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  1. 3 points
    Yes, you would need an airspace waiver or authorization for that portion of the flight that extended into class E airspace. In that case, the portion above 700' AGL. The regs reference class E with regard to airports because that is where class E to the surface generally exists. Since generally flight is restricted to 400' AGL, the regs don't mention class E that starts at 700' AGL. But make no mistake it is still class E and permission is required. Although you can fly higher if within 400' of a tall structure, the FAA always defaults to the more restrictive regulation if there is overlap. Very good question!
  2. 2 points
    Aloha community, Today, I'm sharing a few images that I'm rather proud of, created by a technique I've been practicing for several months now. Each image you see is comprised of anywhere between 10 to 25 individual photos, merged together like a jigsaw puzzle. In doing this, I'm able to create high resolution images of panoramic scenes that would not fit in a single exposure. These will print clearly up to around 5-8ft on the long edge, depending upon the image. They vary between 20-100mp. All shot on a Phantom 4 Mahalo for viewing, looking forward to feedback and constructive critique! 1 2 3 4
  3. 2 points
    This drone is amazing. Its a small quad with 5" props that has a 6-axis gimbal, can carry a Canon 7D for about 45 minutes. Plus the batteries only take about 10 minutes to charge and cost $10!
  4. 2 points
    That's really tough to say. It really depends on the realtor, the products or services your offering and whether the realtor values marketing at all. I'm amazed at the number of realtors who's idea of marketing is cell phone pictures on Zillow. But then I'm equally amazed at the number of 107 operators who just want to shoot the roof from a drone... I've found that most of the realtors in my area who have the $2M+ listings are older and just believe in working their Rolodex, they aren't willing to pay much above $250 for anything. I'd suggest finding three or four younger, ambitious realtors in your area that are looking for ways to get the bigger listings and show them how you can help them accomplish that. In order to do that you're going to have to do more than aerial, you'll need to be able to shoot the stills, video, color correct and produce media that can provide them with marketing materials that separate them from every idiot on Zillow. I've done a lot of property video's, but keep in mind that I don't rely on this for my income so maybe the thing to do is offer them some incentive, but it's been my experience that most realtors won't appreciate it. They'll just go with the next person to offer an incentive.
  5. 2 points
    Hey there, @MedicFL1. Welcome to the forum! Saw that you just registered yesterday. Hope you've found some of these threads helpful. Wanted to hop in here, as I'm seeing some misinformation that's being shared, and the discourse in this thread is getting a little...terse? Please know that you are INCORRECT as far as this goes: If you're operating under Part 107 rules, and you need to fly in Class B, C, D, or E controlled airspace, you need authorization...not from the tower / airport, but from the FAA in the form of their online airspace authorization form. Not sure where you're hearing otherwise. Says so right on the FAA's website. Don't contact the airport / ATC directly. Go through the form. It's pretty straightforward. Class D and Class E-at-surface requests tends to get approved pretty quickly, but the Class B and Class C requests can sometimes take up to the full 80-90 days. Good thing is that airspace authorizations are being issued - last I checked - through June 2018, so it's a kind of blanket approval and I encourage remote pilots operating in their local geographies to look up all the controlled airspace in the area where they'd theoretically be flying in the future, and to go ahead and apply for authorization for all that space. We have tips on how to apply in this airspace authorization guide over here. Also, the FAA facility maps and what's been doing with LAANC and instant airspace authorizations is really exciting. We're moving in the right direction. And as far as the B4UFLY app is concerned, for what it's worth I have yet to talk to a single sUAS operator who actually uses that to do airspace research for commercial flights. Despite the FAA's best intentions, they built it mostly for hobbyists, and the expectations within the app aren't set that well / it's hard to see the kind of Sectional Chart data you need to properly conduct research. I encourage our students to use apps like B4UFLY as a starting point, but at the end of the day, you've got to consult the Sectional Chart directly. I like VFRMap.com and SkyVector.com - there's also AirMap.com, which has the highest integrity data in the industry and has a cool feature where you can plug in an address to see whether or not you're in controlled airspace or not. Their user interface is a bit wonky, but it's a good research tool, and I know when I'm planning my own missions, I usually use 2-3 resources to make sure I'm covering all bases. There are other flight ops management tools like Skyward, Flyte, that are good for research as well. Hope this helps - please feel free to ask questions as this group is a helpful bunch, many of them expert pilots who've logged dozens and dozens of hours for their clients. Appreciate you taking the time to join our forum and to contribute!
