Across the contemporary battlespace, from the rugged mountains of Syria to the open fields of Ukraine, small unmanned aerial vehicles (sUAV) are reshaping modern combat. &nbsp;With modest cost, ease of manufacturing, and continually advancing technologies, sUAV have become the quintessential asymmetric threat, dramatically affecting military operations. Despite significant investment in air superiority and air defense, the speed at which adversaries have embraced small drone technologies has far outpaced U.S. defensive preparations. To counter this emerging threat, the U.S. military must reshape air defense and counterair doctrine, starting with a rigorous reassessment of base defense doctrine and a clearer delineation of responsibilities between the U.S. Army and the Air Force. At the core of this transformation is the need for service components to provide combatant commands the necessary equipment to detect and engage small UAV, deliberately manage electromagnetic spectrum operations (EMSO) and to integrate sUAV counterair command and control across the air, land and sea. These steps ensure U.S. combat forces are best prepared to face this evolving threat.Bridging the Army-Air Force Doctrinal Divide Effective defense against sUAV threats requires an integrated approach that clearly defines roles between the Army and the Air Force. Historically, U.S. military doctrine and Department of Defense “roles and missions” guidance have designated the Army as the lead component for ground-based air defense. The Army’s mandate has primarily focused on traditional threats such as aircraft, cruise missiles and ballistic missiles. The Air Force, meanwhile, has focused largely on counterair operations, which are doctrinally divided into three subsets—offensive and defensive counterair operations and integrated air and missile defense.However, sUAV occupy a gray area between these defined roles, challenging traditional delineations. The Air Force lacks organic and doctrinally aligned counter-UAV (C-UAV) capabilities, relying instead on the Army or ad hoc solutions. The absence of a cohesive, clearly defined “lanes-in-the-road” shared doctrine between the two has led to significant gaps between air defense and counterair guidance. To rectify this, the Air Force and Army must jointly refine air defense and counterair doctrine with the Air Force claiming a portion of the air defense portfolio. The Air Force must modify how it organizes, trains and equips its airmen to prepare them to perform air defense duties. Personnel require specialized training and airbases require an updated version of the wing operations center (WOC). A redefined WOC would combine Army air defense capabilities, the ground-centric base defense operations center (BDOC), and evolving C-UAV capabilities. This coordinated approach integrates Army ground-based air defense expertise with Air Force C2 competencies, constituting a solid first step toward shoring up airbase defense against modern air threats.Equipping the Combatant Commands for Counter-UAV Defense To effectively counter the sUAV threat, the U.S. must acquire and field a comprehensive mix of kinetic and non-kinetic C-UAV capabilities able to be employed at a reasonable cost per effect. These include air and ground-based directed energy systems, electronic warfare tools and traditional kinetic interceptors. However, merely fielding advanced capabilities is insufficient. Effective defense requires integrated detection, tracking, classification and targeting systems feeding into a seamless command and control (C2) framework capable of rapid decision-making down to the lowest tactical echelon.Refining Counterair Command and Control Militaries around the world have begun deploying several C-UAV systems to detect and engage these threats. Yet, their integration remains fragmented, with distinct capabilities often employed in isolation or controlled at disparate headquarters. To maximize effectiveness, counterair doctrine must clearly define how these diverse capabilities integrate under a unified C2 architecture managed by the joint force air component commander (JFACC).A modern integrated C2 infrastructure would enable airborne sensors, advanced radars, acoustic detection systems, and electro-optical and infrared sensors to quickly and accurately identify drone threats. In turn, this would allow automated or operator-led engagements using the most appropriate effector, whether jamming a drone’s data link, disabling GPS, spoofing communications, employing directed energy, or using kinetic effects. The effectiveness of this layered defensive architecture rests on interoperable systems connected by common protocols rapidly sharing accurate situational awareness across the battlespace up and down echelons of command at air and ground operational units.Emerging technologies, particularly automated threat detection and classification systems, artificial intelligence-driven sensor networks, and agile electronic warfare platforms, offer significant promise. To realize their potential, these systems must be fully integrated into the JFACC’s operational architecture and into the area air defense plan. Perhaps the theater air control system/Army air-ground system (TACS/AAGS) offers an appropriate historic example to integrate air and ground combat operations. Successful integration enables seamless, real-time data sharing across multiple sensors and shooters, rapidly closing the detection-to-engagement loop and dramatically enhancing overall battlespace awareness and effectiveness against sUAV by both air and ground forces.Integrating EMSO into JFACC’s Air Dominance Plan Critical to effective sUAV defense is refining the role of the JFACC. Currently, the JFACC typically functions as the area air defense commander (AADC), responsible for managing and directing joint air defense operations. However, current joint doctrine provides limited authority to manage electromagnetic spectrum operations, leaving critical EMSO capabilities—such as jamming, spoofing and electronic attack—poorly integrated with broader air defense strategies. Given that most sUAV rely heavily on electromagnetic signals for command and control, GPS navigation and target identification, EMSO management is indispensable for neutralizing threats effectively.Expanding the JFACC’s role to explicitly include EMSO would allow for centralized deconfliction procedures and real-time coordination of spectrum operations. This would streamline spectrum utilization, deconfliction and offensive electromagnetic actions, providing integrated and synchronized defensive measures against small drones while avoiding unintended EMSO fratricide.Adapting Counterair Doctrine Finally, joint doctrine must evolve to explicitly address sUAV threats in air defense and counterair frameworks. Traditional concepts of air superiority, focused on fixed-wing aircraft and large missile threats, are no longer sufficient. Future air superiority doctrine must explicitly address threats from small drones, providing comprehensive layered counterair plans for joint force operations. For instance, sUAV threats require the development of new defensive counterair capabilities and offensive counterair concepts of operation.This revised doctrine should explicitly outline responsibilities at every command echelon, from the joint force commander down to tactical-level commanders, providing clear guidance on the roles of each service component. Joint planners must proactively anticipate the increasing sophistication and proliferation of adversary sUAV while simultaneously managing increasingly complex friendly (blue) sUAV operations. Airspace control measures, identification friend-or-foe procedures, and rules of engagement must all adapt, while avoiding fratricide within a congested and dynamic battlespace.Conclusion: Adapting to the New Reality The accelerating evolution of sUAV demands immediate and sustained military adaptation and dedicated resourcing. Current doctrinal frameworks leave dangerous gaps that adversaries are already exploiting, placing the deployed joint combat force at unacceptable risk. By clearly defining Army-Air Force C-UAV responsibilities, equipping the combatant commands with necessary sensors and weapons, deliberately managing EMSO operations, integrating C2 structures across ground forces and expanding counterair doctrinal concepts, the U.S. military best counters the sUAV threat. This is a new mission set and requires increased budgetary topline for each service. The cost of failing to adapt is clear—increased risk, compromised mission effectiveness and avoidable casualties. By taking decisive action now, U.S. combatant commands will ensure their continued dominance into the future.Author: Houston R. Cantwell, Brig Gen, USAF (Ret) Senior Resident Fellow for Airpower Studies Mitchell Institute for Aerospace StudiesFeatured in the 2025 issue of UAS MagazineCONTRIBUTION: The claims and statements made in this article belong exclusively to the author(s) and do not necessarily reflect the views of UAS Magazine or its advertisers. All questions pertaining to this article should be directed to the author(s).

