SECTION 2: GUIDELINES FOR NON-TYPE CERTIFIED VISUAL RANGE LIGHT UAS
(Source: United Kingdom Civil Aviation Authority (CAA): UK-CAA Policy for Light UAV Systems.
2004.)
8. INTRODUCTION
8.1. Background
8.1.1. Non-type certified visual range light UAS (referred to as Light UAS in this
Section) are those non-type certified UAS -
a. with a maximum take-off mass below 150 kg;
b. a maximum speed not exceeding 70 knots;
c. that meet the energy criteria of paragraph 9, Light UAS Airworthiness
and Operations Guidelines, of this Interim Policy;
d. that are operated within visual range of the Light UAS pilot, but not
exceeding 1 km; and
e. that are operated at not more than 400 ft above ground level, unless
-
i. the operations are carried out at an SA-CAA approved South
African Model Aircraft Association (SAMAA) model flying site,
in which case the height limitations applicable at the
particular site will be observed;
ii. the operations are carried out within an area that has been
approved as an area for the operation of Light UAS in terms
of paragraph 8.2, Approval of Areas for Operation of Light
UAS, of this Section, in which case the SA-CAA will define
the maximum allowable height above ground level for the
relevant Light UAS operations; or
iii. flight above 400 ft during the operations is specifically
approved by the SA-CAA.
8.1.2. The routine operations of civil (state and commercial) UAS is likely to be
severely restricted in the short-term until a number of significant technical
problems have been resolved (eg the provision of an adequate “sense and
avoid” capability). Until the solutions to such problems are available and UAS
can achieve parity with manned aircraft in respect of freedom of operation,
civil UAS are likely to remain segregated from manned aircraft and be
confined to flight above sparsely populated areas.
and
8.1.4. These operational constraints are not unique to UAS. Pilotless aircraft in the
form of “model aircraft” have been flying within these limitations for many
years and have achieved an acceptable safety record. Most nations currently
have provisions within their national legislation to allow model aircraft to
operate with no or limited airworthiness requirements in place, provided
operational constraints in terms of where and when the model aircraft is
operated are enforced.
8.1.5. Furthermore, in the past these model aircraft have, on a case-by-case basis,
been allowed to operate commercially in performing aerial work tasks –
effectively operating as UAS.
8.1.6. With this background, the SA-CAA considers it appropriate to produce
interim policy guidelines for the regulation of Light UAS based on similar
principles and restrictions to those applied to model aircraft and which, if
adopted, would enable a harmonised approach for the routine operation of
Light UAS in South Africa.
8.1.7. Consideration is therefore given in this Section to allow UAS that have no
greater capability than existing model aircraft to operate without obtaining
airworthiness certification, subject to the UAS complying with similar
limitations and conditions to those applied to model aircraft.
8.2.
Replies
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SECTION 2: GUIDELINES FOR NON-TYPE CERTIFIED VISUAL RANGE LIGHT UAS
(Source: United Kingdom Civil Aviation Authority (CAA): UK-CAA Policy for Light UAV Systems.
2004.)
8. INTRODUCTION
8.1. Background
8.1.1. Non-type certified visual range light UAS (referred to as Light UAS in this
Section) are those non-type certified UAS -
a. with a maximum take-off mass below 150 kg;
b. a maximum speed not exceeding 70 knots;
c. that meet the energy criteria of paragraph 9, Light UAS Airworthiness
and Operations Guidelines, of this Interim Policy;
d. that are operated within visual range of the Light UAS pilot, but not
exceeding 1 km; and
e. that are operated at not more than 400 ft above ground level, unless
-
i. the operations are carried out at an SA-CAA approved South
African Model Aircraft Association (SAMAA) model flying site,
in which case the height limitations applicable at the
particular site will be observed;
ii. the operations are carried out within an area that has been
approved as an area for the operation of Light UAS in terms
of paragraph 8.2, Approval of Areas for Operation of Light
UAS, of this Section, in which case the SA-CAA will define
the maximum allowable height above ground level for the
relevant Light UAS operations; or
iii. flight above 400 ft during the operations is specifically
approved by the SA-CAA.
8.1.2. The routine operations of civil (state and commercial) UAS is likely to be
severely restricted in the short-term until a number of significant technical
problems have been resolved (eg the provision of an adequate “sense and
avoid” capability). Until the solutions to such problems are available and UAS
can achieve parity with manned aircraft in respect of freedom of operation,
civil UAS are likely to remain segregated from manned aircraft and be
confined to flight above sparsely populated areas.
and
8.1.4. These operational constraints are not unique to UAS. Pilotless aircraft in the
form of “model aircraft” have been flying within these limitations for many
years and have achieved an acceptable safety record. Most nations currently
have provisions within their national legislation to allow model aircraft to
operate with no or limited airworthiness requirements in place, provided
operational constraints in terms of where and when the model aircraft is
operated are enforced.
8.1.5. Furthermore, in the past these model aircraft have, on a case-by-case basis,
been allowed to operate commercially in performing aerial work tasks –
effectively operating as UAS.
8.1.6. With this background, the SA-CAA considers it appropriate to produce
interim policy guidelines for the regulation of Light UAS based on similar
principles and restrictions to those applied to model aircraft and which, if
adopted, would enable a harmonised approach for the routine operation of
Light UAS in South Africa.
8.1.7. Consideration is therefore given in this Section to allow UAS that have no
greater capability than existing model aircraft to operate without obtaining
airworthiness certification, subject to the UAS complying with similar
limitations and conditions to those applied to model aircraft.
8.2.