Experimental Certificate Granted UAV If MAC "Extremely Improbable"!

How do you feel about sharing the skies with this little, wingless
UAV?

HONEYWELL UNMANNED MICRO AIR VEHICLE OK'D FOR AIRSPACE OPERATIONS
(http://www.avweb.com/eletter/archive...ll.html#197198)
Honeywell's unmanned Micro Air Vehicle

(https://www.honeywell.com/sites/port...fdc1e6517d&c=n)
weighs 14 pounds, can fly as high as 10,500 feet, and zips along
at up to 50 knots. This week, the FAA gave the vehicle an
experimental airworthiness certificate, allowing it to fly in the
National Airspace System. The ducted-fan aircraft can take off or
land vertically and transition to sustained horizontal flight.
Applicants have to demonstrate to the FAA that a collision with
another aircraft or other airspace user is "extremely improbable,"
the agency said last year, when it issued policy guidelines

(http://a257.g.akamaitech.net/7/257/2...07/E7-2402.htm)
for operations of unmanned aircraft in the NAS. Honeywell's MAV
was recently chosen by the Miami/Dade County Police Department in
Florida for an experiment with the FAA to explore the use of small
aerial vehicles for law enforcement.



10,500 feet is not within the normal realm of model airplanes. As can
be seen in this video:
http://www.honeywell.com/sites/porta...video&theme=T8
this 14 pound Micro Air Vehicle would not be welcome coming through an
aircraft windscreen or falling on the heads of the public in urban
areas for that matter. But fear not; the FAA has your safety clearly
protected in this memorandum (not even a regulation nor order): :-)



http://a257.g.akamaitech.net/7/257/2...07/E7-2402.htm
In response to this growing demand for public use unmanned
aircraft operations, the FAA developed guidance in a Memorandum
titled ``Unmanned Aircraft Systems Operations in the U.S. National
Airspace System--Interim Operational Approval Guidance'' (UAS
Policy 05-01). In this document, the FAA set out guidance for
public use of unmanned aircraft by defining a process for
evaluating applications for Certificate(s) of Waiver or
Authorization (COA's) for unmanned aircraft to operate in the
National Airspace System. The concern was not only that unmanned
aircraft operations might interfere with commercial and
general aviation aircraft operations, but that they could also
pose a safety problem for other airborne vehicles, and persons or
property on the ground. The FAA guidance supports unmanned
aircraft flight activity that can be conducted at an acceptable
level of safety. In order to ensure this level of safety, the
operator is required to establish the Unmanned Aircraft System's
(UAS) airworthiness either from FAA certification, a DOD
airworthiness statement, or by other approved means. Applicants
also have to demonstrate that a collision with another aircraft or
other airspace user is extremely improbable as well as complying
with appropriate cloud and terrain clearances as required. Key to
the concept are the roles of pilot-in-command (PIC) and
observer. The PIC concept is essential to the safe operation of
manned aircraft. The FAA's UAS guidance applies this PIC concept
to unmanned aircraft and includes minimum qualifications and
currency requirements. The PIC is simply the person in control of,
and responsible for, the UAS. The role of the observer is to
observe the activity of the unmanned aircraft and surrounding
airspace, either through line-of-sight on the ground or in the air
by means of a chase aircraft. In general, this means the pilot or
observer must be, in most cases, within 1 mile laterally and 3,000
feet vertically of the unmanned aircraft. Direct communication
between the PIC and the observer must be maintained at all times.
Unmanned aircraft flight above 18,000 feet must be conducted under
Instrument Flight Rules, on an IFR flight plan, must obtain ATC
clearance, be equipped with at least a Mode C transponder
(preferably Mode S), operating navigation lights and / or
collision avoidance lights and maintain communication between the
PIC and Air Traffic Control (ATC). Unmanned aircraft flights below
18,000 feet have similar requirements, except that if operators
choose to operate on other than an IFR flight plan, they may be
required to pre-coordinate with ATC.

The FAA has issued more than 50 COA's over the past 2 years and
anticipates issuing a record number of COA's this year.

