tyj f5t

20 EXPERT PHOTO TIPS

THE NEW FAA RULES updates on flying at night, over crowds & more

When Drones Go Bad p. 62 JUNE / JULY 2021

ACE YOUR PART 107!

Airspace charts explained

BLOCKCHAIN 101

Safety & security solutions RotorDronePro.com

VOLUME 8, NUMBER 3 | JUNE/JULY 2021

FEATURES 20 ‹ The New Flight Rules Changes to night operations, flying over people, and certification

BY PATRICK SHERMAN

36 ‹ The Blockchain Solution Increasing the safety and security of drone operations

BY ZEHRA AKBAR

50 ‹ Eye in the Sky Getting started in aerial photography

BY STEPHEN W. BROCK

EXPERT TECH 32 ‹ Traveling with Your Drone Avoiding airport surprises and more

BY GUS CALDERON

44 ‹ Know Your ABCs Navigating the alphabet soup of airspace

BY DAVID ISON

62 ‹ When Drones Go Bad Investigating incidents of rogue operations

BY PATRICK SHERMAN

DEPARTMENTS 6 ‹ Top View 7 ‹ Return to Home 8 ‹ Aerial Intel 66 ‹ Over the Horizon

ON THE COVER: Stay in the know with the latest FAA rules in “The New Flight Rules.” (Photo by Przemek Iciak/Shutterstock) PREVIOUS PAGE: Have drone, will travel! Get everything you need to know in “Traveling with Your Drone” on page 32. (Photo by Gus Calderon) THIS PAGE: “Eye in the Sky” has everything you need to know to get started in aerial photography.

(Photo by Stephen W. Brock)

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TOP VIEW

BY DEBRA CLEGHORN

EDITORIAL Executive Editor Debra Cleghorn | debrac@airage.com Senior Technical Editor Gerry Yarrish | gerryy@airage.com Associate Editor Matt Boyd | mattb@airage.com CONTRIBUTORS Tim Bresen, Gus Calderon, Jeff Howe, Robert C. Rodriguez, Patrick Sherman, George Suresh, Johan Vandenhecke, Bobby Watts

PHOTO BY STEPHEN W. BROCK

PRODUCTION Production Director David Pandy

MAKING ART If you picked up this magazine because you recently bought or were given a camera drone, you’re in luck: our “Eye in the Sky” has everything you need to know to create stunning aerial images.

From scouting locations to choosing the right height and angle, author Stephen W. Brock has got you covered.

Using drones in your business? Don’t miss our feature, “The Blockchain Solution,” which highlights how this technology is especially suited to commercial drone operations and can manage maintenance, flight routes, and more.

We appreciated your positive responses to our feature, “The New Rules of the Road,” outlining the Federal Aviation Administration’s (FAA’s) upcoming rules on Remote Identification and their implications in the April/May issue. This month, contributor Patrick Sherman follows his last informative piece with “The New Flight Rules,” which outlines the FAA’s upcoming regulations on night operations and flying over people as well as certification and testing changes. From flying after dark without a waiver to easier (and free!) online recurrency testing, these are welcome updates we can all support.

GET IN THE KNOW It’s easy to sign up for our free newsletter at RotorDronePro.com: just scroll down and click on the link on the right side of the page. The newsletter will arrive in your in-box with the latest industry news, interesting videos, and free webinar announcements, and more. Just be sure to add “RotorDrone Pro” to your approved senders list so you don’t miss out.

I hope you enjoy this June/July issue. If you’d like to share how you use drones or have a question you’d like to see answered in a future issue, please email us at RotorDrone@airage.com. Your comments help us continue to make RotorDrone Pro the industry’s best uncrewed aircraft resource.

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RETURN TO HOME

We love hearing from our readers. Your emails, tweets, and comments let us know what you’d like to see in print and online. Here’s what some of you are saying about RotorDrone Pro.

RotorDronePro.com › Mailbag Thank you so much for a great summary of how the requirement of Remote Identification (RID) will affect both commercial and hobby drone flying. My compliments to Patrick Sherman.

I particularly liked the clarification of RID applying to fixed wing aircraft as well as multicopters when flying outside of an FAA-Recognized Identification Area (FRIA) and how flying in a local park or even your backyard will require RID. David G. Hmiel Your “New Rules of the Road” feature in the April/May 2021 issue was the best and most thorough explanation I’ve seen of the upcoming federal regulations for drone flying and Remote Identification. While there are still many uncertainties as to how this plan is going to actually work, I am relieved to see that the new rules should not be too burdensome for independent drone pilots.

Lance Craybas

Facebook › Volcano Flyover

We shared a video of Icelandic drone pilot Garoar Ólafs flying his drone so close to the erupting lava of a volcano near Reykjavik that its sensors melted. Here are just a few of your comments.

Kristin_P: What a thrill ride!

Misternaybor: Pretty incredible what nature has to offer. Amazing video!

Airshot33: A drone sacrifice to appease the volcano gods is just what we needed in 2021!

Michele_ng: Stunning! The earth is alive!

Instagram

RotorDronePro.com › Mailbag I subscribe to RotorDrone Pro because it helps me stay current in the sUAS domain, and I appreciate your articles that help me to become a more proficient drone operator.

That said, I immensely enjoyed the “A Higher Purpose” feature presentation in the April/May 2021 magazine.

This fun story was a bit of sunshine during an especially cold, sociallydistanced spring. Even the April/May cover stood out from my bills and junk mail. Thank you for reminding us that when drones are in the hands of good people, they can truly do good things.

Robert Johansson, San Antonio, Texas

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A ER IA L I NT EL REVIEWS | ACCESSORIES | GEAR | TECHNOLOGY | NEWS

SKYFRONT WORLD RECORD DRONE FLIGHT 14 Hours, 4 Minutes, 205 Miles

F

lying from sunrise to sunset, a Skyfront Perimeter 8 gasoline/ electric hybrid drone flew 205 miles, setting the record for longest drone multirotor flight ever recorded.

The world record-breaking flight was achieved by the lightweight, powerful, and efficient Skyfront Perimeter 8—

8 RotorDronePro.com

the company’s most advanced eight rotor drone The Skyfront proprietary fuel-injected hybrid gasoline/electric powertrain converts gasoline into electricity in flight, providing extreme endurance and redundant power.

Skyfront CEO Troy Mestler said, “In an unheard-of industry feat, our

drone stayed aloft for the entire day.

Outfitted with an auxiliary fuel tank, the Perimeter 8 captured the sun traversing the sky, rising and setting over California’s Coastal Ranges. This flight signals a paradigm shift in aviation for public safety and commercial applications. No longer will police

departments, fire departments, and utility companies have to spend huge sums of money on traditional helicopters to monitor, search, or rescue. Most importantly, no longer will we have to risk lives to save lives.”

Founded in 2014, Skyfront drones are designed to solve flight time limitations and unlock the true economic potential of UAVs. Now, previously time-consuming missions can be performed in a single flight. Drone operators are freed from the fear of running out of power and from the hassle of constantly swapping and charging batteries. These advanced drone capabilities enable industries to finally scale their operations with ease.

Martin UAV V-BAT 128 Martin UAV’s V-BAT 128 is intended for defense and commercial use, including search and rescue, firefighting, logistic resupply, and energy and oil and gas operations. The V-BAT is designed to make transportation and rapid tactical deployment easier for both defense and commercial application, assembled by two personnel in less than 30 minutes. The aircraft’s duct fan propulsion design provides for top operational safety by eliminating exposed rotors, which are commonly found in propellerdriven VTOLs. “Martin UAV continues to push the boundaries of what is possible for unmanned aircraft systems,” said Heath Niemi, chief development officer. “We have listened to the customer and expanded the capabilities and agility of the V-BAT, delivering technology that serves a wider range of mission needs. We’re proud to make the V-BAT available to the broader market and to provide more power and payload that can be transported in the bed of a pick-up truck, or, inside a Bl ack Hawk.”

V-BAT 128 is ideal for takeoff and landing on both stationary and moving platforms, in areas with a footprint of less than 12 x12 feet. Among the improvements made by Martin UAV are enhancements to the engine, a remote-start 288cc 2-stroke EFI, increased horsepower, 11plus hours of endurance, and up to 25 pounds of interchangeable payloads for mission-specific requirements. With a wingspan of 9.7 feet, the V-BAT 128 can reach 90+ knots reaching altitudes of 20,000 feet. martinuav.com June/July 2021 9

AERIAL INTEL

DRONEHARMONY HILL SCAN

DJI FPV Drone

A 3D Terrain model (digital twin) computed from a data set collected with the new Drone Harmony Hill Scan flight plan.

Swiss Federal Railways (SBB), Switzerland’s largest public transport and mobility company, has established a Center of Competence for Drones to oversee a wide range of drone applications across the organization. Over 100 trained pilots operate a fleet of over 80 drones in dozens of use cases for SBB. When it comes to drone data capture, SBB has been using Drone Harmony’s software for its ease of use and its ability to produce replicable data in complex use cases. One notable example is Hill Scan, Drone Harmony’s newest terrain inspection and mapping technology, which SBB plans to use for inspecting rockslides near railroad tracks.

SBB Engineer Nicolas Ackermann said, “There are numerous problematic areas we need to inspect regularly.

Most have regular heavy rainfall. Our goal is to provide with this process a new monitoring tool [to avoid] the traditional expensive and dangerous approach, which included sending skilled personnel to survey the terrain by foot or by rappelling down from the top. In the long run, apart from the obvious safety and quality benefits of the drone-based workflow, we are also looking to save time and resources in conducting these activities.”

A displacement map is generated from drone images using Hill Scan. After the data capture, the images are processed using other software products to generate the result.

Concretely, photogrammetry methods process images captured in successive surveys into orthophotos of the area.

The orthophotos are then accurately overlaid to generate a displacement map. These maps classify the inspection site into regions with high and low displacements. Areas with high displacements correspond to the higher displacement of matching points in the successive orthophotos.

The image set is captured at various resolutions, allowing inspectors to inspect the area at different detail levels visually. In addition, a 3D model of the cliff is often created for additional visual representation purposes and for planning the construction of protective infrastructure around the cliff. It is foreseen that in the future, the generated 3D models will be used for change analysis as well.

10 RotorDronePro.com

DJI’s new cinematic first-person view drone, aptly named “FPV,” comes bundled with DJI’s goggles and a controller for the price of $1,299. The DJI press release notes that it’s suitable for FPV professionals and newcomers to FPV. With 20-minute flight times, the new FPV has a 1/2.3inch sensor and can film 4K at 60fps and up to 120fps at 1080p. The camera is mounted on a one-axis gimbal and it has a 150-degree view. Digital video transmission is via DJI’s OcuSync technology. The FPV is also equipped with a downward auxiliary light.

The DJI FPV aircraft comes with forward and downward vision sensors that can automatically detect objects and decelerate when flying in N mode. However, there is no automatic avoidance function. When obstacles are detected, the aircraft will slow down but will not stop completely unless controlled to do so by the pilot. The FPV also has Smart Return to Home and Find My Drone functionality. dji.com

Remote Geosystems Video Geo-Editing Patent

Remote GeoSystems, Inc., a global provider of immersive geospatial full motion video and survey data mapping software and recorder solutions, has been awarded a U.S. patent for essential elements of “video geo-editing” technology capabilities.

The patent covers map-based GPS data and video segment selection, extraction and re-splicing functionality found in products like LineVision Desktop, Video GeoEditor, and other evolving Remote GeoSystems mapping and data management solutions.

This exclusive geo-editing functionality applies to a wide variety of geo-referenced video file formats from videos with associated GPS “companion files,” videos with GPS in the closed caption subtitles and videos with embedded GPS data such as consumer devices like action cameras and drones all the way up to airborne gyro-stabilized gimbal camera turrets generating MISB FMV 0601/STANAG 4609 mil-spec video files with embedded location metadata.

This video geo-editing functionality provides users (as well as automation) the ability to select geographic beginning and end points along a continuous GPS path corresponding to a video file of the same time length in a map display.