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Little Threat, Big Challenge: Defending Against Small Unmanned Aerial Vehicles 

Countering Aerial Threats

To achieve maximum expected line-of-sight range, there must be no blockage except the curve of the earth, mountains, high hills or buildings. It is also assumed that no RFI is present at the ground control station (GCS) site from industrial sources such as fluorescent lighting, high-power machinery, arc welding operations or conveyor belts. If RFI is detected at a GCS location, the site should be moved to an area without these sources to prevent inaccurate data.In the two-way radio relay business, radio sites on high hilltops have historically been shared among multiple users. Site owners often upgrade or add repeaters to their own racks and towers. New subsystems must not degrade existing equipment. Transmitters often operate at 50 watts or more, with antennas staggered to reduce interference. High-performance RF filters are used to ensure each transmitter and receiver has dedicated pre- and post-filters. Without these, nearby high-power transmitters can cause frequency mixing, creating interference that jams other systems.Uncrewed aerial vehicles (UAVs) and uncrewed aerial systems (UAS) face similar risks. Most RF data link equipment does not provide highly effective bandpass filters in transmitter or receiver chains. Instead, weak broadband filters are often used for a single RF band, such as 2.3–2.5 gigahertz (GHz) or 3.5–3.9 GHz. These can be bypassed if an RFI source is nearby— ometimes within inches in a UAV or GCS.UAV and UAS platforms typically house communications, digital electronics and GPS in the same small compartment (e.g., a 6x6-inch space). Nearby components, such as high-definition cameras with hundreds of microprocessors or field-programmable gate array modules, often lack metal shielding and emit digital switching noise. At maximum range, a receiver may be sensitive to -90 dBm, enabling a range of 80 kilometers (km) at 2.5 GHz without RFI. If RFI measures -74 decibel milliwatts (dBm), at the antenna input—just 6 decibels (dB) higher—range may be reduced by 50% or more (to about 40 km at the same 10 megabits per second data rate).Operators often lack automated systems to monitor UAV-to-GCS link performance. The GCS itself may contribute to interference, as seen with inexpensive digital battery chargers or certain types of fluorescent and LED lighting. Monitoring both UAV/UAS and GCS signal-to-noise ratio is therefore critical. Preflight checks can identify internal RFI issues on the ground. Software adjustments account for proximity differences between UAV and GCS compared with long-range signal loss. When interference is detected, a variable attenuator may be used to offset problematic subsystems, most often camera CPUs or navigation boards.Two layers of RF shielding cloth plus absorption sheets can block more than 110 dB of interference. Long term, custom RFI bags with metalized fasteners may provide practical shielding. A quick solution is RF cloth (55 dB shielding) secured with zip ties or staples. Combining this with silicone rubber strips containing carbon composite helps absorb and cancel interference.Real-time digital spectrum analyzers with small antennas can spot leakage points in shielding. Recommended test equipment includes the Tektronix RSA-503A or Signal Hound analyzers.New solid-state AC power controllers and dimmers frequently cause interference in personal electronics. For example, adding an inline 110-volt AC speed control to a paint stripper can disrupt a GCS. Electric fences can also create erratic, high RFI when wet grass touches the wire, with effects that vary depending on wind direction.The best mitigation strategy is avoidance: UAVs should be flown around known RFI areas, especially when operating near maximum range. Advanced UAV downlink boards with direction-finding and directiong finding and signal null steering. &nbsp;Then, you are able to pin down the exact location of the down range RFI source and fly around it.&nbsp;Author: Ken Andrew Consultant, NLOS WirelessDesense: A reduction in receiver sensitivity due to external radio frequency interference (RFI), which limits the system’s operating range.RFI: Radio frequency interference—any unwanted RF signal, including delayed duplicates, that reduces a receiver’s effectiveness in transmitting data or audio. Most often this is broadband noise, such as interference from fluorescent light bulbs affecting AM broadcast stations in the 550–1750 kilohertz (kHz) range.Published in the 2025 issue of UAS MagazineCONTRIBUTION: The claims and statements made in this article belong exclusively to the author(s) and do not necessarily reflect the views of UAS Magazine or its advertisers. All questions pertaining to this article should be directed to the author(s).

