This AIRPROX report from AAIB helped solidify some of the thoughts I had been hitting in my mind for some time. In addition to that, the world’s ATM (Air Traffic Management) conference, which begins today in Spain. Traditional air traffic control is a system that is not suitable for 2022, not to mention 2100 in the drone world.
No more nice guys or girls. The UAS industry needs to collect its own data. Especially you who are at the airfield when you fly, just in case you need it, as in this Airprox example.
You need to use that data to put the foot of the regulator on fire.
There is no sensor fusion in the world of manned aircraft, and towers are not obliged to share radio and radar data with each other. There is no central repository for that data.
There should be dozens of airspace intrusions every day, but they are not reported because there are not enough sensors in the field monitoring the chokepoints. If a light aircraft is hit by a 2000-foot radar, it’s not much below 1000 feet. .. Also, in many areas, towers don’t have coverage, so you don’t have to talk to air traffic or low-level traffic.
With the advent of Remote ID (RID), DJI is already enabled in Japan. There is no end to the app that decodes Wifi messages that identify where you are driving from, not just the location of the drone.
The light aircraft below did not have any electronic equipment to identify itself.
It’s time to build a civil sensor network to share location data from manned non-electronic co-operatives in the world of drone operators.
DJI MATRICE OPERATOR is a small unmanned aerial vehicle (SUA) during flight.
A lightweight manned fixed-wing aircraft flying about 160 ° heading at about 10kt at 400ft AMSL and about 500m south of the east-south operational area suddenly created a sharp left bank. Turn north (at 90 ° in the bank) and fly directly towards SUA.
The remote pilot disengaged the SUA autopilot and descended according to the operator’s emergency procedures, reaching 325 feet.When the fixed-wing aircraft approaches the position of SUA
The wings leveled, then made a right banked turn northeast and continued in that direction for a while.
Before turning left and heading west, you will leave the operational area and disappear. The fixed-wing aircraft was observed minutes before the outbreak, performing a “loop-loop” and making steep ups and downs, but at a distance (more than 5km west of the operational area).To be
The only aerobatic flights observed all day, remote pilots and observers were particularly vigilant
Of this aircraft
I assumed that I was maneuvering, flying a stable heading and altitude, and heading for Brayton.
landing.As a result, both remote pilots and observers were monitoring fixed-wing aircraft.
I approached and soon discovered a new conflict.
Both remote pilots and observers are flying nearby in the morning while GA pilots fly anomalous (historical) aircraft from Brayton Airfield east of the operation area and conduct ground operations. He was explained that he discovered a low altitude. However, no aerobatic aircraft were observed throughout the day, and no NOTAM or other warnings were found in the days prior to the flight in connection with planned aerobatic flights in the area.
The crew posted a pre-flight report for the operational area through the Altitude Angel.
Covers business hours from 0900 to 1630 local time the day before the flight. About debriefing
Remote pilots and observers have extreme flight of fixed-wing aircraft,
Anomalous, such operations may have been expected to occur at any time, based on behavior.
Observed a few minutes ago. Therefore, the crew should have been able to make the decision to land the SUA early.
Wait until the fixed-wing aircraft departs the area, but decides to continue reasonably
Monitor the behavior of fixed-wing aircraft. Both remote pilots and observers said that fixed-wing aircraft pilots may have intentionally flew toward the SUA (or ground crew) to check details or practice tight maneuvers. I was skeptical, but this was a guess and a pilot’s intent, really unknown. The fact that the fixed-wing aircraft turned to the right after heading towards the SUA suggests that the pilot knew or was aware of the position of the SUA.
The pilot rated the risk of collision as “high.”
The unknown light aircraft pilot could not be tracked.
The weather at Doncaster Sheffield Airport and Leeds Bradford Airport was recorded as follows:
METAR EGCN 071520Z 19009KT 9999 BKN023 19/15 Q1024 =
METAR EGNM 071520Z 19009KT 9999 SCT020 18/14 Q1023 =
Analysis and research
I contacted a local airfield to identify an unknown light aircraft.Flying inhabitants
Training facilities were discounted and two of the local pilots were allowed to conduct.
Aerobatic flight. A third non-resident aerobatic pilot was also contacted, but they
Don’t fly on near miss days.Therefore, it was not possible to track an unknown pilot
DJI Matrice 200 and untracked light aircraft pilots shared equal responsibility for collisions
Avoid and do not operate near other aircraft that may pose a risk of collision.
During flight, remote pilots need to keep the drone in VLOS and maintain it thoroughly
Visual scan of airspace around unmanned aerial vehicles to avoid the risk of collision
By manned aircraft.If the operation poses a danger, the remote pilot shall stop the flight.
To other aircraft, people, animals, environment or property.
Airprox was reported when DJI Matrice 200 and an unknown light aircraft flew near 3NM
Northeast of Selby at about 1438Z on Thursday, October 7, 2021. DJI Matrice operator
It works under VLOS and is not receiving ATS. An unknown light aircraft pilot could not be tracked.