Interdrone 2015 Notes - Revision history

Bpopp at 16:11, 22 September 2015

2015-09-22T16:11:49Z

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	From [[Interdrone 2015]]		From [[Interdrone 2015]]

	~~== Summary ==~~

	There were roughly 3000 individuals, 130 presenters, and over 100 companies present at this year's Interdrone conference. There were dozens of different industries represented, but inspection was, by far, the most prevalent area of interest. Of those already doing inspections, a vast majority were merely doing simple visual inspections (not structural analysis).

	The widely overused analogy was that drones in 2015 are what PC computers were in the early 80's. The implication being that now that drones are accessible to everyone, they will revolutionize every industry. While I agree that the technology has huge potential in certain applications, this industry is still very immature and it will take years to stabilize the hardware, software, and regulations surrounding the industry.

	Not surprisingly, the FAA is extremely uneasy about the introduction of this disruptive technology into national airspace. They understand that drones have the potential to revolutionize certain industries, but are struggling to determine how to best regulate them. Existing regulations obviously were not written with unmanned aircraft in mind and do not explicitly prohibit their use.

	~~Many drone-based companies had already taken advantage of this ambiguity and were operating with no oversight. In order to wrestle back control, the FAA sighted FAR 91.113 which states:~~

	~~<pre>vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft.</pre>~~

	~~Obviously an unmanned aircraft cannot inherently "see and avoid" and, therefore, according to the FAA, now require an exemption.~~

	~~<pre>The 333 Exemption process "grants case-by-case authorization for~~
	~~certain unmanned aircraft to perform commercial operations. It provides~~
	~~operators who wish to pursue safe and legal entry into the NAS a competitive~~
	~~advantage in the UAS marketplace, thus discouraging illegal operations and~~
	~~improving safety.</pre>~~

	These exemptions look very much like an Ops Spec, and outline exactly who can operate the aircraft, what make and model of aircraft can be used, and any limitations that should be in place (see [https://www.faa.gov/uas/legislative_programs/section_333/333_authorizations/media/Aeronautic-Imagery-LLC-12794.pdf this]). If the aircraft is issued an airworthiness certificate, the operator must have a pilot's license to operate it. It's not clear under what circumstances the FAA would not require an airworthiness certificate, but it seems that in most cases, the pilot's license is required.

	The FAA has granted roughly 1500 exemptions to companies across the US and has hundreds more waiting to be processed. The typical exemption takes between 50 and 190 days to be approved (depending on complexity and risk).

	In addition to a 333 exemption, companies are required to request a Certificate of Waiver or Authorization (COA). This waiver provides operators with permission from the Department of Transportation to operate unmanned aircraft at a particular location.

	We heard from several companies that had already requested exemptions and were operating drones commercially. Their experiences pointed to an immature industry with lots of hurdles and risks. A former trial lawyer used their drones to do aerial inspections of crime scenes. They created unprecedented aerial footage that they blended beautifully with 3D animation. At one point, they had an altercation with a shotgun-toting veteran that thought they were spying on his property (and given the company, maybe they were). Another man that had helped introduce drones to Hollywood filming companies explained how a boosted WiFi hotspot caused a terrifying flyaway in the middle of downtown LA.

	Ultimately this is the challenge that FedEx faces. In order for us use drones in our operation, we must find ways to mitigate the significant risks of RF interference, faulty sensors, immature software, and operator error. The FAA is reluctantly accepting some of this risk, but only because 1) they don't truly understand the technology and 2) there haven't been any major events revolving around UAS misuse. Once this happens (and sadly it will), their position will change severely.

	== People ==		== People ==

Bpopp: /* Summary */

2015-09-22T16:07:27Z

Summary

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	We heard from several companies that had already requested exemptions and were operating drones commercially. Their experiences pointed to an immature industry with lots of hurdles and risks. A former trial lawyer used their drones to do aerial inspections of crime scenes. They created unprecedented aerial footage that they blended beautifully with 3D animation. At one point, they had an altercation with a shotgun-toting veteran that thought they were spying on his property (and given the company, maybe they were). Another man that had helped introduce drones to Hollywood filming companies explained how a boosted WiFi hotspot caused a terrifying flyaway in the middle of downtown LA.		We heard from several companies that had already requested exemptions and were operating drones commercially. Their experiences pointed to an immature industry with lots of hurdles and risks. A former trial lawyer used their drones to do aerial inspections of crime scenes. They created unprecedented aerial footage that they blended beautifully with 3D animation. At one point, they had an altercation with a shotgun-toting veteran that thought they were spying on his property (and given the company, maybe they were). Another man that had helped introduce drones to Hollywood filming companies explained how a boosted WiFi hotspot caused a terrifying flyaway in the middle of downtown LA.

