UAS December 2014

PlusExempt UAS Cinematographers Share Lessons Learned Page 20

AND Moving From Military To Commercial Page 26

Lockheed Martin, Detroit Aircraft provide build-out, distribution model 2

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CONTENTS DECEMBER 2014 VOLUME 1 ISSUE 2

ON THE COVER: Jon Rimanelli, CEO of Detroit Aircraft poses in a Detroit airplane hangar with a Detroit-made sUAV.PHOTO: ANDREW POTTER

FEATURES12 MANUFACTURING & DISTRIBUTIONUAVs Made In DetroitLockheed Martin and Detroit Aircraft have created a manufacturing and distribution model that will bring UAVs to urban settings and help with first response. By Emily Aasand

20 OPERATIONSEnhancing The ViewCinematographers with U.S. Federal Aviation Administration exemptions to operate unmanned aircraft vehicles find challenges, advantages and new realities to navigate. By Patrick C. Miller

DEPARTMENTS26 MANUFACTURING & DISTRIBUTIONTextron Systems Aims At CommercializationTextron Systems is working to translate success providing unmanned aerial systems to military installations into value for the public commercial sector. By Patrick C. Miller

28 POLICY & REGULATIONUAS Law Firms Take Different ApproachesAs the regulatory formation process continues, these law firms highlight the need, and wide scope of UAS-capable law firms. By Emily Aasand

04 EDITOR’S NOTEEntering The UAS MarketBy Luke Geiver

06 UAS NEWSUAS News and Trends

UAS MAGAZINE DECEMBER 20144

This month’s cover shoot took place in a Detroit airplane hangar. We wanted to capture the culture of Detroit Aircraft Corp., an unmanned aerial vehicle manu-facturer and distributor that has partnered with Lockheed Martin to build and distribute Lockheed-designed small UAVs to first responders and firefighters in the city. Detroit Aircraft was once a major aviation player in Michigan prior to the Great Depression. Thanks to CEO Jon Rimanelli’s foresight and financial commitment to UAVs, the company name is back on the aviation map. Emily Aasand’s feature, “UAVs Built In Detroit,” reveals the unique history of the company, Detroit and Lockheed, the role of UAVs in the revitalization of the Detroit Aircraft name and what a successful manufacturing and distribution model of UAVs can look like.

Patrick Miller’s story, “Enhancing The View,” also provides a glimpse into what the UAS industry will someday be. When the announcement dropped that the U.S. Federal Aviation Administration had granted an exemption to six aerial photo and video production com-panies for the use of unmanned aircraft vehicles, reactions were mixed. Many worried the exemptions were too narrow to benefit sUAV operators not in the video and photo firm business. Others focused on the positive, calling the exemptions a major stepping stone for those working toward full commercialization. Our team spoke with all six companies for Miller’s story on the historic—depending on how you look at it—FAA exemptions. The sen-timent shared by many of the exempt firms may surprise you. The majority is pleased with the FAA’s process and interaction during the process. And, although the exemptions do come with strict parameters, most were also content with the rules they will now have the opportu-nity to operate under.

Textron Systems, a global manufacturer of military equipment from power tools to unmanned minesweepers, is now experiencing a world of new rules. With a new focus on the commercial UAS market, the company is working to tweak its operating and business models to the fast-paced, demanding climate of the civilian market. Earlier this year, David Phil-lips, vice president for small- and medium-endurance UAS in Textron Systems Unmanned Systems, spoke at a London event themed with the commercialization of UAS, marking Textron’s official entrance into the civilian market. We asked him why this is the right time for Textron to make that move. “It’s an eye toward the commercial market and the much larger volume potential that the commercial market provides that’s really the end-game for unmanned systems,” he told us. “It’s not much different, quite frankly, than a lot of other technologies that started in the military and transitioned to commercial.”

It’s clear from our stories on Detroit Aircraft and Textron Systems that the emerging UAS industry is a market capable of housing firms of all sizes and that they can and will find that the UAS market is a good place to be.

Entering The UAS Market

EDITOR'S NOTE

Luke GeiverEditor, UAS [email protected]


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OF NEWS AND INFORMATION ABOUT UNMANNED AERIAL SYSTEMS


UAS NEWS UAV NEWS & TRENDS

DroneDeploy, an unmanned aerial systems (UAS) software and technology developer, raised $2 million from multiple investors, including SoftTech VC, Data Collective, Draper Fisher Jurvetson and Red Point Ventures. The San Francisco-based company, offers a unique software known as the CoPilot

that can connect an unmanned vehicle to an Internet feed, elimi-nating the need for ground-based operational control.

What started out as a hobby for Jono Millin, Nicholas Pilkington and Michael Winn, co-founders of DroneDeploy, quickly turned into a potential business opportunity for the

long-time friends. The idea to use drones for practical uses such as in insurance, real estate, and animal monitoring was concep-tualized in 2010, but came to full flourish in 2013.

“We realized there was a lot of potential in this trade, but it was difficult to try to get anything done,” said Mil-

lin. “We hypothesized a couple scenarios where these could be useful for things like real estate photography for legal disputes and we experimented by duct taping cameras to remote control helicopters before quadcopters became a viable option.”

The trio soon realized the idea wasn’t feasible yet and the

DroneDeploy launches smartphone tech

AT THE PALM OF YOUR HAND: DroneDeploy has developed software to gather UAS data in real time and send it directly to users' smartphones. PHOTO: DRONEDEPLOY


UAS NEWS

industry needed more techno-logical advancement. The group put the idea on hold while Jono and Nick pursued doctorate degrees in machine learning and Mike worked at Google.

“In 2012, we realized that a lot had suddenly changed in quadcopters and life of batteries and autopilots and all of those things suddenly became a lot more capable,” said Jono. “We realized we were getting very close to the stepping off point where we could use drones for the vision that we had a couple years ago. We knew we could use our software expertise to make drones easy to use and try to make them as safe and reli-able as possible.”

The trio’s software exper-tise led to the creation of the CoPilot. The drone software is connected to the Internet removing the middlemen who once had to be on the ground communicating with the drone throughout the flight, according to the company.

“The CoPilot talks to the autopilot [in the drone] and is able to give it high-level instructions,” said Jono Millin, co-founder of DroneDeploy. “We can tell the CoPilot to map a certain area, the CoPilot will then instruct the autopilot and it will also trigger the sensors in the cameras to get high-quality images.”

He added, “Instead of go-ing out to the field and having a big table full of antennas and big tracking panels, you’re out there with a cell phone and the drones that you want to use to capture the data with.”

Following DroneDeploy’s U.S. inception in 2013, its big-gest customers have come from the agriculture surveying and construction fields, due to the easy use of the technology and data retrieval.