Being able to extract portions of georeferenced video file while keeping geospatial accuracy intact for the other portions offers improved efficiency and focused content deliverables from large-scale geospatial full motion video survey, inspection, and surveillance operations. For example, imagine a pipeline or powerline patrol flight where the aircraft has to make a loop around to accommodate turn in the line right of way. The interactive map-based deliverables can now be enhanced by easily removing unusable/unneeded video footage from the loops along the right of way, reducing storage requirements and improving the end-user experience. remotegeo.com

June/July 2021 11

AERIAL INTEL

A2Z Drone Delivery Commercial Deployment A2Z made news with their patented tethered freefall dronedelivery mechanism and has recently completed the first commercial deployment of its RDS1 (Rapid Delivery System) with drone services provider DroneUp. The RDS1 was chosen for its rapid delivery capabilities which reduced time-on-station to just 30 seconds per delivery, while minimizing intrusive rotor noise and limiting the window for risk to people on the ground.

By delivering payloads without having to descend from cruising altitude, the RDS1 mitigates the safety and privacy concerns often associated with drone delivery by keeping spinning UAV propellers away from people and abating intrusive rotor noise of low-flying drones. Seizing on these unique capabilities, DroneUp worked with the A2Z development team to customize the RDS1 controls into its proprietary flight software.

“With the innumerable logistics that go into residential drone delivery, it’s important to have confidence in every aspect of the hardware from the UAV platform to the delivery mechanism,” said John Vernon, the CTO of DroneUp. “The RDS1 allows our pilots to reduce time-on-station to about 30 seconds per delivery. Combined with the ability to make deliveries from cruising altitude, this rapid delivery and the integrated safety features in the tether system itself, help us assuage some of the public concerns over UAV delivery.”

As drone delivery continues to expand in the U.S., safety is always the paramount focus and will continue to be a point of emphasis as fully-autonomous delivery becomes a reality. To ensure payloads are secure throughout the flight, the RDS1 features extensive integrated safeguards. An automated pre-flight weight check ensures the flight platform is not overloaded before the RDS1’s built-in payload status detection monitors track the payload throughout flight and delivery. Manual delivery control is backed up by intelligent safeguards that calculate the payload freefall and when to slow the descent to the ground, while a passive payload lock protects against package loss in the event of a power fluctuation. Should the UAV experience an emergency, the payload and tether can be abandoned to save the aircraft and protect the safety of people and property on the ground. a2zdronedelivery.com

CHOCTAW NATION UAV RESEARCH The Federal Aviation Administration (FAA) is partnering with the Choctaw Nation to study how Unmanned Aircraft Systems (UAS) can best transport cargo, including parcels, at lower altitudes. The FAA’s Mike Monroney Aeronautical Center (MMAC) signed a three-year Memorandum of Understanding with the Choctaw Nation of Oklahoma.

The agreement will enable the MMAC to work with the Choctaw Nation to study human factors, supply chain management, and air traffic control. The parties will use virtual simulated urban environments for their research. One goal is to promote interest in science, technology, engineering, and mathematics programs for students seeking possible careers in aerospace.

“The FAA and the Choctaw Nation share an interest in safety,” said Michelle Coppedge, Director of the MMAC. “Our goal is to advance the development and integration of UAS into what is already a complex National Airspace System.”

The Choctaw Nation is the only tribal government selected by the U. S. Department of Transportation to participate in the Unmanned Aerial System Integration Pilot Program. It was one of nine active pilot sites in the U.S. selected to work in collaboration with the FAA and industry to conduct advanced UAS operations. The Nation also was the first tribal government to be recognized by the FAA as a Public Aircraft Operator.

It was the only lead participant to work with the Volpe National Transportation Systems Center on acoustics testing for UAS used in agriculture, remote infrastructure inspections, public safety, and other areas.

12 RotorDronePro.com

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AERIAL INTEL

MISSION PROFILE

EMERGENCY RECON TEXT & PHOTOS BY PATRICK SHERMAN

QUICK SPECS Mission Type: Aerial Photography/Disaster Response Location: Washougal, Washington (N45°36'01” W122°19'05”) Client: Clark Regional Emergency Services Agency (CRESA) Airspace: Class G to 700 ft. AGL Clearance: None Required Monitored frequency: 120.9 MHz (Portland-Troutdale Control Tower) METAR Text: KTTD 161853Z 25007KT 10SM OVC035 08/03 A3018 Platform: DJI Phantom 4 Pro+, Parrot Anafi (backup) Remote pilot in command: Patrick Sherman, Roswell Flight Test Crew

Flying against the backdrop of an overcast sky and snowy fields, the white DJI Phantom proved a challenging target to maintain visual contact with, as required under Part 107. However, the attached high-intensity strobe light proved a useful accessory in this regard.

This mission occurred in Class G airspace, meaning that permission from air traffic control (ATC) was not required. The ceiling of the airspace is at 700 feet above ground level (AGL), owing to its proximity to several airports, including Portland International (PDX) and PortlandTroutdate (TDD).

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PILOT REPORT If you live in the Midwest or on the East Coast, I suspect that you will get a good chuckle from this story. The backdrop is how Portland, Oregon—home to 2.6 million people and the 25th largest metropolitan area in the United States—was crippled by less than six inches of snow. To be fair to my home city, we don’t get much snow in a typical year, so nearly any snowfall is cause for excitement and alarm in equal measure.

However, this storm brought with it a particularly nasty mix of snow, freezing rain, and an extended period of sub-zero temperatures that resulted in the largest blackout in the state’s history and rendered many roads impassable. Therefore, when I received a telephone call from my contact at the Clark Regional Emergency Services Agency (CRESA), I had a hunch that he didn’t want to catch up on the latest in drone technology.

CRESA provides 911

service and emergency management for Clark County, Washington, on the far bank of the Columbia River, which defines the border between to the two states. However, it is only about 20 miles from my home in Portland, so the agency has me under contract to respond if a small uncrewed aircraft system (sUAS) would benefit their efforts to mitigate a public safety incident.

The problem, he explained, was not one I was expecting:

Most of Washougal, Washington, lies within the Class D airspace surrounding Portland-Troudate airport. However, this mission occurred in the northeast corner of town, putting it beyond controlled airspace and negating the need for authorization from air traffic control (ATC).

a rural neighborhood had been completely cut off from the outside world by a snowdrift deep enough to bury entire cars, stranding the residents and creating a hazard for any attempt to clear the roadway, as heavy equipment operators would not be able to see the buried vehicles until they collided with them.

Even while we were still on the phone, I had already pulled out a sectional chart to identify any controlled airspace in the vicinity. The

emergency was unfolding in the town of Washougal which, I soon discovered, lay largely within the Class D airspace surrounding Portland-Troutdale (TDD) airport. I hedged for a moment about the possibility of being able to fly the mission while pulling up the UAS facility maps on the Internet.

My contact provided a more precise location and I discovered that it lay just outside controlled airspace, so I would not

need to rely on the LowAltitude Authorization and Notification Capability (LAANC) to receive authorization for my flight, nor would there be an airspace ceiling for the operation, apart from the general requirement to remain below 400 feet AGL. Having assured myself that the mission could be completed, at least in theory, I gave the tentative goahead to my contact—with the important understanding that conditions on the

ground could still make it impossible to fly safely. With that, he put me in touch with the man leading the recovery effort: Mike Lewis, the emergency management coordinator for Clark County Public Works. My first question for Mike was, “How can six inches of snow bury a car?”

SNOWED UNDER He explained, “Washougal is located at the western end of the Columbia River Gorge, and overnight we were June/July 2021 15

AERIAL INTEL

getting wind gusts up to 40 or 50 miles per hour. If you combine snow and wind, you get snowdrifts.

“This particular road is aligned with the wind in such a way that it just kept piling up. We estimate that there are now eight to 10 feet of snow on top of the road. Even with our plow trucks, we just couldn’t keep up, so we ended up having to close that portion of the road because it was simply impassable.”

Understandably, the public works department’s first and overriding concern was for the safety of the residents who were now trapped by the closure. Using the county’s reverse-911 system, emergency managers were able to get in touch with each of the five families along the affected stretch of road and confirm that they were safe and prepared to survive on their own for a few days.

With their safety assured, clearing the road as quickly as possible became his top

priority and a mission I would support using a drone, if possible.

My first practical concern was the wind: in Portland, the Columbia River Gorge is famous for delivering a jet of ice-cold air from the far side of the Cascade mountains, accounting for many of the city’s worst winter weather events, including the most recent. Even half of the speed Mike had reported at the height of the storm would be a showstopper, but checking the routine weather report from Troutdale, I saw the reported winds were seven knots, about eight miles per hour.

That’s not quite negligible, but it certainly wouldn’t be enough to keep me on the ground.

My next concern were my aircraft batteries.

Finicky even under ideal circumstances, LithiumPolymer batteries experience increased internal resistance in the cold, which effectively

Having verified the road was clear of buried vehicles using a small uncrewed aircraft system (sUAS), crews immediately went to work clearing away the snow with front-end loaders.

While operating in a wet, dirty environment, this DJI Phantom 4’s own travel case proved to be the best option for a launch platform. It kept the aircraft’s camera lens clear of spattered water and road grit as its propellers spun up for takeoff.

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The mission took place at the location indicated on this excerpt of the Federal Aviation Administration’s UAS Facility Map, available on the agency’s website. Had this incident occurred one mile southwest of its actual location, it would have fallen within the surface level Class D airspace surrounding Portland-Troutdate airport.

This photomosaic, assembled from multiple still photographs captured by the drone, provides an ultra-high-resolution nadir perspective on the roadway affected by the snowdrift that cut off residents for several days following a winter storm.

reduces the total power they have available to operate the aircraft. So, keeping them warm is a good idea: inside a closed car, on the passenger seat, with the heater running at medium. However, overheating them is also problematic, so never put a LiPo directly on a heater vent turned up to maximum, for example. You might not like the results—and if you have comprehensive coverage, your insurance company might not like the results, either.

One final worry was finding a surface that I could use to launch the aircraft that wouldn’t risk spattering water on the camera lens, thereby degrading and photos and video I was able to capture once it was aloft. My car was one possibility, although all that steel tends to create compass errors prior to liftoff.

Besides, there was no guarantee that my car itself wouldn’t be spattered with muddy water by the time I reached the mission site.

A collapsible launch pad was another option, but I didn’t want water to soak through while it was resting on the snow. At the very least, it could be a soggy mess to put pack into the car. So, I decided to use the drone’s

carrying case itself as a launch platform.

It was going to be there anyway, it’s completely waterproof, and its height would provide some separation from the snow.

THE ICE MAN COMETH When I arrived at the site of the road closure, it was immediately apparent that Mike had not been engaging in even the slightest bit of hyperbole.

The road was completely buried under ten feet of snow. Making the sight all the more astonishing was the fact that the other roads in the vicinity and the surrounding landscape had only a modest accumulation of snow— scarcely more than the six inches piled up around my house in Portland.

Whatever microclimate held sway over this tiny patch of ground, it functioned like an engine built for the exclusive purpose of depositing snow at this one particular spot. It was almost as if this third-of-mile stretch of road was a powerful magnet and the snow was comprised of iron filings, so pronounced was its effect.

Conducting a site survey, I was pleased to see that I had a relatively open sky available to me, with open June/July 2021 17

AERIAL INTEL

A unique combination of topography and the local microclimate conspired to bury a single stretch of road in Clark County, Washington, with a massive snowdrift, even as other areas in the immediate vicinity were largely free from snow.

fields and low stands of trees nearby. The one exception was directly above my launch point: a utility pole with lines strung across the road. If I happened to have a magic wand available to me, I would have sent it elsewhere, but it would not pose a significant hazard so long as I was careful and maneuvered slowly in its vicinity.

On scene, I recognized

that cold and wet don’t only affect the hardware, they also affect its human operator—me, in this case— and preparing yourself is at least as important as preparing your gear.

In the autumn, I had practiced flying on a few occasions wearing gloves.

Even lightweight fullfingered gloves made me completely numb to the feel of the sticks, leading

For small uncrewed aircraft system (sUAS) pilots operating in cold environments, fingerless gloves can provide a good compromise between warmth and dexterity while using a conventional, two-stick controller.

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to sloppy and uncertain maneuvers. However, I found that a pair of gloves which left my thumb and forefinger exposed provided very nearly as much warmth while simultaneously providing a degree of manual dexterity indistinguishable from flying with bare hands.

Having learned from that experience, I had a pair of them tucked in my flight bag and pulled them on before

taking up the controller.