	Ultimately this is the challenge that FedEx faces. In order for us use drones ~~safely~~, we must find ways to mitigate the significant risks of RF interference, faulty sensors, immature software, and operator error. The FAA is reluctantly accepting some of this risk, but only because 1) they don't understand the technology and 2) there haven't been any major events revolving around UAS misuse. Once this happens (and sadly it will), their position will change severely.		Ultimately this is the challenge that FedEx faces. In order for us use drones in our operation, we must find ways to mitigate the significant risks of RF interference, faulty sensors, immature software, and operator error. The FAA is reluctantly accepting some of this risk, but only because 1) they don't truly understand the technology and 2) there haven't been any major events revolving around UAS misuse. Once this happens (and sadly it will), their position will change severely.

	== People ==		== People ==

Bpopp at 16:05, 22 September 2015

2015-09-22T16:05:26Z

← Older revision		Revision as of 16:05, 22 September 2015
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	We heard from several companies that had already requested exemptions and were operating drones commercially. Their experiences pointed to an immature industry with lots of hurdles and risks. A former trial lawyer used their drones to do aerial inspections of crime scenes. They created unprecedented aerial footage that they blended beautifully with 3D animation. At one point, they had an altercation with a shotgun-toting veteran that thought they were spying on his property (and given the company, maybe they were). Another man that had helped introduce drones to Hollywood filming companies explained how a boosted WiFi hotspot caused a terrifying flyaway in the middle of downtown LA.		We heard from several companies that had already requested exemptions and were operating drones commercially. Their experiences pointed to an immature industry with lots of hurdles and risks. A former trial lawyer used their drones to do aerial inspections of crime scenes. They created unprecedented aerial footage that they blended beautifully with 3D animation. At one point, they had an altercation with a shotgun-toting veteran that thought they were spying on his property (and given the company, maybe they were). Another man that had helped introduce drones to Hollywood filming companies explained how a boosted WiFi hotspot caused a terrifying flyaway in the middle of downtown LA.

	~~These~~		Ultimately this is the challenge that FedEx faces. In order for us use drones safely, we must find ways to mitigate the significant risks of RF interference, faulty sensors, immature software, and operator error. The FAA is reluctantly accepting some of this risk, but only because 1) they don't understand the technology and 2) there haven't been any major events revolving around UAS misuse. Once this happens (and sadly it will), their position will change severely.

	== People ==		== People ==

Bpopp: /* Summary */

2015-09-22T15:39:23Z

Summary

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	In addition to a 333 exemption, companies are required to request a Certificate of Waiver or Authorization (COA). This waiver provides operators with permission from the Department of Transportation to operate unmanned aircraft at a particular location.		In addition to a 333 exemption, companies are required to request a Certificate of Waiver or Authorization (COA). This waiver provides operators with permission from the Department of Transportation to operate unmanned aircraft at a particular location.

			We heard from several companies that had already requested exemptions and were operating drones commercially. Their experiences pointed to an immature industry with lots of hurdles and risks. A former trial lawyer used their drones to do aerial inspections of crime scenes. They created unprecedented aerial footage that they blended beautifully with 3D animation. At one point, they had an altercation with a shotgun-toting veteran that thought they were spying on his property (and given the company, maybe they were). Another man that had helped introduce drones to Hollywood filming companies explained how a boosted WiFi hotspot caused a terrifying flyaway in the middle of downtown LA.

			These

	== People ==		== People ==

Bpopp: /* Summary */

2015-09-22T15:23:51Z

Summary

← Older revision		Revision as of 15:23, 22 September 2015
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	The FAA has granted roughly 1500 exemptions to companies across the US and has hundreds more waiting to be processed. The typical exemption takes between 50 and 190 days to be approved (depending on complexity and risk).		The FAA has granted roughly 1500 exemptions to companies across the US and has hundreds more waiting to be processed. The typical exemption takes between 50 and 190 days to be approved (depending on complexity and risk).

	In addition to a 333 exemption, companies are required to request a Certificate of Waiver or Authorization (COA). This waiver provides operators with permission from the Department of Transportation to operate unmanned aircraft.		In addition to a 333 exemption, companies are required to request a Certificate of Waiver or Authorization (COA). This waiver provides operators with permission from the Department of Transportation to operate unmanned aircraft at a particular location.

	== People ==		== People ==

Bpopp: /* People */

2015-09-15T15:03:59Z

People

← Older revision		Revision as of 15:03, 15 September 2015
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	== People ==		== People ==

	* ~~Diane~~		* Dyan Gibbens - currently owns two drone-based companies. I was very impressed with Dyan and think she could be a valuable consultant in assisting with the regulatory challenges.
	* Jim Williams - former FAA employee that wrote much of the new regulation regarding UAVs.		* Jim Williams - former FAA employee that wrote much of the new regulation regarding UAVs.

