Table of Contents
D E P A R T M E N T S 2 Jumpseat: an executive policy perspective The FAA Safety Policy Voice of Non-commercial General Aviation 3 ATIS: GA news and current events 5 Aeromedical Advisor y – a checkup on all things aeromedical 6 Condition Inspection: a look at specific medical conditions 24 Checklist: FAA resources and safety reminders 30 Drone Debrief: drone safety roundup 32 Nuts, Bolts, and Electrons: GA maintenance issues 33 Angle of Attack: GA safety strategies 34 Vertically Speaking: safety issues for rotorcraft pilots Who’s New in the Neighborhood? Ushering in a New Era of Safety and Innovation in the NAS 35 Flight Forum: letters from the Safety Briefing mailbag 36 Postflight: an editor’s perspective Inside back cover FAA Faces: FAA employee profile Sharing the Skies Safely Rolling Out the Rules An Overview of Unmanned New Drone Rules Advance the Vision
10 13
Traffic Management Don’t Fear the Drone! Let’s Reap the Benefits That Drones Have to Offer Engaging With Academia How the FAA is Helping Prepare Tomorrow’s UAS Workforce You’re Not Alone With Your Drone Building Safer Skies Through Education Dreaming of Space How the FAA is Enabling a Ticket to the Final Frontier May/June 2021 1
Jumpseat
RICK DOMINGO, FLIGHT STANDARDS SERVICE EXECUTIVE DIRECTOR JUMPSEAT
U TILITY, A CCESSIBILITY, S AFETY
Officially known as Unmanned Airspace System (NAS). Virtually UAS regulation (14 CFR part 107) in June 2016. The regulatory struc - Aircraft Systems (UAS), drones are from the start, the FAA took the everywhere. The first two words in position ture now includes 14 CFR part 89, Remote Identification of UAS, and an the title of this article offer a succinct it holds
We have
summary of their selling points. The today: UAS amendment to 14 CFR part 107, both
made a
effective in 2021.
utility is obvious: drones enable an are aircraft.
solid start
astonishing range of operations and The ulti - Through the experience gained
under these rules, and also through toward the
activities, with more added all the mate goal time. The accessibility advantage is to fully several innovative partnerships
ultimate goal
between the FAA and aviation is also clear. Virtually anyone can integrate
of maximizing
fund the modest cost of training for them into community partners, we collectively the utility, learned a lot about which questions a remote pilot certificate and find a the NAS so drone at the desired price point. they can to ask. We also started to formulate a accessibility, few answers and, as noted above, we Now let’s talk about that third safely and
and safety
word, “safety” — which, of course, seamlessly have used this knowledge to add a few of UAS.
more building blocks to the regula - is the FAA’s top priority. As UAS operate increase in number, technical com - side-by-side tory structure for UAS. The Remote ID rule provides a safety and security plexity, and sophistication, interest in with manned aircraft, occupying the their utility and accessibility expands. same airspace and using many of the foundation for more complex drone operations. The amended part 107 This expansion has created regula - same air traffic management systems tory and technical challenges for the and procedures. rule allows operators of small drones to fly over people and at night under FAA and its parent organization, the As the saying goes, you don’t know Department of Transportation. what you don’t know when you begin certain conditions.
working with a new technology. That’s More Integration Strategies and Tools Yes to Building Blocks — No to why the story of UAS integration has Roadblocks included a series of practices that The FAA also has a number of integration projects underway. In As it has done since the dawn of the largely rely on operational segregation drone age, the FAA seeks to enable to maintain safety. The driving idea this issue, you’ll learn about efforts to enable beyond visual line of sight maximum exercise of UAS utility is that incremental introduction via and accessibility, and to do that in accommodation practices can provide operations and complex activities involving multiple drones beyond a way that assures maximum safety “training wheels” while we learn.
for everyone in the U.S. National So we selected several UAS Test visual line of sight. You will read about the Collegiate Training Initia - Sites in 2013 to conduct research and help iden - tive program for UAS, and the highly innovative work on development of tify the right questions.
Another important step a UAS Traffic Management (UTM) ecosystem. We’ll also take a look at was promulgation of the first two FAA rules Advanced Air Mobility (AAM), the vision for using highly automated specifically for UAS: an Interim Final Rule aircraft to transport passengers or cargo for hire.
on Registration and Marking Requirements We’ve done a lot — with clearly a lot still to do. But we have made a for Small Unmanned Aircraft (14 CFR part solid start toward the ultimate goal of maximizing the utility, accessibility, 48) in December 2015, and the Small and safety of UAS.
2 FAA Safety Briefing
ATIS
GA NEWS AND CURRENT EVENTS ATIS
AVIATION NEWS ROUNDUP
Laser Strikes Increase Even with and other safety-sensitive Fewer Planes Flying items. Watch the video at youtu.be/nrbzhBn_HnU .
Laser strikes against pilots increased in 2020, even with the overall decrease The 2020 WINGS in air traffic operations. In 2020, Sweepstakes Winners pilots reported 6,852 laser strikes to The WINGS Industry the FAA. That constitutes an increase Network (WIN), previously from the 6,136 laser strikes reported known as the WINGS Indus - in 2019 and is the highest number try Advisory Committee, reported to the agency since 2016.
recently announced the win - The FAA remains vigilant in directly supports the safe integration ners of the 2020 Paul and Fran Burger raising awareness about misuse of drones into the nation’s airspace.
$10,000 WINGS Sweepstakes. Ten of lasers that are pointed toward Launched in 2017, the capability flight instructors and pilots won cash aircraft. Intentionally aiming lasers covers 80% of controlled airspace at prizes ranging from $500 to $1,500.
at an aircraft poses a safety threat to 400 feet or below and expedites the In its third year, the sweepstakes has pilots and violates federal law. Many time it takes for drone pilots to receive garnered strong support from the high-powered lasers can incapacitate near-real time authorizations to fly in FAASTeam, industry, and individuals pilots who may be flying aircraft car - this space. All drone pilots operating dedicated to GA safety.
rying hundreds of passengers.
in LAANC-enabled areas under the The 2020 winners include: The FAA works closely with federal, FAA’s small drone rule, or under the state, and local law enforcement exception for limited recreational • Christian Jon Chandler, Mass.
agencies to pursue civil and criminal operations, can access the capability • Nicholas John Maliniak, Va.
penalties against people who pur - through FAA-Approved LAANC • Mitchell Crocker, Fla.
posely aim a laser at an aircraft. The Service Suppliers.
• Adam David Rosenberg, N.C.
agency can impose civil penalties of Information on requirements and • Andrew Donovan Dow, Ill.
up to $11,000 per violation and has the onboarding process can be found imposed penalties as high as $30,800 • Victoria Stevens, Okla.
at bit.ly/LAANCapp .
for multiple laser incidents.
• Richard Funcheon, Fla.
New Wrong Airport Landings Video • Kuan Tung Chen, Fla.
Even with today’s highly accurate and • Victoria Kuo, R.I.
readily available technology, pilots • Ed Whitehead, Ariz.
are still misidentifying their airport of intended landing, often making an The $10,000 Sweepstakes will con - approach to or landing at an airport tinue in 2021with new ways to win.
other than their planned destination.
In the meantime, WIN is in the early The problem occurs with pilots oper - stages of development to introduce ating under both VFR and IFR.
many more ways to attain the highest Application Period for LAANC The FAA's From the Flight Deck safety levels possible. For information Announced video series helps pilots avoid this on the 2021 WINGS Sweepstakes, The application period for entities to costly and potentially catastrophic visit MyWINGSinitiative.org .
become FAA-Approved UAS Service error. The newest video in the series, Suppliers of the Low Altitude Autho - Get Your Part 135 Certification Wrong Airport Landings, uses rization and Notification Capability cockpit mounted cameras to capture Are you a 14 CFR part 91 pilot who (LAANC) opens on May 3, 2021.
runway and taxiway footage, in com - wants to fly your aircraft for com - LAANC is a collaboration between bination with diagrams and visual pensation or hire? A new FAA video the FAA and the drone industry that graphics, to clearly identify hot spots series will help guide you through May/June 2021 3 ATIS to the other islands as the agency each phase required to achieve 14 • Syracuse Hancock International CFR part 135 certification. develops engineering plans, obtains Airport in Syracuse, N.Y.
leases and permits, and procures the The certification process utilizes • Rickenbacker International Air - a phase and gate system that has five equipment. The agency expects images port in Columbus, Ohio from the Kauai cameras will be on its distinct phases and three gates. All • Huntsville International Airport items in a phase must be successfully weather camera website in mid-2021.
in Huntsville, Ala.
The FAA established working completed prior to continuing past • Seattle-Tacoma International a gate and into the next phase of the groups of aircraft operators and Airport in Seattle, Wash.
FAA experts on each island to process. An applicant will not be These airports meet FAA certificated until the FAA is confident identify prime locations for camera requirements for diverse testing installations and to ensure robust that the prospective certificate holder environments and represent airport is capable of fulfilling the required communication between pilots and operating conditions found across the the agency about the project’s prog - responsibilities and will comply with United States.
the 14 CFR requirements in an appro - ress. The FAA is basing site locations The research will lead to the on flight routes and areas where priate and continuing manner.
implementation of new technolo - Go to bit.ly/Get135 to watch the weather conditions commonly affect gies that will make airports safer and interrupt flight operations.
videos.
for passengers and manned aircraft Weather cameras in Alaska have FAA Expands Weather Camera and will create standards for future been successful for 20 years. Last year, Program to Hawaii unmanned aircraft detection and the FAA helped the Colorado Depart - mitigation technologies at airports The FAA’s Weather Camera Program is ment of Transportation implement a around the country.
coming to Hawaii to enhance aviation weather camera program to improve Researchers plan to test and safety and pilot decision-making. These pilot awareness of weather conditions evaluate at least ten technologies or cameras, already installed in Alaska and above the Rocky Mountains.
systems at these airports. Testing will Colorado, improve safety by provid - Five Airports to Test and Evaluate begin later this year and continue ing pilots with near-real time video of Unmanned Aircraft Detection and through 2023.
weather conditions at their destinations Mitigation Systems The FAA Reauthorization Act of and along their intended flight routes.
2018 requires the agency to ensure The Hawaii project will install The FAA selected five host airports to evaluate technologies and systems that that technologies used to detect or 23 camera facilities throughout the mitigate potential risks posed by islands. The FAA has completed engi - could detect and mitigate potential neering surveys and site selections on safety risks posed by unmanned aircraft. unmanned aircraft do not interfere with safe airport operations. The FAA Kauai, Lanai, Maui, and Molokai, and The effort is part of the agency’s Airport began surveys on Oahu and the Big Unmanned Aircraft Systems Detection does not support the use of count - er-UAS systems by any entities other Island this past March. Each facility and Mitigation Research Program.
can accommodate up to four cam - The FAA selected the following than federal departments with explicit statutory authority to use this tech - eras and the images can be viewed at airports: WeatherCams.faa.gov . nology, including requirements for • Atlantic City International Air - extensive coordination with the FAA The FAA plans to begin camera port in Atlantic City, N.J.
installations on Kauai and will move to ensure safety risks are mitigated.
