Final blog UAVs

The high demand of UAV’s will cause an increase of these in the sky, clogging certain altitudes and posing new risks to general aviation.  With the increase of UAVs come with a new set of regulations and operating procedures.  Many questions come to mind.
 Will the UAV’s have operational limitations?
The drone or UAS will need to be within sight at all times and no higher than 400ft.  They must remain 5 miles from an airport and 2 miles from a helicopter landing pad.   Drones must also stay clear of major structures such as antennas and buildings, as well as populated areas without a Certificate of Authorization (COA) and private property (FAA, 2016)  The FAA has regulations for these UAS, stating that any UAS that meets the weight requirement ranging from .55lbs and 55lbs, must be registered (DIY Photography, 2015).  The interaction between UAV’s and the public is a concern on a safety level, both for privacy measures and potential harm to innocent civilians.  Like any type of technology, a UAV could be used for wrong doing and can cause more harm than good, for example spying on your neighbors, stalking individuals, crashing into things or destroying property from recklessness.
Are there UAV Organizations?
 There are associations that a UAS enthusiast or commercial operators can join.  The Academy of Model Aeronautics (AMA), and The Association for Unmanned Vehicle Systems International (AUVSI) The site ”Know Before You Fly” is an educational campaign that distributes current information to new and experienced UAV owners about the lasts trends with UAV’s for “safe and responsible flying,” (2015).  If you are looking to get your UAV certified, the Gowdy Brothers Aerospace provides a certification service for registering UAV’s that guarantees a 100% success rate of certification (2016).  This is beneficial to individuals who want to follow the FAA requirements but have difficulty with all of the paperwork involved or have previously been denied certification.  This company is run by drone pilots and enthusiast who understand the business of aviation and are in business to help the industry get through the hurdles or working through government regulations.  Gowdy Brothers keep up to date information and articles related to the UAV population on their website.
What Qualifies as Recreational vs. Commercial Use of a UAV?
 Recreational UAV is considered for pleasure such as creating videos, taking pictures of your own property, drone races and competitions among fellow enthusiasts.  According to the Know Before You Go website, commercial use of a UAV is an activity that is done for profit such as site surveys, videos or photos for companies or private clients (2015).  Research may be conducted with a drone, but it is necessary to apply for a COA prior to conducting the research (Gowdy Brothers, 2016).
What are some of the Future Opportunities of UAV’s?
 New business UAV opportunities for the commercial sector could include the use of drone surveillance for security of large corporate buildings, public demonstrations, concerts, crowd observance and other events that span large areas that would be difficult to oversee with traditional security methods or if manpower is low.
Is a transponder or ADSB system required?
 Documentation of the need for transponders is not yet mentioned on the FAA website.  These systems are not required for a UAV of this size but the UAV must be registered and documented with the FAA.  I would imagine that the lack of transponder is due to the small frame of the UAV.  The operational limitations of this aircraft make it unnecessary for a UAV to be visible to the tower or any type of radar.  However, the lack of radar signature does pose an issue that a UAV is untraceable.  It leaves a void in operator accountability when upholding the FAA regulations as there is no way to verify that various limitations are followed (FAA, 2016).
Aircraft operators require extensive training and certifications for different aircraft.  Will UAV operators be required to get training, certifications or licenses?
Training is offered by Gowdy Brothers Aerospace for new and experienced pilots in agreement with regulations that require progression of skills and logging UAV flight hours (2016).  The training would be in accordance to the
The National Airspace System (NAS) requires a pilot certificate in order to fly a UAV at higher altitudes than 400ft (FAA, 2016).   This certification would include training on how to communicate with air traffic control so that you could safely navigate in NAS airspace with traditional aircraft.  I imagine this intense certification would be limited to companies that require drone pilots for their business needs.  Such companies would already have pilots on staff that could serve in both roles as a traditional pilot and a UAV pilot to maximize their investment.
Will insurance be required to cover property damage in the case of accidents or collisions with other aircraft?
Insurance is not currently required for UAV’s, but it is recommended if using a drone for commercial use.  A drone pilot would be more likely to gain clients if they have liability insurance; this shows the client that the business is more credible.  A home owner’s policy may cover UAV’s or model aircraft if used for recreational purposes.  According to “UAV Coach” in order to be eligible for insurance, insurance companies may require flight log documentation, maintenance and repair logs and battery duty cycles (2016). http://uavcoach.com/drone-insurance-guide/



Would there be a registration system in place to track the UAV’s with an equivalent N number?
 Paper-based registration is only required for traditional aircraft and UAV’s over 55lbs.  This would produce a “N number” and has a longer processing time frame.  A UAV under 55lbs can register with the online system and a “N number” is not assigned (FAA, 2016).   Failure to register will result in a civil penalty of no more than $27,500 or prison time (FAA, 2016).  Registration must be completed before using the UAV.

