Was sind die effektivsten Möglichkeiten, um Kollisionen zwischen UAV und Flugzeug zu verhindern?

Implementing real-time tracking systems that allow both manned aircraft and UAV operators to be aware of each other's presence. This can include technologies such as Automatic Dependent Surveillance-Broadcast (ADS-B) for manned aircraft and transponders for UAVs, enabling better situational awareness. Fostering collaboration between UAV operators, aviation authorities, and industry stakeholders. Information sharing and joint efforts can lead to the development of comprehensive strategies for preventing collisions and enhancing overall airspace safety.

The flight of UAV's may operate under remote control by human operator as remotely operated aircraft or with various degrees of autonomy such as autopilot assistance. Sense and avoidance (SAA) or Detect and avoidance (DAA) systems are technologies that allows unmanned air vehicles (UAV's) and drones to integrate safely in aircraft air space and avoid collision with other aircraft\building\towers\birds and other obstacles.

The inclusion of a standardised and mandatory 'ADS-Lite' system would enable drones to transmit their presence, thereby enabling autonomous systems to incorporate SAA/DAA functionality. This should be coupled with aerial highways to assure fast safe travel. There needs to be a global standard designed and should be established as a matter of priority.

To prevent drone collisions with aircraft, effective measures include implementing geofencing systems, requiring mandatory registration for drone operators, promoting education on safe drone usage, and enhancing airspace management through technology.

S2A / D2A help, but they're not a panacea. ADS-B, TCAS, FLARM and all the other E-Conspicuity aids available have not stopped manned aircraft flying into each other. Indeed, in some cases (USAF C-27J/C-130J collision for example) they may lead to a false sense of safety, and erode other basic airmanship tasks such as lookout and radio monitoring for SA purposes. Such systems are part of a SA ecosystem for a drone user, including a better understanding of the airspace they are operating in (eg military low flying route, approach/departure lanes to an airport/HLS or popular visual / radio navigation feature), lookout, listen out and pre-mission inspection of relevant NOTAMs etc.

Duplicate the Aircraft Collision Avoidance sensor net from commercial aircraft in a limited sense onto UAV. Modify the commercial aircraft algorithm into the UAV avoidance algorithm, and modify it to make UAV’s evasive action response first. It is always the lesser vehicle, *and unmanned*, so the onus should be on it to take action first.

- establishing exclusive UAV air-routes that are distinct from civilian / military air traffic (altitude restrictions around busy airports). - implementing mandatory ADSB-out requirement for UAVs above a certain altitude - Given that most collisions are likely to occur around airports and at low altitudes, implementing a TCAS solution with UAVs taking evasive maneuvers.

Going one step further with ADS-B as this is freely available information/data, I'd like to see UAV manufacturers implement 'automatic actions on' akin to low battery or lost signal actions that places the UAV at a safe separation when there are aircraft approaching.

it should included a live tracking with avoid collision sensing system to minimize occurrence of any incidents. using UAV it will be benfit with full control of it.

Incorporation into existing frameworks is generally an advisable path, with UAV OEMS and Operators willing an able to do so. However, in countries like Australia, where there is far more uncontrolled than controlled airspace, this only supports a tiny portion of usable airspace.

Segregated airspace and procedural actions/control is already in existence and if followed I believe is sufficient for now. I think more work is needed at lower heights (400ft) with respect to General Aviation in Class G. I see GA as the neighbour to the hobby/A2 UAV community and a holistic approach to sharing this airspace is needed.

max height for UAV of 400 ft AGL, for flight required above this level, ADSB required. Submit flight plan via portal if flight required inside controlled airspace.

Geofencing can help keep UAVs and UASs out of airspace where crewed aircraft may fly. Another option, depending on the job being conducted, is tethering.

Geofencing is undoubtedly a very useful tool, but it only works at larger airfields and facilities. It does not abrogate the Drone User from a fuller understanding of the air space they wish to operate in; they could be close to a farm strip, a HLS or a microlight activity - and especially the latter may not be electronically conspicuous. Much of the UK is Class G Open FIR, and under that sits hundreds of 'aviation locations' and the UKMLFS. A healthy approach to pre-flight planning and good awareness of broader airspace users are sensible additional precautions.

If you can utilize Digital Terrain Elevation Data (DTED) in your operating data then use it. Sometimes you can get it utilizing GIS software from different counties' GIS websites. If you cannot get it from the county's website, contact their GIS administrator and see if they can help. They may even help you get updated imagery for you to use on your mapping software.

