Then, on April 27, take part in the FAA’s annual Drone Safety Day, which was created to increase awareness around the importance of safe drone operations. In-person, virtual, and hybrid events focus on drone education, economics, equity, environment, and emergencies. Browse available events to find something appealing to you on the Drone Safety Day page hosted by the National Center for Autonomous Technology (NCAT).

Safety is integral to aviation, even if your aircraft is controlled remotely. Patrick Sherman’s new book, Getting Started with Drones and Model Airplanes, offers many lessons on keeping yourself, your drone, and those around you safe. Read on to get a taste.

First, Do No Harm

As a remote pilot, I personally rely on [the] phrase, “first, do no harm,” to remind me about what is important when I go flying—it isn’t me, and it certainly isn’t my aircraft. What is important is the injury and damage my aircraft could inflict on other people and their property. It is a reminder that I have an overriding duty to sacrifice my aircraft without hesitation should it endanger another person, which in itself is a compelling motivation to avoid creating that situation in the first place.

At first glance, the potential hazard may seem quite small. After all, how much damage can a small foam airplane or a palm-sized drone really cause? It turns out that the answer is, “Quite a bit.” Studies have revealed that a common drone, the DJI Phantom 4 (Figure 1), can inflict a lethal injury on a person wearing a hardhat if it falls from an altitude of only 25 feet. Drop almost anything from 400 feet (which . . . is the maximum altitude that drones are allowed to fly) and it has the potential to maim or kill.

Furthermore, the weight and altitude of small aircraft aren’t the only threats that they pose. Keep in mind that most of these machines are kept aloft by propellers turning thousands of times per minute. These are capable of inflicting multiple lacerations before a person even knows what is happening, and even before their natural reflexes can move them out of harm’s way.

A propeller strike to the soft tissues of the face or other sensitive parts of the body has the potential to blind or disfigure someone for life. To be clear, that someone could be you. Remember, you’ve made a choice to embark upon this journey, and to educate yourself regarding the dangers, but the young couple pushing their newborn baby in a stroller through the park where you happen to be flying has made no such choice. Imagine the long-term impact of an accident on them, then consider the impact on you, your liability, your emotions, your mental health, and your passion for aviation. These losses are unnecessary and avoidable.

I hope you now understand why I begin each flight by reminding myself, “First, do no harm.”

Safety First

By becoming a remote pilot, even if you are only flying for fun, you are becoming a member of the broader aviation community. Spend any time at all with pilots, airplane mechanics, air traffic controllers, or anyone else associated with this community, and you will quickly find that one overriding goal binds us all together: safety.

Safety is—and must be—the first and last thought of every aviator, and that includes you. In each of the subsequent chapters in this book, you’ll see how time and again our conversation turns to safety. The importance of this topic simply cannot be overstated, and if you cannot abide by everything that is required to maintain it, then flying drones and model airplanes might not be the right hobby for you.

That said, safety does not require the complete elimination of all risk, because that would be impossible. The only way to reduce the risk of flying to zero is to not fly at all, and millions of people fly drones and model airplanes every day, and they do it safely. Safe flying requires an understanding of the risks involved and how to mitigate them. Start by following the rules, knowing the environment where you are flying, understanding how your aircraft works and the potential hazards it poses to you and other people, and—the most important of all—recognizing your own limitations. Flying will teach you who you are, along with a great many other things.

Discover more about drone safety, as well as how to choose the right drone or model airplane for you, where to fly the one you choose, and, when you’re ready, how to take the best aerial photographs in Getting Started with Drones and Model Airplanes, now available from ASA.

Featured image courtesy Sigma Design.

The post Celebrate Drones with Drone Safety Day and Xponential first appeared on Learn To Fly.

The law requiring Remote ID* was enacted January 15, 2021, with a compliance date of September 16, 2023. Because creating, distributing, and affording drones capable of broadcasting, receiving FRIA approval, and registering drones took longer than anticipated, the FAA enacted a six-month enforcement policy** to exercise discretion in determining how to handle noncompliance, including whether or not to take enforcement action on Remote ID. This discretionary period ended, and enforcement went into full effect on March 16, 2024.

What does this mean for you? Well, if your drone was made after September 16, 2022 it most likely already has Standard Remote ID built in, or at least it should as that is the FAA requirement. For older drones, you will need to attach a Remote ID broadcast module or only operate your drone in a FRIA. In both cases, you will also need to add the Remote ID serial number to your FAA registration.

To check if your drone or broadcast module is Remote ID compliant, go to the FAA UAS Declaration of Compliance website and click on “View public DOC list” (you may need to scroll down to see it).

Filter by type: “RID” and status: “accepted,” then search for your drone or broadcast module.

Only drones or broadcast modules listed on the FAA DOC are considered to be in compliance (even if your drone was advertised as “Remote ID ready”). If your drone or broadcast module is on the list, you will still need to register or update your registration through the FAADroneZone to include your Remote ID drone or broadcast module serial number (note that this serial number is not always the same as your drone’s serial number).

