Curtis Zoeller and Jon Beck are unmanned aircraft systems veterans (UAS) turned UAS curriculum trailblazers. The duo has developed an educational training model driven by&nbsp;industry input. The team has also created a unique informational delivery system. At the campus of Northland Community &amp; Technical College in Thief River Falls, Minnesota, Zoeller and Beck have offered the emerging UAS industry a glimpse into the future of standardized unmanned maintenance training by combining the two. NCTC currently offers the country’s first UAS maintenance training program, and, after roughly three years in existence, the program has earned the respect of some UAS industry giants. Northrup Grumman Corp. requires most UAS technicians to receive five years of UAS maintenance experience before entering the field, or, thanks to the work of Zoeller and Beck, a UAS certificate from NCTC.&nbsp;For a general audience looking to grasp the potential of a commercialized UAS industry in the U.S., both Zoeller and Beck can offer up both personal and student-based accounts showing real-life UAS success stories. Both Zoeller and Beck have relocated to Thief River Falls to pursue a career in UAS. The two have shared the story of UAS’s potential during many community, legislative and industry tours of their Thief River Falls UAS facility. But, for insight into the behind-the-scenes progression of the UAS industry—specifically how standardized education and certifications can be developed, defined and completed for the entire U.S. industry—Zoeller and Beck can talk for hours. The UAS Magazine visited the NCTC campus to learn the story of Zoeller, Beck and the how the emergence of the small-town’s UAS presence will impact the marketplace. We left with an education on how the UAS industry can be educated.UAS 101&nbsp; NCTC’s UAS program was born from a simple question: who maintains the UAVs? At the time of NCTC’s UAS program’s conception in 2011, the answer was very few, if any. Through a $5 million grant from the U.S. Department of Labor, Zoeller and his team were able to establish a program that could provide students with a core knowledge of how to work on UAVs. “We give our students help in understanding a number of advanced systems,” says Zoeller, NCTC’s associate dean of aerospace programs. The core knowledge gained in the program includes insight into mainstream UAS operating systems, engineering and design characteristics and several other elements that make the basics of UAVs seem complex.&nbsp;To create its curriculum, Zoeller and Beck combined the experience of its team with industry input. Because very few options existed for a UAS maintenance textbook at the time of the program’s start, Zoeller pushed the idea of open source information as the basis for study material. Supplied with manuals and other internal information from UAV manufacturers, the NCTC team has created an evolving curriculum that is verifiable by industry. Students of the program will receive regular visits from industry experts or UAV manufacturers as part of the learning process. The facility has industry-supplied UAVs to train with as well. “We go out to partners like Northrup Grumman to see what their objectives are,” Zoeller says. “Then, we can define those objectives in our curriculum. We are always telling industry partners, we are not trying to reinvent how you build a UAV. We are curriculum development experts.”According to Zoeller and Beck, the success of the program can be credited to the fact that none of the staff working on the UAS program came to the program with a college teaching background. “We come right out of industry,” he says. The team’s background and willingness to try new educational techniques has helped the program meet the needs of industry and grow enrollment.&nbsp;“We are not located near a major epicenter. We have had to develop the program through innovative ways,” says Zoeller.&nbsp;One of the main elements of the program that both Zoeller and Beck positively gush about when the topic is brought up, is the use of telepresence technology. The school has taken the basics of an online classroom and turned it into something worthy of a high-tech industry. Users can log-on to the system on any device, from anywhere. Classrooms equipped with the system allow any user logged in to interact with the system. At any given point, users from multiple locations could be on one of several screens present in one of the telepresence rooms at NCTC. The remote classroom experience mimics a master control room with several screens showing different people or presentations on each screen. “It answers our logistical issues of not being located near a major epicenter,” says Beck, program manager at NCTC.&nbsp;The combination of industry input, teacher experience and a high-tech learning environment has helped Beck accomplish several of his program’s goals. The students are learning advanced composite structures, computers, electrical networking and avionics systems. A foundation course gives the students a grasp of the industry today, and where it will go in the future. “We aren’t synergizing through emails. We are actually working face-to-face with actual partners,” Beck says. “We are putting things into the curriculum so that when this [UAS] does break, our students will be ready to go.”Program Highlights&nbsp; The NCTC team hasn’t had to rely solely on industry input for its teaching sessions. The team has already applied for and received a certificate of authorization from the U.S. Federal Aviation Administration for a data collection effort based in Northern Minnesota. According to Beck, NCTC applied for a COA to work with growers in the region. Using a small UAV, members from NCTC are working to collect imagery from a 40-acre research plot along with other acres in the area. The students operate, gather and analyze the images for another ag-based firm in the area through paid internships. “We have been able to develop a true business case that funds the research and activities because of the imagery work with our research partners,” Beck says. During a county commission meeting, Beck and his team were publically thanked by several commission members for the work with UAVs in the area.&nbsp;In addition to its COA research, Beck has led a UAV summer camp for grades 5 through 11 that included educational sessions on avionics and composite material. Participants of the camp were able to produce the composite frame for a sUAV. Beck and Zoeller have led other UAV workshops for high schools in the region, and Beck recently submitted a proposal for funding for another UAV workshop. “We want to let people know what the career opportunities are going to be in the UAS industry,” he says.Setting the Standard&nbsp; The current list of accomplishments for NCTC UAS program is long, and includes the program’s proven curriculum, the integration of industry and telepresence technologyies for educational purposes and enrollment growth, community outreach and maybe most importantly, the supply of skilled UAV maintenance technicians to a growing industry. Someday, however, Zoeller hopes the program will be considered a founding father to industry maintenance and training standards that are used by the entire industry. “What we are trying to do is ensure that this work that has been developed is becoming standardized,” he says. To ensure that, Zoeller is working with industry partners and testing bodies like ASTM.&nbsp;“Our team has always talked about our unique opportunity to develop where the UAV industry is going and to be able to tell our grandkids, ‘we developed that standard’.”&nbsp;If Zoeller is successful in streamlining the goals of his program, and making the work of its UAV techs both certifiable and standard across all UAV platforms, the entire industry won’t have to take a step back, he says. The idea of stalled growth in the industry isn’t a concern of the NCTC team. In fact, the team is preparing for more students, an expanded program and a greater presence in the industry. “Right now,” Zoeller says, “anybody that survives today is going to see a lot of growth in the next few years.”Author: Luke Geiver&nbsp; Managing Editor, UAS Magazine&nbsp; lgeiver@bbiinternational.com&nbsp; 701-738-4944&nbsp; &nbsp;

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At Northland Community & Technical College, the UAS industry can find certified maintenance techs and a glimpse into the future.