Although the operation was occurring outside the Class D airspace surrounding Troutdale airport, it was by scarcely more than a mile. To provide an added measure of safety, I brought along my handheld aviation radio and tuned it to the control tower frequency. However, I didn’t hear a single radio call for the entire duration of my mission, which struck me

Monitoring local aviation frequencies with a handheld radio can be a powerful tool to enhance the situational awareness of small uncrewed aircraft system (sUAS) pilots. During this mission, however, it proved unnecessary as nearby Portland-Troutdale airport was closed by the severe weather.

A telephone pole with wires stretching across the roadway proved to be the single biggest challenge to flight operations at the site where this mission occurred. Being located immediately adjacent to the launch point meant it had to be avoided during takeoff and landing.

as odd. It was only afterward that I realized the airport was likely shut down because of the storm, its single runway a sheet of ice.

I also attached a highintensity strobe light to my aircraft, to make it easier for any pilots operating in the vicinity to see it. However, I proved to be its greatest beneficiary.

Flying a white DJI Phantom 4 Pro+ against an overcast sky and a field of snow did not make maintaining visual contact with the aircraft any easier, but the strobe made it pop out against the monochromatic backdrop.

SNOW JOB With my aircraft aloft, I flew up and down the length of the road capturing photos and video. Mike watched over my shoulder and we looked for signs of buried vehicles, such as the black square of a car’s roof, protruding less than an inch above the surface of the surrounding snow. Other members of the public works department were also on hand, preparing to launch a two-

pronged assault on the snowdrift with a pair of front-end loaders.

Several of the stranded neighbors also gathered around, cheerfully chatting about their shared adventure. I answered their inevitable questions about the drone and gave them an aerial perspective of their snowy estates. Mike explained that my aerial imagery would not only be an immediate benefit to clearing the roadway but would also be deployed in the year ahead to help illustrate the issue while options to mitigate the hazard are identified.

With my aircraft battery depleted, I asked Mike and the neighbors to stand clear while I captured the aircraft by hand. Trying to conduct a pedestal landing on the case would have been tricky and invited the Phantom to topple over into the snow. Catching it, however, was a straightforward proposition, especially because it was another maneuver I had practiced over the previous year. With the location of the buried vehicles along the roadway identified, the front-end loaders went to work, effortlessly pushing aside buckets full of snow. For my part, I hastened to break down the Phantom and get it stowed inside my car so that I could get out of their way.

The mission had been a success, but also a reminder of the critical role that preparation plays in conducting successful sUAS operations—not only charging batteries and purchasing spare propellers, but also practicing skills and techniques that have little or no value in day-to-day operations, but which may be essential under a specific set of difficult circumstances. K One of the residents along the closed roadway made a heroic effort to dig out this pickup truck and flag it so that road crews would not smash into it while clearing the accumulated snow. This image, captured using a small uncrewed aircraft system (sUAS), helped workers understand where the truck was located while also demonstrating the depth of the snowdrift.

June/July 2021 19

THE NEW FLIGHT RULES Changes to night operations, flying over people, and certification

By Patrick Sherman

THE NEW FLIGHT RULES

T

he debacle that followed the 2019 roll out of the Federal Aviation Administration’s (FAA’s) original Remote Identification (RID) plan seems to have prompted some reflection within the agency. Not only was the revised RID rule released in late 2020 much more in line with industry expectations (see the April issue of RotorDrone Pro for more details), but the agency also went further by concurrently releasing an expansion of operations permitted under 14 CFR Part 107.

The FAA’s ostensible reason for these changes was that by creating greater accountability, RID allowed the agency to permit remote pilots more freedom to operate at night and over people. However, if you look at the timing of the new regulations, you don’t need to be a cynical, worldweary reporter to be a little bit skeptical about that explanation.

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These new Part 107 rules went into final effect in April 2021, and yet the soonest RID will have any appreciable impact on the industry is likely to be September 2022, when all new drones sold in the U.S. will be required to incorporate an internal RID capability. And it won’t come into full force until September 2023. So, why is the FAA being so generous?

First, because they believe that it is safe to do so. Remote pilots have been flying at night with waivers for years now, and yet there has not been a single reported instance of a conflict with a crewed aircraft. That’s a safety record the agency can use to justify a change in the Part 107 daylight-only requirement. As regards operations over people, there has been a lot of research performed over that same period, demonstrating what the real dangers are—and aren’t.

With that said, I can’t help

but think that the FAA had another reason for pushing out these revisions to Part 107 alongside the final RID rule: they are intended to sweeten the deal. As noted child-rearing expert Mary Poppins once observed, “A spoonful of sugar helps the medicine go down.”

Having maybe learned something about the art of public relations from its catastrophic failure in 2019, the FAA could now be hoping that by giving us something to celebrate, and by tying it— however tenuously—to RID, that the industry will accept these new requirements with a minimum of fuss.

SUGAR RUSH As (more-or-less) willing parties to this bargain—and only time will tell whether it turns out to be Faustian— let’s look at what we get. In brief, it can be boiled down to three items, all long sought by the industry: y Night operations without a waiver;

y Operations over people without a waiver; and y Online recurrency testing, provided free of charge— rather than paying $150 to take an Airman Knowledge Test (AKT) every two years at an FAA-approved testing center. Initially earning your certificate will still require completing the standard AKT process, however.

Collectively, the FAA refers to these rule changes as the Operations Over People and at Night Rule, abbreviated as “OOP”—which sounds uncomfortably close to “Oops” for me. However, as usual, they didn’t ask my opinion. If you want to learn more about these rules for yourself, and I would certainly encourage you to do so, “OOP” is a useful search term on the Internet.

Just try not to snicker when you type “OOP FAA” into Google.

Questionable branding aside, there is every reason

With the new OOP rules, Airman Knowledge Testing with be provided free of charge rather than having to pay $150 to take the test at an FAA-approved testing center.

to be excited about these changes. However, it’s important to recognize that there are still standards that you must meet before you are able to exercise these new privileges, and those will be the subject of the remainder of this article.

Just because OOP has been published in the Federal Register doesn’t mean you can go out and fly at night or over people with reckless abandon. As a pilot, I like the words “reckless” and “abandon” even less than I like the acronym “OOP.” As always, our first and overriding priority must be safety—both because it is the right thing to do, and because what the FAA giveth, it can taketh away.

Two years from now, I do not want to be writing an article cataloging a series

of damaging incidents that occur at night or over people entitled, “This is why we can’t have nice things.” Stay sharp and fly safe. You have been warned.

INTO DARKNESS Night operations have been hugely simplified under the OOP rules. Technically, there were no rules for flying at night previously because it was only possible by receiving a waiver from the FAA that meant you didn’t have to follow the rules.

However, virtually all night waivers contained common elements that represented a sort of de facto rule set.

Among them, a Visual Observer (VO) is required for all nighttime operations both the VO and the Remote Pilot must have passed some sort of knowledge test pertaining

to the unique hazards associated with flying at night.

Under the new rules, a VO is no longer required. This will dramatically simplify the process, as I found while flying under a waiver. First, as a pilot, you need to make sure that you have someone available. You then need to brief them on the challenges of night flying, administer a test of your own devising, verify they passed the test, and maintain a record of that result, just in case the FAA wants to inspect your documents. Then, and only then, can you contemplate actually flying.

Furthermore, in addition to your VO, you were required to test yourself regarding the perils of night operations.

This requirement has also been eliminated under the

OOP rules, with a twist.

Moving forward, all remote pilot testing will incorporate questions related to night flights. If you haven’t yet earned your Remote Pilot In Command (RPIC) certificate under Part 107, when you do go in to take your initial AKT, you will confront questions about flying at night, along with questions that address long-standing subjects such as airspace, rules and regulations, weather, and so forth.

Indeed, before you can fly at night under the OOP rules, you will be required to complete the free, online recurrent training that is being offered by the FAA, because it covers night flying. Even if you paid $150 and completed your recurrent testing just a few months ago, you need June/July 2021 23

THE NEW FLIGHT RULES to check this box before conducting any night operations under the new rules.

I would gladly share all the details about how you can access this new resource, except that I don’t have them. As I sit writing this article, they have not yet been made public. However, as you sit reading this article, they should be all over the Internet—unless the Earth got hit by a rogue comet or something in the meantime, in which case we’ve got bigger problems, anyway.

Also, if you do have a night waiver, don’t count on that to save you from meeting this new requirement—at least not for very long. On May 15, 2021, the FAA is going to cancel all the unexpired night waivers that it has issued over the past four years. As the scruffy man with the sandwich board at the end of

the block has been warning all along, “The end is nigh.”

A LIGHT IN DARK PLACES Moving forward, the only operational requirement to conduct night operations is to affix a beacon to your aircraft visible for a minimum of three statute miles—as was required under a night waiver. However, there have been a few small changes.

Under a waiver, you could use an “always on” beacon; that is, one that didn’t flash.

Under the OOP rules, your beacon is required to have a flash rate that is “… sufficient to avoid a collision.” This, of course, raises a critically important question: “What is a flash rate that is sufficient to avoid a collision”?

Unfortunately, the FAA never addresses that particular question in the new rules, forcing us to do a little bit of our own research

to come up with an answer.

Other things that the agency regulates—like crewed aircraft and tall towers— are also required to have beacons, so let’s begin there.

According to Advisory Circular (AC) 20-30B, which provides guidance regarding anti-collision lighting systems for crewed aircraft, the flash rate of their beacons should be between 40 and 100 flashes per minute. On the other hand, AC 70/7460-1M, which is concerned with obstructions, suggests a rate of between 20 and 60 flashes per minute. Since we are flying aircraft, a flash rate between 40 and 100 would seem entirely appropriate. Or we could split the difference between the two standards using the fastest minimum and the slowest maximum, yielding a rate between 40 and 60 flashes per minute.

Also, keep in mind that these numbers are drawn from advisory circulars which, as the name implies, are technically advice from the FAA—not hard and fast rules. However, when the FAA gives you some advice, it’s generally a pretty good idea to follow it.

There is one more thing to keep in mind when you are selecting a beacon: under no circumstances do you want to get one with a rate of 240 flashes per minute—nor anything that even approaches it or exceeds it. Exposure to a strobe light flashing at this frequency is associated with a phenomenon known as “flicker vertigo,” which can induce symptoms including disorientation, nausea, loss of motor control, and seizures. As a rule, these are not associated with effective piloting.

With the new OOP rules, Airman Knowledge Testing with be provided free of charge rather than having to pay $150 to take the test at an FAA-approved testing center.

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006131

THE NEW FLIGHT RULES

When it comes to flying over people, here's something to think about. Regulation baseballs, weighing 150 grams, are roughly equivalent to a 750-gram DJI Mavic Pro falling at about 45 miles per hour.

Finally, as you might expect, the OOP night flying rules completely do away with that weird “civil twilight” compromise that was built in to Part 107, which allowed operations a half an hour after official sunset and before official sunrise so long as you have a beacon attached to your aircraft. Now the rule is much simpler: if you’re flying after sunset and before sunrise, use a beacon, period.

OVERHEAD DANGER Like night operations, the FAA has allowed operations over unprotected people— that is, people who are not inside a structure or a stationary vehicle—through Part 107 waivers for the past several years. However, these have been issued far more sparingly: Night waivers account for about 90 percent of the total number issued, while waivers to permit operations over people are less than one 26 RotorDronePro.com

percent.

There is a good reason for this: a two-pound object falling on your head from an altitude of 400 feet can ruin your whole day—or even your whole life. Therefore, pilots who wanted to exercise this privilege had to clear some very high hurdles to prove that they could do it safely.

The FAA recognizes two fundamental dangers posed by drones to people on the ground: blunt force trauma and lacerations. Even a small object traveling at speed has the potential to inflict serious harm. Regulation baseballs, weighing 150 grams, injure about 100 major league fans each year, on average, and have killed two of them. That force is roughly equivalent to a 750-gram DJI Mavic Pro falling at its terminal velocity of 45 miles per hour, so the threat is very real.

The second hazard posed by drones to people on the ground is created by

their propellers. Anything spinning at 5,000 rotations per minute has the potential to injure unprotected human skin and soft tissues, like our eyeballs. Attach a thin, rigid, blade-shaped piece of plastic to that spinning object and you’ve got a recipe for mayhem, blindness, and disfigurement.

To address each of these threats, pilots seeking a waiver to fly over people would frequently make their case to the FAA using a proven flight termination system, incorporating two separate components.

The first of these was some means to drastically reduce the falling drone’s terminal velocity: typically, a parachute. The second was a system to stop the propellers immediately, either by cutting power to the motors or physically obstructing the propellers themselves.

