1、_SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising theref
2、rom, is the sole responsibility of the user.”SAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions.Copyright 2016 SAE InternationalAll rights reserved. No part of this publi
3、cation may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE.TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada)Tel: +1 724-776-4970 (out
4、side USA)Fax: 724-776-0790Email: CustomerServicesae.orgSAE WEB ADDRESS: http:/www.sae.orgSAE values your input. To provide feedbackon this Technical Report, please visithttp:/www.sae.org/technical/standards/ARP5707AEROSPACERECOMMENDED PRACTICEARP5707Issued 2010-11Reaffirmed 2016-04Pilot Training Rec
5、ommendations for Unmanned Aircraft Systems (UAS) Civil OperationsRATIONALEARP5707 has been reaffirmed to comply with the SAE five-year review policy.TABLE OF CONTENTS 1. SCOPE 2 2. REFERENCES 22.1 Applicable Documents 22.2 Related Publications . 3 3. ABBREVIATIONS AND ACRONYMS . 4 4. INTRODUCTION/BA
6、CKGROUND . 5 5. EXPECTED USAGE OF THIS DOCUMENT 6 6. BASIS FOR DEVELOPING PILOT TRAINING RECOMMENDATIONS 76.1 Intended USe 86.2 Operational Environment 86.3 Pilot Requirements 96.4 Aircraft System Characteristics . 10 7. DEVELOPMENT OF UAS PILOT TRAINING SYLLABI . 147.1 Comparing the Private and Com
7、mercial Pilot Practical Test Standards 147.2 Modifying the Private and Commercial PTS Topics for UAS PIlot training 167.3 Modifying the Instrument Rating PTS Topics for UAS PIlot training . 198. UAS PILOT QUALIFICATION AND TRAINING RECOMMENDATIONS . 21 8.1 Certification Restrictions . 228.2 Type rat
8、ings 238.3 Specific examples of Training requirements . 238.4 POssession of a Manned Aircraft Certification . 248.5 Other Topics 26 1. SCOPE This document provides an approach to the development of training topics for pilots of Unmanned Aircraft Systems (UAS) for use by operators, manufacturers, and
9、 regulators. The identification of training topics is based initially on Practical Test Standard (PTS) topics for manned aircraft pilots. The topics identified could be used for the construction of a PTS for UAS commercial pilot operations and a PTS for a UAS pilot instrument rating. The UAS commerc
10、ial pilot rating would contain restrictions on the types of operations that could be flown that would be dependent on the type of UAS used. The UAS type would also influence the specific training topics that would be covered. This document is not intended to outline the requirements for other crewme
11、mbers, such as observers, payload operators, or ground personnel, nor does it distinguish between different levels of pilot authority or discuss the roles for pilot-in-command, supplemental pilot, or observer. The recommendations outlined in this document assume that UAS pilot certification will not
12、 require a manned certification as a prerequisite. No recommendations are given for recurrent training, specific medical requirements, or whether or not UAS instructors must hold a Certified Flight Instructor (CFI) certificate. Training and certification of UAS pilots for commercial operations in th
13、e National Airspace System (NAS) is a new field. Consequently, the scope of this document is limited to proposing an initial framework to train and certify UAS pilots for fixed wing UAS. As the community grows, certification and training requirements will become more detailed and refined. Additional
14、ly, there are other classes of UAS that will need to be addressed in detail in the future. These include rotary wing, ducted fan vertical flight, and lighter-than-air. 2. REFERENCES The following publications form a part of this document to the extent specified herein. The latest issue of SAE public
15、ations shall apply. The applicable issue of the other publications shall be the issue in effect on the date of the purchase order. In the event of conflict between the text of this document and references cited herein, the text of this document takes precedence. Nothing in this document, however, su
16、persedes applicable laws and regulations unless a specific exemption has been obtained. 2.1 Applicable Documents Civil Aviation Authority, United Kingdom. UA and Rocket Operations in UK Airspace Guidance. CAP 722, November 12, 2004. Civil Aviation Safety Authority, Australia. UA and Rocked Operation
17、s. CASR Part 101, January 2003. Federal Aviation Administration National Policy (March 2008) Order 8130.34 Airworthiness Certification of Unmanned Aircraft Systems. Federal Aviation Administration AIR-160 (March 2008) Unmanned Aircraft Systems Operations in the U.S. National Airspace System Interim
18、Operational Approval Guidance 08-01. Munsen, K (ed.). Janes Unmanned Aerial Vehicles and Targets. Janes Information Group, London. (various). Editions Potter, P., (2005). Program Review Unmanned Aircraft Systems. U.S. Department of Transportation, Federal Aviation Administration, Flight Technologies