2025-09-04 - Securing the Signal (UAS Magazine)

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Preflight and RFI Desense Bench Verification of Maximum Flight Range

Securing the Signal

Great progress is being made toward integrating uncrewed aircraft systems into the national airspace system. &nbsp;With the announcement of the Federal Aviation Administration’s new Part 108 and Part 146 draft rules, the United States is moving from waiver-bound drone missions toward routine, rules-based operations that share the National Airspace System with crewed aircraft. Advanced Air Mobility (AAM) aircraft, which are designed to carry goods and people from point to point, are also being developed with a high degree of autonomy and are the subject of new rulemaking. &nbsp;But getting to routine flights of both isn’t about one breakthrough; it’s about aligning sensing, software and industry technical standards and then proving they work together to provide safety.&nbsp;The core problems in airspace integration and the solutions taking shape can be explored using recent work by Vigilant Aerospace and deployments of its FlightHorizon airspace management system in North Dakota and Oklahoma, along with a recent U.S. Air Force research project. These practical examples of how the technical threads are being woven together can illuminate the path forward.The Foundational Problem: See and Avoid Without a Pilot on Board Crewed pilots use eyes, instruments and air traffic control to maintain separation. Drones and AAM aircraft do not typically have a pilot on board, so they must achieve an equivalent level of safety through sensors, track correlation, and procedures. This process is called detect-and-avoid or DAA and requires drones to be able to reliably detect and track both cooperative (ADS-B transponder-equipped) and noncooperative aircraft, then issue timely resolution guidance to the autopilot or the remote pilot to avoid conflicts. To be credible, the system must comply with an industry technical standard that regulators accept and the public trusts.Two architectures have emerged to meet those requirements: Ground-based surveillance (GBS). One approach to solving the detect-and-avoid and airspace management problem is to install ground-based radars and ADS-B receivers in addition to a connection to the drone or AAM autopilot. This solution has the strength of being usable today, accepted by the FAA for beyond visual line of sight (BVLOS) flight and providing a highly safe and reliable operation. A single network of radars and transponder receivers can support a wide range of autonomous aircraft and can be ideal to support flight ranges, training and testing areas, and known industrial or agricultural operations. The downside, of course, is that radars can be expensive and the entire system is in a fixed location that must be prepared and known ahead of time, even if the radars are mobile.&nbsp;Onboard DAA. An alternative to ground-based infrastructure is an onboard DAA system. This involves using a small radar or equivalent optical sensor onboard the drone. On a larger AAM aircraft, this might be a suite of radars or sensors. In addition, an ADS-B receiver and advanced software on the aircraft are installed to collect and use the data for automatic avoidance, resolving conflicts onboard. The advantage of this is that the safety system travels with the aircraft and is independent of ground infrastructure. The big disadvantage is that currently, only larger drones and AAM aircraft have the capability to carry and use the sensors, which add weight and draw power. The use of onboard sensors is still being developed by companies like Vigilant Aerospace, and while onboard systems are ideal in many ways, they are still in their early stages.&nbsp;What we know today is that the likely end state will be hybrid, with ground sensors gradually giving way to more advanced onboard sensors on larger drones. Operations will rely on ground-based coverage where available, and use onboard sensors on larger, more advanced drones and AAM aircraft in areas without such coverage.UND Aerospace Shows Ground-Based Sensors Support a Range of Aircraft At Gorman Field in Grand Forks, North Dakota, a recent training exercise was conducted by UND Aerospace, the North Dakota Army and Air National Guard and the U.S. Air Force. Aircraft tracking and display were provided using ground-based radars from DeTect Inc. and FlightHorizon airspace management software. The exercise included both small UAS, the university’s Insitu ScanEagle UAS and an MQ-9 Reaper and RQ-4 Global Hawk flown from the nearby Grand Forks Air Force Base.&nbsp;Visitors could watch a single FlightHorizon airspace management display that correlated DeTect radar data with ADS-B transponder data to track and display multiple aircraft in real time. The exercise also demonstrated a live-virtual-constructive training environment, allowing instructors to inject scenarios while monitoring real flights. FlightHorizon provided a common operating picture to let crews train and operate with shared information and demonstrated the ability of ground-based sensors to display and manage a complex, mixed fleet today. These kinds of events can improve military readiness and generate the performance data needed to prove the safety of new technologies.Oklahoma Goes Big with Distributed Radars,&nbsp; Turning Coverage into a Service To scale beyond a single range, coverage must span meaningful distances. At the Oklahoma Air &amp; Space Port at Burns Flat in western Oklahoma, the Oklahoma Department of Aerospace and Aeronautics is building a radar-based flight corridor that began with a cloud-based FlightHorizon software installation supported by several DeTect air traffic surveillance radars. This network of sensors is expanding from roughly 5,000 square kilometers of coverage to about 10,000 square kilometers later this year. The network is managed by Vigilant Aerospace and integrated into FlightHorizon TEMPO, an online service that correlates radar and transponder data from multiple sensors and presents a unified air picture to operators logged in from anywhere in the country.The system is designed to pioneer and demonstrate an