FAA Safety Briefing — May/June 2017

FAA Safety Briefing is the FAA safety policy voice of non-commercial general aviation.

The May/June 2017 issue of FAA Safety Briefing focuses on the exciting and ever-expanding world of Unmanned Aircraft Systems (UAS). Feature articles answer the Who, What, Where, When, Why, and How of UAS operations, including

the regulatory and technical challenges they present. 9

Features

7 The Dawn of Drones Why We All Need to Care About UAS by Susan Parson 9 When Do I Need a Certificate? A Look at Hobbyist vs. Commercial Requirements for UAS by James Williams 12 Who’s Behind UAS? A Look at Drone Support, Programs, and Initiatives in the FAA by Jennifer Caron 16 How Do We All Get Along? A Look at the FAA’s Strategy for UAS Integration into the NAS by Tom Hoffmann 20 Where Do I Find the Drone Zone? Navigating Cyberspace for Official UAS Resources by Paul Cianciolo 24 What’s it Like to Fly a Global Hawk? A First Person Account of Large UAS Operations by Chris Huebner 27 Drone Dragnet UAS Guide for Law Enforcement Officials by Paul Cianciolo

Departments 16

1 Jumpseat – an executive policy perspective 2 ATIS – GA news and current events 5 Aeromedical Advisory – a checkup on all things aeromedical 6 Ask Medical Certification – Q&A on medical certification issues 23 Checklist – FAA resources and safety reminders 31 Nuts, Bolts, and Electrons – GA maintenance issues 33 Angle of Attack – GA safety strategies 34 Vertically Speaking – safety issues for rotorcraft pilots 35 Flight Forum – letters from the Safety Briefing mailbag 36 Postflight – an editor’s perspective Inside back cover FAA Faces – FAA employee profile

JOHN DUNC A N

Jumpseat DIREC TOR, F L IGH T S TA NDA RDS SE R V ICE

Step by Step

You don’t have to look very hard to notice that industry and our security counterparts in govern - Unmanned Aircraft System (UAS) operations are ment to develop standards and rules that will allow rapidly increasing in number, technical complexity, electronic identification and tracking of UAS at the and sophistication. This expansion has created a local law enforcement level, and establish a process number of regulatory and technical challenges for for property owners and those who oversee critical the FAA and its parent organization, the Department infrastructure to restrict flight over those properties.

of Transportation (DOT). Enhanced Operations: This year, the FAA will be Here’s the goal: regulatory agencies need to fully working on an amendment to part 107 that will allow integrate UAS into the National Airspace System (NAS) operations over people under certain operational in a way that allows UAS to safely and harmoniously conditions, as well as open opportunities for night operate side-by-side with manned aircraft, occupying operations and swarming.

the same airspace and using many of the same air traf - Full Integration: While these activities offer a fic management systems and procedures. As with any significant improvement over the initial case-by- journey, getting from the current state to the desired case authorization process, they are still a form of destination, is best accomplished gradually. “accommodation” rather than integration. That’s why the Flight Standards Service and other FAA enti - Getting Started ties are actively exploring options for getting to full The integration of UAS started and, to a large integration of UAS operations. That means refining extent, continues with practices that largely rely on our existing regulatory framework to accommodate operational segregation to maintain the safety of the operations for unmanned aircraft and any other NAS. Because there is a great deal we don’t know aviation innovations.

about UAS, incremental introduction through these Integration Strategies and Tools “accommodation” practices were the most logical place to start to ensure that we maintain the safety of To accomplish these goals, the FAA is support - people and property both in the air and on the ground. ing parallel efforts in research, outreach, standards One of the earliest steps was the selection of sev - development, and planning. These efforts involve a eral UAS Test Sites in 2013 to conduct UAS research wide range of players, to include other federal agen - and help us ask the right questions. Another impor - cies, industry, and the operator community working tant step was the promulgation of the first two FAA to overcome technical, regulatory, and operational rules specifically for UAS: challenges. To name just a few: • In December 2015, we published an Interim • Ensuring that a UAS can maintain a safe Final Rule on Registration and Marking distance from other aircraft.

Requirements for Small Unmanned Aircraft • Performance-based standards to ensure (14 CFR part 48). This rule applies to UAS safety, efficiency, and reliability.

weighing over 0.55 pounds (250 grams) and • Policy questions including physical and cyber under 55 pounds.

security.

• In June 2016, we published the Small UAS Clearly, we have a lot to do – and that is in regulation (14 CFR part 107). This rule, addition to continuing our standards, certification, which became effective on August 29, 2016, and continued operational safety work for manned enables the conduct of routine civil small UAS aircraft operations. But we have made a solid start operations within visual line-of-sight (VLOS) toward the ultimate goal of full integration of UAS over unpopulated areas.

into the NAS.

Building Blocks Security: Having completed these basic rules, the FAA is now engaged in expanding UAS opera - tions. A key step is ensuring we are doing so in a safe and secure manner. We are working this year with May/June 2017 FAA Safety Briefing 3

ATIS AV I AT ION NE WS ROUNDUP

Division determined there was a need for an incen - FAA SAFO Covers Proper Procedures for tive program to encourage AMTs and employers ADS-B Out Equipment Testing to participate aggressively in available initial and The FAA recently issued a Safety Alert for Opera - recurrent maintenance training/courses. Through tors (SAFO) that informs personnel involved with the AMT Awards Program, the FAA recognizes eli - ground testing of aircraft ATC transponders, and gible technicians and employers by issuing awards ADS-B Out equipment, about the importance of to those who receive, or promote and foster, initial adhering to proper test procedures, and the haz - and recurrent training.

ards associated with improper testing. The FAA has The FAA is aware that the employer bears the received reports of transponder and ADS-B Out short-term loss of employee productivity and other system ground test events in which information, costs associated with training. To increase the incen - including simulated altitude, was transmitted from tive for management to fund training under the award the test aircraft and received by aircraft in flight. The program, the FAA also recognizes employers who take FAA recommends that anyone performing these a proactive role in training their technical workforce.

tests evaluate the adequacy of their procedures and The program has several levels, or phases, of adhere to proper test procedures to prevent uninhib - recognition for both AMTs and their employer.

ited system transmission that may affect ATC opera - AMTs obtain an FAA Certificate of Training upon tions, or airborne aircraft.

successful completion of the program requirements.

For more information on this SAFO, go to Employers can obtain a Gold or Diamond Award of http://1.usa.gov/2mpwLpy.

Excellence yearly depending on the percentage of their employees receiving awards.

Commercial Space Operator Earns AMT For more information, go to www.faasafety.gov/AMT/amtinfo.

Diamond Award N I O A D T M I A I N V I A S S S For the first time, an T F E I O L N R O A A R A L P R I S T E + I M D O E General Aviation Survey Needs Your Help FAA-licensed commercial N = E G F D S E A L space operator earned F The 39th annual General Aviation and Part 135 W E O T Y N the agency’s Aviation Activity Survey (GA Survey) for reporting is now K M A M Maintenance Technician I A underway. As always, your participation is important.

N R T E G N O (AMT) Diamond Award of A R If you receive an invitation to participate, please N P C S E D T R Excellence. Virgin Galac - E A respond, even if you did not fly your aircraft in 2016.

C H A W N I N C I A tic had 100 percent of its The GA Survey is the FAA’s primary source of informa - 33 mechanics receive an individual William (Bill) tion about the size and activity of the general aviation O’Brien AMT Award in 2016.

and on-demand part 135 fleet. Previous years’ survey The AMT Awards Program is managed by the results can be found at http://1.usa.gov/24QSfh7.

FAA Safety Team (FAASTeam). In October 1991, Please be assured that your responses are kept FAA Flight Standards Service’s Aircraft Maintenance confidential. The information collected will be used only for statistical purposes and will not be released in any form that would reveal an individual partici - pant. Tetra Tech is an independent research firm that conducts the survey on behalf of the FAA. You can contact them with questions at 1-800-826-1797 or via email at infoaviationsurvey@tetratech.com.

Easy Automated Alerts The FAA Flight Service DUATS II web portals 1800wxbrief.com and duats.com provide advanced tools tailored to optimize your flight planning, deliver pilot weather briefings, and monitor new or 4 FAA Safety Briefing May/June 2017 modified adverse conditions. Plain language and • Benefit from enhanced search and rescue in interpretation tools are available to help describe an emergency such as faster response times weather conditions essential to the safety of your and reduced search area.

flight. Email and text messages deliver the alerts Remember, only pilots who register get automated prior to takeoff and cockpit satellite communications alerts. Find out more about these free online features devices receive updates while in-flight.

at www.1800wxbrief.com and www.duats.com, or Register to receive automated alerts and updated check with your third-party provider to make easier, weather briefings for your flight, and get automatic safer flight decisions.

notifications when conditions change between the time of filing your flight plan and departure or New FAASTeam Safety Video Series arrival time. This capability allows you to file early, A new “Let’s Take a Minute for Safety” video and receive an email or text if the flight plan route or series of short general aviation safety messages is departure time weather and aeronautical information produced by FAA Safety Team (FAASTeam) vol - change. Stay informed on your mobile device when unteers from Southern California. It covers loss of new or adverse conditions arise, such as a severe control safety enhancement topics and use of the weather forecast or observation, an airport closure, FAASafety.gov website.

Notice to Airmen, or a Temporary Flight Restriction.

Automation available gives you the control to: • Activate and close a Visual Flight Rules (VFR) flight plan online or with an interface app on a mobile device; • Receive a notification for Instrument Flight Rules (IFR) when your flight plan was delivered and accepted; • Receive new or modified adverse conditions from the time you file until the time your flight plan is closed; • Receive a reminder to close your flight plan and the ability to close it by merely clicking a link or replying to the email reminder; and,

Safety Enhancement Topics

May: AOA and V Training June: Startle Response MC Learn more about how Vmc training and Angle Training and preparation can help pilots manage of Attack can help prevent loss of control acci - the startle response and effectively cope with dents in the event of a power loss. unexpected events.

Please visit www.faa.gov/news/safety_briefing for more information on these and other topics.

May/June 2017 FAA Safety Briefing 5 Take a safety minute and check out the playlist U.S. Department on the FAA’s YouTube channel. Go to of Transportation http://bit.ly/2n1te2E to watch.

Federal Aviation Administration AC Update Pending for Part 141 Pilot Schools ISSN: 1057-9648 There is an update pending to the Advisory Cir - FAA Safety Briefing cular (AC) for part 141 pilot schools. Since the last May/June 2017 Volume 56/Number 3 update in 1993 to AC 141-1, Pilot School Certifica - tion, there have been several amendments to part Elaine L. Chao Secretary of Transportation Michael P. Huerta Administrator 141 of Title 14, Code of Federal Regulations (14 CFR).

Margaret Gilligan Associate Administrator for Aviation Safety The events of 9/11 also required a change involving John Duncan Director, Flight Standards Service training of foreign nations.

James Viola Manager, General Aviation and Commercial Division Susan Parson Editor The FAA understands that because the AC was Tom Hoffmann Managing Editor not up-to-date, it has caused confusion — and in James Williams Associate Editor / Photo Editor some cases, misapplication of part 141. The public Jennifer Caron Assistant Editor Paul Cianciolo Assistant Editor comment period was scheduled to close April 3, so John Mitrione Art Director the new AC should be published soon.

Published six times a year, FAA Safety Briefing, formerly FAA Aviation News, pro - This is an exciting time for part 141 pilot schools motes aviation safety by discussing current technical, regulatory, and procedural aspects affecting the safe operation and maintenance of aircraft. Although based and provisional pilot schools.

on current FAA policy and rule interpretations, all material is advisory or infor - mational in nature and should not be construed to have regulatory effect. Certain details of accidents described herein may have been altered to protect the privacy of those involved.

The FAA does not officially endorse any goods, services, materials, or products of manufacturers that may be referred to in an article. All brands, product names, company names, trademarks, and service marks are the properties of their respective owners. All rights reserved.

The Office of Management and Budget has approved the use of public funds for printing FAA Safety Briefing .

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6 FAA Safety Briefing May/June 2017

MICH A E L BE R R Y, M .D.

Aeromedical Advisory F EDE R A L A IR SURGEON

Remotely Fit for Flight

One of our core missions in the Office of Aero - pilot, the I’M SAFE Checklist: Illness, Stress, Alcohol, space Medicine is determining if airmen are fit for Fatigue, and Emotion.

flight. We do this through our medical certification The I’M SAFE checklist is a great tool to use before process. If you meet the standards established for the every flight, manned or not. By evaluating each factor class of medical certificate you are applying for on the honestly, you can develop a good snapshot of your day of your exam, you are issued a medical certificate. fitness for flight at that time. But what about more This often leads to the mistaken impression by airmen general health issues? How should remote pilots that they only have to be medically fit to fly at the time accomplish their medical fitness self-assessment?

of their physical examination every X number of years Resources for the “Remote” Pilot (depending on the class of medical certificate).