  6. 2 points
    This is straight out of the Remote Pilot Study Guide. "In most cases, a remote pilot will not need ATC authorization to operate in Class E airspace." also The primary airport(s) within the TRSA become(s) Class D airspace. The remaining portion of the TRSA overlies other controlled airspace, which is normally Class E airspace beginning at 700 or 1,200 feet and established to transition to/ from the en route/terminal environment. TRSAs are depicted on VFR sectional charts and terminal area charts with a solid black line and altitudes for each segment. The Class D portion is charted with a blue segmented line. Participation in TRSA services is voluntary; however, pilots operating under VFR are encouraged to contact the radar approach control and take advantage of TRSA service. Granted this is not law. But it is a record of the federal government as an official training document. Being that in 624 pages the only discussion is on E to Surface in the official 107 signed document. That is reason to infer the FAA's thought process. So they would be hard pressed on record for violating someone for anything that has conflicting guidance. Also an attorney could argue because no mention was ever given for anything other than E to the Surface, that the FAA would have been complicit in their true intent. Regulations are very specific, they can't be erroneous in their application. Its one of the protections we have to prevent people making up rules at the lower bureaucratic level. In all reality they most likely would not violate you unless you did something else unsafe, else you would be fine. Like I said before, you are not off the hook if you do something that considered careless or reckless. If you do go 400 feet above the tower and have an incursion with an aircraft, you would still answer for that. Here is the thing in my 22 years of flying the big thing we are harped on by any check airman is "where does it explicitly say that?" Many people like to make hip pocket determinations and turn techniques into procedures. It becomes a slippery slope when this happens because it makes the determinations of actual procedures more difficult. This is why you have to have a valid reason you can defend yourself. If some FAA official tried to solely violate you on being in E and you had no rationale or understanding on why you did what you did. You will probably not be able to make a good argument in your defense. At the end of the day they have to go by written procedure. If that procedure is erroneous, the ball is in their court to fix. Realistically the FAA can't regulate every possible situation. It is humanly impossible. So what they have to do is put robust enough regulations out which provide for a level of safety but are not unnecessarily over burdensome. At the same time it is up to individual pilots to use their individual judgement if what they are doing is unsafe and to discontinue. In all practicality it makes sense. They would get flooded with hundreds of requests for every single tower inspection that would go into E. It just would not be practical. This is the one time I think in dealing with sUAS ops the FAA used some rational thought. In the question above (A) is obviously wrong. It is above 400 feet of the structure and at the floor of Norfolk's Class C. (C) is not correct because you can go above 453 AGL. If we were concerned (E at 700) 699 feet would be our max altitude. I think with their training guidance, (B) is the right answer. On another note, when I did my FAAST test for the Part 61 method to get a RPIC, I believe actually had this same question and chose B, I got 100% after end of course exam.
  7. 2 points
    Have begun to study for my license with the goal of sitting for the exam late October. Currently a part time real estate agent but want to expand that business to include aerial imaging of properties. Any tips anyone can give me as I study for the exam will be greatly appreciated. Looking forward to learning from all in the Forum as I venture into this new exciting world of drone aerial imaging.
  8. 2 points
    The Lakehurst Class E4 airspace is (or shouldn't) be a big deal. You probably want to file for a COA vs. a waiver which will be easier to obtain. Ask for a year and expect to get six months. You can always renew it. A larger problem is that you are also going to try and fly within a TFR from SFC-400 AGL and to get around that you are going to have to contact the McGuire command post at (609) 754-3935 and work out with the military how (and if) they are going to let you operate. Then you can work out how to operate within A-220 which is an alert area (SFC-4500 AGL in effect from 0800-2200). You will probably want to include at least one VO and offer to monitor the CTAFs which they will most likely not require. I say request a COA (authorization) vs a waiver because that is a 90 day process versus double the time at least for a waiver. You can file for 400 FT AGL and negotiate if it becomes necessary.
  9. 2 points
    Yeah, the B4uFly app is a bit of a disappointment. There are some pretty good websites that make use of official charts. https://skyvector.com/ Many of us use apps designed for full scale piloting which are fantastic for airspace awareness but they aren't free. Also, remember to check TFRs. http://tfr.faa.gov/tfr_map_ims/html/ Good luck with your training!
