Of course, the airplane sported original round-gauge instruments mostly left over from when it was new, but the radio stack had been incrementally upgraded over the years. That meant retaining some of the existing gear in hopes of saving some work and money.

One option for budget glass is the Garmin G5—one for attitude functions and the other for electronic heading. Since the Cessna had the original plastic panel overlay, that would mean modifying (cutting it) to accommodate the G5’s square bezel. Not a big deal, but definitely some effort. That left Garmin’s GI 275 round-format electronic instruments, which are drop-in without having to modify anything. The other option was a couple of uAvionix AV-30 electronic flight instruments.

After running the numbers, the pair of AV-30 instruments saved over $2,000 compared to the Garmin option.

There is no need for the vacuum system any longer since the AV-30 (with battery backup) is electronic, and the STC gives the green light for removing the vacuum pump and the plumbing. That saves weight and clutter behind the panel. The club still needs to retain the airspeed, altimeter and vertical speed indicators in the Cessna, though pilots will be primarily focused on the supplementary ones on the AV-30s. The AV-30 plumbs into the existing pitot and static system for reference, although it has self-contained solid-state gyros for attitude and heading.

Hard-Working Stack

A new Garmin GPS 175 was the GPS navigator of choice and that was an easy decision because the club’s other airplanes are so equipped. While the GPS 175 doesn’t have a VHF nav receiver for shooting ILS approaches, the leftover KX155 radio does. Plus, most every practice approach would be an RNAV GPS—and the GPS 175 is equipped to do it.

If you’re wondering about that other digital nav/comm, it’s the TKM MX155 slide-in radio. The company went out of business, but the radio works well. Why not use it to save money and offer belt-and-suspender backup? For well under $20,000, this panel works well.

Editor’s Note: This article first appeared on Aviation Consumer.

The post Panel Planner 101: Approachable, Modern Utility appeared first on FLYING Magazine.

The FCC last week approved Part 88, which, for the first time, permits certain drone operations within a dedicated 5 GHz spectrum for wireless communications. Most drones fly on unprotected wireless frequencies—the same ones shared by your Wi-Fi router—which raises the risk of interference, such as through jamming.

“Right now, drone operators largely rely on unlicensed airwaves to communicate with and control these uncrewed aircraft systems,” said FCC Chairwoman Jessica Rosenworcel in a statement. “But the use of unlicensed spectrum leaves these aircraft more vulnerable to interference that could disrupt operations.”

In the U.K. in 2019, for example, a 200-pound drone lost its datalink connection, plummeted 8,000 feet, and crashed about a mile away from a festival with a crowd of 35,000.

As more drones enter the airspace, the potential for such dangers rises. By the FCC’s estimate, the number of drones operating in the U.S. is expected to triple to 6.5 million this decade, and the drone industry will become a multibillion-dollar business.

“These systems support billions in economic activity and can help power services that improve lives,” said Rosenworcel. “Drones are a game-changer for inspecting and maintaining critical infrastructure like cell towers or electric transmission lines. They can access hard-to-reach locations faster and more safely than crews on the ground. First responders increasingly rely on these aircraft to help with rescue operations.

“On top of this, drones have proven invaluable for farmers, providing new ways to monitor field conditions and collect data about crops.”

All of these services, however, are vulnerable to outside actors and forces that could disrupt unprotected frequencies. The FCC rule does not grant all drones access to the dedicated spectrum, but it does lay the groundwork for more UAS to tap in eventually.

Why It Matters

Drone use in the U.S. has grown substantially in recent years—as has the risk for interference in operations.

“We are already starting to live in the future we’ve long imagined: uncrewed aircraft systems are fighting wildfires, supporting news gathering, delivering packages, and supporting national security,” said Rosenworcel.

The aviation industry and regulatory bodies have already developed standards for drone spectrum use around which many companies are designing their technology. But managing those radio frequencies is challenging.

“[The spectrum is] a limited resource in high demand,” said Christian Ramsey, chief commercial officer of UAS equipment provider uAvionix, in a blog post. “Like most things, it is limited because it is in high demand. If too many things are broadcasting and receiving on similar frequencies without a well thought out plan, well—things just don’t work very well, because every message is garbled and is getting stomped on by all of the traffic out there.”

The FCC began tackling the dilemma in 2021 with the establishment of a wireless experimentation zone in Raleigh, North Carolina, dedicated specifically to exploring communications for drones.

“The insights gained from this effort have shaped and strengthened our new rules,” said Rosenworcel. “This includes the innovative approach we take here with the establishment of dynamic frequency management systems [DFMS] that will help this spectrum be used safely and efficiently by a wide array of operators.”