SAFETY ENHANCEMENT TOPICS Please visit bit.ly/GAFactSheets for more information on these and other topics.
MAY JUNE Pilot/Owner/Mechanic Regulatory Roadblock Communication Reduction Understanding airworthiness How streamlining the certification/ responsibilities and the value of approval of GA safety equipment good communication and mainte - can help owners adopt these nance documentation. technologies.
4 FAA Safety Briefing 4 FAA Safety Briefing
Aeromedical Advisory
SUSAN A. NORTHRUP, M.D., FEDERAL AIR SURGEON AEROMEDICAL ADVISORY
THE FLIGHT PATH TO TRANSPARENCY
areas for improvement. Here’s an Every new Federal Air Surgeon has goals they wish to accomplish update on our progress.
It came through loud and clear during their tenure. My predeces - sor, Dr. Michael Berry, focused on that processing time, when FAA review was necessary, took too consistency, increasing the number of conditions eligible for CACIs long. To reduce this, we have increased overtime hours as (Conditions an AME [aviation medical examiner] Can Issue), and needed, and seek to hire addi - tional personnel. We are also an increased emphasis on evi - dence-based decision making. He working with advocacy groups to educate airmen/ATCSs on was successful in all. In fact, the latter enabled us to authorize Class sending all the information needed (outlined in the AME I and II medical for individuals with insulin-dependent diabetes. Guide and/or a letter from the Multiple working groups are FAA) and only the information One of my major goals is to addressing specific issues. These increase accessibility to our offices and needed. Extraneous material and include developing pilot videos duplicative records slow everything transparency in our decision-making analogous to the AME minutes and process. While an airman/controller down. Also note that over 90% of the the FAA Safety Team’s “57 Seconds to denials we issue result from failure to walks out of the AME office with a Safety” videos. We are reorganizing certificate in hand 95% of the time, provide the requested information.
both the FAA Aerospace Medicine Another major source of frustra - we (aerospace medicine) are aware website and AME Guide to make that there is frustration with how we tion is the inability of an individual navigation more user friendly. We to track the progress of their applica - process medical applications, and we are expanding the frequently asked are taking steps to improve. tion package through the system. We questions pages to reduce the need are working to enable this tracking.
Last fall, many members of the to call the help desk. We reviewed FAA medical team met to identify In addition, we want the airman or the letters that we routinely send and AME to be able to directly upload the top concerns. We invited repre - rewrote thirteen of those which were sentatives of the various advocacy documents to the individual’s file. We thought to be the least friendly. While groups including AOPA, EAA, and made some progress in this area for the primary intent of these letters is to the Aviation Medicine Advisory Ser - the Human Intervention Motivation inform the airman, they are also legal vice (which represented the concerns Study (HIMS) program, but it is labor documents; therefore, we are coordi - of ALPA and several other unions). intensive. Expanding these capabilities nating them with the FAA’s Office of After this meeting, we outlined two while protecting privacy and security is the Chief Counsel.
overarching goals. First, issue a reli - challenging, but worthwhile.
We remain committed to the “path - able, consistent, quality aeromedical For conditions that do not meet way to yes.” Our goal is to certify as decision within 60 days from when an medical standards, we have identified many airmen and ATCSs as we safely airman or Air Traffic Control Spe - several new CACI candidates. We can, and to do so as quickly as feasible.
cialist (ATCS) presents for medical recently expanded the AASI (AME certification. Second, when someone Assisted Special Issuance) list to Dr. Susan Northrup received a bachelor’s degree in does not meet standards for aero - include selected cardiac conditions chemistry and a medical degree from The Ohio State University, as well as a master’s degree in public health medical certification, use the most for Class I and II applicants; previ - from the University of Texas. She is double board certified effective means feasible to deter - ously, these were restricted to Class by the American Board of Preventive Medicine in Aerospace mine if we can still safely certify the III medical applications. Addition - Medicine and Occupational Medicine. She is a retired U.S.
airman/ATCS. ally, we have engaged several outside Air Force colonel and a former regional medical director for We meet regularly with our stake - organizations to increase the number Delta Air Lines. She is also an active, private pilot.
holders and have identified multiple of AMEs and improve access.
May/June 2021 5
Condition Inspection
LEO M. HATTRUP, M.D., FAA MEDICAL OFFICER CONDITION INSPECTION
SARS-C o V-2 VACCINES
At the beginning of 2020, many with three available in the U.S.
viewed COVID-19 as a distant prob - Since granting the first EUA lem. Our world is now very different in December 2020, the FDA approved use of two additional and how long the “new normal” will last is unknown. However, we have COVID-19 vaccines. Over 75 million doses have been admin - made considerable scientific progress this past year. Medical authorities istered (as of March 1) in this country alone. By the time you quickly realized that we needed to develop and approve a vaccine quicker read this, the expectation is for double that number, which is than usual to prevent spread and to minimize transmission. truly remarkable.
In general, the FAA does not Vaccines are created in various of requiring only a single dose. The ways. Live, but attenuated, infectious review a new medication or treatment FAA allows airmen to use the Pfizer, until one year after full FDA approval.
vaccines such as measles or chick - Moderna, and J&J/Janssen EUA enpox are very effective, with low This allows sufficient time for uncom - COVID vaccines, but mandates a mon, but significant, adverse effects to risk of actually causing the disease.
minimum 48-hour grounding after any Inactivated/killed agent vaccines are manifest. After careful review of the of these (note: 14 CFR section 61.53 available data regarding safety profiles, slightly less effective, but do not risk still applies). The FAA will continue the disease. Many influenza vaccines the FAA Office of Aerospace Medicine to monitor patient response to each (AAM) determined it could safely utilize this approach. Vaccines such vaccine and may adjust this policy as as tetanus and diphtheria introduce shorten this observation period for necessary to ensure aviation safety. We the EUA-approved COVID vaccines.
the inactivated toxin. These prevent will evaluate additional vaccines when the adverse effect. The COVID-19 Thus far, the clinical data show that an EUA is issued.
both the Pfizer and Moderna vaccines vaccines include a subunit of a protein With over 100 million cases world - found on the surface of the virus. This are safe and effective. The immune wide, it is not surprising that there are system begins to make antibodies after protein cannot cause an infection multiple new SARS-CoV-2 variants.
from the virus, but will help our body one dose of any of the vaccines. Risk Fortunately, the vaccines in use appear of serious illness and hospitalization build an immunity against the virus.
to significantly reduce the likelihood of When necessary for public health, is negligible and the vaccines have hospitalization and death and reduce been 95% effective against death from the Food and Drug Administration community transmission from these (FDA) has the authority to make COVID-19. From the Pfizer or Mod - variants. Also, simply reducing disease erna vaccine, the CDC notes that about emergency use authorization (EUA) prevalence will decrease the number of decisions on vaccine effectiveness and 70% report a sore arm at the injection additional new variants. The scientific site. Over 20% report fatigue after the safety prior to obtaining all the nor - community and industry are evaluat - mally required data. The FDA closely first dose and almost 50% do after ing the need for modification of the the second dose. Other common side monitors available data and updates current vaccines and/or a booster, authorizations when necessary. After effects include headache, fever, muscle similar to what is already done for the aches, and chills. Data has shown that FDA approval, the CDC gives clinical influenza vaccines annually. Mean - and general recommendations. These side effects start approximately 1-2 days while, wear a mask, practice social after vaccination and last for about 1-2 usually start conservative and liber - distancing, get vaccinated, and fly safe.
alize as the CDC analyzes additional days after the symptoms first begin.
The FDA recently granted EUA data that confirm safety and efficacy.
In just one year, over 200 COVID- to the vaccine developed by Johnson LEARN MORE & Johnson (Janssen). This vaccine 19 vaccines are in development around the world. At this writing, at uses a different method, but remains faa.gov/coronavirus/guidance_resource s non-infectious and has the advantage least 10 are currently in use worldwide 6 FAA Safety Briefing
Who's New in the Neighborhood?
NASA image.
Who’s NEW in the
NEIGHBORHOOD?
Ushering in a New Era of Safety
and Innovation in the NAS
By Tom Hoffmann “Man must rise above the Earth — to the top heralded in the news. Just as we worked on this issue, United Airlines announced plans to research the use of elec - of the atmosphere and beyond — for only thus will tric vertical takeoff and landing (eVTOL) vehicles to shuttle he fully understand the world in which he lives.” passengers to and from hub locations — a technology that – Socrates not only offers a cleaner, quieter, and more efficient means The FAA’s continuing mission is to provide the safest, most of transportation, but also promises to transform how peo - efficient aerospace system in the world. Although it’s suc - ple get around in major cities. Helping make this concept cinctly stated, the FAA’s mission statement is far from being of advanced air mobility a reality is California-based Joby a simple endeavor. Today’s National Airspace System (NAS) Aviation’s new partnership with NASA, which will begin is in fact far more complex than ever before, and it needs developmental testing of eVTOL prototypes this spring, to continually evolve to accommodate the ever-changing and a certification agreement with the FAA that will lay the landscape of the aerospace industry. It’s not an overstate - groundwork for commercial operations.
ment to say we’re at the crossroads of an entirely new era Another recent milestone moment occurred with in aviation. We’re in the “now” stage of transformative American Robotic’s historic announcement of autonomous changes — changes that will encourage exploration and beyond visual line of sight (BVLOS) operations with its entrepreneurship to new heights (literally and figuratively), Scout system, a network of remotely sited “drones-in- but also challenge government and industry to develop a a-box.” Sporting cutting-edge artificial intelligence and framework that maintains harmony and safety across the acoustic sensor technology to help detect and mitigate broadening spectrum of NAS users.
potential conflicts, these drones may help create pathways towards other types of ground-breaking commercial appli - This Just In ...
cations for UAS.
We’re already starting to see how the confluence of these Supersonic travel has also surged in recent headlines, new NAS entrants intermixing with traditional airspace buoyed by the FAA’s final rule in January to facilitate users is playing out. Adding to that challenge is the near the safe development of civil supersonic aircraft. The breakneck speed at which these changes are occurring.
rule streamlines and clarifies procedures to obtain FAA Hardly a week goes by these days without game-chang - approval for supersonic flight testing, a landmark step for ing innovations or ideas in the aerospace industry being allowing industry to bring viable and safe products to the May/June 2021 7 more per year in the not-too-distant future once space tourism really takes off.
NASA image.
