As of Saturday, the FAA’s Remote ID rule—which mandates that all drones required to be registered with the agency include a “digital license plate” that broadcasts information such as ID number, location, and altitude—is in full effect. The rule is intended to allow the FAA, law enforcement, and other federal agencies to monitor unsafe flights as more drone pilots earn their wings.

Congress in 2016 directed the FAA to develop standards and regulations for remote identification of uncrewed aircraft systems (UAS) pilots and operators. The agency delivered its final remote ID guidelines in 2021 and began enforcing them on a discretionary basis in September, allowing additional time for some noncompliant models to be updated.

However, with the rule now in full effect, businesses, law enforcement agencies, and even recreational flyers face the possibility of their drone pilot license being revoked or civil penalties up to $27,500 for flying a drone without remote ID.

What Is Remote ID, and How Can You Comply?

Put simply, remote ID is like a drone’s digital license plate.

The technology transmits information such as the UAS’s unique ID number, location, altitude, velocity, and plenty more over a 2- to 3-mile range. That data (which does not include personal identifying information) is then made available to private and public stakeholders, which can alert the FAA of unsafe flight, request an aircraft be grounded, or simply find out more information about a drone.

A good rule of thumb is that if your UAS must be registered with the FAA, it needs to have remote ID. But as with many FAA rules and regulations, there are a few exceptions.

Drones weighing less than 0.55 pounds, for example, are exempt under the regulator’s Exception for Limited Recreational Operations. The agency can also waive remote ID compliance for operators conducting aeronautical research or in special cases under Part 89, such as for home-built drones.

Flights without remote ID in FAA-recognized identification areas (FRIAs)—areas of highly monitored airspace dedicated to drone flight, a full list of which can be found here—are also permitted. But the pilot must keep the drone within their visual line of sight. Educational institutions and FAA-recognized community-based organizations can apply to establish FRIAs.

According to the FAA, the vast majority of drones manufactured since September 2022 contain remote ID-compliant hardware. The catalogs of major brands such as DJI and Parrot, for example, largely contain models with the technology already installed.

If a drone was purchased before December 2022—the month the FAA began enforcing remote ID compliance for UAS manufacturers—owners can check the FAA website for a Declaration of Compliance (DOC), which confirms the model is equipped with the proper systems.

Additionally, recreational and Part 107 pilots can retrofit drones with remote ID capabilities using a remote ID broadcast module. Firms such as uAvionix and Dronetag offer FAA-approved modules that can make just about any drone compliant, though these limit pilots to visual-line-of-sight operations. Adding a module to a noncompliant drone requires the operator to register it with the FAA, even if it is already listed.

If the remote ID-compliant drone being registered is the user’s first, FLYING’s Part 107 remote pilot certification guide explains those steps. Recreational and Part 107 flyers with one or more drones already registered, meanwhile, can add new devices on FAADroneZone.

For Part 107 pilots, each device must be registered individually with a unique ID number. Recreational flyers can use the same registration number to cover all devices in their inventory and transfer broadcast modules from drone to drone. More information on registering remote ID drones and broadcast modules can be found in FLYING’s remote ID guide.

Manufacturers will also need to comply with the remote ID rule, unless an exception applies. These include exceptions for drones built at home, produced for the U.S. government, weighing less than 0.55 pounds, or designed exclusively for aeronautical research or to show compliance with another rule. Type-certified UAS are also exempt in many cases. Otherwise, the manufacturer must produce drones with remote ID systems already installed.

Further, UAS manufacturers must allow the FAA to audit their facilities, technical data, and any remote ID drone or broadcast module produced. Recurring audits must be performed and results provided to the FAA upon request.

On Monday, the Association for Uncrewed Vehicle Systems International (AUVSI) and Commercial Drone Alliance (CDA)—two of the drone industry’s largest nonprofit organizations—published answers to frequently asked questions about remote ID, providing more guidance to pilots and manufacturers.

“Remote ID harmonizes the needs of UAS operators and law enforcement stakeholders, and compliance is absolutely necessary for the secure and scalable integration of UAS into the airspace,” said Michael Robbins, chief advocacy officer at AUVSI. “By providing a resource that addresses our community’s questions around the rule, our aim is to support widespread commercial drone operations and the benefits they bring to the communities where they operate.”

The reference document contains additional information about what remote ID is, how to comply with the new rule, and conditions for exemptions, among other guidance. Both AUVSI and CDA applauded the FAA’s commitment to enforcing provisions they believe will enable safer drone flight.

