CONCLUSIONS

In general, it is concluded that without a roadmap, the path to generating regulations and standards will be long and difficult. Lessons learned by other organizations can contribute to creating an effective roadmap, and analysing the South African strategic requirements will focus the energy of regulatory bodies and UAV developers into technologies that have the greatest potential for eventual “file and fly” operations. Extensive testing will be necessary to develop new technologies and to prove that UAVs have the potential to operate in the same airspace as manned aircraft. Because it is based on international trends and is built on existing principles, this roadmap will streamline the process of creating the processes to generate regulations and standards so that existing UAVs can satisfy existing strategic needs, and so that future UAVs with new technologies can operate on a “file and fly” basis. Further conclusions are as follows:

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The routine application of UAVs for many missions, military and civil, will become a reality around the world and in South Africa in the foreseeable future.

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No fully comprehensive UAV standard exists at present.

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Certain principles and standards that have been developed by other organizations could be used in the South African regulations so that they will be internationally recognized.

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It will probably be necessary to comply with existing radio controlled aircraft and manned aircraft regulations, and where these regulations cannot accommodate the differences between UAVs and their inhabited counterparts, new regulations will have to be created.

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Using the principle of equivalence, maintenance and training could be performed in a similar way to that of the same category of manned aircraft.

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Standards are not intended to replace regulations, but can be used as design guidelines.

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Regulations may refer to standards if a desired level of performance is required.

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Each professional body should create relevant standards for UAV equipment in their own field of expertise.

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A fully comprehensive design standard for various categories of UAVs will enable the manufacture of quality UAVs in South Africa.

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The situation of South Africa is ideally suited to allow UAV operations in areas where there is almost no risk to humans.

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South Africa has a requirement for Maritime Surveillance that can be satisfied by UAV technology.

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If South Africa takes the opportunity to use UAV technology for maritime surveillance, there is a good possibility that the technology will reach the world market at a critical time when there is a demand for UAV technology once other governments formalize their own UAV certification requirements.

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Because of the economical and leadership role that South Africa plays in SADC and the rest of the African continent, South Africa should at least become the true African Centre of Excellence in UAV Technology, strengthening its position internationally, further boosting the South African economy.

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The lack of regulations and standards should not be seen as an impediment, and it is still possible for certain UAV operations to take place with acceptable risks to humans if UAVs are used for missions such as maritime patrol, border control, search & rescue and cargo transport.

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The international trends in UAV regulations and standards have now been researched, and it should be possible to design UAVs so that these UAVs will comply with regulations and standards when they become available.

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Maritime patrol UAV operations over the sea, away from civil air traffic, could satisfy strategic requirements while posing limited risk to other airspace users until regulations and standards become available.

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Light UAVs could be used for shorter range applications, within visual range, to satisfy requirements for persistent surveillance such as over harbours and known poaching sites.

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Large UAVs such as a Medium Altitude Long Endurance (MALE) UAV would be the most suitable maritime surveillance platform for the South African environment because of range, visibility and weather requirements.

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Military airfields such as AFB Overberg are the most suitable for certain UAV operations because they can satisfy the requirements for security, can allow takeoff and landing in restricted airspace and have most of the infrastructure required for UAV operations.

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The correct mission planning will further lower the risk to human life by ground or air-to-air collisions by avoiding inhabited areas and frequently used airspace.

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Although there are few short term cost benefits that UAVs have above manned platforms, UAVs have the potential to reduce costs over the long term standardizing ground stations, and using the ground station as a simulator for training.

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The objective of UAV testing will be to prove compliance with the applicable regulations so that UAVs will eventually be permitted to ‘file and fly’.

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Light UAVs that do not have to be certified could be tested at radio-controlled airfields provided that they comply with radio controlled aircraft regulations.

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Formal flight-testing of large UAVs and light UAVs that operate beyond visual range will be required in order to prove compliance with regulations.

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As the complexity of UAV systems increases, testing will become a significant part of UAV development and the UAV must be tested as a complete system.

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Test requirements must be defined as early as possible by first determining the measures of effectiveness and measures of performance.

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If manned aircraft regulations are used, testing of UAVs will be similar to testing of manned aircraft and the same principles could be applied.

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Testing of exotic designs with highly augmented stability and integrated systems poses unique flight test challenges that must be explored further.

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Existing flight test facilities in South Africa will be suitable for UAV testing because of the location, availability of telemetry systems and the availability of exclusive use airspace.

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Testing of UAVs is driven by factors such as cost and weather and a suitable test location should be chosen.

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Categories of aircraft are determined by the rules of the air for right of way purposes based on manoeuvrability, and UAVs should fit into these existing categories.

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Requirements for equipment on board UAVs will be determined by airspace requirements, rather than airworthiness requirements.

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The fewer the airspace requirements for on-board equipment, the more difficult it will be for UAVs to operate within this airspace.

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In order for “file and fly” operations to take place, a number of pre flight activities will be required, such as filing a flight plan and declaring contingency airfields.

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Evidence of safe UAV operations needs to be collected before UAVs will be permitted to operate over built up areas.

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Some existing UAVs might never qualify for “file and fly” operations.

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The airspace around TFDC/OTB is the most suitable for future operations of all UAVs, while airspace around Upington/Kimberley and Makhado/Hoedspruit is only suitable for certificated UAVs.

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Of the existing South African UAVs, only one has the potential to operate on a “file and fly” basis anywhere in South Africa. All other UAVs would require special concessions from the SA CAA.

In document Considerations for a roadmap for the operation of unmanned aerial vehicles (UAV) in South African airspace (Page 136-140)