The FCC rulemaking process began shortly after in 2022. The following year, President Joe Biden directed the National Telecommunications and Information Administration (NTIA) to create and execute a National Spectrum Strategy Implementation Plan, which it published in November. “Pillar One” of that plan—which the FCC implemented last week—calls for the 5030-5091 MHz spectrum band to be set aside for control-and-non-payload communications (CNPC) UAS datalinks.

What It Means

By the FCC’s definition, CNPC covers “any transmission that is sent between the UA [uncrewed aircraft] component and the UAS ground station of the UAS, and that supports the safety or regularity of the UA’s flight.” The definition does not include “payload” communications like high-bandwidth video, which are not covered under the rule—at least, not yet.

“Although this regulatory framework covers only a certain type of UAS operations, it is an important step in our ongoing efforts to encourage spectrum-enabled innovation and technological progress for the benefit of all Americans,” said FCC Commissioner Geoffrey Starks, who offered his full support for the initiative.

The rule also excludes networked operations, which per the commission “rely on network infrastructure to go beyond radio line of sight of the operator.” Ground infrastructure, however, could tap into the 5030-5091 MHz band.

“Our actions today should enable UAS to be an effective tool in disaster recovery efforts,” said Starks. “Although we establish a regulatory framework for UAS operating in radio line of sight of an operator, we also permit the use of some ground infrastructure deployment, such as a string of ground stations deployed over a particular and frequently used flight path.”

Starks gave the example of electric utility companies, which could deploy drones linked to ground stations to inspect property damage after a storm, monitor system health during normal operations, or address service disruptions.

“We still need to address a number of remaining issues, including spectrum for networked UAS operations in the 5030-5091 MHz band to fully realize the promise and public interest benefits of UAS,” Starks said.

To access the spectrum, drone operators will use the automated DFMS Rosenworcel alluded to. These systems manage spectrum availability and ensure safe use of the frequency.

The DFMS will assign the operator a temporary frequency within a particular geographic area and time frame, specified by their UAS flight plan. Within that space and time, they would have exclusive and protected use of the band in controlled airspace and “other safety-critical circumstances,” the FCC says.

“By making additional spectrum available through such a framework, we ensure that spectrum is used efficiently and effectively while meeting the needs of UAS operations to be robust, reliable, and safe,” said Starks. “That’s real progress.”

The DFMS framework is still being phased in. In the interim, the rule allows operators to request spectrum permissions from the FAA. Once approved, they must complete an online registration form for the FCC. The commission will notify the public when the rule takes effect and that process becomes available.

Though the protected UAS frequencies will not eliminate interference entirely, Part 88 essentially adds an enforcement mechanism.

“Does designating ‘protected spectrum’ make any type of interference like jamming impossible? Not at all,” said Ramsey, “but it makes the consequences of doing so much higher. With the publishing of Part 88, the 5030-5091 MHz band is aviation-protected spectrum, and we have the rules and the standards by which we can move forward.”

But the work is not done. Several companies, including uAvionix, Aura Network Systems, Boeing and subsidiary Wisk Aero, Lockheed Martin, and Qualcomm, provided feedback on the new rule, pushing back against certain provisions. The FCC rejected many of these suggestions but left the door open for the protected frequencies to be greatly expanded. It will study early drone spectrum operations alongside the NTIA and FAA to identify areas of improvement.

“Enabling a flexible licensing framework for UAS operations with exclusive spectrum access and nationwide network coverage will require an all-hands-on-deck approach from all stakeholders, involving standard developments, spectrum policy, intergovernmental coordination, and full integration of these operations into the nation’s airspace,” said Starks.

Added Rosenworcel: “This is a meaningful step forward to help support the innovative potential of drone technologies and help build a digital future that works for everyone. What comes next is exciting—so let’s get to it.”

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The post What the FCC’s New Rule Means for Drones appeared first on FLYING Magazine.

Today’s Top Pick is a 1974 Grumman American AA-5 Traveler.

The Grumman American AA-5 Traveler and the rest of the company’s AA series began with the Bede 1, a kit aircraft developed by renowned and controversial designer James Bede. American Aviation acquired the design and later became part of Grumman. Grumman American developed a line of general aviation aircraft ranging from the two-seat Yankee and TR-2 trainer with Lycoming O-235 engines to the performance-oriented Tiger with a 180 hp O-360.

The AA-series airplanes are known for delivering stronger performance than many pilots would expect based on their power. Their notable cruise speeds and fuel economy stem in part from their bonded wing skins, which use strong honeycomb structures and no rivets, resulting in a durable, smooth, and aerodynamically clean surface. While the AA trainer aircraft proved a bit too sporty for many students, they appealed to experienced pilots seeking responsive handling. Today the AAs have a following but can often be found at bargain prices. 