advanced air traffic surveillance network and deliver airspace management as a service. In this model, championed by the FAA in its proposed Part 146 rules, rather than each drone operator buying their own sensors, an operating area, range or region provides qualified infrastructure to which operators can subscribe through an Automated Data Service Provider (ADSP). In addition to the ADSP operating model, use of uncrewed traffic management protocols and standards are expected to form the basis for delivering these services to end-user operators, through networked software.This approach has the advantages of spreading infrastructure costs across many users, providing pre-certified infrastructure for operators to use and helps to streamline FAA authorizations. For corridors along pipelines and powerlines, urban delivery flights and AAM flights, “coverage as a service” provides a pragmatic path to scale.Working at the Frontier of Onboard Detect and Avoid with the US Air Force Even as ground networks spread and ADSP’s emerge, universal integration will also require aircraft that carry their own situational awareness. Vigilant Aerospace recently completed a Small Business Innovation Research contract for the U.S. Air Force utilizing the company’s dual-use military/civilian onboard DAA system, FlightHorizon PILOT. The system incorporates miniature airborne radars with ADS-B-In receivers and autopilot integration to provide a complete DAA capability. The project made advancements in multi-radar integration, standards compliance and track correlation. The software is designed to be platform-agnostic so it can be adapted for larger military aircraft, AAM aircraft or mid-sized drones without major modification.Onboard DAA is at the cutting edge technically and represents the likely future of drone integration as sensors and computers continue to shrink in size while capabilities grow. Ultimately, onboard DAA can enable autonomous aircraft to go where needed, independent of infrastructure.Regulation and Standards: The Scaffolding for Scale The FAA’s proposed Part 108 and Part 146 rules would move BVLOS drone flights from case-by-case waivers to a standing rule. The proposals are notable for aligning with industry consensus standards as “acceptable means of compliance,” including standards like like ASTM F3442-25 and RTCA DO-365C. The proposed rules also contemplate formal roles for automated data service providers, which would provide preapproved sensor networks and infrastructure for drone operators. In addition, the draft rules propose risk-based tiers to match system requirements and procedures to air and ground risk, avoiding one-size-fits-all mandates and allowing the rules to cover drones up to 1,320 pounds and 25-foot wingspan.This alignment gives drone designers and operators a clearer path to BVLOS flight, specifies relevant technical standards and provides greater certainty, clearing the way for planning and investment.A Practical Roadmap A near-term path forward is emerging: • Phase I – Starting now: More drone operators, support companies, ranges and local governments stand up ADSP-style coverage; advanced drone operations testing and training expand; focused trials of low-SWaP onboard systems and advanced surveillance networks, anticipating Part 146, begin to emerge. • Phase II – After Part 108 is adopted: Transition from waiver-heavy approvals to rule-based BVLOS tied to standards begins; hybrid operations (ground coverage where available, onboard DAA elsewhere) begin to happen; early cargo and inspection operations under the rules begin in earnest, growing toward commercial scale. • Phase III and beyond: Broader ADSP network availability, radars where required, and UTM adoption leads to widespread autonomous delivery and inspection flight of drones BVLOS. New onboard DAA systems and certification across airframes emerge; interoperability among ADSP providers, UTM services, and OEM avionics matures; AAM aircraft begin experimenting in select U.S. markets using the same detect-and-avoid building blocks and coordination pioneered by the smaller UAS.Current Technology Projects Light the Path Forward The recent Gorman Field exercises demonstrate that radar, ADS-B and advanced software can manage mixed fleets and support advanced flights and training. The Oklahoma flight operations area around the Oklahoma Air and Spaceport demonstrates the power of networked sensors and advanced software to provide shared services and airspace safety for multiple users. The Air Force Research Laboratory project advances the onboard DAA state-of-the-art so that larger autonomous aircraft will be able to safely leave the umbrella of ground infrastructure to fly where needed. Across all of these projects, the same common tracking and safety tasks—collect data, correlate, predict, and deconflict—are carried out by the system, offering a path forward and filling a critical technical gap in safety.The Bottom Line U.S. drone integration will be judged by uneventful missions: inspections completed in all weather, cargo delivered on schedule, emergency crews gaining minutes when they matter, and passenger aircraft noticing nothing unusual while sharing the sky.&nbsp; The future of drone and AAM integration into the national airspace will be a multi-layered system that is based on industry technical standards, operates under FAA rules for routine BVLOS flight and utilizes increasingly advanced, longer-range and larger aircraft. More advanced ground-based sensors will give way to onboard systems where feasible, and much higher degrees of autonomy will emerge. The demonstration of current technologies, like FlightHorizon with networks of sensors and built-in DAA, is helping illuminate the path forward, unlock planning and investment for the future, with systems deployed in the real world and flights underway now.Author: Kraettli Epperson CEO, Vigilant Aerospace Systems Inc.Published in the 2025 issue of UAS MagazineCONTRIBUTION: The claims and statements made in this article belong exclusively to the author(s) and do not necessarily reflect the views of UAS Magazine or its advertisers. All questions pertaining to this article should be directed to the author(s).

