Aerial photographer Raphael Pirker has settled the civil penalty proceeding brought by the U.S. Federal Aviation Administration in 2013 concerning his flight of a styrofoam Zephyr II model aircraft (or “drone”) at the University of Virginia at Charlottesville in October 2011.
The $1,100 settlement “does not constitute an admission of any of the allegations in the case or an admission of any regulatory violation,” Pinker’s attorney Brendan Schulman said in a statement.
On December 1, the National Transportation Safety Board ruled in favor of the FAA, when the FAA appealed a decision by an NTSB Administrative Law Judge in Huerta v. Pirker after the judge dismissed the FAA’s order requiring Pirker to pay a civil penalty of $10,000 for operating an unmanned aircraft in a careless or reckless manner at the University of Virginia in October 2011.
Pinker was said to have been hired to supply aerial photographs and video of the university campus and medical center. He had argued that his aircraft, which was described as an UAS, was in fact a model aircraft.
Schulman wrote: “We are pleased that the case ignited an important international conversation about the civilian use of drones, the appropriate level of governmental regulation concerning this new technology, and even spurred the regulators to open new paths to the approval of certain commercial drone operations.
“The decision to settle the case was not an easy one, but the length of time that would be needed to pursue further proceedings and appeals, and the FAA’s new reliance on a statute that post-dates Raphael’s flight, have diminished the utility of the case to assist the commercial drone industry in its regulatory struggle.”
The Federal Aviation Administration (FAA) declared today that Super Bowl XLIX will be a “No Drone Zone.”
“Many familiar sounds are associated with the Super Bowl: Cheering fans. Referee whistles. The spectacular halftime show. Booming fireworks,” the FAA wrote. “But one sound you shouldn’t hear is the whirring of an unmanned aircraft overhead. The Super Bowl is strictly a ‘No Drone Zone’.” The restriction applies to University of Phoenix Stadium in Glendale, Arizona, during the game.
The FAA bars unauthorized aircraft — including drones — from flying over or near NFL regular- and post-season football games. The same restriction applies to NCAA college games in stadiums seating 30,000 or more fans, Major League Baseball games and many NASCAR events. Other unauthorized aircraft include airplanes, hang gliders, hot air balloons, and model rockets.
The FAA Notice to Airmen makes it crystal clear that anyone violating the rules may be “intercepted, detained and interviewed” by law enforcement or security personnel. Besides possibly landing a violator in jail, flying an unmanned aircraft over a crowded stadium could result in an FAA civil penalty for “careless and reckless” operation of an aircraft.
The agency also produced a YouTube video with the same message.
The quadcopter that crashed on the White House lawn. Photo: U.S. Secret Service
A government employee who crashed his friend’s drone on the White House lawn was apparently drinking while droning.
The employee, who works for the National Geospatial-Intelligence Agency (NGA), was questioned Jan. 26 by the Secret Service as the operator of the drone involved in Monday’s incident at the White House. On Monday at 3 a.m., the drone quadcopter crashed on the White House lawn.
The employee contacted authorities, according to the NGA. The employee was off duty and is not involved in work related to drones or unmanned aerial vehicles in any capacity at NGA, the agency said in a statement.
“Even though the employee was using a personal item while off duty, the agency takes the incident very seriously and remains committed to promoting public trust and transparency,” the statement reads.
The Secret Service is investigating the incident.
Firmware to Force No-Fly Zone Compliance
The drone is a Phantom made by Chinese company DJI. The company plans to roll out firmware within days to prevent any of its drones from flying over the D.C. area, in accordance with Federal Aviation Authority guidelines. This will help hobbyists who aren’t aware of or unable to comply with “no-fly zones,” such as the one that covers most of the D.C. area.
Once updated, the DJI drones will not be able to take off from or fly into the nation’s capital or a 15-mile radius around it. GPS technology in the drones will be able to identify the no-fly zone, warn the operator and then stop at the no-fly zone’s border. DJI’s flight software currently prevents flights within a radius of major airports.
“With the unmanned aerial systems community growing on a daily basis, we feel it is important to provide pilots additional tools to help them fly safely and responsibly,” said Michael Perry, DJI’s company spokesperson. “We will continue cooperating with regulators and lawmakers to ensure the skies stay safe and open for innovation.”