For more information, Memorandum on UAS Policy (05-01) and other
policy guidance is available at the FAA Web site:
http://www.faa.gov/uas



But I have some questions:

1. How does one prove that a collision with other aircraft is
"extremely improbable?"

2. To what standards is the PIC held; must s/he hold an airmans
certificate?

3. In the event of a MAC, how does the pilot of the downed
aircraft establish who is responsible for the MAC?


Perhaps there are some answers he


http://www.faa.gov/about/office_org/...ineering/uapo/
“… UAs are part of the future of aviation, and that future is on
our doorstep right now. The system is in place today to
accommodate the entry of new aircraft into the National Airspace
System; this is nothing new for the FAA. It is our day-to-day
business.”… “The FAA, working closely with the aviation industry,
will develop safety standards and operating procedures to ensure
their safe integration into the NAS.”
– Nick Sabatini,
Associate Administrator for Aviation Safety

Contact UAPO for more information about the UAS program, UAS
certifications and authorizations, or the COA application process.
http://www.faa.gov/contact_faa/?retu...%2FD%24L%20%0A


Or perhaps this FAA FAQ addresses the questions:

http://www.faa.gov/aircraft/air_cert...s/uas/uas_faq/
Do I need an experimental certificate for my UAS?

Yes, if you plan to fly your unmanned aircraft UA as civil
aircraft (§1.1). The FAA's current policy is to issue only special
airworthiness certificates to UAS's in the experimental category
for the purposes of research and development, crew training, or
conducting market surveys (§21.193).

No, if you are a hobbyist and intend to fly your model aircraft in
accordance with the guidance in Advisory Circular 91-57, Model
Aircraft Operating Standards.

No, if you intend to operate your UA as a public aircraft for the
purposes of governmental functions. In this case, the FAA's Air
Traffic System Operations and Safety Office (ATO-R) may issue a
Certificate of Authorization or Waiver (COA).

What does a special airworthiness certificate in the experimental
category allow me to do?

The operating limitations issued with this type of certificate
allow a UA to be operated only within the line of sight of an
observer, during daylight hours and when other aircraft are not in
the vicinity.

What should I do to receive a special airworthiness certificate in
the experimental category?

You should first contact Richard Posey in the FAA Production and
Airworthiness Division, AIR-200. He can answer your questions,
such as if your UA qualifies for a special airworthiness
certificate, what you would need to do to receive a special
airworthiness certificate, and when the FAA evaluation process
would begin. He can also send you additional information that is
unique to the unmanned aircraft airworthiness process.

Contact Richard Posey
Email
Phone: (202) 267-9538
Address:
Federal Aviation Administration
Production and Airworthiness Division, AIR-200 Room 815
800 Independence Ave. SW
Washington, DC 20591
Attn: Richard Posey
Has the FAA issued an airworthiness certificate to a UAS?

Yes. The FAA issued the first airworthiness certificate for UAS on
August 25, 2005.


Oh well, not much of substance there.

Perhaps there are some answers he


http://www.faa.gov/about/office_org/...ring/uapo/map/
Unmanned Aircraft Program Office (UAPO)
Unmanned Aircraft Systems Roadmap
The Unmanned Aircraft Program Office is developing a 5-year
roadmap for the introduction of Unmanned Aircraft Systems (UAS)
into the National Airspace System. This collaborative effort will
specifically focus on defining related activities within the FAA,
Government Agencies, and industry. The UAS Roadmap will evaluate
the current state of UAS mission needs, forecast their near-term
demands on airspace capacity, and chart a strategic plan to safely
integrate their operations into the nation's airspace.

Public release of the UAS Roadmap is delayed pending FAA AVS
management team final review and approval.

Not only is there nothing here, but I don't see any provision for
stakeholder input. Oh well.....

Here's a photograph of the FAA UAS Certification Team who issued 17
UAV experimental certificates in 2007.
http://www.faa.gov/about/office_org/...ing/uapo/news/

And here are photos of some of the UAVs you'll be sharing the NAS
with:
http://www.faa.gov/about/office_org/...ews/jul-dec07/
Among them is the Honeywell's MAV:

On December 6, 2007, Mr. Jim Fote the San Antonio MIDO issued an
experimental certificate to Honeywell for their gMAV UAS. The gMAV
aircraft is a VTOL, ducted fan, that weighs approximately 18 lbs.
Honeywell is authorized to operate their UAS for the purposes of R
& D, crew training and market survey.

Honeywell will operate the gMAV on the property of the Laguna
Pueblo, New Mexico.

So the FAA seems to have restricted the Honeywell gMAV to a single
location.

Unfortunately, I don't see any TFRs in New Mexico he
http://tfr.faa.gov/tfr2/list.html

That might mean that the Honeywell MAV is restricted to low level.