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Integrating Drones into U.S. Airspace: Requirements, Roadmap and Lessons from the Field

Advancing Drone Operations

The unmanned aircraft systems (UAS) industry is witnessing a revolutionary transformation. &nbsp;With operations being expanded from visual line of sight flight operations under 14 CFR 107 to more sophisticated beyond visual line of sight (BVLOS) operations under the proposed 14 CFR 108 regulation, the training requirements become much more complex, and the stakes for safety rise exponentially. In this evolving environment, there is a need for certified, job-ready operators and support personnel with specialized skills in automation management, situational awareness, risk assessment and compatibility with traditional aviation systems. Meeting these needs will require both robust training efforts and cooperative collaborations between education, industry and regulatory organizations to create a talent pipeline capable of generating trained professionals who can advance UAS operations economically and safely.Increasing Demand for Qualified UAS Operators Early UAS operations were confined mainly to visual line of sight operations, which placed few demands on the operator beyond general flying and visual observation. Under 14 CFR 107, operators were required to hold a Remote Pilot Certificate, but the operating environment was relatively uncomplicated. As UAS operators embark on more ambitious missions such as infrastructure inspections, package delivery and aerial surveying, operational activities have become sophisticated, requiring higher levels of automation and the need to coordinate flight paths. Such operations undoubtedly necessitate more than a minimum certification.The proposed BVLOS rule identifies three essential roles within a UAS company: Flight coordinators must now demonstrate competence in mission planning, risk management, automation management and crew resource management. Maintenance technicians must be trained on advanced diagnostic equipment, system repair and component-level diagnosis. Operations supervisors will need to oversee all phases of flight, ensure compliance with evolving regulations, and integrate unmanned flights into the existing system of manned aviation. A formal management hierarchy with an emphasis on safety culture, continued training, maintenance scheduling and operational compliance is necessary as flight profiles become increasingly complex. In this context, the UAS industry needs operators, technicians and supervisors who are not only certified but also job-ready with a focus on sound decision-making and judgment.Matching Education with Operational Requirements With an awareness of the existing gap between the Remote Pilot Certificate and evolving operational needs, training organizations such as USI have begun proposing certification frameworks that build upon a UAS-specific body of knowledge. The USI framework includes three areas of certification, each structured to align with the operational demands of an increasingly complex industry. For the last seven years, USI has offered a certification that validates a candidate's basic skills in mission planning, site surveying, flight path programming, risk management and ground safety. These skills complement the aeronautical knowledge required by the Remote Pilot Certificate. Confirming that applicants can plan and conduct UAS missions safely establishes a solid foundation for more advanced training. This level of certification is appropriate for career and technical education programs at the high school level.Building on this foundation, a second level of certification addresses both manual and automated flight operations, decision-making frameworks, and responses to in-flight emergencies. Students learn standard operating procedures and how to adapt them when abnormal situations occur. They follow formal protocols for managing equipment failures, data link outages and unauthorized airspace intrusions, using sequential checklists to maintain safe operations. This certification level is suited for technical college curricula, bridging the gap between entry-level pilots and experienced professionals.Once the BVLOS rule is finalized, there will be an increased demand for flight coordinators with expertise in BVLOS mission planning, enabling technologies such as detect-and-avoid systems, and advanced risk management. USI has been certifying individuals in BVLOS waiver operations for several years. Trainees engage in both simulated and live flights, evaluating factors such as weather variations, terrain and emergency recovery planning. While the proposed rule indicates that companies will be responsible for training their personnel, industry experience suggests that having a prequalified labor pool in these areas will be essential to meeting operational demands. These advanced certifications are well-suited for technical colleges and universities offering aviation operations and professional development programs. Finally, one of the most overlooked roles in the coming wave of industry growth is that of the UAS maintenance technician. These professionals will be essential to maintaining the reliability and safety of BVLOS fleets. As the proposed rule allows flight coordinators to monitor multiple unmanned aircraft, the need for technicians who can safely operate on flight lines and quickly return systems to flight-ready status will be critical.Both employees and employers benefit from a third-party certification system. For employers, these certifications offer a clear indication of a candidate's experience and capabilities, supporting informed decisions in hiring, role placement and workforce development. For employees, certifications provide a recognized pathway to demonstrate their skills, increase job competitiveness, and access opportunities for advancement or specialization in more complex UAS operations.Consensus-Based Standards in Training Quality Consistency and relevance in UAS training and certification are premised on the implementation of consensus-based standards. ASTM International, a world standards body, provides an open procedure for developing industry standards. Together with industry subject matter experts from manufacturers, operators, regulators, and end-users, ASTM International published standards for remote pilot-in-command operations and maintenance technicians. It is currently working on BVLOS guidance unique to 14 CFR 108 operations. Including these standards in training programs ensures that course content and certification requirements are based on the collective information of the industry.Training suppliers that adopt ASTM frameworks benefit in two ways. First, they remain up to date with evolving best practices, as ASTM specifications are continuously updated to reflect advancements in technology and lessons learned from experience. Second, they give employers confidence that certified candidates achieve an accepted standard of performance. Companies thereby gain confidence in the skills of new hires and can save on onboarding time and costs associated with additional training.In addition to ASTM, leading training organizations should collaborate with other stakeholder groups to strengthen curricula. For example, USI collaborates with the International Business Aviation Council to certify auditors who assess UAS businesses for compliance with their safety management system. USI further collaborates with original equipment manufacturers, whereby they include platform-specific maintenance practices and component-level troubleshooting techniques. Collaborating with the Aircraft Electronics Association and aviation insurers complements our mission to chart and bridge the gaps in comprehensive UAS training. This holistic approach, built on consensus standards and informed by broad industry inputs, constructs a training program that produces UAS professionals capable of addressing real-world challenges.Academic Partnerships and Industry Collaboration Establishing a robust UAS talent pipeline is dependent on ongoing interaction between educational institutions, training providers and industry stakeholders. There have been success stories in recent years that have showcased how partnerships can provide trained operators with direct employment opportunities.One notable example is our collaboration with Amazon's Career Choice program, which was designed to reskill candidates for placement in its unmanned division. Prospective recruits are currently trained to the ASTM standard for remote pilot in command. Program graduates are then placed into operational roles, reducing training costs for the company and improving safety margins.On the secondary education front, USI has a long-standing partnership with Gaetz Aerospace Career Academy, a division of Embry-Riddle Aeronautical University, which has introduced high school students to rigorous STEM and UAS courses. Over the past decade, this program has enabled students to earn industry certification before graduation. With their high school diploma and UAS skillset, graduates enter college or the workforce with an open door to high-demand careers. Program educators benefit from professional development workshops and bootcamps that keep their teaching up to speed with industry trends and emerging technologies.These partnership models demonstrate a scalable methodology: mapping postsecondary training programs onto foundational UAS certifications, supporting teachers with ongoing training, and establishing industry-driven upskilling tracks for adult learners. The result is a steady stream of certified operators and technicians who can serve the needs of modern UAS operations.Conclusion The expansion of BVLOS operations under 14 CFR 108 will be a significant step forward for the industry. It requires a workforce of more than minimally trained remote pilots; it requires specialist positions involving technical competence, automation control and sound safety practices. Certification programs offer the simplicity of developing and validating those competencies, matching learning goals to operational needs.&nbsp;By investing in new certification models and competency-based training, the UAS industry can develop a certified, competent and prepared workforce to integrate unmanned systems into the national airspace safely. Such efforts will help the industry increase the number of applications for UAS, open new opportunities for inspection, package delivery, surveying and aerial observation.Author: Alexander Mirot Cofounder &amp; Vice President for Product&nbsp; Development Unmanned Safety Institute (USI)Printed in the 2025 issue of UAS MagazineCONTRIBUTION: The claims and statements made in this article belong exclusively to the author(s) and do not necessarily reflect the views of UAS Magazine or its advertisers. All questions pertaining to this article should be directed to the author(s).

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As the unmanned aircraft systems industry transitions to more complex operations under 14 CFR 108, there is a growing need for certified professionals with specialized skills in automation, safety and mission management. A structured certification system, aligned to consensus-based standards and supported by academic and industry partnerships, is needed to prepare a job-ready workforce.