UAS Training Grounds

Although the use of an unmanned aerial vehicle (UAV) in the search for a missing Texas woman failed to locate her, UAS pilot Gene Robinson believes much was learned from the experience.&nbsp;The Plano, Texas, Police Department began searching for Christina Morris, 23, on Sept. 2 after she was reported missing. She was last seen in a surveillance video early the morning of Aug. 30 while walking in a parking garage with a friend.Robinson, who’s certified to fly the MLB Super Bat III UAV for an ongoing National Institute of Standards and Technology wildfire research project in Texas, spent three days between Sept. 11 and 15 flying a 5-square-mile area of Plano looking for Morris.&nbsp;“The only thing I’m not satisfied with is that we did not locate Christina,” says Robinson, who flew the NIST UAV under an emergency certificate of authorization (COA) issued by the Federal Aviation Administration on Sept. 10. Other than one day of stormy weather that prevented flight operations, he deemed the mission “flawless.”&nbsp;On Sept. 15, Houston-based Texas Equusearch, which coordinated the search with Plano police, said it was suspending—not terminating—the search for Morris until police gather more credible or significant information.“We will come back again if the police determine that there’s another area they need searched,” says Robinson.A three-person NIST team led by Robinson spent hours analyzing high-resolution photos shot from a UAV of areas police asked them to search. Team members—called squints—are specially trained to spot objects that shouldn’t be in the photos.&nbsp;“We can take one of our aircraft, fly over an area and get high-resolution imagery, which we’ve got down to one centimeter (less than one-half inch) resolution,” Robinson says. “We can see a significant amount of detail in these images.”The UAV takes images with a 24-megapixel camera. Robinson notes that a standard point-and-shoot camera shoots 16-megapixel images, and high-definition video is 5 megapixels.&nbsp;Unlike an observer in a helicopter or airplane, the squints examine photos in the comfort of a darkened mobile command unit free of distractions. They can examine 800 photos in roughly two hours.&nbsp; In another search in which Robinson was involved, a white speck in a photo turned out to be a tennis shoe. That simple discovery enabled searchers to find the remains of a man who had been missing for six months.“Our philosophy on unmanned aircraft is that it is a force multiplier, a resource management tool and a safety tool,” Robinson explains. “We can do in a matter of hours what it takes a hundred searchers to do in a day.”&nbsp;When an object of interest is spotted in a photo, a hasty team is given the GPS coordinates to inspect the area.&nbsp;“That’s where the efficiency comes in,” Robinson says. “We need eyes on the ground to clear the area. It’s a very directed approach.”In addition, it’s a much safer approach because the UAV can inspect areas from above that might contain dangers or hazards to humans, minimizing risks and liability issues.&nbsp;“This is not our first rodeo,” Robinson says of the search for Morris. “This is one of the best search and rescue teams you’ll ever see flying unmanned aircraft. It’s not like we just went out and bought a DJI Phantom and went searching.”And, he adds, “There’s a science to searching. The fact that we scrubbed the area as thoroughly as we did tells the police that we know where she (Morris) is not at this point.”Robinson notes that during the mission, all takeoffs and landings were executed without mishap, the areas searched were covered 100 percent and there were no emergency situations. He also says they decided not to use the UAV to search two congested urban areas because of safety concerns.&nbsp;Texas Equusearch is a nationally known volunteer organization that’s been involved in high-profile searches for missing people. It also took the FAA to court after the agency ordered it to stop using UAS to conduct searches.&nbsp;“When there was an issue with Texas Equusearch earlier in the year, it was because they had not tried to apply for an emergency certificate of authorization,” says FAA spokesperson Les Dorr. “They were simply going out and flying. That was the reason we told them to stop.”The case was dismissed in July when a federal appeals court ruled that the FAA’s order “did not represent the consummation of the agency's decision-making process, nor did it give rise to any legal consequences.”Robinson, who’s worked with Texas Equusearch for 10 years, founded his own charitable organization—RP Search Services—for the purpose of using UAS to conduct search and rescue operations. He’s also had differences with the FAA.&nbsp;“We still disagree with whether they actually have a regulation they can apply to this particular operation,” Robinson explains. “We’re willing to work within whatever confines they want us to work in as long as we can get out there and do this good work.”&nbsp;Robinson owns RP Flight Systems Inc., manufacturer of the Spectra small unmanned aircraft. He wrote a COA application for a county government, one of the first approved by the FAA. He was also the author of “First to Deploy, Unmanned Aircraft for SAR (search and rescue) &amp; Law Enforcement,” a primer for agencies exploring the use of UAS.&nbsp;Despite past disagreements, Robinson praised the FAA for granting the emergency COA in a timely manner.&nbsp;“Their response was stellar,” Robinson says. “It took them less than 24 hours. I’m just delighted that it happened. I can’t say enough about their participation and doing what they did to get us in the air.”Dorr says the FAA hasn’t received many requests for emergency COAs, adding they’re usually issued “within hours” when they meet three criteria, which are:• A situation in which there is distress or urgency and there is an extreme possibility of a loss of life.&nbsp;• Manned flight operations cannot be conducted efficiently.&nbsp;• The proposed UAS is operating under a current approved COA for a different purpose or location.“They were requesting the COA under the auspices of NIST, which had an existing COA,” Dorr explains. “We were able to grant it relatively quickly. It has to be an existing COA that we can issue the emergency COA under.”Alexander Maranghides, a NIST principal investigator, says that in this case, the emergency COA was granted through a COA for the agency’s ongoing wildland urban interface research project in Texas. The NIST team flew the search mission at the request of the Plano Police Department as a regularly scheduled proficiency flight.&nbsp;“NIST is not a search and rescue agency,” Maranghides says. “But given the planned deployment for our work, we were able on very short order to adapt our deployment and respond to meet this important need.”Dorr stresses that the regulations preventing charitable organizations from operating UAVs for searches are not the FAA’s rules, but were passed by Congress in 2012.“What they said is that if you are going to fly for a hobby or recreation, then you don’t need FAA authorization—although you do have to follow the rules specified in the law. For any other purpose, you need FAA authorization,” he explains.&nbsp;“Regardless of who’s doing the flying, it would be difficult to say that doing a search for someone could be considered a hobby or for recreational purposes,” Dorr says of the FAA’s position on the issue.Author: Patrick C. Miller&nbsp; Staff Writer, UAS Magazine&nbsp; pmiller@bbiinternational.com&nbsp; 701-738-4923

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UAS pilot reflects on lessons learned from Texas missing person search.