A Balanced Approach Space exploits aside, there’s no doubt we’re in the midst of something special, exciting, and quite literally, life-chang - ing here in our own atmosphere. Technology and innovation are enabling ways of envisioning and leveraging the NAS like we’ve never seen before. Whether facilitating infrastructure changes required for this type of sea change, or helping develop the technological and design solutions that will enable these systems to operate safely and harmo - niously, the FAA is uniquely poised to provide the strategic direction that will propel these innovations forward.
Key to this strategy will be the FAA’s ability to remain nimble in how it manages regulations and policy. This includes keeping an eye towards performance-based requirements and risk/data-driven decisions. These for - ward-thinking philosophies, coupled with a reliance on market. The rule also helps set the stage for an announce - thorough research and development, will allow the FAA ment of a newly expanded agreement between NASA and to continue taking incremental steps towards achieving a Aerion Supersonic to continue researching propulsion NAS that is open to new entrants, but with the necessary technologies that may one day allow a new generation of guardrails to ensure safety for all.
commercial aircraft to travel at speeds between Mach 3 and Mach 5. The vision of this ultra-high-speed global mobility A Pathway to Success solution would be to transport a person from one point to The recent Remote Identification (RID) and Operations another, anywhere on the globe, in under three hours.
Over People rules (discussed in more detail in this issue) Heading a bit higher in the atmosphere, the FAA are prime examples of the building block regulations that licensed 41 commercial space operations (launches and are crucial to UAS integration efforts and to the safety and reentries) in 2020, the most in the agency’s history. Those security groundwork necessary for more complex oper - operations included a record 39 launches, including the ations. In that same vein are the agency’s collaborative first-ever NASA crewed mission to be licensed by the FAA.
efforts with government, industry, and academia in devel - For 2021, the FAA is forecasting the number of licensed oping UAS Traffic Management (UTM) capabilities that operations could reach 50 or more. Some estimate 100 or aim to safely and efficiently manage low altitude national Image courtesy of Aerion.
An artist's concept of a supersonic business jet.
8 FAA Safety Briefing NASA image.
airspace. Through its work in the UTM Pilot Program, the (See the article “Don’t Fear the Drone!” for more perspec - FAA is exploring ways to advance safety, innovation, and tive on this.)
accessibility for all NAS users while also providing a basis Finally, the ability to support these NAS-expanding for future policy and standards development. (See the arti - innovations and ideas requires inspiring a new generation cle “Sharing the Skies Safely” for more on UTM.) of thinkers and doers. Through its new Collegiate Train - We see the same balanced approach with safety and ing Initiative (CTI), the FAA is able to work with certain innovation in how the FAA recently streamlined its reg - colleges, universities, and technical schools to prepare stu - ulations governing commercial space launch and reentry dents for a career in UAS. These schools, which must apply licensing. The new rule facilitates greater growth and for this CTI recognition, will have access to FAA resources progress in the aerospace industry, while maintaining and materials, share best practices and curricula with other public safety. This new regulatory landscape, together with schools, and, through industry networking opportunities, the Department of Transportation’s role in the National allow students to apply for internships to advance their Space Council, is evidence of a strong commitment toward careers in UAS. (See the article “Engaging with Academia” advancing America’s space policy and strategy, but also for more about CTI.)
an acknowledgement of the need for collaboration and The Future Is Here incremental growth. (See the article “Dreaming of Space” for more details on this growing sector.)
While we are nowhere near Blade Runner proportions of airspace technology advancement, we are nonetheless at Collateral Improvement a pivotal moment in history that is setting the stage for a While safety is paramount for the FAA in all of its endeav - future world limited only by ambition and imagination.
ors, it’s important to not lose sight of the many benefits Whether it’s supporting a cargo resupply mission with a and efficiencies that are being realized as a result of these 20-ton space exploration vehicle, a family photo shoot with innovations, particularly in the vastly expanding UAS a 20-ounce recreational drone, or an autonomous com - arena. Just a few examples of positive applications include muter flight with a 20-passenger eVTOL, today’s NAS must the ability to assist with search and rescue operations be nimble enough to accommodate the growing diversity during natural disasters, provide aerial thermography and volume of new entrants while being mindful of more reconnaissance for forest fires, and more recently, facilitate traditional users. It’s not an easy task. But with the proper the delivery of COVID-19 vaccines and at-home test kits. foresight, planning, and collaboration, the FAA will be well Despite fears that drones will hurt the job market, these positioned to help usher in an entirely new era of safety and new NAS entrants are in many cases additive to the indus - innovation in the NAS.
tries they support. They help bring new perspectives to getting a job done more safely and efficiently and provide Tom Hoffmann is the managing editor of FAA Safety Briefing . He is a commercial pilot and holds an A&P certificate.
opportunities for robust economic growth and job creation.
May/June 2021 9
Rolling Out the Rules
Rolling
Out the
RULES
New Drone Rules Advance the Vision
By Alina George Editor's Note: This article has been revised from the ID is a necessary step to achieve the goal of Advanced Air print verison to help correct and clarify certain sections. Mobility (AAM), which is the vision for complete integra - tion of drones into the NAS. For AAM, think short-range air transportation, à la the Jetsons! Remote ID will be required on he FAA published two new drone rules, Remote most drones in the NAS. It will provide specific information Identification and Operations Over People, on Jan. 15, on the drone's flight (serial number of drone, location and
T 2021. Both are part of a broader vision for full integra -
altitude of the drone, and the position of the control station or tion of drones into the National Airspace System (NAS) take-off location). This information will be transmitted from and Advanced Air Mobility. The intent of these rules is to the drone. In keeping with the “digital license plate” analogy, keep everyone safe while ensuring flexibility for all kinds of the scope of Remote ID transmission is like seeing a license drone operations. Both rules took effect April 21, 2021, but plate on a car nearby.
compliance dates differ. Remote ID requires manufacturers Here are some of the most important takeaways of to produce standard remote ID drones by September 2022, Remote ID (RID): and drone pilots must broadcast remote ID information by September 2023. We encourage pilots to comply earlier • RID compliance becomes mandatory September 16, though, once broadcast modules are available (more on 2023 (September 16, 2022 for manufacturers) for all that later). Operations Over People was also effective April pilots who are required to register their drone. Some 21, 2021. pilots may start complying sooner as broadcast mod - Both rules are performance-based, which means they ules and standard remote ID drones are approved.
make room for manufacturers and industry to come up • There are three ways drone pilots can meet the RID with innovative solutions. You might also note that the requirements: FAA considered and addressed all 53,000-plus com - 1. Operate a Standard RID Drone — the drone will ments on the Notice of Proposed Rulemaking (NPRM) be built with RID embedded.
for Remote ID. For example, the NPRM did not include 2. Operate a drone with an RID broadcast module — educational institutions among the Community Based the module is a separate device to be attached on Organizations eligible to apply for a FAA-Recognized Iden - the drone.
tification Area (FRIA). Based on public comments, they 3. Operate without remote ID in a FAA-Recognized were included in the final rule.
Identification Area (FRIA). (See FRIA graphic on p.
To help you better understand the rules and how they 15.)
may affect drone flying, here’s a review of the main points.
• Manufacturers will start producing broadcast mod - What is Remote Identification?
ules and/or producing drones with RID embedded Think of Remote ID as a “digital license plate” for drones.
into the system.
It provides the FAA, law enforcement, and other federal • When available, drone owners must enter the remote agencies with identification and location information. Remote ID serial number in their FAADroneZone May/June 2021 13 ( faadronezone.faa.gov ) registration account. September 16, 2022 . Approved authorizations will be valid for 48 months and may be renewed. FRIAs • Recreational flyers have the option to move their may be terminated by the FAA for safety or security broadcast module from one drone to the next, so reasons.
long as the drone is listed with the same registration number.
What is Operations Over People?
• If the pilot uses a RID broadcast module, the module's The Operations Over People (OOP) rule is another step serial number must be associated with their registration.
towards AAM. This rule allows routine operations over • Only law enforcement and federal agencies will be able people and at night under certain conditions. As with all to see Personally Identifiable Information (PII) such as FAA rules, it balances safety with the need for expanded name, address, and phone numbers.
and more complicated operations.
• FRIAs are areas operated by Community Based Orga - Here are some important takeaways for OOP: nizations (CBOs) or educational institutions approved by the FAA. CBOs can be organizations such as model OOP became effective April 21, 2021.
aircraft groups or schools.
• The FAA will start accepting FRIA applications on There are four drone Categories for OOP: 1. Category 1: Remote ID Rule Timeline a) 0.55 lbs or less Final Rule Posting on FAA.gov December 28, 2020 b) No exposed rotating parts that would cause Final Rule Published in Federal Register March 10, 2021 skin lacerations Final Rule Effective Date April 21, 2021 c) Requires RID if opertating sustained flight UAS Manufacturing/Production Compliance Date September 2022 (Effective Date + 18 months) over open-air assemblies of people FAA Accepting FRIA Applications September 2022 (Subpart C effective 20 2. Category 2: months after publication date) a) Performance based eligibility and operating Operating Compliance Date September 2023 (Effective Date + 30 months) requirements D R O N E R E M O T E I D E N T I F I C AT I O N D R O N E R E M O T E I D E N T I F I C AT I O N STANDARD REMOTE ID DRONES DRONES WITH REMOTE ID BROADCAST MODULE Remote ID capability built into the drone broadcasts Remote ID capability through a module attached to drone is (takeoff to shutdown): limited to visual line of sight operations and broadcasts (takeoff to shutdown): • Drone ID • Drone location and altitude • Drone ID • Drone velocity • Drone location and altitude • Control station location and elevation • Drone velocity • Time mark • Takeoff location and elevation • Emergency status • Time mark 14 FAA Safety Briefing b) Requires RID if operating sustained flight c) The small unmanned aircraft does not maintain over open-air assemblies of people sustained flight over moving vehicles 3. Category 3: Night Operations: a) Performance based eligibility and operating a) Effective April 21, 2021 requirements b) The pilot-in-command (PIC) must complete the b) Can only operate over people if the operation is updated knowledge test or new recurrent training within or over a restricted access site and every - c) The small unmanned aircraft must have lighted one is aware the drone will be flown over them anti-collision lighting visible for at least three (3) c) No sustained flight over people, unless that statute miles that has a flash rate sufficient to avoid person is participating in the operation, or is a collision reasonably protected (tent, vehicle, etc.)