Places a remote pilot, or any pilot for that matter, This is a common misunderstanding, but in can look for guidance is Chapter 17 of the Pilot’s reality, your personal medical certification, or self- Handbook of Aeronautical Knowledge ( https://go.usa.

assessment of medical fitness, should take place gov/xXGmD ), and Chapter 8 – Medical Facts for before every flight. This is clearly established by 14 Pilots in the Aeronautical Information Manual (AIM), CFR section 61.53, which prohibits airmen from ( https://go.usa.gov/xXGmk ). While some of the flying if they “know, or have reason to know, of any content isn’t relevant to a remote pilot (hypoxia isn’t medical condition that would make them unable to nearly as much of a concern, just to cite one example) meet the requirement of their medical certificate,” concepts relating to pilot impairment, vision, and or, for flying operations that do not require a medi - fatigue are still very pertinent. The FAA Guide for Avia - cal certificate, “knows or has reason to know of any tion Medical Examiners is also a great place to look at medical condition that would make the person how the FAA deals with certain conditions and medi - unable to operate the aircraft in a safe manner.” This cations. While the AME Guide is designed for doctors, regulation also says the same thing about taking it is also a great resource for pilots. It is freely available medications that would be disqualifying. So it’s on the FAA website ( https://go.usa.gov/xXGmu ).

better to think of medical certification as similar to Since the AME Guide is developed for manned flight, pilot certification. Every two years you are required some content is not entirely applicable for a remote to have a flight review conducted by a CFI, but before pilot, but it’s a good place to start.

every flight, you’re expected to make sure your skills are up to task for the flight. In this analogy, the Avia - Some Advice tion Medical Examiner (AME) is like your CFI. The So how would I recommend a remote pilot evalu - AME provides an independent review every so often ate their medical fitness to operate an aircraft? When to back up your regular review before every flight.

considering the medical fitness of a manned aircraft pilot, we focus on potential causes of incapacitation, How Does this Apply to Remote Pilots?

both subtle and sudden. Any condition or medication Part 107, the commercial small UAS (sUAS) that can cause a loss of consciousness or a degradation operating rule, contains a regulation very similar to of mental function should be treated as potentially dis - 14 CFR section 61.53. Section 107.17, Medical Condi - qualifying. Just as with a manned aircraft, your primary tion, prohibits operation of a sUAS by any person if concern should be protecting those on the ground and he or she knows, or has reason to know, that he or other National Airspace System (NAS) users. Beyond she has a physical or mental condition that would that, I suggest you focus more on the mental and vision interfere with the safe operation of the sUAS.

aspects of impairment than on the physical ones. The So what does this mean for a remote pilot?

physical environment of a UAS operation is generally It means that the burden of medical certification less demanding than that of a manned aircraft, but fac - or assessment of medical fitness falls entirely on you, tors like decision making, reaction time, and attention the pilot. No doubt many pilots are just fine with this are every bit as critical. Vision is also very important, compromise. But what should you consider when because keeping your UAS separated from other traffic self-certifying? A good place to start would be the can be more of a visual challenge in many cases than same place I would recommend to a manned aircraft manned aircraft see and avoid.

May/June 2017 FAA Safety Briefing 7

P E NN Y GIOVA NE T T I, D.O.

M A N AGER, A EROSPACE MEDIC A L

Ask Medical Certification SP ECI A LT IES DI V ISION

should see your AME for a new, first class medical

Q1. I am a licensed FAA Private Pilot who has

exam and bring the following to your appointment: undergone a medical procedure known as a all records of your lymphoma diagnosis and treat - drug infusion system pain plant pump within ment, your final PET scan results, and the current my abdomen. The pump contains 30.0 mg/ml of status report from your treating physician. Your AME morphine with a drip dose of 10.123 mg/day. The will need to defer this exam, but after your initial refill interval is 112 days. Does this medical situa - special issuance, usually your AME will be autho - tion preclude passing any further Class 3 medical rized to issue in the future as long as your condition exams? This is a very miniscule amount of drug remains unchanged.

application.

A1. Yes, use of morphine is medically disqualifying.

Q4. I have had open-heart surgery, a triple

The reason your dose is miniscule compared to oral bypass, I was out of the hospital in three days dosing is that you are absorbing the drug directly and have had a near record recovery. I am taking into your system rather than having it first pass Carvedilol, Rosuvastatin, and aspirin as a blood through the stomach and then liver where a signifi - thinner. I am in excellent health and am in car - cant portion of the oral dose is wasted.

diovascular rehab and doing very well. My heart surgeon said everything looked really good inside

Q2. If cataract surgery is performed and the

and that I was just heredity-disposed to blockage.

result is 20/20 vision, are you still eligible for a My cardiologist said if I hadn’t taken such good Class II Physical?

care of myself, I would have had this surgery 10 years ago. Since I have had all of this corrected

A2. You would be eligible for a Class 2 medical

and am leading a healthy lifestyle, what are my certificate 1-3 months after surgery, as long as your chances of passing a class III medical, and what visual acuity is stable, and there are no complica - would I be looking at for renewal if I were to tions such as residual glare. We would need to see obtain one?

the operative report and a current status report from your eye surgeon, as different types of lenses require

A4. Even with “near record recovery,” the risk for

different follow-up. Use of unifocal, non-accommo - complications remains high during the first six dating intraocular lenses is not acceptable.

months after surgery. That is why we recommend a six-month observation period before seeking special issuance certification. You will need to provide your

Q3. Hello, I was diagnosed with large B cell, non-

medical records, to include your cardiac catheteriza - Hodgkin’s lymphoma cancer. I underwent an tion films (digital format), and a nuclear stress test at aggressive chemotherapy treatment with no radi - six months. It sounds like your chances are excellent ation or surgery. I had just passed my first class for special issuance.

medical a month before finding the cancer. As of two weeks ago my final PET scan showed that I was in complete remission and cancer free. I was Penny Giovanetti, D.O., received a bachelor’s degree from Stanford, a mas - never told that I couldn’t fly, but I had dismissed ter’s in Environmental Health and Preventive Medicine from the University myself nevertheless. I had heard unofficially that of Iowa and doctorate from Des Moines University. She completed a 27-year cancer was not a disqualifying condition but the career as an Air Force flight surgeon. She is board certified in aerospace medicine, occupational medicine and physical medicine/rehabilitation. She treatment was. What procedure should I proceed is also a Fellow of the Aerospace Medical Association and a private pilot.

with to obtain my first class medical? It has been over seven months since my first class medical examination. I was a week and a half away from Send your questions to SafetyBriefing@faa.gov. We’ll taking my multi engine ATP checkride. And now I forward them to the Office of Aerospace Medicine would like to get back at it so I can get on with my without your name and publish the answer in an flying career.

upcoming issue.

A3. Thank you for making the appropriate decision

not to fly while undergoing cancer treatment. You 8 FAA Safety Briefing May/June 2017

S U S A N PA R S O N

The Dawn of Drones

am always fascinated by the diversity of opinions

Why

We All Need to and reactions to change, especially to advances in

I technology. Such diversity is particularly appar -

Care about UAS

ent in aviators’ reaction to the advent of Unmanned Aircraft Systems (UAS), more commonly (and easily) known as “drones.” It seems to me that pilots generally fall into one of three camps when it comes to opinions on drones.

The Doomsayers There’s been resistance to every new technology that’s ever been introduced. When books came out hundreds of years ago, there were complaints that it would destroy the oral tradition. Some of those fears were justified, but it didn’t stop the rise of the written word. And books have proven to be incred - ibly useful. — Jeremy Stoppelman Once upon a time, sound was new technology.

— Peter Jackson In the case of UAS, those in the “doomsayer” department want nothing to do with drones, and they make dire predictions about several aspects of this technology: Safety . Some of today’s hangar flying conversa - tions now include concern about the “likelihood,” Photo courtesy Drone360 magazine, Drew Halverson or even the “inevitability,” of a mid-air collision with a mis-flown or, worse, a “rogue” drone. It’s not hard to imagine any number of dire scenarios, everything from drone collisions with a family-laden GA aircraft to a large passenger airliner. drones do bring a different dimension to privacy Possible? Anything is possible , but likelihood concerns. It is possible to opt out of social media is a different matter because of the great care that and, if you are sufficiently motivated, to minimize safety professionals in this agency are putting into your cyberspace presence. There is, however, no way the development of regulations for the safe integra - the average individual can control the trajectory of a tion of UAS into the National Airspace System (NAS).

drone with a Peeping Tom pilot.

The FAA investigates every single report of a possible These issues are very real to all of us, and the FAA drone collision with manned aircraft but, as of this is working with other organizations and federal agen - writing, the FAA has not confirmed a single instance cies engaged in recommended privacy guidelines.

in which this scenario actually occurred.

Job loss . There are plenty of assertions that “real” Privacy . Drones do have the potential to invade pilots fly airplanes, along with plenty of predictions privacy at an entirely new level. As I watched some - that drones will eventually put “traditional” pilots one’s drone buzzing around my neighborhood on a in the same category as dinosaurs. If that occurs, it’s recent trip to Arizona, I realized how easy it would be still likely to be some distance in the future. Also, for its pilot to drop in uninvited on my patio dinner bear in mind that even as new technologies make party. While some people argue that privacy is passé current occupations obsolete, they generally create in the era of share-all social media, it’s fair to say that job possibilities we can’t even imagine today.

May/J une 2 017 FAA Safety Briefing 9 I often joke that I am bilingual in English and The Dozers Airplane, which is a language, a culture, and even a Once a new technology rolls over you, if you’re not distinct way of life. In a similar way, there are avia - part of the steamroller, you’re part of the road.

tors (including at least one member of the FAA Safety — Stewart Brand Briefing team) who are “bilingual” in their enthusias - If you look at the various strategies available for tic operation of both manned aircraft and drones.

dealing with a new technology, sticking your head The dazzle of drones has also drawn a whole in the sand is not the most plausible strategy.

new group of people into the aviation world, pilots — Ralph Merkle who are the mirror image of those whose interest (at least for now) is limited to manned aircraft.

Nobody would accuse me of being a techno - Those dazzled by drones for both their recreational phobe or a Luddite, but I confess to being among the and practical uses may soon outnumber the ranks dozers. I certainly don’t see drones as harbingers of of “traditional” pilots. As of this writing, the FAA doom, and I do see and appreciate the many useful registry has issued an astonishing 52,000 Remote applications of UAS in myriad aspects of modern Pilot certificates. The number of registered drones human activity.

in the FAA’s Aircraft Registry already surpasses That said, I count myself amongst those who the number of registered manned aircraft. Again take a yawning “meh” view of drones. I took the as of this writing, there are more than 750,000 online course and eventually I will probably get a registrations for unmanned aircraft, and only Remote Pilot certificate, 209,000 registered manned aircraft.

but I was hardly the first As with virtually every technology that in line for that credential.

has emerged in the history of human The Denizens Similarly, I have merely activity, people do adapt and assimilate If these numbers conjure thoughts of the Star paged past the ubiquitous new tools. They then use these new tools Trek Borg’s “prepare to be assimilated” domina - advertisements for drones tion of the universe, it may be for good reason. As to do not only old things in new ways, but and, at most, paused only with virtually every technology that has emerged in also to do all kinds of new things that old briefly in front of store - the history of human activity, people do adapt and technologies could never accommodate.

front drone displays.

assimilate new tools. They then use these new tools In defense of myself and my fellow drone dozers to do not only old things in new ways, but also to do — you know who you are! — I hasten to emphasize all kinds of new things that old technologies could that there’s nothing wrong with lack of interest in never accommodate.

actual drone flying, or in choosing to invest my flying As is also typical, people will adapt in differ - dollars in aircraft that still need me to occupy one of ent ways and at different speeds: while many of the the front seat positions. What we dozers do need to “dazzled” took a direct leap into drones, others (like do, though, is to acquire and maintain appropriate me) take a more deliberate course through the con - situational awareness of drone developments. We tinuum of adaptation.

should also make an effort to get better acquainted Regardless of your current “camp” or your pace with enthusiastic drone drivers who, after all, share and position on that continuum, the most important the thrall that the sky holds for anyone who flies.

thing to remember is that we are all pilots, denizens of the same NAS who share the delight, the privilege, The Dazzled and the responsibility the sky gives to us all. Let us all I’m interested in things that change the world or act accordingly.

that affect the future and wondrous, new technol - ogy where you see it, and you’re like, ‘Wow, how did that even happen? How is that possible?’ Susan Parson (susan.parson@faa.gov, or @avi8rix for Twitter fans) is editor of — Elon Musk FAA Safety Briefing . She is an active general aviation pilot and flight instructor.

Every time a new technology comes along, we feel we’re about to break through to a place where we Learn More will not be able to recover. The advent of broad - FAA UAS Portal cast radio confused people. It delighted people, of https://www.faa.gov/uas course, but it also changed the world.

— James Gleick 10 FAA Safety Briefing May/June 2017

J A M E S W I L L I A M S

When

Do I Need

a Certificate?

A Look at Hobbyist vs. Commercial Requirements for small UAS

ast year, the FAA launched its long awaited Small • Never fly near other aircraft, especially around Unmanned Aircraft System (sUAS) regulations airports

L with the new Title 14 Code of Federal Regulations

• Never fly over people (14 CFR) part 107. The immediate response from the • Never fly over stadiums or sports events UAS (more popularly called drone) community was: • Never fly near emergency response events Do I need a part 107 Remote Pilot certificate for my • Never fly under the influence operation? For the majority of us, the answer was: it depends, but probably no. For others, the answer • Always be aware of surrounding airspace and is a clear yes. Here is a quick look at when you need airspace requirements a certificate and when you don’t. We will also offer For further advice on flying for fun, we turn to some tips for each type of operation.