“Addressing safety and security is necessary in order to achieve scaled commercial drone operations,” said Lisa Ellman, executive director of the CDA. “Ultimately, industry [remote ID] rule compliance will enable communities across the United States to fully realize the safety, security, sustainability, public health, and equity benefits of drone technology.”

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Lift Aircraft, the manufacturer of a funky, single-seat electric vertical takeoff and landing (eVTOL) design called Hexa, on Thursday announced that the aircraft is now on sale to fire departments, police departments, medical providers, and other public safety agencies.

Hexa has been in development for six years, and it’s finally ready to hit the market. The eVTOL was designed for “anyone” to get flying in a fraction of the time it would take to obtain a pilot’s certificate. But while the aircraft will eventually be marketed for personal use, law enforcement agencies and first responders will get the first crack at it.

Only five aircraft are being allocated to public agency partners, who can opt in with a refundable deposit before year’s end to reserve their delivery. Buyers can also take a trip out to Lift’s training facility near Austin, Texas, where a team will teach new pilots the ropes and talk through optimal use cases.

Lift customers will be able to fly Hexa for firefighting, police, medical, search and rescue, emergency, and disaster response applications under FAA public aircraft operations rules. And since it qualifies as a Part 103 ultralight, no pilot certification is needed to operate it. Beginner training on the aircraft’s control system—which consists of a single, three-axis joystick—can wrap up in less than an hour, the company claims.

Journalist Anderson Cooper and others with zero or minimal flight experience have already taken Hexa to the skies. FLYING got the chance to try out a simulator at UP.Summit in Dallas in October—the experience was akin to a virtual reality video game.

The Specs

Hexa’s pinwheel-shaped design uses distributed electric propulsion from 18 independent 126-kilowatt electric motors and propellers, each with its own battery pack. A redundant autopilot computer and the joystick control flight, but users can also switch to what Lift playfully calls “Look, mom, no hands!” mode. The aircraft can fly and land safely—even on water—with up to six motors disabled. Its airframe is built entirely of carbon fiber.

Weighing just 432 pounds, Hexa qualifies for the FAA’s powered ultralight classification, allowing it to be flown without a license. The eVTOL’s ultralight qualification was confirmed by the Light Aircraft Manufacturers Association (LAMA) in 2022.

The 15-by-15-foot aircraft folds down to about 9.5 by 7.5 feet, but it can carry up to 250 pounds (or up to 350 pounds in cargo configuration). Endurance (10 to 17 minutes) and range (8 to 15 sm) depend on payload. It cruises at around 60 knots at up to 9,000 MSL and can even fly in 20-knot winds, medium rain, and temperatures between 0 and 120 degrees Fahrenheit.

Versatility is the key here: Lift says Hexa’s unique features can benefit a plethora of different customers. Firefighters could douse blazes in hard to reach places. Disaster response teams could drop or extract personnel or supplies in places where helicopters can’t land. Emergency medical services could deploy air ambulances that arrive 80 percent faster. Even the U.S. Coast Guard could find some value, bringing Hexa in for a water landing to make an offshore rescue.

For those public safety agencies wary of deploying such a strange, unfamiliar aircraft, it may be reassuring to hear that Lift has already completed a pre-operational flight and safety test program. 

Oh, and it’s also been researched, developed, and tested over the course of five contracts with AFWERX, the innovation arm of the U.S. Air Force. That relationship began with an initial agreement in 2020 and blossomed into a Phase 3 contract, which has allowed Lift to train Air Force pilots on Hexa’s simple controls. Last year, airmen made their first remote flight at Eglin Air Force Base’s Duke Field (KEGI) in Florida.

But Air Force pilots and public agencies won’t be the only Hexa customers, Lift says. Eventually, the company claims, people will be able to walk into a Lift vertiport, train for less than an hour, and leave in an eVTOL flying solo—even in places like New York City.

Last year, Lift signed a tentative agreement with the Big Apple’s Charm Aviation, one of the East Coast’s largest helicopter tour operators, to bring Hexa to downtown Manhattan. FAA rules limit flights to uncongested flyover areas and uncontrolled airspace. But the company plans to dot the city’s waterfront with vertiports, providing access to a Class G VFR corridor that extends up to 1,300 feet.

Lift also intends to partner with the Warren Buffett-backed Marubeni Corporation to commercialize Hexa in Japan. The aircraft has already made public demonstrations in the country, and Marubeni could preorder as many as 100 of them.

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In a level of coordination and political mobilization not that uncommon in the industry, what seems like the entirety of general aviation has rallied against the FAA’s proposed rules for training and certification of powered lift pilots. And it did it the old-fashioned way: by penning the agency a strongly worded letter.