“I think what’s unique about our platform is the way it was built to connect with the cloud,” said Millin. “We really simplified all of the steps required to actually get data out from the other end.”

The data is accessible in real time to anyone through Drone-Deploy’s website and applica-tion available on smartphones. According to the company, the application allows the client to navigate through the im-

ages similar to what Google Maps and Google Earth allows. DroneDeploy also has the op-tion of exporting the data to a client’s preferred software.

DroneDeploy provides cus-tomer training through a remote Internet feed.

“When somebody switches on their drone, we have a sup-port staff online that will walk them through the set up process and will walk them through how the whole software solution works,” said Millin. “We can ac-tually view their drone and help clients set parameters remotely and we can even give them sup-port while they’re out flying.”

Millin hopes DroneDeploy can be an enabler by making it as easy as possible for the peo-ple on the ground to get results in a safe and reliable fashion.

“I think that’s one of the big pieces we’re trying to bring to the puzzle,” said Millin. “We’re trying to simplify the entire process from not just planning a flight but actually get-ting that data out on the other side.”

CLOUD CONTROL FOR DRONES: The CoPilot, held by Millin, center, eliminates the need for the middleman on the ground through real time interaction via smartphone or tablet. PHOTO: DRONEDEPLOY

MULTIPLE DRONESGet work done faster by dividing jobs between multiple drones

LIVE DATA PROCESSINGGet photos and videos back instantly to share with anyone, anywhere in the world

PLUG & PLAY SENSORSDirect control of many cameras over WiFi and USB


UAS NEWS

A milestone was reached in November when Logos Technol-ogies conducted an experimental test flight of its unmanned aerial vehicle at Griffiss International Airport in New York while the airport was in operation. Partner-ing with the facility for the test was the Northeast UAS Airspace Integration Research Alliance.

“The significance of the test—aside from testing the device itself—was that we didn’t close the airspace,” says Larry Brinker, NUAIR Alliance execu-tive director. “We were operating the UAV at the same time the tower was operating and control-ling not only the UAV, but also regular manned traffic in and out.”

The UAV was a powered

parafoil system, which combines a fabric wing—essentially a parachute—with an aircraft fu-selage. In addition to the parafoil system’s ability to carry significant loads for its weight class, it also provides increased safety over tra-ditional UAVs. The UAV is a test bed designed to further develop Logos’ flight control approach for inexpensively delivering supplies to dispersed units.

The Griffiss International Airport near Rome, New York, is one of six Federal Aviation Ad-ministration designated test sites. The test flight occurred in Class D airspace around the airport.

“This whole program is about airspace integration, and we were real proud that we were able to do that,” Brinker says.

A unique aspect of the Griffiss airport is that it was once a U.S. Air Force B-52 bomber base and can therefore provide a large space for UAS test flights.

“We’ve set aside an area where we can test UAS, which is just off the main runway, and we stay inside that box for the UAS testing,” Brinker explains. “We’re in radio contact with the tower and the tower controls the UAS and the manned traffic the same as it would any other aircraft.”

During the test with the Lo-gos UAV, incoming and outgoing commercial and civil traffic was occurring.

“If we’re flying a UAS task and the manned traffic comes in, that’s going to be conflicting, we get a radio call saying to put the

UAV in a holding pattern, which we’ve already pre-designated, that is out of the path of the manned aircraft,” Brinker says. “When the manned aircraft is cleared, just like you would approaching a regular airport, you’re cleared to proceed.”

Wade Pulliam, director of advanced concepts at Logos Technologies, says the success-ful flight tests enabled Logos to collect valuable data that will be critical in the development of parafoil systems for military and commercial applications.

Logos Technologies conducts first UAV test flight at New York airport

CLEARED FOR TAKEOFF: Demonstrating the ability to operate a UAV in civil airspace, a Boeing 777 airliner taxis in after landing at Griffiss International Airport while the operators prepare to launch another mission. PHOTO: TONY BASILE, NUAIR ALLIANCE


UAS NEWS

The United Services Auto-mobile Association and State Farm Insurance are seeking exemptions from the Federal Aviation Admin-istration that would allow the test-ing of unmanned aircraft systems (UAS) to be used in catastrophic events.

“State Farm will be evaluating how to utilize unmanned aircraft systems to capture images and to determine the nature and extent of damage to policyholders’ property,” the company said in its filing. “State Farm is specifically interested in studying how unmanned aircraft systems can be deployed to obtain up-close images of a policyholder’s roof and how State Farm can de-ploy unmanned resources to areas hit by catastrophes.”

State Farm proposed using the Aerialtronics Altura Zenith ATX8 with Airware’s flight control system. Safety features employed could include geofencing, which ensures that UAVs stay within predefined areas, and full suite of

contingency management func-tions, user and flight plan manage-ment, and approval functionality.

“State Farm’s use of UAS for roof inspections does not create a hazard to users of the national airspace or the public or pose a threat to national security,” the ap-plication says. The company added that UAS operations will be limited to the customer’s property and that property owners will be notified before inspections.

In the filing, State Farm says using the unmanned vehicles would improve safety for State Farms’ claim representatives who must now climb on roofs with ladders to conduct inspections, and would provide faster, more accurate roof damage assessments.

Like State Farm, USAA plans to use unmanned aircraft to remove human life dangers, when surveying disaster areas.

“We’re constantly seeking ways to better serve our members, especially during catastrophes

when getting into neighborhoods immediately after can be dangerous to human life, and applying new technologies is one way we can do that,” said Alan Krapf, president of USAA property and casualty insur-ance group. “USAA already leads a best-in-class claims experience in the insurance industry, and the application of this technology can make us even better.”

USAA has partnered with Robin Murphy at Texas A&M University in College Station, which is a branch of the FAA UAS Texas test site.

“We’ve partnered with Dr. Robin Murphy and her organiza-tion called Robotocists Without Boarders,” said Kathleen Swain, USAA property and casualty group staff underwriter and FAA-rated commercial pilot and flight instructor. “We have done research into disaster operations and some search and rescue operations research with her as well.”

USAA is teaming up with Pre-

cisionHawk to use its fixed-wing UAS for research.

The UAS has a 4-foot wing-span and ranges in weight from 3 to 5 pounds depending on the payload. According to Precision-Hawk, the flight time of the UAS is 45 minutes, but because of the vehicle’s design, the battery inter-change process can be completed in less than five minutes.

“Right now we can fly about 45 minutes at a time and the bat-tery is completely disconnected so you’re able to swap it in and out,” said Lia Reich, director of public relations for PrecisionHawk. “It’s easy and when the plane comes down, it’s about a five minute turn-around to get that plane back in the air. That was the one thing that we really focused on in this last itera-tion, was getting that turnaround time as efficient as possible.”