Looking to Save Lives

NEW YORK The Griffiss International Airport unmanned aerial system (UAS) test site in Rome, New York, went operational Aug. 7. It is teamed with the Northeast UAS Airspace Integration Research Alliance, a New York nonprofit coalition of more than 40 private and public entities and academic institutions.NUAIR operates and manages UAS test sites in New York and Massachusetts. It will evaluate methods for scouting agricultural fields using different types of sensors, including visual, thermal and multispectral equipment. The research will enhance current methods of monitoring crops and provide additional information for continuing field research efforts.The FAA granted the Griffiss International Airport team a two-year certificate of authorization to use a PrecisionHawk Lancaster Platform UAS. The Lancaster Platform weighs approximately three pounds and has a wingspan of 4 feet. In early September, NUAIR partners Cornell Cooperative Extension and Precision Hawk conducted flight tests in western New York.The site’s projects include using UAS for the detection of insects, weeds, diseases, crop characteristics, crop biomass and background soil characteristics in two farm fields. Flights will take place at or below 400 feet, and will last up to 60 minutes from takeoff to landing.They will also collect geospatially referenced imagery as part of the agricultural research. Eventually, the site also will manage unmanned agricultural research flights from Joint Base Cape Cod in Massachusetts.In addition, the Griffiss team plans to work on developing test and evaluation processes under FAA safety oversight, and conduct research on sense-and-avoid capabilities to prevent collisions with other manned and unmanned aircraft.

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UAS TEST SITE UPDATES | Focus on agriculture

NORTH DAKOTA&nbsp; North Dakota Lt. Gov. Drew Wrigley believes the U.S. Federal Aviation Administration made the right decision in choosing his state for an unmanned aerial systems (UAS) test site. Speaking at a standing room only media event preceding the 8th Annual UAS Action Summit held in Grand Forks, North Dakota, earlier this year, Wrigley made a bold statement regarding the Northern Plains UAS Test Site. “We believe that we will be the premier test site in America,” he said.Based on the state’s history and recent adoption of UAS use, Wrigley may be right. North Dakota has been using UAS for more than a decade by entities including the N.D. Air and Army National Guard, U.S. Customs and Border Protection, Grand Forks Air Force Base and the University of North Dakota UAS Center of Research, Education and Training. To date, the state has invested $13 million into UAS research and development along with another $5 million to the Northern Plains UAS Test Site. The N.D. Chamber of Commerce is also working to develop the GrandSky business park located next to Grand Forks Air Force Base. The park will include 217 acres for UAS-based businesses to house operations.&nbsp;The Northern Plains UAS team includes several state-based institutions along with private businesses both large and small. From UND, testing will include sense-and-avoid mitigation research, airspace integration, payload and sensor use, and factors impacting UAS operators. North Dakota State University is working on data interpretation for agriculture. Lake Region State College is developing a law enforcement program for UAS and Northland Community &amp; Technical College has begun building a training program tailored for UAS maintenance technicians.&nbsp;From the private sector, partners include General Atomics, Northrup Grumman, Ideal Aerosmith, and several others. Northrup Grumman recently donated two SandShark remotely piloted aircraft trainers to UND for UAS research efforts. “The international UAS training market is growing exponentially and the University of North Dakota is considered a UAS training center of excellence,” said Al Palmer, director of UND’s Center for UAS Training, following the Northrup Grumman SandShark donation. “Until now, we haven’t offered international UAS pilot training,” he added, noting that the SandSharks will allow the Northern Plains UAS Test Site staple to “provide training to international students on their native soil.”&nbsp;

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UAS TEST SITE UPDATES | Uniting UAS business

OREGON It should come as no surprise that the Pan-Pacific Unmanned Aircraft Systems Test Site became the first U.S. Federal Aviation Administration-selected site to reach operational status. In May, the University of Alaska-Fairbanks conducted an aerial survey above a wildlife research station using an Aeryon Scout miniquadcopter. Following the successful survey above caribou present in the wildlife research station, UAF Chancellor Brian Rogers said the test illustrated an important aspect of UAS test missions. “It’s not simply about the technology, but rather about the application of that technology to real-world needs,” he said.Several years prior to the FAA-certified UAS testing, UAFs Geopyhsical Institute experimented with UAS technology at the Poker Flat Research Range, the nation’s largest land-based rocket range and the only range of its kind owned by a university.&nbsp;Spanning seven climate zones, the Pan-Pacific UAS Test Range offers UAS manufacturers and potential operators to test systems in the tropics, the arctic and arid environments. The site is managed by the Alaska Center for Unmanned Aircraft Systems Integration, a division of the UAF-GI.&nbsp;In addition to wildlife research, the UAF test range will be used to evaluate coordination procedures with air traffic controllers due to its proximity (5 miles) to the Fairbanks International Airport.&nbsp;The Pan-Pacific Unmanned Aircraft Systems work has not been limited to Alaska, however. Test sites in Oregon and Hawaii are also part of the certified test site’s range. Oregon has three test ranges, one each near Tillamook, Warm Springs and Pendleton, all in the northern reaches of the state. The Pendleton UAS Range is managed by Peak3 Inc., an Alaska-based UAS solutions provider that has been crucial to the Cascade Chapter of the Association for Unmanned Vehicle Systems International. The Cascade Chapter has received AUVSI’s chapter of the year award two years straight. Oregon State University is currently working on UAS research.&nbsp;Hawaii is utilizing three test sites, and the University of Hawaii-Hilo is also working to develop UAS technology. Earlier this year, UH-Hilo received a certificate of authorization from the FAA for the use of a UAV to assess wiliwili trees on the Big Island.&nbsp;

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UAS TEST SITE UPDATES | Wildlife, product testing and surveys

TEXAS&nbsp; Texas A&amp;M University-Corpus Christi unmanned aircraft systems test site was granted permission to conduct research at the end of June, the fourth of six to become operational. The team was granted a two-year certificate of authorization by the U.S. Federal Aviation Administration to use an AAAI RS-16 UAS, which weighs approximately 85 pounds, has a wingspan of roughly 13 feet, can travel at 65 knots (almost 75 mph) and can carry a payload of up to 25 pounds.&nbsp;Texas A&amp;M-Corpus Christi will focus its research on safety of operations and data gathering in authorized airspace, UAS airworthiness standards, command and control link technologies, human-factors issue for UAS control-station layout, detect-and-avoid technologies, and will investigate UAS surface and air volume environmental impacts.&nbsp;According to the FAA, specific projects include preservation and restoration of the ocean and ocean wetlands along the Padre Island National Seashore, research in advance of approaching tropical depressions, support to law enforcement in the Padre Island National Seashore, and providing metrics and lessons learned from these flights to the FAA.“The campus uses images acquired to monitor campus facilities and derive 3-D models of the infrastructure as well as monitor shoreline change and assess coastal hazards facing the island campus,” said Michael Starek, assistant professor of geospacial science and engineering.&nbsp;At the end of June, Texas A&amp;M University-Corpus Christi’s Lone Star Unmanned Aircraft Systems Center of Excellence &amp; Innovation flew its first mission gathering video, ultraviolet and thermal image data from the onboard multi spectral camera for university researchers monitoring coastal habitats and shoreline changes.&nbsp;The team will focus on UAS airframe design, sensor development, communications technology, modeling and simulation, and flight operations in airspace authorized by the FAA.

