GPS World

Tag: Federal Aviation Administration

  • Drone-bird to scare away flocks tested at airport

    Drone operational rules have quite a few restrictions, largely aimed at keeping unmanned aircraft away from manned and commercial aircraft operations. The Federal Aviation Administration (FAA) has set a boundary limit for UAV operations to stay a minimum of 5 miles away from any airport. So it’s a little surprising that at least one airport is actually carrying on trials to fly drones within airport property.

    The reason is birds. Most airports are large, open spaces where birds love to land in large numbers to seek food and to rest, so airports and aircraft have to cope with the problem of avoiding bird-strikes in the critical phases of take-off and landing.

    Airports have used remotely compressed air cannons, and manually fired ordinance that “screams” or explodes making various forms of loud noise, or dogs or even hunting falcons of different species. Birds, however, become habituated to cannons and guns, and neither dogs nor hunting falcons can be relied on to actually herd birds away from runways.

    All this is in an effort to drive flocks of birds away from runways and low-altitude aircraft traffic corridors. At high altitude, a bird strike is usually survivable and an aircraft still has sufficient energy to be able to glide in the event of a complete engine-out situation, giving the pilot time to find a landing place. U.S. Air’s Chesley Sullenberger was a great airman to save his passengers and aircraft, but he was also lucky to have the Hudson right there to ditch into. He was some cool dude when he put his Airbus A320 down on the river, once losing both engines at low altitude on take-off after flying through a flock of Canada Geese.

    Enter Robird, a drone that looks — and behaves, in the right operator’s hands — like a female peregrine falcon, with flapping wing propulsion and attack moves emulating the predatory bird. Flown by a pilot and accompanied by an observer whose primary job is to ensure the UAV “bird” stays away from runways, the pair seeks resting flocks of birds that pose risk to aircraft within the boundaries of an operational airport.

    https://youtu.be/-gc8kBmzOOI

    Clear Flight Solutions in Holland has recently undertaken a trial at Edmonton airport in Alberta, Canada, where it obtained special flight clearance to fly within the airport grounds to demonstrate how its mechanical falcon could clear birds away from airport danger zones.

    Of course, drones and aircraft don’t mix either, so flight rules within the drone systems (GPS/autopilot?) apparently include geofenced no-go areas corresponding with runways and approach areas, and there is a shutdown mode in case of loss of signal or other failure — avoiding runway incursion is all important.

    Registration is back on

    Since U.S. Federal Aviation Administration (FAA) regulations requiring registration of small UAVs (sUAV) and model aircraft were struck down last spring by the appeals court, the need to register has been in abeyance. However, Congress has rolled a new requirement back into the recently signed $700 billion National Defense Authorization Act, making registration of any sUAS or recreational model aircraft a legal requirement, subject to fines for lack of compliance.

    The FAA has continued to advocate registration as a means to track wayward operators and to enforce separation of drones from manned aircraft. AUVSI has also continued to support the FAA position. A 2012 law, on the other hand, was said to prevent the FAA from making rules covering “model aircraft,” defined as “unmanned aircraft” flown for recreational purposes.

    The new regulation within the Defense Authorization Act has now apparently clarified and overcome any contradictions — recreational model aircraft and drones all have to be registered.

    DJI claims and counter-claims

    The U.S. Immigration and Customs Enforcement’s (ICE’s) recent claims that manufacturer DJI could be spying for the Chinese Government have been refuted by DJI.

    DJI has responded that allegations are wrong and that ICE should consider withdrawing or correcting unsupportable assertions. But claims persist that the Chinese government may be using information gathered by DJI UAVs to target potential assets for purchase.

    A large wine producer in California used DJI UAS to survey its vineyards and monitor grape production, but soon afterwards a number of Chinese companies apparently purchased vineyards in the same area. So it’s being alleged that the companies appear to somehow have used DJI data.

    DJI UAVs collects reflective images of leaves to calculate the nitrogen levels of plants using a specialized infrared scanner. The scanner enables growers to deduce how much nitrogen to add to the soil to optimize plant growth. Information on the location and stages of crop growth can also be collected. As of May, it’s been reported that DJI’s only customers using this particular scanner were wine producers along California’s Pacific Coast.

    Most UAVs would seem to be capable of collecting location and geographic information data; however, these claims are being leveled at manufacturer DJI. In a website statement, DJI denied any wrongdoing but hinted that some of its data storage may have been compromised.

    This story may be far from over.

    Potential new aircraft control systems?

    I recall climbing around in the fuselage of a Jet Provost training jet back in my apprenticeship years at BAE in the UK — I was wiring in auxiliary systems. But the thing I remember most was the mass of control cables running down the top center of the aircraft and winding their way to control surfaces via pulleys, with in-line tensioners and rubber lined holes to pass through bulkheads. I thought, How reliable could this be? Of course, it’s the way almost every aircraft control system has been constructed since Wilber, Orville and wing-warping. Up until we got fly-by wire and electrical actuators, that is — then mechanical cables became less prevalent, except for reversionary back-up.