19、 and Procedures Division, Washington, DC Van Blyenburgh, P. (2006). UA Systems: Global Review. UVS International, Avionics06 Conference, Amsterdam, The Netherlands. Weibel, R. E. rotorcraft; glider; balloon; landplane; and seaplane. Category, as used with respect to the certification of aircraft, me
20、ans a grouping of aircraft based upon intended use or operating limitations. Examples include: transport, normal, utility, acrobatic, limited, restricted, and provisional. SAE INTERNATIONAL ARP5707 10 OF 27Part 1 also identifies Small aircraft (12 500 pounds). Part 23 identifies a Commuter aircraft
21、(19 000 pounds) while Part 25 governs Transport aircraft. Part 103 introduces the Ultralight and a recent Notice of Proposed Rule-Making (NPRM) has authorized the Light Sport Aircraft. Further differentiations are made by type of operation, number of passengers carried, and by the type and number of
22、 engines. Advisory Circular 23-1309 discusses a “Class” breakout for small aircraft as: Class I (Typically single reciprocating engine (SRE) under 6000lbs), Class II (Typically multiple reciprocating engine (MRE), single turbocharged engine (STE), or multiple turbocharged engine (MTE) under 6000lbs)
23、, Class III, (Typically SRE, STE, MRE, Williams, 2004). From a training perspective, this unique combination of requirements will demand specialized training for pilots. However, it should be made clear that not all smaller UAS require visual line-of-sight to maintain awareness of aircraft status. S
24、ome transmit position and attitude information electronically. While these systems are not necessarily constantly seen by the pilot, they would still operate within a restricted range from the pilot and would probably have ground observers that would maintain a view of the aircraft. In addition, som
25、e UAS that require visual line-of-sight control are automated in such a way that relieves the pilot from having to master difficult psychomotor skills. 6.4.4 Control Hand-offs One of the major differences between manned aircraft and UAS is the separation of the pilot from the aircraft. A consequence
26、 of this separation is the possibility for control of the aircraft to be transferred to different locations during the flight. These control hand-offs are an important training consideration because they can require different procedures for each system. Furthermore, the complexity of these procedure
27、s differs from system to system. Control hand-offs can occur between a visual line-of-sight pilot and an electronic line-of-sight pilot. They can occur between two control stations. They can also occur within a control station from one side of the station to the other. These hand-offs are not the sa
28、me as the exchange of controls that occurs within a manned cockpit for at least two reasons. First, controls in two separate control stations, and even within a single control station, are not yoked together, leading to the possibility that the controls will be in different configurations during a h
29、andoff. Second, in addition to the controls themselves, the pilot must also manage the data link during hand-offs to avoid losing positive control of the aircraft. 6.4.5 Data Link Management A number of unique training requirements arise because of the need to manage the data link from the control s
30、tation to the aircraft during the flight. Pre-flight planning should include an analysis of potential data link blind spots, depending on the type of data link to be used, and should contain contingency plans for lost data link. In addition, during the flight, the pilot needs training in regard to t
31、he management and monitoring of the data link, and training for lost link events. The specific type of training required is dependent again on the type of operation and the type of system being flown. 6.4.6 Launch and Recovery Schemes Unlike the large majority of manned aircraft, UAS have a variety
32、of methods that are used for take-offs and landings. While some UAS use taxiways and runways, a number of other systems were designed for off-airport operations. Off-airport launch and recovery schemes include rocket assisted take-offs, catapults, and slingshots. Some are even hand launched. Likewis
33、e, recovery schemes include flying into a net, snaring the aircraft on a pole, or a simple “stall and fall” method. Training programs, of course, should cover the specific methods used for launching and recovering the aircraft. In addition, if a system was designed only for off-airport operations, t
