R Martin

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About R Martin

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  1. The FAA will send you a form that states the new date and the change authorization. If you don't have it in writing from the governing authority, you don't have it period. It's legal CYA. Example.pdf
  2. I'm good on all of my own through September of 19. My last conversation with someone at FAA left me with the impression that they planned to roll out the remainder of the program and incorporate FCTs into LAANC but they are still in early talks and I do not know how confident they are about the date. Until that date, I am good to fly and in August of 19 I will file for renewal of all my COAs as usual.
  3. If you have a current airspace authorization, thirty days before it is due to expire email 9-AJV-Part107authorizationextensions@faa.gov with the title Part 107 Authorization Extension Request [insert authorization number here ex. 2017-P107-CSA-xxxxx]. Attach a copy of the authorization to the email. In the body of the email state who the responsible party is (full name) State the airport identifier (ex. KDxx) State the length of the extension you are requesting. You should get a reply back quickly (for me it was less than a week). Do not let any authorization expire. Always renew your COAs unless you are absolutely going to retire them.
  4. R Martin

    HAM License for Air Traffic Control Radio?

    I have the same radio you are considering. I never transmit but it is a useful tool. Like Chuck said, common sense goes a long way when you are planning and operating.
  5. R Martin

    HAM License for Air Traffic Control Radio?

    AirBand Radios Airband radios are used for both navigation and communication. AirBand radios use VHF frequencies in the 108 MHz - 137 MHz range. No license is required for individuals. However, aircraft stations do require a license. See the FCC for more details. Use only airband radios for aviation. Aviation radios are not like other VHF radios. Airband radios have specific channel setups and functions used in aviation communications that land-based VHF radios do not have. Since aviation transmissions primarily occur in the air, communication range is much greater for airband radios than land-based VHF radios. So a 5 watt handheld airband radio used in-flight will have a much longer range than a similar 5 watt VHF land-based radio. Panel mounted airband radios, usually 8 watts, have an even greater range. From the air, most airband radios typically have a range of around 200 miles. Airband channels are divided into: COM channels Used for voice communication, US assigned frequencies between 118.000 MHz to 136.975 MHz. These frequencies are split into 200 narrow-band channels of 50kHZ each. NAV channels For navigational assistance, assigned frequencies from 108.000 MHz to 117.95 MHz. The common navigation system used in the US is 'VHF Omnidirectional Range' (VOR). VOR is a system of short-range radio beacons that help pilots determine their position and stay on course. VOR has become a global standard for air navigation, with approximately 3,000 VOR stations worldwide. NOAA Channels Today's airband radios typically have NOAA weather channels and provide NOAA weather alerts. Distress Channel Airband radios also have an emergency communication frequency (known as International Air Distress or IAD). It is assigned to 121.5 MHz. The short answer is that your question should be directed to the Federal Communication Commission. They are the regulatory body governing communication and are the most factual source of information regarding requirements.
  6. My main area is not served by LAANC. I'm still under an FCT in Class D airspace so I'm still filing the old school way. By the time LAANC is added to this airport, I'll be involved in the construction of a new campus in (woot) uncontrolled airspace and I won't have to worry about any stinkin' authorization.
  7. Why not just apply for the authorization and forget the waiver. The authorization is more likely to be approved and a whole lot sooner than a waiver would be. You get the same thing almost; an authorization allows you to operate in the airspace as long as you adhere to the existing regulations whereas a waiver grants you the ability to ignore a written regulation provided that you prove to the FAA you can do it in a safe manner to their satisfaction. I know locally that wide area authorizations are being approved without any problems. Waiver, are another story. For a wide area authorization you are going to have to follow the altitude restrictions on the UAS Facilities map for your airspace. If you want to deviate from those restrictions you are going to need a waiver. If, on the other hand, you just want to fly and the altitudes for each grid are not a problem then by all means, save yourself the grief and apply for airspace authorization.
  8. ...you might find, you fly when you need.
  9. No harm, no foul. I had asked to incorporate a UAS into our operation but the idea was declined for fear that it would detract from the mission; that, and another UAS group was already in place to perform the role. GIS is my profession so I feel that I am more useful in that role to the organization but I would still like to fly in support of disaster relief if I could. You can't always get what you want.....
  10. This is not a paid gig. We do damage assessment remotely from a secure site using GIS and other assets provided to us. We did the same for Harvey as well as disease mapping for the ebola outbreak a few years back. Very little travel required. There is also a UAS group that deploys for the state but I am not part of that.
  11. Workstation to process your jobs - imagery files are large and while you may get away with your current setup and running the jobs for 12-18 hours, you are going to need a dedicated machine that can handle the load sooner rather than later. Ancillary equipment- what about a folding table, chair(s), a canopy. portable generator, an additional laptop to run flight software, ect.. Spares - additional batteries, other consumables To date we have about $27,000.00 associated with the program covering the past two years. The new budget for next year comes in at just under $30,000.00 for a new. more capable aircraft and its associated support equipment and training. The Inspire got us started but we now need an aircraft capable of working 100-150 acres multiple times a day. The Inspire just does not have the legs nor the camera to handle that type of work. -
  12. We are currently on standby and will be tasked with remote damage assessment after the storm passes.
  13. So exactly where are you planning on flying? There is roughly a five mile bubble around KPCS which falls under Class D airspace that will require either LAANC approval (if LAANC is active for that airspace) or a COA filed through Drone Zone (https://faadronezone.faa.gov/#/home). Richland (KRLD) is a non-towered airport so under 400 feet AGL you are effectively in Class G airspace in its vicinity. If you are operating close to KRLD's traffic pattern I would suggest contacting the airport manager by phone and work out a plan for you to operate safely with him/her or the Port Authority who manages the airport (Port of Benton - 509-375-3060 or John Haakenson at the same number). Personally, I would file a NOTAM for every flight to let other pilots operating in the airspace know where and when I was operating and at what altitude. FYI - Tri-Cities (KPCS) is a LAANC served airport). My final word is don't rely on an app as far as airspace information goes. The app is just a tool and nothing more. The app is just as likely to be wrong as it is right and is not a reliable source of information. That is why in this digital age, we still rely on sectional charts and that is why you were required to learn how to read one. That is THE official source for anything airspace related.
  14. R Martin

    Hello

    If you are interested in providing 3D interior scans as well you might want to look into Trimbles new handheld scanner. https://www.trimble.com/construction/dpi-8-handheld-scanner I've seen it demo'd at our local dealer and it was quite impressive and easy to use. We just do not do any inside work so owning one is not practical for us.
  15. R Martin

    Firmware

    The same files are used to upgrade both the controller and the aircraft (and batteries too on the Inspire). The firmware version numbers on my aircraft and controllers are different though (again on the Inspire). The upgrade was all one process starting with the controllers and then the aircraft and finally the batteries. As long as you followed the manufacturer's recommended procedure for the firmware upgrade then you are good to go. Barring that, the aircraft will probably not link to the controller making it impossible to fly.