New Test and Training: 4. Category 4: a) Small unmanned aircraft can be issued a part 21 a) The remote pilot test has been updated to include airworthiness certificate to operate over people operations at night b) Need to be compliant with RID during sus - b) The new training is available on www.faasafety.gov tained flight over open air assemblies and is required for all remote PICs who want to fly at night Operations over Moving Vehicles: a) Must meet category 1, 2, 3, or 4 Remote ID and Operations Over People are the next b) The small unmanned aircraft must remain within step into a wider world of AAM. They set the stage for safe or over a closed/restricted-access site, and all and complex operations, and are a path to flying Beyond people inside a moving vehicle within the closed/ Visual Line of Sight (BVLOS). BVLOS will be necessary for restricted-access site must be on notice that small reaching AAM and full integration.
unmanned aircraft may fly over them; or Operations Over People Timeline Final Rule Posted on FAA.gov December 28, 2020 Final Rule Published in Federal Register March 10, 2021 Night Training Available April 6, 2021 FAA-RECOGNIZED IDENTIFICATION AREA [FRIA] Rule Effective Date April 21, 2021 DRONES WITHOUT REMOTE ID We’re getting there, one step at a time! Full integration is getting closer every day, and these two new rules will help keep the NAS, people on the ground, and aircraft safe.
Alina George is a project specialist in the Operational Programs Branch of the FAA’s Office of UAS Integration Drones without Remote ID can operate without broadcasting within a FRIA: LEARN MORE • Drones without Remote ID must operate within visual line of sight and within a FRIA.
Check out the Remote ID Toolkit • Any drone with or without Remote ID broadcasting capabilities can bit.ly/RIDToolkit fly within a FRIA.
Final Rule on Remote ID for Unmanned Aircraft bit.ly/RIDFinal (PDF) May/June 2021 15
Don't Fear the Drone!
Don’t the Drone!
Let’s Reap the Benefits that Drones Have to Offer
By Jennifer Caron f I asked you to name one noteworthy event from the Characterized by a famous comedian as “hitchhiking with year 2009, what would it be? For some, it might be the your cell phone,” Uber was scorned as a safety hazard by I “Miracle on the Hudson,” Captain Sully Sullenberger’s anxious cabbies who feared that this popular new service heroic action in safely ditching US Airways Flight 1549 into would eventually take away their jobs and livelihoods.
the icy-cold waters of the Hudson River. Who could forget Share the Road the image of its passengers perilously perched on the wings, safe and waiting to be rescued?
Notwithstanding these dire predictions, Uber now drives But how many of us would remember 2009 as the year (ahem) a wide range of valuable services to the public.
when two entrepreneurs created Uber — the ridesharing It provides options and greater access to transportation, platform that would ultimately define a new way of convey - reduces the number of household vehicles on the road, ing passengers from one location to the next? Applauded adds mobility for persons with disabilities, and supports by riders for its convenience, flexibility, and cheaper prices, the traditional taxi network with beneficial services such as this new entrant to our roadways was initially perceived food delivery, pet transport, and sober rides that help keep as a threat by traditional taxi drivers. In their view, Uber drunk drivers off the road. Uber and similar ride-sharing drivers were getting a “free ride,” by not being held to the companies serve as a supplement to existing transpor - same regulations as their well-established counterparts.
tation services, creating new, free-market gig economy 16 FAA Safety Briefing driver jobs and countless small business opportunities that are profitable and sustainable, adding growth to the U.S.
economy. Ride-sharing companies are here for good, and for our good, delivering value to everyday lives. As law - makers work towards consistency in regulations for taxi and ride-sharing services, the objective is to safely integrate both operations to share the road safely.
Rise of the Drones When it comes to unmanned aircraft systems (UAS), commonly referred to as drones, we’re in a familiar place with familiar rhetoric. Drones bring significant commercial value to our lives by revolutionizing activities like package enforcement, search and rescue, damage assessments after delivery, pipeline inspection, and emergency response. By weather events, crop monitoring, and disaster response.
2024, we could have as many as 800,000 registered com - Drones are making the public and first responders safer.
mercial drones. That’s twice the number of commercial They’re plunging into active hurricanes to measure wind drones we had last year. But if we’re going to realize the speed and capturing the after-effects of forest fires and vision of expanded drone operations, just like traditional tornadoes. In 2018, State Farm Insurance operated over aviation, this industry must show that it can be safely inte - people and beyond visual line of sight (BVLOS) to con - grated into the National Airspace System (NAS).
duct damage assessments following hurricanes Florence Traditional pilots of manned aircraft have expressed and Michael. As part of the FAA’s UAS Integration Pilot concerns about the potential safety risks posed by these Program (IPP), a three-year effort to advance more com - new entrants to the skies. Not unlike the case for the taxi plex drone operations, the Chula Vista Police Department drivers, drones are perceived as more of a nuisance than started using drones to enhance the safety of its officers and an aircraft. There are reports of drones flying where they the community by providing a pre-arrival assessment of the shouldn’t be, around aircraft, on runways, and potentially situation when they respond to 911 calls. For the first 1,000 interfering with safe airport operations. missions, average on-scene response time was reduced To address these concerns, the FAA created the part from about six minutes to 2.2 minutes for priority calls. The 107 small UAS rule to increase safety and minimize oper - drones also provided information for dispatchers to deter - ating risks. New regulations were created for recreational mine the number of units to deploy, pinpoint the location drone users, including the requirement to pass The Rec - of a suspect’s discarded firearms, and follow vehicles under reational UAS Safety Test (TRUST), to demonstrate their pursuit throughout the city.
understanding of aeronautical safety knowledge and rules before takeoff. The agency also published the Remote ID rule, requiring drones to provide identification, alti - tude, and location information (a digital license plate) to support the finalization of other rules for expanded drone operations such as package delivery, operations over people, and night operations. But to do this safely, the FAA is working with industry to research detect and avoid capability either onboard the UAS, with ground- based systems, or from a third-party provider, to enable Photo courtesy of the Chula Vista Police Department.
the safe integration of more complex drone operations with traditional, manned flights.
Air Support Tools As we safely integrate, not segregate, these new entrants into the NAS, we can seize the benefits that drones provide as useful air support tools to not only perform jobs more safely and efficiently, but to increase situational awareness in dangerous conditions where we wouldn't want to send a manned aircraft. We currently use drones to help and even save lives in a variety of situations such as public safety, law A Chula Vista Police Department officer with one of the department’s drones.
May/June 2021 17 As we navigate through the COVID-19 public health The reality is that drones are not performing the same jobs emergency, drones are helping people by delivering vac - as traditional pilots. They’re creating entirely new ways to cines, medical equipment, and PPE to frontline workers. solve practical problems that might otherwise be insolvable On-demand drone delivery companies like Flytrex and or dangerous for people and pilots to perform. They provide Zipline are supporting COVID-19 response efforts in new pathways to pilothood, both for those with existing pilot North Dakota and North Carolina. qualifications and for people who are just stepping into the world of aviation. New and exciting job opportunities, such Hey Google, Did Alexa “Move My Cheese?” Even with all the benefits that drones provide in the public realm, the “buzz” is all about the negative effect they could have on the aviation job market. To borrow an analogy made famous by the book, “Who Moved My Cheese,” a best-selling guide to dealing with change in the workplace, traditional pilots fear that drones will “move their cheese.” In other words, there is a false belief that drones will eventually replace traditional pilots with faceless robotic automatons. But even as tech advances and changes, aviation remains a people-oriented business.
Take the autopilot, for example. It’s a useful support tool designed to automate tasks and reduce a pilot’s workload, but it still needs a skilled human to monitor and operate it. Try asking Alexa to make a go/no-go decision! She (it) can’t think on her own or match human experience and decision-making.
18 FAA Safety Briefing as aerial photography and videography, bridge, rail, and util - There’s no shortage of innovation when it comes to drones.
ity inspection, wildlife management, and public service and The technology is not only having a positive impact on soci - rescue have opened up that have never before been consid - ety, but it’s also providing a huge boost to the U.S. economy.
ered or even thought possible. Estimates indicate it could generate $84 billion and create Through the FAA’s IPP program, United Parcel Ser - more than 100,000 new jobs over the next 10 years. Drones vice and WING became the first FAA-certified air carrier are here for good, and for our good, so we must continue to operators for drone package deliveries in the United safely reap the many benefits that drones have to offer.
States. WING is partnering with local business to deliver products to people’s homes in Christiansburg, Va. They Jennifer Caron is FAA Safety Briefing ’s copy editor and quality assurance lead. She is a certified technical writer-editor in the FAA’s Flight Standards Service.
also partnered with a school this past summer to deliver library books to kids staying at home. And UPS Flight LEARN MORE Forward is delivering prescription medications to resi - dents of a large retirement community in central Florida Check out the FAA’s “The Air Up There” Podcast episodes on: so that residents with a high risk of complications from COVID-19 do not have to go out. Amazon’s Prime Air Drones for Good part 135 certification was recently approved for drone bit.ly/AirUpThereFAA delivery operations. Soon, we will fully realize the poten - Drone Package Delivery tial of Advanced Air Mobility, where a highly automated bit.ly/DronePackageDelivery unmanned aircraft could transport a person or cargo across town or even between cities.
UNMANNED UNMANNED FOR FOR
AIRCRAFT AIRCRAFT DRONE DRONE
SYSTEMS SYSTEMS NEWS NEWS
@ FAADRONEZONE
@ FAA
@
FAANEWS
@
UASHELP FAA.GOV
FAA.GOV/UAS May/June 2021 19
Engaging with Academia
ENGAGING WITH
Students from Palomar College (above) and Idaho State University’s
How the FAA is Helping Prepare Tomorrow’s UAS Workforce
UAS program (bottom right) gather for group photos. Both schools are participants in the FAA’s new By Diana Robinson Collegiate Training Initiative that prepares students for careers in UAS-related fields.
20 FAA Safety Briefing re you a college student interested in pursuing a career in the drone industry? Thanks to the FAA’s
A new Unmanned Aircraft Systems Collegiate Training
Initiative (UAS-CTI), students participating in this initia - tive through their institution will have FAA expertise and backing for a career in unmanned aircraft systems, also known as drones. Launched on April 30, 2020, the UAS-CTI initiative is one of three FAA Collegiate Training Initiatives — a network of FAA-recognized relationships with educa - tional institutions that prepare students to pursue an aviation career with the FAA. The goal of the UAS-CTI program is to ensure that UAS-CTI graduates have the knowledge and skills needed to pursue a successful career in a UAS-related field. The UAS-CTI program aims to address workforce Megan Click is the UAS-CTI point-of-contact and a professor for Mountwest Community and development and build a pipeline of UAS qualified pro - Technical College in Huntington, West Virginia.
fessionals to meet the increasing demand in this growing George and I, from the FAA’s Office of UAS Integration, industry. In addition to providing experienced remote pilots, reached out to Minority Serving Institutions such as the the UAS-CTI supports the FAA’s goal of safely integrating Hispanic Association of Colleges and Universities (HACU), new entrants into the National Airspace System.
Historically Black Colleges and Universities (HBCU), and Tribal Colleges and Universities (TCUs). Several of these
Thanks to the FAA’s new
institutions are now a part of the UAS-CTI program.
