AUVSI Underscores Priorities For FAA UAS Reauthorization
Brian Wynne calls for no further FAA delays
The Association for Unmanned Vehicle Systems International (AUVSI) is underscoring the policy priorities that are needed to accelerate the safe use of commercial unmanned aircraft systems and expand collaborative research and operational efforts.
“Since the next several years will be critical to the advancement of UAS, Congress needs to give the FAA the authority and ability to create risk-based regulations for the United States to realize the full potential of UAS technology and its economic benefits,” says Brian Wynne, president and CEO of AUVSI. “While the FAA Modernization and Reform Act of 2012 outlined a timeline for UAS integration, the FAA has been plagued by delays and has achieved only some of the milestones. AUVSI and its members urge the FAA to use all available means to establish a regulatory framework immediately and without any further delays.”
The FAA missed the Sept. 30, 2015, congressionally mandated deadline for UAS integration, which was set in the last FAA reauthorization four years ago, and the agency has yet to finalize a small UAS rule for commercial operations. The current federal aviation administration (FAA) authorization expires on March 31, 2016.
During the last year, AUVSI developed six priorities to advance the commercial UAS industry that it would like to see addressed in the FAA reauthorization bill:
- Implement a “Risk-Based, Technology Neutral” Regulatory Framework: Any UAS regulations proposed in FAA reauthorization should rely on a safety risk management process that assesses the entirety of a UAS operation instead of solely regulating a specific vehicle or system. This type of flexible framework will allow for the FAA to accommodate innovation, rather than require new rules each time a new technology emerges. Following a detailed risk analysis of all factors involved, which may include system weight, available frequency spectrum, population density and overlying airspace, operations may be regarded as “safe” and granted access to the airspace with minimal regulatory barriers.
- Expand Section 333 Exemption Authority to Include Beyond-Line-of-Sight: According to the authority provided under Section 333 of the 2012 act, the FAA has granted permission for limited commercial use of UAS on a case-by-case basis. This process can be used to allow for more uses of this technology in the short term by giving the FAA the clear authority to address Section 333 exemption requests for beyond-visual-line-of-sight operations. These operations are crucial to many commercial uses of UAS. As written, the underlying provision does not specifically allow for beyond-visual-line-of-sight operations. Ultimately, the FAA reauthorization measure should support and accelerate the development of consensus standards, regulations and other guidance addressing the technical and operational challenges limiting certification of UAS, thereby eliminating the need for additional 333 exemptions.
- Develop a Holistic R&D Plan for UAS Integration: The FAA reauthorization legislation should provide a comprehensive UAS research and development plan. There is a lot of good work already being done, and better coordination will ensure we’re maximizing the impact of these efforts. While the FAA’s Pathfinder Program and UAS Center of Excellence have great promise for success, we need better visibility on how they will fit into the larger UAS integration picture, which would include all types of airspace and sizes of UAS. This plan should outline government and industry roles, milestones and dates for advancing outstanding research needs.
- Make FAA-Designated UAS Test Sites Eligible for Federal Funding: Congress should consider making the test sites eligible for federal funding under current FAA offices and programs that are engaged with UAS activities in order to help them perform the valuable research needed for integration. This would not specifically add new funding for the test sites; rather, it could allow for them to receive existing federal funding and give industry guidance and incentive to better utilize the test sites.
- Advance the Development of a UAS Traffic Management System: Congress should also facilitate the development of an operational UAS Traffic Management System/Network to ensure the safe and efficient use of the airspace. While some commercial UAS operations will occur at low levels, this airspace may become complex with established navigation routes, and point-to-point route segments, requiring specific equipage requirements. A traffic management system will integrate UAS into the existing national airspace infrastructure and ensure the continued safety of the airspace.
- Elevate UAS Integration into the National Airspace as a National Priority. Leadership and coordination with industry and government partners is absolutely critical to ensure the U.S. regains trailblazer status in this international industry. As UAS integration must be done in coordination with NextGen, there is an opportunity to consider linking the two efforts and their resources more effectively going forward.
The Association for Unmanned Vehicle Systems International (AUVSI) — the world's largest nonprofit organization dedicated to the advancement of unmanned systems and robotics — represents more than 7,500 members from more than 60 countries involved in the fields of government, industry and academia. AUVSI members work in the defense, civil and commercial markets.