With the Part 107 now amended by the OOP rule to allow routine flights over

people, what is likely to be the most frequent approach to this type of operation employs neither of these elements. Instead, it takes a fundamentally different approach—albeit, one that provides the same basic protection for people on the ground.

LIGHTWEIGHT CHAMPION OF THE WORLD The FAA has established four categories of aircraft that will be allowed to conduct operations over people.

However, only the first of these is going to be practical for most remote pilots immediately — we’ll consider the other three in a bit. That first one, creatively entitled “Category 1” is open to all aircraft that weigh less than 250 grams at takeoff.

If you were listening closely, you may have just heard a collective gasp of delight from across the country as tens of thousands of Mavic Mini owners

The DJI Mavic Mini weighs less than 250 grams and does not need to be registered with the FAA.

thought to themselves: “Hey, my aircraft weighs less than 250 grams—I’m good to go!”

As it happens, not so much … While the FAA has determined that an aircraft below this weight threshold is unlikely to do much damage should it fall out of the sky and land on somebody’s head, the threat of lacerations remains.

Therefore, to qualify, the aircraft must have guards installed that preclude the possibility of its propellers slashing delicate human skin.

Of course, propeller guards are available for the Mavic Mini. However, if you attach them, the takeoff weight of the aircraft now exceeds 250 grams, so it becomes too heavy to fly over people.

With that said, I am as confident that the sun will rise in the east tomorrow as I am in the belief that, right now, a team of engineers

at DJI’s world headquarters in Shenzhen is figuring out how to shave enough weight off the Mini to keep it under 250 grams, even with the propeller guards attached. I hope other manufacturers are making similar efforts.

Personally, I’d put my money on Parrot. The company’s original Anafi drone tips the scales at just over 300 grams, so presumably it would not require a Herculean effort to shave off 50 grams and attach a set of propeller guards.

Keeping all of that in mind, there are two more things you should be thinking about. First, at some point you likely heard you are not required to register aircraft that weigh less than 250 grams with the FAA. That’s true, but only if you’re flying for recreation. If you want to fly the same aircraft for commercial purposes under Part 107, you are required to

Your Papers, Please The Operations Over People and at Night (OOP) rule also extended the number and type of public officials that may request to see the credentials and identification of a remote pilot or other members of the aircrew. These are required to be on hand and readily accessible during all flight operations and must be presented at the request of: any representative of the Federal Aviation Administration (FAA), the National Transportation Safety Board (NTSB), the Transportation Security Administration (TSA), or any local, state, or federal law enforcement officer.

In addition, remote pilots must make available to the FAA any document, record, or report that they are required to maintain under agency regulations. Upon request, the UAS and all its components must be made available to the FAA for inspection or testing, along with the remote pilot, the person manipulating the controls of the aircraft or the visual observer or other member of the aircrew.

June/July 2021 27

THE NEW FLIGHT RULES register it individually with the agency.

Second, if you plan on continuing to operate that same aircraft once the RID rules go into full effect in September 2023, you’ll need to account for the weight of an external RID module, which could very easily push you back above the 250-gram limit. We don’t yet know what these will weigh, but something between 20 to 30 grams seems reasonable. So, if you’re buying for the long haul, make sure that your new aircraft will accommodate this weight while staying below 250 grams, or that it incorporates an internal RID system.

BIG BIRDS The FAA defines the second category of aircraft permitted to operate over people using the following description: “[A] small unmanned aircraft [that will] not cause injury to a human being that is equivalent to or

28 RotorDronePro.com

Larger drones will need documents known as a Means of Compliance and a Declaration of Compliance. If your drone doesn't come with these in the box, it isn’t rated to fly over people.

greater than the severity of injury caused by a transfer of 11 foot-pounds of kinetic energy upon impact from a rigid object, does not contain any exposed rotating parts that could lacerate human skin upon impact with a human being, and does not contain any safety defects.”

Unless you have an advanced degree in physics, your reaction to that description—especially the part about the “transfer of 11 foot-pounds of kinetic energy upon impact from a rigid object”—was likely the same as mine: “Huh?” In this regard, I do have a

little bit of good news, at least so far as our collective self-esteem is concerned.

As pilots, this discussion is above our pay grade: we aren’t necessarily meant to understanding it. Rather, this defines a standard that aircraft manufacturers and the FAA will have to work out

between themselves.

We’ll just get a thumbsup that a particular aircraft is rated to fly over people, provided that the function of all its components and safety systems are normal and correct. This will be codified through a pair of certifications provided by the manufacturer to the FAA. These documents are known as a Means of Compliance (MOC) and a Declaration of Compliance (DOC). If your new aircraft doesn’t come with one of each in the box, it isn’t rated to fly over people.

There is one small piece of good news out of all this. So long as your aircraft’s takeoff weight is below the 250gram threshold and it has propeller guards, no MOC or If you have ever wondered why there is no rule against blimps flying over crowds, the reason is that they have airworthiness certificates.

DOC is required to operate above people.

The third OOP aircraft category is identical to the second, except that it may not cause an injury “that is equivalent to or greater than the severity of injury caused by a transfer of 25 footpounds of kinetic energy upon impact from a rigid object.”

Again, let the engineers figure out this part—that’s why they get paid the big bucks. Just make sure you’ve got the documents that prove they did their homework right.

WELCOME TO THE CLUB The fourth and final category of drone aircraft that can operate over people are

those that have obtained an airworthiness certificate from the FAA. If you have ever wondered why there is no rule against blimps or helicopters or jumbo jets flying over unprotected persons on the ground, the answer is the airworthiness certificate.

To earn a certificate, each new type of aircraft must undergo an exhaustive review by the FAA: including not only the hardware, but also the procedures, manuals, training requirements and so forth.

Then, each new aircraft of the same type must be certified to be identical to the original in all respects as it rolls off the assembly line, so that it can be issued

an airworthiness certificate.

If the manufacturer wants to make a change in the design, a new airworthiness certificate must be issued.

Because of this comprehensive review and certification process, the FAA has reasonable confidence that these machines aren’t going to fall out of the air without warning. As individual remote pilots, the small uncrewed aircraft systems (sUAS) that we fly don’t receive airworthiness certificates and, therefore, the FAA assumes that they could crash at any moment.

That’s why we’re not allowed to fly over people, but most crewed aircraft are.

So, it makes sense that if a drone can obtain an

THE NEW FLIGHT RULES

OPERATIONS OVER MOVING VEHICLES

In addition to flights over unprotected people, Part 107 also prohibited uncrewed aircraft system (UAS) operations over moving vehicles. The justification for this rule was that while a car or truck could likely shrug off an impact from a two-pound drone with only minor damage, the startled driver might overreact and steer the vehicle into a tree.

The injuries and damage resulting from that second-order effect is what this rule was intended to prevent.

Under the Operations Over People and at Night (OOP) rule, this prohibition has been loosened—slightly. Under these new rules, a drone that meets the standards to fly over people in any of the first three categories is still not allowed to conduct sustained flight operations over moving vehicles, but it is permitted to complete a transit maneuver, such as crossing from one side of a road to the other.

That privilege is extended further if the flight operations are occurring in a restricted area, where outside vehicle traffic is prevented from entering by means of barricades or persons assigned to guard the perimeter; and all the occupants of moving vehicles within the perimeter have been informed that UAS are in operation overhead. Under these circumstances, sustained operations over moving vehicles are permitted. Sustained operations are also allowed over any vehicle that is directly participating in the operation—such as transporting the remote pilot or a visual observer.

30 RotorDronePro.com

airworthiness certificate, it would be allowed to operate above unprotected people—because the FAA has the same level of confidence in its performance as a crewed aircraft. So far, only two UAS have ever achieved an airworthiness certificate: the Insitu ScanEagle and the AeroVironment Puma. However, by establishing this fourth category of uncrewed aircraft that can fly over people, the FAA is signaling that it expects others will meet this high standard in the future.

Will small commercial drones— like the aircraft produced by DJI, Parrot, and Autel Robotics—ever earn airworthiness certificates?

As movie mogul Samuel Goldwin reportedly said, “It’s dangerous to make predictions, especially about the future.” However, this seems unlikely, at least in the near to medium term. Earning an airworthiness certificate is a hugely expensive and time-consuming process.

When that effort and expenses can be spread across the manufacturing of a fleet of jumbo jets that cost $90 million each and will be in production for decades, they can be absorbed into the overall cost of a project. However, with a drone that costs $1,000 and may only be on the market for 18 months, the manufacturer’s opportunity to earn a return on that investment is substantially diminished.

Still, the very fact that the FAA has put airworthiness certification on the table in the context of Part 107 operations is another sign that sUAS—and we, as their pilots—are continuing an inexorable march toward becoming recognized as full members of the aviation community.

In response, many of you might find yourself saying, “Well, it’s about time!” While I’m sympathetic to that response, I also remember scavenging parts from Nintendo Wii’s to build home-made flight control systems 10 years ago. From that perspective, these changes represent extraordinary progress. K

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EXPERT TECH

TRAVELING WITH YOUR DRONE Avoiding airport surprises and more Text & photos by Gus Calderon

Author with the Lowepro Flipside 200 backpack for Mavic Pro.

If you are thinking about taking your drone with you when you travel, there is a lot to consider.

Factors range from the obvious, such as deciding which type of carrying case you should use, to the more complex, such as knowing the rules for carrying lithium batteries onboard a commercial aircraft.

I was recently faced with these considerations when I took a trip from my home in San Diego, California, to visit my family near Philadelphia, Pennsylvania. Choosing a case for my new Mavic Air would turn out to be the easiest part of the trip preparation. And since I knew that both the Federal Aviation Administration (FAA) and the airlines had specific rules for carrying lithium batteries onboard commercial aircraft, I researched those rules and familiarized myself with the process.

I also researched the area in advance to locate potential flying sites and to review any local drone regulations. With many public parks putting restrictions on operating drones, it is important to research the rules and regulations for your potential flying sites before arriving at your destination.

This article details my experience throughout this trip.

32 RotorDronePro.com

TYPE OF CASE TO BUY Just throwing your drone into any backpack or suitcase can easily result in damage, even if you are extra careful when packing. Drones are aircraft and have many delicate parts that may easily break if not handled correctly.

Buying a specific case for your drone is highly recommended and is especially important if you are planning a hiking trip or will be traveling to several destinations. A variety of cases meet the size limitations for carry-on luggage and will ensure the drone will arrive in working order.

There are several drone-case manufacturers out there, and many cases are custom-made for specific models. Ultimately, the choice comes down to personal preference and the type of travel you are planning. There are two general types of drone travel bags: soft shell and hard shell. For example, if you are going to be staying in a hotel and traveling in a rental car, a soft case may be right for you. Those who will be hiking through the wilderness to remote destinations will most likely want a backpack-style case. If you have a large drone and you need to check it with the airline while traveling abroad, you may opt for a hard case with a lock.

Many people prefer custom cases

Statue of Washington in Washington Crossing Historic Park.

Hobby Tiger carrying case for Mavic Pro 2.

with secure foam cushioning; some of these cases are designed to accommodate the drone without removing the propellers, providing extra room for small accessories. Others prefer cases with Velcro foam dividers, which are removable and customizable.

Backpack straps make transportation easy while traveling because they keep your hands free to carry other luggage.

I know some folks who only buy military-grade heavy-duty cases that are lockable. These cases are perfect

for airport travel, but some are so large that they require special transportation.

Others want cases that are completely waterproof and dustproof to keep the electronics safe in humid environments.

Before you purchase a case for your drone, you should take some time to consider what type of traveling you plan to do and then narrow down the field to the general type of case. From that point, you can compare cases from different manufacturers, read reviews online, and shop for the best price.

EXPERT TECH TRAVELING WITH YOUR DRONE

BAGGAGE: CHECKED OR CARRY-ON? For several reasons, all drones should be carefully packed in carry-on luggage if possible. First, according to the Montreal Convention, airlines are only liable for losses up to $1,000 for checked luggage. When traveling internationally, theft and lost luggage can be common issues, particularly if your flight has one or more connections. If your drone is worth more than $1,000 and you cannot bring it onto the plane, you should consider shipping it using a service such as DHL, FedEx, or UPS and fully insuring the shipment.