Insurance companies file for FAA exemptions to assist in disaster relief

INDUSTRY LEADERS TEAM UP: PrecisionHawk is teaming up with USAA to provide its fixed-wing UAS for research. PHOTO: PRECISIONHAWK

agent offices operated by State Farm Insurance17,000

35,000claims per day

by State Farm Insurance

one hundred products or services offered by State Farm Insurance 45

minute flight time

minute battery swap turnaround

five


UAS NEWS

Germany-based Skysense Inc. is offering a line of charging pads for unmanned aerial vehicles that enables them to operate autonomously.

Andrea Puiatti, Skysense CEO, says that not only is the technology attracting the at-tention of UAV manufacturers looking to integrate it into their products, but it’s also available to end users who can retrofit it to their UAVs.

The Charging Pad—covered with gold-plated power tiles—solves the problem of recharg-ing UAVs remotely, allowing operators to fly fully autonomous missions.

“There are spring-loaded contacts that touch the surface of the charging pad,” Puiatti says. “Once this happens, we create a shortcut between the power sup-ply and the battery.”

Puiatti says the Skysense Charging Pads are already in commercial use in Europe, and the company is now taking orders for 17-, 34- and 68-inch pads. The pad kits are being manufactured in Germany and will be available for delivery in January.

Skysense is also develop-ing a remote-controlled Drone Port, a dome-shaped hanger that encloses the UAV and Charging Pad to protect them from the ele-ments. Puiatti expects the Drone Port to be available by March.

Skysense has attracted the attention of DroneDeploy, Infini-um Robotics and AiDrones, all of which have formed partnerships with the company to integrate its technology into their hardware, according to Puiatti.

"Skysense's autonomous

charging pads are an important technology, enabling fully autono-mous drone operations,” says Mike Winn, CEO of DroneDe-ploy.

Winn expects the Charging Pads to have wide application in future services such as Amazon’s Prime Air package delivery and for near-term applications such as DroneDeploy customers using UAS in agriculture, construction and mine surveying.

Developing a practical re-

mote-charging technology avail-able at a reasonable price wasn’t easy. Skysense began working on the problem about a year ago.

“We recognized that one of the biggest problems was recharg-ing,” Puiatti says. “You fly from A to B to C and back to A again. After 20 minutes, the battery is dead and you must recharge.”

After designing some proto-types, Puiatti and his colleagues at Skysense developed a wireless, easy-to-use technology.

“You just have to land on it to recharge—that’s it,” he explains. “It’s really easy to say, but there was a lot of work involved. It wasn’t easy to create a technology where you could land anywhere on a surface and recharge.”

UAS charging system provides fully autonomous operations

GOLD STANDARD: The Skysense charging pad is covered with gold-plated power tiles which charge the UAV's battery when it lands on the pad. PHOTO: SKYSENSE INC.

GETTING ATTENTION: UAS manufacturers are partnering with Skysense to integrate the wiring into their designs, but individuals can also purchase a kit to retrofit their UAV to work with the Charging Pad. PHOTO: SKYSENSE INC.

SPECIFICATIONSCharging Pad Input:AC 100-240V ~ 50/60HzCharger Plugin:LiPo 1-3S 1A (100g)LiPo 4-6S 1-10A (150g)Dimensions:Compact - 18x18 inMedium - 36x36 inWide - 72x72 in(~ 45, 90, 180 cm)

» » »


UAS NEWS

Central Michigan University researchers are using UAS to monitor Great Lakes ecosystems while the Northern Michigan Unmanned Aerial Systems Con-sortium has formed a partnership with one of six FAA-designated test sites in the U.S.

CMU researchers are us-ing UAS to monitor and assess wetland ecosystems around the Great Lakes region. The Griffiss International Airport UAS test site at Rome, New York, and the Northeast UAS Airspace Integra-tion Research Alliance (NUAIR Alliance) have formed a partner-ship with NMUASC.

NUAIR is a New York-based nonprofit coalition of more than 50 private industry, academic institutions and military assets and operations, managing UAS test sites in New York and Mas-sachusetts.

Based in Alpena, Michigan, NMUASC is a flight test center grouping of UAS manufactur-ers, military, academia, research centers, government agencies and private partners. The largest airspace complex east of the Mississippi, it offers four test sites and a turnkey solution for UAS operations including flight testing, aerial operations, research and development, training and educa-tion, and manufacturing.

The partnership with NMUASC enables the organiza-tions to cooperate in develop-ment and operations of UAS in the Northeast. Adding the Michigan-based consortium to NUAIR’s current partner-ship with New York and Mas-sachusetts expands key service

offerings, adds new test sites capabilities, expands international connections and creates joint opportunities that benefit all three states.

At CMU, Benjamin Heu-mann, director for the Center for Geographic Information Science and lead investigator, is working with two master students using a UAV to integrate data collection into assessment and monitor-ing protocols for ecosystems in the Great Lakes region. They’re operating a single-rotor Avenger helicopter built by Leptron Indus-trial Robotic Helicopters.

“The Environmental Protec-

tion Agency has a Great Lakes Restoration Initiative, a several million dollar initiative, that they have to monitor and restore the Great Lakes, so we would like to have this technology integrated into part of that program,” says Heumann.

The self-funded pilot project is still getting off the ground and making sure all the technology works, according to Heumann. “Eventually, we’d like to work with federal, state and govern-ment agencies and nonprofit organizations to help support us in monitoring efforts and to help support them by providing aerial

data they could use to help im-prove their efforts and activities.”

The university is one of two in the state that have active flying programs related to environmen-tal science, which according to Heumann, brings a unique aspect to the program.

Michigan launches UAS project, forms new partnership

WILD VIEW: Researchers at Central Michigan University chose a single-rotor style unmanned aerial vehicle to monitor ecosys-tems and avoid disturbing the environment being monitored. PHOTO: CENTRAL MICHIGAN UNIVERSITY


MANUFACTURING & DISTRIBUTION



UAVs MADE IN

Detroit Aircraft and Lockheed Martin have partnered to revive Detroit and provide first responders with emerging UAV technology.By Emily AasandPhotos By Andrew Potter

It began in the early 1920s. Founded by Edsel Ford, William Stout, and other industry leaders, Detroit Aircraft Corp. was, at one time, the world’s largest aviation holding company. In 1929, adding to the companies under its umbrella, Detroit Aircraft purchased 87 percent of the assets of (what became) Lockheed Corp., just months before the stock market crashed, ruining the aircraft market and plunging Detroit Aircraft into bankruptcy, receivership and dissolution.

Five days after Detroit Aircraft closed its doors, in 1932, Lockheed Aircraft Corp. Division was bought out of receiver-ship by a group of investors and, in 1934, became Lockheed Corp. The company merged with Martin Marietta, in 1995, and has since become known for its global aerospace, defense, security and advanced technology services.