  10. 2 points
    Love that hustle! From what I've seen, far too many people are pushing that idea that a drone business is all about flying and processing data, but no one is really talking about the prospecting and lead management side of things which has to be a top priority for any service business. do you @L&L DRONE VIEWS have a specific 'recipe' or pipeline process when you do this type of prospecting, or are you literally just going out and looking for local construction sites with possible opportunities?
  11. 2 points
    L&L Drone Views, I understand where you are coming from and thank you for sharing your candid insight. As for myself, I'm learning and getting a true feel regarding professionals in the business such as yourself and others, who have shared their experiences regarding this issue and others that has posed challenges to the dreams many of us share, of either developing or further developing these awesome and useful services. Recently, I talked to a business consultant/instructor who gave me some tips. He also handed me this book to read called, "All In Start Up". Now let me be clear, im not promoting anything here, but I just thought I would mention that this book I'm reading has some potentially helpful tips that may or (may not) give you or others some helpful tips regarding our different and possibly simular plights. An to be honest, in my opinion, "The Old School Way," is not bad at all.
  12. 2 points
    I'd like to respond to Joe3223 re the challenges of running a UAS Business.... .....It was supposed to be the greatest thing since the light bulb. I was going to get slammed with business, it was....."a website". However, strictly speaking only for myself, in my experience I'm finding that no matter how sophisticated your web site or clever your SEO expert is, at the end of the day it cannot make personal contact of any kind, provide true traditional customer service or prospect for new business. Unless one thoroughly understands html codes, web crawling, SEO, directory listings and etc., one will always be held hostage by an I. T. employee, notwithstanding the fact, that unless the service one hires is completely trustworthy, there seems to be no way to vet the info they are submitting re the site analytics and performance....it's all in cyberspace and if it's not working out....there's always some cyber rhetoric as to why. For the record, my site does locally occupy the number one google listing slot. And the web team that works on it has impeccable credentials. According to Google analytics we got a 1000 hits last month (August). But no calls. Not one. We can discuss cosmetics, content, SEO and the like but its becoming abundantly clear to me, that "Old School" prospecting and personal contact is the most formidable way to capture new business. Every client we have landed thus far I have literally gone out to a construction site (on a Sunday), shot aerial footage, put together a report consisting of both video and stills, researched how to contact the upper level management of the construction company and sent said report (via drop box) to any exec that may be connected to the project with follow ups until I get some kind of a response, to include going back to the site to find the project manager and follow up or gain more insight as to how to land this elephant. Now that approach can be dangerous. When I go out on a prospecting Safari if you can bag the elephant you can eat for quite some time but sometimes it can land on you when it falls. As in the case of the prospect responding positively but needing a service I can't provide like 3D imaging or thermal searches. Nothing feels worse then having to retreat locked and loaded, knowing the elephant is right there for your best shot. Yes, the "Old School" way is labor intensive and the research can be tedious but the results have been undeniable (for us). In my humble opinion, web sites are a great advertising vehicle but the car can't drive itself. I had to personally put the wrench work in and drive it to the finish line myself. Being "Old School", business 101 always dictated that businesses succeed by employing principles that have proven successful over the test of time. I haven't seen a web site that can take the place of personal contact, prospecting or servicing. If Joe3223 or anyone out there can share some insight and help me cast off my ignorance re the above, I sure would like to hear from ya....I'd certainly appreciate a better way to work smarter and not harder....
  13. 2 points
    Pricing, to a very large extent, will depend on the price of the properties you're shooting. A real estate agent will be a lot more likely to spend marketing money on a multi million dollar estate than a $250 K tract home. If you're just starting out I'd suggest speaking to one or more local agents - preferably agents who specialize in large, high end properties. I find that I get a lot more requests for still images than video because the websites local agents use most, the MLS & realtor.com, do not host video, though that may be different in your area. It's also important for you to understand what advantages aerial photography brings to real estate marketing. Basically there's no reason to do aerials for an unassuming Cape Cod on a a quarter acre lot. I'm attaching conventional and aerial pictures of a nice colonial I shot last fall that, I think, show the advantage of aerial photography. Having said all that I'll tell you that I charge $250 for aerial still photography, $150 if I'm also doing conventional photography as I save travel time.I charge by the day for video work. $400 for a half day, $750 for a full day. Post production is much harder for video, at least for me. I wish I could charge more, but I think I'm pretty close to what the market will bear.