This 1974 Grumman Traveler has 3,521 hours on the airframe and three hours on its 160 hp Lycoming O-320 engine since overhaul. The airplane has both a new Sensenich propeller and ducting for its heater and defroster. The panel includes a Garmin GNS 430, King KY197 transceiver, Garmin/Apollo SL70 transponder, Davtron M800 digital clock, Century autopilot, PS Engineering PMA 6000M audio panel, UAvionix ADS-B beacon, and FL202D digital fuel gauge. The aircraft also has a four-place intercom and four USB charging outlets.

Pilots looking for a compact, innovative, and economical four-place traveling aircraft with responsive handling should consider this 1974 Grumman American AA-55 Traveler, which is available for $95,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Approachable Aircraft: Grumman AA-5 Series
• FLYING Magazine: Air Compare: Grumman AA-5 vs. Mooney M20 Series
• FLYING Magazine: Garmin’s Retrofit Autopilot STCed for Additional Aircraft Models
• Plane & Pilot: Grumman American TR-2
• The Aviation Consumer: Panel Planner 101: Grumman – Light IFR
• The Aviation Consumer: Grumman Tiger/Cheetah

The post This 1974 Grumman American AA-5 Traveler Is a Compact, Fast, and Efficient ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1961 Mooney M20B.

Albert Mooney designed several aircraft for a variety of missions during his career. A number of them were well-known, including the Culver Cadet and Mooney M-18 Mite. The M20 series, which debuted in the 1950s, was by far the most popular. Based somewhat on the single seat Mite, the M20 was larger, had four seats and engines that increased in power and displacement over time. For most of its life, the M20 was known for providing a lot of performance in an efficient, economical package.

While the M20’s exterior is trim and compact, I would not call its cabin “cramped” or “tight.” Inside, the airplane feels like a lot of thought went into allocating the available space. Mooney owners I know talk mostly about their airplanes’ smooth, nimble handling, and how they perform like big-bore models while sipping fuel more like a Cessna 172.

This 1961 Mooney M20B has 3,215 hours on the airframe, 20 hours since overhaul on its 180 hp Lycoming O-360-A1D engine and 20 hours since new on its Hartzell Scimitar propeller.

The panel includes dual Uavionix AV-30Cs with a magnetometer and OAT, uAvionix TailBeaconX transponder with ADS-B out, Bendix King KY97A com, Terra TN200/TX720 nav/com, Terra Tri NavC, Apollo GX55 GPS, S-Tec 30 autopilot, and JPI EDM 700 engine monitor.

Pilots looking for style and speed in an efficient, economical package should take a look at this 1961 Mooney M20B, which is available for $67,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Air Compare: Grumman AA-5 vs. Mooney M20 Series
• FLYING Magazine: The Mooney M20U Ovation Ultra is a Product of Big Investment
• Plane & Pilot: The Marvelous Mooney M20
• Plane & Pilot: 2017 Mooney M20 Ovation
• The Aviation Consumer: Used Aircraft Guide: Mooney 231/252

The post This 1961 Mooney M20B Is a Fast, Fuel-Sipping ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Zipline—whose 750,000 deliveries and 50 million autonomous miles flown to date arguably make it the industry’s undisputed titan—on Tuesday received FAA authorization to remove visual observers (VOs) from its beyond visual line of sight (BVLOS) operations. The firm, which has already taken a massive bite out of the global drone delivery market share, now adds a key operational approval that could make its service more scalable and affordable.

The approval, which follows similar BVLOS exemptions for UPS Flight Forward, uAvionix, and Phoenix Air Unmanned, extended Zipline’s Part 135 air carrier approval, obtained last year. It will allow the company to complete commercial package deliveries without VOs in Salt Lake City, and Bentonville, Arkansas. The new exemption will expire in September 2025.

The approved operations will make use of Zipline’s Sparrow drone, which releases packages using a parachute. Data from those activities will help inform FAA policy and rulemaking on a final BVLOS rule, which may still be more than a year away.

Almost all long-range drone delivery flights in the U.S. require VOs stationed on the ground to monitor the airspace along the route. Removing them could save Zipline money and open new routes, extending the firm’s dominance in the young industry. The company said it will fly without VOs in the U.S. later this year.

“Today we use 4,000 pound gas combustion vehicles driven by humans to do billions of deliveries across the country,” said Keller Rinaudo Cliffton, CEO and co-founder of Zipline. “It’s expensive, slow, and bad for the environment. This decision means that we can start to transition delivery to solutions that are 10 [times] as fast, less expensive, and zero emission. It means that Zipline hubs across the country can now go from serving a few thousand homes to serving hundreds of thousands of homes each year and millions of people, which will save time, money, and even lives.”

Zipline drones, or Zips, are equipped with a patented onboard acoustic detect-and-avoid (DAA) system that allows them to continuously monitor the airspace in real time. DAA relies on small, lightweight microphones to detect and avoid aircraft in all directions up to two miles away. Zips also use onboard ADS-B transponders to identify nearby aircraft, even in darkness or harsh weather.