A key issue here in the UK is the lack of awareness by many Drone operators of the UK Military Low Flying System (UKLFS). Time and again, Drone users express ‘surprise’ at seeing a military aircraft at low level. It conflicts with the ‘0-400ft is ours’ mindset; fixed wing will be at 250ft routinely, and 100ft in Tactical Training Areas, while helicopters will often be below 100ft. One of the reasons for low flying is to terrain mask from radar, visual and acoustic detection so ‘see & avoid’ and electronic conspicuity is degraded. The UKLFS should be a mandated part of ground training and awareness, so that high risk areas (eg flow arrows) are better recognised, and existing warning measures (such as those for horse riders) explained.

As above, regulators must be willing and supported (political will) to ensure that the risk and requirements are equally balanced across all airspace users. Historically, this has not been the case with few if any requirements sitting with groups like general or sports aviation.

Yes education, awareness and purpose of UAV should be declared to fly. That has to be informed to the authority. Local authority should develop regulations and dessiminate the information and protocols to the UAV holders.

Communication is key! See... and be seen! Presently, the divergence in information gathering during planning phases is a critical issue. Commercial airlines depend on flight plans, yet in uncontrolled airspace, (in the UK at least) these are not mandated. A fundamental step towards enhanced safety is the obligatory filing of flight plans for all airspace users (the 'see' part). Additionally, equipping all airspace users, manned and unmanned, with a transponder (ADS-B or FLARM at minimum) is imperative (the 'be seen' part). To integrate these enhancements, a concerted effort is required to develop a unified, officially sanctioned flight planning tool/app. This tool would be invaluable for ensuring seamless integration with ATM systems too.

Communication is one of the most important things to remember when preparing for flights. If you do not have a VHF radio that can hear aircraft in your area, this may need to change. Also, look at the different types of NOTAMs, ROZs, etc. which you may be operating in or near. If you are operating a UAV/UAS in the area where Helicopters operate, make sure you have a spotter out. Helicopter pilots, in no disrespect to them, enjoy flying wherever they want. Spotters can look and listen for them so you can avoid any issues on launch and landings.

Crewed aircraft must all be equipped with electronic conspicuity and there must be much stronger enforcement of low-flying and barnstorming by crewed aircraft.

I know it’s beating a dead horse but actually looking up NOTAMS and DROTAMS. So many times we’ve had a ROZ ignored by manned aircraft due to lack of preflight planning. See and avoid is the name of the game but mitigating the risk by knowing where drone operations exist is absolutely paramount.

Preventing UAV and aircraft collisions demands a comprehensive strategy. Implement geofencing, enforce real-time tracking, and equip vehicles with anti-collision tech. Strict regulations, education for operators, and integration into air traffic control are vital. Develop automated traffic management, conduct risk assessments, and invest in innovation. Foster global collaboration, establish incident reporting, and launch public awareness campaigns. This approach ensures safe coexistence in shared airspace.

Better and more collaborative air space management being the key since no single DAA system can solve the issue 99.999999%. DAA systems need to be developed taking into account physical limits of those moving vehicles giving a way too. Rules help a lot: no tractors nor pedenstrians to highways, no cars to sidewalks. Eventhough almost every pedestrian already carrying electronic conspiquity capable device…should still not jump to highway yet.

ATC and UTM Strict adherence to airspace ’lanes’ and digital fencing with fixed and mobile anti-drone detection can help prevent aviation and UAV collisions.

Accidents should be statistically studied and categorized according to their root causes. Presumeably; technical limitations, human errors, environmental factors, mis-information are the main causes. If human factor is dominant, training may be the solution. If technical limitations factor is dominant then improving the sensor capabilities may be. In addition to these, locations where the flight paths are likely to cross can be minimized.

UAVs most often rely solely on GPS for positioning. Sense and avoid systems will, for the most part, rely on transponders that often depend on GPS. As seen lately, GPS is not always reliable. There should be alternative means, such as transponders measuring the distance between them. 5G may be helpful for positioning, and there are decades-old systems that were operational before GPS. FailSafe is a crucial element in aviation, and that should be well extended to positioning, ground links, etc.

Drone are being designed with detect and avoid software that can detect objects so the drone will not collide into an tree, building, or a airplane. All small aircraft and drones need to have a universal system for detection and avoidance. There will always be non compliant drone operators to worry about.

- A bit optimistic going 3D when we can’t control automated vehicles in 2D in all situations. - Noise management will be a must. Do we want these mechanical (birds) zooming overhead at low altitudes? - Signal /detection systems may be a health hazard long term to humans. To be analyzed before implementing vs 10 years down the road.

Utilizing AI in control and navigation systems holds double potential: not only can it significantly enhance collision prevention, but it can also generate valuable data for continuous improvement. However, simply collecting data isn't enough - effective analysis, responsible data practices, and regular algorithm refinement are crucial for maximizing the efficiency gains.