Unmanned Aircraft Systems
“It is truly remarkable to watch this program grow and
to see action items that were generated from initial UAS- Collegiate Training Initiative
CTI meetings being completed,” said Nicole Hartman,
(UAS-CTI), college students will
Management and Program Analyst in the FAA’s Unmanned
have FAA expertise and
Integration Office. Recent engagement activities include
backing for a career in
two February webinars. The first webinar explained how to start, develop, and maintain a UAS program for colleges unmanned aircraft systems.
and universities. During this webinar, attendees brought up a concern about the lack of UAS job data from the Bureau As of the time of this writing, 71 schools participate in of Labor Statistics (BLS). Without this data, establishing the UAS-CTI and over 135 have requested to join. Pub - and continuing school UAS programs could be in jeop - lic two-year colleges that become a UAS-CTI school will ardy. This information propelled creation of a partnership be designated as members of the Consortium for Small involving the U.S. Departments of Labor, Transportation, Unmanned Aircraft Systems Technology Training. A kick- and Education. Additionally, a BLS Specialty Job Classi - off meeting occurred in September 2020, and a meeting fication work group was created to work with partnering of the Consortium, which is made up of the two-year and federal agencies to modify current job codes and create technical colleges, took place in November. To bolster new ones. The second webinar included an FAA-led dis - diversity in the program, UAS-CTI co-administrators Alina cussion of new UAS rules, and addressed their effect on educational institutions.
New UAS-CTI schools will support the FAA's efforts to expand the aviation workforce of the future while pro - viding additional opportunities for Science Technology Engineering and Math (STEM) students. The relation - ships between the UAS-CTI schools, local governments, industry, associations, organizations, and the FAA are an important engagement milestone for this program, and one that will help sustain future success.
To learn more about the UAS-CTI program, visit bit.ly/UASCTI.
Diana Robinson is a project specialist in the Operational Programs Branch of the FAA’s Office of UAS Integration.
May/June 2021 21
You're Not Alone with Your Drone
You’re Not Alone
with Your Drone
Building Safer Skies Through Education
By Paul Cianciolo he FAA doesn’t want to stand in the way of progress, generally has a younger demographic than general avi - especially when it involves the fun side of flying. ation. The rapid UAS growth in recent years, with more T Everyone has a right to use our nation’s shared airspace than a million registered drones in the U.S., challenged the within the confines of aviation regulations, and the FAA is FAA’s resources in providing public understanding of the there to make sure everyone shares it safely and efficiently. operational rules for exempt recreational flyers and public With so many new players in the airspace, it takes a team of operators, or for remote pilots flying under 14 CFR parts 91, dedicated citizens to build safer skies through education. 107, and 135. Those who want to fly outside the rules require a waiver, an exemption, or a certificate of authorization, and Connecting to You that process can be complicated — especially for remote pilots who are new to the regulatory landscape for aviation.
The C ross O rganizational N etworki N g, E ducation, and Conventional approaches used for traditional aviation C ommunications T eam for U nmanned Aircraft Systems did not produce improvement, so the agency needed a (UAS) — or connectU for short — was formed in 2016 as new direction. In 2018, connectU launched an advertising an interdependent outreach group for both internal and campaign for a series of webinars aimed at helping the UAS external stakeholders, managed under the FAA Safety Team community understand the waiver application process.
(FAASTeam) in the FAA’s Aviation Safety Organization. Its These webinars included a live question and answer session 12 members span the agency to include experts from com - with a team of subject matter experts. The webinars, which pliance and enforcement, legal, communications, air traffic, were initially dedicated to waivers that enable specific and UAS integration.
operations, became so successful that topics expanded ConnectU has helped pioneer new approaches to com - to include the small UAS (sUAS) operational rules and munication and outreach for the drone community, which 22 FAA Safety Briefing FAASTeam’s passion for aviation safety education. They are selected based upon their expertise, professional network, and communication resources. DronePros are a force multiplier for the FAASTeam’s UAS safety outreach and communication efforts. Their personal and professional networks enable wide dissemination of UAS safety-related information, regulation, policy, and guidance.
DronePros play a vital role accomplishing the FAAS - Team's mission of lowering the nation’s aviation accident rate by conveying safety principles and practices through train - authorizations for drone operations at night, beyond visual ing, outreach, and education, while establishing partnerships line of sight (BVLOS), in certain airspace, from a moving and encouraging the continual growth of a positive safety vehicle or aircraft, with multiple sUAS, right of way, and culture within the aviation community. DronePros serve flights over people.
the UAS community by sharing their time, resources, and ConnectU also created a social media campaign to professional experience to create a positive safety culture.
zero in on the UAS community at large about the waiver Due to the fast-paced and dynamic environment of drone application process. The campaign itself resulted in 167,353 guidance, policies, and procedures, DronePros have a direct video views and 218,970 clicks to more detailed content.
link to the FAA so they can keep their professional networks Aviation Safety Inspector Guido Hassig is the connectU in the know. For example, DronePro quarterly webinars group’s team lead. You can read more about him in the FAA cover subjects contained in the newly published FAA regu - Faces department in this issue. He stressed that creativity lations like remote identification, testing and recency, and and passion for the work was critical to successful estab - operations over people and moving vehicles.
lishment of A key characteristic for a successful DronePro is the
an effective FAA’s UAS Support Center
ability to influence members of the UAS community and training effectively communicate safety information to a large num - “When in doubt, tool, one ber of operators. The FAA is seeking DronePros with any of
give us a shout.”
that earned the following characteristics:
1-844-FLY-MY-UA
internal FAA • Individuals with an established YouTube channel recognition as featuring best practices and procedures for safe recre - the most effective team in 2019. Innovative, outside-the-box ational flyer operations with thousands of subscribers.
thinking, combined with a passion for improving UAS safety in the National Airspace System (NAS), led to success. • Owners of a successful online model aircraft and drone supply business who routinely interact with customers.
ConnectU continues its outreach with regularly sched - uled General Aviation Safety Assurance (GASA) training • Instructors with a drone training academy that serves webinars, which recently included a “deep dive” into the future remote pilots and public safety organizations.
rules and regulations. Interdependence with other FAA • Drone consultants who specialize in assisting remote lines of business and critical thinking shape answers to pilots and companies in preparing applications for stakeholder questions, and contribute to effective rulemak - operational waivers, exemptions, or authorizations.
ing and helpful guidance.
To become a DronePro, the first step is to contact a FAAS - Team Program Manager (for operations) at your local FAA Proactive Pros Flight Standards District Office (FSDO). Go to Understanding the differences between traditional and FAASafety.gov, click the Resources tab, and then FAASTeam remote aviators has been one of the biggest challenges for Online Directory. Click on the applicable state and look for the FAASTeam. Communicating with a new demographic “program manager” in the list. FAASTeam Program Man - requires new thinking, because UAS operators sometimes ages are a DronePro’s personal connection to the FAA.
struggle to understand established aviation terminology and To see if there are any other DronePros near you, type in the need for a regulatory environment. Advisory Circulars “DronePro” in the keywords box.
(ACs) — well known to traditional pilots — have not always The FAASTeam, with their connectU group and Dro - reached or been understood by the UAS community.
nePros, serve as a beacon of safety in the NAS. They are Consequently, the FAASTeam created a new category dedicated to building safer skies through education.
of FAASTeam Representatives called DronePros. Drone - Pros are talented volunteers within the UAS community Paul Cianciolo is an associate editor and the social media lead for FAA Safety Briefing . He is a who possess expertise in UAS operations and share the U.S. Air Force veteran, and an auxiliary airman with Civil Air Patrol.
May/June 2021 23
Checklist
SUSAN K. PARSON CHECKLIST
HOW DO I ... ?—FAA RESOURCES FOR UAS
Whether you are a traditional on Feb. 1, AC 107-2A is intended WHAT TYPE OF DRONE FLYER ARE YOU?
pilot looking to expand into to provide guidance for conducting Recreational Flyer and Modeler piloting drones, or a newcomer small UAS operations in the National Community-Based Organization attracted to the utility and acces - Airspace System in accordance with Certificated Remote Pilot or Commerical Operator sibility (not to mention the fun) 14 CFR part 107. Even if you’re famil - Public Safety or Government User of Unmanned Aircraft Systems iar with the original version of this (UAS), you might be a tad uncer - AC, it’s never a bad idea to refresh Educational User tain about options, procedures, your knowledge. This version also Not sure? We'll help you figure it out.
and requirements. The FAA web - includes new material on part 89, the site’s UAS Portal is here to help. Remote ID rule, starting in section When you enter the portal (see Clicking on the “not sure” link uses 5.17. As the text indicates, the FAA Learn More is providing further information on a simple set of questions to pinpoint
The very top
for link), precisely what you need for the pur - Remote ID in two additional ACs: AC
you will find 89-1, Means of Compliance Process for of the
pose you have in mind.
a landing In addition to the decision tree, Remote Identification of Unmanned
FAA website’s
page with Aircraft ; and AC 89-2, Declaration of the FAA website’s UAS landing page
UAS landing
links to a offers quick links to everything Compliance Process for Remote Identi -
page provides
full range of fication of Unmanned Aircraft .
from the B4UFly app to the “Drone resources. Zone,” along with information about
links to
Keeping Current For those keeping your remote pilot certifi -
information
The FAA website’s UAS portal also start - cate current. The information is also
on the newest
ing from includes information on keeping your available in Spanish.
remote pilot certificate current. (Note: regulations
scratch, the Remote ID screenshot In addition, the FAA website’s Air - for UAS.
man Testing page offers links to the shows the The very top of the FAA website’s decision UAS landing page provides links Airman Certification Standards for Remote Pilot Certification.) There’s tree — and, as the text at the bottom to information on the newest reg - indicates, we can help you figure out ulations for UAS. You will want a lot more information on the UAS portal, so it’s worth spending some which category you need to explore. to read the information carefully, but you might find the time to get acquainted with the full range of options for expanding your graphic summary on the Remote ID overview aeronautical repertoire. Enjoy!
page particularly helpful.
It summarizes the three Susan K. Parson (susan.parson@faa.gov) is editor of FAA Safety Briefing and a Special Assistant in the FAA’s Flight ways that a remote pilot Standards Service. She is a general aviation pilot and flight can comply with the new instructor.
requirements.
LEARN MORE New Advisory Circular 107-2A FAA UAS Portal Hot off the press, as faa.gov/uas this issue of FAA Safety Briefing goes to print, is AC 107-2A — the updated version of the Small Unmanned Aircraft System (UAS) FAA’s Advisory Circular bit.ly/SmallUAS (PDF) on Small UAS. Issued 24 FAA Safety Briefing
Dreaming of Space
NASA photo by Terry Zaperach.