Additionally, the drone’s safety system includes more than 500 preflight safety checks, strategic route design, and redundant flight-critical systems. Working with Zipline to rigorously test the Sparrow’s onboard systems and safety processes, the FAA deemed it safe to operate without VOs. It added that the exemption is “in the public interest.”

The agency in August told FLYING its recent BVLOS approvals will open the opportunity for more summary grants: essentially, streamlined approvals of “copycat” companies with similar infrastructure, aircraft, and technology to those who have already been approved.

It chose companies with four different use cases—medical delivery (Zipline), parcel delivery (Flight Forward), inspections (PAU), and flight systems development (uAvionix)—because each clears the path to exemptions for firms serving those industries. A medical drone delivery company, for instance, could look to Zipline’s approval as a checklist for its own operational requirements.

“We applaud the FAA for taking a major step to integrate autonomous drone delivery into the airspace,” said Okeoma Moronu, head of global aviation regulatory affairs for Zipline. “This will enable more commerce, new economic opportunities, and greater access for millions of Americans.”

Zipline’s authorization comes with 95 different conditions. Among them, Zipline must fly Sparrow below 400 feet; maintain a list of all components in the aircraft; submit a collision and avoidance plan for all operational locations; and require pilots in command to steer the drone well clear of manned aircraft and other drones, among other limitations. The requirements mirror those the FAA outlined for the other three recipients.

Like the others, Zipline’s petition garnered widespread support from the industry. Groups in favor of the requested permissions included the North Carolina Department of Transportation, a longtime partner; Small UAV Coalition; General Aviation Manufacturers Association (GAMA); Commercial Drone Alliance (CDA); and Association for Uncrewed Vehicle Systems International (AUVSI), which on Tuesday put out a statement praising the FAA’s decision.

“Zipline has proven its ability to provide critical services to the public with the highest degree of safety,” said Michael Robbins, chief advocacy officer of AUVSI. “We commend the FAA for issuing this approval, which will address key needs in the health care and commercial delivery sectors. The approval demonstrates the forward momentum of the U.S. commercial drone industry. As BVLOS exemptions become commonplace, it will unlock time-sensitive delivery, support health systems’ reach to patients, and address equity gaps. Americans nationwide will benefit from this new future of healthcare logistics.”

The Air Line Pilots Association, International (ALPA) and National Agricultural Aviation Association (NAAA), however, had a few gripes. Specifically, they contended Zipline did not submit enough evidence that DAA would provide an equivalent level of safety to VOs. The FAA disagreed, arguing the system combined with the required conditions will be sufficient.

Zipline to date has flown more than 50 million commercial autonomous miles, completing three-quarter of a million deliveries without a major safety incident. In other countries, it has flown without VOs for years and learned plenty from those operations.

The company launched in Rwanda, where it faced lower regulatory barriers than in the U.S., in 2016. The country gave Zipline a proving ground for its technology, and it’s since launched operations in Ghana, Kenya, Nigeria, and the Ivory Coast.

Zipline began servicing the U.S. in 2020, delivering medical supplies and personal protective equipment to hospitals at the start of the COVID-19 pandemic. Since then, it’s been flying in Arkansas since 2021 and in North Carolina and Utah since 2022.

The company owns a Part 135 air carrier certificate that gives it a longer range than just about any drone delivery provider in the country—its Zips can travel up to 140 miles on a single round trip. Its first-generation Platform 1 system operates on three continents and makes a delivery every 70 seconds.

The game-changer, however, will be Platform 2 (P2), a new model announced in March that already has several U.S. customers, including OhioHealth, Michigan Medicine, Sweetgreen, and GNC.

P2 Zips will fly more than 300 feet above the ground. Upon arriving at the customer’s location, they will continue hovering at that altitude, lowering cargo to the ground with a delivery “droid” attached to a tether. The smaller droid can autonomously reorient and reposition itself in the air for precision deliveries to a front doorstep, patio table, or other tight space.

The system also includes infrastructure for businesses. Customers can add docking and charging nests to building exteriors and even install drone “drive-thru” windows, which allow store employees to load Zips on a sliding platform without having to leave the building.

The next-generation system is expected to enable hub-and-spoke deliveries within a 10-mile-service radius. But Zips could also be deployed in a network, traveling as far as 24 miles from dock to dock to enable greater scale. This is similar to the Delivery Network concept proposed by Alphabet drone delivery arm Wing, which calls for the aircraft to behave more like last-mile delivery vans, flying fluidly between locations.

Zipline said it is conducting high-volume flight tests of P2 this year. Its first customer deployment is expected next year.

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The post Zipline Drone Delivery Secures Latest BVLOS Approval in Wave of FAA Exemptions appeared first on FLYING Magazine.