Preparing the UAS Workforce of the Future

Grand Forks, North Dakota, has quickly become one of the nation’s most dynamic hubs for unmanned aircraft systems. With more than 1,260 UAS jobs already in place, 64% industry growth over the past five years and another 500 positions projected in the near future, the region is on a steep upward trajectory. From global defense leaders such as Northrop Grumman and General Atomics to research opportunities at the University of North Dakota and innovative companies like Thread, iSight Drone Services and Meadowlark Aircraft, career paths in Grand Forks are as varied as they are promising.To connect talent with these opportunities, the Grand Forks Region Economic Development Corporation (EDC) has launched a new UAS job board on grandforkscooler.com. The platform was developed after discussions with regional UAS organizations and stakeholders revealed a clear need for a consolidated resource. In the past, job listings had to be compiled manually, making it difficult for applicants to see a full list of opportunities. The new site streamlines the process, creating a single location where job seekers can learn about employers, view openings and upload their resume into a regional talent database, all in a matter of seconds.The resource goes beyond listings. Job seekers can search by company, learn about employers shaping the industry and apply directly through hiring portals. Spouses and partners can also connect with Job Service resources, making relocation easier for the whole family. As an added benefit, any company operating in the region can advertise open positions for free and meet with the EDC to discuss growth strategies and scaling opportunities.“You either reinvent or you die. And you can’t always rely on legacy economic sectors to carry you forward into the future,” said Becca Cruger, director of workforce development at the Grand Forks Region EDC. “So, by focusing on the uncrewed space, we’re really leaning into the future of what our economic base is.”That future is already visible in Grand Forks. The region’s open airspace, world-class training facilities and collaborative industry partnerships have positioned it as “Silidrone Valley,” a national leader in UAS development. With high wages, strong community support and an outstanding quality of life, the area offers more than just a career path, it offers a place to thrive.Whether you’re an engineer, pilot, data analyst or technician, Grand Forks has a runway for your ambitions. Explore employers, discover opportunities for long-term career growth and see why so many professionals decided to build their futures in Grand Forks. To see current openings, visit the new job board at <a href="https://grandforksiscooler.com/uas-jobs/">grandforksiscooler.com/uas-jobs</a>.Printed in the 2025 issue of UAS Magazine

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Grand Forks, North Dakota, has quickly become one of the nation’s most dynamic hubs for unmanned aircraft systems. 

SPOTLIGHT: Launch Your UAS Career in Grand Forks

You’ve already chosen the right drone, compared lidar scanners, and navigated the Federal Aviation Administration certification process. The last thing you need is a complicated, time-consuming workflow to turn your collected data into maps and models. With Global Mapper Pro, you don’t have to choose between speed, power or affordability. This all-in-one GIS software enables efficient completion of your entire workflow, from importing drone data to presenting quality 3D outputs.&nbsp;The Pixels to Points tool, built into Global Mapper Pro, is a powerful photogrammetric engine. With recent speed enhancements and automatic ground control point identification, the processing of drone imagery is faster and more precise than ever. Beginners to drone mapping can use the Wizard to walk through the image processing steps, while advanced users have full control through the main dialog. Overlapping aerial images are stitched together using Structure from Motion to create seamless orthoimages along with dynamic 3D models and point clouds.The versatility of Global Mapper Pro doesn’t stop at image processing. After generating point clouds, users can take advantage of automated classification tools—recognized for their accuracy in classifying buildings, vegetation, power lines and more. By filtering ground points, digital terrain models can be created for advanced spatial analysis such as line-of-sight, watershed mapping or contour generation. For orthoimages, the Global Mapper Insight and Learning Engine applies deep learning to detect features such as buildings and vehicles directly from imagery.Supporting more than 380 file formats, Global Mapper Pro offers flexibility far beyond aerial imagery. Users can just as easily import and analyze data types like .LAZ or .DWG. When it’s time to present results, tools such as the 3D Viewer with recorded fly-throughs or walk-throughs and geospatial PDF export support informed decision-making, while keeping workflows efficient and cost-effective.Ready to take off? Whether you're just getting started or looking to advance your drone mapping capabilities, Global Mapper Pro with Pixels to Points brings you from drone to data—fast. To sharpen your skills, explore self-paced or instructor-led training options available from Blue Marble Geographics.Printed in the 2025 issue of UAS Magazine

2025-09-04 - SPOTLIGHT: The Race From Drone to Data (UAS Magazine)

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What’s the most efficient way to process drone-collected data? 