Small drones that fit in cases that meet the carry-on size requirements can be brought onboard the plane, but larger drones should be shipped using the services mentioned above, where they can be fully insured through to their destination. If you must check them in on a commercial airline, you should purchase supplemental insurance coverage for the full value of the drone and its accessories.

DRONE BATTERIES AND AIRLINERS Federal aviation regulations for domestic airlines require all spare (i.e., not in the equipment) lithium batteries to be carried inside the passenger cabin, not in checked luggage. According to the FAA website, airline passengers may carry an unlimited number of spare lithium-ion batteries (up to 100 watt-hours [Wh] each) for personal or

professional use. With airline approval, devices can contain larger lithiumion batteries (101–160 Wh each), but spares of this size are limited to two batteries only in carry-on baggage.

To determine the Wh rating of your battery, multiply the volts (V) by the amp-hours (Ah). A 12V battery with 8 Ah, for example, is rated at 96 Wh (12 x 8 = 96). If the battery capacity is listed in milliamp hours (mAh), simply divide by 1,000 to get the Ah capacity and then multiply by the number of volts.

The FAA also states that spare batteries must be protected from damage and short circuits. Metal objects such as keys, coins, tools, or other batteries can potentially come into contact with both terminals of a battery, creating a circuit or path for electricity to flow through. Electrical current flowing through this unprotected short circuit can cause extreme heat and sparks, or even start a fire. To prevent short circuits, keep spare batteries in a battery case, lithium-safe bag, or separate compartment. Make sure loose batteries are secured and can’t move around. Place tape over the terminals of unpackaged batteries to help protect them from short-circuiting.

All battery-powered devices must be protected from accidental activation and heat generation. The best way to do this is to remove the battery from the drone so that it becomes a spare. Remember that spare lithium batteries are

Flipside 200 and Mavic Air.

34 RotorDronePro.com

prohibited in checked baggage. Checked baggage includes bags checked at the gate or plane side. External chargers are also classified as batteries.

Due to issues of lithium batteries catching fire in recent years, airlines have become stricter about transporting them. Lithium batteries are considered “dangerous goods,” and as a result, packing them properly is imperative if you want to avoid issues when bringing them on the plane. A lithium-safe or fire-retardant bag is a convenient way of safeguarding spare batteries during transit. The flame-retardant bag ensures that if the battery does catch fire, it will not spread outside of the bag. Failure to properly pack lithium batteries can result in the airline seizing them or even or denying you from boarding. If you are planning to travel abroad, there may be additional considerations for international carriers flying to foreign countries. You should always check the specific requirements for your airline. It is important to note that some airlines have more stringent restrictions than the ones imposed by the FAA. Southwest Airlines, for example, limits the number of spare batteries to 20 per passenger.

WHERE CAN I FLY? When I was planning my trip, I looked at the area on Google Maps to find some potential flying sites. I started my search by looking at nearby parks and other places of interest that had large, open areas. After finding a few locations that I thought would be interesting, I went to their websites to find out if they had any restrictions on flying drones.

The first location I wanted to fly in was the Bryn Athyn Cathedral in Huntingdon Valley, Pennsylvania. It is a Gothic cathedral built in the early 1900s, which I thought would be a great subject for aerial photography. I checked its website and read that it had a “no-drone” policy; nevertheless, I was not discouraged. I found the contact information and sent a request for an exception to the policy. I wrote that I was an FAA-certified drone pilot, had insurance, and was writing an article for a magazine. I was a little disappointed that my request was denied, but I was gracious and made an appointment to visit the cathedral without my drone.

Undeterred by that experience, I set my sights on another historic location.

The site where George Washington crossed the Delaware River has been preserved as the Washington Crossing Historic Park. On December 25, 1776, the Delaware River was the setting for one of the pivotal events of the American Revolution. After crossing the river at night, Washington and his Continental Army landed and began their march to Trenton, where they defeated the British troops in a surprise attack that turned the tide of the Revolutionary War. Since this location is part of the Pennsylvania state park system, I went to its website and learned that, while flying drones was generally prohibited, some locations had been set aside that permitted the activity. Washington Crossing Historic Park, unfortunately, was not on that list, so I found the contact information and sent a request to fly my drone. This time, I was surprised to receive a response that asked for my credentials and insurance. I sent a copy of my Part 107 RPIC (remote pilot in command) certificate and my drone insurance certificate. Within a few days, I was given approval to fly my

Delaware River and Washington Crossing Bridge.

drone during the upcoming trip. I was asked to give a few days’ notice before my arrival and to check in with the park manager before flying.

When I arrived, I was surprised to see about a dozen school buses and hundreds of children running around the park. I checked in with the park manager, and he said that those visitors would be departing shortly. I spent some time walking around the park with my wife (and visual observer), scouting locations to launch my drone.

After the children cleared the area, I had most of the park to myself. I decided on a few launch sites that were remote.

The weather was perfect that day: mid70s and mostly sunny.

Because of the bright sunshine, I decided to use the new high dynamic range (HDR) feature on my Mavic Air. HDR images ensure that an image is captured with the best exposure.

The HDR function automatically takes an overexposed, underexposed, and correctly exposed image in rapid sequence. These three images are then combined to create an image with the ideal exposure by choosing the best aspects of each image. With the new HDR function, overexposed and

underexposed images are processed to give a more natural look to the final image. All the aerial photos for this article were captured using the new HDR mode with my Mavic Air. Capturing an aerial view of this historic site was a great experience.

Taking aerial photos of colonial-era buildings added a new dimension to visiting these historical sites. Getting up above the trees and looking at the lush Delaware River Valley, I experienced a view that few people get to enjoy.

While the dense wooded environment in the park makes it difficult to see the surrounding area, having a small and capable drone resolved that challenge.

FINAL THOUGHTS Traveling with your drone can bring a new dimension to your experience while away from home. Having a bird’seye view of historical buildings or even natural areas can add a whole new perspective to a familiar landscape.

Proper planning and knowledge of regulatory restrictions will help minimize the problems you may experience when traveling with your drone and lithium batteries. Have a safe and enjoyable flight! K

THE BLOCKCHAIN SOLUTION Increasing the safety and security of drone operations

BY ZEHRA AKBAR ILLUSTRATIONS BY LEMBERG VECTOR STUDIO

THE BLOCKCHAIN SOLUTION

B

lockchain technology: hyped by many, understood by few. But the truth is, this technology will have a real impact across all commercial industries, from financial services and insurance to manufacturing and construction.

The technology is already being used to improve supply chain management, advance the privacy of sensitive healthcare data, prevent identity theft, and much more. The use cases are growing every day. In fact, Gartner estimates blockchain will generate $3.1 trillion in new business value by 2030.

This business value is also extending to the aviation industry, where blockchain has the potential to revolutionize the management of drones. As more unmanned vehicles take flight, this technology can help ensure compliance with the safety standards, accurately record flight data,

38 RotorDronePro.com

and improve collaboration with aviation authorities.

We’ll start by covering the basics of blockchain technology and then shed light on why it’s critical to power safe commercial drone operations.

WHAT IS BLOCKCHAIN? Let’s start with what it isn’t. Despite the common misunderstanding, blockchain is not bitcoin.

Bitcoin is just one of its many applications. In technical terms, blockchain is a distributed ledger of immutable records stored in a decentralized database.

In layman’s terms, blockchain technology enables safe and accurate record-keeping across a network of computers, allowing multiple parties to interact with the same universal source of truth.

The ledger can be public so anyone, anywhere can join the network, or private so only those with authorization can join.

“Smart contracts” are also a key component of blockchain technology.

Smart contracts can be encoded on any blockchain to set rules mutually agreed upon by network members. If the rules are met, the smart contracts automatically record information onto the ledger and execute the terms without human intervention. This helps guarantee the terms are met before execution.

BLOCKCHAIN APPLICATIONS Research shows the benefits of blockchain are real. It can serve as a pragmatic solution to business problems across all industries. Some of the most common applications can be found in financial services, supply chain, and insurance.

Financial services: JP Morgan recently created the JPM Coin, a digital coin that uses blockchain technology to enable instant transfer of

payments. When one client sends money to another over the blockchain, JPM Coins are transferred and instantaneously redeemed for the equivalent of U.S. dollars, reducing typical settlement time.

Supply Chain: IBM and Walmart partnered to monitor food safety using blockchain technology. They created a permissioned, permanent, and shared record of food-system data to cut the time needed to trace produce from farm to store.

Insurance: The American International Group (AIG) partnered with IBM to develop a “smart” insurance policy that uses blockchain to manage complex international coverage. The real-time system allows companies, employees, and insurers to simultaneously share all data and documents about their policies.

BLOCKCHAIN FEATURES IMMUTABLE: The technology logs records in a ledger that are time-stamped and linked to the previous entry with cryptography. These records cannot be altered retroactively.

If a record includes an error, a new entry must be added to reverse the error, and both transactions are then visible and permanent.

DISTRIBUTED: The ledger is concurrently shared across all computers in a blockchain network.

Every participant in the network has a full copy of the ledger that updates with new records in real time. If one machine fails, the ledger will still operate since it has built-in redundancy.

DECENTRALIZED: The technology is politically and architecturally decentralized. There isn’t one central governing authority responsible for it, and there isn’t one centralized database a bad actor can compromise.

Aviation: Blockchain is also being applied to the aviation industry as several airlines and their partners begin experimenting with the technology to create verified audit trails and streamline frequent-flyer points. In uncrewed aviation, SkyGrid is using blockchain augmented with smart contracts to accurately record drone data and ensure compliance with the safety standards.

THE NEED FOR BLOCKCHAIN IN UNCREWED AVIATION Why use blockchain in uncrewed aviation? Let’s first examine the current landscape and some of the challenges the industry is facing.

Research shows commercial drone shipments will reach 2.9 million units by 2023. These drones will perform real business tasks. They’ll deliver packages, conduct industrial inspections, provide emergency assistance, and even transport people.

However, navigating low altitude airspace is complex.

Commercial drone operators are expected to

monitor weather changes, avoid buildings and temporary objects, factor in risks on the ground, and maintain separation from other aircraft. The burden falls on them to manually plan, execute, and adapt flights as conditions change.

At the same time, airspace authorities are expected to monitor the growing volume of drones and enforce the airspace rules, but they’re already experiencing maximum overload. Their infrastructure isn’t equipped to scale and support millions of uncrewed flights.

Bottom line: it simply isn’t feasible for operators and authorities to safely manage uncrewed flights with the current technologies available to them. A new airspace system is required to integrated drones in controlled airspace. This system must remove the burden on operators and authorities by enabling more autonomous workflows.

We’ll explore how a system powered by blockchain technology can provide a solution to those challenges.

BLOCKCHAIN BENEFITS FOR DRONES Accurate Flight Data

Real-time awareness of all uncrewed flights is critical to ensure the safety and equity of our airspace.

This requires drone operators to share their intended flight paths, position tracks, and any route changes with airspace authorities. These flight plans must be accurate and up to date to optimize the airspace and pre-empt unnecessary deconfliction

with other aircraft.

An airspace system built on blockchain simplifies the process of sharing accurate flight data by removing the burden on drone operators.

Blockchain technology can assign a unique ID to every uncrewed aircraft and maintain a real-time record of each drone’s status, flight details (e.g., altitude, coordinates), operator, and maintenance history.

The distributed nature of a blockchain system has builtin redundancy and updates with new records in real

June/July 2021 39

THE BLOCKCHAIN SOLUTION

A BRIEF HISTORY OF BLOCKCHAIN 2009 Satoshi Nakamoto, whose identity is still unknown, released a whitepaper about bitcoin. Blockchain technology was the answer to power his vision for a “purely peerto-peer electronic cash system.”

2010 The first Bitcoin purchase took place for two pizzas that cost 10,000 BTC (valued at more than $70 million today).

2013 The bitcoin marketplace surpassed $1 billion. Vitalik Buterin released a whitepaper that laid the foundation for Ethereum—a blockchain platform featuring smart contracts (i.e., applications that run exactly as programmed without any possibility of downtime, censorship, fraud, or third-party interference).

2014 Ethereum blockchain is funded by crowd sale, raising $18.4 million in the initial coin offering (ICO).

2015 The Ethereum genesis block (the first block of a blockchain) is created. The Linux Foundation unveils Hyperledger, an open source EOSIO blockchain software, enabling businesses to rapidly build and deploy highsecurity, blockchain-based applications.