Dreaming of
How the FAA is Enabling a
Ticket to the Final Frontier
By James Williams May/June 2021 25 e often view space, and space transportation, as The Technology Cycle of the Final Frontier a descendant of aviation, but in reality both are Despite Goddard’s pioneering work on rocketry, the United
W a story of parallel evolution. In the same year
States entered and even exited World War II as a laggard in (1899) that the Wright Brothers began to test wing warp - the technology. The Germans proved that major govern - ing, Robert Goddard set his goal of space flight. While ment support and resources would be required to make the the Wrights would meet success only a few years later, kind of advancements that Goddard dreamed of and the Goddard would have to wait a couple of decades to make United States would later achieve. Almost all of Goddard’s his first successful flight in 1926. The Wrights saw their support came from private donations and sponsorships.
accomplishment move to large scale operational use, and The rest of the Space Race history is well told elsewhere.
more importantly, rapid development, during World War Today, spacecraft are turning back to private ownership I. Goddard’s work, on the other hand, would have to wait and operation. While still very sophisticated and expensive, until World War II to be developed, and then ironically not the technology is now at the point where private companies in his own country.
are taking up the role of space transportation.
The Germans and Soviets put rockets into wide-scale operational use as ersatz artillery. From there, other But What Does That Have To Do With The FAA?
applications of rockets included air to air/ground rockets “Nobody wants to be regulated,” explains Wayne Monteith, and anti-tank weapons. But the Germans would embrace the FAA’s Associate Administrator for Commercial Space Goddard’s liquid fueled rocket concept most directly, pro - Transportation, on a recent episode of “The Air Up There” ducing both the world’s first long-range ballistic missile, the Podcast (faa.gov/podcasts). “But understand why we need (A-4/V-2), and the only operational rocket plane (Me-163).
traffic signals … you expect that a car with a red light will The Second World War showed without a doubt that rock - stop and probably 99.8% of the time they do stop. But etry could be employed at scale and that the technology to sometimes they make a risk calculation, it’s yellow, maybe fulfill Goddard’s dream was close at hand.
orange, and push it just a bit,” he continued. “Most of the time when they go through that light nothing bad happens, but occasionally something does. So our job is to make sure that the operator understands what the regulations are and NASA photo.
that they don’t push that extra bit of risk when something can go terribly wrong.” NASA photo.
Robert Goddard in March 1926 next to his early liquid-fueled rocket which would make its A captured A-4 rocket being test launched by the U.S. Army at White Sands, New Mexico in 1946.
first successful flight days later.
26 FAA Safety Briefing solution to managing the traffic and gaining efficiency.
Directing Traffic to Space Dynamic launch windows allow us to take advantage of The first challenge to commercial space operations is one triggers within the launch operator’s missions that we can of airspace. Any expansion beyond traditional govern - use to be even more efficient.” ment space launches and launch sites would require new One process in particular that has caught Freer’s procedures. Especially after 9/11, space launches could excitement is the Space X operations procedure that uses massively impact aviation operations. The post 9/11 shuttle a liquid oxygen load. “They fuel their Falcon 9 rocket launch restrictions basically shut down my home airport in about 40 minutes prior to launch, and once we get that Melbourne, Fla. for days at a time. So increasing the tempo liquid oxygen load, they are committed to a T0 [launch] of launches, and the number of launch sites, means that ad and we can start moving traffic based on that trigger,” he hoc methods used in the past to separate air and space traf - explains. “We’re doing that in other places, and it’s a really fic were no longer going to be an effective solution. Today, exciting collaborative effort that we’ve worked out with the FAA has licensed domestic launch sites in Florida, the launch operators.” It minimizes the time that airspace Alaska, California, Texas, New Mexico, Colorado, Okla - is restricted and other NAS operations are impacted.
homa, and Virginia with many more planned in the future.
This improves on the previous process which relied on In “The Air Up There” Podcast, Duane Freer, the FAA’s blocking airspace for the entire launch window until the manager for space operations, explains how it works. “At spacecraft launch was completed or the mission was offi - the FAA, when a rocket launches, we have to build a hazard cially scrubbed.
area around it to protect both the public on the ground Another system Freer highlighted was the Space Data and the public in the air. We work with the air operators Integrator (SDI), which allows launch operators to share and the launch operators to move traffic and aircraft and to telemetry data from the spacecraft with the FAA directly clear airspace around the rocket so it can get to space safely.
to monitor the status of their mission. The goal is to have This is called NAS (National Airspace System) integration.
the SDI operational by the time you read these words (in The goal is to move the traffic out of and back into the area Spring 2021). The SDI will allow even more tailoring of as efficiently as possible around the space operation.” operations around space launches in real time with access To do that successfully requires both collaboration to high quality data. The FAA currently has deals with and innovation. “We’ve got new processes, such as time- several launch operators and is looking to add more as the based launch procedures and dynamic launch and reentry SDI comes online.
windows,” says Freer. “We’re trying to take a time-based NASA photo by Kim Shiflett.
NASA employs a small fleet of airplanes, helicopters, and boats to coordinate launch activities and escort intruding aircraft out of the launch area.
May/June 2021 27 Inspectors who ensure that launches are being conducted A Ticket to Space in accordance with regulations. One key difference is that While airspace is an obvious area of concern for the FAA, under Title 51 of the United States Code, the FAA is also the agency must also handle the licensing of launch and tasked with enabling the nascent industry while still pro - reentry operations and spaceports. It might initially seem tecting the public.
that the National Aeronautics and Space Administration The goal is to provide a clear framework for all opera - (NASA) would be the agency charged with such responsi - tors to use. It should provide room for new entrants while bility, but NASA is primarily a research and development easing the path for existing operators to expand their agency, not a regulatory one. So while they have great operations. The FAA’s job is to provide a safety standard to expertise in spacecraft operations, they are not charged protect the public. To that end, last year saw the first-ever NASA-crewed mission to be licensed by the FAA with
Last year saw the first-ever
more to come in the future. This approach allows the FAA
NASA-crewed mission to be
to focus on public safety while NASA focuses on the mis - sion. It is also a stepping stone to future commercial space
licensed by the FAA with more
operations with space flight participants.
to come in the future.
With several space flight operators seeking to put civil - ian participants in space this year, the time for Goddard’s with regulating new entrants to the NAS. As commercial dream to become reality for the general public is coming.
space operations expand, safe integration into the NAS is The FAA’s mission is to make sure that it can be done safely.
key. That’s where the FAA’s experience really shines. The Fusing these two disparate users into one safe NAS is the FAA has decades of experience certificating airports, air key to growing commercial space operations to the point carriers, and air operators that can be translated into this where one day space travel might be available to almost area in collaboration with NASA. The agency also has anyone. With a set of straightforward rules and regulations, authority to issue safety approvals under the Commercial combined with the competition of innovative minds, we Space Launch Act for many aspects of commercial space are taking important steps in that direction.
activities. For more details on how this works you can check out “Spaceports Launch the Next Frontier in Flight” James Williams is FAA Safety Briefing ’s associate editor and photo editor. He is also a pilot from our May/June 2016 issue ( bit.ly/FAASB-Arc ). It also and ground instructor.
mirrors the FAA’s surveillance operations including Safety NASA photo by Bill Ingalls.
NASA astronauts Bob Behnken, left, and Doug Hurley in a mockup of the cockpit of a commercial launch vehicle.
28 FAA Safety Briefing
May/June 2021 29
Drone Debrief
ALINA GEORGE DRONE DEBRIEF
WHAT’S IN A NAME?
“That which we call a rose by any other name would smell as sweet.” — William Shakespeare Shakespeare’s Juliet offered those famous words to profess love for Romeo and assert that a name is just that — a label. A name doesn’t change anything about the rose.
So how do these words apply to an unmanned aircraft system (UAS)?
You’ve probably noticed already that there are many names for UAS. A UAS can be called a drone, or a worker bee, or even a quadcopter. What about an unmanned aerial vehicle or UAV? Is there a “correct” term?
Let’s start at the beginning. The overarching colloquial term for all A quadcopter UAS.
remotely piloted aircraft is “drone . ” (RPIC), or a visual observer, be able FAA’s UA term are really just part of The FAA adopted this industry des - to see the UAS at all times while the a UAS. Either term can refer to fixed ignation to complement the agency’s aircraft is in the air. wing UAs, which look like airplanes, initial UAS term and describe any “Unmanned Aerial Vehicle” or rotorcraft such as quadcopters aircraft without a pilot onboard, (UAV) is used by industry inter - or other multirotor aircraft. The regardless of size, shape, or capabil - changeably with UAS; however, the term UAV is mostly associated with ity. Beneath this umbrella term are FAA has chosen under the newly military aircraft, but can be used for several interchangeable terms (e.g., published regulation 14 CFR part a variety of other functions. UAV can UAS, RPA, or UAV). Others denote 89 to define the term “unmanned also be semi-autonomous, mean - categories (e.g., first-person-view or aircraft” (UA) as the aircraft itself, ing that the aircraft performs using model aircraft). Each has a slightly to distinguish the system from the sensors, a ground control system, and different use and connotation. Now aircraft. Industry’s UAV term and the specific software programming.
for a closer look: “Unmanned Aircraft System” (UAS) is used interchangeably with “drone,” although a UAS is a “system” of three parts, with “drone” referring to the aircraft itself. In addition to the drone (aircraft), the UAS includes the control station and the communica - tion link between the control station and the aircraft. A UAS can employ a fixed-wing or rotor. It is piloted by a person not in the aircraft and gener - ally located on the ground. The FAA’s rule, following the statute, requires that the remote pilot-in-command A General Atomics Predator C/Avenger UAV.
30 FAA Safety Briefing DRONE DEBRIEF Model aircraft were around before airplanes were invented; in fact, the first model aircraft, dating back to 200 BCE, was found in Egypt in 1898. Model aircraft are made from a variety of materials and use a variety of propulsion methods. Flying models are typically radio controlled, flown for recreation only and, since the FAA Reauthorization Act of 2018, defined by the FAA as unmanned aircraft.
Static models are generally used as decorations. Model aircraft can differ from drones in their communication and control systems and functions.
One example of the controls of a Remotely Piloted Aircraft System.
“Remotely Piloted Aircraft “First-Person View” (FPV) is a System” (RPAS) is the preferred subcategory of UAS. Though remotely international term for UAS. Aviation positioned, the remote pilot still has agencies such as Eurocontrol, the an onboard-the-aircraft view via International Civil Aviation Organiza - a camera feed sent to goggles or a tion (ICAO), and the European Safety monitor. Both fixed wing and multi - Agency (EASA) use RPAS. It does not rotor aircraft can have FPV, which is apply to autonomous aircraft, which known for its precise flying and used would still be called UAVs. frequently in drone racing.
A model aircraft.