SPOTLIGHT: The Race From Drone to Data

When Central UAS Technologies talks about drones, it’s never just about hardware. It’s about precision, responsibility and a vision for the future of aerial applications. With the launch of the PrecisionVision 100X (PV100X), the Florida-based company is signaling a bold step forward, one that could reshape how agriculture, vector control and other industries think about aerial efficiency. The company’s story began nearly two decades ago with brothers Bill and Mike Reynolds, whose backgrounds in aviation and mosquito abatement led them to invent droplet analysis software. At the time, “drone” wasn’t a household word and aerial spraying was still dominated by manned aircraft. Yet the Reynolds brothers saw a future where unmanned systems could apply products with speed and accuracy, in ways that were safer and more economical. That vision soon became reality. Over the years, Central UAS (formerly Leading Edge) earned one of the first Federal Aviation Administration certifications for UAS spray applications and logged thousands of flights across the country. Today, the organization’s reputation has grown beyond research into agriculture, livestock, forestry and aquatic applications. As explained by Kelley Wittenberg, technical sales at Central UAS Technologies, in a recent interview: “Historically, a lot of people have seen us as a more specialized kind of research-oriented drone company, so now with this larger drone, we’re really stepping into the field to be relevant in the ag space for large acreage.” The PV100X stands out as a machine built for serious work. Its 100-pound payload capacity, top-loading tanks and customizable spray boom make it capable of handling both granular and liquid applications with efficiency at scale. Beyond its practical design, it’s the precision that sets it apart. Years of field data support the boom and nozzle configuration, designed to reduce drift while achieving spot treatments within three centimeters of the target. Wittenberg explained that this level of accuracy is possible because Central UAS builds its platforms to integrate seamlessly with in-house software and years of real-world flight data.Built and Proven&nbsp; Unlike competitors, Central UAS develops its own software in-house, allowing the team to adapt quickly to real-world needs. Systems like DropVision for droplet spectrum analysis, PrecisionVision autopilot firmware and MapVision geospatial data management provide operators with confidence that every mission is efficient and compliant. One of Central UAS’s greatest strengths is that it doesn’t just build drones—it also flies them. The company employs a team of in-house pilots who use the equipment daily, logging nearly 30,000 flights to date and treating more than 30,000 acres each year. Across the industry, drones are now responsible for more than 10 million treated acres annually in the United States. That first-hand experience feeds directly back into design improvements. &nbsp;“It means we know very quickly what works and what doesn’t in the field,” Wittenberg said. “That’s why each generation of drone gets better.” Training is just as important as technology. Every client receives three full days of instruction with their purchase, covering mission planning, droplet and swath analysis and service and maintenance basics. The sessions are led by experienced professionals who have managed a wide range of aerial applications, ensuring customers benefit from real-world expertise. The first drone the company ever sold is still out there flying, a testament to both engineering quality and customer care. Whether it’s supporting FAA licensing, offering maintenance guidance or expanding its network of distributors to better serve customers, Central UAS keeps its focus squarely on the end user. As Wittenberg put it, “At the end of the day, if you focus on your end user and making their life better, everything else falls into place.”Innovating Ag and Beyond&nbsp; As drones become more common in agriculture, questions about their relationship to manned aerial systems have surfaced. Central UAS is clear on its position: They’re not here to replace manned aircraft, but to collaborate with them. Drones can access areas where planes can’t safely go, like ditches, canals, near power lines, providing a safer, more economical option when conditions demand it.With 265 million acres of treatable land in the U.S., potential is massive. Already, unmanned systems are treating millions of acres a year, and payloads like the PV100X make it clear that drones are becoming an essential part of the aerial application toolkit.For Central UAS, the future is about pushing innovation while staying grounded in service, precision and collaboration. Backed by the resources of Central Garden &amp; Pet, the company is expanding into new markets and building on its legacy of practical, field-tested innovation. “The team at Central UAS stressed that innovation goes beyond a simple buzzword; it’s an essential mindset that drives everything they do. As the PV100X takes flight, the company is proving once again that in their world, the sky isn’t the limit—it’s just the beginning. Printed in the 2025 issue of UAS Magazine

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When Central UAS Technologies talks about drones, it’s never just about hardware. It’s about precision, responsibility and a vision for the future of aerial applications. 

SPOTLIGHT: Central UAS Technologies: Delivering Precision Across the Field

TestDeTect Inc. is an established U.S. manufacturer at the forefront of advanced radar and sensor technologies, providing cutting-edge solutions at a time when beyond visual line of sight (BVLOS) operations and counter-UAS capabilities are rapidly gaining traction. DeTect radar systems are built to industrial, military (MILSPEC), European (EU CE Mark), and other international standards, incorporating commercial-off-the-shelf components wherever possible in order to provide partners with high-performance, cost-competitive, low-overhead, future-adaptable systems.Specializing in 2D and True3D radar designed for detecting small, noncooperative, low radar-cross-section targets, DeTect leads the market in airport bird strike avoidance, industrial aviation safety, and bird and drone detection. Since 2003, the company has delivered over 1,100 of its innovative radars to clients across the U.S., Canada, Europe, Africa and Asia. DeTect’s proprietary MERLIN radar signal processing technology has made it one of the most affordable and effective systems for airspace safety, security and BVLOS operations.DeTect’s HARRIER radars extend the company’s expertise into security and surveillance applications, reliably tracking drones, helicopters, aircraft, ships and moving ground targets. These radars offer full surveillance from ground level to 20,000 feet and are ideal for airport and droneport surveillance, BVLOS corridor safety, force protection, and homeland and border security. Paired with the MERLIN system, HARRIER offers unrivaled performance in detecting and identifying airborne and surface targets in high-clutter environments.DeTect’s innovative DroneWatcherRF systems offer complete detection and identification of nearly all commercially available drones from up to 12 miles away. Compact and unobtrusive, this system provides real-time drone ID and tracking. By integrating seamlessly with DeTect’s broader radar ecosystem, DroneWatcherRF enhances the company’s overall security offerings, ensuring comprehensive detection and defense solutions.With a commitment to providing the right radar for the job, DeTect continues to deliver comprehensive radar solutions to global clients, including the Federal Aviation Administration, U.S. Air Force and NASA. Backed by expert engineers, scientists and technicians, DeTect supports customers with everything from project design to long-term operational support, ensuring excellence in security, safety and environmental management. DeTect is the leader in Ground-Based Sense and Avoid (GBSAA) solutions for BVLOS and cUAS applications. For questions or more information about DeTect Inc. please reach out to Ryan Walsh at Ryan.walsh@detect-inc.com.Printed in the 2025 issue of UAS Magazine

2025-09-04 - SPOTLIGHT: The Right Radar for the Job (UAS Magazine)

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DeTect Inc. is an established U.S. manufacturer at the forefront of advanced radar and sensor technologies, providing cutting-edge solutions at a time when beyond visual line of sight (BVLOS) operations and counter-UAS capabilities are rapidly gaining traction.