40 RotorDronePro.com

time. This approach enables flight awareness for airspace authorities and provides situational awareness to other aircraft operators so they can maintain safe separation.

Automated Compliance

Recent drone sightings near airports and critical infrastructure have exposed how drones can put lives at risk and cause major disruptions to operations.

Often these incidents occur when drone operators fly unintentionally to close to an airport and too high in altitude. To avoid future incidents, we need a way to minimize the potential for human error.

Blockchain technology augmented with smart contracts will be critical to ensure all uncrewed flights comply with the rules and regulations. A blockchainbacked system can mandate the defined airspace rules set by local and national authorities, such as flying below 400 feet and avoiding a set radius around airports.

These rules can be encoded into an airspace system to

automatically plan, execute, and adjust uncrewed flights based on the specified airspace boundaries and safety standards.

Enterprises can also use this system to set additional safety parameters based on different types of missions, payloads, vehicles, and environmental conditions.

For example, company-wide parameters could include a rule to operate drones with at least 20% battery life and under 25mph winds.

Blockchain technology will mandate compliance with the rules before flight authorization and during flight as airspace conditions change.

3. Maintenance Guarantees

The safety of our airspace also relies on the health of every drone, air taxi, or other uncrewed aircraft in flight.

A blockchain ledger with smart contracts can help ensure drones are safe to fly. For example, if a maintenance request is created to replace a drone’s battery, a smart contract an ensure the request is resolved and signed off by

a technician’s private key before the drone can operate again. This will prevent operators from choosing a drone that isn’t equipped to complete a mission safely and securely.

Blockchain technology can also be sued to require regular system checks.

For example, based on insights form a drone fleet, an organization might determine that drone performance is likely to degrade after flying for 24 hours under specific weather and usage patterns.

Using smart contracts, the business can encode a system check as a rule once these conditions are met. The drone will then be ineligible to fly until the system check is complete and logged in the blockchain.

Systemwide Auditability

In the wake of an incident, authorities need assurances that flight logs haven’t been tampered with by the drone operator or a third party.

This requires the industry to ensure the security and integrity of data exchanged between drone operators, authorities, and service providers.

Blockchain technology is the key to maintain high standards of auditability by providing a verified data source of all uncrewed flight records and service logs. In a blockchain-backed airspace system, each flight log is linked to the previous log with cryptography so they can’t be altered retroactively.

That means authorities can analyze flight data and

determine the sequence of events with 100% certainty.

The decentralized nature of a blockchain system also provides more security than traditional, centralized storage since there isn’t one database a bad actor can compromise. This gives commercial operators a secure, accurate record of their fleet data and maintenance history to evaluate performance and optimize their operation.

Industry Collaboration

Storing flight data and service logs on a distributed ledger also eliminates the need for paper records and opens the opportunity for collaboration that hasn’t existed in the past.

There are still many paper

documents used in crewed aviation today that simply can’t be relied on as uncrewed air traffic grows.

Blockchain technology can enable the industry to access a common operating picture recorded securely, accurately, and permanently on a private ledger.

Authorized parties, such as airspace authorities and law enforcement, can access the private ledger to ensure operators are compliant with standards and hold operators accountable in the wake of an incident. The use of private keys ensures only authorized parties have access to confidential data such as flight plans, operator details, and payload information. This gives businesses assurances that their operational data isn’t accessed or intercepted by a malicious actor.

June/July 2021 41

THE BLOCKCHAIN SOLUTION BLOCKCHAIN USE CASES FOR COMMERCIAL DRONES Package Delivery

The opportunities for drone deliveries are endless across retail, logistics, food and beverage, and more.

In fact, we’re already seeing trials of drone-delivered groceries, ranging from hot coffee to freshly baked bread. We’re also beginning to see organizations test drone deliveries of pharmaceuticals to patients.

The challenge is that some payloads are more dangerous than others, especially when flying over a crowd of people or over a busy highway. In these instances, organization can use blockchain technology to mandate safety parameters based on the type of payload.

For example, a pharmaceutical company delivering biohazardous

materials could mandate rules to avoid flying with a set radius around airports, stadiums, or event venues.

Drones carrying this payload will then be ineligible to fly near those areas, eliminating room for human error.

Industrial Inspections And Surveillance

Drones are also enabling more efficient inspections and surveillance within agriculture, energy, construction, and more.

Farmers and agriculture workers can use drones to better understand their potential harvest and ensure food production is up to code.

Builders can use drones to survey land and collect realtime data on the progress of their construction sites. And oil and gas operators can use drones to inspect offshore rigs and minimize the risk of environmental damage.

Within these industries,

“Blockchain will undoubtedly be an integral aspect for drones. With millions of drones in the air, a means to record billions of pieces of information about where each drone is, tasks complete, and hundreds of other aspects will be vital. The use of smart contracts in blockchain, which will dictate thresholds for rules-based actions, will also be incredibly important.”—Joseph Raczynski, Technologist & Futurist at Thomson Reuters Legal

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a blockchain-powered system can provide a secure, accurate record of all inspections. That means if an incident occurs, such as an oil spill, authorities can analyze the shared ledger to examine the last inspection, determine when the incident took place, and know with 100% certainty the logs haven’t been altered by the operator.

Emergency Assistance

Within the healthcare industry, drones can deliver urgent medical supplies to patients being cared for at home or quickly transport blood and organs to hospitals in rural areas.

However, the stakes are much higher when the emission could determine the fate of someone’s life.

Augmented with smart contracts, blockchain technology can help ensure emergency drones are safe

for flight. For example, the technology can mandate a system check after vehicles have logged 10 flight hours.

It can also ensure any maintenance needs are resolved and signed off by a technician’s private key.

That way, only healthy, high-performing vehicles will be eligible for emergency missions with critical payloads.

Blockchain technology can also ensure the privacy and accuracy of sensitive healthcare data.

Patients and doctors need assurances that the correct blood type and organs are being delivered. Blockchain technology can enable a verified data source that securely and accurately records all details about the payload, such as when it departed, where it came from, and who it’s intended for. The data will only be accessible to authorized parties with a private key.

“With the infusion of a distributed ledger like blockchain, we can achieve a new way to link drone operations and business processes, adding more value to the entire organization. This also opens the door to smart contracts that can manage all transactions in a transparent, secure, and immutable manner.

In my view, blockchain technology will enable a paradigm shift in the way drone operations are performed and linked to business processes.”—Antonio Grasso, Digital Transformation Advisor

CONCLUSION We’re entering unchartered skies as more drones take flight. There is no doubt that uncrewed aircraft will have a tremendous impact on business operations and advanced air mobility at large. But there are still major safety and security concerns that must be addressed. How do we protect the integrity of flight data? How do we create a common operating picture across the industry? And how do we ensure compliance with the airspace rules and regulations?

Blockchain technology can provide solutions to those challenges. With its ability to enable safer operations and protect data integrity, blockchain is critical for the airspace systems of tomorrow.

ABOUT THE AUTHOR Zehra Akbar is the Senior Director of Strategy and Operations at SkyGrid. A Boeing, SparkCognition company, SkyGrid is solving the industry’s biggest challenges using uncrewed aircraft in the global airspace and executing autonomous operations. Based in Austin, Texas, SkyGrid is enabling a wide variety of commercial drone operations, from package delivery to emergency assistance. K June/July 2021 43

EXPERT TECH

Know Your ABCs Navigating the alphabet soup of airspace

By David Ison

Before 2015, passing Federal Aviation Administration (FAA) written tests was a simple task. Back then, the FAA published all their questions and answers, leaving no surprises to an astute user who spent a few hours with prep materials. Some folks even memorized the answers to questions they didn’t understand or didn’t want to calculate while sitting for their exam. However, the FAA decided to change things up by no longer providing these details, leaving pilots guessing what specific questions they would face. While we have not been left entirely in the dark, as study guides still do a decent job preparing us for the FAA’s tests, gone are the days when we recognize verbatim questions and answers across our testing experience. So, when the FAA announced they were adding a written test for remote pilots, test prep folks scrambled to figure out what the heck the FAA would be asking on their latest assessment.

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B

ecause I had worked with aviation publisher ASA in the past and was already kneedeep in drone research, they asked me if I could help determine what made sense to put in a remote pilot written test guide. After some initial speculation, a few of us decided we needed some for some firsthand experience through taking the exam. I wasn’t terribly concerned about passing as I taught courses that included FAA regulations of all types, including the new ones on drones. Further, I had 30 years of manned aircraft flying under my belt. Even with this knowledge, I still didn’t quite know what to expect from the FAA’s test makers. What I discovered was somewhat unexpected: the test weighed heavily on airspace, in particular knowing all about the various types and how to use an aviation map (technically called a “sectional chart”) to identify and deal with the varieties of airspace.

On test day, I waited for another gentleman to check into the testing center. I overheard him speaking to the proctor about how he was not a pilot and

was interested in getting into some drone work for real estate photography.

We both sat down at our computers around the same time and began clicking through questions. While there were some immediate questions on regulations, things quickly turned visual, with many—more than I had expected!—questions demanding the use of the ol’ sectional chart. While I was able to navigate these questions fairly quickly, my neighbor’s sluggish pace of clicking clearly indicated that if you didn’t have your sectional knowledge dialed in, the exam might cause a bit of heartburn. The point is that you need to know your airspace, in particular, what it looks like on the chart and how to harness this information to stay legal when flying an uncrewed system. Moreover, you’re going to be using these charts every time you go fly, so you might as well start diving in to learn them as well as any pilot of a crewed aircraft should. Let’s look at some examples of airspace types and how you can evaluate them on sectional charts.

U.S. AIRSPACE CLASSES A while back, the U.S. referred to its various airspace types with a slew of acronyms that were a pain to keep straight. The rest of the world hated them, too, as these terms did not align with how just about everyone else on the planet talked about airspace. Finally, the FAA caved and adopted an airspace classification arrangement that better aligned with those in other countries. There are six primary types of airspace represented by letters: A, B, C, D, E, and G (no, this isn’t a typo, there is no F airspace in the U.S.). Because pilots have so many darn things to remember, especially the alphabet soup of acronyms and abbreviations, there is a range of mnemonics and other memory tools to help keep all the letters straight.

I will provide a few if that’s your thing: y Class A: A is for Altitude.

This airspace is up high— above 18,000 feet (above “mean” [aka average] sea level, which is referred to as MSL). y Class B: B is for Busy or Big. This airspace surrounds the biggest and busiest airports, like the

busiest one in the world: Atlanta Hartsfield-Jackson International Airport. The dimensions of Class B are tailored for each location. y Class C: C is for crowded. this airspace surrounds airports with less traffic than Class B airports but is still busy enough to require some more space and protection for arriving and departing aircraft.

An example would be Portland, Oregon, or Ft. Myers, Florida. Class C usually is from the surface to 4,000 MSL within 5 nautical miles (NM) of the primary airport and from 1,200 to 4,000 MSL from 5 to 10 NM out. y Class D: D is for dialog – this is the airspace that surrounds airports with a control tower with which you must have a dialog to fly within. These airports are smaller than Class C airports.

Think smaller cities like Gainesville, Florida, or Oshkosh, Wisconsin. Class D typically extends up to 2,500 above ground level (AGL) and out to 4 NM, but this varies by location. y Class E: E is for Everything else. Well, almost, meaning not A, B, C, or D. We will

June/July 2021 45

EXPERT TECH KNOW YOUR ABCs

talk about where E exists in a bit. y Class G: G is for Go. In Class G, pretty much anything goes. Again, we’ll get into where G lives shortly.

Another way to keep all these airspaces straight is, technically, A through D are “passing grades” in school (yea, even a D!), so remember that you should pass on Classes A through D without special permission/authorization, per Part 107.41. Also, Classes A through E are referred to as “controlled airspace,” meaning they are subject to air traffic control (if applicable), while G is referred to as “uncontrolled airspace,” meaning it is not subject to such control.

FIGURE 1

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There are some other airspace types with which drone pilots should be familiar. One is prohibited airspace. It’s just like it sounds, i.e., you’re not going to be flying there. The quintessential example of this type of airspace exists above the White House and the U.S. Capitol. Restricted airspace is another type that may be off-limits.

These surround a range of things but are usually something to do with the military. Do be aware that the FAA can always change airspace access with what they call Temporary Flight Restrictions (TFRs).

Example: don’t fly your drone over the Super Bowl. Last, some places technically don’t have a designation of airspace that you want

to avoid, such as prisons (sadly, drones are used for illegal deliveries to inmates) and powerplants (or other sensitive infrastructure).