The mandatory firmware update is for the Phantom 2, Phantom 2 Vision, and Phantom 2 Vision+ models. It adds a No-Fly Zone centered on downtown Washington, D.C., extending for a 15.5-mile radius in all directions. Phantom pilots in this area will not be able to take off from or fly into this airspace.
“The restriction is part of a planned extension of DJI’s No Fly Zone system that prohibits flight near airports and other locations where flight is restricted by local authorities,” DJI said. “These extended no fly zones will include over 10,000 airports registered with the International Air Transport Association (IATA) and will expand no fly zones to ensure they cover the runways at major international airports.
“DJI is also continuing to update its no-fly zone list in compliance with local regulations to include additional sensitive locations and to prevent flight across national borders. These new safety features will be released across DJI’s flying platforms in the near future.”
The eBee Sensefly UAV. Photo: Advanced Aviation Solutions
The Federal Aviation Administration (FAA) today granted two more regulatory exemptions for unmanned aircraft systems (UAS) operations for commercial use.
The two companies are Advanced Aviation Solutions of Spokane, Wash., and Tierra Antiqua Reality of Tuscon, Ariz. Advanced Aviation Solutions plans to fly an eBee senseFly UAV Ag system carrying a georeferenced still camera to conduct photogrammetry and crop scouting in order to perform precision agriculture.
The eBee Ag system consists of a 1.5-pound battery-powered aircraft, a personal computer-based ground control station, and associated communications equipment. The UAV is a fixed-wing aircraft with a wingspan of about 3 feet and 2 feet in overall length, which can operate at a maximum speed of about 50 knots.
Tierra Antiqua Reality plans to operate a Phantom 2 Vision+ UAS, which is comprised of an unmanned aircraft and a transportable ground station. The company plans to attach a small ultra-6 lightweight GoPro 3+ camera to the Phantom and operate it over various areas near Tucson to enhance academic community awareness and augment real estate listing videos.
The Phantom is a 3-pound quadcopter with a maximum airspeed of 30 knots.
The Federal Aviation Administration (FAA) today granted five regulatory exemptions for unmanned aircraft systems (UAS) operations to four companies representing several industries that promise to benefit from UAS technology, including Trimble Navigation Ltd.
The four companies that received exemptions want to fly UAS to perform operations for aerial surveying, construction site monitoring and oil rig flare stack inspections.
“Unmanned aircraft offer a tremendous opportunity to spur innovation and economic activity by enabling many businesses to develop better products and services for their customers and the American public,” Transportation Secretary Anthony Foxx said. “We want to foster commercial uses of this exciting technology while taking a responsible approach to the safety of America’s airspace.”
The commercial entities that received exemptions today are Trimble Navigation, VDOS Global, Clayco, and Woolpert (two exemptions). The FAA earlier granted exemptions to seven film and video production companies. This is the first exemption granted to a leading GNSS firm.
Secretary Foxx found that the UAS in the proposed operations do not need an FAA-issued certificate of airworthiness because they do not pose a threat to national airspace users or national security. Those findings are permitted under Section 333 of the FAA Modernization and Reform Act of 2012.
The firms also asked the FAA to grant exemptions from regulations that address general flight rules, pilot certificate requirements, manuals, maintenance and equipment mandates. In their petitions, the firms said they will operate UAS weighing less than 55 pounds and keep the UAS within line of sight at all times.
The exemption will allow Trimble to conduct commercial operation of its UX5 Aerial Imaging Solution. The UX5 is an unmanned fixed-wing aircraft targeted at the surveying, agriculture, oil and gas, mining, construction, environmental industries. The system autonomously captures a series of high-resolution images during flight, which is typically up to 50 minutes covering as much as 2.3 square kilometers (approximately 1 square mile) when flying 120 meters (approximately 400 feet) above the ground. Using Trimble Business Center Aerial Photogrammetry software, images are used to easily generate 2D and 3D deliverables such as orthomosaic images, three-dimensional point clouds and contour maps. The Trimble UX5 enables the collection of large amounts of data, often faster than traditional surveying or mapping technologies.