References

Brugett, G. (2015, December 14). FAA now requires all drones to be registered and marked, site to go live on December 21st - DIY Photography. Retrieved April 22, 2016, from http://www.diyphotography.net/faa-now-requires-all-drones-to-be-registered-and-marked-site-to-go-live-on-december-21st/
COA Filing - Gowdy Brothers Aerospace, LLC. (n.d.). Retrieved April 22, 2016, from http://www.gowdybrothers.com/coa-filing/
Model Aircraft Operations. (n.d.). Retrieved April 22, 2016, from https://www.faa.gov/uas/model_aircraft/
RECREATIONAL USERS. (n.d.). Retrieved April 22, 2016, from http://knowbeforeyoufly.org/for-recreational-users/
UAS Registration Q&A. (n.d.). Retrieved April 22, 2016, from http://www.faa.gov/uas/registration/faqs/
UAV Coach | Online Drone Training. (n.d.). Retrieved April 22, 2016, from http://www.uavcoach.com/
Unmanned Aircraft Systems (UAS) Frequently Asked Questions. (n.d.). Retrieved April 22, 2016, from https://www.faa.gov/uas/faq/#qn25)
What Can I Do With My Small Unmanned Aircraft? (n.d.). Retrieved April 22, 2016, from https://www.faa.gov/uas/publications/model_aircraft_operators/

NTSB Most Wanted

I kept the list similar with the exception of moving Prevent Loss of Control in Flight to the last spot.  I do not agree with cockpit image recorder because of privacy reasons, but understand the value it can bring to investigations.  I shifted Fatigue related accidents to number two because this is an issue that has changed the industry and hour’s pilots need for ATP, even though fatigue is it still is a continuing matter with the new regulation, airlines are still pushing the envelope to squeeze out another dime or two at the price of the pilots.  Reducing distractions comes next at number three and a revamp of the sterile cockpit rule. This is a good example of new aviation systems to keep the skies safe and removing the human out of the equation during critical moments of flight or even not so critical phases.  These safety systems have bored the pilot in occasions where they become disconnected and revert to their phones or tablets.  Then medical fitness as number 4 and I believe it to be the fastest growing concern because of how vast mental illness can be and of different degrees.  On certain occasions it only becomes obvious an individual is sick until it’s too late.

According to the NTSB “approach to landing, maneuvering, and initial climb as the most recurring phases for loss-of-control accidents” (Bellamy 2016) that statement describes all phases of flight, implying “that the only way to be 100% safe or close to it is to have unmanned aircraft”. The fact that many lives have been loss, an angle of attack (AOA) indicator will not prevent accidents. The NTSB believes “GA owners and pilots install AOA indictors to help prevent accidents during critical and high-workload phases of flight” (Bellamy 2016). This indicator that they are recommending to be installed on GA aircraft is currently standard equipment it’s called a “stall warning horn”.  All aircraft have and been designed with redundant systems, for an example dual magnetos on reciprocating engines are designed to back up each other in case one fails, if both fail the engine dies and it’s up to the pilot to land the aircraft safely as possible.  Just because an engine fails does not mean a crash is evident, the pilot has to revert to his training to assess the situation.  If we continue to input safety systems for every situation to eliminate the human factor, we might as well have computers fly these aircraft and take the human out of the crew station.  This can be prevented by just an extra ground school or check ride specificity for AOA understanding during a currency check.  To recommend an addition of a flight system seems too vast of a move for an uncomplicated fix, but the issue still needs to be addressed.