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UAS TEST SITE UPDATES | Lone star State embraces UAS

VIRGINIA&nbsp; The last of six U.S. Federal Aviation Administration-authorized test sites went operational Aug. 13 when the agency announced that the Virginia Polytechnic Institute and State University’s program was ready to conduct research.The FAA granted Virginia Tech seven certificates of authorization for two-years. UAS models tested at the site include the Smart Road Flyer, an eSPAARO (electric small platform for autonomous aerial research operations), Aeryon Sky Ranger, MANTRA2, Sig Rascal, and two AVID EDF-8 micro UASs.Virginia Tech, the University of Maryland and Rutgers University are members of the Mid-Atlantic Aviation Partnership consisting of academia, government, industry, economic development agencies, and non-profit organizations throughout Virginia, New Jersey and Maryland. MAAP conducted its first operational test flight Aug. 13, demonstrating the Smart Road Flyer, a low-cost, low-risk, multi rotor UAS being developed to support research in vehicle and highway systems.UAS research in the three states will eventually include agricultural spray equipment testing, development of aeronautical procedures for integration of UAS flights in a towered airspace and developing training and operational procedures for aeronautical surveys of agricultureNew Jersey’s Atlantic City International Airport will be a test location for mature operations after approval for integration with commercial passenger aircraft. The FAA’s William J Hughes Technical Center in New Jersey will assist with certification of concepts.Two NASA aeronautics centers—the Langley Research Center and the Wallops Flight Facility—are located in Virginia. Maryland is home to the Pax River Naval Air Station—an operator of UAVs—and is also the headquarters of the Aircraft Owners and Pilots Association.

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UAS TEST SITE UPDATES | Last but not least

Twenty states have passed laws on unmanned aircraft system (UAS) issues ranging from their use by law enforcement to what defines an unmanned aerial vehicle (UAV), according to the National Conference of State Legislatures.&nbsp;“State legislatures across the country are debating if and how UAS technology should be regulated, taking into account the benefits of their use, privacy concerns and their potential economic impact,” the NCSL reports.The organization says that the laws passed address UAS issues, which include their use by the public, hunting game and Federal Aviation Administration UAS test sites. Another 35 states are considering UAS-related measures.&nbsp;The NCSL says laws passed by states in 2014 include:Iowa: HF 2289 makes it illegal for a state agency to use a UAS to enforce traffic laws requiring a warrant or other lawful means, or to use information obtained with UAS in a civil or criminal court proceeding. It also requires the department of public safety to develop guidelines for the use of UAS and to determine whether changes to the criminal code are necessary.&nbsp;Indiana: HB 1009 creates warrant requirements and exceptions for the police use of unmanned aircraft and real-time geo location tracking devices. It also prohibits law enforcement from compelling individuals to reveal passwords for electronic devices without a warrant. It also makes "unlawful photography and surveillance on private property" a Class A misdemeanor.&nbsp;Louisiana: HB 1029 makes the unlawful use of an unmanned aircraft system a crime, defining it as the intentional use of a UAS to conduct surveillance of a targeted facility without the owner’s prior written consent.&nbsp;Ohio: HB 292 creates an aerospace and aviation technology committee to research and develop aviation technology, including unmanned aerial vehicles. &nbsp;Tennessee: HB 1777 makes it a class C misdemeanor for any private entity to use a drone to conduct video surveillance of a person who is hunting or fishing, without their consent. &nbsp;SB 1892 makes it a Class C misdemeanor for a person to use UAS to intentionally conduct surveillance of an individual or their property. It also makes it a crime to possess those images (Class C misdemeanor) or distribute and otherwise use them (Class B misdemeanor). &nbsp;The law also identifies 18 lawful uses of UAS, including the commercial use of UAS under FAA regulations, professional or scholarly research and for use in oil pipeline and well safety.&nbsp;Utah: SB 167 regulates the use of UAS by state government entities, requiring a warrant is for a law enforcement agency to “obtain, receive or use data” derived from the use of UAS. The law also establishes standards for when it is acceptable for an individual or other non governmental entity to submit data to law enforcement. It provides standards for law enforcement’s collection, use, storage, deletion and maintenance of data. It requires law enforcement to submit an annual report on its use to the Department of Public Safety and also to publish the report on the individual agency’s website. &nbsp;The law is not intended to “prohibit or impede the public and private research, development or manufacture of unmanned aerial vehicles.”&nbsp;Wisconsin: SB 196 requires law enforcement to obtain a warrant before using drones in a place where an individual has a reasonable expectation of privacy. The law also specifies as crimes possession of a weaponized drone and use of a drone.&nbsp;A study conducted earlier this year by Embry-Riddle College of Aeronautics professors David Ison, Brent Terwilliger and Dennis Vincenzi found that as a result of state and local governments passing their own laws, UAS stakeholders are facing a “changing regulatory landscape, further complicating research and development of their systems.”The study also concluded that UAS measures have added a layer of regulation that complicates the manufacturer and operator landscape. It recommends further study to track legislation and implications for the UAS industry.&nbsp; &nbsp;

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UAS NEWS | States pass UAS privacy, economic, law enforcement rules 

On behalf of the U.S. Government Accountability Office, the Department of Homeland Security completed a review on the U.S. Customs and Border Protection’s unmanned aircraft systems (UAS) program to ensure its compliance with privacy and civil liberty laws and standards.&nbsp;The review, which was filed in early June, contains information on CBP’s collecting, retaining, storing and disseminating images procedures to make sure they comply with aforementioned laws and standards.The GAO analyzed the review on CBP polices and UAS flight data from fiscal year 2011 through April 2014—covering the period when all UAS centers became operational. CBP reported that UAS operations are limited geographically via certificates of authorization (COA) but work with the Federal Aviation Administration to create a new COA or by requesting an addendum to an existing COA to operate in airspace outside the existing COA.The GAO analysis of CBP UAS flight hour data found that “over 80 percent of the UAS flight hours were associated with border and coastal areas of the U.S.”

