Introduction
While there have been no formal rules for civilian UAS
operator/pilot qualifications yet published for UAS the size of the ScanEagle
or the Ikhana there are some sources that can be referenced to get an idea of
what may be required. There were some
preliminary qualification standards as well as certification and medical
standards published around 2007. There
is also the Defense Contract Management Agency (DCMA) Publication 8210.1 which
lays out civilian contractor requirements to fly UAS for the military. The FAA has recently released proposed rules
for civilian commercial flight of UAS under 40 lbs. These flight operations were fairly
restrictive at under 400’ AGL and within VLOS (visual observer with good
communications acceptable). While these
are small UAS, smaller even than the ScanEagle which is almost 50 lbs. when
fully loaded possible requirements for larger UAS can be extrapolated with this
guideline and other sources.
ScanEagle
The ScanEagle is a small UAS at 48.5 lbs. max takeoff weight and
can carry and EO/IR payload. This
aircraft does have an extended endurance time of 24+ hours and ceiling of
19,500’ and a range of up to 55 NM from the control station. ("ScanEagle," 2013) While these capabilities are impressive for
such a small UAS the payload limitations and range would limit this UAS to VFR
flights for this particular mission.
Because this would most likely be a VFR only operation the requirements
would most like be having to pass a VFR knowledge test as well as meeting the
qualification requirements for the aircraft, either civilian (if available) or
military. (Williams, n.d., p. 3) Ideally crewmembers would already be
qualified on this aircraft with operational experience to minimize training
time. The operator would also need to
have a safe flying record and associated references to their maturity and skill
level. If already qualified ScanEagle
operators were not available operators with experience in similar systems and a
minimum number of hours (i.e. 500 hrs. minimum UAS time) would be set so that
training would be limited to airframe qualification.
Ikhana
The Ikhana is an MQ-9 Reaper variant which is designed to fly at
approximately 40,000 to 45,000 with extensive payload capability. ("NASA Ikhana," 2008) This is a research aircraft and will be used
for maritime operations which means it will most likely be flown at high
altitude requiring it to be flown under an IFR flight plan with an IFR rated
pilot. Current regulations military and
government regulation for contractor pilots that fly outside restricted
airspace are required to have at a minimum an FAA Commercial Pilot or Airline
Transport Pilot Certificate. However, this
does not apply to UAS. For UAS the
regulation says that UAS pilots will meet Service (military service)
requirements. This means that if the UAS
operator is qualified to fly the UAS for that branch of service they are
authorized the aircraft. (Defense
Contract Management Agency [DCMA], 2013, Chapter 4) Particular cases such
as flying IFR will currently be stipulated in the Certificate of Authorization
(COA) and will usually require the pilot to have at least a Private Pilot
Certificate and IFR rating with 100 hours PIC time.
Looking to future requirements gong along with the trend of the
recent proposed requirements for flying sUAS the pilots for this aircraft would
most likely require the pilot to pass at least a written UAS IFR flight test as
well as passing a flight review with the aircraft, currency requirements, and
hour requirements. (Williams, n.d.,
p. 3) For this system if a UAS
specific IFR rating is not yet available it would require the Ikhana
pilots/operators to have at a minimum a Commercial Pilot Certificate with an
IFR rating. This is to allow the
aircraft to fly under IFR flight plans, provide the required level of knowledge
and training, and permit commercial operations with the aircraft.
Training and Qualification and Selection
The pilots will need to undergo regular proficiency flights,
recurrent flight evaluations, and regular academic testing to ensure a high
level of proficiency. Flight operations
would have a minimum number of hours that must be flow (either quarterly or
bi-annually), regular no-notice examinations, and a yearly comprehensive
proficiency test to ensure continued pilot safety as well knowledge and skill
retention.
The selection process would include a written flight aptitude test
such as used by the Global Pilot Selection System, or modeled after a military
flight aptitude test. (Global Pilot
Selection System, 2011) Simulator
flights would need to be done to determine the potential operators flight
skills, knowledge, and ability to handle emergencies. Evaluation of crew resource management
understanding and application would also be implemented.
References
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