Ken Kelley, the FAA Safety Team’s (FAASTeam) Lead Just For Fun for UAS Outreach. “The most common mistake we see with new, small UAS (sUAS) users is that they For the majority of those who fly drones as a get their new sUAS, charge it up, and go fly without hobby, part 107 doesn’t change anything. You need knowing if they are near an airport or what the regu - to meet the applicability of part 101 and follow the lations and local statutes say about sUAS flights,” basic guidelines outlined below, but as long as you Kelley explains. “Another issue is that all sUAS must don’t want compensation (compensation is a com - be registered with the FAA prior to any outside plex issue — for more information see the article flight operations. This is why I always recommend referenced later) and can meet the guidelines, no that people just starting out first go straight to faa.

certificate is required.

gov/uas, then try to locate a local model aircraft The basic guidelines state that you: or UAS club in their area,” Kelley says. This is more • Register your UAS than just good advice. If you’re a hobbyist and not • Always keep your UAS within sight operating under part 107, Federal law requires you • Fly at or below 400 feet AGL (or higher if to operate within the safety guidelines of nationwide permitted by approved, community-based community-based organization. Kelley also notes model club guidelines) that these clubs can be a great resource since they May/June 2017 FAA Safety Briefing 11 Under part 107, a UAS may not fly above 400 feet unless it is operating near a structure like this windmill. In that case, a UAS may be operated within a 400 foot radius of the structure, including its uppermost limit.

are familiar with both model aircraft/UAS operations The FAA has spent considerable time and and your local area. “They can point you toward good effort defining compensation, so agency attorneys flying spots, make suggestions that could improve are very familiar with the methods used as your skills, and tell you where you shouldn’t be flying work-arounds. For a more in-depth discussion to avoid trouble.” It’s important to remember that of compensation and specifically how it affects regardless of whether you hold a remote pilot airman non-commercial pilots, see the article “Come Fly certificate or not, you’re still a pilot operating in the with Me …” in the Sep/Oct 2010 issue of FAA Safety National Airspace System (NAS) and that comes with Briefing at https://go.usa.gov/xXCjZ.

important responsibilities. With part 107, though, there is a clear and relatively easy path to operating a small UAS for So What’s the Big Deal with 107?

compensation or hire without the need to go through Part 107 really is a pretty big deal. While you can the exemption process. Here are the basic rules for operate under part 101 or part 107 as a hobbyist, operating under part 107: compensation is one of the bright lines that kicks • Must hold a remote pilot certificate you out of the hobbyist • Drone must be less than 55 pounds and category altogether and But more generally, anything that takes registered almost exclusively into part the purpose of your flight from fun/hobby 107. But more generally, • Must not operate within Class B, C, D, or to “a job” could put you into part 107 even anything that takes the surface level E airspace purpose of your flight from if there is no direct compensation.

• Must keep aircraft in sight (visual fun or hobby to “a job” line-of-sight) could put you into part 107 even if there is no direct • Must fly under 400 feet or within 400 feet of a compensation. Before part 107, compensation or any structure kind of work resulted in a number of implications • Must fly during the day and challenges, including the need for an exemption • Must fly at or below 100 mph to several FAA regulations. This led to a significant number of people looking to skirt these regulations.

• Must yield right of way to manned aircraft I’ve lost count of the number of times I saw • Must not fly over people statements like the following in online communities: • Must not fly from a moving vehicle “It’s legal to sell your drone photos without an exemption if you just charge your client for the CD/ If this list looks familiar, that’s no accident.

USB drive, and not the photos.” Just as with the hobbyist guidelines, these rules allow reasonable freedom of operations without No, it’s not.

12 FAA Safety Briefing May/June 2017 compromising the safety of the NAS or requiring When Does It Apply to Me?

permission from the FAA in the form of an exemption.

Even if you are not receiving compensation, a hobbyist may still find it useful to have a remote When is Part 107 Insufficient?

pilot certificate. If a friend offers a few bucks for Part 107 was always intended as a starting point, you to take some pictures of his house, you don’t designed to allow as much as possible without have to worry about it. Or if another friend wants to compromising safety. In the longer term, the plan is compensate your drone-facilitated inspection of her to expand what is possible through full integration home’s roof with a nice dinner out, you won’t have of UAS into the NAS. In the short term, though, the to decline. If you decide you want to use your UAS in FAA established a part 107 waiver team to receive your business, no problem.

applications from operators to allow safe operations It’s never a bad idea to expand your knowledge under specific conditions when a part 107 regulation and your aviation repertoire, and the remote pilot is waived. When evaluating a waiver application, the certificate is a pretty easy way to do that and perhaps FAA considers the specific operation, operator, and enjoy the bragging rights that come with any new circumstances. This approach makes it possible to certificate or rating.

allow operations that would otherwise contravene Or, you could just follow the lead of famous the regulations. Here are the sections of part 107 that mountaineer George Mallory, who chose to climb may be waived: Mount Everest “because it’s there.” • Operation from a moving vehicle or aircraft (§ 107.25)* James Williams is FAA Safety Briefing’s associate editor and photo editor.

• Daylight operation (§ 107.29) He is also a pilot and ground instructor.

• Visual line of sight aircraft operation (§ 107.31)*

Here are a few questions to help you

• Visual observer (§ 107.33) decide when you need a certificate.

• Operation of multiple small unmanned aircraft systems (§ 107.35) Are you, or do • Yielding the right of way (§ 107.37(a)) you want to be, • Operation over people (§ 107.39) compensated for flying a UAS?

• Operation in certain airspace (§ 107.41)

No

Yes

• Operating limitations for small unmanned Do you meet the aircraft (§ 107.51) requirements of part You will require *No waiver of this provision will be issued to 101.41?

at least a part 107 allow the carriage of property of another by air - certificate and

No

Yes

craft for compensation or hire. perhaps a waiver or exemption You may fly without a You will require a As long as the FAA determines that the opera - depending on the certificate, but must part 107 remote tions listed above can be conducted safely, the details of your follow the guidelines pilot certificate to planned operation agency can issue a Certificate of Waiver for that for hobbyists operate operation. As an example, let’s say you have a client who wants aerial photos of a property at night.

Section 107.29 does not permit this operation, but it may be possible to accommodate the operation Can your planned UAS operation be under specific conditions (i.e., conduct some train - accomplished within the ing on nighttime illusions, have an anticollision light scope of part 107?

installed, etc.).

No

Yes

When you are considering applying for a waiver, you need to remember that some sections of part Only a part 107 airman You will require a 107 are not waivable. It is possible that there may be certificate will be waiver for applicable other solutions to allow your operation such as an required sections of part 107 authorization. But you need to ask, not guess.

May/June 2017 FAA Safety Briefing 13

J E N N I F E R C A R O N Photo courtesy Drone360 magazine, Drew Halverson

Wh o ’s Behind UAS?

A Look at Drone Support, Programs, and Initiatives in the FAA

t was a cold, but quiet day in April. I was carefully LEAP Into Action running a pre-flight on my Kitfox two-seater, when After I contacted my local police department

I suddenly an intense, whirring hum pierced the

to report the drone, law enforcement arrived on air — like a swarm of angry bees freshly disturbed scene. As it turns out, the operator never showed from their nest. A small, X-shaped aircraft appeared up to claim the drone. I was convinced that he, or on the horizon. Its furiously spinning fans propelled she, could not be found. However, I was happy to it ever forward. It was quick and agile, like a Hornet learn that my local law enforcement officials can jet fighter, as it swept across my aircraft and crash- coordinate with local FAA field offices to address landed near me. When I bent down to carefully these safety issues. See the article, “Drone Dragnet” examine the now silent, alien object, my suspicions in this issue for more details.

were confirmed — it was a DRONE!

The officer on scene inspected the registration Join me as I explore how to address this incident, number on the drone, and contacted the local and help introduce you to all the many drone support FAA Law Enforcement Assistance Program (LEAP) mechanisms, programs, and initiatives in the FAA special agent to verify the registration, which in turn that exist for the benefit of operators, and the public.

led to the operator’s identification.

Who You Gonna Call?

Own the Drone Did you know that sightings of drones near In December 2015, the FAA collaborated with or around airports and other aircraft now exceed industry stakeholders to develop a registration 100 reports per month? In 2016, there were process for small UAS. An Agency-wide effort, approximately 1,800 reports of drone sightings, that included policy offices in Flight Standards compared to 1,200 reports in 2015. If you see a and multiple support organizations like the Office drone, officially known as an unmanned aircraft of Information & Technology, developed the system (UAS), operated in an unsafe manner, call registration process for UAS.

local law enforcement immediately. State and Aircraft registration provides a means to local law enforcement agencies are often in the associate an unmanned aircraft weighing more than best position to deter, detect, and immediately 0.55 pounds, with its owner. It ensures that operators investigate unauthorized or unsafe UAS operations.

know that they are responsible for the safe operation 14 FAA Safety Briefing May/June 2017 of their aircraft. To date, over 750,000 small UAS operator community with the flexibility to innovate, owners have registered, including more than 40,000 since UAS technology is evolving at a rapid pace.

in the last two weeks of December 2016.

Drone Knowledge Operate Safely Part 107 introduces the Remote Pilot Certificate, Thanks to the registration process, the operator specific for UAS operations. An individual can obtain in my drone incident was located. From there, the a certificate by passing an aeronautical knowledge local LEAP agent coordinated with the local FAA test at an FAA-approved testing center, or those with field office, known as a Flight Standards District a current, non-student part 61 airman certificate may Office (FSDO), to assign an aviation safety inspector complete an online UAS training course in lieu of (ASI). ASIs are experts on aviation regulations and the knowledge test. Approximately 24,000 applicants safety standards, and take the lead on investigating have taken the Remote Pilot Knowledge Exam, and UAS accidents or occurrences, other aviation safety over 91% have passed.

issues, or any complaints reported to the FSDO. The FAA is actively engaging in public education In this case, the actions of the drone operator and outreach efforts to further enhance user were not intentional. Unaware that an airport was knowledge. Outreach campaigns such as “Know within five miles, she failed to notify the airport Before You Fly,” and the B4UFly mobile app promote operator and traffic control tower. She didn’t realize the safe operation of UAS. B4UFLY ( www.faa.

she was doing anything wrong. gov/uas/where_to_fly/b4ufly ) is an easy-to-use If there’s no accident or deliberate violation of smartphone app that helps UAS operators determine a regulation, then the FAA uses compliance actions whether there are any restrictions or requirements in with the UAS operator to address the safety concerns. effect at the location where they want to fly.

The ASI worked to educate the drone operator on The FAA’s Safety Team (FAASTeam) promotes how to safely operate UAS in the National Airspace UAS safe operations and members serve as a key System (NAS), including instructions to avoid flight link to the public, providing education on flight near manned aircraft, and to always fly within visual safety, participating in UAS industry meetings, and line-of-sight. serving as resources at drone enthusiast groups and “You must always fly your UAS safely,” says Jeff aircraft hobby clubs. The FAASTeam is the FAA focal Riff, Aviation Safety Inspector in the FAA’s Flight point for UAS, and General Aviation safety outreach Standards District Office in Houston, Texas. “Even and education.

though the UAS is piloted from the ground, any Drone Waivers and Authorizations incident that occurs is handled in the same way it Part 107 also allows operators to apply online would be handled for a manned aircraft, with a pilot for waivers to specific sections of the rule and for on board,” Riff explains.

authorizations to fly in controlled airspace. The Drone Rules FAA has issued over 2,200 airspace authorizations Growing concern about reports of UAS flying since publication of the rule. Waivers can be near airports and manned aircraft highlighted the issued provided the operator demonstrates in their need to educate users about how to operate UAS application that their proposed operations may safely, and as soon as possible, preferably before be conducted safely. The General Aviation and they began operating small UAS in the NAS. Commercial Division has issued over 400 waivers Building on the successful launch of the online for small UAS operations under part 107, including registration system, the FAA adopted a similar the pre-recorded drone light show featured during approach of engagement and collaboration with halftime at this year’s Super Bowl.

industry stakeholders in the development of 14 CFR Efforts such as this expansion of permissible part 107, the set of operating rules for small UAS. UAS operations would not be possible without Part 107, developed and regulated by the FAA, the UAS policy and support offices throughout and the General Aviation and Commercial Division, the Agency, whose dedicated staff and resources provides basic rules for operators and achieves two support these activities.

goals. First, part 107 minimizes the risks to other UAS Teamwork aircraft, and people and property on the ground; The UAS Oversight and Compliance Focus Team and second, the rule provides the UAS industry, and (OCFT) serves as a crucial link between the field May/June 2017 FAA Safety Briefing 15 and FAA policy offices. It provides a single point of explains Emanuel Cruz, Management and Program contact for field personnel, providing advice and Analyst in the FAA’s UAS Integration Office.

support for the clear and consistent implementation The UAS Integration Office also supports external of policy. It also collects feedback and input from the stakeholders by supporting industry in forums and field to advise policy offices on guidance improve - events. For example, it has supported events with ments. Members of the OCFT have extensive UAS the National Association of Realtors and the Interna - experience, are well versed in operational safety, and tional Association of Amusement Parks and Attrac - provide UAS regulatory and technical expertise. tions, among others, to provide information on how “In a nutshell, the OCFT’s job is to make sure these industries can conduct operations safely within that the field ASIs, and FAA policy offices, are in har - the current regulatory framework.

mony,” explains Al Brunner, Aviation Safety Inspec - UAS Test Sites and Research tor, and the lead for the OCFT.

The FAA is also supporting its UAS test sites in “For example, if the field needs support to conducting critical research. Research and develop - interpret or apply a UAS policy, the OCFT will clarify ment activities include flight tests, modeling and it and ensure the policy is consistently applied simulation, technology evaluations, risk assess - throughout the field. Or, if ments, and data gathering and analysis.

the policy has gaps or prob - These activities provide the FAA with critical As the FAA moves forward with UAS lems and is not serving the information in areas such as Detect and Avoid, UAS integration into the NAS, it continues public as it should, the OCFT Communications, Human Factors, System Safety, to involve all stakeholders in framing will step in and inform the and Certification, all of which enable the Agency to policy offices on how best challenges, prioritizing activities, and make informed decisions on safe UAS integration.

to adjust the policy where developing solutions.