UAS VISION: Jon Rimanelli, Detroit Aircraft CEO, aimed Detroit Aircraft's beginning focus on small UAS for first response and public safety, in an effort to follow the business model of "think big, start small."

DETROIT



In 2007, Jon Rimanelli, an avid pilot, began working to re-vive the Detroit Aircraft name. He had learned of the Red Bull Air Races that are held in vari-ous locations around the world and began researching air racing. Rimanelli says he thought the banks of the Detroit River would be a perfect location and proposed it as the site for the 2010 Red Bull North America’s Air Races. In the process of making his successful pitch for the event, Rimanelli discovered the rich aviation history of Detroit.

“One of my biggest argu-ments [to host the races] was all the history in Detroit. From Charles Lindbergh being born here to Boeing being from here. All the aviation history here is incredible,” says Rimanelli. “It was the perfect opportunity to restore aircraft manufacturing in the city of Detroit.”

With the 2010 races ac-complished, and armed with knowledge of the city's history, Rimanelli believed the time was right to revive the defunct Detroit Aircraft. He contacted Bruce Holmes, former NASA Langley chief strategist, who led NASA’s small aircraft trans-portation systems, to see what NASA had been studying in the area of mass producing small aircraft systems, and here he found his next business idea.

On July 11, 2011, Rimanelli founded Detroit Aircraft, a new company, under the same moniker, designed to “leverage Detroit and Michigan’s skilled

labor and industrial base to mass produce highly automated freight and passenger transportation systems to network to the United States’s 20,000 airports.”

“The rule of thumb, if you ever want to start in business, is to think big, start small,” says Rimanelli. “So I decided to focus on small UAS for first response and public safety because Detroit has a very large area to manage

and I saw that as a force multi-plier. We spent a lot of time do-ing homework, researching and building multi-rotor helicopters to get some experience.”

In 2013, Rimanelli began visiting with Lockheed Martin. During those conversations, Lockheed Martin mentioned it had spent several years design-ing and developing the Indago unmanned aircraft platform and

that there was potential for De-troit Aircraft to be a distributer of that platform.

“We had several meetings. They came to Detroit a couple of times—one for a meet and greet with city officials and an-other to demonstrate and present the Indago to various agencies in the region,” says Rimanelli. “They decided that we would make an excellent distributor, we

AN EYE IN THE SKY: The Indago has a 45-minute lifespan and has a ceiling height of more than 18,000 feet.



signed a distributor agreement, and during that process we told them we were also interested in manufacturing for them.”

The company has not only become an Indago platform distributor in Detroit, it has also branched out to other cities. Detroit Aircraft recently sold a vehicle to a Louisiana police department and is currently final-izing certificate of authorization

(COA) applications with Detroit fire department.

“He has also bought the right to do top-level manufac-turing and top-level assembling from me,” says Dave Pringle, site general manager at Lockheed Martin for Procerus Technolo-gies.

“It’s kind of interesting how we went from a phone call a year ago to becoming a distributor

to becoming a supplier,” says Rimanelli. “It’s a very unique relationship.”

The VehicleThe Indago is a vertical

take-off and landing (VTOL) quadcopter with a weight of just under 5 pounds.

“It has multiple capabilities and uses that we are looking to market,” says Pringle. “Public

safety is one of those, and Jon is attacking that market very heavily.”

The unmanned aircraft folds into two small cases—one that actually carries the VTOL itself and the other one houses the hand controller—all of which fits into a backpack.

“It’s nice for public safety—law enforcement, search and rescue—because of its quick set



SEARCH AND RESCUE: Detroit Aircraft has developed a partnership with the city of Detroit and the Detroit Fire Department in which Detroit Aircraft will train firefighters to use the Indago platform for rescue missions.

up,” says Pringle. “It can be set up in less than two minutes and be up in the air. It has a leading endurance within the industry ranging between 45 minutes to an hour of endurance depend-ing on the situational use of the vehicle.”

The Indago can fly between 25 and 35 miles per hour and has a ceiling height of more than 18,000 feet.

Lifesaving PartnershipTodd Sedlak is the lead

trainer at Detroit Aircraft with more than 3,500 flight hours. He is also a firefighter, and helped facilitate when Detroit Aircraft and Lockheed Martin developed a partnership with the City of Detroit and the Detroit Fire Department.

“When I was able to take these two skill sets that I have as an unmanned systems operator and a firefighter, the utility was

obvious to me,” says Sedlak. “We set up meetings with the Detroit Fire Department and I explained the utility to them and they were immediately on board.”

Detroit Aircraft has applied for a COA and is expected to receive it within the next month, at which point, it will conduct training for the Detroit Fire Department.

Detroit Aircraft has been looking into dilapidated areas of the city to perform mock search

and rescue missions or hazmat scenarios and to train other Fire Departments how to improve their efficiencies in fighting fires using unmanned systems, says Rimanelli.

“We have more fire is-sues than anywhere else in the country, which would make an ideal training location for other agencies in the United States to learn how to use these vehicles in first response and fire applica-tion,” says Rimanelli. “That’s our



REEMERGENCE OF A CITY: Rimanelli says the re-emergence of Detroit Aircraft and re-emergence of the city of Detroit is the bigger picture for him and what he's trying to accomplish.

The Michigan State Police purchased the Aeryon Sky-Ranger, a small unmanned aerial system (sUAS), to evaluate for state-wide unmanned aircraft system (UAS) integration.

“It’s such a new technology that we believe it can enhance law enforcement in several different areas,” says 1st Lt. Chris Bush, commander field support and aviation section, Michigan State Police special operations division. “We’ll probably start out with some search and rescue calls, tactical calls and we’re looking at doing some mapping on our critical infrastructure in the state.”

The MSP is currently operating under a U.S. Federal Aviation Administration training certificate of authorization (COA) to train officers in a number of public safety scenarios, says Aeryon Labs Inc., developers of the SkyRanger. “The goal of the UAS program is to enable officers to operate the Aeryon SkyRangers in applications such as critical incident and natural disaster response, search and rescue, traffic accident reconstruction, as well as scene photography,” says the company.

“After the success of the UAS training scenarios, we look forward to receiving the operational COA for the entire state,” says Bush. “Our emergency response and investiga-tion teams are anticipating the benefits of using the Aeryon SkyRanger in the field.”

Michigan is home to four of the top 10 most violent cities in the country and the Michigan State Police say they hope to implement this new technology to better those cities.