The Trimble UX5 surveys a construction site. Photo: Trimble
“We are pleased to be among the first companies to receive an exemption from the FAA authorizing commercial operation of UAS,” said Erik Arvesen, vice president of Trimble’s Geospatial Division. “This decision reflects Trimble’s efforts to responsibly operate its UAS business in the U.S. while the FAA addresses air safety issues in opening the NAS for commercial UAS operations on a broader scale. Trimble will continue its efforts to support the FAA’s decision-making process and to provide opportunities for our customers to safely use the UX5 to capture accurate geospatial data for a wide range of applications such as surveying, oil and gas, mining, construction and many more.”
“In the agriculture market, the FAA exemption moves Trimble one step further with the opportunity to provide a solution for safe and legal UAS operations that can benefit growers, ranchers, water management contractors, agronomists and other ag service providers,” said Joe Denniston, vice president of Trimble’s Agriculture Division. “High-speed aerial imaging is a powerful tool that can quickly and easily capture aerial images for scouting and monitoring crop health, locating cattle and their available forage over large areas, measuring crop height, and generating topographic maps and models for land leveling and drainage applications. As a result, the system can be a powerful data collection tool that can aid with recommendations to improve farming operations.”
In granting the exemptions, the FAA considered the operating environments and required certain conditions and limitations to assure the safe operation of these UAS in the National Airspace System. The agency also will issue Certificates of Waiver or Authorization (COAs) that mandate flight rules and timely reports of any accident or incidents..
“The FAA’s first priority is the safety of our nation’s aviation system,” said FAA Administrator Michael Huerta. “Today’s exemptions are a step toward integrating UAS operations safely.”
As of today, the agency has received 167 requests for exemptions from commercial entities.
Amazon.com is warning the Federal Aviation Administration (FAA) that it will move its drone research abroad if it doesn’t get permission soon to test-fly in the United States, reports TheWall Street Journal. Amazon has already begun researching drone flights in the United Kingdom.
“Without the ability to test outdoors in the United States soon, we will have no choice but to divert even more of our [drone] research and development resources abroad,” wrote Amazon’s vice president of global public policy Paul Misener in a letter to the FAA, according to The Wall Street Journal. “I fear the FAA may be questioning the fundamental benefits of keeping [drone] technology innovation in the United States,” Misener wrote.
The FAA is required by U.S. Congress to frame a “safe integration” plan for the commercial use of UAS by Sept. 30, 2015. Changes in the law could restrict users of commercial UAVs by requiring licenses, with licenses issued to users only after many hours in the cockpit of a manned aircraft, comparable to traditional pilot licenses. The new rules would also limit flights to under 400 feet and within sight of the person at the controls, which is the current rule for hobbyists.
One of the FAA’s concerns is conflicts with manned aircraft. FAA data shows dozens of dangerous encounters around the country over the past six months, according to the Washington Post. Since June 1, commercial airlines, private pilots and air-traffic controllers have alerted the FAA to 25 episodes in which small drones came within a few seconds or a few feet of crashing into much larger aircraft. Many of the close calls occurred during takeoffs and landings at the nation’s busiest airports, presenting a new threat to aviation safety after decades of steady improvement in air travel.
Read one blogger’s account of a close call using a drone, partly caused by loss of the GPS signal.
CompassData, a provider of geospatial data and services, announced that its CompassTA elevation accuracy software has received OCIO-ITS certification from the U.S. Department of Agriculture (USDA). Certification allows 40,000 USDA users the opportunity to utilize CompassTA software for elevation accuracy verification of LiDAR point clouds, digital elevation models (DEM), and other raster data sets.
“This certification provides assurance to our current and future USDA clients they are using a data verification tool that has been thoroughly scrutinized and tested by their own internal auditing process,” said Jeff Barker, CompassData product manager.
USDA certified the CompassTA software through the Office of the Chief Information Officer – Information Technology Services (OCIO-ITS) within the Device Deployment Services Branch.
Earlier this year, CompassData received DO-200A approval from the Federal Aviation Administration (FAA) to use its CompassAA software and ground control points (GCPs) to verify the accuracy of satellite and aerial imagery for the creation of certain aviation products.
CompassTA and CompassAA are software tools in CompassData’s CompassV&V line of Verification and Validation products. Based on the popular Topo Analyst and Accuracy Analyst software tools CompassData purchased from Spatial Information Solutions (SIS) in early 2014, the rebranded CompassV&V products include CompassAA, for orthorectified image verification, and CompassTA, for QA/QC of elevation data.