    But making surfaces pop up into the airstream around an aircraft is how we’ve been able to take off, maneuver and land aircraft/UAVs — up to now. Elevators, rudders, ailerons, leading and trialling edge flaps, speed brakes — all of them control pitch (up and down), yaw (left to right), roll and manage lift. These mechanical control surfaces sprout out of the wings and horizontal and vertical stabilizers, and provide control for the pilot, autopilot or onboard flight computer.

    Now BAE Systems and Manchester University (MAN U) in the UK have come up with a different way to control a flying vehicle without using moving control surfaces. If the smooth surfaces of a stealth aircraft were to be never disturbed, the stealth radar signature of the vehicle would remain unchanged even during maneuvering — a handy enhancement to have to keep an aircraft as invisible as when it’s “clean” in level flight.

    The BAE/MAN U innovation, incorporated into a new MAGMA drone, uses internal, redirected air from the engine to “blow” the aircraft into a different direction. The small demonstration UAV has apparently completed a successful first flight.

    These innovations could both reduce mechanical complexity and improve the integrity of a stealth signature, by removing conventional control surfaces. Wing circulation control redirects supersonic air from the engine and blows it through the trailing edge of the wing. Thrust vectoring changes the direction of the aircraft’s exhaust.

    When used together, these control the direction of the aircraft by manipulating the air around it. Hydraulic and electrical actuators have been replaced by air redirecting ducts and air blowers, which may simplify build and flight controls without making the air vehicle more visible to radar. Of course, taking additional airflow from the engine means the engine has to be more powerful to provide the additional airflow, so this doesn’t come for free.

    The technologies being developed may enable cheaper, higher performance, next-generation aircraft. Its hoped that R&D will contribute towards technological improvements for advanced military aircraft. These trials are an important step forward in the exploration of adaptable airframes — along with other work to improve the performance of UAVs in collaboration with the University of Arizona and NATO Science and Technology Organization.

    MicroPilot adds sense and avoid

    MicroPilot in Manitoba, Canada, is a leading supplier of autoflight solutions for the UAS industry. The latest MicroPilot autopilots include integrated control datalinks, and they are small, lightweight and interface with a wide range of sensors. MicroPilot has now integrated its UAV autopilot with the FLARM sense and avoid system, adding an essential element for autonomous and beyond-visual-line-of-sight (BVLOS) operations.

    FLARM is a traffic awareness and collision avoidance technology used by light aircraft and UAVs. When integrated with MicroPilot’s autopilot, the system alerts the autopilot of any close-by, suitably equipped aircraft. FLARM outputs the velocity and altitude of these detected targets, and the autopilot then decides how to avoid them.

    FLARM collision avoidance systems, used by manned aircraft for more than a decade, now come with an ADS-B out option that broadcasts the UAV’s position to alert other aircraft to its location. Together, the MicroPilot autopilot and integrated FLARM system offer a unique combination of automated flight control and sense-and-avoid capability for UAS developers.

    Summary

    So bird-hunting, wing-flapping, bird-like UAVs being used to clear airports to prevent collisions between birds and aircraft; you will need to put down your $5 registration fee with the FAA if you want to fly your own UAV because new legislation has replaced that previously struck down in the courts; DJI and the U.S. ICE seem to be on some sort of a collision course; BAE and MAN U appear to be on the verge of a potentially revolutionary system with which to affect flight control of aircraft and a combined system for autoflight and collision avoidance — just a few of the many things happening this month in the UAV industry.

  • Examining the first phases of airborne street traffic

    It’s been a couple of months since we ran an update on unmanned aircraft, so there are lots of news items to dust off and maybe look at more closely.

    I suppose we’ve all seen those futuristic movies with masses of orderly air traffic traveling rapidly down invisible roads hundreds of feet above cities — maybe the Jetsons first got us thinking about this vision of tomorrow? Well, unmanned flying taxi demos in Dubai certainly caught my attention. Could this be the launch of the first phase of “airborne street traffic”?

    Demo UAVs in Dubai, China

    The two-seater UAV built by Volocopter demonstrated in Dubai has 18 rotors, and during the five-minute demo for the media, Crown Prince Sheikh Hamdan bin Mohammed was flown at around 200 meters over sand, rather than over a populated city. There surely could be a number of safety elements yet to be implemented before we see this become operational — but you have to start somewhere.

    The Volocopter demo was preceded at the beginning of this year by the appearance of a single-seat Chinese demo vehicle. This smaller eight-rotor drone by EHang took a shot at being a future “over-city” cab.

    Urbain Air Project

    In the meantime, Airbus and HAX, a start-up investor, are seeking innovators to participate in a four-month program to advance developments in urban-air mobility — innovations which could speed-up development of “flying cars.”

    The project is looking for technologies already being developed in:

    • Urban air transport vehicle technology
    • UAV sense and avoid technology
    • Airport runway and landing detection systems
    • Emergency safety systems for airborne vehicles
    • Required infrastructure for airborne transport vehicles
    • Autonomous airborne vehicle technology
    • Aerial maneuver decision making and support systems
    • Air traffic management systems
    • Aerial collision detection and avoidance systems
    • Battery packaging and management systems for airborne vehicles

    Several startups could be funded with at least $100,000 each, and will be asked to spend four months in Shenzhen, China, turning their concepts into prototypes with support from HAX and Airbus engineers.