By Any Other Name With interest growing in gender-neu - tral language across the aviation industry, the FAA has asked its Drone Advisory Committee for recom - mendations on terms that promote inclusion. Regardless of the eventual conclusion, though, Shakespeare had the right idea: by any name, these air - craft are useful, interesting, and fun.
Alina George is a project specialist in the Operational Programs Branch of the FAA’s Office of UAS Integration.
A First-Person View UAS.
May/June 2021 31
Nuts, Bolts, and Electrons
JENNIFER CARON NUTS, BOLTS, AND ELECTRONS
AIRCRAFT MUFFLERS — THE HIDDEN DANGER YOU NEED TO KNOW
What if I said that the exhaust system If you are an owner/operator, Inspections, checks, and inspection processes should be accomplished in muffler on an airplane is just as criti - removing exhaust system components cal as the main rotor retaining nut on is not preventive maintenance; how - accordance with the manufacturers’ recommendations. Additionally, FAA a helicopter? Would you agree? There ever, you should acquaint yourself is no doubt that if that nut fails, the with the configuration, pieces, and Advisory Circular 43.13-1B provides guidance on pressure testing exhaust rotor will lift off the shaft and your parts that make up the exhaust system next stop is likely the pearly gates. But on your airplane. This will help you system components for both installed systems and for removed components.
did you know that if the exhaust muf - to identify abnormal areas or areas fler is faulty or fails, the consequences that may have changed since the last If you, or other mechanics in your shop, see either brand new issues can be equally catastrophic? In fact, inspection. You are primarily respon - this is one of the components on an sible for ensuring that defects are or “that same old problem” with an exhaust system component, please airplane where just a single point of repaired between required inspections.
failure could result in fatalities, seri - Have your mechanic take the report it — file a Malfunction/Defect Report (MDR) at av-info.faa.gov/sdrx.
ous injuries, and/or a total loss of the exhaust system off and look inside.
aircraft. Leaks, metal fatigue, or struc - Mechanics should remove the heat You’ll find it under the Public Functions tab. It’s confidential — you can remain tural failure in the muffler can cause shroud and inspect the heat exchanger either a partial or complete engine and ducting connections. The FAA anonymous if you choose — and there are no consequences for reporting.
power loss, a fire, or allow the “silent recommends that exhaust stacks, killer,” carbon monoxide, to find its mufflers, and tailpipes be replaced “We rely on voluntary feedback from maintenance professionals like you, on way into the cabin heating system and rather than repaired, since special tools poison all aboard. and welding skills are needed. When the front lines of the industry, to help us collect data, understand trends, and The FAA is taking a closer look at exhaust system repairs are necessary, what appears to be an increasing rate the FAA strongly encourages consul - catch problems early,” says Bartron.
To learn more about inspection of fatalities and injuries attributed tation with an FAA-certificated repair to failures in general aviation (GA) station. “Yes, it may be time consum - techniques for GA aircraft exhaust systems, take the AMT Core Course, exhaust system mufflers. “We iden - ing, and owners/operators may not tified 23 accidents/incidents, from consider it to be the most important Aircraft Exhaust Systems (ALC-498) at FAASafety.gov.
2011 to 2019, where faults or failures system on the aircraft,” says Bartron, in GA exhaust systems were a causal “but they need to be fully aware of the factor,” says Michael Bartron, Aero - life-saving and cost benefits of taking Jennifer Caron is FAA Safety Briefing ’s copy editor and quality assurance lead. She is a certified technical space Engineer in the FAA’s Safety a look on the inside.” Bartron adds writer-editor in the FAA’s Flight Standards Service.
Program Management branch. “What that there are simple, non-destructive we’re finding is wear and damage ways for mechanics to improve their LEARN MORE on the inside of the exhaust system. visual evaluations. “You could use a The muffler may be failing in a way borescope inserted into one end of the FAA Advisory Circular 91-59A, Inspection and that’s not readily visible to a pilot or a removed muffler,” says Bartron.
Care of GA Aircraft Exhaust Systems mechanic who’s only looking on the bit.ly/GAExhaustSystems (PDF) outside,” he explains.
Internal muffler failures account FAA Advisory Circular 43.13-1B, Acceptable Methods, Techniques, and Practices – for nearly 20% of the total number of Aircraft Inspection and Repair , (pp. 8-45 to 8-51) exhaust system failures with erosion bit.ly/ExhaustSystemInspection (PDF) and carbonizing as the primary cause.
If there’s damage starting from the AMT Handbook-Powerplant Vol.1, FAA-H-8083- inside out, you have no way of catch - 32A, (pp. 3-22 to 3-26) ing it until there’s a rapid failure and bit.ly/AMTHandbook8083-32A then it’s too late.
Photo by Adrian Eichhorn.
32 FAA Safety Briefing
Angle of Attack
TOM HOFFMANN ANGLE OF ATTACK
GETTING THE BIG PICTURE ON GA ACTIVITY
tools for gathering data about what “We’re here to help,” says Peg “Would you recommend this pilots think or want when it comes Krecker, project manager with Tetra product to a friend?” to new products, services, or policy Tech, the firm contracted by the FAA “How satisfied were you changes. But there are surveys that to conduct the survey. Peg encourages with your order?” do more than just inform. Some can anyone to call or email if they run into “Please state your level of significantly impact aviation infra - any problems or if they receive separate agreement with the following ...” structure and program funding, affect surveys for multiple aircraft. “We can With so many survey requests bom - staffing and service levels, and provide work with these larger fleets by using a barding us these days, I might be insightful data that could improve shorter survey form, or by conducting inclined to add them to the proverbial safety for all National Airspace System the survey over the phone,” says Peg.
list of guarantees in life, alongside users. The survey that claims d ) all For anyone concerned about confi - death and taxes. Despite their per - of the above is the annual General dentiality, Peg assures that responses vasiveness in nearly every aspect of Aviation and Part 135 Activity (GA) are only reported in highly aggregated our lives, today’s era of online and Survey. This important survey, now form (e.g., by aircraft type or region) automated transactions has made sur - in its 43rd year, is the FAA’s singular and can never be traced back to an veys an increasingly essential way of source of information on the GA fleet, identifiable individual.
life for most organizations. Although the number of hours flown, and the But there’s still the matter of why I may occasionally lament a survey ways people use GA aircraft. this survey is so important. Accord - popping up via my phone or email, I Perhaps you received the survey ing to the FAA’s Office of Accident understand the value they offer to not postcard in the mail and thought Investigation and Prevention, statistics only the requesting entity in terms — eh, I don’t have time now, but I’ll derived from the final GA Survey help of data collection, but to others who get to it later (and then didn’t). Or, provide a basis for analytical work per - may rely on my candid feedback to maybe since you didn’t really fly much formed throughout the agency, which make their own personal decisions. I (or at all) last year, you might think, in turn provides several direct benefits also understand that by not providing why bother? Whether you flew a to the GA community. For example, information about a particular prod - lot, a little, or not all, the FAA is still the FAA uses hours flown and active uct, service, or viewpoint eliminates relying on you to respond so that all aircraft information by type of flying an important opportunity to have my types of activity are represented. If for safety analyses, forecasting, and voice heard and gives way to having time is a factor, know that the survey planning. The data also helps the FAA an unwanted or negative experience can be completed online in about ten and NTSB calculate accident rates, more likely to recur. minutes. Prefer paper? We got you spot trends, and determine safety Of course the aviation sector is no covered; a hard copy version will be performance among different aircraft stranger to surveys. They are excellent mailed to you with prepaid postage. types and configurations. Another benefit is the ability to use lifetime air - frame hours in aircraft fatigue studies rd to determine mean time failures and The 43 Annual GA and Part 135 Survey is underway!
aircraft maintenance cycles.
So there’s a few good things to consider when you see that GA survey postcard arrive in the mail. For detail on the GA Survey, or to review results from previous years, go to bit.ly/GenAvSurvey .
Tom Hoffmann is the managing editor of FAA Safety Briefing .
He is a commercial pilot and holds an A&P certificate.
May/June 2021 33
Vertically Speaking
GENE TRAINOR VERTICALLY SPEAKING
HELICOPTERS AND DRONES
Go to any park nowadays and you some aerial applications, transmission will likely see drones, or unmanned line inspections, pipeline patrols, and aircraft systems (UAS). It all seems wind turbine inspections.
so normal. Just 10 years ago, the Here are some tips from the skies were largely free of UAS. Now, USHST to avoid airborne conflicts however, the surging popularity of with a UAS.
drones presents some challenges to • Use available helicopter lighting the helicopter community. To help to increase visibility for UAS foster safe integration, the FAA has operators.
developed rules to help remote pilots • When climbing, consider a cruise installed, unless the drone is operated navigate the skies safely. Over the climb that maximizes visibil - at an FAA-Recognized Identification next two years, UAS operators and ity. Helicopters are particularly Area (FRIA) sponsored by a commu - manufacturers face deadlines to install vulnerable to a UAS strike when nity-based organization or educational remote identification technology that they lift off or land.
institution ( bit.ly/FAAFRIA ). Remote will help authorities better track UAS.
• Listen to radio reports, including ID allows the FAA and other authorities Readers of this column may recall on 121.5 MHz, of UAS sightings.
to identify a UAS, its location, the time FAA Safety Briefing’s May/June 2017 • Conduct a high reconnaissance of operation, and assists in determining issue about some specific UAS air - flight at off-airport landing whether the drone poses a security risk.
space conflicts ( bit.ly/FAASB-Arc ).
locations to provide a visual and UAS manufacturers must install this These prevented public safety heli - aural warning to nearby UAS technology no later than September 16, copter teams from firefighting and operators.
2022. No UAS that is required to have conducting a rescue in California, and Remote ID can operate in the United • Keep airspeeds at or near the best UAS interferences resulted in cancel - autorotation speed when flying States after September 16, 2023 without lation of medical flights in Texas.
low; flying higher improves safety this technology installed, unless the Such incidents persist. In Novem - margins.
UAS is flown in a FRIA.
ber, the FBI arrested a man after his “In its most basic form, Remote ID UAS crashed into a Los Angeles Police • If you need to move quickly to can be described as a ‘digital license Department helicopter. The helicopter avoid colliding with a drone, note plate’ for UAS,” says Ann Cihon, a that windscreens, jet intakes, and was responding to a crime scene when program manager with the FAA’s UAS the collision occurred, forcing an emer - rotor systems are particularly Integration Office. “Remote ID is nec - vulnerable to drone strikes. You gency landing. The drone damaged the essary to address aviation safety and helicopter’s nose, antenna, and bottom could actually increase risk of a security issues regarding UAS opera - strike, depending on how you cowlings. A vehicle was also damaged as tions in the National Airspace System.” the drone fell from the sky. maneuver to evade a drone.