The FAA’s 160-page Special Federal Aviation Regulation (SFAR), published in the Federal Register for comment in June, attempts to create a pathway to establish the initial cohort of pilots who will conduct advanced air mobility (AAM) operations using electric vertical takeoff and landing (eVTOL) and other emerging aircraft designs. Think air taxis, such as Joby Aviation or Volocopter.

But despite the clear amount of effort that went into the document, a collective of industry stakeholders spearheaded by the General Aviation Manufacturers Association (GAMA) fears the proposal falls short.

GAMA’s comments are supported by the Aerospace Industries Association (AIA); Aircraft Owners and Pilots Association (AOPA); Experimental Aircraft Association (EAA); Helicopter Association International (HAI); National Air Transportation Association (NATA); National Business Aviation Association (NBAA); and Vertical Flight Society (VFS).

Let’s start with the good. GAMA praised the “dedication and efforts” of FAA rulemakers, acknowledging the challenge of integrating an entirely new model of aircraft into the national airspace system. An accompanying comment from the NBAA highlighted a few provisions in the SFAR the groups support. These relate largely to the inclusion of powered lift instrument procedures, operations in remote areas, and extended permissions for pilot inspections.

But that’s about it. The bulk of GAMA’s letter criticized four key provisions in the SFAR, which the industry feels will impede AAM entry into service, restrict operations, and place undue burdens on pilots, instructors, and manufacturers.

Representing more than 150 of the world’s largest general aviation manufacturers, operators, service providers, and other stakeholders, GAMA has plenty of political clout on Capitol Hill. And with the added support of the NBAA, NATA, and others, chances are these comments will inform the FAA’s final rule.

So, let’s dive into the implications of the industry’s recommendations.

Where It All Started

Though GAMA highlighted the challenge of certifying an entirely new cohort of aircraft and pilots, many of the obstacles the FAA faces are of its own making.

Last year, the agency unexpectedly reversed course on eVTOL certification, opting to certify the aircraft as “special class” powered lift aircraft under FAR 21.17(b) rather than as normal category airplanes with special conditions under 21.17(a). This followed four years of communication that 21.17(a) would be the standard.

While some supported the reversal, it immediately drew criticism from eVTOL manufacturers and stakeholders, including GAMA, whose members “weren’t happy” with the change. A Department of Transportation audit of the FAA, released in June, alleges the rule change significantly impeded the agency’s progress on fostering the new industry.

Interestingly, the FAA cited pilot certification as the catalyst for its decision: “These regulations did not anticipate the need to train pilots to operate powered lift [aircraft], which take off in helicopter mode, transition into airplane mode for flying, and then transition back to helicopter mode for landing.”

But the new certification path may actually complicate pilot training and certification.

It has been brought up that the skills required to pilot two existing powered lift aircraft, the Bell Boeing V-22 Osprey and the F-35B, are very different, though the FAA currently issues former military pilots of these aircraft powered lift pilot certificates with no distinction for these differences. The argument has been made that placing all powered lift aircraft in the same category in a similar fashion creates issues with the uneven distribution of privileges, which GAMA says can only be resolved by requiring additional type-specific training for all aircraft models.

Recommendation 1: Training Should Credit Existing Certificates

According to GAMA, the SFAR proposal “reflects the same path for new powered lift pilots as existing requirements for airplane and rotorcraft.” In other words, it’s largely hours based.

To operate powered lift aircraft, the FAA proposes that airplane and helicopter category pilot certificate holders first obtain a powered lift category rating by completing a certificate at the commercial level followed by a type rating. The add-on would require 50 hours of flight time in the category. This echoes the updated airline transport pilot (ATP) rule, which has been criticized by pilots and airlines for its arbitrarily high time requirement.

All applicants (including Flight Standardization Board pilots, who will likely be the first to fly these aircraft) must log at least 50 flight hours in the category.

This is “not a practical nor appropriate” pathway to certify initial pilots, GAMA says. It argues that airplane and rotorcraft category certificate holders are experienced pilots ready for type-specific training. In short, there is no added value or safety benefit from requiring them to train on generic powered lift aircraft—a category it contends does not yet even exist—before pursuing a type rating.

The agency itself acknowledged the lack of a generic powered lift category in the SFAR: “…The FAA has determined that, unlike airplanes and rotorcraft, it is not feasible to establish classes within the powered lift category at this time.”

In lieu of the two-step process, GAMA recommends the FAA allow a powered lift type rating to be added directly to an airplane or helicopter category pilot certificate, which would remove a big chunk of the hours requirement. This, the group says, aligns with International Civil Aviation Organization (ICAO) standards for certifying pilots for powered lift operations.