    Safety Standards?

    All interesting stuff, but at some stage someone has to take a serious look at the safety standards needed to protect prospective passengers. The existing designs appear to have some flight control redundancy, and there are hints of a possible loss of data-link reversionary mode, but there might be more significant work to be done before any regulatory agency such as the Federal Aviation Administration (FAA) were to validate system reliability. But good luck to these innovators and other companies who are working towards implementing this fascinating concept.

    At the other end of the drone spectrum, Renishaw Canada recently showed off a drone made of titanium and produced using 3D printing.

    The Firefly is a 3D-printed titanium rocket-powered drone that can fly at nearly supersonic speeds, with onboard telemetry and a spring-released wing. The Mach 0.8 drone has been produced by the Renishaw additive manufacturing group for an unnamed North American aerospace company. The drone can apparently house a number of miniaturized sensors for data collection.

    Possible applications of this unique high-speed, short-duration drone could include data collection flying into storms and hurricanes, or perhaps for longer distance surveying when launched from a future Mars rover.

    Boeing Acquires Aurora Flight

    And on the business front, the recent news is that Boeing is in the process of acquiring Aurora Flight Sciences Corp. Adding Aurora as an independent operation alongside Insitu will probably lead to migration of technology between the two Boeing UAS units, which is presumably why Aurora is being acquired.

    Aurora has focused on electric propulsion systems and automation and autonomy for robotic operations and UAVs. Aurora has also collaborated with Boeing in the past on rapid prototyping for drones, and structural assemblies for military and commercial applications.

    As a unit of the Boeing Company, Aurora technologies for long-endurance aircraft, robotic co-pilots, and autonomous electric multi-rotor UAVs will have a better opportunity to make it to product level, and wider applications should be possible for these unique capabilities.

    Based in Manassas, Virginia, with facilities and offices in five other states around the United States — including R&D facilities right next to Massachusetts Institute of Technology in Cambridge — Aurora employees more than 550 people. They also have an office in Luzern, Switzerland.

    FAA Regulations Revisited

    Finally, according to AUVSI, in the year since the FAA released the Part 107 regulations for the operation of small UAS (sUAS), users have requested more than 1,000 waivers to work outside the parameters of these regulations. The Part 107 regulations permit users to request such waivers, provided operations can be shown to be safe. The majority of these waiver requests were to operate at night — whereas the regulations only permit operation within Visual Line of Sight (VLOS) in daylight.

    AUVSI argues that certain commercial operations have only been possible through the use of these waivers, and therefore the regulations should be revised to enable normal operations without the need to grant individual waivers on a case-by-case basis. The FAA’s position may be that until such operations can be proven to be safe over time, the agency wants to know who’s exceeding which parameters, and under what conditions — hence the need for individual written applications, so that analysis of safety aspects is possible. Then subsequent monitoring will show that levels of operation may be safely exceeded on a regular basis.

    This is how aviation agencies have always managed aviation safety. A UAS operator might demonstrate operational capabilities, show an acceptable safety level, and thereby prove that pushing the envelope is okay. Sometimes it can take time, but with good visibility on both sides, it’s possible that progress could be made reasonably quickly.

  • NASA tests next phase of UAS traffic management system

    NASA tests next phase of UAS traffic management system

    NASA’s UAS Traffic Management System was tested May 25 at the Nevada UAS Test Site. (Credit: Drone America)

    On May 25, the Federal Aviation Administration (FAA)-designated Nevada UAS Test Site and its NASA partners flew five different unmanned aerial vehicles (UAVs) to test NASA’s Unmanned Aircraft System Traffic Management (UTM).

    The flights demonstrated multiple operational scenarios, including parachute-initiated emergency supply deliveries and aerial survey operations.

    The UAVs were flown beyond the pilot’s visual line of sight using strategically placed visual observers and sophisticated command and control, communication and detect-and-avoid technologies.

    The test is part of a three-week national campaign, which NASA is leading in close collaboration with the FAA and industry partners on a more complex version of its UTM technologies at six different UAS Test Sites around the nation.

    The Technology Capability Level 2 (TCL2) National Campaign began May 9 with the Nevada UAS Test Site as the first of six UAS Test Site to begin UTM operations this year.

    The partners not only demonstrated drone flight capability, but also tested UAS traffic mapping, sensor and radar technology, all of which were connected through a NASA UAS service supplier network to NASA Ames Research Laboratory.

    Six FAA UAS Test sites and industry partners integrate their technologies with NASA’s UTM research platform and test the UTM concept in a range of conditions representative of those in the U.S. Airspace, explaind Tom Prevot, UTM project manager.

    “For the Nevada NASA Team, we flew the longest multi-faceted NASA UTM flights to date in Nevada,” Prevot said. “The beyond-line-of-sight missions we completed over a distance of 13 miles north of Reno, Nevada, and the multiple aerial parachute package-delivery missions performed were a first in the National Airspace System under the NASA UTM.”

