UAS UTM - Unmanned Aircraft System Traffic Management - NASA / FAA

	Unmanned Aircraft System (UAS) Traffic Management (UTM) Enabling Civilian Low-altitude Airspace and Unmanned Aircraft System Operations What is the problem? Many beneficial civilian applications of the UAS have been proposed, from goods delivery and infrastructure surveillance, to search and rescue, and agricultural monitoring. Currently, there is no established infrastructure to enable and safely manage the widespread use of low-altitude airspace and UAS operations, regardless of the type of UAS. A UAS traffic management (UTM) system for low-altitude airspace may be needed, perhaps leveraging concepts from the system of roads, lanes, stop signs, rules and lights that govern vehicles on the ground today, whether the vehicles are driven by humans or are automated. What system technologies is NASA exploring? Building on its legacy of work in air traffic management for crewed aircraft, NASA is researching prototype technologies for a UAS Traffic Management (UTM) system that could develop airspace integration requirements for enabling safe, efficient low-altitude operations. While incorporating lessons learned from the today's well-established air traffic management system, which was a response that grew out of a mid-air collision over the Grand Canyon in the early days of commercial aviation, the UTM system would enable safe and efficient low-altitude airspace operations by providing services such as airspace design, corridors, dynamic geofencing, severe weather and wind avoidance, congestion management, terrain avoidance, route planning and re-routing, separation management, sequencing and spacing, and contingency management. One of the attributes of the UTM system is that it would not require human operators to monitor every vehicle continuously. The system could provide to human managers the data to make strategic decisions related to initiation, continuation, and termination of airspace operations. This approach would ensure that only authenticated UAS could operate in the airspace. In its most mature form, the UTM system could be developed using autonomicity characteristics that include self-configuration, self-optimization and self-protection. The self-configuration aspect could determine whether the operations should continue given the current and/or predicted wind/weather conditions. NASA envisions concepts for two types of possible UTM systems. The first type would be a Portable UTM system, which would move from between geographical areas and support operations such as precision agriculture and disaster relief. The second type of system would be a Persistent UTM system, which would support low-altitude operations and provide continuous coverage for a geographical area. Either system would require persistent communication, navigation, and surveillance (CNS) coverage to track, ensure, and monitor conformance. What is NASA doing to test the technologies? NASA's near-term goal is the development and demonstration of a possible future UTM system that could safely enable low-altitude airspace and UAS operations. Working alongside many committed government, industry and academic partners, NASA is leading the research, development and testing that is taking place in a series of activities called "Technology Capability Levels (TCL)", each increasing in complexity. UTM TCL1 concluded field testing in August 2015 and is undergoing additional testing at an FAA site. Technologies in this activity addressed operations for agriculture, firefighting and infrastructure monitoring, with a focus on geofencing, altitude "rules of the road" and scheduling of vehicle trajectories. UTM TCL2, completed in October 2016, leveraged TCL1 results and focused on beyond visual line-of-sight operations in sparsely populated areas. Researchers tested technologies that allowed dynamic adjustments to availability of airspace and contingency management. UTM TCL3, completed in May, 2018, and leveraged TCL2 results with focus on testing technologies that maintain safe spacing between cooperative (responsive) and non-cooperative (non-responsive) UAS over moderately populated areas. UTM TCL4, is wrapping up, with two flight tests completed: the first in Reno, Nevada, May, 2019, and the second in Corpus Christi, Texas, August, 2019. These leveraged TCL3 results and focused on UAS operations in higher-density urban areas for tasks such as news gathering and package delivery. These activities also tested technologies that could be used to manage large-scale contingencies. NASA's UTM technologies research and development is taking place in collaboration with the FAA. Results of research in the form of airspace integration requirements are expected to be transferred from NASA to the FAA in 2019 for their further testing. NASA's concept for a possible UTM system would safely manage diverse UAS operations in the airspace above buildings and below crewed aircraft operations in suburban and urban areas. FAA, UAS Partners Complete Successful Demos The Federal Aviation Administration (FAA), NASA and their partners in a pilot program that is laying the groundwork for an Unmanned Aircraft Systems (UAS) traffic management system successfully demonstrated how such a system can work in the future. The demonstrations, conducted at three separate test sites selected by the FAA for the UAS Traffic Management Pilot Program (UPP), showed that multiple, Beyond Visual Line of Sight (BVLOS) drone operations can be safely conducted at low altitudes (below 400 feet) in airspace where FAA air traffic services are not provided. As demand for low altitude drone use increases, the FAA, NASA and the UPP partners are working together to accommodate these operations safely and efficiently. In January, the FAA selected three UPP test sites: the Mid Atlantic Aviation Partnership (MAAP) at Virginia Tech, the Northern Plains UAS Test Site (NPUASTS) in Grand Forks, N.D., and the Nevada Institute for Autonomous Systems (NIAS) in Las Vegas, Nev. The first demonstration, which involved the Mid-Atlantic Aviation Partnership (MAAP), took place at Virginia Tech on June 13.During the demonstration, separate drone flights delivered packages, studied wildlife, surveyed a corn field and covered a court case for TV. Because the flights were near an airport, all four flight plans were submitted through a service supplier and received approval to launch as planned.While these flights were being conducted, an emergency helicopter needed to quickly transport a car crash victim to a hospital. The helicopter pilot submitted a request for a UAS Volume Reservation (UVR)an alert used to notify nearby drone operators of the emergency. The deliveries were re-routed until the UVR was completed.  The wildlife study, field survey and court coverage continued safely away from the helicopter’s path. Each operation was conducted without conflict. The second demonstration, which involved the Northern Plains UAS Test Site (NPUASTS), took place in Grand Forks on July 10.During the demonstration, which occurred near an airport, a photographer and Part 107 drone operator took photos of firefighter training. An aviation student at the University of North Dakota used a drone to scan for the best tailgating location. Another Part 107 operator, employed at the electric company, used a drone to assess power line damage after recent strong winds.The two Part 107 operators submitted flight plans due to their proximity to an airport, receiving proper approvals. During their flights, they received a UVR alert that a medevac helicopter was transporting a patient to the hospital from the firefighter training area. The operator taking photos of the training landed the drone before the UVR notice became active. The power line survey and the flight over the tailgate area continued at a safe distance. The third, which involved the Nevada Institute for Autonomous Systems (NIAS), took place in Las Vegas on August 1.During the demonstration, separate UAS flights were conducted to survey a golf course before a tournament, get video footage of a property being sold, and scan a nearby lake for boating opportunities.All three operators accessed UAS Facility Maps and worked with a UAS Service Supplier (USS) to receive the proper approvals to conduct their flights. A fire erupted at one of the golf course clubhouses. First responders sent a helicopter to contain the fire. They submitted a request to a USS to create a UVR. The UVR information is also shared with the FAA. The FAA shares the information with public portals, notifying each of the UAS operators that the firefighting helicopter was on its way to their flying area. Each of the UAS operators, being properly notified, were able to either land or continue their operations at a safe distance. The UPP was established in April 2017 as an important component for identifying the initial set of industry and FAA capabilities required to support UAS Traffic Management operations. The analysis of results from the demonstrations will provide an understanding of the level of investment required for each stakeholder’s implementation. The results from the UPP will provide a proof of concept for UAS Traffic Management capabilities currently in research and development, and will provide the basis for initial deployment of UTM capabilities. Ultimately, the FAA will define the UTM regulatory framework that third-party providers will operate within.