For 20 years, CompassData has performed custom GCP collection for clients in the geospatial profession and archived those points in a database for commercial sale to other end users. The CompassV&V tools are used extensively with custom and archived GCP to verify the accuracy of geospatial imagery, surface and elevation models and many other spatial products.
Used by numerous U.S. federal agencies under the SIS brand names, CompassV&V tools are content enhancement solutions that automate map accuracy verification and eliminate manual processing, ensuring consistent quality control of geospatial products backed up by standardized reporting procedures. Both tools establish automated workflows and generate standards-based documentation delivered along with end products.
“Since acquiring and rebranding the CompassV&V tools, we have made administrative upgrades to enhance the user experience,” said Barker. “Additional improvements are in the works.”
Leveraging the CompassV&V software tools, CompassData has expanded its custom Validation Service using GCPs. This service is offered for clients who prefer, or are required, to have an independent third-party perform quality assurance and supply verification reports, CompassData has licensed professionals on staff that perform Validation Services using high-quality GCPs along with the CompassV&V tools. The CompassData team can conduct this service faster and at lower cost than other firms that have to obtain their own GCPs.
The U.S. National Transportation Safety Board has ruled that drones are aircraft for the purpose of the Federal Aviation Administration’s prohibition of their careless or reckless use.
The NTSB affirmed the agency’s position that unmanned aircraft systems (UAS) meet the legal definition of “aircraft,” and that the agency may take enforcement action against anyone who operates a UAS or model aircraft in a careless or reckless manner.
The FAA appealed a decision by an NTSB Administrative Law Judge in Huerta v. Pirker, after the judge dismissed the FAA’s order requiring Raphael Pirker to pay a civil penalty of $10,000 for operating an unmanned aircraft in a careless or reckless manner at the University of Virginia in October 2011.
The FAA said in a statement, “The FAA believes Mr. Pirker operated a UAS in a careless or reckless manner, and that the proposed civil penalty should stand. The agency looks forward to a factual determination by the Administrative Law Judge on the ‘careless or reckless’ nature of the operation in question.”
Commercial drones are currently banned in the U.S., except for certain exemptions like one announced in September for some TV and movie production companies, as reported by PC World. Amazon.com and Google have said they plan to use drones to deliver goods. The FAA is required by U.S. Congress to frame a “safe integration” plan for the commercial use of UAS by Sept. 30, 2015.
The NTSB was ruling in an appeal against an FAA order that imposed a fine of $10,000 on aerial photographer Raphael Pirker in October 2011 for flying recklessly a powered glider aircraft near University of Virginia at Charlottesville, Virginia. Pinker was said to have been hired to supply aerial photographs and video of the university campus and medical center. He had argued that his aircraft, which was described as an UAS, was in fact a model aircraft.
The Institute of Navigation’s (ION) Satellite Division awarded Pratap Misra its Johannes Kepler Award on September 12 at the ION GNSS+ Conference in Tampa, Florida, for his contributions to satellite navigation education, the understanding of GLONASS, and receiver autonomous integrity monitoring.
Misra is credited with tracking GLONASS satellites using the AF Deep Space Tracking Network to determine their orbits in the coordinate frame used by GPS, while the satellites broadcast their positions in the Soviet coordinate frame. Misra is recognized for his ground-breaking work on navigation with combination of GPS and GLONASS signals and is the western world’s leading expert on what’s now the Russian satellite navigation system. He was a technical advisor to the Federal Aviation Administration for many of the bilateral and multi-lateral committees that worked on the development of GPS/GLONASS spectrum sharing and avionics.
Additionally, Misra has worked on receiver autonomous integrity monitoring (RAIM), and contributed a novel approach that does not require the simplifying assumption of Gaussian errors. He was also the first to provide a RAIM algorithm that leveraged the receiver clock to put a bound on the vertical position error. These algorithms are expected to play a significant role in the upcoming multi-constellation environment.