It would appear that there may be some restrictions placed on this UAV
for operations within the NAS and over the heads of people on the
ground:


http://www.faa.gov/about/office_org/...tions/uas/coa/
Certificate of Authorization or Waiver (COA)
COA is an authorization issued by the Air Traffic Organization to
a public operator for a specific unmanned aircraft (UA) activity.
After a complete application is submitted, the FAA conducts a
comprehensive operational and technical review. If necessary,
provisions or limitations may be imposed as part of the approval
to ensure the UA can operate safely with other users.

That is good, but it doesn't answer my questions either.


https://www.honeywell.com/sites/port...fdc1e6517d&c=n
The FAA certificate allows Honeywell’s gMAV Unmanned Aerial System
(UAS) to fly in the National Airspace System. The experimental
certificate was granted after a successful demonstration flight
for FAA officials at a remote site near Laguna, New Mexico.
Honeywell’s certificate is one of only four such certificates
granted for unmanned vehicles by the FAA.

No doubt there are some answers here, but I couldn't find them:

http://www.faa.gov/aircraft/air_cert...ovals/uas/reg/

The word 'unmanned' doesn't even appear in the DEFINITIONS AND
ABBREVIATIONS:
http://ecfr.gpoaccess.gov/cgi/t/text.... 1.1.1.0.1.1

So while it appears, that the Honeywell gMAV was recently chosen by
the Miami/Dade County Police Department to spearhead its experiment
with the FAA to explore use of small unmanned aerial systems for law
enforcement purposes
http://www.atca.org/singlenews.asp?item_ID=5165&comm=0, it is not
clear where those experiments will be conducted.

There are some clues he

http://www.blogsofwar.com/2007/11/28...e-testing-uav/
Miami-Dade Police Testing UAV
This is all part of the same FAA test that got so much attention
here in Houston.

Miami-Dade police said only licensed pilots with the aviation unit
will operate the devices because the airspace in the county is so
busy.

Only the Miami-Dade police department and the Houston police
department were given permission by the FAA to experiment with the
drones.

“The capability of the unit is phenomenal,” said Miami-Dade
Detective Juan Villalba.

The unmanned aircraft will be used during SWAT team and tactical
operations, especially when officers need video of a heavily armed
suspect.

The Miami-Dade police department has not yet taken possession on
its drone, but the Houston police department has and is already
conducting tests.

So it would appear that despite the FAA's assertion that Honeywell
will operate the gMAV on the property of the Laguna Pueblo, New
Mexico, it will also be operated in Miami, and another UAV is
currently operating in Huston. These contradictions raise concerns
about the regulation of these UAVs in the NAS....

News stroy video he

http://www.local10.com/news/14708354/detail.html#
High-Tech Drones Joining Miami Police Force
Unmanned Aircraft System Will Help SWAT Units

POSTED: 5:48 pm EST November 27, 2007


Leave it to the Texans to missrepresent the facts:


http://www.anomalytv.com/site/2007/1...rones-in-2008/
Video: Local 2 Investigates Captures Secret HPD Test On Tape

Houston Police to Get Ticketing Drones in 2008

Houston police contacted KPRC from the test site, claiming the
entire airspace was restricted by the Federal Aviation
Administration. Police even threatened action from the FAA if the
Local 2 helicopter remained in the area. However, KPRC reported it
had already checked with the FAA on numerous occasions and found
no flight restrictions around the site, a point conceded by
Montalvo.

Montalvo told reporters the unmanned aircraft would be used for
"mobility" or traffic issues, evacuations during storms, homeland
security, search and rescue, and also "tactical." She admitted
that could include covert police actions and she said she was not
ruling out someday using the drones for writing traffic tickets.

HPD leaders said they would address privacy and unlawful search
questions later.

South Texas College of Law professor Rocky Rhodes, who teaches the
constitution and privacy issues, said, "One issue is going to be
law enforcement using this and when, by using these drones, are
they conducting a search in which they'd need probable cause or a
warrant. If the drones are being used to get into private spaces
and be able to view where the government cannot otherwise go, and
to collect information that would not otherwise be able to
collect, that's concerning to me."

HPD Assistant Chief Vickie King said of the unmanned aircraft,
"It's interesting that privacy doesn't occur or searches aren't an
issue when you have a helicopter pilot over you and it would not
be used in airspace other than what our helicopters are used in
already."

She admitted that police helicopters are not equipped with cameras
nearly as powerful as the unmanned aircraft, but she downplayed
any privacy concerns, saying news helicopters have powerful
cameras as well.