    Current testing of the UTM TCL2 Test marks the second year in a row NASA has taken its UTM technologies on the road to further assess and refine their capabilities. During April 2016, NASA and its partners tested TCL1, which involved line-of-sight operations, and then began the first phase of TCL2 demonstrations in October 2016.

    Two more phases, TCL3 and TCL4, each progressively more complex and involving flying drones with specific tasks over increasingly populated areas, are scheduled for 2018 and beyond.

    The aerial parachute package-delivery missions performed were a first in the National Airspace System under the NASA UTM. (Credit: Drone America)

    “Our Nevada NASA partners did an amazing job in extending the body of airspace management and sense-and-avoid knowledge under the UTM and across the UAS Industry,” said Chris Walach, director of the Nevada UAS Test Site. “The National Campaign data provided to NASA from our two-week operation will go a long way toward advancing the UTM for the FAA and the UAS Industry.”

    “At AirMap, we consider UTM to be a critical ingredient for a thriving drone ecosystem,” said Steve Willer, business development manager for AirMap. “The TCL 2 trials demonstrate that technologies for geofencing, data exchange, and more can enable safe and sophisticated drone operations, even beyond line of sight. Along with NASA, the FAA, and NIAS we’re excited to show how UTM can chart a safe course for the drone ecosystem.”

    “Drone America is a proud participant in a Nevada Institute for Autonomous Systems (NIAS) led NASA Unmanned Traffic Management (UTM) program at the Reno Stead Airport,” said Mike Richards, president and CEO of Drone America. “The safe integration of Unmanned Aerial Systems (UAS) into the National Airspace System (NAS) is critical to the future of this industry. Drone America is fortunate to call Nevada our home. Working in a state that is very supportive and business friendly makes a tremendous difference to our future sustainability. Our partnership with NIAS and NASA will not only contribute to successful testing, this partnership will pave the way for future generations to experience the true value of autonomous systems.”

    “Carbon Autonomous Systems of Reno, in conjunction with their partner SmartPlanes of Skellefteå, Sweden, successfully took part in the planning, coordination, and flying in the most recent TCL2 NASA / NIAS UAS/UTM exercises conducted at the Reno Stead Airport UAS Test Range of the Nevada FAA UAS statewide test complex,” said John Hammond, chief pilot for Carbon Autonomous.

    NIAS was also supported by Delair-Tech and SensoFusion who provided UAS and drone detection UAS technologies, which were also tested during this NASA UTM TCL 2 Test.

    “We have been designing, manufacturing, and operating UAVs in the civilian airspace for almost 10 years in 100 countries,” said Benjamin Benharrosh, co-founder and head of Delair Tech North America. “This landmark agreement with NIAS, and the associated data collected for the UTM system designed by NASA at the Reno UAS Test Site will push our traffic management technology to a new level of precision and insight. We are thrilled to collaborate with NIAS on solutions that represent a new era for the commercial UAV market and a better presence of Delair-Tech in the U.S.”

    “We’re excited to be shaping the future of air traffic management as an official partner of the NIAS by providing our counter-UAS solution, AIRFENCE, in the ongoing NASA UTM project. AIRFENCE is playing an active role in detecting, locating, and tracking UAS as part of the project, providing rich data to NASA as they develop their UTM system,” said Kaveh H. Mahdavi, Sensofusion VP of operations.

    “NASA is one of Nevada’s most valuable partners. We appreciate the opportunity to support NASA’s UTM development. It is truly cutting-edge technology and will be instrumental in integrating UAS into the national airspace,” said Tom Wilczek, Aerospace & Defense Industry Representative for the Nevada Governor’s Office of Economic Development.

  • Raytheon launches WAAS payload to improve GPS accuracy for air travel

    Raytheon launches WAAS payload to improve GPS accuracy for air travel

    Raytheon Company has launched its GEO 6 satellite payload into orbit for its 12-year mission. It is the latest payload to support the Federal Aviation Administration’s (FAA) Wide Area Augmentation System (WAAS), which enhances the reliability and accuracy of GPS signals for directing air travel.

    The Raytheon-developed payload is a key element of WAAS, which offers commercial, business and general aviation pilots more direct flight paths, greater runway capability and precision approaches to airports and remote landing sites without dependence on local ground-based landing systems.

    “This latest payload launch is the next step in our journey with the FAA to bolster navigation safety and efficiency for commercial and general aviation,” said Bob Delorge, vice president of transportation and support services for Raytheon Intelligence, Information and Services.

    In June 2016, Raytheon launched WAAS GEO 5, which was recently accepted by the FAA for integration into the operational WAAS system. Both WAAS GEO 5 and GEO 6 were launched to replace aging satellites and enhance GPS precision for the FAA. WAAS increases GPS accuracy from 10 meters to approximately two meters and supports nearly all of the national airspace.

    The WAAS GEO 6 payload is hosted on a geostationary satellite, SES-15, owned and operated by SES. The satellite was successfully launched May 17 from Arianespace’s Guiana Space Center in French Guiana aboard a Soyuz launch vehicle.