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UAS NEWS | Homeland Security reviews US Border Protection’s UAS use

Aerial Technology International is expanding its aerial system (UAS) technology business into the precision agriculture industry to help farmers make more cost-effective decisions.Located in Clackamas, Oregon, ATI provides data through video, thermal imaging, multi-spectral imaging and tailored software applications integrated into its UAS technology. The company is teaming with MicaSense, a firm specializing in multi-spectral camera solutions, data processing and analytics.“A large percentage of the domestic drone sales will be in the agriculture industry,” ATI co-founder Stephen Burtt says of the company’s decision to expand.ATI was formed in 2011 by Burtt and Lawrence Dennis to provide UAS operators with support, education and resources for aerial video, photography, inspections, research and mapping.MicaSense designed a proprietary, lightweight multi spectral camera to remotely capture videos and photos of crops. The application senses different colors of light and provides data processing, mapping strategies and analytics to determine crop vigor.&nbsp;“Being on the aircraft manufacturing side, we build platforms for sensors,” Burtt notes. “The helicopter is the ideal platform for putting these sensors into sensitive areas without leaving a footprint.”MicaSense will provide a data processing service to ATI’s customers.“We’ll set up our own portal so that our customers can go straight through ATI and get all of their imaging processed,” Burtt explained. “It makes us a one-stop shop by letting them take care of the back-end work for us.”As an example of how ATI can assist farmers, Burtt said that in vineyards, it’s crucial to know when grapes are at optimal ripeness for picking.&nbsp;“Farmers do this now by walking the individual rows and looking at the grapes, but we could fly over and within about an hour, create a map that shows the exact sectors of the vineyard that are ripe before others,” he said.&nbsp;A UAV using the MicaSense camera can see individual rows and individual plants because it flies much lower than a manned aircraft.&nbsp;Burtt views precision agriculture as one of the logical applications for the early commercial use of UAS technology.&nbsp;“It’s just inherently a much safer place to operate,” he noted. “Drones are being vetted and there are still some kinks to work out, but operating them over farmland is much safer than what some other people doing.”&nbsp; &nbsp;

UAS NEWS | ATI, MicaSense team up to expand precision agriculture 

Nevada’s unmanned aircraft systems (UAS) test site was approved by the U.S. Department of Transportation’s Federal Aviation Administration in early June to begin research on integrating UAS into the nation’s airspace.&nbsp;Nevada was granted a two-year certificate of waiver or authorization (COA) to use an Insitu ScanEagle at the Desert Rock Airport located in Mercury, Nevada. According to the FAA, the ScanEagle will fly at or below 3,000 feet, monitored by a visual observer and mission commander.Nevada’s research will focus on UAS standards and operations as well as operator standards and certification requirements. The test site will also research &nbsp;air traffic control procedures and how they might evolve after the introduction of UAS into the civil environment and with NextGen, the FAA’s effort to modernize the national airspace system.&nbsp;Nevada’s test site has partnered with the University of Nevada, Reno to work on a range of topics from improving navigation and control of autonomous systems to developing applications related to environmental science and land management. The university has partnered with Flirtey, a technology developer that provides real-time delivery using UAS to create a safe UAS delivery technology. It is the first partnership on campus under the University’s Nevada Advanced Autonomous System Innovation Center. The University also added a new minor degree program in UAS in January to help students prepare to enter the Nevada UAS industry.&nbsp;The test site also has a partnership with the Desert Research Institute, an entity exploring UAS use in civilian government and the private sector. The work is aimed at developing applications such as cloud seeding to fight forest fires.&nbsp;Other partners of Nevada’s test site include the University of Nevada-Las Vegas, the College of Southern Nevada, the Small Business Administration, the Reno-Tahoe Airport Authority, the Boulder City Municipal Airport, and the city of Las Vegas.&nbsp; &nbsp;

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UAS NEWS | Staring down new standards

Amazon and Google have been trading headlines regarding the unmanned aerial system-based delivery services being developed separately by the online retail giants.&nbsp;Amazon made big news in December when its Prime Air delivery system was showcased on CBS’s “60 Minutes.” The system’s goal is to get packages into customers' hands in 30 minutes or less using unmanned aerial vehicles.Google created a stir in August when it announced Project Wing with a video showing dog treats being delivered via UAV to a farmer near Warwick, Australia. The team ran more than 30 successful delivery flights using what it refers to as “self-flying vehicles.”Amazon has requested an exemption from FAA regulations prohibiting the commercial use of UAS. Section 333 of the FAA Modernization and Reform Act of 2012 gives the agency authority to grant expedited operational authorization to safely accelerate the integration of civil unmanned aircraft systems into the national airspace system.“By this petition, Amazon is seeking its first such authorization in order to conduct additional research and development for Prime Air,” wrote Paul Misener, Amazon vice president for global public policy, in a letter to Michael Huerta, FFA administrator.The Economic Times of India reported in August that Amazon would debut its delivery service overseas with trials in Bangalore and Mumbai, although the retail giant declined to comment.&nbsp;However, in his letter petitioning the FAA, Misener hinted that the company might consider the possibility taking its UAS program outside the U.S.&nbsp;“Of course, Amazon would prefer to keep the focus, jobs, and investment of this important research and development initiative in the United States by conducting private research and development operations outdoors near Seattle, where our next generation R&amp;D lab and distinguished team of engineers, scientists and aeronautical professionals are located,” Misener wrote.That point was later reinforced by Michel Toscano, president and CEO of the Association for Unmanned Vehicles Systems International, when he wrote to the U.S. Department of Transportation supporting Amazon’s exemption request.“Amazon wants to test their systems outdoors in the U.S., as opposed to overseas,” Toscano wrote. “Amazon’s exemption adequately addressed the safety requirements in a number of federal aviation regulations, and there is a compelling need for the FAA to allow Amazon to test their systems to ensure the next evolution in package delivery happens in the U.S. first.”Google says its “self-flying vehicles” will deliver goods by flying a programmed route with just the push of a button, and will also follow rules to respond safely if they run into unexpected situations such as a wind gust.“Self-flying vehicles could open up entirely new approaches to moving things around, including options that are faster, cheaper, less wasteful, and more environmentally sensitive than the way we do things today,” says Google spokesperson Raymond Gobberg.Google plans to develop different vehicle types and shapes that will vary depending on where the delivery occurs and what’s being delivered.“It's going to be a few years before we have a system ready,” Gobberg says. “This has much more in common with the self-driving car than with the remote controlled planes you might see in the park on the weekend.”In the coming year, Google’s research goals include developing detect-and-avoid systems, precision navigation, reduced vehicle noise and an end-to-end delivery system.&nbsp;It has been widely reported that Google is looking at developing an Internet delivery system using UAS technology. Gobberg declined to comment on whether Google has requested permission from the Federal Communications Commission to test the system in New Mexico, when contacted by UAS Magazine.&nbsp;