“For the Michigan State Police agency to provide opera-tional UAS capabilities for 83 counties is a significant deploy-ment, especially with training operators who might not have previous experience flying unmanned systems,” says Dave Kroetsch, Aeryon Labs president and CEO. “We know that the Aeryon SkyRanger’s easy-to-use interface will help speed up the roll out process and ensure that first responders can gain critical field data quickly and accurately.”

A state affairPHOTO: AERYON SKYRANGER



strategy. To create an academy to train other fire agencies and first responders on how to use them here in the city of Detroit.”

Rimanelli says he and his company have seen an interest from other fire departments across the country.

“Our goal is to make sure that these technologies are af-fordable and accessible for every law enforcement team, every first response team and every fire department in the nation,” says Rimanelli. “It’s a tool that miti-

gates risks, increases efficiencies and can help save lives.”

UAS VisionThe unmanned aircraft

vehicle industry within Lockheed Martin is spread across several business units, the Indago is the only platform Pringle has at Pro-cerus Technologies, but Lock-heed Martin offers a wide range of systems including fixed-wing platforms.

As for Procerus Technolo-gies, Pringle says he and his team

are focusing on the U.S. Depart-ment of Defense market as well as the international and public safety markets.

“My team is a relatively small, commercial entity of Lockheed Martin,” says Prin-gle. “We just received our first program of record with our preceptor gimbal with the U.S. Army. We will continue to focus on the U.S. Army. Opportuni-ties within the Department of Defense is one of my big focus areas, but we’re also taking our

products internationally and forming alliances with agents in other countries.”

In the U.S., Lockheed Mar-tin and Detroit Aircraft are no different than any other U.S. firm waiting to hear on the Federal Aviation Association regulations.

“The last I heard [on the FAA ruling] is that there’s going to be a release by the end of the year where they [the FAA] will lay out an 18-month plan describing the process allowing people to qualify vehicles and

A STEADY HAND: Rahul Yadisetty works on microchips as part of the high-level manufacturing process.



MANUFACTURING AGREEMENT: Rimanelli began visiting with Lockheed Martin in an effort to become the top-level manufacturing and assembling of the Indago platform.

operators as well as lay out the parameters upon which they’ll allow the aircraft to fly,” says Pringle.

“I’m hoping and looking forward to the FAA streamlining the process because it’s my belief that getting this technology to the people who need it the most is a big priority, not only as a company, but as a nation,” says

Rimanelli. “It’s a moral responsi-bility, in my opinion.”

“The reemergence of De-troit Aircraft, the reemergence of the city, and creating jobs here in the industry, is for me, the bigger story,” says Rimanelli. “It’s been fun because it’s an opportunity to give kids who don’t see much of a future in Detroit an idea, an opportunity to have a differ-

ent type of job in aviation. I’d say the broader mission of the company is that at the end of the day, we’re successful in delivering this technology to the masses and first response. I would say long-term, I think unmanned systems are the foundation for a highly automated air transporta-tion system in the future.”

Author: Emily AasandStaff Writer, UAS [email protected]


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THEVIEWHow exemptions for UAS cinematographers will positively impact the consumer and the industryBy Patrick C. Miller

ACTION TRACTION: HeliVideo Productions has provided aerial video to CBS News, the Discovery Channel, Animal Planet, HBO Sports and oth-ers. Shown here is one of its UAVs, the Epic 6K Dragon.PHOTO: HELIVIDEO

When the U.S. Federal Aviation Admin-istration gave six aerial photo and video production companies exemption for the commercial use of unmanned aerial sys-tems, was it a significant step forward or a case of too little too late?

The debate started in late September when the FAA announced the granting of exemptions to the six businesses (a seventh was later issued to Flying-Cam) to operate UAS for moviemaking and television production.

U.S. Transportation Secretary Anthony Foxx hailed the occasion as “a significant milestone in broadening commer-cial UAS use while ensuring we maintain our world-class safety record in all forms of flight.”

Chris Dodd, the former U.S. senator who heads the Mo-tion Picture Association of America—the organization that petitioned the FAA for the exemption—called it “a victory

ENHANCING


for audiences everywhere” that gave “filmmakers yet another way to push creative boundaries and create the kinds of scenes and shots we could only imag-ine just a few years ago.”

But Michael Drobac, exec-utive director of the Small UAV Coalition, reflected the view of other pundits when he groused, “We’re hopeful that future peti-tions that are approved will not necessarily have to be a cook-ie-cutter model of what was approved for the production companies in the closed-set filmmaking.”

Brendan Schulman, an at-torney specializing in UAS law, opined, “I’m worried that it’s too small a step forward and it’s too narrowly limited.”

Some of the FAA restric-tions include: no night opera-tions; keeping the UAV within line of sight; operating UAVs on closed sets only; providing advanced notice of UAS flights; providing a plan of activities to an FAA Flight Service District; prohibiting UAV operations from a moving device or ve-hicle; and requiring a privately licensed pilot with a current

third-class medical certificate and an observer.

So, what do the six com-panies that received the exemp-tion think of it? How will it af-fect their ability to shoot movie and TV scenes from unmanned aerial vehicles, engage in aerial photography and record com-mercials? And, how do they view the process they went through, and will it open the way for other commercial UAS applications?

Eric Austin, owner of He-liVideo Productions in Austin, Texas, reflected Schulman’s

view, saying, “There’s not much freedom about it. The limits they put on our use are quite severe.”

However, representatives of the other five companies were more charitable in their as-sessments of the FAA exemp-tion. They all agreed that while they might not have gotten ev-erything they wanted, they got what they needed.

“The FAA was very cog-nizant of creating fair limita-tions,” says Tom Hallman, pres-ident, Pictorvision, Van Nuys, California. “We addressed all

OPERATIONS

DAY AT THE BEACH: Earlier this year, Aerial MOB tested its quadcopter, hexactoper and octocopter UAVs at a beach near its headquarters in Carlsbad, California. PHOTO: AERIAL MOB


the safety issues, yet are still able to use these things com-mercially.”

Preston Ryon, owner of SnapRoll Media, Franklin, Ten-nessee, expressed satisfaction with the way the FAA regulated the companies. “It does it in a safe way, and that’s the best part of it. It’s just restrictive enough to keep things safe and orga-nized,” he says.

For Chris Schuster, owner of Vortex Aerial, Riverside, California, the exemption pro-vides an opportunity to return to the U.S. for filming on closed sets. “Up until the last two years, we’ve had to operate out-side the United States,” he says.

Hal Winer, director of op-erations for Astraeus Aerial,

Encino, California, cites anoth-er reason the FAA’s exemption is important to the companies, which is to separate the pro-fessionals in the field from the amateurs.

“There’s a ton of hobby-ists out there who are throwing cameras on a UAS and market-ing themselves as aerial cinema-tographers,” he notes. “Every-one on our team has extensive experience in the film, televi-sion and advertising industries. We know where to put the cam-era. We know how to use the camera. We know how to get the shots. We also have experi-ence with the FAA in safety and flight operations.