  • Congress increases funding for UAS research, airspace integration

    More than $20 million for research on unmanned aircraft systems (UAS) was included in an appropriations package that Congress passed and the president signed into law last week to fund the federal government through the end of the fiscal year on Sept. 30. The funding for UAS research is $2.67 million more than last year’s budget request by the Federal Aviation Administration (FAA) to address a host of research challenges associated with integrating UAS into the national airspace system.

    The measure’s section on appropriations for transportation agencies also includes $20 million above the 2016 budget request for the FAA’s air traffic control organization. The increase will provide for the hiring and training of new controllers and accelerating UAS airspace integration. The agreement also includes $11.5 million more than was requested for aviation safety activities for UAS integration, including the addition of six full-time positions to support the certification of new technologies and advance the FAA’s organizational delegation authorization (ODA) efforts and strengthen safety oversight.

  • FAA evaluates drone detection dystems at DFW

    This week, the Federal Aviation Administration (FAA) and its partners are conducting detection research on unmanned aircraft (UAS) at Dallas/Fort Worth International (DFW) Airport.

    The DFW evaluation is the latest in a series of detection system evaluations that began in February 2016. Previous evaluations took place at Atlantic City International Airport; John F. Kennedy International Airport; Eglin Air Force Base; Helsinki, Finland Airport; and Denver International Airport.

    Drones that enter the airspace around airports can pose serious safety threats. The FAA is coordinating with government and industry partners to evaluate technologies that could be used to detect drones in and around airports. This effort complies with congressional language directing the FAA to evaluate UAS detection systems at airports and other critical infrastructure sites.

    At DFW, the Texas A&M University-Corpus Christi UAS test site is performing the flight operations using multiple drones. Gryphon Sensors is the participating industry partner. The company’s drone detection technologies include radar, radio frequency and electro-optical systems.

    The FAA’s federal partners in the overall drone detection evaluation effort include the Department of Homeland Security; the Department of Defense; the Federal Bureau of Investigation; the Federal Communications Commission; Customs and Border Protection; the Department of the Interior; the Department of Energy; NASA; the Department of Justice; the Bureau of Prisons; the U.S. Secret Service; a and the U.S. Capitol Police; and the Department of Transportation. The work is part of the FAA’s Pathfinder Program for UAS detection at airports.

    The FAA intends to use the information gathered during this assessment and other previous evaluations to develop minimum performance standards for any UAS detection technology that may be deployed in or around U.S. airports. These standards are expected to facilitate a consistent and safe approach to UAS detection at U.S. airports.

  • Second Drone Advisory Committee meeting to be held Jan. 31

    At its second meeting on Jan. 31 in Reno, Nevada, the Drone Advisory Committee (DAC) will continue to help the Federal Aviation Administration (FAA) prioritize its efforts to integrate unmanned aircraft systems — or drones — into the national airspace.

    FAA Administrator Michael Huerta announced the creation of the DAC as a federal advisory committee in May 2016, and the DAC first met in September 2016.

    DAC members represent a wide array of stakeholders, including unmanned aircraft manufacturers and operators, traditional aviation groups, labor organizations, radio and navigation equipment manufacturers, airport operators and state and local officials.

    The DAC’s main objective during its second meeting will be to review and potentially approve three task groups.

    • The first task group will review issues related to the roles and responsibilities of federal, state and local governments in regulating and enforcing drone laws. Many state and local governments have begun to enact a variety of laws about operating UAS in low-altitude navigable airspace.
    • The second task group will consider technological and regulatory mechanisms that would allow drone operators to gain access to the airspace beyond what the agency currently permits under the Small UAS Rule (commonly known as Part 107).
    • The DAC will also discuss the formation of a third task group, which will consider ways to fund the expanded provision of services needed to support UAS integration.

    DAC meetings are free and open to the public. More information can be found in the Federal Register Notice (PDF).

  • FAA’s ADS-B rebate program for aviators begins Sept. 19

    The United States Federal Aviation Administration (FAA) is incentivizing general aviation aircraft owners to equip their aircraft with required NextGen avionics technology before the Jan. 1, 2020, deadline.

    On Sept. 19, the FAA’s Automatic Dependent Surveillance-Broadcast (ADS-B) rebate website will go live, and general aviation aircraft owners will have the opportunity to apply for a $500 rebate to help offset the cost to equip eligible aircraft in a timely manner, rather than waiting to meet the mandatory equipage date.

    “NextGen has played and will continue to play an important role in ensuring that our airspace is safe and efficient for the American people, and we are focused on achieving its full potential,” said U.S. Transportation Secretary Anthony Foxx. “This incentive program is an innovative solution that addresses stakeholder concerns about meeting the 2020 deadline, and will make a huge difference in helping the general aviation community equip.”

    ADS-B is a foundational NextGen technology that transforms aircraft surveillance using satellite-based positioning. ADS-B Out, which is required by Jan. 1, 2020, transmits information about a plane’s altitude, speed, and location to air traffic control and other nearby aircraft.

