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About Me

Found 10 results

  1. After having a long break from authoring any post or article on LinkedIn , I'm back with an Interesting topic for most of my connections which is the BVLOS UAV/UAS operations , although they are still illegal around most of the globe and the US FAA refuse most of the requests even from licensed pilots , there are some companies that managed to grant a permanent license for BVLOS operations such as : "senseFly" in switzerland since early 2017 , since then governments around the Globe started to realize the importance of Unmanned traffic management systems which is the enabler for BVLOS operations in a well Monitored Manner and well chosen constraints which provide the sufficient confidentiality for governments to allow BVLOS operations , Now for people of non technical backgrounds who don't understand the structure of UTMs ,it seems like UTMs are the magical key to open new markets for BVLOS commercial applications why don't we start implementing such systems then why every government implement its own UTM? , people with UTMs structures background and UTM experts replied : Due to insufficient funds and lack of integration of the desired components of the UTMs , so lets start our discussion with a key question : what are the most in-demand (profitable)BVLOS commercial applications , which encourage governments to raise the massive needed funds to implement their own UTM and Integrate it with the Ministry of Defense in each country ? Feel Free to discuss your opinion in the comments section , here is my LinkedIn profile
  2. Over the many years that I've been training disabled veterans into becoming small unmanned aerial systems (sUAS) commercial (FAA Part 107) operators with Wounded Eagle UAS, it's come to my attention that there is an amazing therapy treatment that physical therapists and those in the medical community are unaware of. A therapy treatment that strengthens/teaches eye and hand co-ordination, spacial thinking, muscle training and memory, dexterity, concentration, focus, and attention span along with employment and enhanced social enabling skills. Most all of my students have mentioned to me how flying sUAS had become something they not only enjoyed, but that it had become a form of therapy for them and how they looked forward to and enjoyed coming out to the field gaining more time in flight training operations. As they progressed in their flight skills, I would introduce them to flying via First Person View (FPV) and one of their comments was "it was like an out of body experience". This isn't some video game, this is real world! If ever there was a validation, this was it. Physical and mental issues such as Traumatic Brain Injuries (TBI), Post-Traumatic Stress Disorder (PTSD) and other neurological disorders and cognitive abilities are difficult issues to cope or deal with, but has anyone (besides me) thought about the therapeutic benefits/value of flying/operating an sUAS along with FPV and what enjoyment this could bring to their patients and their treatment regimen? Think about it. Talk to any pilot and have them tell you about their joy of flight and they'll tell you there is no other experience like it. With a small unmanned aerial vehicle (sUAV) equipped with FPV and a head-tracking camera, you could take someone who's confined to a wheelchair and transform that chair into a pilot seat! You're flying through a giant TV screen that you saw aboard the USS Enterprise in Star Trek. Image soaring above the hills and valleys viewing in any and all directions, or over and through the trees in a challenging course. These are just some of the skills and aspects they could acquire, develop and enjoy. All while receiving therapy treatment! An example of one of the current therapies in practice with disabled veterans is "tying a fly" for tap water fishing. Not that I have anything against my fellow fishermen who enjoy lakes and streams (I'm more of a tuna/yellowtail guy personally and maybe a bit snobbish about it), but how often will they be able to go fly fishing as opposed to flying an FPV racer that can pop a "maximum" speed of 100mph and turn on a dime? And they could use their drone to troll lures around the lake for fishing (streams may be more problematic). Note, per FAA regulations, no sUAS should travel over 100mph. sUAS comes in many flavors and sizes and camera transmitters have become even smaller. There are 2 popular FPV drone sizes called micro drones that are as small as 65mm and 75mm with a 25mWatt camera transmitter that you can operate safely indoors. You could mount a more powerful camera transmitter to a fixed wing aircraft or multirotor and fly all over the place. If you have an extra set of googles, you can take someone along in the "jump seat". This is a 21st century treatment or tool for the therapist to have in their toolbox (or toy box). From my anecdotal experience, I believe they are missing a golden opportunity to discover another practical use for sUAS with the treatment of a variety of physical and mental disabilities. I'm reaching out to the medical community to explore the various treatment capabilities and possibilities of using sUAS in their practice and what this could bring to their patients. Image the difference this could make in their quality of life and standard of living...