GAMA suggests that because the proposal seeks to qualify already-certificated pilots with plenty of experience, the curriculum should be based on training rather than hours. It points to the FAA’s removal of the requirement for military pilots to build time in unrelated training aircraft, which the agency says provides no added safety benefit.

“This requirement is not a training requirement but a time-building requirement,” GAMA wrote. “The economic realities of operating a large powered-lift will incentivize an applicant to build this time in a lower-cost aircraft that might not be relevant to the aircraft they intend to operate commercially.”

Instead of the time required for a powered lift category certificate, GAMA argues that minimums should align more closely with those for an instrument powered lift rating in 61.65(f) and the powered lift rating flight hour requirements in 61.129(e)(3) and 61.129(e)(4). Specifically, GAMA stated, “Industry questions the net safety benefit of § 61.129(e)(1), requirement for 50 hours in a powered-lift for which the SFAR proposes no alternate requirements. This requirement is not a training requirement, but a time-building requirement. The economic realities of operating a large powered-lift will incentivize an applicant to build this time in a lower-cost aircraft that might not be relevant to the aircraft they intend to operate commercially.” 

“GAMA and its members propose instead that the time required in a powered-lift should be linked to meeting the minimums specified in §§ 61.65(f), 61.129(e)(3), and 61.129 (e)(4), which are training-oriented requirements rather than mere time-building metrics.”

Stakeholders were particularly critical of the 50 powered lift flight hour requirement. Few, if any, FSB pilots hold powered lift category ratings at the commercial level and therefore cannot complete flight hours in a powered lift aircraft requiring a type rating. This, the industry argues, would place the burden on the aircraft manufacturer to provide FSB pilot flight hours.

By GAMA’s estimate, requiring a full 50 hours per pilot could extend the FSB process by as many as nine months. And with a growing number of manufacturers looking to enter the FSB process at the same time, that issue is not likely to go away.

The groups contend that the SFAR’s proposed requirement of an airplane or helicopter category rating and the similarities between maneuvering those aircraft and powered lift designs justifies credit toward the 50-hour requirement. It also recommended the FAA consider takeoff and landing operations as equivalent to a flight hour, similar to the way 61.159(b) allows certain night takeoffs and landings to count toward night flight hours. 

Further, the group suggests that after applicants complete an approved training course, the FAA should accept simulator flight training or supervised line flying (more on that later) as sufficient to approve newly rated powered lift pilots for commercial operations.

Recommendation 2: Ax the Dual-Control Aircraft Requirement

One unexpected piece of the FAA’s proposal would require AAM manufacturers to maintain a separate, dual-control variant of their design—or find a different model altogether—specifically for pilot training. The agency contends that before operating a model with single controls, pilots must show they can safely fly a dual-control design with an instructor.

Industry stakeholders have several qualms with this. For one, many powered lift models will not have dual-control alternatives in the near term, since most manufacturers have developed their designs with a single set of flight controls. The rule would also penalize manufacturers who have integrated advanced flight controls by proposing a single pathway for training. 

“These barriers are a direct consequence of FAA reversals on this rulemaking and the content of the proposed SFAR,” GAMA says.

The groups further contend that this “one-size-fits-all approach” could compromise safety, considering the dual-control training aircraft may have very different controls and performance compared to the real deal.

The proposal also fails to consider the safety benefits of simulator-based training, which is at the core of GAMA’s recommendation. It asserts that simulator tech has come far enough to offer realistic scenarios minus the risk, proposing the FAA allow applicants to complete training in flight simulation training devices (FSTDs) under approved training courses.

These courses should cover all maneuver training in certified FSTDs qualified for training, testing and checking the airman certification standards maneuvers outlined in recent FAA rulemaking. They should also conduct part of the practical test in an aircraft, GAMA says, which would eliminate pilot-in-command (PIC) and supervised operating experience (SOE) requirements on the applicant’s new certificate.

After qualification, the groups recommend a post-qualification program under Part 135 that would require supervised line flying in the NAS in order to codify flight experience within the training course.

Currently, the Department of Defense uses simulators, augmented flight controls, and endorsed solo flight experience to allow airplane pilots to operate powered-lift aircraft. GAMA suggests these procedures could serve as a reference point for powered lift training programs.

Taking things a step further, the industry asks the FAA to leverage existing precedent and acknowledge the experience gained in one category of aircraft (i.e. airplanes or helicopters) as “creditably similar” to the requirements for powered-lift qualifications.

Accordingly, it argues the agency does not need to require SOE for all single control aircraft, like the current SFAR proposes. Rather, it should allow for exemptions and open a pathway to awarding letters of authorization to manufacturers that can demonstrate their FSTDs meet the same standard.

