Technology is inviting FLYING readers to participate in a survey concerning electronic conspicuity technology.
The following information in italics below has been provided by the West Lafayette, Indiana-based school describing the aims and focus of the study. A link to the survey is provided here and again at the bottom.
Purdue University’s School of Aviation and Transportation Technology is inviting you to participate in a 10-minute survey titled “Electronic Conspicuity Technology for Aircraft Operating in the National Airspace System.” The purpose of the survey is to gather insights into the opinions and concerns of aircraft owners and pilots regarding the potential requirement for electronic conspicuity technology (EC).
EC is an umbrella term for technology that can help pilots, unmanned aircraft system (UAS) users, and air traffic services be more aware of what is operating in the surrounding airspace. Identifying an aircraft by electronic means involves the use of electronic devices such as ADS-B systems and other technologies to enhance aircraft visibility and situational awareness. EC includes devices installed or carried onboard an aircraft.
The use of EC technology is often viewed as a key enabler of broader UAS operations and may increase the overall safety of the National Airspace System. EC strengthens the fundamental safety principle of “see and avoid” by adding the ability to “detect and be detected.” However, to be most effective, it requires 100 percent of users operating in a designated block of airspace to use compatible EC devices. However, barriers to the adoption of EC technology may include concerns over cost, privacy, and regulatory enforcement.
In the recent FAA Part 108 Notice of Proposed Rulemaking (NPRM), “Normalizing Unmanned Aircraft Systems (UAS) Beyond Visual Line of Sight Operations (BVLOS),” the FAA proposes giving the right of way to UAS conducting operations under Part 108 unless a manned aircraft is transmitting an EC signal, such as a compliant ADS-B technology or a proposed portable beacon.
UAS operating within Class G and some Class E airspace at or below 400 feet agl would have the right of way over manned aircraft not broadcasting an EC signal. Currently, the FAA does not permit ADS-B Out on most UAS due to concerns that a high volume of UAS transmitters would overwhelm the system and negatively impact the safety of manned aircraft.
The potential for saturating the ADS-B frequencies and blinding ground-based receivers is a major concern, as the current ADS-B system is not designed to handle the high density of signals expected from a vast UAS population.
Given that the NPRM proposes UAS BVLOS operations at 400 feet agl and below, much of this low-altitude airspace is Class G, where UAS operations and non-ADS-B-equipped aircraft often coexist in the same airspace. The NPRM would require manned pilots operating non-ADS-B equipped aircraft to avoid Part 108-compliant UAS traffic.
However, previous research has found that manned pilots are unlikely to see a UAS or have a minimal response time to avoid a UAS. A study by Embry-Riddle Aeronautical University, based in Lakeland, Florida, found pilots successfully detected an airborne drone only 30 percent of the time during the final approach phase of flight. This finding contributes to concerns over low-altitude midair collisions involving UAS and manned aircraft.
In response to these concerns, policymakers and technology developers have proposed various solutions.
For example, the United Kingdom Civil Aviation Authority has proposed technical requirements, equipage standards, and operational use of EC to support the safe integration of UAS into the U.K. airspace.
The European Union Aviation Safety Agency (EASA) is exploring the use of ADS-Lite (ADS-L) as a low-cost solution for general aviation and other small aircraft to transmit their position. ADS-L enables smaller aircraft to be detected by both other manned aircraft and UAS, particularly in uncontrolled airspace, and is designed as an affordable, low-cost alternative to more expensive systems, such as ADS-B. This includes the development of mobile telephone technology as an ADS-L solution.
Here in the U.S., uAvionix has developed SkyEcho, a compact, portable ADS-B In/Out transceiver designed to enhance a pilot’s visibility and situational awareness in the air. By broadcasting the aircraft’s position, altitude, course, and speed, SkyEcho can ensure that aircraft are visible to both ADS-B and FLARM-equipped aircraft, greatly improving electronic conspicuity.
The SkyEcho is a wholly self-contained unit, battery-powered, and costs $625. Currently, SkyEcho is approved for use in the U.K., Australia, and New Zealand.
Purdue would love to hear your thoughts on the use of electronic conspicuity. The survey is being distributed nationwide and is targeted at pilots and aircraft owners. There is no cost to participants, and individual results are anonymous.
The survey results may contribute to a deeper understanding of the issues surrounding the adoption of electronic conspicuity technology, which can inform policymakers and technology developers.
Please email Dr. Damon Lercel at dlercel@purdue.edu if you have any questions.
Click here to take the survey.