  3. Asking for...a friend...this one is a doozy (Refer to Figure 20, area 1.) You're hired to inspect a group of structures that are under construction 9 statute miles (SM) south of Norfolk International airport. What's the highest you're allowed to fly without needing to ask for additional FAA permission? A) 470 ft. MSL B) 853 ft. AGL - this is what we have marked as the right answer, but I'm now questioning it C) 1,200 ft. MSL The tower in question is 453 ft. AGL. While the Part 107 regulations state a maximum altitude of 400 ft. AGL, you’re allowed to fly higher than that as long as you’re within 400 ft. of a tower / obstruction. You’re even allowed to fly up to 400 ft. over the topmost part of that tower. In this case, the height of the structures under construction 9 statute miles (SM) south of Norfolk Intl airport is 453 ft. AGL. If you’re flying “as high as allowed under Part 107,” you’d be flying 453 ft. AGL + 400 ft., or 853 ft. AGL. So the question then becomes, If you're flying a drone at 853 ft. AGL, what airspace would you be in, and would you need authorization from the FAA to operate there? At first glance, the structures sit in Class G airspace at the surface, and Class C airspace from 1,200 ft. MSL to 4,000 ft. MSL. But THEN, someone just pointed this out to me, if you zoom out, it looks like the whole area is actually enveloped in the thick, fuzzy magenta line indicating Class E airspace starting at 700 ft. AGL. So that means, and here's where it gets fun: From the surface to 700 ft. AGL, it's Class G airspace From 700 ft. AGL to 1,200 ft. MSL, it's Class E airspace From 1200 ft. MSL to 4,000 ft. MSL, it's Class C airspace OK, if this is all true, then at 853 ft. AGL, that would be Class E airspace. So here's where I...I mean my friend. Right, my friend. Where he is stumped When you look at the full 624 pages of Part 107 regulations and comments, it says : That's on page 11 in Table 1: Summary of the Major Provisions of part 107. Then, later in the document, one of the section headers on page 329 says: Sounds similar, but this time it says "lateral boundaries of the surface area of Class E airspace." On page 330, we see the same language: Does this mean that if we're flying vertically up into Class E airspace, like we'd hypothetically be doing at 853 ft. AGL in this question, that we would need authorization to be there? If so, then I need to re-write this question. Waddya think?
  4. During some tests that we carried out autonomously of the mRo navigation systems, while we flew, the wind began to blow very hard and we decided to suspend the mission and land manually because the wind was increasing more and more and the gusts were erratic and unexpected. To end the day, during the final approach the pilot made some low passes to be able to take some pictures of the plane from very close. Once the photos we achieved and we saw the circumstances complicated by the wind and the difficult landing, as fun we challenge the pilot to land with aim. Due to the strong wind we couldn't land at the first attempt, so we had to abort the landing on several occasions repeating the same flight pattern. At some moments during the final approach phase, we switch to “Stabilized” flight mode to check the safety that the mRo autopilot (mRo x2.1-777) brings while corrects the plane banking very quickly. The video quality is not at all the best, because vibrations are shown on the camera and this is because it is mounted on a pan/tilt system. Best Regards Pedro Matabuena
  5. RE CLASS E AIRSPACE: Over the past Labor Day weekend I flew in Provincetown, MA, or "PTOWN." Interesting drone issues on the very tip of Cape Cod. a town that swells to many thousands of day trippers and summer residents, guests far beyond its base population. PTOWN supports a very active PVC airport, called Ptown Municipal Airport, aka "MUNI." Ptown is officially in Echo Airspace, "unregulated under 700" feet but according to the sectional: down to 500 AGL. However "unregulated" aside, the double whammy is the airport proximity, as it is very close to anywhere in town. But its easy to stay away from it as it is on the far end of "Race Point." . One restrictive bit of geography is the entire area features the National Cape Cod Seashore, a National Park, which prohibits all drone over flights, launching or landing in the National Seashore. And the sectionals clearly show those boundaries. There are sections of Ptown where drone flight is permitted, and other areas "down the road" with less restrictions. To fly "in town" the MUNI airport requires pilots to check in with a very gracious airport manager, Arthur "Butch" Lisenby. Because Ptown is grappling with drone permitting, "Butch" requests notification on planned flights as well as a heads-up to the Ptown Police Department. Early morning flights are generally permitted: hence no people. MUNI and the PD were gracious and appreciative. While I informed both "MUNI" & the PD prior to each flight, they became a tad annoyed at my frequent calls. They would have preferred a "shot list" with times and locations in one call or so. However, I was flying ad-hoc, with high winds often changing my plans. The DJI Geo Fencing had to be alerted to allow flight & became annoying, as I had PERMISSION! And I had gone to the website to register my flight plans but evidently my time frame didn't "take" & had to re-do the request every morning. OF course the big brother of DJI had no idea I was fully permitted by local authorities. LOL. Fortunately wifi was readily available to get into the DJI system, where I was already registered. Hands down, the Ptown Police were sweet, acknowledged they were trying to find a good "middle ground" to insure drones weren't over people etc. Hats off the "MUNI manager Butch and Ptown PD. and Chief Jim Golden and his dispatch PO Sara Bartholomew.