Bpopp: /* Summary */

2015-09-12T05:14:22Z

Summary

← Older revision		Revision as of 05:14, 12 September 2015
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	improving safety.</pre>		improving safety.</pre>

	These exemptions look very much like an Ops Spec, and outline exactly who can operate the aircraft, what make and model of aircraft can be used, and any limitations that should be in place (see [https://www.faa.gov/uas/legislative_programs/section_333/333_authorizations/media/Aeronautic-Imagery-LLC-12794.pdf this]). If the aircraft is issued an airworthiness certificate, the operator must have a pilot's license to operate it. It's not clear under what circumstances the FAA would ~~or would not~~ not require an airworthiness certificate, but it seems that in most cases, the pilot's license is required.		These exemptions look very much like an Ops Spec, and outline exactly who can operate the aircraft, what make and model of aircraft can be used, and any limitations that should be in place (see [https://www.faa.gov/uas/legislative_programs/section_333/333_authorizations/media/Aeronautic-Imagery-LLC-12794.pdf this]). If the aircraft is issued an airworthiness certificate, the operator must have a pilot's license to operate it. It's not clear under what circumstances the FAA would not require an airworthiness certificate, but it seems that in most cases, the pilot's license is required.

	The FAA has granted roughly 1500 exemptions to companies across the US and has hundreds more waiting to be processed. The typical exemption takes between 50 and 190 days to be approved (depending on complexity and risk).		The FAA has granted roughly 1500 exemptions to companies across the US and has hundreds more waiting to be processed. The typical exemption takes between 50 and 190 days to be approved (depending on complexity and risk).

Bpopp: /* Summary */

2015-09-12T05:13:16Z

Summary

← Older revision		Revision as of 05:13, 12 September 2015
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	improving safety.</pre>		improving safety.</pre>

	These exemptions look very much like an Ops Spec, and outline exactly who can operate the aircraft, what make and model of aircraft can be used, and any limitations that should be in place (see [https://www.faa.gov/uas/legislative_programs/section_333/333_authorizations/media/Aeronautic-Imagery-LLC-12794.pdf this]). If the aircraft is issued an airworthiness certificate, the operator must have a pilot's license to operate it. It's ~~unclear~~ under what circumstances the FAA would or would not not require an airworthiness certificate.		These exemptions look very much like an Ops Spec, and outline exactly who can operate the aircraft, what make and model of aircraft can be used, and any limitations that should be in place (see [https://www.faa.gov/uas/legislative_programs/section_333/333_authorizations/media/Aeronautic-Imagery-LLC-12794.pdf this]). If the aircraft is issued an airworthiness certificate, the operator must have a pilot's license to operate it. It's not clear under what circumstances the FAA would or would not not require an airworthiness certificate, but it seems that in most cases, the pilot's license is required.

	The FAA has granted roughly 1500 exemptions to companies across the US and has hundreds more waiting to be processed. The typical exemption takes between 50 and 190 days to be approved (depending on complexity and risk).		The FAA has granted roughly 1500 exemptions to companies across the US and has hundreds more waiting to be processed. The typical exemption takes between 50 and 190 days to be approved (depending on complexity and risk).

Bpopp: /* Summary */

2015-09-12T05:10:43Z

Summary

← Older revision		Revision as of 05:10, 12 September 2015
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	<pre>The 333 Exemption process "grants case-by-case authorization for		<pre>The 333 Exemption process "grants case-by-case authorization for
	certain unmanned aircraft to perform commercial operations. It provides		certain unmanned aircraft to perform commercial operations. It provides
	operators who wish to pursue safe and legal entry into the NAS a competitive		operators who wish to pursue safe and legal entry into the NAS a competitive
	advantage in the UAS marketplace, thus discouraging illegal operations and		advantage in the UAS marketplace, thus discouraging illegal operations and

Bpopp: /* Summary */

2015-09-12T05:10:24Z

Summary

← Older revision		Revision as of 05:10, 12 September 2015
Line 21:		Line 21:
	improving safety.</pre>		improving safety.</pre>

	These exemptions look very much like an Ops Spec, and outline exactly who can operate the aircraft ~~(with a pilot's license)~~, what make and model of aircraft can be used, and any limitations that should be in place (see [https://www.faa.gov/uas/legislative_programs/section_333/333_authorizations/media/Aeronautic-Imagery-LLC-12794.pdf this]). The FAA has granted roughly 1500 exemptions to companies across the US and has hundreds more waiting to be processed. The typical exemption takes between 50 and 190 days to be approved (depending on complexity and risk).		These exemptions look very much like an Ops Spec, and outline exactly who can operate the aircraft, what make and model of aircraft can be used, and any limitations that should be in place (see [https://www.faa.gov/uas/legislative_programs/section_333/333_authorizations/media/Aeronautic-Imagery-LLC-12794.pdf this]). If the aircraft is issued an airworthiness certificate, the operator must have a pilot's license to operate it. It's unclear under what circumstances the FAA would or would not not require an airworthiness certificate.

			The FAA has granted roughly 1500 exemptions to companies across the US and has hundreds more waiting to be processed. The typical exemption takes between 50 and 190 days to be approved (depending on complexity and risk).

	In addition to a 333 exemption, companies are required to request a Certificate of Waiver or Authorization (COA). This waiver provides operators with permission from the Department of Transportation to operate unmanned aircraft.		In addition to a 333 exemption, companies are required to request a Certificate of Waiver or Authorization (COA). This waiver provides operators with permission from the Department of Transportation to operate unmanned aircraft.