34、he need for airport operation training is eliminated. SAE INTERNATIONAL ARP5707 13 OF 277. DEVELOPMENT OF UAS PILOT TRAINING SYLLABI The development of a training syllabus for UAS pilots began by looking at manned aircraft training requirements. These requirements are contained most concisely in FAA
35、 Practical Test Standards (PTS). These standards are structured to correspond to various levels of certification of the pilot. Higher levels of certification assume that lower levels have been achieved, in terms of both flight time and proficiency. For most pilots, the first level of certification f
36、or flight in the NAS is the private pilot certificate. This can be followed by various ratings such as an instrument or multi-engine rating. For the conduct of commercial activities, a commercial pilot certificate is required. The highest level of certification, Air Transport Pilot, requires over 15
37、00 hours of flight experience (see 14 CFR Part 61.159(a). The current approach to the development of UAS pilot training syllabi is to assume that most UAS operations will be either commercial or public. The existence of a UAS private pilot certification is not necessary because of the very limited a
38、pplication for such a certificate. 7.1 Comparing the Private and Commercial Pilot Practical Test Standards Table 4 below compares the practical test standards for the private and commercial pilot certificates. Note that the topics included in the table are for a Single-Engine, Land, rating, and do n
39、ot include the topics for seaplane operation. A review of these tables reveals very little difference between the requirements in terms of the topics that are covered. The primary differences between these certificates is in the type of aircraft being flown and the number of hours required for certi
40、fication. TABLE 4 - COMPARISON OF TESTING TOPICS FOR THE PRIVATE PILOT AND COMMERCIAL PILOT Private Pilot Commercial Pilot I. Preflight Preparation I. Preflight Preparation A. Certificates and Documents A. Certificates and Documents B. Airworthiness Requirements B. Airworthiness Requirements C. Weat
41、her Information C. Weather Information D. Cross-Country Flight Planning D. Cross-Country Flight Planning E. National Airspace System E. National Airspace System F. Performance and Limitations F. Performance and Limitations G. Operation of Systems G. Operation of Systems J. Aeromedical Factors J. Aer
42、omedical Factors II. Preflight Procedures II. Preflight Procedures A. Preflight Inspection A. Preflight Inspection B. Cockpit Management B. Cockpit Management C. Engine Starting C. Engine Starting D. Taxiing D. Taxiing F. Before Takeoff Check F. Before Takeoff Check III. Airport Operations III. Airp
43、ort Operations A. Radio Communications and ATC Light Signals A. Radio Communications and ATC Light Signals B. Traffic Patterns B. Traffic Patterns C. Airport and Runway Marking and Lighting C. Airport and Runway Marking and Lighting IV. Takeoffs, Landings, and Go-Arounds IV. Takeoffs, Landings, and
44、Go-Arounds A. Normal and Crosswind Takeoff and Climb A. Normal and Crosswind Takeoff and Climb B. Normal and Crosswind Approach and Landing B. Normal and Crosswind Approach and Landing C. Soft-Field Takeoff and Climb C. Soft-Field Takeoff and Climb D. Soft-Field Approach and Landing D. Soft-Field Ap
45、proach and Landing E. Maximum Performance Takeoff and Climb E. Maximum Performance Takeoff and Climb F. Short-Field Approach and Landing F. Short-Field Approach and Landing K. Forward Slip to a Landing L. Go-Around/Rejected Landing L. Go-Around/Rejected Landing M. Power-Off 180 degree Accuracy Appro
46、ach and Landing SAE INTERNATIONAL ARP5707 14 OF 27V. Performance Maneuvers V. Performance Maneuvers A. Steep Turns A. Steep Turns B. Steep Spiral C. Chandelles D. Lazy Eights VI. Ground Reference Maneuvers VI. Ground Reference Maneuvers A. Rectangular Course B. S-Turns C. Turns Around a Point A. Eig
47、hts on Pylons VII. Navigation VII. Navigation A. Pilotage and Dead Reckoning A. Pilotage and Dead Reckoning B. Navigation Systems and Radar Services B. Navigation Systems and Radar Services C. Diversion C. Diversion D. Lost Procedures D. Lost Procedures VIII. Slow Flight and Stalls VIII. Slow Flight
48、 and Stalls A. Maneuvering During Slow Flight A. Maneuvering During Slow Flight B. Power-Off Stalls B. Power-Off Stalls C. Power-On Stalls C. Power-On Stalls D. Spin Awareness D. Spin Awareness IX. Basic Instrument Maneuvers A. Straight-and Level Flight B. Constant Airspeed Climbs C. Constant Airspe
49、ed Descents D. Turns to Headings E. Recovery from Unusual Flight Attitudes F. Radio Communications, Navigation Systems/Facilities, and Radar Services X. Emergency Operations IX. Emergency Operations A. Emergency Approach and Landing (Simulated) A. Emergency Approach and Landing (Simulated) B. Systems and Equipment Malfunctions B. Systems and Equipment Malfunctions