  14. 1 point
    Aloha, Living on an island has it's obvious pros, but there are definitely cons, such as a class C airport that covers a huge percentage of residential area...aka places I need to access for aerial real estate media. After requesting authorizations for the individual sections of housing areas spread about the airspace, today I received a complete blanket authorization for the whole grid! I guess they just got tired of seeing my applications and put 2&2 together. Lol Big Mahalo to the FAA!
  15. 1 point
    Its water cooled and fuel injected. It is pretty cool. We had a great uneventful maiden flight. We have to change out some of the vibration dampers to see if we can isolate a bit of the vibration. Probably won't get it completely sorted before we have to ship it off to the Commercial UAV trade show but I'm sure we'll start endurance testing when we get back.
  16. 1 point
    Shot in Kenya before there were Gimbals, GPS, Auto everything, when you had to fly it by hand...
  17. 1 point
    If you have a data connected display, you should be able to clear on the fly. I did similar early this year.
  18. 1 point
    Kind of depends on the services you have to offer. I'm old school [which just means I'm old] so IT-Solutions probably means something different to me than it does to you. Can you offer your solutions remotely? How would your services help professional drone operators get more business? Would your solutions enable any drone operators who use them to do something different than operators who don't? My email's always screwed up....
  19. 1 point
    Just recieved this in my morning mailbox: http://link.dji.com/u/gm.php?UID=LBdcPpSWrT&ID=290636680_1528832_28217 $2,699.00US Fully compatible with the DJI Inspire 2, the Zenmuse X7 is a compact Super 35 camera with an integrated gimbal made for high-end filmmaking. Super 35 Sensor | 6K CinemaDNG | 5.2K Apple ProRes | 14 Stops of Dynamic Range
  20. 1 point
    Well you got some fun out of it at least!
  21. 1 point
    What if the drone could emit a sound to cancel its own noise emission? Now that would be cool - stealth mode...
  22. 1 point
    Hey guy’s, I’m new to drones and new to the site. I have a P3s. I can’t speak about P3s characteristics yet. But I may be able to add something not yet stated. As a retired major airline pilot I am a little familiar with flight operations. It wasn’t uncommon at all to have our radar on during a weather free day. This was if there were known BIRD reports in the area. The radar waves mess with the birds heads. They didn’t like it and would clear the area. These are very powerful units that could burn a human on the ground if too close to the nose. I don’t know how it effects GPS but, just a thought. Glenn
  23. 1 point
    Very nice. Wish I was there.
  24. 1 point
  25. 1 point
    Incredible! I can not believe that this photo, it's so real. Could you tell us about your technique in detail, now I'm interested in this type of photo I found some interesting panorama photography tips from highendbeautyretouching.com I would be glad to hear your opinion.
  26. 1 point
    Hey Ricardo, Yes, FAA Airspace Authorizations are now taking forever. In fact, I finally contacted our U.S. Senator to see if they could light a fire under the FAA for us. He's sparked the match with a Congressional inquiry. So, we'll see if that get's me somewhere. We have a Waiver request that is now way past 6 months and an Authorization request that is past 100 days. The FAA has only assigned reference numbers to each without any further action. It's pretty frustrating as you are aware. Another option you can consider using is to find a company that already has an FAA Authorization for the area that you need to fly in and see if they will allow you to fly under their Authorization. I've seen it done in the past and with the correct process / supervision, it seems to work. Scott
  27. 1 point
    Had to jump in here. Alan is 100% correct. There just isn't anything to discuss about it. In addition, I have had very lengthy discussions with an FAA inspector about this and much more. Again, Alan is on the mark.
  28. 1 point
    Hey all, I just a watched a YouTube video (based on a YouTube recommendation) that had some really thoughtful suggestions for figuring out how to establish prices as a drone operator. This guy was as open and honest as I've seen in the industry and provided some good insight into how to come up with fair market prices based on your equipment, experience, and the risk you're taking, etc. His industry is in Los Angeles as a cinematographer. He owned a video production company prior to getting into drones in 2013. So, he has some experience in figuring out pricing and then extended that to productions that involve drones. So, obviously, the amount of experience that you have, the type of work you are doing, the equipment you are using, the number of crew that you need to support the job, all factor into your pricing. Not to mention, the region where you are operating (e.g cost of living). He also talks about the additional charges he invoices for when he has to do things like waiver submission, additional insurance limits, etc. All in all, I thought it was a great vlog post on Dronr. Listen to it and let me know what you think:
  29. 1 point
    Sounds too good to be true. If you don't set GCPs then you are relying on the GPS accuracy of the UAS itself and most of the lower end UAS GPS units are marginal at best. If you want a GPS unit mounted on a UAS you can depend on then you are going to be paying $20,000.00+ for the unit. THEN you can get 2-3cm of accuracy or better.