To keep pace with the rapid increase in the needed,” says Brunner.

number of UAS operations, and to pave the way The FSDOs and the OCFT members were on hand for the full implementation of beyond visual line- as resources for the public who, in most cases, just got of-sight operations, the FAA is working with NASA a new UAS and wanted to know how to fly it safely and and industry to develop a UAS Traffic Management legally. “We made sure that every FSDO across the System. See the article, “How Do We All Get Along,” United States received 100-percent of our support, and in this issue for more on this initiative.

that they knew how to implement the new part 107 Research under the Focus Area Pathfinder Pro - rule for UAS commercial use,” said Brunner.

gram explores extended visual line-of-sight opera - UAS Integration tions for increased usage of UAS in agriculture crop Serving as a focal point for external stakeholders, monitoring in rural areas.

the FAA’s UAS Integration Office is also a connecting Another Pathfinder Program explores beyond point among the FAA offices working UAS issues. It visual line-of-sight operations, in rural or isolated areas, streamlines the UAS community’s interaction with and the “see and avoid” challenges presented in the use the FAA, and it provides UAS stakeholder input of UAS for rail system infrastructure inspections.

to the FAA policy offices. It also collaborates with Programs, Partnerships, and Initiatives offices FAA-wide to develop strategies for enabling The FAA also continues to work closely with UAS operations and integrating UAS into the NAS.

industry partners on several programs, partner - The UAS Integration Office gathers input from ships, and initiatives. For example, the FAA many groups such as UAS manufacturers, UAS partners with organizations like the Academy of industry and trade associations, UAS technical orga - Model Aeronautics (AMA) and the Association for nizations, academic institutions, and research and Unmanned Vehicle Systems International (AUVSI).

development centers. The Office collaborates with The AMA promotes the development of model federal government security agencies such as the aviation, and AUVSI is devoted to advancing the Department of Homeland Security and the Depart - UAS and robotics community.

ment of Defense.

The FAA partnered with AMA and AUVSI to “Federal, state, and local entities are all engaged, establish “Know Before You Fly,” an educational and we cannot solve these challenges alone. The campaign to inform UAS users how to fly safely and expertise and collaboration of industry stakeholders responsibly. Working with these two groups, the is key for the safe integration of UAS into the NAS,” 16 FAA Safety Briefing May/June 2017 FAA developed the B4UFly mobile app, mentioned earlier in this article. Input from these partnerships

UAS Hobby Clubs and Associations

prompted the FAA to include key features in the app, UAS hobby clubs and owners associations serve as great such as interactive airspace maps to enhance the resources for UAS hobbyists and UAS commercial operators.

UAS operator’s situational awareness.

Hobbyist groups such as the AMA, and UAS groups such as In March of this year, the FAA and AUVSI hosted the annual FAA UAS Symposium. This gathering pro - the AUVSI and Drone Owners and Pilots Association (DROPA) vided stakeholders the opportunity to meet with gov - are significant, not only because they provide an opportunity ernment and UAS industry representatives to discuss for UAS operators to share their passion for flying, but also the intersection of privacy and preemption, harmo - because they provide a “lessons learned” community for nizing international regulations, and the array of new operators to educate each other. Traditional manned aviation safety and security risks associated with increased groups, such as the Aircraft Owners and Pilots Association UAS operations. A resource center provided attend - (AOPA), have also created membership options for drone pilots.

ees with one-on-one technical support on authoriza - tions, waivers, and part 107 requirements.

Drone Advisory Committee member of the UAST. CAST and the GAJSC recom - The FAA is taking the same partnership mendations from both groups have significantly approach with the creation of the Drone Advisory improved traditional aviation safety. The FAA expects Committee (DAC). Comprised of a mix of CEO/ the UAST will do the same for UAS.

COO level leaders from key unmanned aircraft and Moving Forward manned aviation stakeholders, including the RTCA, The drone industry offers limitless possibili - Inc., and chaired by Intel CEO Brian Krzanich, the ties for jobs and new business opportunities, and DAC helps to create broad support for an overall UAS drones are captivating people around the world. As integration strategy and vision. Members represent the FAA moves forward with UAS integration into the wide variety of UAS interests, including industry, the NAS, it continues to involve all stakeholders research, academia, retail, and technology.

in framing challenges, prioritizing activities, and The first DAC meeting was held in September developing solutions.

2016, and its members have already started to work Almost every policy and support office within on assisting the FAA in two key areas: identifying the the Agency serves as a resource to learn how, and roles and responsibilities of those operators, manu - where, to operate this new technology safely, and facturers, and federal, state, and local officials related legally, for the benefit of operators of all aircraft — to drone use in populated areas; and determining manned and unmanned.

what the highest-priority UAS operations are and how to enable airspace access to conduct these operations.

Jennifer Caron is an assistant editor for FAA Safety Briefing . She is a certi - Unmanned Aircraft Safety Team fied technical writer-editor, and is currently pursuing a Sport Pilot Certificate.

Continuing the partnership with government and industry, FAA Administrator Michael Huerta Learn More announced the creation of the Unmanned Aircraft Safety Team (UAST) at the White House Drone Day Check out the UAS tools and study materials this past August. The group, which includes a wide on the FAA website at variety of stakeholders from the drone and aviation http://www.faa.gov/uas industries, as well as government, will use UAS oper - Participate in many of the FAA Safety Team’s online ational data to identify safety risks, and then develop safety courses and seminars at www.faasafety.gov and voluntarily implement mitigation strategies to address those risks.

Find your local Flight Standards District Office (FSDO)at “The UAST is based on the very successful https://go.usa.gov/xXCRc Commercial Aviation Safety Team (CAST) and Gen - Visit the FAA’s UAS Programs at eral Aviation Joint Steering Committee (GAJSC),” http://www.faa.gov/uas/programs_partnerships explains Derek Hufty, Management and Program Analyst in the UAS Integration Office, and FAA May/June 2017 FAA Safety Briefing 17

How

All Images Provided by NASA

Do We All Get Along?

A Look at the FAA’s Strategy for

UAS Integration into the NAS

T O M H O F F M A N N s of March 7, 2017, there were more than If you’ll indulge my analogy for a moment, I 750,000 drone registrants in the United States. tend to see the relationship between unmanned

A Although most of the drones that are being aircraft systems (UAS) and manned aircraft

operated are of the small hobbyist variety, that operators in the NAS not unlike that of a sibling number has now more than doubled the number of rivalry. I have a brother five years my senior, so piloted aircraft registered with the FAA, and forecast growing up in his shadow wasn’t without some models say that we could well reach the 7 million hardship. My brother was a good kid, but like most mark by 2020. When you couple that with recent “kids,” he had his quirks. My pragmatic parents data indicating a continued uptick in potential dealt with these issues as most parents probably drone sightings among pilots, there is a reasonable would do; strict guidelines where needed, a little concern among pilot groups, particularly general tough love here and there, but always an eye aviation (GA), about what the future holds for an towards supporting his happiness and success. I all-inclusive strategy for manned and unmanned suppose they thought they had the whole parenting aircraft sharing the same National Airspace (NAS). thing figured out. Until I came along that is, causing So, how do we all get along? stress, worry, and grey hairs in all new ways.

18 FAA Safety Briefing May/June 2017 As the newcomer, I got the expected recycled toys and hand-me-down clothes (plaid pants and all!) But I’m sure it didn’t take long for my parents to notice that the similarities between my brother and me stopped after our last name and that prior parenting styles might require a bit of a reboot. That was evi - denced in our starkly different priorities, tastes, and eventual paths in life. Despite this, my brother and out some specific low-altitude airspace to allow I always shared (and still do) an underlying level of greater freedom for both hobbyist and non-hobbyist respect for each other. Sure, we fought and disagreed types of operations, provided they follow the speci - and were territorial about our things, but at the end of fied operating parameters (e.g., daytime operations, the day, we always had each other’s back. We were a under 100 mph, within line of sight, etc.) and meet team, and happily we remain so today.

the necessary certification requirements. The rule also codified the FAA’s enforcement authority in part All in the Family 101 by prohibiting model aircraft operators from To a degree, the same familial bonds exist in the endangering the safety of the NAS.

NAS; there may be multiple players with different The rule also took into account the rapid evolu - desires, skills sets, and priorities, but there’s a sense tion of small UAS technology by including a waiver of mutual respect in knowing we’re all part of the provision for those who can provide an acceptable same aviation team. Along those same lines, the FAA level of safety for realizes that a one-size-fits-all approach to manag - activities that go ing safety and efficiency in the NAS has little chance Although an exact definition is still being beyond the basic of being effective. That has proven evident with the developed, UTM is widely regarded as a requirements in relative newcomer to the family, UAS, which brings system that will rapidly and safely enable part 107. For those a renewed level of excitement and entrepreneurial operations outside large-scale small UAS operations, together spirit to the aviation community, but whose vastly uncontrolled air - with other NAS users, in low altitude airspace.

different operating requirements, performance limi - space, an online tations, and mission mindsets often contrast with the authorization request is available for Class B, C, D, traditional mold of NAS operations. When you add and certain parts of E airspace.

in the current volume of UAS operations and their skyrocketing growth rate, there’s an even greater Not Your Father’s NAS urgency to ensure we’re proactive with developing With the part 107 regulation under its belt, the a successful plan to accommodate NAS users of all FAA is now well-positioned to gather data and opera - shapes and sizes.

tional experience that can assist with the integration So how do we build an air traffic system that of higher risk operations. These first steps will likely accomplishes this challenging goal? That accounts bear the fruit needed for further integration and for the operational needs of everything from a additional rulemaking, and will also contribute to Boeing 787 transcontinental flight, to an AgEagle the development of a UTM, or UAS traffic manage - RX60 scouting for parasites in a Kansas wheat field?

ment system. UTM is widely regarded as a system And that is consistent with the NAS’ existing regula - that will rapidly and safely enable large-scale small tory framework, yet flexible enough to accommodate UAS operations, together with other NAS users, in “who knows what” in the future? The adage about low altitude airspace.

how to eat an elephant comes to mind here.

The FAA’s leading partner in UTM development The good news is that the FAA’s hard work on is NASA, which has a proven track record in autono - developing a comprehensive rule to allow for the mous systems and air traffic management. A joint commercial use of small UAS (14 CFR part 107) is effort between the two aeronautically aligned agen - helping to lay the groundwork for a more inclusive cies was formally outlined in a Congressional man - type of system. When developing the rule, which date via Section 2208 of the FAA Extension Act of 2016.

became effective in August 2016, the FAA focused The Act stipulates that the FAA, in coordination with intensely on ways to not bottleneck or burden indus - NASA, must develop a UTM system pilot program try, but at the same time ensure that risk to others by early 2017 along with regular status and progress was properly mitigated. This essentially helped carve updates.

May/June 2017 FAA Safety Briefing 19 To establish the with not being overly prescriptive with an individual framework neces - type of SAA technology or performance metric.

sary to achieve those Larrow also cites the variability of operators goals, the FAA and and UAS platforms as another major challenge. “We NASA have developed have to eventually accommodate everything from a Research Transition garage-built models to complex package delivery Team (RTT). The RTT lays aircraft, so we need to be sure there’s a good under - out a clear plan of action for standing of the required capabilities. We made a both FAA and NASA and serves good first step with part 107.” as a basis for consistent commu - The good news for addressing these and the nications and engagement with the broader public myriad other concerns is the vast number of part - and UAS community. As its name suggests, the goal ners from industry, government, and academia that of the RTT will be to transition any technological are involved with developing an operational UTM.

outputs and prototype systems developed during At last check, NASA had 65 partners listed on its the research process to the FAA for consideration website that provide vehicles or other subsystems and potential implementation. The RTT targets 2019 to test UTM technologies. Among them are some for this transfer to take place. NASA also plans to names you might recognize: Amazon, Google, share results and specifications of the UTM research Lockheed Martin, and Uber (see the full list here: platform to industry stakeholders as appropriate https://go.usa.gov/xXxHk ).

along the way. “It’s this significant involvement with industry To help keep the team on track and focused on that helps set our RTT apart from others,” says Sherri the appropriate areas and activities, the RTT is split Magyarits, an FAA engineering research psychologist into four subgroup areas of research: concepts, data, and co-coordinator of the Concept & Use Cases UTM sense and avoid (SAA), and communications/navi - RTT Working Group. “These various partners and gation. In addition to their respective deliverables, stakeholders are helping to define and validate use the subgroups are also expected to perform interde - cases and operational needs, and are participating pendent research to provide each other with input directly with flight tests and demonstrations.” and feedback in a collaborative fashion. Case in point: NASA has already engaged with all six of the FAA’s UAS test ranges in Alaska, North We Have the Technology Dakota, Nevada, New York, Texas, and Virginia to “There are a lot of moving targets, but our research flight test UTM technology. Most recently, research - goal is to have a holistic vision of UTM operations,” ers at the Nevada test site flew — and tracked — five says Jarrett Larrow, an aerospace engineer with the drones at the same time beyond the pilot’s visual line FAA’s Flight Technologies and Procedures Division and of sight from Reno-Stead Airport. Each drone accom - co-coordinator of the SAA and Comm/Nav subgroups plished a separate simulated task, including looking for FAA. With more industry-leaning and operator for a lost hiker, covering a sporting event, monitoring compliance objectives to sort out, Larrow’s teams are wildlife, and surveying environmental hazards.

faced with a wide array of challenges, including the These types of demonstrations are directly in line familiar “here today, gone tomorrow” lifecycle of many with the scalable platform model used by the RTT technological breakthroughs.

to gradually incorporate complexity into the testing “Sense and avoid technologies are out there, environment. This “build a little, test a little” strategy but they’re evolving every day — getting smaller, moves UTM through a spectrum of low risk, low better, and more capable,” says Larrow. Even defin - density remote operations, to higher density urban ing what SAA is and should be capable of to support environments that require interaction with manned UTM is a concept the team is still wrestling with.

aircraft and employ more complex beyond visual line Considered one of the linchpins for successful UTM, of sight (BVLOS) techniques.