“We’re not just trying to capitalize on an industry that

has the need,” Winer continues. “We are professionals in the in-dustry. We recognize the need and we’re filling it based on our expertise.”

Ryon echoes Winer’s view: “Just because anybody can buy a UAV doesn’t make it safe for them to be out there flying. We’re all for other people going through the same process we went through so that they can be licensed and safe. There’s a need for more than just six op-erators.”

Although the process ac-tually started months before the MPAA officially filed for the exemptions in early June, it took nearly four months to finalize them. All six compa-nies were mostly satisfied with

the process and the manner in which the FAA conducted it.

“Given the tough task that the FAA is facing in terms of integrating commercial use of UAV’s into the national air-space, I think it was a reasonable process,” says Tony Carmean, founder of Aerial MOB, Carls-bad, California. “With that said, it took a huge amount of time, effort, and finances to develop all of the proper documenta-tion that the FAA required. It was not easy by any means.”

Austin agrees that the pro-cess was lengthy and expensive, requiring “powerful consul-tants and lawyers.” However, he adds, “Considering how slow the FAA moves, I was actu-ally surprised when they moved

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PICTURE THIS: Aerial MOB uses state-of-the-art systems such as this hexacopter which features a three-axis, brushless motor camera stabilizer and the 4K Panasonic Lumix GH4 digital camera. PHOTO: AERIAL MOB


OPERATIONS

quickly toward the end. I know they’ve been under tremendous pressure for years on this sub-ject.”

There is no disagreement among the six companies that the ability to use UAVs for their work improves safety and low-ers costs while opening new av-enues for creativity.

As Hallman explains, in contrast to using an expen-sive full-sized manned heli-copter, “Just because of the size, weight and noise, we can get much lower, much closer to actors. You don’t have a gi-

ant combustion engine making tons of noise. You don’t have giant prop wash blowing stuff all over the set. We can fly in-doors.”

And, he adds, “Because the wing span of the class of multi-rotors we’re going to be using is three to four feet versus 36 feet, it opens up tons of locations and really interesting places we can now put a camera that you couldn’t even dream of before.”

Aerial MOB’s Carmean says, “This technology has the ability to get perspectives not possible with any other tradi-

tional film production tools like dollies, jibs, cranes, cable cameras, Russian arm cars and full-size aircraft. The use of UAS allows for combining all of these types of shots into one continuous shot, and we can do them much more efficiently in terms of time and budget.”

Schuster references anoth-er instance in which UAS will help in capturing aerial shots.

“We can operate on city streets with the caveat that a set perimeter is secured and ex-cludes any non-production per-sonnel,” he says. “It keeps the

general public out of the eye of the camera so it preserves their privacy, and it also preserves their safety as well.”

In granting the exemption, the FAA recognized the obvi-ous safety benefits that UAS of-fer over conventional manned aircraft.

“The fact that the aircraft are so much smaller, the blades are so much smaller and we’re using electric power instead of liquid fuel, there’s a lot less that can go wrong if there’s an ac-cident,” Hallman says. “Just not having hundreds of gallons of

NEW TOOL: Pictorvision, known for its use of manned helicopters to provide stabilized camera systems for the broadcast, entertainment and commercial sectors, is adding UAVs to its platforms as a result of the FAA exemption.PHOTO: PICTORVISION


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fuel that can spill if there’s an accident really changes the safe-ty issues.”

Among the six companies, there’s broad agreement that the FAA will use the experience gained from the regulatory pro-cess and the commercial UAS operations to eventually open the door to integrating other applications into the national airspace.

“The entertainment indus-try sector of drone use is prob-ably the best place for them to start with the integration pro-cess,” Schuster says.

‘The FAA was very cognizant of creating fair limitations. We addressed all the safety issues, yet are still able to use these things commercially.’ - Tom Hallman

Austin concurs, saying: “I know the FAA is using us as the first test case, and it makes sense because we operate in the tightly controlled movie and TV arena. They are moving on to other areas such as agricul-ture, pipe and transmission line inspection, and flare stack in-spection. These will take more time to approve, but I expect we’ll see some news on this front soon.”

As Hallman notes, now that the aerial cinematogra-phers can legally operate UAS, it should provide the FAA with guidance to develop regulations for other industries.

“We’re going to generate a whole bunch of data that the FAA can use and figure out for the rulemaking process,” he says. “What is a reasonable amount of regulation? It’s a learning process for everybody. We can create standards that just haven’t been happening so far. This visibility should give the FAA and the public at large the information they need to come up with reasonable, per-manent rulemaking.”

There’s also an expectation that as the companies demon-strate they can operate under the FAA’s regulations, some of the restrictions could be re-laxed.

“In this initial approval, we

are not going to be allowed to perform nighttime operations due to insufficient data for such operations,” says Carmean. “The FAA has said that they are open to approving nighttime operations in the near future if or when we are able to establish safe operational procedures.”

Winer says Astraeus Arial has a proprietary system that enables its UAV to fly blind. However they can’t use it un-der the FAA regulations. “We anticipate that rule changing down the road, but for right now, we’re fine with it. We’ll take what we can get,” he says.

Schuster says that go-ing through the process has changed his perspective on the FAA and the regulatory pro-cess.

“Honestly, I have a new-found respect for that branch of our government. Being that we’ve been working hand in hand with these people, we’ve learned that the time commit-ments and the perceived delays were actually very well justified by the Federal Aviation Admin-istration,” he says.

“They rose to the occa-sion,” Schuster adds. “They got the job done in due course and actually in record time. Considering how complex the problem was, they really did an excellent job. They realize that

if things don’t work out right, they’re going to be the ones that answer for it.”

Ryon also expressed admi-ration for the manner in which the FAA conducted the process.

“The FAA was super-pro-fessional and moved as fast as they possibly could while keep-ing safety in mind,” he says. “They wanted this type of technology to be used, but they wanted to do it in a way that when it’s introduced for com-mercial use, it’s done safely.”

Ultimately, Carmean be-lieves the public will notice the difference in what aerial cin-ematographers can accomplish with UAS.

“The true beauty of what this technology offers film pro-duction is low-altitude aerial cinematography, not necessarily just the high altitude, wide-angle shots,” he explains. “The big winner here is the consumer. This technology will enhance the film-viewing experience.”

Author: Patrick C. MillerStaff Writer, UAS [email protected]



Textron makes a myriad of products for both the military and civilian markets, rang-ing from power tools to unmanned mine-sweepers for the U.S. Navy. Until recently, Textron’s unmanned aerial systems were

primarily known for their use in the military world.