As things stand, SOE is not required if a single control aircraft is capable of assessing the five maneuvers laid out in 61.64(f)(1). By creating an alternate pathway, the FAA could lower the number of requests for exemption from this provision, allow SOE to be done virtually or in a simulator, or exempt trainees from SOE altogether if the aircraft requires reduced skill or knowledge to operate.

Recommendation 3: Remove the Red Tape Around Flight Simulators

In the current SFAR, the FAA mandates that manufacturers publish powered lift FSTD qualification performance standards (QPS)—essentially, the agency’s curriculum for simulators—in the Federal Register for public notice and comment. But GAMA argues this requirement could delay entry into service beyond the initial cohort of powered lift aircraft.

Instead, it recommends the FAA allow manufacturers to pick and choose portions of the QPS as appropriate for each type of powered lift design. This, it says, aligns with the National Simulator Program’s approach, which recognizes exceptions for certain FSTDs.

As GAMA points out, many powered lift manufacturers and training partners have already proposed QPSs and had deviations approved. Under the current proposal, these firms risk having to go through the QPS process all over again.

The group adds that because the SFAR would amend FAR 60.1—effectively incorporating powered-lift aircraft into Part 60—the proposed requirement for public notice and comment is unnecessary. Since it would overlap with powered lift FSTD qualifications already outlined in FAA rules, all it would do is strain time and resources.

Stakeholders further ask the FAA to expand the types of simulators that can be used for training, which the SFAR limits to Level C or higher. They argue that new, lower-level technology can meet or even surpass safety requirements, as well as lower costs for the operator—which would make the Level C provision moot.

Recommendation 4: Treat Powered Lift Aircraft the Way They Want To Be Treated

While GAMA’s first three points of contention focus on pilot training and certification, its final criticism turns the spotlight on operations.

As written, the SFAR primarily applies airplane rules to powered lift operations, with few exceptions. That inherently limits the acceptability of rotorcraft rules, which in GAMA’s view fails to consider that many powered lift designs fly just like helicopters.

The core issue here is that the proposed operating rules are prescriptive: They place all powered lift aircraft under the same regulatory umbrella, despite the wide spectrum of capabilities and use cases they possess. Accordingly, the industry is clamoring for performance-based rules.

GAMA suggests the FAA apply operating rules for both airplanes and rotorcraft as appropriate, based on the performance characteristics of each powered-lift aircraft type demonstrated during type certification. Basically, it asks the agency to treat powered-lift as airplanes when they fly like airplanes and as helicopters when they fly like helicopters.

The FAA could do this by approving individualized operating rules based on each operator’s safety management system, training requirements or other factors, achieved through an operations specification for Part 135 air carriers or a letter of authorization for Part 91 operators. This would allow them to collect and share data about the suitability of rotorcraft operational rules for powered-lift and adjust current standards.

It would help the FAA accommodate the range of vehicle types and performance capabilities in the new category. The industry recommends the agency revisit its proposal and take inventory of operational data every two years in order to make necessary refinements.

There are a few specific operational requirements GAMA highlighted. Under proposed 91.155, powered lift aircraft would be subject to the same visibility requirements as airplanes. But since they can maneuver like helicopters, possess VTOL capabilities, and can operate safely at low airspeeds and altitudes, the group contends helicopter rules should apply.

It argues the same for minimum safe altitudes, asserting that powered lift designs have similar emergency maneuverability to helicopters and therefore should be allowed to fly below the safe minimum for airplanes. In the SFAR, the FAA counters that some powered lift aircraft lack the autorotation capabilities of helicopters and could lose altitude when transitioning from forward to vertical flight.

Overwater operations are one of the few areas the FAA proposed permitting helicopter rules for powered lift. But again, GAMA disagreed. This time, it argues that some eVTOLs glide on fixed wings like airplanes when carrying passengers over water. As such, the agency should apply airplane rules to these designs.

The industry’s final point of contention concerns fuel reserve requirements, which the FAA proposes should be time-based. But because powered lift aircraft can land vertically like helicopters to find runways when fuel is low and can operate in reduced visibility, stakeholders counter with a performance-based system.

That framework would instead account for mission- and aircraft-specific conditions. Through a mission-specific range and endurance hazard assessment that covers weather, air traffic, and airport conditions, mission planning, and other factors, the industry argues manufacturers could determine how much reserve fuel is needed.

Ball Now in the FAA’s Court

GAMA and the other groups have a few peripheral concerns. The biggest is the SFAR’s Regulatory Impact Analysis, which they say excludes key costs and resources and paints a misleading picture of the FAA’s ability to implement the new rules.