The agency on Wednesday approved drone parcel delivery operator and UPS subsidiary Flight Forward and avionics provider uAvionix for UAS operations beyond the visual line of sight (BVLOS) of a remote pilot, opening the door to longer flights, new markets, and fewer restrictions on ground personnel. The authorizations follow the FAA’s granting of similar permissions to drone inspection provider Phoenix Air Unmanned (PAU) in August.

Flight Forward, uAvionix, PAU, and a fourth firm, medical drone delivery provider Zipline, initially requested BVLOS exemptions earlier this year. Their applications were published in the Federal Register for comment in May, drawing feedback from industry trade associations, aviation groups, and even rival companies. Zipline’s approval is expected to be announced in the coming weeks, the FAA told FLYING.

“The FAA is focused on developing standard rules to make BVLOS operations routine, scalable and economically viable,” the agency said in its announcement. “The agency chartered the BVLOS Aviation Rulemaking Committee on June 9, 2021, to provide safety recommendations to the FAA. We are reviewing their final report. The FAA’s long-term goal is to safely integrate drones into the National Airspace System rather than set aside separate airspace exclusively for drones.”

With the new authorizations, the FAA hopes to collect data that will inform its proposed rule on UAS BVLOS operations, also published in the Federal Register in May along with the four exemption requests. 

The agency also told FLYING companies that can recreate the approved firms’ operational conditions will now be able to obtain BVLOS approvals more quickly. It said it selected the four companies because each sought BVLOS waivers for different use cases: parcel delivery (Flight Forward), medical delivery (Zipline), inspections (PAU), and flight systems development (uAvionix).

Each use case opens a path to exemptions for companies with similar operations, allowing them to use the waivers as models for their own operations. For example, a company looking to deliver small packages might build around Flight Forward’s business.

“Our goal is to work towards summary grants as we continue towards rulemaking,” said David Boulter, FAA associate administrator for aviation safety, at the Commercial UAV Expo in Las Vegas on Wednesday.

Summary grants are essentially streamlined authorizations for “copycat” companies with similar infrastructure, aircraft, and technology to those who have already been approved.

What’s in the Approvals?

Flight Forward’s exemption authorizes the firm to conduct BVLOS small parcel deliveries using drone manufacturer Matternet’s M2 UAS. In lieu of visual observers—ground personnel stationed along the flight path to maintain a line of sight with the drone during flight—the company will now deploy remote operation centers across its network, using them to facilitate deliveries from tens or even hundreds of miles away.

The FAA revised some of Flight Forward’s requests relating to minimum safe altitudes, VFR visibility requirements, and pilot-in-command qualifications. But the company’s application was largely accepted as submitted.

The same can be said of uAvionix, which has now been approved to test its detect-and-avoid technology on a custom UAS flying BVLOS. The UAS, called Rapace, has a maximum takeoff weight of 26.5 pounds and was granted a special airworthiness certificate—experimental class (SAC-EC) by the FAA. It includes in-house avionics, command-and-control radios, autopilot systems, and positioning sensors from uAvionix.

The company will fly Rapace within the Vantis Network, North Dakota’s statewide UAS BVLOS program, with partners such as Thales to help its customers better understand BVLOS operations and waivers.

“The concept here is that the program team works out the ‘recipe’ for BVLOS exemptions, which are repeatable by other operators in the future,” Christian Ramsey, managing director of uAvionix, told FLYING in May. “In the end, this exemption isn’t about our operations…It’s about trailblazing and developing an infrastructure that others can use to achieve their own operational and business goals.”

UAvionix will need a Letter of Authorization from the FAA to conduct operations that rely on UAS traffic management (UTM) or third-party service providers. Otherwise, its requests were largely approved with minor conditions and limitations.

Similarly, PAU has been authorized to fly the SwissDrones SDO 50 V2 unmanned helicopter for BVLOS aerial photography, surveying, and powerline and pipeline patrol and inspection. Operations are permitted below 400 feet above certain roads and in sparsely populated areas beneath preplanned flight paths.

The approval builds on the company’s Part 107 waiver, issued in March, for BVLOS operations with aircraft under 55 pounds. That permission did not cover the SVO 50 V2, which weighs about 190 pounds. Like Flight Forward and uAvionix, PAU’s requests were largely approved with some restrictions.

Zipline’s request is under review, but the firm is expected to join its fellow applicants in the coming weeks. It seeks to replace visual observers with its patented acoustic detect-and-avoid system (DAA) and other onboard systems—unlike Flight Forward, it would eliminate the use of ground personnel almost entirely.

The authorizations are clearly a welcome development for Flight Forward, uAvionix, and PAU. But not everyone supported them. A few industry groups repeatedly popped up in the comments to oppose the approvals, namely the Air Line Pilots Association (ALPA), the National Agricultural Aviation Association (NAAA), and drone connectivity solutions provider ElSight. They worried BVLOS flights could pose hazards to low-altitude manned aircraft.

