Evidence of DAA for Total Airspace Segregation

In plain language

If you request complete airspace segregation for your drone flight, you must prove to ANAC that your drone has a working Detect-and-Avoid (DAA) system.

Requirement as structured

ANAC's cross-border guidance states that where a UAS operator submits a proposal for total airspace segregation, evidence of detect-and-avoid integration must be submitted to ANAC.

Original regulatory text

Arc-a is only accepted in places where the likelihood of encounter with another airspace user is so low that no strategic mitigation is required regardless of whether or not airspace segregation exists. Arc-a obtained through segregation of airspace shall not be accepted in controlled airspace or in uncontrolled airspace locations manned air traffic is expected , namely, airspace procedures, final ILS (10º each side of RWY centerline azimuth), runway departure end (10º each side of runway centerline), SIDs, STARs, above MVA or MSA, helicopter VFR routes/reporting points, or in existing functional blocks or temporarily created for that purpose where, due to air traffic in adjacent areas, there is a moderate or high probability of airspace infringement phenomena (Lisbon, Porto, Faro VFR tunnels, CTRs and in Portuguese Shoreline between Faro and Sagres, Sines to Brejos da Carregueira, Brejos da Carregueira to Cascais via VFR tunnels, Cascais to Peniche and Espinho to Porto. Arc-a could be naturally accepted during the night in non-controlled airspace out of geographical zones, in military restricted or prohibited areas (operator must submit evidences that the military authority ensure segregation and a proof of authorisation is required to appraise for Arc-a), during the daytime in very low level, for example bellow obstacles or between buildings where horizontal shelter is possible and no adjacent airspace procedures are available (e.g. final ILS, VFR helicopter routes and reporting points) or in territorial waters if operating more than 2NM from the shoreline. The national airspace is a continuum and its segregation in the national territory and waters is reduced to a minimum (airspace and period). Efficiency of is utilisation must be demonstrated and a DAA ("Detect-and-avoid") strategy can be required even if a NOTAM is approved (airspace infringement by GAT could always occur due to the large number of published NOTAMs). Any airspace reservation will affect other airspace users (manned and unmanned) thus it should be limited on time. All airspace reservations to civilian (national and non-national) requires an approval from ANAC as per CIA n.º 29/2013 ( here). Such approval requires a decision of ANAC and when is issued will be included in the CBO confirmation of acceptability or receipt and completeness. During the wildfire season most part of the non-controlled airspace is allocated by AIP supplement for civilian firefighting and military/state activities between 1500´ SFC up to FL050 (check the supplements or NOTAMs). Any airspace allocation above 150m AGL or 500´ AMSL will have a negative impact in GAT flying in the center and north sector (2/3 of the Portuguese mainland). No restricted or prohibited areas will be created for the use of the UAS operators as a means of mitigating of the air risk if the operation is performed beyond 12NM, unless, in an air navigation safety context, the ATM/ANS provider considers especially important the publication of an airspace allocation or information for the activity. If the UAS operator submit a proposal for total segregation, it will be necessary to submit evidence of DAA integration to ANAC.