    ADS-B In allows aircraft to receive traffic and weather information from ground stations and to see nearby aircraft that are broadcasting their positions through ADS-B Out. Owners can choose to install only ADS-B Out equipment to meet the 2020 requirement, or they can purchase an integrated system that also includes ADS-B In.

    On June 6, Secretary Foxx and FAA Administrator Michael Huerta announced that the rebates would be available starting this fall, and that only installations performed after the program launched would be eligible for the rebate. Previously equipped aircraft will not be eligible.

    The $500 rebate will help offset the cost of purchasing required avionics equipment, which is available for prices as low as $2,000.

    Beginning this month, the FAA will issue 20,000 rebates on a first-come, first-served basis for one year or until all 20,000 rebates are claimed — whichever comes first. The rebate is available only to owners of U.S.-registered, fixed-wing, single-engine piston aircraft that were first registered before Jan. 1, 2016.

    The FAA will not provide rebates for software upgrades on already equipped aircraft, or for aircraft for which the FAA has paid or committed to upgrade. The FAA estimates that 160,000 aircraft need to be equipped by the deadline.

    “We promised that we would help aircraft owners equip with ADS-B, and I am pleased to say that today we are honoring that commitment and we are delivering on our target date,” said Huerta. “We are encouraging aircraft owners to start equipping now. Do not wait until the last minute, because you may not be able to get an appointment with a certified installer.”

    Aircraft owners who have a standard airworthiness aircraft may have a repair station or an appropriately-licensed A&P mechanic install the ADS-B equipment. Owners of aircraft certificated as experimental or light sport must adhere to applicable regulations and established standards when installing ADS-B equipment.

    Owners are only eligible for the rebate if they install the avionics after September 19, 2016 and within 90 days of the rebate reservation date. Aircraft owners will have 60 days after the scheduled installation date to validate their equipage by flying their aircraft, and will then be able to claim the rebate.

    The reservation system will require an N number, installation date, and the planned ADS-B equipment being installed. The reservation system will be available at the ADS-B Rebate website.

    The FAA published a final rule in May 2010 mandating that aircraft flying in certain controlled airspace be equipped with ADS-B Out by January 1, 2020. That airspace is generally the same busy airspace where transponders are required today. Aircraft that fly only in uncontrolled airspace where no transponders are required, and aircraft without electrical systems, such as balloons and gliders, are exempt from the mandate.

    The FAA has been working with stakeholders, including the Aircraft Electronics Association, the Aircraft Owners and Pilots Association, the Experimental Aircraft Association, the General Aviation Manufacturers Association, and others to inform and educate the aviation community about the ADS-B requirements.

  • FAA just gave US commercial drone industry major shot in the arm

    Mark June 21, 2016, on your calendar.

    This will be known as the day in geospatial history that the floodgates were opened for small drones to be used for business. On that day, the Federal Aviation Administration (FAA) officially introduced new rules (so-called Part 107) that allow businesses to fly small (under 55 pounds) unmanned aerial vehicles (UAVs) in the U.S. airspace for business purposes.

    There are still a few rules that need to be adhered to, but no longer do “wannabe” UAV pilots need to go through the painful FAA 333 Exemption process to begin flying UAVs for business purposes. The FAA has created a pilot certificate specifically for UAV pilots called the “Remote Pilot Certificate” that does not require any manned aircraft training.

    Previously, UAV pilots authorized by the FAA were required to at least have an FAA Sport Pilot Certificate, which required at least 20 hours of manned flight training, among other things. Deployment of the new Remote Pilot Certificate will begin just two months from now, in August 2016, according to this announcement by the FAA.

    In a nutshell, following is the operating environment under the new Remote Pilot (Part 107) rules:

    • Remote Pilot Certificate.
    • Be at least 16 years old. Pass a three-hour aeronautical knowledge test at an FAA Knowledge Test Center, requiring about 20 hours of study. Pay a $150 fee. The certificate is valid for two years.
    • Complete FAA Form 8710-13.
    • Maximum operating altitude is 400 feet AGL, or 400 feet AGL (above ground level) from a structure (e.g. building, roof).
    • Visual observer (VO) is now optional (was required under 333 Exemption) except if the pilot uses First Person View technology, then a VO is required.
    • UAV must weigh less than 55 pounds.
    • UAV must fly less than 100 miles per hour.
    • You can’t fly over anyone who is not directly participating in the operation, and not under a covered structure.
    • You can pilot a UAV from a moving vehicle in “sparsely populated” areas, but otherwise must be stationary (e.g. no piloting from other aircraft).
    • Daylight-only operations.
    • Pilot can only operate one UAV at a time.
    • Operations in Class G airspace are allowed without air traffic control (ATC) permission. Operations in Class B, C, D and E airspace need ATC approval. See description of US airspace here.
    • Operator does not have to be a certificated pilot if a certificated pilot is along side the operator.
    • Pilot must maintain VLOS (visual line of sight) of the UAS at all times.

    If you have a requirement that exceeds one of more of the above restrictions, the FAA says that as long as you can show that your operation can be carried out in a safe manner, you can request a waiver (Certificate of Waiver and Authorization – CoA) via an FAA portal.