SPOTLIGHT: The Right Radar for the Job

Among the rugged eastern Oregon terrain, a former World War II air base has transformed into America’s most turnkey, business-friendly unmanned aircraft systems (UAS) test ranges. The Pendleton UAS Test Range, owned and operated by the city of Pendleton, has grown from a revitalization project into a hub for aerospace innovation, workforce development and community impact.Pendleton’s airport was largely underutilized after airline deregulation, and by 2012, aviation activity was sparse. City leaders embraced unmanned aircraft testing as a way to revitalize the airfield. With support from the Oregon Army National Guard, which operated the state’s only drone unit, the city began shaping a mission to turn its infrastructure into an ecosystem for UAS research and commercialization. What sets Pendleton apart is its turnkey approach. Customers arrive to find every detail handled, from airspace permissions to hotel arrangements. Agreements with landowners, federal agencies and the U.S. Forest Service open diverse testing environments, while city staff manage logistics so companies can focus on flying. Equipment can be shipped ahead, staged and ready when teams arrive. The range spans 14,000 square miles of low-traffic airspace with approvals up to 15,000 feet mean sea level, offering terrain from river valleys to alpine peaks. Facilities include flight pads with utilities and 10 Gbps fiber, mission control trailers and secure storage. “We take the tedium out of testing so all you need to focus on is getting your product from concept to commercialization,” said Steve Chrisman, the city’s economic development and airport director.As a city-owned operation, the range is not profit-driven but focused on economic growth. That commitment, combined with Pendleton’s small-town “get-er done” attitude, creates an environment where projects move quickly. City departments from public works to the fire service rally behind visiting teams, providing support rarely found elsewhere. This teamwork has enabled the range to solve complex challenges, whether graveling acres in 48 hours or simulating rainfall with fire equipment. Staff call it their “find a way to get to yes” mentality.The range has supported more than 65,000 operations since 2014 and worked with over 70 commercial, defense and academic customers. Local hotels, restaurants and suppliers benefit from the influx of aerospace teams, while partnerships with schools and colleges prepare a pipeline of UAS professionals. Programs such as DelMar AeroEducation and Blue Mountain Community College train new technicians, while outreach introduces robotics and programming at an early age.With construction underway on the 18,000 square foot Flex III Hangar and continued investment in workforce development, the Pendleton UAS Test Range is positioned to remain a premier destination for testing and innovation. From its historic runways to forward-looking facilities, it shows how rural America can drive global aerospace progress, offering companies the rare combination of affordability, flexibility and a community committed to their success.Printed in the 2025 issue of UAS Magazine &nbsp;

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Among the rugged eastern Oregon terrain, a former World War II air base has transformed into America’s most turnkey, business-friendly unmanned aircraft systems (UAS) test ranges.

SPOTLIGHT: Pendleton UAS Test Range: Taking the Tedium Out of Testing

The unmanned aircraft systems industry is advancing at a rapid pace. In this issue of UAS Magazine, we examine the technologies, workforce development and defense strategies shaping the next era of uncrewed flight.&nbsp;From turning drone imagery into actionable data with advanced mapping software to preparing the next generation of operators and technicians for beyond visual line of sight missions, the theme is clear: The future belongs to those who can transform complexity into capability. Our coverage highlights how new tools in data processing, certification frameworks and hybrid detect-and-avoid systems are laying the groundwork for scaled operations.At the same time, the defense community is confronting the fast spread of small unmanned aerial threats. This issue looks at how militaries are integrating command and control, electronic warfare and layered counter-UAV systems into a more cohesive doctrine. Just as commercial operators are refining workflows and building training pipelines, defense leaders are working to close capability gaps before adversaries gain the advantage.Together, these stories underscore the dual nature of UAS innovation—expanding economic opportunities across industries while creating urgent challenges for national security. Both paths demand collaboration among technology providers, regulators, educators and operators.This issue also includes the <a href="https://uasmagazine.com/directory/categories">UAS Industry Directory</a>, located in the back of the magazine, a resource designed to connect you with the companies and organizations driving progress in this field.And it’s fitting that this issue is being distributed at the <a href="https://uas.bbiconferences.com">UAS Summit &amp; Expo</a>. What began 19 years ago as a small gathering of regional stakeholders in North Dakota has grown into one of the nation’s premier events for the unmanned systems sector. The Summit has long been the original epicenter of drone research—earning the Northern Plains its reputation as the “Silicon Valley of Drones” and proving itself as America’s UAS proving grounds.True to its trailblazing roots, this year’s Summit unites industry leaders, policymakers and end users like never before. A newly formed advisory committee—representing the most influential UAS entities in the Northern Plains—has reimagined the program with bold content, direct end-user input and a focus on decisionmakers who will define what comes next.We hope this issue sparks new ideas, partnerships and conversations that will move our industry forward.Printed in the 2025 issue of UAS Magazine

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The unmanned aircraft systems industry is advancing at a rapid pace. In this issue of UAS Magazine, we examine the technologies, workforce development and defense strategies shaping the next era of uncrewed flight. 

2025 UAS Magazine (with Directory)

Columns

Integrating Technology, Advancing Defense and Empowering People

Contributions

Countering Aerial Threats

Securing the Signal

Advancing Drone Operations

Preparing the UAS Workforce of the Future

Departments

SPOTLIGHT: Launch Your UAS Career in Grand Forks

SPOTLIGHT: The Race From Drone to Data

SPOTLIGHT: Central UAS Technologies: Delivering Precision Across the Field

SPOTLIGHT: The Right Radar for the Job

SPOTLIGHT: Pendleton UAS Test Range: Taking the Tedium Out of Testing

2025 UAS Magazine (with Directory).css-7jxktu{position:absolute;bottom:0px;left:0px;right:0px;height:3px;border-radius:3px;background-color:var(--chakra-colors-brandBlack);}

Columns

Integrating Technology, Advancing Defense and Empowering People

Contributions

Countering Aerial Threats

Securing the Signal

Advancing Drone Operations

Preparing the UAS Workforce of the Future

Departments

SPOTLIGHT: Launch Your UAS Career in Grand Forks

SPOTLIGHT: The Race From Drone to Data

SPOTLIGHT: Central UAS Technologies: Delivering Precision Across the Field

SPOTLIGHT: The Right Radar for the Job

SPOTLIGHT: Pendleton UAS Test Range: Taking the Tedium Out of Testing

2025 UAS Magazine (with Directory)