But really, the industry’s recommendations boil down to four key points:

1. Allow a powered lift type rating to be added to airplane and helicopter category pilot certificates.
2. Add language to create an alternative pathway to powered lift training beyond dual-control aircraft.
3. Grant deviation authority in the FSTD QPS process.
4. Add language like “unless otherwise specified” to operational provisions applying airplane and helicopter rules to powered lift operations.

These four changes alone won’t achieve the industry’s vision. But they would help shift powered lift pilot training and certification away from hours-based standards and toward a more practical, accessible, and cost-effective pathway. They would also allow early powered-lift aircraft to operate the way they were built to be operated.

After two months, the proposed SFAR this week officially closed for comments. Now, the ball is in the FAA’s court—and the pressure is on from all corners of the industry.

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The post GAMA and Other Industry Groups Cast Shade on FAA Powered Lift Pilot Proposal appeared first on FLYING Magazine.

To be clear, you don’t need FAA approval to fly a drone recreationally, so long as you stick to the agency’s guidelines for recreational fliers and community-based organizations. But to start a career as a commercial drone pilot, you’ll need to check a few boxes first.

Luckily, the process is fairly straightforward. According to the FAA, some 4,500 people apply for Part 107 certification each month, and only about 0.7 percent are rejected. Still, there are a few things you need to know before diving into the certification process—and a few to keep in mind after.

You’ll find all of them and more in FLYING’s drone pilot certification guide. Read on to learn how you can launch your career as a drone operator in just a few weeks.

What Can You Do With a Drone License?

A drone license, also known as a Remote Pilot Certificate, allows you to operate drones commercially. This certification, issued by the FAA, allows you to use a drone for profit. With the rise of drone technology, licensed pilots are in high demand. While the list of applications for drone technology is extensive, here are several you may find interesting as a new drone operator.

• Aerial Photography and Videography: Capture stunning aerial images and videos for events, real estate listings, and marketing materials.
• Precision Agricultural: Drones can be used to survey crops, monitor plant health, and manage agricultural resources more efficiently.
• Construction Site Mapping: Create detailed maps and 3D models of construction sites to improve project planning and monitoring.
• Infrastructure Inspection: Inspect bridges, power lines, and other critical infrastructure safely and efficiently, reducing the need for dangerous manual inspections.
• Search and Rescue Operations: Assist in locating missing persons or animals, delivering supplies, and providing real-time situational awareness during emergencies.
• Environmental Monitoring: Conduct wildlife surveys, track environmental changes, and monitor conservation areas.
• Surveying and Mapping: Perform land surveys and create accurate maps for urban planning, property development, and resource management.
• Film and Television Production: Contribute to the production of films, TV shows, and commercials by providing unique aerial shots and perspectives.
• Security and Surveillance: Support security operations by providing aerial surveillance for large events, industrial sites, and private properties.

Start Your Application

The bogeyman of Part 107 remote pilot certification is the airman knowledge test, a set of 60 questions that assess the applicant’s knowledge of drone regulations, requirements, safety protocols, approved operations, and more. Before diving into it, though, there are a few things you’ll need to do.

If you’re a current Part 61 pilot certificate holder, skip ahead now to the “For Part 61 Holders” section—your path is simpler than it would be for a completely new applicant.

Drone License Requirements

To start your application and take the knowledge test to become a drone pilot, you must be 16 years old. The FAA lists three additional eligibility requirements.

• Be able to read, speak, write, and understand English.
• Be in a physical and mental condition to safely fly a drone.
• Pass the initial aeronautical knowledge exam: “Unmanned Aircraft General – Small (UAG)”.

If that sounds like you, good news: with a passing test score you’ll earn a remote pilot certification in just a few weeks.

FAA Registration 

Next, you’ll need to create a profile on the FAA’s Integrated Airman Certification and Rating Application (IACRA) to obtain an FAA tracking number (FTN). If you’ve previously been issued an airman certificate, you already have an FTN—just log in or register for an IACRA account and enter your certificate number to find it.

If you haven’t, simply register for an account with some basic personal information (name, date of birth, etc.) and a username and password, and IACRA will assign an FTN in seconds.

Once you have it, you’re ready to schedule your knowledge test. To do so, register with the FAA’s testing vendor PSI Services via this portal, which will ask for your FTN and other basic information. Then you’ll need to apply for the “Unmanned Aircraft General—Small (UAG)” exam and select a nearby testing center.

Finally, the site will take you through payment—typically around $175 per appointment—and allow you to schedule the test several weeks in advance (some centers may also allow cancellations).