The price tag for an unmanned aircraft ranges from $30,000 to $1
million each and HPD is hoping to begin law enforcement from the
air by June of 2008 with these new aircraft.


http://www.irnnews.com/news.asp?acti...0599&category=
Vaughn Fulton, Honeywell's small UAS programme manager:

The police department will operate the UAVs, and helicopter
pilots from its aviation unit have been trained to fly the gMAV.
"The demonstration will be in urban terrain, involving real
tactical operations," he says.

The 8.2kg (18lb) gMAV is Honeywell's second version of the
man-portable UAV. Compared with the original tMAV developed for
the US Defense Advanced Research Projects Agency, the gMAV has a
larger outside diameter housing twice the fuel and providing an
endurance exceeding 55min at sea level.

And in addition to the hazards that may be posed to NAS operations,
there is the issue of privacy:

http://alea.org/public/newsletters/07_11/index.aspx
Recent Rulings for Law Enforcement Use of UAVs
The National Institute of Justice, National Law Enforcement and
Corrections Technology Centers: Border Research Technology Center,
has recently released the following technical bulletin on law
enforcements use of UAS:

“Unmanned Aircraft Systems (UAS), also known as UAVs, is a rapidly
emerging technology that has exceptional appeal to law
enforcement. UAS are considered aircraft. These aircraft can often
be flown autonomously and at great distances from the command
station. In addition, these aircraft can be very small and still
carry enough equipment to provide video downlink capabilities.

The operation of a UAS by a public agency, whether it is federal,
state or local law enforcement, is enforced by FAA regulations and
federal statutes. With the increase in use of UAS by the military
in overseas operations, there has been a significant increase in
the number of vendors both producing and marketing these same
units to law enforcement. Prior to purchasing or leasing a UAS,
please consider the following:

For a public aircraft operation, the FAA holds the position that a
Certificate of Authorization (COA) is required to operate UAS in
the national airspace. The FAA has stated publicly that COAs would
not be issued for use of a UAS over populated areas. Any law
enforcement agency operating a UAS will be required to establish
their own airworthiness for the UAS. The airworthiness
establishment is the responsibility of the agency and not the
vendor. Remember, any agency applying for and receiving a COA
assumes liability for the entire operation. While vendor
information may be used in deeming an aircraft airworthy, it
should not be the only information relied upon.

A vendor approaching a law enforcement agency offering to
demonstrate a UAS must have an experimental airworthiness
certificate issued by the FAA prior to the flight. A vendor cannot
rely upon an agency’s COA to fly the aircraft. COAs are only
issued for aircraft that qualify as “public” aircraft.

It is not anticipated that the FAA will amend their position on
the operations of UAS before the year 2010. However, there are two
key activities taking place that will push the airspace access
issue forward. The first is that the FAA has agreed to conduct two
test projects with major metropolitan police departments. One is
Miami/Dade (FL) and the other is the City of Houston (TX). Each of
these will provide valuable insight into the difficulties that may
exist in operating UAS in urban environments. The other activity
is the creation of new regulation for small UAS to fly in the
airspace. This recent development is just starting and will be the
genesis for getting small UAS flying in a majority of the U.S.
without a COA. Rulemaking can take time, however, so stick with
the COA process for the next year or two.”

The ALEA is committed to working with the FAA, NIJ, and others on
rules and regulations regarding the use of UAS by law enforcement,
and plans to participate in a NIJ forum on this subject during the
winter of 2007-2008.

Source: National Institute of Justice



http://www.politicalprecipice.com/
Saturday, December 8, 2007
Smokers Who Drop Butts to be Targeted by CCTV

British CCTV cameras are to be used to help catch smokers who
litter the streets with cigarette butts.

The littering problem has grown since the introduction of the
smoking ban with areas outside some pubs particularly hard hit.

Now Bradford Council has warned that it will use footage from its
CCTV system to identify and prosecute the culprits in the
worst-hit areas.



And there is always the question of missues by LEOs:


http://www.youtube.com/watch?v=IMaMY...precipice.com/
UHP (Utah Highway Patrol) tasers man in front of pregnant wife and
baby over an alleged speeding ticket. Outraged? Call the Vernal,
Utah UHP Office and let them know!
http://www.youtube.com/watch?v=FkfkQ...eature=related
http://www.youtube.com/watch?v=KMpEr...eature=related

"Larry Dighera" wrote in message
...

How do you feel about sharing the skies with this little, wingless
UAV?

The first time an aircraft collides with one, it's going to start sorting
itself out. If no such accident ever happens it's not really a problem.