UAV’s are a big concern, because of the lack of airspace awareness and the accessibility to these “toys”.  There are videos of UAVs running into aircraft during approach, a phase of flight that is critical in itself. This is a video example https://www.youtube.com/watch?v=7zrXb_YQQag . UAVs should be regulated depending on size and capability and have areas of operation as do the radio controlled model planes.  Another option is to add GPS devises to the UAVs that limit it from flying into certain airspaces or disable it within so many miles from a major airport.

The Cockpit image recorder is one the FAA would most likely respond to and I believe that it would pass. This issue can relate to the public more so than other 4 because of how it can be construed.  To have real time video in the last moments or moments leading to the accident can reveal many unanswered questions and give better closer to families.  And for others unfortunately feeds our curious side.  As for many things this can be used for as Ron Nielsen, a retired US Airways captain stated“If you could absolutely guarantee that the contents of that video recorder would be limited to the people that had a need to see it, the resistance would drop away. But this is the year of YouTube.”

References

Bellamy, W., III. (2016, January 14). Avionics Today. Retrieved April 11, 2016, from http://www.aviationtoday.com/av/commercial/NTSBs-5-Most-Wanted-Aviation-Safety-Improvements-in-2016_86948.html#.Vwu8U_krLIV

Mathieu, S. (2010, September 26). Pilots Fight Video Recorders in Cockpits | News21 – National. Retrieved April 11, 2016, from http://national.news21.com/2010-2/cockpit-video-recorders-resisted-ntsb/2/index.html

Aviation Associations

Aerospace Industries Association (AIA) and Professional Aviation Maintenance Association (PAMA) are the two organizations I plan to join in the future.  I find that the future of aviation in the military is a growing part of our Nations’ defense; both pilots and mechanics are needed to make this possible.  Having served 8 years as a B-52H crew chief in the United States Air Force I know first-hand the way policy makers think about old aircraft and the importance of well-designed and effective equipment.  The B-52 gets the job done, time after time and is still being called on and is projected to be in service until 2042.  This proves that it needs more attention and dedication to make the mission go smoothly.  “The industry had its formal beginnings in America when Henry Knox, the first U.S. Secretary of War, commissioned six naval frigates for the U.S. Navy in 1794” (AIA 2016).  When it comes to our country and defending it, the consideration of new and improved technology is always welcome.
The second association I would like to be a part of in the near future is PAMA. As a mechanic knowing what it takes to make a B-52 mission ready having an association that caters to mechanics as the unsung heroes of aviation deserves the recognition. As we say in the Air Force “it takes a college education to break it and a high school diploma to fix it”.  I also believe at knowing your equipment and how it operates will help you to troubleshoot and to come to a solution in desperate times.  
AIA is involved in four different aspects of the aviation industry: civil aviation, space systems, international, defense and security and technical operations and workforce. The organization also partnered with Aerospace States Association (ASA) “…representing aerospace manufacturers have signed a historic agreement to grow high paying jobs, increase economic development and inspire America’s youth to join the aerospace workforce of the future” (AIA 2016). AIA is dedicated to protecting our men and women on the battlefield by being “the voice of American aerospace and defense” industry. This organization advocates for new technologies that will benefit the American way of life.
As for PAMA “The mission of PAMA is to promote continuous improvement in aviation safety by enhancing the professionalism and recognition of the Aviation Maintenance technician through communication, education, representation and support” (PAMA 2016).  This organization is geared at improving new methods and skills in the aviation maintenance field while maintaining professionalism.
These associations are important to me because you should never forget or turn your back from what made you the person you are today. I am who I am because of the experiences I have endured in my 8 years of military service.  The way of thinking, the mind set and the honing of senses cannot be bought. Pilot cannot fly without mechanics and mechanics have no job without pilots.  I am now able to speak both “languages” in order to have a better understanding of the task when the two sides don’t see eye to eye.  Some do not see the sacrifices pilots endure and the long hours of travel to end up sleeping in uncomfortable circumstances; the same can then be said about mechanics trying to duplicate errors that occurred during flight on the ground.  I hope to be an advocate for such organizations once I am a certified pilot so that I can contribute my experiences to the field.

Reference

Mission, Vision & Values. (2016). Retrieved April 03, 2016, from http://www.aia-aerospace.org/about/mission_vision_values/


PAMA - Home. (2015). Retrieved April 04, 2016, from http://pama.wildapricot.org/