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UAS NEWS | Google, Amazon test UAS package delivery systems

Perfecting unmanned aircraft system (UAS) moving takeoffs and landings is new territory to most aircraft users, but Scion UAS and the U.S. Coast Guard are among the entities that have completed the feat.&nbsp;Scion UAS is one of the world’s first companies to successfully land a manned-capable vertical takeoff and landing (VTOL) aircraft on a moving platform.&nbsp;The Ft. Collins, Colorado-based company released a video of its SA-400 Jackal landing smoothly on a 16-foot-by-20-foot trailer being towed along a runway at speeds up to 10 knots (11.5 mph).&nbsp;“Capabilities like this used to be limited to large defense contractors,” said Steen Mogensen, Scion UAS CEO. “We’re very proud of what our small team in Colorado has accomplished!”More than 10 landings and takeoffs were performed, including straight-line approaches and 45-degree approaches to simulate ship-based operations. The company called it “a significant milestone toward demonstrating the ship-based takeoff and landing capabilities of the optionally piloted helicopter.”Safety pilot Jim Sampson was on board the aircraft during the flight to ensure compliance with FAA regulations. The SA-400 Jackal is a turbine-powered VTOL aircraft designed to carry a 110-pound payload for more than four hours. The first of these aircrafts is being used by the Naval Research Laboratories to demonstrate emerging sensor systems.&nbsp;“This is a major achievement which demonstrates that a small company can push the state of the art in VTOL UAS development on an austere budget,” said Al Cross, head of the NRL Vehicle Research Section. “I am very proud of what Scion UAS has accomplished today and look forward to accepting the SA-400 vehicles into the NRL research vehicle inventory.”Researchers from the Coast Guard Research and Development Center and the National Oceanic Atmospheric Administration have also been working on designing some of the first UAS to complete moving landings. &nbsp;They have been working alongside Puma AE designer AeroVironment to create the UAS that successfully completed a take-off and landing on the flight deck of Coast Guard Cutter Healy.&nbsp;The UAV, which recently completed the first flight aboard a Coast Guard icebreaker, is equipped with an electro-optical and infrared camera plus illuminator on a lightweight mechanical gimbaled payload.The Coast Guard RDC, located in New London, Connecticut, provides research and evaluation of technologies and equipment to help the Coast Guard’s abilities to carry out missions. According to the researchers, the hope for this UAS, as well as others, is to “perform monitoring and search operations in the Arctic and other areas where hazardous conditions might otherwise place human observers in increased danger.”“The Coast Guard and its partners realize the value of exploring technologies like UAS to improve our ability to respond in the Arctic,” said Rich Hansen, RDC chief scientist. “Unmanned systems have great potential for tracking spills, so responders can avoid unnecessary risk while safeguarding our seas.”The crew aboard the 420-foot icebreaker also conducts the Coast Guard’s traditional missions including search and rescue, environmental protection and enforcement of laws and treaties while performing their primary mission of assisting with scientific research in polar regions.&nbsp; &nbsp;

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UAS NEWS | Scion UAS, Coast Guard complete moving takeoffs, landings

Unmanned aircraft systems are being thrown into the heart of storms. The University of Colorado-Boulder conducted what is believed to be the first multiple, unmanned aircraft interception of a rush of cold air—known as a gust front—preceding a thunderstorm across the Pawnee National Grassland in Colorado. &nbsp;A gust front is a boundary that separates a cold thunderstorm downdraft from warm, humid surface air and can produce damaging wind speeds up to 100 miles per hour.“We believe this was the first time &nbsp;multiple unmanned aircraft systems were flown simultaneously to make coordinated measurements of the outflow from an evolving thunderstorm,” said CU-Boulder’s Jack Elston, lead investigator and organizer of the National Science Foundation-sponsored Multi-sUAS Evaluation of &nbsp;Techniques for Measurement of Atmospheric Properties field experiment.According to reports, as the gust front approached from the west at Pawnee National Grassland, three UAS teams spread out about a quarter mile from each other and launched three small unmanned aircraft, including a Datahawk and two Skywalkers, which were created by the university. The CU-Boulder UASs had wingspans of less than five feet.&nbsp;The team was organized by CU-Boulder’s Research and Engineering Center for Unmanned Vehicles with help from the University of Nebraska-Lincoln, Texas Tech University, Colorado State University, the University of Tübingen in Germany and the Center for Severe Weather Research based in Boulder.“I’m really looking forward to getting back into the field for more supercell storm research with our meteorologist colleagues,” said CU-Boulder aerospace engineering professor Brian Argrow.&nbsp;National Oceanic and Atmospheric Administration scientists and partners have also been implementing unmanned aerial systems to help collect weather information both above ground and in the water to help improve hurricane forecasts.&nbsp;Researchers are sending dropsondes—instruments that are dropped into storms to measure weather data—and unmanned aircraft into places where it would be unsafe for people to gather hurricane and weather data.&nbsp;NOAA researchers are teaming up with NASA to launch two 115-foot wingspan Global Hawks that will go on several data-collecting missions during the course of the five weeks of the heightened Atlantic hurricane season.&nbsp;“With the Global Hawk, we can fly farther out over the ocean and get to storms that manned aircraft cannot reach. We can look at storms when they first come off the coast of Africa,” said Robbie Hood, director of NOAA’s UAS program. “Getting this data early in a storm’s life cycle is critical to understanding and predicting its ultimate evolution. Our goal is to begin using unmanned systems to improve weather operations.”NOAA scientists at the Atlantic Oceanographic and Meteorological Laboratory are also taking to the lowest parts of tropical storms just above the surface to gather data using smaller aircraft called Coyotes.&nbsp;The underwater gliders are capable of venturing to depths of more than 3,300 feet to gather data on how the ocean modifies severe weather. According to the team, the gliders are able to take precise measurements of ocean temperatures, salinity, oxygen levels, and currents, all of which can provide data on the evolution of the temperature and ocean current velocity patterns across the upper layer of the ocean, that can fuel hurricanes.&nbsp;&nbsp; &nbsp;

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UAS NEWS | Teams key in on storm fronts, oceanic weather research