Now, it’s time to…

Prepare for the Knowledge Test

While it may seem daunting, you can easily pass the exam as long as you study. You only need a score of 70 percent or higher to pass. Students who use online courses and additional study materials typically have a 99 percent chance of passing.

As for the material itself, here are the subject areas you should familiarize yourself with:

• Regulations for small UAS rating privileges, limitations, and flight operations.
• Airspace classification, operating requirements, and flight restrictions.
• Weather sources and the impact of weather on small UAS.
• Loading and performance.
• Operations such as emergency procedures, crew resource management, and maintenance.

If you’re feeling overwhelmed by all that information, don’t be—there are study materials out there to help you. Online classes in particular usually offer graded quizzes, flashcards, and practice exams. These features build confidence and are surprisingly close to what the actual test looks like.

If you’re in need of more guidance, you might try getting advice from a certified flight instructor—if they’re up to date on certification, they’ll be familiar with the ins and outs of the knowledge test and the certification process at large. You could also contact the FAA’s UAS support center or look into non-FAA study guides.

When the day of the test arrives, make sure to jot down your FTN and bring the proper government-issued identification information (which varies depending on citizenship status) to the testing center. Once there, the staff at the testing center will walk you through the process. They should provide you with everything you need to take the exam. You are not allowed to bring notes or other materials into the testing area.

As soon as you finish, you’ll receive your scores on a printed Airman Knowledge Test Report (AKTR). If you passed, congratulations! You’ll now have 24 months to complete your remote pilot application while the results are valid.

If not, don’t panic. You’ll need to wait two weeks, but applicants can retake the test as many times as they want. The process is nearly identical: You’ll need to reschedule an appointment through PSI and submit your AKTR (which tells you exactly what you got wrong on the previous attempt). Unfortunately, you will also need to pay the $175 fee again. Be sure you hit the books during the 14 day waiting period.

Keep on trying until eventually…

You Passed! What Now?

Almost there! To finish your drone certification application, log in to IACRA and click on the Applicant Console, then “Start New Application.” That will open a drop-down list—from there, select “Pilot” and click “Remote Pilot,” then “Start Application,” which will take you to Form 8710-13.

You’ll be prompted to answer a few simple questions and asked for your photo ID information, as well as your 17-digit knowledge test exam ID (which can take up to three days to appear in IACRA). After signing and submitting the application, you’ll also need to complete a Transportation Security Administration (TSA) security background check. The TSA can take anywhere from a few days to a few weeks to complete this check. It all depends on how big their backlog is.

Soon after, you should receive a confirmation email with instructions for printing a temporary remote pilot certificate—and the permanent version will arrive in the mail in a few weeks!

The final step: Register your drone for $5 by logging in or creating an account with FAADroneZone and selecting “Fly a sUAS under Part 107.” You can then mark the drone with your registration number, which is valid for three years.

And with that, you can officially fly drones less than 55 pounds for work or business as a Part 107 certified remote drone pilot!

For Part 61 Holders

If you don’t already hold a Part 61 certificate, this section won’t apply to you. But for those who have already been certified as pilots, flight instructors, or ground instructors and have completed a flight review in the past 24 months, your path to remote drone pilot is streamlined.

First, log in to your FAA Safety Team account or create a new one. Then use those credentials to enroll in the Part 107 Small UAS Initial (ALC-451) online training course, which will cover the same information evaluated on the knowledge test. There is no passing or failing.

From there, log in to your IACRA account or create a new one and navigate to Form 8710-13. Once that application is complete and submitted for processing, the final step is making an appointment with one of the entities below to validate your identity:

• FAA Flight Standards District Office
• FAA-designated pilot examiner
• Airmen certification representative
• FAA-certificated flight instructor

You’ll need to bring the completed Form 8710-13, proof of your current flight review, a photo ID, and your online training course completion certificate to the appointment. Then, a representative will sign your application and issue a temporary airman certificate—the permanent version will arrive in the mail a few weeks later.

And with that, you’re ready to fly!

Stay Up to Date

Now that you’re out in the world making deliveries, taking photos, conducting inspections, or performing some other kind of remote drone pilot work, it can be tempting to forget your roots. But even after certification, it’s crucial to remember the knowledge that got you there.

The FAA tells FLYING that all Part 107 certificated pilots must keep up to date with the rules for safe flying outlined under Part 107 of the federal aviation regulations, or 14 CFR Part 107. They must also be aware of flight restrictions such as “no drone zones,” which can be seen on platforms like Airspace Link, AutoPylot, Avision, and UAS Sidekick as well as other applications.

To ensure pilots are in the loop, the agency requires them to have completed an online training course within the past 24 months to fly under Part 107. 