SAA technology represents the “eyes and ears” of “Tests like these will help build the foundation for UAS operators in what will likely be a predominantly managing much greater amounts of drone traffic in autonomous system. “We need to be open-minded the coming years,” said FAA Administrator Huerta at toward what solutions industry can propose to this year’s Consumer Electronics Show in Las Vegas.

ensure they don’t hit other aircraft or structures,” Huerta further commented that these flight tests are says Larrow, hinting at the balance they must strike 20 FAA Safety Briefing May/June 2017 something that “the FAA and industry both have key sion where there is more than just a generic charting roles to play in the integration process. Neither of us is symbol or a blanket 30-mile NOTAM warning GA going to solve all of the challenges flying solo.” pilots about UAS activity. Instead, there could be a one-mile corridor during a specific time frame identi - Security Deposit fying expected UAS traffic, Moving forward with a comprehensive UTM along with the notional plan must also take into consideration security con - Considered one of the linchpins for track.” According to cerns. The FAA is working concurrently with several a successful UTM, SAA technology Larrow, it would behoove government agencies and third party technology UAS operators to use this represents the “eyes and ears” of firms to develop methods of detecting, identify - additional information UAS operators in what will likely be a ing, and mitigating unauthorized or “rogue” UAS and their capability to predominantly autonomous system.

operations in and around airports or other critical share it since it could help infrastructure. Prototype detection systems have to expedite their safe integration into the NAS. It would been developed and successfully tested at several also behoove GA pilots to get involved early and make U.S. airports including Atlantic City, Denver, and sure they have the capabilities to know where these JFK. Findings from these tests will help guide future operations are occurring.

standards for drone detection systems at airports Onward and Upward nationwide and potentially feed into the construct of a larger overall UTM system. While there are still many questions and This work is part of the FAA’s Pathfinder Program concerns to address, overall progress on UTM for UAS Detection at Airports and Critical Infrastruc - remains on target. The FAA and NASA’s unique ture and is also reinforced by the FAA Extension Act interaction with industry users and operators is a of 2016. Rob Pappas, Manager of the Program and new paradigm for collaborative teamwork and is Data Management Branch of the FAA’s UAS Integra - proving to be an important catalyst for the creative tion Office explains that the while some Pathfinder and forward-thinking ideas that will be required to research parallels and supports UTM efforts, much move UTM from the drawing board to reality.

of their work is of a more immediate nature driven As with any new addition to a family, change is by environmental and economic security concerns inevitable. But with the right mindset, this change with illicit UAS use. “There is a real need to acceler - can be a bridge to improvement and innovation and ate methods that are directly focused on protecting lead to a NAS that works better for everyone.

national critical infrastructure and keeping the NAS operating safely and reliably,” says Pappas.

Tom Hoffmann is the managing editor of FAA Safety Briefing . He is a commercial pilot and holds an A&P certificate.

Out of Sight, But Not Out of Safety So what will UTM ultimately look like? Will there be human intervention, or will it be strictly autono - mous? And how will GA be able to stay actively informed of UAS whereabouts? Two notional sce - narios NASA is exploring include a portable model that would move between geographical areas, and a persistent model that would provide continuous coverage for a specific area. Neither of these solutions would require human monitoring of every vehicle.

Instead, operators would use data to make inputs only when initiating, continuing, or terminating a UAS flight. Since UAS operators would be inherently more reliant on a robust data exchange to authen - ticate themselves and declare their intentions, that same data can be used to better inform GA about pre - cisely where and how these UAS will be operating.

NASA’s concept for a possible UTM system would safely manage “This type of system can provide finer precision diverse UAS operations in the airspace above buildings and below of expected UAS operations,” says Larrow. “I can envi - crewed aircraft operations in suburban and urban areas.

May/June 2017 FAA Safety Briefing 21

PAU L C I A N C I O L O

Where Do I Find the

Photo courtesy Drone360 magazine, Drew Halverson

Drone

Zon e ?

Navigating Cyberspace for Official UAS Resources

he World Wide Web is a big place. Navigating aircraft rules, you use the same UAS registration from point A to point B through the internet can number for all of your model aircraft. Any other T be trickier than old-fashioned dead reckoning. type of UAS operation requires that each unmanned Your starting point is simply faa.gov/uas. We’re here to aircraft have a unique registration number. Let’s take help, so let’s chart a path to unmanned aircraft bliss. a look at the different types of flying.

Identifying Your Drone Flying for Fun Even if you just want to tootle around the skies If you are strictly flying for recreational or hobby with your new drone or remotely controlled model purposes, you must operate in accordance with the airplane, you still need to know a few things before Special Rule for Model Aircraft found in section 336 of flying outside. The first thing, is knowing how and Public Law 112-95, and adopted in regulation under where to register your drone with the FAA if it part 101 of Title 14, Code of Federal Regulations (14 weighs more than 0.55 pounds — or 8.8 ounces or CFR). Everything you need to know to fly safely and 250 grams — depending what units of measure you within the law is outlined in FAA Advisory Circular prefer. This includes anything attached or carried. 91-57A, Model Aircraft Operating Standards .

If your UAS weighs more than 55 pounds, or you A common question about operating under don’t meet the requirements to register online, then model aircraft rules stems from operations by scroll down the registration website to the N-number educational institutions and community-sponsored section. The link there will take you to more guidance. events. As long as the operator is not compensated or any compensation received is not directly nor Unmanned Aircraft Registration incidentally related to the operation of the aircraft, Website: registermyuas.faa.gov it is allowed under model aircraft rules. Students Phone: 877-396-4636 (M-F, 10am to 6pm Eastern) may conduct model aircraft operations at an Email: UASregistration@faa.gov accredited educational institution so long as the faculty member’s manipulation of the model aircraft When registering online, it’s important to know controls is incidental and secondary to the student’s.

if you will be flying for fun, which means you are not See the legal interpretation for more information.

receiving any compensation — even indirectly such Of particular note, though, you do need to be as a taking pictures of a house in support of your real aware of any Temporary Flight Restrictions (TFRs) estate business. When you are flying under model issued in your vicinity. These can pop-up at any 22 FAA Safety Briefing May/June 2017 time, and they may restrict model aircraft and other grated Airman Certification and Rating Application types of flying. (IACRA) website in order to apply for your remote You also need to know if you are within five pilot certificate. This document is separate from your miles of an airport, which includes a heliport or other pilot certificate(s).

seaplane base and may be public or private use. All other remote pilot applicants must first One way to review the airspace you are using is take the Remote Pilot Knowledge Test at an FAA- to download a VFR Aeronautical Chart for your approved knowledge testing center. To see the area. On the Flight Information website, click on list of testing centers, go to the Airman Testing Aeronautical Charts and look under Digital Products , webpage under Training & Testing on faa.gov. Click which is where you will see a Downloads area. It on Knowledge Testing and look for the commercial includes a user guide to help you learn to read the testing center list in order to make an appointment chart. Click on VFR Raster Charts and then Sectional to take the test. A study guide for taking the test is Chart Index to determine which chart to download. available on the Airman Testing page. It is called the An easier way to determine proximity to an Remote Pilot — Small Unmanned Aircraft Systems airport is to use an app. The FAA provides the free Study Guide (FAA-G-8082-22). The guide also B4UFLY app in the Apple Store and Google Play. provides a list and links to additional resources.

Another great resource is the Know Before You The testing process for both types of remote Fly educational campaign. It was established by pilot applicants is outlined in its own guide, which the Association for Unmanned Vehicle Systems is called the Remote Pilot Knowledge Test Guide International (AUVSI) and the Academy of Model (FAA-G-8082-20). It is best found by typing the Aeronautics (AMA) in partnership with the FAA name in the search bar at faa.gov. After passing the to educate prospective users about the safe and knowledge test or completing the online course for responsible operation of UAS. current pilots, you must apply for your remote pilot Remember that just because you can buy a drone certificate through the IACRA website.

doesn’t mean you can fly it anywhere, or for any pur - FAASafety.gov Part 107 sUAS Course pose. If flying just for fun, then make sure to register 1.usa.gov/2lUK5C3 and operate in accordance with model aircraft rules.

Integrated Airman Certification and Rating Application AC 91-57A, Model Aircraft Operating Standards (IACRA) 1.usa.gov/2lUkwBf iacra.faa.gov Airman Testing Educational Use of UAS Legal Interpretation faa.gov/training_testing/testing 1.usa.gov/2ms0tvI TFR Listing Remote Pilot — Small Unmanned Aircraft Systems tfr.faa.gov Study Guide (FAA-G-8082-22) 1.usa.gov/2mZz0os Flight Information (Aeronautical Charts) Remote Pilot Knowledge Test Guide (FAA-G-8082-20) aeronav.faa.gov 1.usa.gov/2nfe8Wn Know Before You Fly KnowBeforeYouFly.org Flying as Remote Pilot in Command As a certificated remote pilot, you fly under Flying for a Purpose the rules of 14 CFR part 107. You can find the We all know that flying is fun! If you want to fly regulations online at eCFR.gov. Select Title 14 from for money or beyond what the model aircraft rules the dropdown menu, and then click on part 107 .

allow, then you need to become a FAA certificated Specific sections of 14 CFR part 107 may be remote pilot. There are two ways to do that.

waived, and flying in other than Class G airspace If you are a current 14 CFR part 61 pilot, then you can be authorized. To do that, you need to visit the have the option to take the short route because you Request a Waiver/Airspace Authorization webpage.

already possess certain aeronautical knowledge. You It is very important to ensure that requests are start by taking the part 107 sUAS Course on FAASa - correctly completed, and that they include the fety.gov, which anyone can take for educational pur - purpose of operation and method by which the poses. It’s important to save a copy of the completion proposed operation can be safely conducted.

certificate, which you will need to upload to the Inte - May/June 2017 FAA Safety Briefing 23 If you have an accident, you are required to If you have a general question, comment, or report it within 10 days to the FAA if it resulted in complaint about UAS, you can email UAShelp@faa.

serious injury, loss of consciousness, or more that gov or call 844-FLY-MY-UA.

$500 in property damage (excluding your UAS). This The FAA is working to streamline the faa.gov/uas is accomplished on the Report an Accident (part website later this summer to enhance usability, so 107) webpage or at your local Flight Standards Dis - stay tuned — but it is still your one-stop-shop for all trict Office (FSDO). official UAS resources.

To ensure you are operating within the appropri - It may seem like we’re droning on here with a ate rules, be sure to read Advisory Circular 107-1, list of links, but these resources answer the majority Small Unmanned Aircraft Systems . of questions that come into the FAA. The process of earning your remote pilot “wings” is the number Electronic Code of Federal Regulations (CFR) one concern from citizens, but as explained here, eCFR.gov you may not need that if flying under model aircraft Request a Waiver/Airspace Authorization rules for recreational/hobbyist purposes. Our faa.gov/uas/request_waiver goal is to safely integrate UAS into the airspace with manned aircraft, and we want to ensure that Report an Accident (Part 107) faa.gov/uas/report_accident everyone can fly in the NAS.

FSDO Map 1.usa.gov/1baedlO Paul Cianciolo is an assistant editor and the social media lead for FAA AC 107-2: Small Unmanned Aircraft Systems Safety Briefing . He is a U.S. Air Force veteran, and a rated aircrew member 1.usa.gov/2mGQW6s and public affairs officer with Civil Air Patrol.

24 FAA Safety Briefing May/June 2017

Checklist SUS A N PA R SON

Becoming a Remote Pilot

So, you’ve decided that you want to fly small UAS Study Guide.

Unmanned Aircraft Systems (sUAS). Now what? You can use the FAA’s sample knowledge test to The first step is to visit the FAA website’s familiarize yourself with the kind of questions you “Become a Pilot” page for prospective small UAS can expect to see.

pilots, who are more properly called remote pilots. When you are ready, schedule your knowledge Here’s the overview. exam with one of the FAA’s authorized Knowledge Testing Centers — and use the web page material to First-Time Pilots ensure that you take all the proper documentation.

Start by verifying that you meet the basic After passing the test, apply for your certificate requirements, which include being at least 16 years by using the FAA’s electronic Integrated Airman Cer - of age, having the ability to read, speak, write, and tificate and/or Rating Application system (IACRA) to understand the English language, and being in a complete Form 8710-13. The system will send your physical and mental condition that will allow you to application to the TSA for a security background safely operate a small UAS.

check, and then you will receive an email confirma - Next, you need to pass the initial aeronautical tion with instructions on how to print your tempo - knowledge test. The standards for this exam are rary remote pilot certificate. You will later receive established in a document called the Airman Certi - your permanent remote pilot certificate in the mail.

fication Standards (ACS) for the Remote Pilot-small Current Pilots UAS certificate. This ACS has five sections: Regula - tions, Airspace Classification and Operating Require - If you already hold an FAA pilot certificate ments, Weather, Loading and Performance, and and meet the requirements for a flight review, the Operations. Each major section of the ACS is divided first step to getting your Remote Pilot-Small UAS into Tasks that cover topics such as: certificate is completing the online part 107 small Unmanned Aircraft Systems course (ALC-451), • Applicable regulations relating to small which is available at www.FAAsafety.gov. Since you unmanned aircraft system rating privileges, already have a pilot certificate, this course focuses on limitations, and flight operation topics specific to sUAS.

• Airspace classification and operating After you complete the course, complete FAA requirements, and flight restrictions affecting Form 8710-13. You will need to have a FSDO, an small unmanned aircraft operation FAA-designated pilot examiner (DPE), an airman • Aviation weather sources and effects of weather certification representative (ACR), or an FAA-certif - on small unmanned aircraft performance icated flight instructor (CFI) validate your identity • Small unmanned aircraft loading and and sign your application. While a CFI can accept performance your application, only a FSDO, a DPE, or an ACR can actually issue your temporary remote pilot-sUAS cer - • Emergency procedures tificate on the spot. The good news is if you submit • Crew resource management your application to a CFI via IACRA, you will receive • Radio communication procedures an email with a link to download a temporary cer - • Determining the performance of small tificate in just a few days. As with other certificates unmanned aircraft and ratings you have earned, you will receive your • Physiological effects of drugs and alcohol permanent certificate in the mail later on.

If you have other questions about UAS, the FAA • Aeronautical decision-making and judgment website’s UAS page also includes a set of FAQs along • Airport operations with lots of other helpful material.

• Maintenance and preflight inspection procedures Susan Parson (susan.parson@faa.gov, or @avi8rix for Twitter fans) is editor of Each ACS Task lists references that contain the FAA Safety Briefing . She is an active general aviation pilot and flight instructor.

material you need to know but, to make things easier for first-time pilots, the FAA has developed a Small May/June 2017 FAA Safety Briefing 25

C H R I S H U E B N E R

What ’s It Like to Fly a

U.S. Navy photo by Kelly Schindler

Global Hawk

A First Person Account of Large UAS Operations

ack when I was a P-3 Orion pilot flying for the operations as I could, like all aviators who strive to U.S. Navy, I often wondered what it would be continuously improve, in hopes of using that knowl - B like to have a reliable autopilot and Selective edge upon my return to the FAA.