  30. 1 point
    The regs do only specifically mention the surface class E. But, trying to guess the "intent" with regard to FAA regs is that.. just a guess. Unfortunately there is not an easy answer to be found for every question. Ultimately a judge decides the gray areas when or if an enforcement action comes to them. Until that happens, we all just have to guess... I guess.
  31. 1 point
    I don't think you do need permission. For one there is no option for it under the ATC COA portal, there is only SFC-E. You can't even request like Class E to 700 or 1200. If you ctrl-F Class E in the 107 "big document," all the references are just for boundaries of surface areas of Class E at airports. My thought is that they would have explicitly stated just simply Class E and not E to the surface. I think the rationale is that E to surface at an airport would expect a higher volume of IFR traffic coming into altitudes that would put the remote aircraft closer to traffic. IFR traffic is flying the "line." All IFR traffic flies IAW with altitudes that provide obstacle clearance which usually allows for 500 feet of clearance over an obstacle. E-SFC would make sense that you could have an approach without any obstacles but allow the pilot to descend down to the final altitude prior to runway visual decent point. We call this the "dive and drive technique," to descend early to the min altitude to the approach plate. The idea here is that you break out of the clouds sooner, level and proceed to the runway visually when doing a non precision approach. Being that airways and routes have prescribed altitudes that ensure clearance of obstacles. I think the reasoning why they did not state this is because of the existing rules provide a margin safety. We can only go above 400 feet within 400 feet of a structure. That gives a 100 foot buffer for both IFR and VFR traffic with the exception of helicopters which can get closer to things. We are supposed to maintain line of sight of the aircraft at all times unless wavered. This limits how far you can theoretically go with say a DJI Phantom sized aircraft. At some point it would not be very visible. We are to gave way to any manned aircraft. Even in Class G if we cannot meet the other criteria, its not a free for all to take it to extreme high altitudes. Now that's not to say they may not throw that restriction in on a altitude waiver, since now you would be going into controlled airspace where you could argue there is a reasonable expectation of IFR traffic at E-700 or 1200 near the boundaries of an airport or airway. Now you could be outside the limits of an obstacle where a plane could be at those altitudes causing conflict. I think for normal operations since you can't even request it, it implies in my mind that it is allowed as long as you are compliant with the other criteria you can go into it. Now I get that there maybe overlapping regs. I don't think would be in conflict with the 107. All the discussion in the big document is the FAA responding to equipment requirements in these various airspace and why having a waiver mitigates it. There are equipment requirements in E. Is the only controlled airspace where VFR pilots can enter without having to talk to an ATC facility. Being that is the case I think we can infer that the FAA's clear intent is E to Surface.
  32. 1 point
    Now there is an option! And for the opening sequence Enter the Sandman....or maybe not. We do prefer you stay awake throughout the lesson.
  33. 1 point
    Perhaps on the initial opening sequence, background music might fit, but once school is in session, I would prefer to have the music fade to black.
  34. 1 point
    Hi Alan, I say keep the background music! I did notice it at the beginning of the video, being a different twist from past videos. Once the lecture started I heard it but it was not a distraction with volume at the level you had it. I was able to hear and take in your lecture with no problem! Donnie
  35. 1 point
    Specifially using the web portal to request airspace waivers is not written in Part 107. However it is in the FAQ ( https://www.faa.gov/uas/faqs/ ) and ATC has been notified to not give verbal approval. ** I'm just the messenger here !