The FAA, however, countered that the approvals are in the public interest. They will allow the agency to gather information on BVLOS operations as it works toward a final rule that will ultimately shape the UAS industry for years—and potentially decades—to come.

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The post FAA Approves Beyond Visual Line of Sight Operations for 3 UAS Firms appeared first on FLYING Magazine.

The Choctaw Nation of Oklahoma (CNO) and partner uAvionix, which provides avionics and services for the general aviation, defense, and unmanned aerial systems (UAS) industries, on Tuesday announced they had completed the nation’s first beyond visual line of sight (BVLOS) drone flights using aviation-protected C-Band radio.

That’s a big deal, because the Federal Communications Commission has proposed dedicating C-Band radio frequencies exclusively to UAS, which could enable safer and reliable BVLOS flights. The FAA is still developing a final BVLOS rule, which is expected to open the floodgates for the industry by expanding the range and coverage area of operations.

The partners flew under recent FCC and FAA approvals, deploying uAvionix’s SkyLine software at the CNO Emerging Aviation Technologies Center—one of eight FAA-designated sites dedicated to BVLOS testing. UAvionix served as the command and control (C2) communications services provider (C2CSP), demonstrating its system for CNO, the FAA, and other industry leaders.

“[SkyLine] is the only C2CSP service designed to RTCA DO-377A and DO-362A standards for aviation and enables us to fly without chase vehicles, visual observers, or requiring other nearby aircraft to have their own detect and avoid sensors on board,” said Paul Beard, founder and chief technology officer of uAvionix. “It is truly a brilliant piece of engineering and operations by the uAvionix team.”

UAvionix and CNO have been partners since 2018, using the latter’s 44,500-acre test site to conduct various tests and demonstrations. The airfield poses similar conditions to those faced by businesses performing utility inspections or long-range cargo and medical deliveries.

The partners flew a drone called Super Volo using uAvionix’s C2CSP system, which included a muLTELink5060 airborne radio and four SkyLink5060 ground radios. SkyLine software continuously monitored links between the aircraft and ground radios, determining the most reliable C2 link.

The system also completed several make-before-break connections to switch between ground stations as needed. All the while, detect-and-avoid data from terrestrial sensors supplied the remote pilot in command with situational data.

“Together we have created a technical and operational system that is the foundation for others to safely operate UAS for a variety of safety critical, long range and higher altitude missions that will deliver economic and cultural value in our communities,” said James Grimley, executive director for the CNO Emerging Aviation Technologies Center.

The CNO and uAvionix have been testing a system that could soon become the standard for U.S. drone operations.

UAvionix’s SkyLine operates on SkyLink C-Band C2 airborne radios and SkyStation ground-based radios. These have a frequency between 5060 to 5091 megahertz (MHz), which lies within the range (5030 to 5091 MHz) the FCC has proposed dedicating exclusively to UAS.

Currently, most UAS operate on public spectrum frequencies such as 4G, industrial, scientific, and medical (ISM) bands, and even Wi-Fi. However, these networks are typically congested with other devices and have a limited range, which increases the risk of losing a C2 link during BVLOS flight.

“[C-band] vastly extends the range of operations from traditionally used frequencies because the FCC allows for higher power transmitters,” Christian Ramsey, managing director of uAvionix, told FLYING in June. “For example, we have tested our C-band radios to ranges exceeding 100 miles from a single ground transmitter. This is simply not possible with existing frequencies because of a significant cap on transmit power.”

Previously, the CNO test site relied on point-to-point radio transmissions between a ground operator and the aircraft. Now, the partners are able to create massive networks of coverage accessible to any UAS in range, while tasks such as fleet management, detect-and-avoid, and roaming between networks are automated.

Should the FCC move forward with its proposal, SkyLine would shield operations from outside interference and provide a stronger connection due to C-Band’s exclusivity. That will be particularly important for BVLOS operations, many of which currently rely on visual observers or chase aircraft to keep an eye on the drone.

UAvionix billed the system as a “significant advancement” for businesses looking to scale up commercial UAS operations in industries such as medical and package delivery, linear utility inspection, and emergency management. With the help of C-Band radios, firms such as Amazon Prime Air or Alphabet’s Wing could theoretically double, triple, or even quadruple their delivery zones.

Already, the FCC has received and replied to public comments on its proposed rule. Barring any unforeseen delays, a final decision is likely to arrive in the coming months.

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The post uAvionix, Choctaw Nation Complete first BVLOS C-Band Drone Flights appeared first on FLYING Magazine.