The possibility of using mobile phone signals to locate disaster victims is being jointly explored by Disaster Tech Lab, an Ireland-based disaster response organization, and Sentinel Air LLC, an American unmanned aircraft system firm.&nbsp;The team reports that a sensor mounted on an unmanned aerial vehicle (UAV) and flown over a disaster zone could detect and triangulate the location of a phone using Wi-Fi or cellular signals.&nbsp;“Nearly everyone has a smart phone in their hands or in their pocket,” said Dean Attridge, co-owner of Sentinel. “If disaster strikes, that phone is normally close to them. Instead of searching for hours looking for people who may be isolated after a disaster, we can assist by triangulating on that phone. We can say ‘there’s a phone there that could well be in someone’s pocket.’”Providing this data to first responders could drastically reduce the time needed to locate victims. Evert Bopp, who founded DTL with his wife Kate, said another application of the technology is mapping which wireless communication networks are still operating after a disaster.&nbsp;The first stage of the project is to test a sensor that detects Wi-Fi signals with an operator in the aircraft, and early next year, the sensor will be tested while being operated remotely from the ground. The final phase will be to convert Sentinel Air’s single-engine, two-seat Sky Arrow, an airplane built in Italy by Magnahi Aeronautica, into a UAV.“We can’t tell whose phone it is or what phone it is,” said Attridge, co-owner of Sentinel. “We can tell that there’s an emitter there, and that’s the important thing. We can’t snoop with it, but we can locate people with it if they’re lost or buried.”&nbsp;The University of North Texas is also getting involved in disaster relief efforts by using UAVs.&nbsp;Researchers at UNT have created a new technology capable of supplying Wi-Fi to damaged disaster areas with a range of up to 5 kilometers (3 miles) using UAVs.Yan Wan, assistant professor of electrical engineering at UNT, and her team developed a directional antenna, that rotates to automatically align with a target to maintain a stronger communication link, which helps prevent signal disruption to maintain a wider Wi-Fi range.“This technology would be very useful in disaster scenarios when the cell towers are down and there’s not communication infrastructure,” said Wan.&nbsp;According to the National Science Foundation, Wan’s research will, one day, “enable drone-to-drone and flight-to-flight communications, improving air traffic safety, coordination and efficiency.”&nbsp; &nbsp;

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UAS NEWS | Disaster relief efforts eased with help from UAV

For more than four&nbsp;&nbsp; decades, the Association for Unmanned Vehicle Systems International has advocated for and promoted the unmanned systems and robotics industry, most recently focusing on integrating unmanned aircraft systems (UAS) in the National Airspace System and showcasing the uses of UAS in the commercial and civil marketplace.Whether it is aiding search and rescue missions, advancing scientific research, responding to natural disasters, or helping farmers care for their crops, UAS are capable of saving time, saving money and most importantly, saving lives. AUVSI supports the safe and responsible integration of UAS to unlock tremendous potential the technology holds while helping to boost local economies and create jobs.Safe, Responsible Integration&nbsp; As the agency in charge of aviation safety, the Federal Aviation Administration is at the forefront of this effort and has laid out a timeline and process for examining these issues. AUVSI is in regular contact with the FAA and we have also met and continue to maintain an open dialogue with the pilot community, air traffic controllers and others with a stake in aviation safety.&nbsp;The industry is also taking steps to ensure that UAS are safely integrated through the development of “sense and avoid” systems and other technologies. AUVSI is committed to ensuring that UAS are integrated into the U.S. airspace in the manner that ensures the safety of all aircraft—manned and unmanned. One way AUVSI is helping with this is co-chairing the FAA’s Beyond Visual Line of Sight User Action Group, which was created by the co-chairs of the UAS Aviation Rulemaking Committee in May. The purpose of this group is to seek input from users or potential users of UAS on what the immediate, near and long-term issues or hurdles are or might be for fielding this technology.FAA Test Sites&nbsp; The FAA legislation required the FAA administrator to create six UAS test sites for the testing and development of UAS as part of the safe and responsible integration of UAS into the national airspace.&nbsp;Despite statutory requirements, the FAA failed to meet the August 2012 deadline for seeking proposals for test sites, as well as the December 2012 deadline for establishing the initial six test sites. AUVSI directly pressed the Department of Transportation and the FAA to open the test site selection process. In a letter to then-Transportation Secretary Ray LaHood and FAA Administrator Michael Huerta, AUVSI wrote that test sites were key to unlocking the potential of UAS both as a tool to make Americans safer, more secure and more productive, as well as an economic driver and job creator.AUVSI also engaged third parties to make their voices heard. The Aerospace States Association, a consortium of states with aerospace industries led by lieutenant governors, also wrote to the FAA requesting the test site process move forward to avoid “losing our global advantage” in aviation innovation. In addition, AUVSI worked closely with the Congressional Unmanned Systems Caucus to ensure members of Congress were fully briefed on the FAA’s progress. In response to the continued delay in implementing key milestones, the caucus sent letters to the DOT secretary and the administrator asking them to stay on task and expedite the integration of UAS.On Feb. 14, 2013, the FAA finally released its request for proposals for the six UAS test sites and the deadline for proposals was May 6, 2013. The FAA also addressed privacy issues by soliciting public comments on how test site operators should respect people’s privacy while still allowing UAS to fly.&nbsp;The FAA’s request for test site proposals was an important milestone on the path toward unlocking the potential of unmanned aircraft, and creating thousands of American jobs. States across the country have been eager to receive this FAA designation because they recognize the incredible economic and job creation potential it would bring with it. While AUVSI would prefer the FAA not limit the number of test sites, it applauded the agency for finally taking this important step, which will help create jobs and ensure the U.S. remains a global leader in aviation innovation.Small UAS Rules&nbsp; The 2012 legislation also required the FAA to publish a final rule for small UAS weighing less than 55 pounds, within 27 months from the time legislation was signed. Unfortunately, the FAA has repeatedly delayed its small UAS rulemaking, missing the congressionally mandated deadline. &nbsp;In the DOT's January &nbsp;update of significant rulemakings, it listed the planned publication date of the sUAS Notice of Proposed Rulemaking as November 2014—almost four years late. The DOT’s explanation for the delay is “unanticipated issues requiring further analysis.” &nbsp;As of early October, the FAA has again pushed back the date of publication to the “end of the year.”AUVSI and 31 other industry associations, including agriculture groups, realtors, media organizations, and public safety organizations, sent a letter to the FAA strongly encouraging the agency to expedite the public notice and comment for small UAS rulemaking and to grant exemptions for limited commercial use of UAS.Section 333&nbsp;&nbsp; In the meantime, the FAA announced it was working to expedite limited commercial operations of UAS for specific low-risk applications, such as for crop spraying, filmmaking, pipeline and power-line inspections, flare stack inspections and precision agriculture. Section 333 of the 2012 legislation allows the FAA to grant expedited approval for limited commercial uses before the full integration is complete. As of September 2014, more than 40 organizations and companies have filed for exemptions, including the representatives from the film and television industry, Amazon.com and Yamaha. On Sept. 25, the FAA granted its first exemption to six film production companies. This is an important milestone in the integration process as it lays out the FAA’s vision of how commercial UAS may fly in the NAS.While expediting the approval of certain low-risk commercial applications of UAS is an important step forward, the FAA is likely to miss the September 2015 deadline for UAS integration according to a report by the DOT's inspector general. The potential benefits for UAS cannot be underestimated. In fact, it is estimated that this industry will create more than 100,000 jobs and $82 billion in economic impact during the first decade following integration. Every year that integration is delayed, the United States loses more than $10 billion in potential economic impact. This translates to a loss of $27.6 million per day that UAS are not integrated into the NAS.AUVSI will continue working with the industry and other industries wanting to utilize this technology to push the FAA to integrate UAS safely into the NAS.Author: Michael Toscano&nbsp; President and CEO of the Association for Unmanned Vehicle Systems International