Misra is a research associate professor of Mechanical Engineering at Tufts University, and is well known for the textbook that he co-authored with Professor Per Enge of Stanford University, Global Positioning System: Signals, Measurements and Performance. Misra is a past chair of the ION Satellite Division and has held numerous volunteer positions within ION, most recently focusing on the support of student programs. He is both an ION Fellow (2003) and IEEE Fellow (2007).
The Kepler Award recognizes and honors an individual for sustained and significant contributions to the development of satellite navigation. It is the highest honor bestowed by the ION’s Satellite Division.
Like it or not, as a person who works with geospatial data, UAS (unmanned aerial systems such as drones and UAVs) are in your future. The upside of said technology for “quick and dirty” mapping is undeniable.
GNSS plays a key role with UAS, just like it plays a key role in classical photogrammetry. In fact, UAS may even push GNSS technology into areas where it hasn’t gone. For example, L1 RTK. I wrote about L1 RTK technology several years ago, and while several products attempted to exploit it, L1 RTK never was adopted in any significant numbers, primarily due to the short baseline, clear sky, and longer initialization requirements. However, UAS may change that because, by their nature, they work with short baselines, clear sky environments and require some setup time, at least enough for L1 RTK initialization.
However, before we get ahead of ourselves, the regulatory machine (the Federal Aviation Administration) must publish regulations that provide guidelines on the use of UAS for commercial operations. In June, amidst its recent enforcement actions, the FAA issued its first commercial authorization for mapping UAS over land in the U.S. The FAA issued a Certificate of Waiver or Authorization (CoA) to BP to conduct aerial surveys in Prudhoe Bay, Alaska. According to the FAA, the first flights took place on June 8 and used a AeroEnvironment 13.5 lb. Puma AE fixed-wing UAS with a nine-foot wingspan.
According to a Wall Street Journal article, AeroEnvironment spokesman Steve Gitlin said it took about a year and considerable financial investment to win FAA approval for the BP project. Curt Smith, a director in BP’s technology office, said that manned aircraft are sometimes less expensive per flight than the AeroVironment devices, but that the drones will gather far more data, enabling BP to operate “more effectively, more safely, and at a lower cost.”
The FAA announced that last summer that it issued restricted category type certificates to the Puma and Insitu’s Scan Eagle, another small UAS. The certificates were limited to aerial surveillance only over Arctic waters. The FAA recently modified the data sheet of the Puma’s restricted category type certificate to allow operations over land after AeroVironment showed that the Puma could perform such flights safely.
Texas A&M University Becomes Fourth Operational UAS Test Site
In further UAS news, the FAA announced on June 20 that Texas A&M University – Corpus Christi became the fourth of six UAS test sites to become operational. The FAA issued a CoA for the university to use an 85 lb AAAI RS-16 UAS with a ~13-foot wingspan. The other five UAS test sites are Griffiss (NY) International Airport, North Dakota Department of Commerce, State of Nevada, University of Alaska, and Virginia Polytechnic Institute and State University.
American Aerospace RS-16 UAS. 12’11” Wingspan. 85 lbs.
The FAA UAS Legal Stuff
Despite its setback when an NTSB administrative law judge ruled against the FAA in March 2013, the FAA sternly maintains its position that commercial operations of UAS in the U.S. are strictly prohibited without a CoA. In fact, just this week (June 23), the FAA issued a press release about a Federal Register Notice the FAA published of its interpretation of UAS rules for model aircraft in the FAA Modernization and Reform Act of 2012. In the Act, the Sec. 336 Special Rule for Model Aircraft reads:
SEC. 336. SPECIAL RULE FOR MODEL AIRCRAFT
(a) IN GENERAL.—Notwithstanding any other provision of law relating to the incorporation of unmanned aircraft systems into Federal Aviation Administration plans and policies, including this subtitle, the Administrator of the Federal Aviation Administration may not promulgate any rule or regulation regarding a model aircraft, or an aircraft being developed as a model aircraft, if—
(1) the aircraft is flown strictly for hobby or recreational use;
(2) the aircraft is operated in accordance with a community-based set of safety guidelines and within the programming of a nationwide community-based organization;
(3) the aircraft is limited to not more than 55 pounds unless otherwise certified through a design, construction, inspection, flight test, and operational safety program administered by a community-based organization;
(4) the aircraft is operated in a manner that does not interfere with and gives way to any manned aircraft; and
(5) when flown within 5 miles of an airport, the operator of the aircraft provides the airport operator and the airport air traffic control tower (when an air traffic facility is located at the airport) with prior notice of the operation (model aircraft operators flying from a permanent location within 5 miles of an airport should establish a mutually-agreed upon operating procedure with the airport operator and the airport air traffic control tower (when an air traffic facility is located at the airport)).