  36. 1 point
    As Drone become more and more popular in rc field, it has been more and more for us to pay attention to. The most important thing is to check the drone physically and know the basics before fly your drone. Drone parts are expensive, so it is necessary to check out all the parts before you head out for a flight. Here are some basics you need to check off before taking off your drone. 1: Weather Conditions Drones is critical to the operating temperatures so that their gears do not freeze and their batteries remain undamaged. Be sure to refer to your owner’s manual for your device’s operating temperature range. Almost all consumer drones should not be flown during the winter due to below zero temperatures. 2: Your Drone Status Checking Also it is important to check your drone for any loose parts or areas of damage. Begin by checking that the unit’s blades are firmly attached and would not fall off the craft during a flight. Also inspect each blade for nicks or cracks. If one is found, it is important to ground your flight and obtain replacement parts. 3: Battery’s Capacity Checking Checking your drone’s battery is fully charged and ready to fly. If you suspect your battery may have an issue, immediately contact your aircraft manufacturer’s support department. Now get a proper battery is good for us, many drone battery now can automatically check the battery capacity, battery status, such as Phantom battery, Tattu Plus smart battery, etc. Before fly, you can know the battery status by the indicator. 4: A Clear Area There are many different shapes and sizes of drone, so you need to ensure the fly room before take-off. Large vast fields are recommended, but that doesn’t mean you can’t take-off from your backyard, permitted it has enough space. 5: Return Home Location Setting Before flying, please ensure that you have a strong GPS signal and note whether your drone has a lock on its current take-off position. This can be set up within the mobile application.From personal drone flight experience, I also recommend programming your drone first to ascend to its maximum altitude before returning home.
  37. 1 point
    I think one of the challenges of running a UAS company is getting away from the mentality of being a UAS business and more of end product service provider that offers a full spectrum of services beyond the flying system. When I started 7 years ago it was all about the drone. That was for the exact same reasons AV8Chuck mentioned. You could not just get one that was easy to fly and ready to go with some minimal setup. You were soldering and integrating components to try to piece together a reasonable platform to do a job. You did not have to be an engineer. However, you needed to have some technical understanding on how the systems worked. You were constantly tuning and tweaking the systems to handle a variety different operations. To get quality components came at a cost. Even with the top grade hobby components, you did not have a true professional system. Our first camera gimbal was driven by belts and pulleys attached to hobby grade servos. The quality of the stabilization and the camera movements were very poor. Even when you had the system tweaked to the most optimal settings you had to a bunch of post stabilization to do. This is not the case anymore. I can do ten times the professional work now with a Phantom 4 Pro than I could with the very first large octocopter that I started out with. Because of this, the barrier to entry in the equipment is low. And due to the 107, the barrier in the regulatory environment is also low. The price of admission all around the board is very low. When you have a low barrier to entry to any market you now have to step up your game. You have to provide the end product better than the guy down the street. This means you need to understand the fundamentals of what you are trying to do better than the other guy. Many novices trying to get into this do not understand that. They think if they get their 107 and go out and get a Phantom or like drone, put a website together that clients will come flocking to your door. That is simply not the case. In many cases most newbies do not know how to even use a camera without being auto functions. Many times I laugh when I see posts where they do not understand why their photos or videos do not come out looking vivid or crisp like some other guys post. So the lesson there is if you are looking to do aerial photography. Learn photography and become a photographer if that is what you want to do. There are lots of tutorials online and lots of local photography groups to join and learn the concepts. If you think you do not have the aptitude for this, partner up with someone who does. This same concept goes to the other applications of these. If you want to data gather for mapping, get with someone who knows that aspect and get appropriate equipment. This goes my point as a new challenge and that is internal hiring to established job. Now because the barrier to entry is fairly low. A particular industry may decide it is more cost effective to use a drone for an already established function. The power company who already employs a staff to do line inspections and understand all aspects of it. They may see more benefit in simply investing in the equipment themselves and getting their staff trained to handle the flying appropriately. Now this is in flux at the moment as there is not enough data out there to truly gauge the cost benefit ration of doing one versus the other. On the surface it looks very low. Now they will have to factor in what makes for their business model. Does it make sense to spend $300 a pop for a bunch of employees top get 107 cards? Now you are talking having to possibly set up an adhoc flight department with a competent manager who handles all of the back shop regulatory issues and is the oversight. This is probably necessary to ensure your staff is properly trained and is being held to the arduous standards, so they do not go out and do something that could result in fines. Plus large scale operations will need an internal standardization and safety system to lower insurance premiums. The FAA sort of has set this system up with having the responsible person to adhear to the provisions of waivers and airspace COA's. Now now that manager maybe someone currently at a supervisory level, or it may require an additional hire. These are the unanswered questions. Maybe if you do a lot of inspections, like 100 in quarter in your system. The cost of an additional service provider could run a couple thousand a pop for each inspection plus the labor that you are already providing on site. It may make sense to get a competent flight manager at a reasonable yearly salary to develop and run flight department. If you run a shop that the volume of that work is fairly low it may make sense to get the outside guy. You require him to have a good liability insurance with a named cert and waiver of subjugation and he does the job cheaper than doing it internally. Those are the cost benefit that will need to be done to find the optimal outcome. In the mean the Drone Service Provider will be somewhere in the middle.