  6. I thought this was an insightful piece published in Point of Beginning September issue. It is definitely worth a read before charging head-first into the industry.
  7. The Oregon Department of FIsh and Wildlife has a temporary position open now based in Newport, OR. We are seeking someone with flight or building experience (FAA sUAS certification preferred) or UAS image processing and analysis experience. View the job here: ttp:// We look forward to hearing from you.
  8. Hi guys, I'm a newly interested UAS drone pilot looking for a school to pick from in terms of preparing myself for the industry. Right now I am torn between UND and Oklahoma State. UND is a leader when it comes to training pilots and offers a major in UAS (however it only focuses on flying and not engineering or design in uas), they are also pretty cheap when it comes to overall cost. Oklahoma on the other hand offers a graduate program that focuses on UAS engineering. What I am torn on is the decision about whether to completely forgo my backup plan to be a professional pilot and enter the drone industry through the engineering aspect of things, or should I keep the commercial pilot idea in hand because of the shortage and just go through one of the drone pilot programs that focus on flight and not necessarily engineering or design? Anybody who has experience in the field or at one of these universities would offer me huge help, thanks.
  9. I've been searching for an answer to the question of operating AT a class g public airport. I see a lot of info on flying nearby, but nothing on actually operating at one. I don't seem to see any restrictions from part 107, but does anyone have any practical experience or knowledge on this subject?
  10. What is "drone"? There has been common misunderstanding of both general public and even some industry professionals about the use of the term "drone". Unfortunately this term was introduced to the public via its more negative association with military use and the global media has adopted this term - may we add incorrectly - pretty much for any remotely-controlled aircraft. If we ignore the meanings related to bees and drudges - the actual meaning related to our industry is defined as "an unmanned aircraft or ship that can navigate autonomously, without human control or beyond line of sight". This makes perfect sense for how this type of UAS are deployed by the military. But it is incorrect to apply this same term to directly-controlled UAV's and UAS's. For example a remotelly-controlled (RC) hobby helicopter is simply not a "drone". The RC community has been "doing their thing" for decades without bothering anyone or posing major danger to general public and aviation. They are the "victims" of the success of multi-rotors - which made flying that much more easier... The easiest way to explain this on a real-world example is to use the most popular and publicly recognized UAV - the DJI Phantom... The Phantom can be flown in both direct-control and autonomous modes, as well as a combination of the two - blurring the boundary between "drones" and "RC aircraft". When flown for filming purposes - in majority of the cases it is flown as directly-controlled RC aircraft (in this case a "multirotor helicopter"). But when we use it for other purposes - such as 3D terrain mapping - it is flown under autonomous-control using specialised software and GPS navigation. In this case it becomes a "drone". While this should clarify the difference between "drones" and other types of UAS - this also highlights the confusion surrounding these systems. It really comes down to how these systems are being used and for what purpose. For example a simple brick, when used to purposefully harm someone, then becomes officially classified as a "weapon". Does that make all bricks a weapons? So unless an UAS is specifically designed as only autonomous (like the ones used by the military) - what defies “drone” is really just the mode of use. But using the word “drone” in the fashion and manner as it if being used by the news outlets, general public and even some industry professionals is equivalent to calling all cars SUV’s... And while we are at it - here is one (or really two) more related terms...: Difference between UAV and UAS. Another common confusion is with the use of the terms UAV and UAS. UAV stands for "Unmanned Aerial Vehicle(s)", while UAS stands for "Unmanned Aerial System(s)". The key difference is that UAV is just the actual aircraft being remotely-controlled. UAS on the other hand is the complete system that includes the UAV, its "payload" (in most cases s camera), all the remote-control HW & SW and it also includes all the wireless radio-communication technology - and in our case the video downlink. It also includes all the ground-based controls, monitoring and other support technologies as well as the crew men (and women) involved in its operation. This is why it is called a "system"... Feel free to share your thoughts...