SECTIONAL CHARTS Ok. So how do we figure out what airspace is around us and where we fly? Well, it starts with a sectional chart.

I prefer the printed version as you don’t need anything but paper to use it, but there are also plenty of chart subscriptions for phones and tablets as well as a range of online providers that tailor to manned and/or unmanned flights. To get started with some examples, let’s look at a sectional chart from the Miami, Florida, area (Figure 1) on which I’ve labeled a few things of note. Item 1 shows the solid blue line

marking the outer edge of the Miami Class B airspace.

As mentioned before, Class B is shaped uniquely for each location, though usually the part that touches the ground is within 5 miles or so of the airport around which it is centered. Item 2 shows the altitude range for the section of Class B bordered by the adjacent blue lines. In this area, Class B exists from 4,000 to 7,000 MSL (just add two zeros to the numbers), in other words, not someplace where you would likely be flying your drone anyway.

Item 3 shows a section of Class B from 2,000 to 7,000 MSL. Item 4 shows the Miami International Airport (Class B touches the ground here; you won’t be flying in this area without special permission, recall Parts 107.41 and

FIGURE 2

107.43). Item 5 shows an example of a stadium marked on a map (heed Parts 107.39 and 107.47).

Item 6 shows that Class C, marked by the magenta line, exists in this area from the surface (SFC) to 4,000 MSL over the Ft. Lauderdale airport. The surface area usually extends 5 NM from the airport on which Class C is centered. Item 7 shows the outer edge of Class C, which is usually 10 NM out.

This outer area extends from 1,200 to 4,000 MSL. Note that the Class C airspace is

bordered by the outer edges of Class B to the south (bottom of the chart). Item 8 shows the dashed blue line of a Class D airspace, which extends from the surface to 2,500 MSL (that’s what the 25 means in the box to the right, and the airport with the control tower is the blue circle with white runways within it). One other thing I want you to notice – airports with control towers are blue; those without a control tower are magenta. This color differentiation obviously conveys a lot of critical

information with quick glance.

Looking at another sectional chart (Figure 2), this time for the Anniston, Alabama area, item 9 marks restricted airspace, noted by the solid blue outline with smaller width blue hashed lines perpendicular to the outline designated R-2102 A, B, C. More information is needed to determine when this airspace is active, who controls it, and what altitude(s) are included. It’s safest just to steer clear of the area all together, but

if you need to know this additional information, you can check the chart’s outer edge for the necessary details (see Figure 3). Item 10 shows a magenta dashed line, which lets you know that Class E airspace begins at the surface within the circular dashed area. This is the specific kind of Class E airspace you need special permission to enter per Part 107.41. Of course, you can tell that the Anniston airport, the circle with a single white runway in the middle of the surface-based June/July 2021 47

EXPERT TECH KNOW YOUR ABCs

FIGURE 3

Class E, does not have a control tower because of its magenta color. Item 11 shows a magenta shading on the chart that lets pilots know that towards the inside (from the arrow towards the left) is a transition area. This means Class G spans from the surface to 700 above the ground (AGL) while outside of the transition area (to the right of the magenta shading and the apparent border on the right edge of it), Class G spans from the surface to 1,200 AGL. Class E exists above both upper limits.

Class G rises higher than 1,200 AGL in some remote areas, although these spots are rare and usually isolated places such as out West or in the mountains.

Hopefully, this primer will help expand your understanding of airspace from decoding aeronautical maps to remembering the difference between the different types of classes.

Remember that without a waiver or ATC permission, Part 107 flights are not permitted in Class A, B, C, D, and surface-based E

(magenta dashed line) per Part 107.41. Practice makes perfect, so get your hands on some sectionals, visit your favorite digital provider, and check out the airspace in your local area and beyond.

You can’t ever know too much about the airports and airspace in your areas of operation. Some excellent practice resources include: y The FAA’s Aeronautical Chart User’s Guide at bit. ly/3tdoCaK; y Skyvector’s aeronautical charts at skyvector.com; and

y Remote Pilot 101’s videos on sectional charts at bit.ly/3rEl8NL and bit. ly/3tnStxh.

Last, although sectional charts are essential tools for remote pilots, they lack details you may need to help you identify landmarks and other features that may help your navigation and dealings with airspace easier. Be sure to verify, for example, the distance from an airport from multiple sources of information. And most of all, have some fun while flying!

ABOUT THE AUTHOR Dr. David Ison is a professor in the Graduate School at Northcentral University, where he teaches research methods and statistics to doctoral students. Previously, he served as a commercial airline pilot. He has published two books on drones, “The Complete Remote Pilot” and “Small Unmanned Aircraft Systems Guide: Exploring Designs, Operations, Regulations, and Economics.” K

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EYE IN THE SKY

GETTING STARTED IN AERIAL PHOTOGRAPHY

TEXT & PHOTOS BY STEPHEN W. BROCK

TOP DOWN EYE IN THE SKY

I

n this article, I’ll share with you some of my experiences doing drone photography with my new flying camera. I learned on a DJI Mavic Pro, but the principles here apply to any newer camera drone as well.

You’ll see how learning to use and fly a drone can help you improve all your photography as well. Here are some of the lessons I’ve learned: LEARN TO FLY BEFORE YOU LEARN TO SHOOT This means finding an open space and learning the controls well so don’t have to consciously think about every lever and button and what it does. You’ll have plenty of time for making photos later. Get the feel of the aircraft now.

VISUALIZE BEFORE YOU TAKE OFF On the Mavic Pro, you get about 26 minutes of flying time on each battery (so definitely consider buying extras).

Because of that, try to visualize your shots before you take off so you’re not spending that precious 26 minutes of battery life just flying around aimlessly.

You must realize, however, that when you first start working with a drone, everything will look different from above. Don’t worry. As you get more experienced, you’ll learn how to “read” a scene better and you’ll spend less time searching and more time setting up the shots you want.

SHOOT RAW Consider photographing in RAW (the camera’s native format for images as opposed to JPEGs) if you know how to process them in a program like Lightroom. For me, it is too hard to see all the lighting nuances on my phone screen. RAW gives me more latitude than JPEGs for fixing later.

Consider bracketing your shots as well (if your drone has that feature) to allow for even greater flexibility with exposure.

DON’T LET THE INITIAL IMAGES FOOL YOU DJI’s RAW files look bad right out of the camera. But pump up the Blacks (for contrast) and increase the Vibrancy and the images can be stunning. Overall, the camera and the

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Mavic Pro aircraft are surprisingly good.

LEARN THE FOCUS AND METERING BUTTONS Switching between the focus and metering buttons is easy once you locate them on the controller. Both are extremely useful since you get strong

contrasts from the air.

At first, I blew out a lot of highlights.

When I learned to meter on the right areas of the scene, my photos improved dramatically. Start by sticking with the auto functions of the camera but quickly learn and use the other focus

and metering functions available.

CONSIDER GETTING A POLARIZER A polarizing filter reduces glare, but you can’t just twist it like a circular polarizer on your DSLR (it’s a bit out of reach when the drone is 300 feet above you).

You can only adjust it by changing the

angle of the aircraft which isn’t always helpful when composing a particular shot.

But the polarizer does protect the lens and makes the sky pop in your images. My next purchase will be some ND (Neutral Density) filters to

knock down even more of the light and glare. Because you’re shooting from above, you’ll experience new angles of light that you don’t usually get with traditional photography.

June/July 2021 53

TOP DOWN EYE IN THE SKY

PAY ATTENTION TO THE WEATHER Wind and moisture are big limiters in some areas. I recently returned from a trip to England (yes, most airlines allow drones on board if your batteries are in your carry-on) and was only able to fly the aircraft three times in 10 days.

Mostly, it was either rainy (moisture will ruin your battery) or too windy. But I did learn that I can fly in more wind than I initially thought, up to about eight mph of wind. I have gotten the high wind warning on the controller (which warns you about wind, if you’re in a restricted area or are too close to an object), but otherwise, no problems. But use your own discretion as one bad gust could ruin your day and your aircraft.

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THE BASICS How long it will take you to learn to fly your drone depends in part on the drone you get.

With the DJI Mavic Pro, I spent time reading the manual (somewhat helpful), watching the DJI videos (more helpful) and then watching other people’s YouTube videos (super helpful).

Even if you’re a “forget the instructions, let’s get going” type of person, spend time watching some of these videos. It will be worth the effort since not everything about your drone, especially from a photography perspective, will be intuitive. Besides, you can do it while your batteries are charging.

On most drones, the controller connects to your smartphone. Your phone’s screen becomes your remote viewfinder. Let’s state what may seem obvious but isn’t if you’ve never owned a drone: You need a smartphone to fly most drones for photography purposes.

It took me three days of trying to get the detested DJI app (just read the app reviews and you’ll see what I mean) to work only to find that it was incompatible with my older phone. I switched to my wife’s phone and voila, everything suddenly worked.

If your drone doesn’t connect immediately once you download the app, it’s likely the app/ phone combo. My advice is to focus on solving the phone/app connection first.

FIRST FLIGHTS The first time I flew the drone, I freaked out seeing it go up so high. The second time, not so much. The third time, I stopped looking at the aircraft (which, DJI reminds you repeatedly, is the proper name for the device, not a drone. Drones shoot missiles and spy on terrorists. Aircraft are, well, aircraft, I guess, even if this one can fold up and fit in a purse). Instead, I just watched the screen.

That is much easier. In short, while you want to always have your drone in visual range so you’re aware of hazards (that’s the law in most areas), concentrate mostly on your screen and you’ll gain confidence in flying it faster.

EYE IN THE SKY

DON’T FLY TOO HIGH Overhead shots can become more intriguing when you limit your altitude. As the photo above of the couple reveals (shot at a height of about 12 feet/three meters), you can get great images with a drone that only you will even know were shot with a drone.

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PLAY WITH THE COLOR Because sunlight is hitting the subject from a different angle than you’re used to, that will affect the color of your photos in surprising ways. Some familiar objects such as trees will be more vibrant when shot from above than from the side.

Just be prepared to experiment a good deal in your editing software with color.

COMPENSATE FOR PARALLAX There’s a parallax phenomenon that takes time to understand. Compare the photos of two different bridges. In the first (above), I wasn’t directly over the bridge and the photo isn’t as good as the second one where I took the time to turn the drone sideways while rotating it at the same time to get the shot lined up perfectly.

It seems simple until you try it. But with practice, you’ll learn little tricks on how to maneuver your drone to get the shot you want. And the image stabilization, at least in my Mavic Pro, worked better than expected. Thus, if you can line up the shot, you’ll likely get a good image.

START WITH PHOTOGRAPHS As noted, I’ve held off on shooting more than quick snippets of video. Why? Because with still photography, the aircraft is essentially a floating platform that I can nudge into position. If my turns are awkward, it doesn’t matter.

But when you’re shooting video, flying is everything (or a whole lot). You want your aircraft’s movements to flow smoothly.

In my first month of periodic flying, I just wasn’t experienced enough for video.

But I did ask my friend Randy (who’s had a drone about as long as I have) about his experience with video.

He noted that a) videos are smoother when you lower the frame per second rate, and b) it’s far better to keep the focus on a single element rather than panning around to capture everything at once.

LEARN HOW TO AVOID OBSTACLES In the early stages, you’ll likely be a bit freaked out by trees or other objects that seem to reach out toward your drone. Personally, I haven’t yet gotten close enough for the aircraft to employ its obstacle avoidance procedures.

Randy tested the sensors out by flying his aircraft directly at him. He figured that unlike flying into a tree, he could move out of the way if the sensors failed. As it turns out, they worked great. The aircraft stopped a few feet before him.

You still want to fly carefully, but it is nice to know you have the sensors working for you.

EYE IN THE SKY

RECOGNIZE THE LIMITATIONS OF WHERE YOU CAN FLY There are restrictions where you can fly your drone (no national parks, no crowded areas, no flying near airports, etc.) but there are still vast regions you can explore by air that you can’t when tied to the ground.

Also, scenes that look boring from the ground (a wheat field, for example), take on new possibilities when viewed from above. You just must rethink what makes for a great image.

A NEW PERSPECTIVE For most photographers, a good quality drone is a luxury, not a necessity. But its greatest value isn’t just in allowing you to take photos you cannot without it. It’s helping you to make better 58 RotorDronePro.com

photos even when you’re not using it simply because it will cause you to rethink how you see a scene and thus make a photo.