(b) STATUTORY CONSTRUCTION.—Nothing in this section shall be construed to limit the authority of the Administrator to pursue enforcement action against persons operating model aircraft who endanger the safety of the national airspace system.
(c) MODEL AIRCRAFT DEFINED.—In this section, the term ‘‘model aircraft’’ means an unmanned aircraft that is—
(1) capable of sustained flight in the atmosphere;
(2) flown within visual line of sight of the person operating
(3) the aircraft; and
(4) flown for hobby or recreational purposes.
You can read more (lots more) about the FAA’s interpretation of the Act here. You can submit a comment on the FAA’s interpretation of the Act here. The comment period ends July 25.
More FAA UAS Legal Stuff
On June 25, the FAA issued a press release announcing that seven aerial photo and video production companies requested regulatory exemptions from the FAA to operate UAS before the FAA UAS rule-making is finalized. According to the FAA, “the Motion Picture Association of America facilitated the exemption requests on behalf of their membership. The firms that filed the petitions are all independent aerial cinematography professionals who collectively developed the exemption requests as a requirement to satisfy the safety and public interest concerns of the FAA, MPAA, and the public at large.”
From the FAA press release, “The FAA published a brief summary of the petition from Astraeus Aerial in the Federal Register. The agency opted to ask for comments only on the Astraeus petition because that company’s request came in first, and the petitions from the other six companies ask for identical exemptions.”
Interestingly enough, the FAA is soliciting public comment before it makes a ruling on the MPAA request, clearly highlighting the tremendous pressure the FAA is under to integrate commercial use of UAS in the U.S.
More Commercial Use of UAS Despite what the FAA Says
The NTSB ruling against the FAA fueled the commercial UAS fire and certainly gave commercial UAS operators, operating illegally according to the FAA, more confidence that the FAA may not pursue them. That might be the case in an incident publicized last week in Seattle, Washington, where a woman called police after she saw a UAS buzzing around outside of her apartment building, believing it was spying on her 26th-floor apartment. The Portland, Oregon-based UAS operator, Skyris Imaging, was interviewed by Portland’s KATU news.
“It was not our intent to view anything other than the views from a 20-story office building that will be built across the street,” said Skyris’s Joe Vaughn. Vaughn told KATU that a Seattle-based developer hired Vaughn’s company to use one of his drones equipped with cameras to take photos of the view for a new 20-story building.
Vaughn told KATU that his company has a fleet of six drones he says he responsibly flies. He told KATU that his company has strict guidelines to never fly for a third party, over crowds, above 400 feet, or beyond visual range. Click below to view the KATU interview.
Live Webinar at the Esri International User Conference
In a GPS World first, we’ll be producing a live webinar from the Esri International User Conference on Thursday, July 17, @ 10 a.m. Pacific Time in the exhibit hall at the San Diego Convention Center. Of course, the webinar will be focused on one of the hottest topics: high-precision mobile GIS. It will cover high-precision GNSS on mobile devices, from iPads to Android tablets to smartphones.
Tune in or join us live from the exhibit hall floor! Register here.
Interview with Graham Purves, Executive Vice President, NovAtel
Graham Purves, NovAtel
GPS World (GPSW): In the regulatory picture for unmanned autonomous vehicles (UAVs), what are the concerns for the GNSS research, design, and manufacturing community regarding air-space regulation?
Graham Purves (GP): The main concern is the scope and impact of certification requirements for UAV navigation systems in the National Air Space. Certification places constraints on software complexity, so it is difficult to define solutions if the certification framework is unclear.
In the context of current avionics for civil aviation, design standards and certification requirements are well defined. In the case of pilot-less aircraft, the navigation systems may make use of additional features and technologies that are not part of the current certification paradigm. Examples are tightly coupled inertial navigation systems (INS) for flight control and redundancy, and real-time kinematic (RTK) and differential GPS for landing and capture. Certification requirements and design assurance levels for these features will have a major impact on the definition and design process, and may even prevent some effective technical solutions from being used, due to the software complexity. Of course, communications and communication standards will also present a significant hurdle.