If you’re a recreational drone pilot and have one registration number that applies to multiple aircraft, you can list one Remote ID broadcast module serial number and move the module from aircraft to aircraft (as long as they are all listed on the registration). For more information on Remote ID and registration visit the FAA Remote ID webpage.

And, if all of this sounds a little overwhelming, check out ASA’s Getting Started with Drones and Model Airplanes, and let Patrick Sherman guide you through the process.

* 86 FR 4390
** 88 FR 63518

The post Remote ID Now Enforced for Drones first appeared on Learn To Fly.

The overwhelming majority of owners operate in a responsible and safe manner, however there are those select few who choose to either push the boundaries or just ignore the rules all together. Whether or not owners are ignoring rules because they choose not to follow them or because they simply do not know the rules varies. If you ask me, I think it’s a little bit of both.

It’s important as a drone operator to understand that these rules or regulations are in place to prevent mid-air collisions between manned aircraft and unmanned aircraft. Such a collision has the likelihood of resulting in a catastrophic crash and loss of life.

The University of Dayton Research Institute recently conducted testing to determine the outcome of a small unmanned aircraft system colliding with the wing of a small single engine general aviation aircraft. The below video shows the result of a DJI Phantom 2 Quadcopter impacting the wing of a Mooney M20 aircraft at a combined impact speed of 238 miles per hour.

You can see the result is devastating to both aircraft involved.

Fortunately to date there have been very few collisions reported between unmanned and manned aircraft. One such incident took place over Canada in 2017 when a drone collided with a passenger plane coming in for landing at an altitude of 1,500 feet. This is the first known incident involving a collision between a passenger plane and a drone. Another incident took place over New York when a drone collided with an Army Helicopter monitoring the United Nations General Assembly. The drone had been operating out of line-of-sight and within a Temporary Flight Restriction (TFR). The incident resulted in substantial damage to the helicopters rotor blade but was able to make a safe landing (the helicopter, not the drone).

In the case of the drone versus Army helicopter, the National Transportation Safety Board (NTSB) investigated and was able to find the owner and operator of the drone. During an interview with the operator he was asked if he understood the rules pertaining to drone operations. The owner stated he knew to stay below 400 feet and out of class B airspace, however did not know about further airspace restrictions like TFRs.

The NTSB found the probable cause of the crash to be “the failure of the drone pilot to see and avoid the helicopter due to his intentional flight beyond visual line of sight. Contributing to the incident was the drone pilot’s incomplete knowledge of the regulations and safe operating practices.”

This incident is a great example of a pilot both pushing the boundaries and not being 100% familiar with the rules.

If you don’t want to find yourself in a situation like the one above, become familiar with the National Airspace System and Regulations surrounding drone operations. This will make you a safer, more competent drone operator. There are several books and programs available in the marketplace to help you learn this knowledge. One I would like to recommend is ASA Virtual Test Prep for Remote Pilots. This is a compressive ground school containing five-hours worth of on screen instruction covering regulations, the National Airspace System, weather, preflight considerations, and flight operations. The videos are available as individual lessons or as a set. Check them out!

Virtual Test Prep Remote Pilot Set

Virtual Test Prep Remote Pilot Individual Lessons

The post CFI Brief: Drone vs. Aircraft at 238 MPH! first appeared on Learn To Fly.

I’ve been building and tinkering with drones for the last couple years and flying them recreationally. I wanted to get into aerial photography and figured I’d eventually sell prints or try to monetize it, so it made sense to get a remote pilot’s license. Based on what I read online, it’s better to be safe and get the license than not. I didn’t have any prior piloting experience so I was starting with zero knowledge and this was all new to me.

Approach
Given I was starting from scratch and self-guiding myself through this process, I wanted to understand the test style (it’s also been over 10 years since I last took a test in college). I downloaded “Prepware Remote Pilot” and went through 10-15 random test questions to get a feel for the style of questions (I think I missed 90% of all these).

Next, I read through ASA’s Remote Pilot Test Prep as my main studying resource. It’s main appeal was the short chapter text and the easily consumable writing style. I read through the content in less than a week and took my first full test through the Prepware Remote Pilot app. I ended up getting 73%.

I looked through all my missed questions and reviewed the correct answers with the explanation blurb. Through reviewing the questions, I noticed a trend that I was missing most questions in a few sections (Weather–TAF/METAR and Sectional Charts), so I doubled down studying in those areas and spent a few days really diving into those sections to make sure I understood the content. I repeated the test in the app and increased my score to the high 80s so I felt comfortable taking the actual FAA test. I would recommend taking practice tests until you feel comfortable and achieve a high score.

Result
I scored an 82% on the final test and passed on my first attempt.