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AUVSI: THE AIRSPACE | Leading the Way Into the National Airspace System

The UAS industry is difficult to describe, but easy to understand. In many parts of the world, unmanned aerial vehicles (UAVs) hold a thriving presence in commercial and private sectors. The U.S., on the other hand, is playing catch up as the U.S. Federal Aviation Administration continues its daunting efforts to validate the safest and most practical entrance for the commercial use of UAVs into the national airspace. Although the regulatory trailblazing process currently being undertaken by the FAA can be difficult to comprehend, the potential of the UAS industry is as easy to see as a quadcopter hovering 10 feet above ground in a clear blue sky.&nbsp;Several industries have already expressed interest or invested directly in UAS. In the U.S., the implementation of UAVs into planting efforts, field monitoring and data gathering has the agriculture community enthusiastic about the possibilities linked to precision farming. The untapped potential for pipeline monitoring has the midstream energy sector eager to deploy UAVs. The film and real estate industries are already convinced of the imagery capture potential that UAVs can and will provide. Weather forecast centers and disaster relief organizations want unlimited access to UAVs for services from storm cell monitoring to victim relief. Even well-known Internet giants––search engine providers and online ordering services––with the capability to pursue any tech avenue in existence have made national news for their research and developments aimed at UAV implementation. But for all of the interest and investment currently happening, the story of the industry which begins with untapped potential and will involve into unfathomable commercialized use—is only just beginning. The story is, however, reassuring to major UAV manufacturers, appealing to engineering and design firms, slow for policy followers and operators, and, for so many like our team at the UAS Magazine, beyond exciting.&nbsp;In our inaugural issue we’ve worked to capture both the excitement and the reality of the UAS world. Staff writer Patrick Miller details the efforts of Gene Robinson, a Texas-based UAS operator contracted to pilot a fixed-wing UAV in the search for a missing person. Miller’s discussion’s with Robinson revealed several facets and realities of the industry, including the intricacies of obtaining a certificate of authorization, the proven capabilities of professional UAV pilots and an obvious reason for the FAA to permit certain UAS platforms sooner than later.&nbsp;Following a trip to the country’s first-ever UAS maintenance training program facilities, our team was able to compile a feature story that clearly highlights the sense of excitement in the industry. As the feature, "UAS Training Grounds," illustrates, careers in the UAS sector are now more possible than ever. Curtis Zoeller and Jon Beck, the trailblazing UAS curriculum development experts who gave us the private tour, are proof. Both left the UAS industry to spearhead the UAS program at a tiny community college in small-town Minnesota. Three years later, the duo is fast-becoming recognized by the greater educational community for their program-building accomplishments and by major UAS manufacturers for their certifiable standards that are now responsible for providing employees to the biggest names in the industry.&nbsp;For an unrivaled look at the state of the unmanned aircraft systems industry, our team is pleased to offer a monthly column written specifically for UAS Magazine by Michael Toscano, president and CEO of the Association of Unmanned Vehicle Systems International, the undeniable voice for UAS.&nbsp;Toscano’s on-point commentary on AUVSI’s challenges, opportunities and successes in the industry combine with nearly every piece from this issue to show that the reality of commercialized UAS use in the U.S. is linked to a challenging regulatory and policymaking period for the FAA and an excitement that is sensible not just as for as far as the eye can see, but, past the line of sight.&nbsp;&nbsp; &nbsp;Author: Luke Geiver&nbsp; Editor, UAS Magazine&nbsp; lgeiver@bbiinternational.com

November 2014 UAS Magazine

Columns

How We Should Describe The UAS Industry

Featured

UAS Training Grounds

Looking to Save Lives

Departments

UAS TEST SITE UPDATES | Focus on agriculture

UAS TEST SITE UPDATES | Uniting UAS business

UAS TEST SITE UPDATES | Wildlife, product testing and surveys

UAS TEST SITE UPDATES | Lone star State embraces UAS

UAS TEST SITE UPDATES | Last but not least

UAS NEWS | States pass UAS privacy, economic, law enforcement rules

UAS NEWS | Homeland Security reviews US Border Protection’s UAS use

UAS NEWS | ATI, MicaSense team up to expand precision agriculture

UAS NEWS | Staring down new standards

UAS NEWS | Google, Amazon test UAS package delivery systems

UAS NEWS | Scion UAS, Coast Guard complete moving takeoffs, landings

UAS NEWS | Teams key in on storm fronts, oceanic weather research

UAS NEWS | Disaster relief efforts eased with help from UAV

AUVSI: THE AIRSPACE | Leading the Way Into the National Airspace System

November 2014 UAS Magazine.css-7jxktu{position:absolute;bottom:0px;left:0px;right:0px;height:3px;border-radius:3px;background-color:var(--chakra-colors-brandBlack);}

Columns

How We Should Describe The UAS Industry

Featured

UAS Training Grounds

Looking to Save Lives

Departments

UAS TEST SITE UPDATES | Focus on agriculture

UAS TEST SITE UPDATES | Uniting UAS business

UAS TEST SITE UPDATES | Wildlife, product testing and surveys

UAS TEST SITE UPDATES | Lone star State embraces UAS

UAS TEST SITE UPDATES | Last but not least

UAS NEWS | States pass UAS privacy, economic, law enforcement rules

UAS NEWS | Homeland Security reviews US Border Protection’s UAS use

UAS NEWS | ATI, MicaSense team up to expand precision agriculture

UAS NEWS | Staring down new standards

UAS NEWS | Google, Amazon test UAS package delivery systems

UAS NEWS | Scion UAS, Coast Guard complete moving takeoffs, landings

UAS NEWS | Teams key in on storm fronts, oceanic weather research

UAS NEWS | Disaster relief efforts eased with help from UAV

AUVSI: THE AIRSPACE | Leading the Way Into the National Airspace System

November 2014 UAS Magazine