GPSW: What are the concerns for the GNSS research, design, and manufacturing community regarding vehicle/road regulation for UGVs?
GP: Similar answer. The software used in positioning and navigation systems is significantly more complex than the safety-critical software in current automotive systems. Regulation for UGVs may result in restrictive certification requirements that affect or prohibit the use of more complex software. Until we have a clear understanding of the certification framework, it is difficult to define technical solutions.
GPSW: In looking forward to the Federal Aviation Administration tests at six sites for integrating unmanned aerial vehicles into the commercial airspace safely, what are some of the technical challenges that you (and presumably NovAtel’s partners) are facing?
GP: We have proven some excellent technical solutions in the non-civil applications and believe the main barrier is not a technical but a regulatory challenge.
GPSW: What other pieces/technologies do you have to pull into the UAV/UGV integration to make it work? Inertial, certainly. What else?
GP: The UAV/UGV application is a very interesting arena for other positioning technologies that either augment or complement GNSS. Apart from navigation and auto-pilot functions, we believe the sense-and-avoid functions will require other sensing technologies, like scanning lasers. When you include the mission-related functions that require precise steering, pointing and measuring systems, the UAV/UGV is a very exciting category for companies like NovAtel.
GPSW: Is UAV/UGV a game-changer for the GNSS industry? Similar to the cellphone/smartphone implementation of GNSS chips, which created a whole new sector?
GP: It does have two elements that might be considered game-changers:
The movement of GNSS and other positioning technologies into a safety-critical role. It seems inevitable that someday we will live in a world where autonomous vehicles are the norm, and the idea of having a human behind the wheel is both complex and unsafe.
The UAV/UGV is an enabling technology and a platform for innovation. Similar to the wireless revolution, the killer applications may well be things we haven’t yet conceived of.
Graham Purves has been active in the GNSS industry since 1990, starting in ASIC development and continuing with various technical and business positions within NovAtel over the last 26 years.
CompassData, a worldwide provider of geospatial data and services, has received DO-200A certification by the Federal Aviation Administration (FAA) for collection and processing of survey and ground control data used in the creation of Airport Mapping Database (AMDB) products.
“DO-200A certification enables CompassData to provide Ground Control Points (GCPs) for generation of digital aeronautical products, such as Airport Moving Maps, used by pilots in the cockpit to navigate on the ground at airports worldwide,” said Hayden Howard, CompassData Vice President. “This certification applies to custom ground control collects and to many of the GCPs that exist in our worldwide archive available off the shelf for immediate purchase.”
In addition, CompassData has been approved to use its GCPs and Accuracy Analyst map tool to verify the accuracy of satellite or aerial imagery used in creation of AMDB DO-272C aviation products. This means CompassData may orthorectify a high-resolution DigitalGlobe satellite image, verify that the orthoimage accuracy meets sub one- and five-meter specifications, and provide the image to an aeronautical mapping firm or avionics system developer to generate commercial products.
DO-200A standards were developed by FAA to assure the quality of data used in the preparation of aeronautical mapping, navigation and situational awareness products and systems. Prior to certification, CompassData completed a rigorous examination procedure in which FAA reviewed every step in the firm’s methodologies for collecting, processing and managing GPS-surveyed ground control to ensure the data is accurate, timely, complete, and traceable.
FAA has granted only six LOAs (Letters of Acceptance) in the Denver ACO Region and only 24 globally. CompassData is the first in the world to receive certification for verification of data sets used to create Airport Moving Map data.
In March, CompassData purchased the assets of Spatial Information Solutions (SIS) in Starkville, Mississippi, and announced the continued sale and support of the popular Accuracy Analyst and Topo Analyst Map Accuracy Tools. These software applications are relied upon by geospatial end users to automatically verify the accuracy of orthoimagery and digital elevation data sets, often with CompassData GCPs.
CompassData will discuss the FAA DO-200A certification and demonstrate Accuracy Analyst and Topo Analyst Map Accuracy Tools in booth #2063 at GEOINT 13* being held April 14-17, 2014, in Tampa, Florida.