Calling System (SELCAL) on oceanic crossings, It was an eye-opening experience, and I’d like instead of hand-jamming the yoke for hours while to “chair fly” with you as I share a few of my lessons straining to hear ARINC through the squeals of the learned and takeaways from this unique experi - HF radios. Flying naval aircraft that lacked several ence. I believe that the risk-based approach and best technological capabilities most commercial aircraft practices that I am about to describe are scalable and have enjoyed for decades, I would often hear the applicable to both part 107 remote pilots and hobby - phrase — “we fly yesterday’s technology into tomor - ists, since a Global Hawk is a large UAS.

row,” or, “the P-8 is coming, and it will have all of that One word of caution: since I am a naval aviator fancy stuff.” at heart, be forewarned: many acronyms lie ahead!

Years later while working for the FAA, I often A Foundation of Trust thought about my Navy days and wondered if I Pilots learn from early training that the principles missed my opportunity to use cutting edge technol - of “trust, but verify” are necessary in aviation. The ogy in naval aviation. Then, in November of 2014, Global Hawk is a High Altitude Long Endurance I received a recall to active Navy duty. My orders (HALE) aircraft that operates Beyond Visual Line of stated that I would be trained and qualified as an Sight (BVLOS). Sophisticated data links must be used Unmanned Aircraft System (UAS) Mission Com - for its command and control (C2). I was skeptical at mander (MC) flying the Navy’s inventory of RQ-4A first about UAS and the level of reliance entrusted to Global Hawk unmanned aircraft (UA) in support of technology and automation. It was not a quick or easy Operation Enduring Freedom.

transition for me to relinquish some control to the sys - Although the Global Hawk , often regarded as tems that I had to trust, but could not always verify.

an Air Force hand-me-down, maintained the run - Over 100 missions later (the majority of which ning joke that “the Air Force gets the best stuff,” I were not in the National Airspace System), I am now viewed the recall as an exciting opportunity to have a true believer in UAS technology. Let me explain a glimpse into “tomorrow’s technology.” I wanted how I got to this point.

to learn as much information and detail about UAS 26 FAA Safety Briefing May/June 2017 UAS are amazing assets with capabilities that are High levels of automation can lead to compla - often unmatched by manned aircraft. However, they cency, so it is important to stay engaged. Every com - come with their share of unique challenges. The first mand and input requires a mental check of “where challenge that I noticed is the distributed nature of should the UA go, where could the UA go, and where UAS, especially in BVLOS operations. Personnel and is the UA going?” Pilots don’t like surprises during equipment are geographically spread out and sepa - flight, so it is important to know the capabilities and rated. The Launch and Recovery Element (LRE) may the limitations of your UAS.

not always be co-located with the Mission Control I learned to expect the unexpected and to always Element (MCE). LRE pilots preflight the aircraft and have a backup plan. It was a paradox of sorts in my prepare it for the flight without the Mission Com - mind in that I was flying this sophisticated equip - mander ever seeing or touching the aircraft. Crew ment that is so advanced, yet my mindset was very briefs and maintenance records reviews occur via similar to that of a student pilot during single engine online messaging and telcons. This makes standard - primary training. I felt like I was back in a Cessna 152 ized communications and information sharing a top constantly searching for a suitable landing area and priority, since everyone can’t physically see the air - always having a plan in case of a malfunction.

craft that will be accepted for flight. The principles of It Takes a Village … Crew Resource Management (CRM) and standard - Unmanned aircraft crews, unlike manned ized turnover briefs are vital during long missions crews, cannot rely on all sensory inputs. The UA crew with multiple personnel changes.

depends on a “heartbeat” between the control station Staying a Step Ahead and the UA to confirm that the C2 link is still alive.

Thorough mission planning and proper prepa - Health and monitoring reports via telemetry and ration are keys for successful UAS operations. UAS system status pages replace traditional cockpit instru - crews must focus on weather forecasts and the pos - mentation. This is another example of sible impacts to the mission profile, C2 performance, reliance on automation and the asso - I found it interesting that flight range, endurance, and landing limitations. ciated relinquishment of some pilot some flights can require Forecasted landing conditions also drive the need control without a verification method.

25 people or more to fly an to constantly update divert options. High levels of The component causing a warning system automation require detailed preflight checks light or fault code in flight cannot be aircraft with no one onboard.

of navigation systems, waypoints, and flight controls. visibly checked. This makes it dif - Flying a UAS, especially a BVLOS UAS, involves stay - ficult to determine if fluid levels are dropping due to ing “ahead of the aircraft.” This philosophy comple - bona fide leaks or because of some other system or ments the planned contingency profiles of the UAS. software issue. UAS crews leverage CRM by using all The contingency profiles lead to predictability for available resources. Usually the resource is external to both the crew and air traffic controllers in knowing how the unmanned aircraft should respond in cer - tain abnormal situations.

The human-machine-interface with BVLOS NASA Photo unmanned aircraft creates certain challenges, especially with Command Directed systems that create a “human- on -the-loop” setup, as opposed to a “human- in -the-loop” structure. Instead of tradi - tional pilot inputs for direct control of the jet, the UA relies on commands via software and datalinks to manipulate the control surface servos. It becomes a series of “click and enter” vice “stick and rudder” inputs. The pilot sends a command (up link) to maneuver and then waits for confirmation (down link) that the UA accepts the command to begin maneuvering. At times it feels more like managing the aircraft instead of actually flying it. Long-haul airline pilots can probably relate to this.

May/June 2017 FAA Safety Briefing 27 the ground control station, like a live weather picture traffic in that airspace. I never got used to entering from an internet source. Sound Aeronautical Deci - “0” for persons on board (POB) on the flight plan, sion Making (ADM) is necessary to determine the and it took a lot of practice for me to remember best course of action since some decisions get made to include a good contact phone number in the with limited amounts of corroborating information. remarks section. The phone number served as a I also found it rather interesting that some flights backup for Air Traffic Control in the event of lost can require 25 people or more to fly an aircraft with communications. I never saw communication per - no one onboard. I observed new support personnel formance as an issue. The multiple control links were positions and functions available, reliable, and they had great integrity. These that I was not accustomed robust links protected us from the possible adverse High levels of automation can lead to to seeing. A team has to effects of prolonged transmission latency in a BVLOS complacency, so it is important to stay physically start the jet’s environment.

engaged. Every command and input engine and do diagnostic The last challenge I want to mention is con - requires a mental check of “where tests prior to a ground figuration management. The nature of UAS opera - should the UA go, where could the UA control station being tions offers a variety of options for control stations able to interface with the during all phases of flight. This adds an element of go, and where is the UA going?” UA. Another team may complexity when troubleshooting malfunctions.

be needed to tow the jet to the runway. Personnel If one control station has faults or errors, it can be crew a chase vehicle to closely monitor takeoffs and replaced with another available station. This swap landings in a sterilized line of sight (LOS) environ - can occur while the UA is on the ground or with an ment. All of these moving pieces and parts take place in-flight “handoff” to another control station. If the in areas of aerodromes that do not typically have error is still present after the swap, then the issue is ground personnel present or vehicle movements in probably with the UA and not the control station. It close proximity to aircraft. is extremely important to have tracking methods and The aerodromes and controllers make every established controls based on equipment identifiers.

effort to integrate UAS, but some segregation still There has to be a protocol that accounts for the loca - exists. The most notable of which involves dedicated tion and use of every piece of equipment in the over - climb and descent sectors of airspace in the terminal all system since so many pieces are interchangeable.

environments. Once cleared to the en route environ - This process becomes even more important during ment, the unmanned jet has to act and respond like inspections and required maintenance.

a manned aircraft as much as possible in order to As you can see, I am a huge proponent of UAS. It ensure an acceptable level of safety for all airspace is my hope that you can use some of the techniques users. Being unmanned is transparent to most en and strategies outlined here for addressing route controllers during transits, since we use the challenges associated with your own UAS flights same communication frequencies as the other air and ensuring that these challenges do not grow into hazards that introduce unacceptable levels of risk for other airspace users or for persons and property on the ground.

This is an exciting and evolutionary time for global aviation. So I can’t help but ask, “Will these unmanned systems be the new norm in aviation?” Only time and the regulations will tell. In the mean - time, I am extremely grateful for the opportunity to use my UAS experience, along with the expertise of others, to help shape the regulatory landscape for UAS in the National Airspace System.

U.S. Air Force Photo by Staff Sgt. Andy M. Kin Chris Huebner is an Aviation Safety Inspector and UAS Subject Matter Expert in the General Aviation Operations Branch (AFS-830). He is a Lieutenant Commander in the U.S. Navy Reserve assigned to the Navy’s first MQ-4C Triton squadron.

28 FAA Safety Briefing May/June 2017

PAU L C I A N C I O L O

DRONE

UAS Guide for

DRAGNET

Law Enforcement Officials

Photo courtesy Drone360 magazine, Drew Halverson or law enforcement officials, the question of how The FAA’s role is in safety assurance. As a matter to respond to a drone flying in the park versus of policy, however, the FAA’s compliance philoso - F nefarious or dangerous flying is not as black and phy starts not with enforcement action, but rather white as opening up the “ticket book” and looking by seeking to educate individual UAS operators up a citation. Depending on an array of facts and about how they can fly safely under current regula - circumstances, there are a host of federal, state, and tions and laws. However, enforcement action will local laws and regulations that need to be considered. be taken for those who are unwilling or unable to Existing statutory (United States Code) and comply with regulations.

regulatory (Code of Federal Regulations) rules do not In addition, state and local governments are permit state and local governments to regulate aircraft enacting their own specific laws regarding the opera - flight operations, aviation safety, or efficient use of tion of UAS. Flight operations may also violate more the airspace. The Air Commerce Act of 1926 gives broadly applicable laws such as assault, criminal exclusive sovereignty of U.S. airspace to the federal trespass, or injury to persons or property. These government. Responsibility to ensure the safety of statutes are available to law enforcement officers in all operators in the National Airspace System (NAS) order to take immediate action with respect to haz - falls to the FAA, and citizens have a public right of ardous situations.

transit through the NAS where not prohibited. When If you are a first responder and you are wonder - developing regulations and standards, the FAA must ing about how best to proceed with respect to drone take all NAS users into account, and that includes operations, this article is for you. It’s also a good unmanned aircraft systems (UAS) and their operators. read for any UAS operator to better understand law The FAA is working to integrate UAS into the NAS, enforcement’s role in drone operations. Let’s take a but UAS operations today pose a number of safety look at some of the details of this responsibility.

and security challenges. Coordination between the

Registration Check

FAA and local law enforcement is essential, because All UAS weighing more than 0.55 pounds (8.8 we have different, but complimentary, roles. Law ounces), including everything onboard or attached, enforcement officers on the ground are in the best are required to be registered and marked before position to deter, detect, immediately investigate and, flown outdoors (14 CFR section 48.15). In addi - where appropriate, pursue enforcement actions to tion, the law (49 USC section 44103(d)) requires the stop unauthorized or unsafe drone flights. It’s impor - operator to make the certificate of registration for the tant to note that a civil action taken by the FAA does aircraft available for inspection when requested by a not impact any criminal enforcement action taken by representative of the United States Government, or federal, state, or local law enforcement.

by any state or local law enforcement officer.

May/J une 2 017 FAA Safety Briefing 29 Law enforcement officers also have a right to • Flown within visual line of sight of the person inspect the registration number and review the operating the aircraft; and, accompanying Certificate of Aircraft Registration, • Flown for hobby or recreational purposes.

which the UAS pilot must carry in paper or electronic Under Public Law 112-95 section 336 (amending form. The unique FAA-issued registration number 49 USC), Congress makes it clear that the FAA has the begins with either “N” or “FA,” and it must be readily authority under existing regulations to pursue legal visible on the aircraft. The N-number is generally used enforcement action against persons operating model for aircraft weighing more than 55 pounds. Anyone aircraft when the flight endangers the safety of the with access to the internet can verify an N-number NAS. The same law requires that the model aircraft: by using the N-number lookup on faa.gov. The FA- • Be flown strictly for hobby or recreational use; number is generally used for small UAS (sUAS).

If a law enforcement officer needs to verify a FA- • Be operated in accordance with a community- number, they need to call their local FAA Law Enforce - based set of safety guidelines and within the ment Assistance Program (LEAP) special agent. (To programming of a nationwide community- inquire about who your jurisdiction’s LEAP agent is, based organization; send an email to LEAP@faa.gov.) FA-numbers issued • Limited to not more than 55 pounds unless for model aircraft only are issued to the individual otherwise certified through a design, operator, and a single FA number covers all aircraft construction, inspection, flight test, and owned by that hobbyist. All other registration numbers operational safety program administered by a are specific to the aircraft. As of March 2017, there were community-based organization; and, nearly 750,000 UAS registrations, and 92 percent of • Be operated in a manner that does not interfere those are for hobbyist use.

with, and gives way to, any manned aircraft.

As stated before, the FAA starts with counseling and education but, if enforcement is required, the FAA may assess civil penalties of up to $27,500 for failure to register a UAS, including model aircraft.

Criminal penalties include fines of up to $250,000 and/or imprisonment for up to three years.

Photo courtesy Drone360 magazine, Drew Halverson When a model aircraft is flown within five miles of an airport, the law also requires the operator to provide the airport operator and the air traffic control tower (if present) with prior notice of the operation.