When I was in college, I played on the school’s tennis

team. Part of the training included a class on how to teach others to play the game. For the month that the class lasted, each participant had to play using his or her non-dominant hand. Not easy.

TRY DIRECT OVERHEAD PHOTOS Shots taken directly overhead will likely be more intriguing to you when you first start. Remember when Instagram was first getting going? Everyone took photos of their feet because they were more enamored with the filters on Instagram than in taking great photos.

You’ll likely soon grow to improve and get better shots at angles, but as a beginner, the direct overhead shot is fun because it is a completely new way of seeing things. And don’t rule them out even as you get better. You’ll still find scenes where the direct overhead shot tells the best story.

Compare, for example, the two shots of the wrecked fishing boats. Which is better? It’s all a matter of taste, but now you have options.

Shooting with the drone/ aircraft is similar. Because it is initially so unfamiliar, it will rewire how your brain thinks about the subject you’re photographing and how to compose the image the best

way. Without a drone, your photography will likely be two-dimensional, and you’ll probably continue shooting in the same way as you always have.

With a drone, you must

factor in height and different angle possibilities. That, in turn, will affect your more terrestrial shots as well since you’ll see more possibilities than you did before.

EYE IN THE SKY

LEARN TO SHOOT AT ANGLES Angled images are tougher to shoot at just the right height, distance, and direction than direct overhead ones.

But they don’t scream “DRONE SHOT” the way some higher-altitude-direct-overhead photos do.

Also, a benefit of angled shots is that you can isolate your subject from distracting foreground or background items. For example, in the shot of the ruined church above, using a drone allowed me to avoid several unwanted foreground elements.

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PHOTOGRAPH LIKE A DESIGNER Back to direct overhead shots, another benefit is that they can help you think differently about photography. You may, in fact, start perceiving the world more from a design perspective, being more aware of line, texture, patterns, and colors.

You’ll see shapes, arrangements, and interesting connections you wouldn’t otherwise just because you’re viewing scenes from different heights and angles.

THE TAKEAWAY It may take time to master drone photography. But along the way, you’ll likely capture some surprising and astounding images. And best of all, you may become a better overall photographer as a result.

ABOUT THE AUTHOR Stephen W. Brock is a photographer, writer, creativity aficionado, and author of “Hidden Travel: The Secret to Extraordinary Trips”. He helps people connect their outer journey (travel) with their inner longings, creative interests, and passions (such as photography). Find out more about connecting what you love with where you go at ExploreYourWorlds.com where you can get his free guides such as How to Take Awesome Travel Photographs or Everything You Need to Know to Photograph Machu Picchu. K

EXPERT TECH

WHEN DRON INVESTIGATING INCIDENTS OF ROGUE OPERATIONS It isn’t all aerial imaging and crop surveys; sometimes, people use drones to do bad things. Through a partnership with DroneSec—a private drone security intelligence firm with offices in Australia and Singapore—RotorDrone Pro is able to offer these briefings regarding the nefarious use of small UAS worldwide.

By Patrick Sherman

A BAD DAY AT THE BEACH Incident Type: Mid-Air Collision Incident Location: Punta de Tralca, Chile Aircraft Type: DJI Mavic 2 Pro Incident Resolution: Crew injured but safely landed aircraft, drone seized

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o one is more forceful than me in advocating for the safe use of drones. We must always make safety our highest priority, and avoiding potential conflicts with crewed aircraft must be a paramount concern within that overall goal.

That said, I’ve always been skeptical of the notion that a small uncrewed aircraft system (sUAS) could bring down a crewed aircraft. After all, they are designed to sustain bird strike and continue flying safely. According to 14 CFR 29.631, a helicopter should be able to take a direct hit from a 2-pound bird— such as a duck or a pigeon—while flying at cruising speed and, at a minimum, be able to effect a safe landing. That’s about the same weight as a Mavic 2.

Furthermore, several real-world incidents over the past few years have seemed to support my belief. In September 2017, an Army Black Hawk helicopter collided with a DJI Phantom in New York City. Immediately following the impact, the crew only reported that they had hit “something” and did not declare an emergency. It was only

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Punta de Tralca is a popular seaside resort town with a sandy beach, less than two hours from Santiago, Chile’s capital and largest city. In January 2021, a Chilean Navy helicopter conducting a shore patrol mission was struck by a small drone while flying over the area, injuring one of its crew members. (Photo courtesy Gurkah Lodiak)

NES GO BAD

The collision between a navy UH-57B helicopter and a DJI Mavic 2 Pro drone occurred over Punta de Tralca, a seashore community about 70 miles west of the nation’s capital of Santiago.

When it struck the UH-57B helicopter flying above Punta de Tralca, the DJI Mavic 2 Pro punched through the wind screen and hit the flight engineer in the face, inflicting what was described as a “moderate” injury.

after they landed as a precautionary measure and inspected the aircraft that they discovered the shattered remnants of the drone. The resulting minor damage was quickly repaired, and the aircraft returned to service. Following an investigation, serial numbers on the recovered parts revealed the identity of the drone pilot.

Then, in September 2020, a DJI Mavic collided with a Los Angeles Police Department helicopter flying at low altitude while supporting officers on the ground searching for a burglary suspect.

The UAS struck the underside of the helicopter, damaging antennas, its nose and its engine cowling, but there was no imminent threat to flight safety. The

Tralca, a seaside resort town an hour and a half west of the nation’s capital, Santiago. The aircraft is the military variant of the Bell 206, known as the “JetRanger,” which is also the basis for the Army’s OH-58 Kiowa reconnaissance helicopter. A base unit costs $1.4 million and seats five, including the crew. In short, this is not a flimsy flying machine. Armed versions of the Bell 206 have flown in conflicts from Vietnam to Afghanistan and Iraq, and more than 300 remain in service with the active-duty US military today.

While on patrol, the Chilean UH-57B struck a DJI Mavic 2 Pro. Its altitude at the time of the collision is unknown, but given the mission profile, it is plausible

crew made an emergency landing and officers on the ground retrieved pieces of the drone, leading to the arrest of the drone pilot.

Given my confidence, I was honestly shaken by a case that DroneSec highlighted earlier this year, and especially the chilling images that accompanied it. As a community and an industry, we came within a foot or two of having our first deadly mid-air collision between a UAS and a crewed aircraft. If you have ever shared my doubts, it’s time to jettison them immediately.

On January 23, 2021, a UH-57B belonging to the Chilean Navy was flying a coastal patrol over Punta de

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EXPERT TECH WHEN DRONES GO BAD

that the helicopter was flying below 1,000 feet. The drone punched through the wind screen at the left-front of the aircraft and, based on the available evidence, struck the occupant of the seat behind it in the face.

Fortunately, on this model of helicopter, the pilot sits in the rightfront seat. It was the flight engineer who suffered an injury as a result. After successfully completing an emergency landing, the crewman was assessed to have sustained moderate injuries. He received initial treatment at CESFAM in Santo Domingo before being transferred to Viña del Mar Naval Hospital, where he

was expected to make a full recovery.

DroneSec theorizes that the Mavic was able to pierce the helicopter’s wind screen because, although it is about the same weight as a bird that should be deflected without causing significant damage, it is denser and more rigid than an obstacle made of flesh and feathers.

One detail about this incident has really stayed with me: a photograph showing the wreckage of the drone along with a bloody, ripped face mask.

It’s not difficult to image the crew were wearing masks owing to the COVID-19 epidemic and the Mavic hitting the flight engineer in the mouth. Just an inch or

Seen here along with a face mask bloodied when it struck the flight engineer is the DJI Mavic 2 Pro that collided with a helicopter belonging to the Chilean Navy in January.

two higher and he could easily have been blinded. A couple of feet to the right, and it could have been the pilot who was blinded, with deadly results.

Under any circumstances, my fellow UAS pilots, I would have strenuously urged you to always keep your drone in sight and give plenty of space to crewed aircraft operating in the vicinity.

However, now we know the danger is more than theoretical: being careless or reckless has the very real potential to injure or kill our brothers and sisters who operate their flying machines from the inside and that is something that we must never, ever allow to happen.

A member of the Chilean armed forces inspects the UH-57B helicopter damaged when it struck a small uncrewed aircraft system (UAS) while conducting a shore patrol mission over Punta de Tralca.

METH FROM ABOVE Incident Type: Drug Smuggling Incident Location: San Ysidro, California Aircraft Type: DJI Phantom 3 Incident Resolution: Drone crashed, aircraft and contraband seized

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n February 2021, DroneSec received a report from San Ysidro, Calif., proving conclusively that UAS are transforming the world of business and commerce—even when it is illegal. On Valentine’s Day, agents from U.S. Customs and Border Protection received a report that a drone had crashed on the roof of a local business carrying a suspicious cargo.

The aircraft turned out to be a DJI Phantom 3, and the cargo ended up being a kilogram of methamphetamine.

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Black tape had been placed over the drone’s navigation lights, likely so it could cross the nearby U.S./Mexico border at night without being seen.

Benjamin Rodriguez, an agency spokesman, was quoted as stating, “Drones are more easily available and, because of this, drug trafficking organizations are using them to transport drugs. They can easily fly the drugs over and drop them off.”

Residents have reported frequent drone sightings in the area and Aaron

M. Heitke, the chief patrol agent for the region reported his agents are making similar discoveries at a rate of about one per month.

The fact that UAS smuggling operations are ongoing clearly suggests that this is a profitable means of moving drugs across the border, although the smugglers may have been a little ambitious in this case. The Phantom 3 itself weighs about 1.2 kilograms, so the crashed aircraft was very nearly carrying its own weight in drugs—

A suburb of San Diego, San Ysidro, Calif., is located along the U.S.-Mexico border.

Multiple small drones carrying drugs have been found by authorities over the past year, and residents report seeing many more flying over the city.

sufficient to overload it and cause a substantial reduction in its flight time.

The Phantom 3 can reliably carry about half that amount which may, or may not, tell us something about the economics of smuggling drugs using drones.

The street value of one kilogram of meth is between $5,000 and $10,000.

As a front-line aerial photography platform, the Phantom 3—released six years ago this month—is well past its prime. However, units are still available online for about $500 each. Even if each operation is a one-way trip, that price represents five to ten percent of the gross revenue that will be realized through the sale ultimate of that particular “payload,” while essentially eliminating the risk that the smugglers

A kilogram of methamphetamine was recovered from the wreck of the DJI Phantom 3 found on the roof of a local business in San Ysidro, Calif. The business owner called U.S. Customs and Border Protections after discovering the crashed drone.

themselves will be discovered and arrested.

I’m no drug smuggler, but I have watched every episode of Breaking Bad at least once, and that sounds like a fairly good deal to me. If the cargo were limited to 500 grams, the price would be more like 10 to 20 percent of its street value—and maybe that’s enough to shift the cost-benefit ratio. Or maybe this smuggler just got greedy, or made a mistake, or just didn’t know any better. Who knows?

Still, this line of reasoning suggests that a quantitative analysis of captured smuggling drones might yield useful insights into the calculations that drug traffickers make when deciding how to move their product. That, in turn, might predict trends the border patrol may

Seen here as it was found by border patrol agents, this DJI Phantom 3 successfully carried a kilogram of methamphetamine across the U.S./Mexico border. However, likely because it was overloaded with drugs, it crashed on the roof of a local business.

see in the future.

One way to reduce that cost substantially would be to re-use the same aircraft. The logistics involved would be straight forward. Recover the drone, remove the drugs and then carry the aircraft back across the border into Mexico for its next trip. Bringing drugs into the country is a fraught proposition with a very real risk of being arrested and serving a long prison sentence.

Carrying drones out of the country, particularly to a vacation destination like Tijuana, who would ever notice that?

To fight this trend, DroneSec recommended that the border patrol agents conduct simulations of aerial intrusions to refine their response procedures and adjust their schedules to better match up with the days and times when the drug traffickers are most likely to be active. To that, I would add: watch for older drones heading across the border into Mexico without controllers. K

This briefing is presented with the support of DroneSec, a private intelligence firm based in Australia and Singapore. For more information, visit dronesec.com.

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OVER THE HORIZON

Cityscape Location: Warsaw, Poland Pilot: Grzegorz Marcinek (@gmarcinek) Drone: DJI Mavic Air

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