The Choctaw Nation of Oklahoma (CNO) Beyond Program is one of eight FAA-designated sites dedicated to testing beyond visual line of sight (BVLOS) drone operations. This week CNO and its partner, uAvionix, launched FCC-approved BVLOS operations using uAvionix’s SkyLink C-Band Command and Control (C2) airborne radios.

That’s a lot of fancy terminology. But it boils down to this: CNO and uAvionix are the first entities to fly BVLOS with C-band C2 under FCC approval, which is a big deal given the agency’s recent proposal to dedicate C-band frequencies exclusively to UAS.

“The FCC today proposed rules to enable wireless communications for UAS use in the 5030-5091 MHz band and sought comment on whether measures are necessary to facilitate such use on flexible-use wireless networks,” the agency said in a press release. “UAS today primarily operate under unlicensed and low-power wireless communications rules or experimental licenses.”

Essentially, the partners are testing a system that may soon become the standard for all drones.

Since 2017, the Choctaw Nation has coordinated with the FAA—first through the UAS Integration Pilot Program (UAS IPP) and later through Beyond—to test drone technology on a 44,500-acre parcel of land. Tribal leaders were even asked to participate in the agency’s BVLOS Advisory Rulemaking Committee, a set of proposed rules developed collectively by UAS stakeholders. 

And James Grimsley, CNO’s executive director of advanced technology initiatives, is serving on the FAA’s Advanced Aviation Advisory Committee.

Shortly after CNO began testing under the UAS IPP, uAvionix signed on as a partner in 2018. About three years later, the avionics technology provider received FAA approval to test SkyLink C-band radios and expand deployments of SkyLine, the firm’s cloud-based C2 software infrastructure, to the Northern Plains UAS Test Site in North Dakota—and beyond.

After completing a successful first flight with SkyLink C-band technology at Northern Plains in December 2021, uAvionix would spend the next year and change integrating its SkyLine network into CNO’s massive testing ground. Then, it obtained two key FAA approvals that opened up Northern Plains and CNO to BVLOS flights using its hardware and software.

Now, the partners are taking their operations to new heights with FCC approval, coordinated with the FAA.

“[C-band] vastly extends the range of operations from traditionally used frequencies because the FCC allows for higher power transmitters,” Christian Ramsey, managing director of uAvionix, told FLYING. “For example, we have tested our C-band radios to ranges exceeding 100 miles from a single ground transmitter. This is simply not possible with existing frequencies because of a significant cap on transmit power.”

Previously, the CNO test site had relied on point-to-point radio transmissions between a ground operator and aircraft. But the FCC approval will allow uAvionix to create a coverage network accessible to any aircraft in range. And with SkyLine, tasks like fleet management, detect-and-avoid, and roaming between radio networks will all be automated by the system.

“The FCC approval is limited to the use of a specific frequency, in this case C-band (5060-5091 MHz) for command and control,” Ramsey explained.

That frequency lies within the range (5030-5091 MHz) the FCC has proposed reserving for UAS operations. Most current UAS operate on public spectrum frequencies such as 4G, industrial, scientific and medical (ISM) bands, or even wi-fi. But those frequencies have limited range and are more congested, increasing the risk of a lost C2 link during BVLOS flight.

“This latest FCC approval is a critical step for the industry as we move toward ubiquitous BVLOS operations, and will not only support our Choctaw Nation efforts, but also the industry at large,” Grimsley said in a statement.

With all systems a go, CNO and uAvionix are now opening the test site to businesses interested in scaling up BVLOS operations. Their pitch? Flying under C-band frequencies will aid companies in applying for FAA waivers—particularly for scenarios such as package delivery and medical resupply—because it shields operations from outside interference, such as other aircraft.

The FCC has yet to designate C-band frequencies exclusively for UAS. But the agency has now had time to receive and reply to public comments about the proposed rule, which should guide it toward a final decision in the coming months.

The post Choctaw Nation UAS Test Site, uAvionix Launch FCC-Authorized Operations appeared first on FLYING Magazine.

On Thursday, the FAA published the requests of the four companies—Phoenix Air Unmanned, uAvionix, UPS Flight Forward, and Zipline—and is seeking comments from the public. Stakeholders have until June 14 to share their suggestions or concerns with the requests. 

Considering the agency’s reliance on granting exemptions to gather information as it works toward a final BVLOS rule, the FAA will likely approve the four requests, even if they require the inclusion of special conditions or restrictions.

But if granted, what exactly would these permissions do? Let’s break down what the requested exemptions mean for each of the four companies.

Describing itself as an aerial data acquisition services provider, Phoenix Air Unmanned is looking to operate BVLOS as well as over people and roads. To do so, it’s requesting relief from several sections of FAA Part 61 and Part 91.