Signaling a shift in its UAS focus, however, the company made its first appearance at The Commercial UAV Show held an-nually in London. David Phillips, vice president for small- and me-dium-endurance UAS in Textron

Systems Unmanned Systems, de-livered a keynote address entitled: “UAS: A Game-Changer in Oil and Gas Security.”

“Textron Systems Un-manned Systems is extremely interested in ultimately segue-ing into the commercial mar-ketspace,” Phillips says. “Much

of what we’re doing right now is positioning for that.”

Textron has long been a fixture in the military world with its Aerosonde and Shadow unmanned aerial vehicles and its UAS ground control systems. But as Phillips explains, the company has always planned to enter the commercial market in concert with the Federal Aviation Administration’s timetable to integrate UAS into the national airspace.

“What we’ve done along the way is put enough attention into our UAS, whether it be size-related or reliability-related or redundancy-related or engine-related, so that a transition to commercial airspace is easier,” he says.

In particular, the purpose-built UAV engine designed and manufactured by Lycoming—a Textron subsidiary—is “the most critical enabler for improved reli-ability in the system,” according to Phillips.

The market potential for commercial UAV engines is one reason Textron wants to expand into the civilian marketplace.

“Volumes in the military don’t get engine manufacturers too excited, which is why we don’t have too many purpose-built engines in this industry for UAS,” Phillips notes. “So it’s an

LONG DISTANCE UAV: The latest version of the Aerosonde, Textron Systems' small unmanned aerial system, has a purpose-built Lycoming engine that gives it up to 14 hours of endurance. PHOTO: TEXTRON SYSTEMS

Textron Systems Aims At CommercializationBy Patrick C. Miller



eye toward the commercial mar-ket and the much larger volume potential that the commercial market provides that’s really the end-game for unmanned systems. It’s not much different, quite frankly, than a lot of other technologies that started in the military and transitioned to com-mercial.”

Just as the global positioning system started as military tech-nology and became ubiquitous in civilian applications, Phillips says UAS electro-optical and infrared sensors, as well as data links, will find commercial uses as they become more affordable.

“What we’ve been con-centrating on as the systems integrator and the air vehicle manufacturer is the reliability of the aircraft,” he says. “We then partner with our supply base to make sure that the payloads we don’t develop, but that we inte-grate, will be commercialized.”

Two of the most important aspects of commercializing a technology are reducing the cost and making it exportable, which is one reason Phillips says Textron considers the oil and gas industry a near-term path for UAS commercialization. In fact, Textron is already flying UAV missions overseas for customers in the industry.

“We’re flying in high-risk ar-eas for our oil and gas customers right now in coordination with their governmental agencies, their equivalents of the FAA and the air traffic control of nearby airports,” Phillips says. “

Because Textron can readily demonstrate the benefits of

flying high-risk aviation missions using UAVs in remote, low-pop-ulated areas, Phillips believes the prospects are better for commer-cializing UAS technology with the U.S. oil and gas industry.

“We see commercial ap-plications where it will be a little more difficult to work a certifi-cate of authorization—things like precision agriculture, domes-tic pipeline monitoring and en-vironmental studies—where it’s probably not as imminent. But the oil and gas stuff, right now, we’re doing it,” Phillips says.

Even though much of Tex-

tron’s UAS work has been for the U.S. military, Phillips described some of the civilian projects in which it’s been involved and oth-ers that could occur in the near future.

For example, the company was asked by President Tommy Remengesau of the Pacific island nation of Palau to use its UAS technology to identify boats illegally fishing in the country’s waters. Flying a UAV at 15,000

feet where it’s virtually undetect-able, the sensors could zoom in on a vessel’s registration number and transmit the information to an operations center in real time. A patrol boat would then be directed to intercept boats operating illegally.

Off the coast of Australia, Phillips says Textron Systems flew an environmental monitor-ing mission for Chevron.

“We had to show that their offshore drilling operations weren’t impacting the migratory and reproductive activities of sea turtles,” he says. “So we flew for a couple of months, tracking the before and after of turtle tracks. We’d take pictures of the same routes, the same beach lines ev-ery day and then apply a software overlay to show that the before and after was the same.”

A potential mission for Textron UAS is creating a “cell bubble” to provide communi-cations over an area in which Internet or cellular connectivity aren’t normally available.

“We can fly an Aerosonde that creates a communications link, increasing the range of handheld radios or cell phones by bouncing the signal off the aircraft in the sky as a link extender. In mining and survey-ing, there are remote operational areas where a UAV in the sky acting as a communications link is of benefit, Phillips says.

A major advantage of the Aerosonde is its 14-hour endur-ance, which not only improves on the three- to four-hour flight time of a manned aircraft, but also makes it ideal for missions

over linear infrastructure such as pipelines and power lines.

Phillips stresses that Textron is not wedded to using its own UAVs if better options exist.

“Because we do our control systems, if the model says that we don’t need a system of Aero-sonde’s capability, then we can bring in somebody else’s smaller, perhaps battery-operated, less-expensive unmanned aircraft system with the same control function,” he explains. “Our customers don’t need to invest in another control system. We just modify the aircraft’s autopilot to interface with our control regime.”

As Phillips notes, many of Textron’s customers are inter-ested in obtaining data at the lowest cost rather than buying and owning a UAS.

“Most of our operations right now are being done on a fee-for-service business model,” he says. “If we’re providing the service, we’re going to provide the most efficient service, even if it’s somebody else’s aircraft that we integrate into our system.”

Textron Systems Unmanned Systems isn’t flying missions only to demonstrate its com-mercial UAS capabilities, but it’s also forming partnerships and making investments in products, reliability and payload integration which Phillips says will ultimately get the company to its commer-cialization goal.

UAS LEADER: David Phillips, vice president of small- and medium-endurance UAS with Textron Systems Unmanned Systems. PHOTO: TEXTRON SYSTEMS


PRECISION APPROACH: Precision agriculture-based service providers looking to implement unmanned aerial systems into day-to-day operations are working with attorneys now in advance of future work. PHOTO: PATRICK C. MILLER

While the United States unmanned aircraft systems (UAS) industry is still waiting on the U.S. Federal Aviation Administra-tion to deliver its flight regulations for civil and commercial use of unmanned vehicles, many law firms are forming UAS units to assist clients with legal issues pertaining to the developing tech-nology. Some firms offer advisement for manufacturing and operating clients, others offer assistance with the rule making process, while some are proposing preemptions to the Notice of Proposed Rulemaking issued by FAA.

Hunton & Williams LLP re-cently announced the formation of a UAS integration unit to assist clients with the legal complexities associated with the developing commercial UAS regulations. The firm will be able to assist with is-

sues regarding the rulemaking process of the FAA, the National Transportation Safety Board, and other state and federal agencies.