    Links to key FAA documents on the new ruling:

    The remaining major hurdle for commercial operations is the requirement to maintain VLOS, which still is required under the new rules. With a rotary UAV (e.g. quad-copter) like what I fly, this requirement is easy to adhere to since the UAV isn’t traveling very fast and if you simply let go of the control sticks, it will hover. With a fixed-wing (conventional airplane airframe) UAV, this is not so easy. A fixed-wing can travel 30 to 40 mph, and can be out of VLOS within one minute, and it’s always moving. Nonetheless, even with the VLOS rule still in place, the new Part 107 rules grant a new, easily accessible and powerful tool to collect high-precision geospatial data.

    The good news for geospatial professionals is that more UAV companies are focusing on the professional marketplace.

    In 2009, 3D Robotics started targeting the DIY (do-it-yourself) UAV market, then the consumer market, and now are focusing on the professional markets like GIS, construction, etc.

    [Related: 3DR demos Site Scan at Esri UC]

    Because the rules have opened up to a much broader audience, expect more vendors to offer more products and services for professional UAV operators. For example, at the Esri International User Conference this week in San Diego, Esri showcased its Drone2Map software product that allows Esri software users to process and consume UAV data into the ArcGIS ecosystem.

    It’s no longer hype, folks. UAVs are here to stay, and they are becoming an increasingly powerful tool in the geospatial toolbox. The great news is that will all the UAV hype over the last few years, there’s many different vendors offering UAV hardware and softwares for you to choose from. All that competition will be reflected in the quality and price of UAVs on the market, benefitting the consumer.

    Thanks, and see you next month.

    Follow me on Twitter at @GPSGIS_Eric.

  • FAA just gave US commercial drone industry major shot in the arm

    Mark June 21, 2016, on your calendar.

    This will be known as the day in geospatial history that the floodgates were opened for small drones to be used for business. On that day, the Federal Aviation Administration (FAA) officially introduced new rules (so-called Part 107) that allow businesses to fly small (under 55 pounds) unmanned aerial vehicles (UAVs) in the U.S. airspace for business purposes.

    There are still a few rules that need to be adhered to, but no longer do “wannabe” UAV pilots need to go through the painful FAA 333 Exemption process to begin flying UAVs for business purposes. The FAA has created a pilot certificate specifically for UAV pilots called the “Remote Pilot Certificate” that does not require any manned aircraft training.

    Previously, UAV pilots authorized by the FAA were required to at least have an FAA Sport Pilot Certificate, which required at least 20 hours of manned flight training, among other things. Deployment of the new Remote Pilot Certificate will begin just two months from now, in August 2016, according to this announcement by the FAA.

    In a nutshell, following is the operating environment under the new Remote Pilot (Part 107) rules:

    • Remote Pilot Certificate.
    • Be at least 16 years old. Pass a three-hour aeronautical knowledge test at an FAA Knowledge Test Center, requiring about 20 hours of study. Pay a $150 fee. The certificate is valid for two years.
    • Complete FAA Form 8710-13.
    • Maximum operating altitude is 400 feet AGL, or 400 feet AGL (above ground level) from a structure (e.g. building, roof).
    • Visual observer (VO) is now optional (was required under 333 Exemption) except if the pilot uses First Person View technology, then a VO is required.
    • UAV must weigh less than 55 pounds.
    • UAV must fly less than 100 miles per hour.
    • You can’t fly over anyone who is not directly participating in the operation, and not under a covered structure.
    • You can pilot a UAV from a moving vehicle in “sparsely populated” areas, but otherwise must be stationary (e.g. no piloting from other aircraft).
    • Daylight-only operations.
    • Pilot can only operate one UAV at a time.
    • Operations in Class G airspace are allowed without air traffic control (ATC) permission. Operations in Class B, C, D and E airspace need ATC approval. See description of US airspace here.
    • Operator does not have to be a certificated pilot if a certificated pilot is along side the operator.
    • Pilot must maintain VLOS (visual line of sight) of the UAS at all times.

    If you have a requirement that exceeds one of more of the above restrictions, the FAA says that as long as you can show that your operation can be carried out in a safe manner, you can request a waiver (Certificate of Waiver and Authorization – CoA) via an FAA portal.

    Links to key FAA documents on the new ruling:

    The remaining major hurdle for commercial operations is the requirement to maintain VLOS, which still is required under the new rules. With a rotary UAV (e.g. quad-copter) like what I fly, this requirement is easy to adhere to since the UAV isn’t traveling very fast and if you simply let go of the control sticks, it will hover. With a fixed-wing (conventional airplane airframe) UAV, this is not so easy. A fixed-wing can travel 30 to 40 mph, and can be out of VLOS within one minute, and it’s always moving. Nonetheless, even with the VLOS rule still in place, the new Part 107 rules grant a new, easily accessible and powerful tool to collect high-precision geospatial data.

    The good news for geospatial professionals is that more UAV companies are focusing on the professional marketplace.

    In 2009, 3D Robotics started targeting the DIY (do-it-yourself) UAV market, then the consumer market, and now are focusing on the professional markets like GIS, construction, etc.