And don’t forget: You must have your remote pilot certificate physically accessible while conducting Part 107 operations. As long as you stay up to date, you shouldn’t have any issues flying your drone for work or business. 

If you pay any attention to drone regulations, you’re likely well aware of the myriad restrictions that come with a Part 107 license, some of which will limit your work opportunities. Luckily, we’ve got you covered: Read on to learn how you can take your skills to the next level.

The Wide World of Part 107 Waivers

Now that you’ve obtained your Part 107 certification, plenty of drone pilot careers await. But why limit yourself? By applying for an individual Part 107 waiver, you can gain new capabilities from the FAA that might open more drone flying license opportunities.

The agency provides a handy guide that breaks down which waivers skirt which rules. But here are a few examples:

• Waiving section 107.25 enables you to operate from a moving vehicle.
• Waiving section 107.29 allows flights at night without anti-collision lighting.
• Waiving section 107.31 permits flights beyond the pilot’s visual line of sight (BVLOS).
• Waiving section 107.35 gives one pilot permission to fly multiple drones.

But before you start plowing through applications, make sure you know what you’re getting into. The FAA’s section specific evaluation information explains the restrictions removed by each waiver, as well as how the agency evaluates applications.

For example, when applying for an exception to section 107.31—which calls for operations within the visual line of sight—the FAA will want to see that your drone has a powerful signal spectrum or detect-and-avoid system to navigate the airspace. It might also award points if you use ground-based radar or a visual observer to track the drone.

Applying for a Waiver

When you’ve determined which waivers you’d like to secure, head over to FAADroneZone, log in, add “Drone Owners and Pilots” to your services, and launch the dashboard. Then click “Create Part 107 Waiver or Authorization” and follow the prompts—the site will tell you which waivers are applicable based on the specifications you provide.

Next, you’ll need to provide your mailing address, phone number, and Part 107 certification number. On the following page, you’ll select your waivers, share operation parameters (such as location and start and end dates), and explain your plan to mitigate the risks of operating without certain restrictions. You can even upload supporting documents to further outline your plan.

Requesting an exemption to section 107.39 (operations over people) will also require you to include your drone’s registration number, model, and manufacturer. But otherwise, you’re ready to submit the application.

After your application is received, the FAA may ask for additional information. And if all goes smoothly, you’ll receive the agency’s decision within 90 days of submission.

Finalize Your Drone Pilot Flight Plan

Now what? Well, that’s about it. You’ve made it through certification, kept up to date with drone regulations, and secured the necessary waivers to fly how you want. All that’s left is finding drone pilot jobs—and there are a lot out there.

A quick Google search will turn up hundreds of openings for remote drone pilots across industries such as logistics, agriculture, law enforcement, defense, and plenty more. It may not be what you imagined in high school, but you could finally get that aeronautical job at Google (flying for Wing) or Amazon (directing operations for Prime Air). 

Or you could get in on the ground floor at any number of drone startups like Flytrex, DroneUp, or Volansi. Even non-drone companies such as Dish and SAIC are searching for drone operators—the possibilities are endless.

FAQ

Do drone pilots need a degree?

No. There is no requirement for drone pilots to have a degree.

Is becoming a drone pilot worth it?

Yes. Becoming a drone pilot can be a very rewarding experience. In addition to working with cutting-edge technology, many pilots are able to make a comfortable living operating drones.

Do drone pilots make money?

Yes. The earning potential for drone pilots can exceed over $100,000 per year in many markets.

The post You (Probably) Have What It Takes To Be a Drone Pilot appeared first on FLYING Magazine.

The FAA seeks pilot input on its testing and exam process, while a new webinar delivers info on those new processes that went into effect on January 13, 2020. The Airman Certificate Testing Service recently implemented by the FAA seeks to provide a “comprehensive, best-practices approach to enhance the overall quality of the FAA Airman Knowledge Testing” programs.

Several changes have gone into effect as of the January 13th date, including the requirement for a knowledge test applicant to register using an FAA Tracking Number. The FTN will be used for the prospective pilot’s practical exam application as well, using the online 8710 form through the FAA’s IACRA system.

As part of this new approach to incorporate regular feedback and improvement into the testing system, the online contractor, PSI Services, that conducts airman knowledge testing on behalf of the FAA, has released a survey for pilots who have recently taken the private, instrument, commercial and airline transport pilot knowledge and practical tests. The survey should take about 25 minutes to complete. Participants are asked to complete the survey by January 30, 2020.

To learn more about the FAA’s ACTS, visit the site.

The post FAA Seeks Pilot Input on Exams appeared first on FLYING Magazine.