Drones clearly offer many ben - The FAA receives more than 100 • Report UAS collisions or near efits. The government-industry sightings of improper drone operations misses to an FAA Flight Stan - United States Helicopter Safety Team each month. The FAA has warned that dards District Office (USHST) studied five fatal accidents operating drones around airplanes, ( bit.ly/FAAFSDO ) or the appro - involving cattle mustering, frost pro - helicopters, and airports is dangerous priate Air Traffic Control facility.
tection, cherry orchard drying, and and illegal and that violators face stiff For a more complete list, visit low-altitude law enforcement search fines and criminal charges.
bit.ly/USHSTDroneBulletin and scroll operations and concluded that UAS Identifying violators will get easier.
down to BULLETIN Drones 4.
could supplement helicopter opera - On Jan. 15, the FAA issued a final rule tions in these areas and help reduce that requires all UAS weighing over Gene Trainor is a communications specialist/technical the risk for manned operations. The 0.55 pounds to have remote iden - writer with the FAA Compliance and Airworthiness Division USHST also recommended UAS for tification (Remote ID) technology and a Rotorcraft Collective team member.
34 FAA Safety Briefing
Flight Forum
FLIGHT FORUM throughout Alaska altitude hold set just 300 feet higher which allows for could have saved a life at more adequate medium.com/faa/so-things-dont-go- preflight weather bump-in-the-night-ef5c1bcb6751 .
analysis by the air - Really great article!
man. Thanks again — Malcolm for what you do for aviation accident Big Data, Little Team — How You prevention.
Benefit from the FAA’s Surface — Charlie Safety Metric Thanks for the Don’t be careless or overconfident kind feedback and just because you’re on the ground.
Check out our GA Safety for sharing your story about how tough Treat the surface just like the sky; CFIT is in Alaska. It’s very sad to hear Facebook page at “aviate” by taxiing with caution, Facebook.com/groups/ about these accidents, especially the “navigate” by reference to an airport ones where VFR into IMC is the factor.
GASafety diagram, and “communicate” with We always think that would never hap - ATC when you need time, clarifi - If you’re not a member, we pen by us, but when you throw in the cation, or a little more assistance.
encourage you to join the group pressure of “get-there-itis” for example, Learn more at medium.com/faa/ of over 14,000 participants in the it can be hard to overcome. Our FAA big-data-little-team-994501057ff .
GA community who share safety Safety Briefing team works hard to give principles and best practices, readers some food for thought, so that participate in positive and safe Let us hear from you! Send your com - maybe one of these ideas/safety tips engagement with the FAA Safety ments, suggestions, and questions to winds up improving flying skills, or best Team (FAASTeam), and post rel - SafetyBriefing@faa.gov . You can also case, ends up saving a life. That’s what evant GA content that makes the reach us on Twitter @FAASafetyBrief or counts, and that’s what motivates us to National Airspace System safer.
on Facebook at facebook.com/FAA .
push on!
We may edit letters for style and/or Check out our new blog length. Due to our publishing schedule, Getting Your Package Delivered By on Medium at responses may not appear for several Drone?
medium.com/FAA . issues. While we do not print anony - It could happen sooner than you mous letters, we will withhold names think! Listen to 'The Air Up There' to On the Plane, Snow is Glistening … or send personal replies upon request.
learn more about how FAA BEYOND If you have a concern with an imme - participants, UPS and Wing, use Wet Snow can freeze on contact diate FAA operational issue, contact drones to deliver goods. Full episode with aircraft surfaces and pose a your local Flight Standards Office or air at bit.ly/DronePackageDelivery. hazard for structural, engine, and traffic facility.
windshield ice accumulation. Read “See”-FIT to Avoid Terrain medium.com/faa/on-the-plane- Great job on your CFIT article in snow-is-glistening-575dacafbcb1 to the Nov/Dec 2020 issue ( medium.
learn more.
com/faa/look-up-look-out- I've never seen snow that didn't 437a0214f43b ). You bring up some bring visibilities down to either very good points for our pilots to IMC, or low enough that novice use to defend themselves against pilots should definitely avoid.
this silent and insidious killer.
— Mark While flying in Alaska for 35 years, I saw many mountain passes littered So Things Don’t Go Bump on a with aluminum. Most of them Clear, Night Flight were VFR flights in very marginal Even experienced pilots can miss weather. These graveyards have something as big as a mountain decreased with the use of weather at night. Read the story of how an cams installed at many of the passes May/June 2021 35
Postflight
SUSAN K. PARSON POSTFLIGHT
RUMINATIONS ON REMOTENESS
“remote” to describe full-time telework A love/hate relationship with certain looks. In some cases, especially for the in favor of more accurate terms like words is possibly an occupational haz - more sophisticated drone operations, “distributed” or “virtual” workforce.
ard for those in the word-wrangling the drone pilot has complex crew profession. I have a weird distaste for resource management (CRM) respon - Words Matter the word “remote,” which might seem sibilities for a multi-member crew.
It doesn’t really work to say that a even more strange in view of the way As you have read in these pages, the drone pilot is a “distributed” pilot, and I gleefully use the “Home” app on my proliferation of drones and other new we are probably stuck with the official iPhone to remotely (ahem) control technologies has also required the certification title of “remote” pilot.
virtually every light in my house. development of new, more sophisti - My hope, though, is that we don’t fall So why do I cringe to read about cated traffic management technologies into the trap of thinking that pilot - “remote” employees and, yes, “remote” and procedures. So called “remote” ing a drone is a distant, no-brainer pilots? Let me explain. pilots need to be closely dialed in to kind of activity. Since we debuted the what that emerging technology will What’s in a Name?
Drone Debrief department in FAA (and won’t) do. The evolving regu - Safety Briefing a few years ago, I have According to the dictionary, the word latory structure is another challenge learned that drone flying is anything “remote” means “having very little requiring the drone pilot’s close and but simple. Just like traditional pilots, connection with or relationship to” continuing attention.
drone pilots have to understand their something. When it comes to school, Bottom line: there is nothing aircraft — what it can do, and what is work, or flying aircraft, though, using “remote” about safely piloting a drone, beyond its performance capabilities.
“remote” because of physical distance and all pilots would do well to stay Drone pilots have to have knowledge is at best misleading. Years ago, I closely connected to everything it takes of airspace, weather, and operating earned a graduate degree as a “remote” to excel at our aircraft flying craft.
rules. They must have skill in oper - student. It was convenient to attend ating the drone. I haven’t done much class from home and on my sched - Susan K. Parson ( susan.parson@faa.gov ) is editor of FAA Safety drone flying, but I have done enough Briefing and a Special Assistant in the FAA’s Flight Standards ule, but I quickly learned the truth Service. She is a general aviation pilot and flight instructor.
to know that it’s a lot harder than it in the wry observation that clicks are much tougher than bricks. When I took face-to-face college courses, I simply went to class, took notes on the lecture, nodded to my classmates, and dashed off to the next one. In the “clicks” environment, though, I had far more connection and relationship to school because it took a lot more time and active effort to participate at all — never mind the time for all the reading and homework. Having been a “remote” employee (full-time tele - work) for several years, I knew even before COVID-19 forced telework on everyone that it requires more effort — not to mention more hours — to stay in the loop. Modern communica - tion technologies — Zoom meeting, anyone? — keep us more connected than ever. That’s why I shun the use of 36 FAA Safety Briefing
FAA Faces
PAUL CIANCIOLO FAA FACES
GUIDO HASSIG
Aviation Safety Inspector , FAA Safety Team
Growing up in a small town in upstate original title for a FAA Safety Team New York, Guido Hassig took his first Representative) and began writing an airplane ride when he was 12. The aviation safety program newsletter.
life-changing flight was with a family This work eventually led to a job as an friend who owned a Piper Cherokee aviation safety inspector with a FSDO and a private grass airstrip. That spark in North Carolina.
ignited his love for aviation. Guido now works with the national After earning a shiny new bach - FAA Safety Team (FAASTeam) serv - elor’s degree in philosophy, Guido ing as team lead for the connectU quickly realized that there were not a group — or C ross O rganizational lot of jobs for philosophers. That real - N etworki N g, E ducation, and C om - ization fanned the old aviation spark munications T eam for U nmanned from earlier years back into flame. Aircraft Systems (UAS). Only a This effort will make the exam He figures that if Aristotle said that philosopher could come up with that accessible to all recreational drone “happiness is the highest good,” then kind of acronym!
flyers and provide information on best aviation must be the highest calling. The connectU group includes four practices and educational resources Following years of training, Guido subject matter experts who special - to ensure safe drone operations. The worked in the aviation industry both ize in UAS, also known as drones.
test was developed with input from as a pilot and maintenance techni - Responsibilities include supporting the drone community to demonstrate cian. While attending an FAA safety the FAASTeam’s mission as it relates a recreational flyer’s understanding seminar at the local Flight Standards to UAS outreach, and providing UAS of aeronautical safety knowledge and District Office (FSDO), Guido decided performance support to the FAA’s rules for operating unmanned aircraft.
to volunteer as a safety counselor (the Office of General Aviation Safety Aviation safety has always Assurance (GASA).
relied on effective communication “The biggest challenge in reaching between pilots, technicians, air traf - out to the UAS community is that fic controllers, airports, dispatchers, drone language is not the same as and many others.
with traditional aviation,” said Guido.
“Now that remote pilots have “Communicating with new groups been added to the equation and of people requires new thinking share some of the same airspace because UAS operators sometimes used by traditional aircraft, effective struggle to understand established communication between this new aviation terminology.” community of aviators and tradi - For example, Advisory Circulars tional users of the NAS is equally (ACs) — well known to traditional important,” Guido explains.
pilots — have not always reached the In keeping with Guido’s philosophi - UAS community. Unique approaches cal roots, here’s one question he enjoys to educate these new operators, com - asking his fellow airmen: bined with a passion for improving “There’s a big difference between a UAS safety in the National Airspace pilot and an aviator. One is a techni - System (NAS), is the focus of the cian; the other is an artist in love with connectU group.
flight.” Which one are you?
One recent connectU achieve - ment is the designation of qualified Paul Cianciolo is an associate editor and the social media third-parties to administer T he R ecre - lead for FAA Safety Briefing . He is a U.S. Air Force veteran, ational U AS S afety T est (TRUST).
and an auxiliary airman with Civil Air Patrol.
U.S. Department of Transportation Federal Aviation Administration 800 Independence Ave., S.W.
Washington, D.C. 20591 FORWARDING SERVICE REQUESTED Official Business Penalty for Private Use $300
Look Who’s Reading
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that’s out of this world, I
read FAA Safety Briefing.”
— Robert “Hoot” Gibson, retired U.S. Navy Captain, Academy of Model Aeronau - tics Ambassador, and NASA Space Shuttle Commander 4 FAA Safety Briefing