-c

Larry Dighera wrote:

How do you feel about sharing the skies with this little, wingless
UAV?


Unless it is given it's own airspace by ATC I'd say it's a very bad
idea. It should keep the hell out of uncontrolled airspace. With
almost no vision capability (i.e. TV is very limited compared to the
Mk1 eyeball) the UAV pilot won't see a converging 'craft easily. If
this is not carefully considered it will kill a VFR flight sooner or
later.

my 2c

Cheers

On Feb 22, 8:26*am, Larry Dighera wrote:
How do you feel about sharing the skies with this little, wingless
UAV?


Unless it is given it's own airspace by ATC I'd say it's a very bad
idea. It should keep the hell out of uncontrolled airspace. With
almost no vision capability (i.e. TV is very limited compared to the
Mk1 eyeball) the UAV pilot won't see a converging 'craft easily. If
this is not carefully considered it will kill a VFR flight sooner or
later.

my 2c

Cheers

Larry Dighera wrote:
How do you feel about sharing the skies with this little, wingless
UAV?

Appears to weigh about what a mature bald eagle would weigh (~14 lbs), and
has about the same altitude range (both about 10,000 ft).

Since there are a lot more eagles than UAVs, I'd be more worried about an
eagle strike than a UAV strike.

On Thu, 21 Feb 2008 21:51:05 -0000, Jim Logajan
wrote in :

Larry Dighera wrote:
How do you feel about sharing the skies with this little, wingless
UAV?

Appears to weigh about what a mature bald eagle would weigh (~14 lbs), and
has about the same altitude range (both about 10,000 ft).

Since there are a lot more eagles than UAVs, I'd be more worried about an
eagle strike than a UAV strike.

But an eagle's wingspan is between 72 to 90 inches
http://www.baldeagleinfo.com/eagle/eagle-facts.html, and they have
the ability to avoid aircraft. You'd have to have eyes better than
Yeager to see that little Honeywell UAV at two miles up, so you
couldn't count on the ground observer to see-and-avoid visually.

"Neil Gould" wrote:
Recently, Jim Logajan posted:

Larry Dighera wrote:
How do you feel about sharing the skies with this little, wingless
UAV?

Appears to weigh about what a mature bald eagle would weigh (~14
lbs), and has about the same altitude range (both about 10,000 ft).

Since there are a lot more eagles than UAVs, I'd be more worried
about an eagle strike than a UAV strike.

Eagles have excellent MkII eyeballs, and can at least participate in
see-and-avoid.


http://www.birdstrike.org/

Larry Dighera wrote:
On Thu, 21 Feb 2008 21:51:05 -0000, Jim Logajan
wrote in :

Larry Dighera wrote:
How do you feel about sharing the skies with this little, wingless
UAV?

Appears to weigh about what a mature bald eagle would weigh (~14 lbs),
and has about the same altitude range (both about 10,000 ft).

Since there are a lot more eagles than UAVs, I'd be more worried about
an eagle strike than a UAV strike.

But an eagle's wingspan is between 72 to 90 inches
http://www.baldeagleinfo.com/eagle/eagle-facts.html, and they have
the ability to avoid aircraft. You'd have to have eyes better than
Yeager to see that little Honeywell UAV at two miles up, so you
couldn't count on the ground observer to see-and-avoid visually.

Hmmm. Better back up for me: I'm not clear now what the thrust of your
original post was. Was the intent to make a specific assertion (e.g. that
UAVs are sufficiently dangerous they should be carefully regulated) or just
throwing the subject open for discussion?

My own assertion is this: in any list of priorities that drive air safety,
regulation of UAVs is overkill and even takes time, money, and resources
away from dealing with higher probability risks.

"Neil Gould" wrote:
Eagles have excellent MkII eyeballs, and can at least participate in
see-and-avoid.

Eagles have no concept of human "see-and-avoid" rules and would have no
reason to expect collision or confrontation with anything other than
another bird moving at their own speed. Here's a report that deals
directly with aircraft strikes with bald-eagles:

http://www.birdstrikecanada.com/Pape...e%20Report.pdf

Recently, Jim Logajan posted:

Larry Dighera wrote:
How do you feel about sharing the skies with this little, wingless
UAV?

Appears to weigh about what a mature bald eagle would weigh (~14
lbs), and has about the same altitude range (both about 10,000 ft).

Since there are a lot more eagles than UAVs, I'd be more worried
about an eagle strike than a UAV strike.

Eagles have excellent MkII eyeballs, and can at least participate in
see-and-avoid.

Neil