So, relegating microdrones to this airspace achieves a good deal of traffic separation all by itself.


Since microdrones are unlikely to


have the useful load capability to car- ry the full panoply of VHF and UHF transceivers, mode S transponders and other ADS-B apparatus, application of the see-and-avoid rule requires that microdrone flight be confined to areas within the line of sight of the DROP. Flight rules for microdrones should reinforce a line of sight requirement. One way to do this is to limit the radius at which a micro- drone can be flown, measured from the DROP’s console, say a horizontal limit of 1,500 feet.


Of course, imposing rules on DROPs


for microdrone flight will do no good unless the DROP retains control of the vehicle. That implicates rules for aircraft behavior when control is lost. Much of that involves aircraft design and should be part of the aircraft type certification process. However, flight rules should require that the control link be maintained and that the drone be landed or returned to its launch- ing point immediately when the control link is lost.


DROP CERTIFICATION The more that rule compliance is


Tactical Electronics RAPTR UAS Photo


hard-wired into the microdrone, the less necessary is airmen certification. Any kind of airmen certification requirements should reflect an understanding of the risks that can be mitigated by qualified airmen and the knowledge and skills they need to play such a risk mitigation role. No one can obey rules that he or she does not know and understand. So, like pilots of manned aircraft, DROPs should be required to have a basic understanding of microdrone regulations.


40


July 2014


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