Pilot Check

Aircraft Use Check

Model aircraft operators do not require a “But officer, it’s just a toy.” It may be a toy, but it “license” (pilot certificate) to operate as long as they is also a civil aircraft. Under 49 USC section 40102(a) are flying within safety guidelines and using a model (6), an aircraft is “any contrivance invented, used, aircraft as previously described.

or designated to navigate or fly in the air.” The If flying for more than recreation (i.e., flying for FAA defines an aircraft as “a device that is used or compensation or hire), the UAS operator must be a intended to be used for flight in the air” under 14 certificated remote pilot and operate according to 14 CFR section 1.1. Title 14 further defines that a model CFR part 107. The minimum age for a remote pilot aircraft is an unmanned aircraft that is: certificate is 16. A certificated UAS operator must carry the certificate, which is a plastic card with a • Capable of sustained flight in the atmosphere; 30 FAA Safety Briefing May/June 2017 unique certificate number and personally identifi - seaplane bases — you can use the FAA’s B4UFLY able information. Upon request by law enforcement, smartphone app to check (see our Angle of Attack a UAS pilot may voluntarily present their certificate department for more). Also note that some hobby - to show that they are allowed to fly under part 107 ist groups may have established a mutually-agreed sUAS rules; however, they must show their certifi - upon operating procedure with the airport operator cate to a representative of the FAA according to 14 and air traffic control tower when flying from a per - CFR part 107.7. manent location within five miles of that airport.

As of March 2017, there are approximately While the 5-mile limitation is not imposed 52,000 people certificated by the FAA to fly UAS com - on part 107 operators, they are restricted to flying mercially in the U.S. in Class G airspace. However, the FAA can issue a waiver to allow flying in Class B, C, D, and E airspace.

The operator must apply through an online process at faa.gov that involves proving the purpose of opera - tion and method by which the proposed operation can be safely conducted. As of March 2017, more than 2,000 airspace waivers have been granted. If the remote pilot holds such a waiver, he or she must carry it during UAS operations. Referencing a VFR aeronautical chart (aeronav.faa.gov) to determine the classification of your local airspace is also useful.

If a UAS is flying in airspace where it is not authorized or poses an imminent safety issue, it should be reported to one of the FAA’s 24/7 Region Operations Centers (ROC). (See the “LE Reference Card” link at the end of this article for contact

Airspace Check

information.) If a drone is seen from the cockpit, Model aircraft flying is permitted as long as report it to ATC.

the operator follows hobbyist aircraft rules and a community-based set of flight safety guidelines.

Location Check

However, if they are flying within five miles of an The FAA sometimes issues Temporary Flight airport, they must notify the airport operator and Restrictions (TFRs) — including for model aircraft the airport air traffic control tower if available.

operations. Some TFRs are actually permanent, Notification doesn’t mean asking for permission, such as those around the Washington DC capital but if a model aircraft is operated when advised region and Walt Disney World. Other TFRs are not to, and it endangers the safety of the NAS, the issued for VIP security, around major sporting operator is subject to enforcement action. If you are events, and after natural disasters. You can check for unsure whether the operation is within the five mile the presence of TFRs by going to tfr.faa.gov or open - restriction of an airport — including heliports and ing the B4UFLY app.

U.S. Airspace Classes at a Glance

May/June 2017 FAA Safety Briefing 31 The U.S. National Park The FAA has the statutory authority to inspect Service also prohibits UAS and investigate whether aircraft are in compliance launching, landing, or oper - with regulations at any time. A law enforcement offi - ating a UAS from, or on, lands cer should gather information and report it to their and waters it administers. FAA LEAP agent; however, there may be separate You may also have state or state or local statutes available to law enforcement local prohibitions. officers in order to take immediate action with To assist with awareness respect to hazardous situations.

of TFRs in the UAS commu - Just the Facts nity, the FAA often uses a “No Appropriate data collection during first responses Drone Zone” social media and intra-agency communication help keep all campaign in advance of events levels of government positioned to both collect and driving that TFR.

share information that may be of interest to each

Safety Check

jurisdiction. This information can include witness In general, an unsafe UAS operation may look like: interviews, identification of operators, pictures of the location, and notification (through an FAA ROC) • Aircraft out of operator’s visual line-of-sight; to LEAP special agents. Working together, we can • Flight over 400 feet; help keep the NAS safe for everyone on the ground • Flight at night; and in the air — and ensure that both manned and • Flight at more than 100 mph; unmanned users can fly safely together.

• Failure to yield right-of-way to manned aircraft; Paul Cianciolo is an assistant editor and the social media lead for FAA Safety Briefing . He is a former U.S. Air Force “sky cop,” and a rated aircrew • Flight over people; or, member and public affairs officer with Civil Air Patrol.

• Operating from a moving vehicle.

For model aircraft, community-based flight safety guidelines generally address these issues. For civil Learn More UAS operators flying under 14 CFR part 107, these LE Reference Card: are the FAA’s rules that the remote pilot in command http://bit.ly/2l8yI9e must comply with, unless the pilot has a waiver. As of LE Guide for Unauthorized UAS Ops: March 2017, the FAA has granted nearly 400 waivers, http://bit.ly/2liBklL which must be carried by the remote pilot.

If there is an accident involving a part 107 UAS, the remote pilot is required to report it within 10 days if there is serious injury or loss of consciousness, or if the damage is more than $500, excluding the UAS.

32 FAA Safety Briefing May/June 2017

JE NNIF E R C A R ON

Nuts, Bolts, and Electrons

Drone Maintenance Technician

Aviation Job of the Future?

“Do not follow where the path may lead. Go requirement on drones would diminish the agency’s instead where there is no path and leave a trail.” adaptability to create an environment where emerg - ing technology can be safely and rapidly introduced.

— Ralph Waldo Emerson Is There a Need?

Let’s take a trip back in time — Kitty Hawk As drones become more and more of “the” thing — when the Wright Brothers first took flight, and to fly these days, and with drone sales soaring each the “third man,” Charles “Charlie” Taylor, became year, who’s gonna maintain or repair these remotely- the first powered aircraft mechanic in history. Just piloted aircraft?

imagine you’re a witness — a bicycle mechanic like I’m not talking about hobby, dime-a-dozen Charlie was — watching on the sidelines in awe, as drones that are inexpensive, and easily replaced with the manned aircraft takes off into the sky. Back then, a trip to the electronics store. “As you go further down would you be thinking Charlie’s a genius? An innova - in cost, it’s almost not worth it to do the maintenance tor? Or a “nut job?!?” I know if it were me, I would be or get it repaired,” explains Cyrus Roohi, Manage - thinking — “job of the future!” ment and Program Analyst in the FAA’s UAS Integra - Flash forward to 2017 — and drones (aka UAS) are tion Office. “You can just go and get another one.” the new aircraft, unmanned, sweeping the horizon.

“On smaller drones, repair involves circuit Imagine now in real time — you’re an AMT, watching board work. Unless you know how to solder a new in amazement as drones become increasingly popular.

motor in, for example, you’re sending it back to the Are YOU the next Charlie Taylor — for drones?

manufacturer to change out whatever is wrong on Background the board,” says Roohi. That’s the reason why most Whether you’re flying for fun or for money, the manufacturers do not include maintenance or repair excitement and awe of unpacking a drone is very manuals.

similar. Fresh out of the box, the shiny new drone The Need Exists is packed with all the bells and whistles needed to If we’re talking about the “Hawker 4000s” of the take flight. There are assembly instructions, start-up drone world — drones that start at $80,000 and up directions, and a few troubleshooting tips. But, in — that’s where the need arises for maintenance and most cases, one important thing is missing — how to repair. Take, for example, drones used by the enter - maintain it, and how to fix it when it breaks.

tainment industry, sports stadiums, government, Chapter 7 of FAA AC-107-2, sUAS Maintenance and law enforcement. These and Inspection , provides guidance for UAS opera - drones, still within the weight tions https://go.usa.gov/xXBzZ . A helpful preflight There will be a need for qualified limitations of part 107, have inspection checklist is included to ensure the aircraft technicians who understand the intricate avionics, airframes is in a condition for safe operation.

details of aviation, and how a and powerplants, software net - However, the maintenance for small UAS is up to computer network runs, to service works, GPS systems, and pricey the manufacturer. AC-107-2 states that all manufac - cameras attached. The demand remotely-piloted aircraft.

turer scheduled maintenance instructions should be is growing. Thanks to the part followed. There is no 14 CFR part 43 requirement for 107 rule for commercial use, the general public is UAS maintenance, prescriptive or otherwise.

purchasing these top-of-the-line drones for business There are a couple of reasons for this situation.

pursuits in real estate, photography, pipeline and rail First, part 107, the small UAS rule for commercial use, inspections, security, and more.

is a performance-based rule, it is not a prescriptive Unless you have deep pockets, it’s not advis - rule that specifies what actions need to be done, and able to just fly and toss these high-end drones when in what manner. Second, a UAS is not a certificated something breaks or stops working. Many upscale aircraft. It does not have type design requirements.

drones do come with full, highly detailed mainte - Because drone technology is evolving quickly, nance manuals including step-by-step instructions, the FAA recognized that prescribing a certificated May/June 2017 FAA Safety Briefing 33 and photo guidance. “But most operators do not high-end commercial drones become inoperative, have the skill set to perform these types of repairs or the business owner is motivated by finances to get maintenance functions,” observes Roohi. the aircraft up and running quickly.

In the majority of cases, operators themselves Qualifications Needed cause the need for repair. Generally, the operator is Predictably, there will be a need for qualified not fully familiar with the UAS platform, its capabili - technicians who understand the details of aviation, ties, and how all of its systems function. For example, and how a computer network runs, to service these drones can fly in different modes, such as fully auto - aircraft. The military already employs maintenance matic, manual, or altitude hold. “Most operators fly technicians for its unmanned aircraft vehicles their drones in one mode only, and they don’t know (UAVs), and the forecast is growing for technicians to which mode to switch to in order to recover the air - maintain and repair the high-end UAS that operate craft from an emergency,” Roohi explains.

under part 107.

More often than not, this leads to crashes and “These top-of-the-line drones have intricate sys - incidents, and to a need for UAS repair. When these tems, airframes, and avionics that need to be taken apart and put together in a certain way,” explains Roohi. He specifies that drone maintenance and repair require not just mechanical skills, but also an IT background, especially for drones that operate on a computer network. Technicians need to under - stand how a network operates, and how it communi - cates with ground control stations as well.

Roohi also points out that high-end drones are running onboard flight recorders. “A UAS techni - cian could need to remove the memory card, read the telemetry, process it on a computer, plot charts depicting what the operator commanded the aircraft to do versus what the aircraft did, to diagnose and Photo courtesy Drone360 magazine, Drew Halverson resolve the repair issue,” Roohi explains. He notes that a drone technician needs to be computer and software savvy.

Job Growth and Future Potential The job potential and growth is real, and most believe the UAS industry will grow exponentially.

Just consider companies that look to use drones for package delivery. Theoretically, they will need thou - sands of UAS to meet delivery deadlines not only in the U.S., but around the world.

Even for the smaller, cheaper UAS, “Mom and Pop” drone repair shops could spring up, just like the now nearly defunct TV repair shops, popular back in the day.

The possibilities are vast. As more and more companies identify and create the need for UAS, the need for UAS technicians will flourish as well.

I ask again – are YOU the next Charlie Taylor for drones?

Jennifer Caron is an assistant editor for FAA Safety Briefing . She is a certi - fied technical writer-editor, and is currently pursuing a Sport Pilot Certificate.

34 FAA Safety Briefing May/June 2017

T OM HOF F M A NN

Angle of Attack

The Inside Scoop on B4UFLY

For over a year now, the FAA’s free B4UFLY app has been helping improve safety and situational awareness for unmanned aircraft system (UAS) oper - ators throughout the country. As of late February, nearly 180,000 smartphone users have downloaded this easy-to-use app (available in both the iTunes App Store and Google Play Store) which gives users clear information on where they should and should not fly their drones. B4UFLY is designed with sim - plicity in mind, and focuses more on hobbyist drone operators who may not be as familiar with national airspace restraints and restrictions, and where there might be conflicts.

For those new to B4UFLY, or who would like a refresher on its features, allow me to break it down.

After downloading and opening the app, you will see four main tabs across the bottom of the screen.

The app defaults to the Status page, which uses your phone’s location services to show a flight status at your current location. The four possible options include: 1) Flight Prohibited; 2) Warning — Action Required; 3) User Caution — Check Restrictions; and, 4) Data Unavailable. Tap the “More Status Information” button for more specifics about your location. The restrictions depicted may be based on airspace types, proximity to airports, temporary flight restrictions (TFRs), or other federal laws and regulations. If restrictions exist, the app will specify and provide further details applicable to your area. It That last point is important, as the FAA relies on feedback to make changes and enhancements is important to note that any remote pilot can use the that can improve the user experience for B4UFLY.

B4UFLY app, however some of the information and This is especially true when it comes to airport data.

warnings provided may not apply to those operating for work or hire under 14 CFR part 107. Occasionally, an airport that closes may still appear on the map, so please be sure to report any of these Next is the Map page, which shows a real-time instances you might come across. The FAA is work - overlay of airports and flight restrictions in your ing to improve this feature, and is making bug fixes immediate area. If you only want to see certain restrictions, like controlled airspace boundaries or and other changes that will improve the function - ality and display capability of the map. Another TFRs, the settings button at the top of the screen planned enhancement based on user feedback and allows you to toggle layers on or off and customize expected soon will be a more explicit notification of your view. A search bar on the map screen also lets you search and save other areas on the map. what type of airspace you’re operating in, (i.e., Class B, C, D, etc.).

The Planner page lets you check flight require - For more information, see the FAA’s B4UFLY ments and restrictions for a future flight in your page at www.faa.gov/uas/where_to_fly/b4ufly/ and choice of location. Just select the location, date, and time and hit “Start.” FAQ page at https://go.usa.gov/xXCvC .

Finally, the More page provides a list of helpful UAS resources and regulatory information, as well as Tom Hoffmann is the managing editor of FAA Safety Briefing . He is a a mechanism for providing feedback on the app.

commercial pilot and holds an A&P certificate.