  38. 1 point
    Good catch! Yes - iflightplanner. I got it from another post of yours. Love it!
  39. 1 point
    You bring up an interesting issue. There isn't enough attention being paid to the business workflow. In early adoptive markets, the overwhelming amount of development is on the technology. There's a good reason for that: Most of the people talking about the "back end" came from other industries whose products and services are targeted at the early to late majority of the technology adoption lifecycle. The commercial drone industry has yet to cross the chasm between the early adopters and the mainstream. So in a way, you're looking to solve a problem in advance of the technology's ability to add enough value that anyone is willing to pay for the data collected. Which means a huge percentage of the commercial drone market are probably single proprietors making less than $100K/year. How many leads do you think they have to manage? How much do you think these companies are willing to pay to manage them? I don't think the application you're looking for exists in this industry yet. So no, you're not missing anything. Welcome to the quandary that is the commercial drone industry...
  40. 1 point
    Good question, I thought I saw a post here previously that had a solution a guy had built. If I find it I'll link ya to it. Welcome to the forums...
  41. 1 point
    Now that it is possible to fly the P4 with RTK onboard the need for GCP's is reduced. I have just completed a mission where the RMSE is 0.35m from the photos with no GCPs and agreement with ground verification points is less than 30cm in all cases. NO GCP processing, just carry the sensor and run a few scripts prior to your normal processing workflow.
  42. 1 point
    Anything that requires an inquiry to obtain a price suggest to me that it is not worth inquiring about. There are a few GPS tracking devices geared towards the UAS market that are reasonably priced without the hassle of providing someone else with an email address that may or may not abuse it.
  43. 1 point
    This x 1 million. Whenever a youngster says to me, "I'm thinking about going to school to major in photography," I respond with, "Major in business, make photography a secondary course."
  44. 1 point
    Its been so slow on this site... So I thought I'd post another car video. I use to collect cars and take pictures of them, friends started asking me to shoot their cars and over about a three year period I must have shot 10K pictures of very nice cars. this video has a few, see if you can identify all the different makes and models.
  45. 1 point
    I agree. If we only had a drone version of AOPA? A DOPA! Does that make us stoners? Or maybe an ACUAS.org - Association of Commercial Unmanned Aircraft Systems. You know. Something like that...
  46. 1 point
    Khanh, To expand a little more on what Steve wrote, the FAA has a funny way of looking at the definition of commercial flight and "payment" that most of us think of in order to be commercial. They have said that if even if you don't receive actual money for the drone service that you perform, using the photos / video on a website or video implies that you have "profited" from the flight because you may receive name recognition, or even future favors that someone may do for you for flying for them. Here's an example of an article that was written before Part 107 was in effect, but still pertains to this situation: http://www.slate.com/articles/technology/future_tense/2017/08/the_u_s_military_shouldn_t_use_commercial_drones.html Here are a couple of other pages that discuss the commercial use of drones : http://knowbeforeyoufly.org/for-business-users/ http://knowbeforeyoufly.org/frequently-asked-questions/
  47. 1 point
    Mahalo for the compliment! For this year, I've shot over 120 individual properties, with about a 1-2 week booking outlook. I'm a little bit tired these days! My son is moving here in about a month to help out part time, which means I'll be able to surf and play again.
  48. 1 point
    From how I understand it this is just their first release, more will be coming soon.This will eventually be part of a Low Altitude Authorization and Notification Capability (LAANC) system that when fully operational will automatically authorize drone flight
  49. 1 point
    Hi @Marcel Graham, Once you have applied for the 14 CFR 107.29 Daylight Operation Waiver the waiver will be good for 4 years, after that I assume you will have to re-apply or renew. The sUAS I fly with is the DJI Inspire 1 Pro Black Edition which as you know comes with builtin lights that can be used as anti-collision lights. I hope those answers could help you.
  50. 1 point
    Nope! Up you how you do it. I like http://skyward.io for flight logging. There's also Hover, Drone Log Book, and a number of other methods. I used Excel for a long time