The firm wants to use its SVO 50 V2 aircraft from SwissDrones to perform aerial work, photography, surveying, patrols, and inspections of any powerline infrastructure owned or operated by a Department of Energy-recognized electric utility. The turbine-powered drone is capable of flying up to two hours with a 30-pound payload.

“Our petition for exemption process has included a safety risk management review alongside the FAA, demonstration of the aircraft, and on-site evaluation of BVLOS inspection operations within the proposed concept of operations,” Phoenix told FLYING. “The exemption request is in the interest of the public, and we welcome public comment as a next step of the authorization process.”

The exemption, if approved, would build on Phoenix’s Part 107 waiver, issued in March, that permits BVLOS operations for aircraft under 55 pounds. The approval did not cover the SVO 50 V2, which weighs 190 pounds.

Autonomous flight services provider—and avionics developer—uAvionix is also seeking exemptions from Parts 61 and 91…but not for its own operations.

• READ MORE: uAvionix Introduces Combo Tailbeacon ADS-B

Rather, the firm wants to conduct research and development on BVLOS operations for others—using an electric vertical takeoff and landing (eVTOL) aircraft—as part of the Vantis unmanned aerial systems (UAS) project at the FAA’s North Dakota UAS test site.

“Our application is unique in that we are not seeking this exemption as a means to further our own BVLOS flight objectives….instead we are trying to unlock that capability for the rest of industry, and this is one way to achieve those goals,” Christian Ramsey, managing director at uAvionix, told FLYING.

The aircraft, called Rapace, was granted a special airworthiness certificate—experimental class (SAC-EC) from the FAA and has a maximum takeoff weight of 26.5 pounds. It’s custom built, with uAvionix-designed internal avionics, command and control radios, autopilot, and positioning sensors. Through Vantis, the firm is working with partners such as Thales and the state of North Dakota to provide additional infrastructure for the program.

“The concept here is that the program team works out the ‘recipe’ for BVLOS exemptions, which are repeatable by other operators in the future,” Ramsey said. “In the end, this exemption isn’t about our operations… it’s about trailblazing and developing an infrastructure that others can use to achieve their own operational and business goals.”

UPS Flight Forward, the first FAA-approved Part 135 drone operator, is requesting slightly different permissions, including exemptions from Part 135.

The exemptions, if approved, would incorporate remote operations centers across the company’s network and enable “flights in outlying locations from (an) ROC in a different location” —essentially BVLOS flights.

But the request goes further. Flight Forward also wants to fly its M2 drone from Matternet with a ground-based surveillance system coupled to a suite of situational awareness tools that would replace the visual observer in BVLOS operations. That means the company will be able to fly farther than it would have had it opted for a simple section 107.31 waiver.

And then there’s Zipline. Its request is simple: The company wants to revise its previous exemption in order to replace visual observers with its patented acoustic detect-and-avoid system (DAA). DAA was a key factor in securing the company’s Part 135 certification, the most permissive the FAA has awarded so far and enables BVLOS operations.

Flight Forward and Zipline did not immediately respond to FLYING’s request for comment.

Each of the four exemption requests has its own petition for public comment, and they can be found within the Federal Register. Anyone can comment, but take that with a grain of salt—the FAA may make some modifications but will most likely approve all four requests.

However, there may be a better way to make your voice heard. Concurrently with the four requests, the FAA released a petition for comment on a proposed rule for BVLOS, asking industry stakeholders to provide input on the agency’s potential approaches.

The document outlines several areas of proposed rulemaking—such as detect-and-avoid performance standards, well-clear boundaries, and a new class of “shielded” operations—each with a few questions for the public to answer. The comment period for that petition also expires June 14.

The post FAA Releases BVLOS Waiver Requests for Public Comment appeared first on FLYING Magazine.

The device acts as a 12-in-1 mini display, where inflight information is shown on a digital matte screen. The AV-20-S fits in any standard 2 ¼-inch round instrument opening, making it compatible with nearly any aircraft panel.

“The combination of these efforts is intended to provide better access for Canadian general aviation aircraft owners to a variety of modifications they may wish to incorporate into their aircraft, and that many of these modifications will also promote an increase in safety,” Transport Canada said in the announcement.

The AV-20-S includes 12 different modes to enhance your flight, including:

• AoA
• G-meter
• Attitude
• Slip/skid indication
• Clock (GMT/Local)
• Outside air temperature
• Bus voltage
• Dual-user timers
• Engine run timer
• Flight timer
• Density altitude
• True airspeed

In addition to each mode, uAvionix includes customizable audio alerts, and a 30-minute internal battery to use in the event of loss of power.

In order to use the AV-20-S, Canadian pilots must have an aircraft maintenance engineer (AME) install the device, in accordance with relevant technical data under subpart 571 of the Canadian Aviation Regulations (CARs).

The post uAvionix Multi-Function Display Approved for Canadian Aircraft appeared first on FLYING Magazine.