May/June 2017 FAA Safety Briefing 35

Vertically Speaking GE NE T R A INOR

Collision Avoidance

Reports like those below from the FAA’s regional interview. “Now we’re going to be dealing with a whole operations centers come in almost daily to the Fort set of pilots and individuals who are hobbyists who Worth-based Rotorcraft Directorate: may not actually understand all the rules of road.” On January 16, a helicopter pilot reported from To help pilots contend with this new reality, Hawaii that a drone, or unmanned aircraft system, the United States Helicopter Safety Team (USHST) was spotted next to the aircraft. Three days later, (www.ushst.org) has released about 30 suggestions a helicopter pilot reported that a drone was spot - for rotorcraft pilots to help them avoid colliding with ted 1,300 feet above the ground near the Jefferson drones. They include: Memorial in Washington, D.C. The next day a police • Use available helicopter lighting to increase helicopter near St. Louis spotted a drone about 1,200 visibility to drone operators.

feet from the ground.

• When climbing, consider a cruise climb Sometimes helicopters are prevented from that maximizes visibility. Understand that taking off due to drones operating nearby. News helicopters are particularly vulnerable to a reports have surfaced about helicopters being drone strike when they lift off or land.

grounded for 45 minutes at Cook Children’s Medi - • Listen closely to radio reports, including on cal Center in Fort Worth, Texas, or being grounded 121.5 MHz, of drone sightings. Pilots should during firefighting efforts in California, and other report any drone sightings to the nearest law parts of the West, because airborne drones have enforcement agency.

made helicopter takeoffs too dangerous.

• Conduct a high reconnaissance flight at any Also in California, a police helicopter rescue off-airport landing locations to provide a visual crew had to suspend a mission in January to save a and aural warning to nearby drone operators.

man who fell off a coastal cliff because a drone was in the area. After the drone was removed from the • Keep airspeeds at or near the best autorotation scene, the helicopter crew resumed its rescue mis - speed when flying low; flying higher improves sion. The drone operator was arrested for impeding safety margins.

first responders at an emergency scene.

• If you need to move quickly to avoid colliding Medical, news, police, agricultural, and firefight - with a drone, be aware that windscreens, jet ing helicopters are particularly vulnerable because intakes, and rotor systems are particularly they often must fly low (less than 400 feet above the vulnerable to drone strikes. You could actually ground) over highly populated areas or over areas increase your risks of a strike, depending on or events that people want to photograph or view how you try to evade a drone.

remotely. The risk for collisions increases because of • If you see an aircraft with non-standard the nature of these high workload flights.

lighting, consider that it might be a drone.

FAA regulations restrict the use of commercial • Maintain greater separation from a drone drones above 400 feet above ground and beyond than might otherwise appear necessary. Be visual line of sight. Hobbyists have more flexibility. In prepared for the unknown.

every case, FAA rules prohibit drones from engaging in careless and reckless operations. Regrettably, that • Fly predictably so drone operators can better rule is sometimes ignored despite potential criminal avoid you.

and civil penalties that can range from $21,000 to Keeping the skies safe requires vigilance, $231,000 each time a drone operator interferes with including reporting any drone collisions or near an emergency operation.

misses to an FAA Flight Standards District Office “I think we all know that the regular operators ( www.faa.gov/about/office_org/field_offices/fsdo ) we’ve interacted with over the last several decades are or the appropriate Air Traffic Control facility. Identify people who know aviation. They know the rules, and and preserve any material evidence of an incident or they go through specific training that helps get them a rogue drone. Reports help with enforcement and there,” said Jim Stroiney, director of the FAA Enterprise help with creating a database to promote safety with Program Management Service during a recent video manned and unmanned aircraft operations.

36 FAA Safety Briefing May/June 2017

Flight Forum

Hi Ken – Thanks very much for the day- Certificate Holders vs Exercisers of Privilege brightening note. I am very glad to know that Thanks for the article [“Is it a Certificate, a you found the material useful. Like you, I found it Rating, or a License?”]. What is the pilot a “holder challenging to develop (even understand) personal of?” By that I mean — say you hold an Airline Trans - minimums at first. I wanted to share what I had port Pilot Certificate (ATP). You let your first class figured out so it could help fellow pilots get there go beyond six months. You can no longer “exercise faster. Thanks again, and all the best with your flying the privileges of” your ATP. But you can fly as a and teaching.

commercial pilot. Are you now “the holder of” a commercial pilot certificate? Or, “exercising the Hitting the Mark privileges of” a commercial pilot? Are you a com - Congratulations, excellence would best mercial pilot or an ATP???

describe your quality bi-monthly aviation maga - The same goes for a commercial pilot now zine. I look forward to each issue for the informa - flying on a third class as a private pilot, and a pri - tive articles on aeronautical safety, education, vate pilot flying on a driver’s license as a sport pilot.

relevant airport and airspace news and viewing the My take is you are the “holder of,” but are “exercis - outstanding photos and illustrations in each issue.

ing the privileges of ...” You are ALWAYS the holder In my opinion; your dedication makes this the best of the highest certificate you have qualified for.

aviation publication in our industry.

As a practical application, a sport pilot is Best wishes for the new year, not permitted to fly in Bravo airspace without an — Steven endorsement. But what if he is a private pilot who Thanks so much for the feedback, Steven. It’s very CAN fly in the Bravo, but is exercising the privileges encouraging to hear that we’re hitting the mark.

of a sport pilot. Does he need a logbook endorse - ment??? Thanks in advance.

Facebook Comment of the Month — Bob Two pieces of advice learned from Great questions, Bob. You are correct that you my dad when I asked how he survived WWII flying are always the holder of the higher-level certificate.

what many called a death-trap airplane: “First You may, however, just be exercising the privileges of all,” he said quietly, “when I’m around an air - of a lower one. A person who holds a U.S. driver’s plane, I’m never in a hurry. And if you haven’t left license and a recreational pilot certificate or higher the ground yet, sometimes the best thing to DO with a category and class rating may exercise sport is DON’T.” Took me awhile to appreciate the full pilot privileges and operate any LSA in that category meaning of that, but it served me well later.

and class in Class B airspace, without getting the — Bill endorsement specified in Title 14 Code of Federal Regulations (14 CFR) section 61.325. For more detailed information, see 14 CFR 61.303. FAA Safety Briefing welcomes comments. We may edit letters for style and/or length. If we have more than one letter on a topic, we select Personal Minimums to Personal Processes a representative letter to publish. Because of publishing schedule, responses may not appear for several issues. While we do not print Hi Susan - I’m finishing up my prep for an anonymous letters, we will withhold names or send personal replies instrument rating, did the FAA online Icing tuto - upon request. If you have a concern with an immediate FAA operational rial, and followed the link to your article. Fantas - issue, contact your local Flight Standards District Office or air traffic tic!! I’m a CFI-Gliders, have my own minima there facility. Send letters to: Editor, FAA Safety Briefing, AFS-850, 55 M Street, SE, that took me a long time to develop, but I have Washington, DC 20003-3522, or e-mail SafetyBriefing@faa.gov.

a hard time guiding my students on the subject.

With a newish ASEL PP, finding my minima in Let us hear from you — comments, suggestions, and aircraft with spinny things on the front has been questions: email SafetyBriefing@faa.gov or use a similarly tricky. Your article really helps a lot. I’ve smartphone QR reader to go “VFR-direct” to our mailbox.

forwarded it to several other pilots already. Thanks You can also reach us on Twitter @FAASafetyBrief or on a lot. cheers, Facebook facebook.com/FAA.

— Ken May/June 2017 FAA Safety Briefing 37

Postflight SUS A N PA R SON

From Kitty Hawk to Global Hawk

Aviation is proof that — given the will — we can Um, yes. We are indeed a long, long way from do the impossible. aviation’s modest beginnings, having not only gone to the moon — another line in the song — — Eddie Rickenbacker and filled the skies with airplanes longer than any Many years ago, I had the privilege of attending of the Wrights’ first flights, but also moved well one of Washington’s big black-tie aviation awards into the dawn of the drone era.

dinners. I have long since forgotten both the award As I pondered the incredible Kitty Hawk-to- and the recipient, but I do remember that dinner as Global Hawk trajectory of technological progress, my introduction to the music of Ken Dravis.

I was sufficiently curious to compare a few of the I am generally not partial to the genre of country structural and performance characteristics, summa - music but, as a family member has wryly observed, rized in the chart below.

“Susan will like anything con - Quite a difference, isn’t it?

nected to aviation.” It turns While it doesn’t mention drones, filmmaker Drones are already allowing us to do out that Dravis is not only a Brian J. Terwilliger’s lovely “Living in the Age of Air - old things in new ways, and opening country singer/songwriter, planes” documentary is relevant to this Kitty Hawk- the door to doing new things we but also a pilot. So, naturally to-Global Hawk reverie of mine because it offers a enough, I went home that couldn’t previously even imagine.

splendid sense of appreciation of just how much night with a CD (remember aviation has changed virtually everything about our those?) of his “Hooked on Flight” album, which now world — where we can go, what we can buy, what lives in my iTunes library along with his two later we can do.

flight-focused albums.

It seems that each and every day, we see still As we worked on this UAS-themed issue of FAA more glimpses of just how profoundly the era of Safety Briefing , I couldn’t help recalling the words UAS will similarly transform our lives. As I observed to what is perhaps my favorite song from “Hooked elsewhere in this issue of the magazine, drones are on Flight.” In a thoughtful piece called “Kitty Hawk,” already allowing us to do old things in new ways, and Dravis imagines how the Wright Brothers might react opening the door to doing new things we couldn’t if they could see how far aviation has come since that previously even imagine.

windy December day at Kitty Hawk: It’s a fascinating thing to watch, and I feel In time it all came together/It was you who led the blessed and privileged to live not just in the age of way airplanes, but in the age of aviation and all the trans - formative potential it holds. I hope you do as well.

Your eyes would fill with wonder/If you were here for just a day We’re a long, long way from Kitty Hawk … Susan Parson (susan.parson@faa.gov, or @avi8rix for Twitter fans) is editor of FAA Safety Briefing . She is an active general aviation pilot and flight instructor.

Kitty Hawk (Wright Flyer) Global Hawk (RQ-4) Wingspan 40.3 ft 130.9 feet Length 21.1 ft 47.6 feet Weight 605 lbs (empty) 14,950 lbs (empty) Range 120 feet (first flight) 12,300 nautical miles 4 cylinder engine with two contra-rotating RR-North American F137-RR-100 turbofan Powerplant propellers turning at 350 rpm engine Power 12 hp at 1150 rpm 7,600 foot pounds (thrust) Speed 30 mph (top speed) 310 knots Crew One person Three remote crewmembers 38 FAA Safety Briefing May/June 2017

PAU L C I A N C I O L O

FAA Faces

Everette Rochon

Part 107 Policy and Implementation Lead, General Aviation and Commercial Division hired by Atlantic Coast Airlines operating as United Express,” he said. “United Express transitioned to Independence Air. After a hopeful run of a few years, Independence Air folded due to the post 9/11 envi - ronment and fierce airline competition.” On a positive note, that gave Everette more family stability. He worked as a defense contrac - tor on Air Force flight simulators and flying hour programs. He later applied for work with the FAA’s General Aviation and Commercial Division as an operations ASI.

“I always saw the FAA as the pinnacle of aviation safety work.” He served as the manager of the Commercial Operations Branch until he was asked to lead the Aviation Safety Inspector (ASI) Everette Rochon part 107 small unmanned aircraft systems (UAS) is one of those rare D.C. natives. He was born in the rulemaking team two years ago.

nation’s capital, but he grew up in various locations “The publication of the part 107 final rule for around the globe as a military dependent and calls non-hobby UAS was a monumental achievement for Virginia home . As a kid, he remembers his career the agency. I had an opportunity to work with a team Army officer father taking him to various airshows of the smartest and most professional people in the at nearby military bases, which is what sparked his FAA to make it happen.” interest in aviation.

Now Everette is the part 107 policy and imple - “By high school, I decided on a career in mentation lead for Flight Standards. He sees one of aviation,” he explains. “I planned to attend Embry- the challenges facing the integration of UAS into the Riddle, but I also knew from friends and mentors that airspace is defining integration itself.

the military was a common route to a pilot seat.” “We’re learning that the term integration means He went the military route.

different things to different people. It could mean “The excitement of naval aviation and beauty of expanding UAS operations, which are still segregated Annapolis attracted me to the Naval Academy,” he from manned operations, or it could mean full inte - notes. “It was a life-changing decision.” gration of operations where manned and unmanned After graduating from the U.S. Naval Academy, aircraft share the same airports and airways on a Everette attended flight school as a naval flight officer routine basis,” he explains. “Safely enabling full UAS and was selected to crew the Lockheed S-3B Viking integration in the NAS needs three things: emerging as a navigator/weapon systems operator. The Viking technology, a flexible regulatory framework, and is a four-seat, carrier-based jet used for undersea and FAA-industry collaboration.” surface warfare, electronic warfare, and aerial refuel - Everette is a current flight instructor, and he ing missions.

loves flying the Cirrus SR20 through the skies of He developed his “love of aviation safety” while Virginia. He is excited to be with the FAA during the assigned as the squadron’s safety/standardization growth and transformation of the UAS industry. In officer, (more on that shortly). After a stint at the particular, he sees that the commercial uses of UAS Pentagon as a Navy foreign liaison and White House can transform aviation and transform society. The social aide, he decided to pursue a civilian career possibilities for UAS are limitless.

flying for the airlines.

“Because I lacked the required pilot in com - mand time for the airlines, I attended a professional Paul Cianciolo is an assistant editor and the social media lead for FAA pilot course outside of Orlando, obtained my civil Safety Briefing . He is a U.S. Air Force veteran, and a rated aircrew member ratings, and served as a flight instructor until I was and public affairs officer with Civil Air Patrol.

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read FAA Safety Briefing .”

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