    [Related: 3DR demos Site Scan at Esri UC]

    Because the rules have opened up to a much broader audience, expect more vendors to offer more products and services for professional UAV operators. For example, at the Esri International User Conference this week in San Diego, Esri showcased its Drone2Map software product that allows Esri software users to process and consume UAV data into the ArcGIS ecosystem.

    It’s no longer hype, folks. UAVs are here to stay, and they are becoming an increasingly powerful tool in the geospatial toolbox. The great news is that will all the UAV hype over the last few years, there’s many different vendors offering UAV hardware and softwares for you to choose from. All that competition will be reflected in the quality and price of UAVs on the market, benefitting the consumer.

    Thanks, and see you next month.

    Follow me on Twitter at @GPSGIS_Eric.

  • FAA expands drone detection Pathfinder initiative

    The Federal Aviation Administration (FAA) is expanding the part of its Pathfinder Program that focuses on detecting and identifying unmanned aircraft systems (UAS) flying too close to airports.

    On Monday, the FAA signed Cooperative Research and Development Agreements (CRDAs) with Gryphon Sensors, Liteye Systems Inc. and Sensofusion. The FAA will evaluate procedures and technologies designed to identify unauthorized UAS operations in and around airports. This research effort, part of the FAA’s Pathfinder Initiative, addresses one of the significant challenges to safe integration of UAS into the nation’s airspace.

    “Sometimes people fly drones in an unsafe manner,” said Marke “Hoot” Gibson, FAA Senior Advisor on UAS Integration. “Government and industry share responsibility for keeping the skies safe, and we’re pleased these three companies have taken on this important challenge.”

    “Gryphon Sensors, LLC is excited to collaborate with the FAA on utilizing technologies that detect, track and identify errant or hostile UAS in and around our nation’s airports and sensitive areas.  Detecting these threats is challenging because most of them are very small, fly low to the ground and can be pre-programed to fly autonomously,” said Gryphon Sensors President Tony Albanese.

    “Our AUDS team is very excited to join the FAA’s efforts to counter rogue UAVs,” stated Thomas Scott, President of Liteye Systems. He added, “As the legitimate use of unmanned vehicles becomes more prevalent in many industries, unfortunately this large number of aircraft also makes them readily available for illicit use. With the right technologies we can assist the UAV operator to conduct his mission, while protecting against those who wish us harm.”

    “We first developed the technology to detect, locate, track and gain control over UAS three years ago as a military project and operated it with three European armies under NATO,” said Sensofusion CEO Tuomas Rasila. “Fast forward to the present time, and AIRFENCE is now protecting various customer sites in Europe, including prisons, high profile government buildings, police, and military sites. Since the technology is software based, it improves with over-the-air updates, ensuring that we are always ahead of the commercial UAS market.”

    The companies’ prototype UAS sensor detection systems will be evaluated at airports selected by the FAA. The agency and its federal government partners — particularly the Department of Homeland Security (DHS) — will work with the companies to study how effective their respective technologies are, while ensuring they do not interfere with the safety and security of normal airport operations.

    The CRDAs with Gryphon, Liteye and Sensofusion expand upon collaborative efforts with industry to develop system standards to identify unauthorized UAS flights near airports, which could pose a hazard to manned aircraft. The agency has seen a steep increase in reports of small UAS close to airports over the last two years.

    The FAA has also partnered with DHS and CACI International on similar research to explore how that company’s prototype detection technology may help detect UAS.

    The FAA supports DHS in an inter-agency effort to meet the threat of unauthorized UAS from a “whole of government” perspective. Other participating federal agencies include: the Department of Defense, Department of Energy, U.S. Secret Service and the Federal Bureau of Investigation.

  • FAA establishing advisory committee on UAV integration

    Speaking today at Xponential, the AUVSI annual conference in New Orleans, FAA Administrator Michael Huerta announced the agency is establishing a broad-based advisory committee that will provide advice on key unmanned aircraft integration issues. He also announced plans to make it easier for students to fly unmanned aircraft as part of their coursework.

    Huerta said the drone advisory committee is an outgrowth of the successful stakeholder-based UAS registration task force and the MicroUAS aviation rule-making committee.

    Those panels were set up for a single purpose and for limited duration. In contrast, the drone advisory committee is intended to be a long-lasting group. It will help identify and prioritize integration challenges and improvements, and create broad support for an overall integration strategy.

    “Input from stakeholders is critical to our ability to achieve that perfect balance between integration and safety,” Huerta said. “We know that our policies and overall regulation of this segment of aviation will be more successful if we have the backing of a strong, diverse coalition.”

    Huerta said he has asked Intel CEO Brian Krzanich to chair the group.

    Student UAS operation

    Huerta also announced the FAA will start allowing students to operate UAS for educational and research purposes today.

    As a result, schools and students will no longer need a Section 333 exemption or any other authorization to fly provided they follow the rules for model aircraft. Faculty will be able to use drones in connection with helping their students with their courses.

    “Schools and universities are incubators for tomorrow’s great ideas, and we think this is going to be a significant shot in the arm for innovation,” Huerta said.