“Our view, in general, is that with emerging technology like this, which has so many obvious applications for various uses, that there are lots of other opportuni-ties that many folks haven’t even considered yet. We think there’s just such a broad range of ap-plications that clients like ours could use the technology for and it’s not just the UAS platform it-self, but what it can do for them, how they’re implementing that into their businesses, and that, I think, provides a rich landscape of opportunity for them to do things faster, better, cheaper, and in ways they hadn’t envisioned before,” said Michael Sievers, a counsel at Hunton & Williams.

“Coupling all that with a regulatory environment that’s just being born around this technol-ogy, we certainly saw a need for our clients to have some advice in navigating that landscape, in-fluencing that landscape if they

can or have that desire, but oth-erwise, really learning with it and complying with it,” said Sievers.

“Our UAS integration unit’s current initiatives include collaborating with clients to de-velop internal working groups to include representatives from legal, new technologies, risk management, privacy and secu-rity and aviation departments; risk management, privacy and security and aviation depart-ments; and participation in joint efforts of industry, trade groups and government to clarify rules regarding the operation of UAS and related systems,” Hunton & Williams said.

The UAS integration unit is part of the larger Unmanned Systems Group and is led by Sievers, Doug Kenyon, Eric

Murdock, and Lisa Sotto. The unit includes business, litigation and regulatory professionals who will monitor and participate in the developments of regula-tory programs for UAS and oth-er unmanned systems.

“The use of these emerg-ing technologies draws on the areas of the law in which we have significant proficiency, such as aviation, environmental, government relations, insurance, maritime patent, privacy and data protection, products liabil-ity, property and land rights, risk management, technology and transportation,” said Hunton & Williams.

Like partners at Hunton & Williams, Donald Mark is also leveraging a law career linked to the aviation industry

POLICY & REGULATION

UAS law firms take different approachesFrom operations to liability, UAS law firms are providing several forms of guidanceBy Emily Aasand


POLICY & REGULATION

REGULATORY PLATFORM: Attorneys are starting practices to help UAS operators understand flight regulations and liability issues. PHOTO: PATRICK C. MILLER

into an unmanned aerial vehicle law practice. Mark, founder of Minnesota-based Fafinski Mark & Johnson, will help lead a team equipped to advise and represent a range of clients from large-scale UAV manufacturers to small-time operators. The law group repre-sents Fortune 500 companies, international clients from Swe-den to Dubai and recently, repre-sented an aviation client in a case that made it to the U.S. Supreme Court.

“We felt like the time was right to launch this new group. We’ve been watching the tech-nology very closely,” said Mark. “When the U.S. Federal Avia-tion Administration puts rules to paper we are going to see an explosion of uses for the UAS industry.”

FMJ explains potential li-ability and certification issues, for UAV manufacturing clients. For operators, Mark and his team explain technology offerings and the possible role of insurance. “I think the insurance industry will have a lot to say about drones and how they are utilized. If you want to get insurance, you will have to abide by the qualifications that the insurance companies will re-quire,” he said.

Many of FMJ’s clients to date have been in the precision agri-culture sector, Mark says. “The farmers have figured it out,” he said of the agricultural communi-ties’ embrace and understanding of the opportunities presented by the implementation of UAS into day-to-day operations. Other in-dustries, including utilities, oil and

FLIGHT TIMES: Several UAS-based law practices are led by former aviation industry veterans. PHOTO: PATRICK C. MILLER


POLICY & REGULATION

BREADTH OF KNOWLEDGE: Michael Sievers' practice focuses on commercial real estate and unmanned systems. He's the co-chair of Hunton & Williams newly formed Unmanned Systems group as well as the UAS Integration Unit.PHOTO: HUNTON & WILLIAMS

gas and even sports teams, will benefit from the imminent FAA rulemaking. “We are now seeing some sports teams that are us-ing UAVs to get a better view of football practices. They can view from above what a pulling guard is actually doing. It’s pretty re-markable and we’re going to see uses in the next two to five years that we haven’t even thought of,” Mark said.

McKenna Long & Aldridge LLP has joined Hunton & Wil-liams, FMJ, as well as other U.S. law firms in capitalizing on the UAS industry’s need for advise-ment. The firm recently peti-tioned the FAA, on behalf of its UAS Advisory Group, request-ing that any notice of proposed rulemaking issued by the FAA addressing small unmanned air-craft systems (sUAS) including a

regulation that preempts state and local regulation of sUAS in-cluding design, sale, distribution or operation.

“What we’re requesting is that the FAA, as part of their federal rulemaking process, where they define the operation use of navigable airspace in UAS, include a preemption provision that says essentially no state can regulate the use of UAS,” said Mark Dombroff, a McKenna partner who formerly headed the U.S. Department of Justice’s aviation litigation group.

“The language we’re pro-posing would preempt, in other words preclude, any state UAS specific laws relating to the de-sign, use or operation of UAS even if it’s for the purpose of privacy,” said Larry Ebner, a na-tionally recognized authority on federal preemption.

The petition, which was prepared in union with McK-enna attorneys, explained that a sUAS preemption regulation

would be in the public interest and preserve and promote avia-tion safety.

“The FAA has the know-how, experience, and personnel for regulating UAS on a nation-ally uniform basis,” said Ebner. “Allowing each state to adopt its own UAS regulations would jeopardize aviation and public safety by undermining national uniformity.”

“At McKenna, our UAS Advisory Group is focused on policy-making during this critical period of federal rulemaking that will shape the regulatory world in which the UAS industry will live, said Lisa Ellman, co-chair of McKenna’s UAS practice.

Author: Emily AasandStaff Writer, UAS [email protected]

EXPERIENCE MATTERS: Donald Mark, founder of Minneapolis-based Fafinski Mark & Johnson, has a long career in aviation law. Mark started a UAS practice in July to meet the needs of clients looking to sell, use or implement unmanned aerial systems into everyday operations.PHOTO: FAFINSKI MARK & JOHNSON

POLICY MAKING: Mark Dombroff, a McKenna partner, formerly headed the U.S. Department of Justice's aviation litigation group.PHOTO: MCKENNA LONG & ALDRIDGE LLP

PREPPING FOR FLIGHT: Larry Ebner, a nationally recognized authority on federal preemption, drafted the letter along with Dombroff and other McKenna attorneys.PHOTO: MCKENNA LONG & ALDRIDGE LLP

LAW FIRM FOCUS: Hunton & Williams-Rulemaking process of the U.S. FAA-State and Federal Agencies

FMJ-Manufacturing clients liability and certification issues-Operator clients technology offerings and roles

McKenna, Long & Aldridge-State UAS laws relating to design, use and operation -Privacy issues

UAS December 2014

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Transcript of UAS December 2014