Regeling Zonering Onbemande Luchtvaartuigen in de CTR

Reactie

Vraag1

Transition between zones:
What happens if a flight transitions from one zone to another during the same mission (eg starting low near an obstacle - no ATC contact - and then moving away or climbing above 45m - ATC obligation.
Must the pilot file a separate flight plan for each zone they intend to enter?
In that case, when is the contact with ATC initiated?
What about accidental zone transitions?

What about emergency flights?
The proposed rule calls for a 24-hour advance flight plan for flights in most CTR zones requiring ATC contact. That can be problematic for urgent flights (emergency response, inspection after a sudden incident, critical infrastructure failures etc).
Is there a fast-track or exception procedure for a short-notice (same-day) specific category operations?
How can first responders quickly coordinate with the tower if they must act on short notice?

Ambiguity over 30m distance
The amendment proposes that if a specific category flight stays within 30m of an obstacle, it doesn’t need flight plans or two-way radio communication in some zones. A small difference in how 30m is measured could mean either compliance or a violation.
How do we measure or prove compliance?

Integration with U-Space
There is little mention of how these rules will interface with the upcoming U-Space systems or other digital flight coordination platforms.
Will there be an automated flight-authorisation process that eliminates manual submission?

some drone operators rely n air traffic control (ATC) involvement (radio communication, separation, clearances) as a risk mitigation for conducting BVLOS flights in controlled airspace (CTR). In large portions of the Civil CTR, ATC will no longer be responsible for providing separation or information to unmanned flights. Operators in those areas won;t be able to rely on ATC to manage interactions with manned traffic. So without ATC mitigation, SORA or other cases for BVLOS might fail to reach an acceptable risk level, so BVLOS approvals could become impossible or extremely difficult.

If BVLOS can’t happen in or near airports, that halts practical use cases such as medical deliveries or advanced cargo flights that require routes from city to city or from a hospital to an airport.
Will there be BVLOS corridors?
ATC service on request?