Tips

• Schedule a test date in advance to force yourself to study.
• Use the app, since your phone is always with you. It’s easy to run through a handful of questions randomly throughout the day (especially since you’d probably just be surfing facebook anyway).
• Check the updated test questions on the ASA website (they’re free) prior to taking the test.
• Notice the trends in certain areas, so you can spend your time studying other areas. For example, the Remote Pilot in Command is responsible for almost everything, so questions asking “who’s in charge when…” are easy to answer. Focus on studying what’s new to you.
• Eat something ahead of time.
• Once you’ve answered all the questions on the test, go back through and look it over before submitting.

The post Preparing for and Passing Your FAA Remote Pilot Knowledge Test first appeared on Learn To Fly.

Maintenance for sUAS includes scheduled and unscheduled overhaul, repair, inspection, modification, replacement, and system software upgrades for the unmanned aircraft itself and all components necessary for flight.

Manufacturers may recommend a maintenance or replacement schedule for the unmanned aircraft and system components based on time-in-service limits and other factors. Follow all manufacturer maintenance recommendations to achieve the longest and safest service life of the sUAS. If the sUAS or component manufacturer does not provide scheduled maintenance instructions, it is recommended that you establish your own scheduled maintenance protocol. For example:

• Document any repair, modification, overhaul, or replacement of a system component resulting from normal flight operations.
• Record the time-in-service for that component at the time of the maintenance procedure.
• Assess these records over time to establish a reliable maintenance schedule for the sUAS and its components.

During the course of a preflight inspection, you may discover that an sUAS component requires some form of maintenance outside of the scheduled maintenance period. For example, an sUAS component may require servicing (such as lubrication), repair, modification, overhaul, or replacement as a result of normal or abnormal flight operations. Or, the sUAS manufacturer or component manufacturer may require an unscheduled system software update to correct a problem. In the event such a condition is found, do not conduct flight operations until the discrepancy is corrected.

In some instances, the sUAS or component manufacturer may require certain maintenance tasks be performed by the manufacturer or by a person or facility specified by the manufacturer; maintenance should be performed in accordance with the manufacturer’s instructions. However, if you decide not to use the manufacturer or the personnel recommended by the manufacturer and you are unable to perform the required maintenance yourself, you should:

• Solicit the expertise of maintenance personnel familiar with the specific sUAS and its components.
• Consider using certificated maintenance providers, such as repair stations, holders of mechanic and repairman certificates, and persons working under the supervision of a mechanic or repairman.

If you or the maintenance personnel are unable to repair, modify, or overhaul an sUAS or component back to its safe operational specification, then it is advisable to replace the sUAS or component with one that is in a condition for safe operation. Complete all required maintenance before each flight—preferably in accordance with the manufacturer’s instructions or, in lieu of that, within known industry best practices.

Careful recordkeeping can be highly beneficial for sUAS owners and operators. For example, recordkeeping provides essential safety support for commercial operators who may experience rapidly accumulated flight operational hours/cycles. Consider maintaining a hardcopy and/or electronic logbook of all periodic inspections, maintenance, preventative maintenance, repairs, and alterations performed on the sUAS. See the figure below. Such records should include all components of the sUAS, including the:

• Small unmanned aircraft itself;
• Control station;
• Launch and recovery equipment;
• Data link equipment;
• Payload; and
• Any other components required to safely operate the sUAS.

You can find a UAS Operators Log here.

The post CFI Brief: sUAS Maintenance & Inspection first appeared on Learn To Fly.

Today we’re pleased to feature an excerpt from our latest remote pilot textbook, The Complete Remote Pilot, by Bob Gardner and David Ison. Built on the foundation of Bob Gardner’s popular The Complete Private Pilot series, this textbook is tailored for anyone interested in pursuing and obtaining a Remote Pilot Certificate, which is required in order to operate drones for commercial use. The Complete Remote Pilot is designed to not only prepare you for the exam but to teach you about how UAS fly, their components and systems, and the aeronautical knowledge required to fly these systems in the same airspace as large commercial jets. This book covers specifics on the language of drones, regulations, airspace and navigation, airport and off-airport operations, radio communication procedures, weather, aerodynamics and aircraft performance, emergency procedures, human factors, maintenance, and preflight inspection procedures.

REGULATORY REQUIREMENTS
Since an sUAS potentially operates in proximity to and within the same airspace as manned aircraft, a high level of care is required to ensure that the aircraft is safe to operate and will not do anything to jeopardize the ability of the remote PIC to maintain positive control of the system while in use. The FAA explicitly spells this out in 14 CFR §107.15, stating that prior to each flight, “the remote pilot in command must check the small unmanned aircraft system to determine whether it is in a condition for safe operation.” Further, if at any time it is determined that this condition is compromised, the operation must cease immediately. Unmanned aircraft pilots should mimic their manned counterparts who are very familiar with the preflight inspection process, which is (or should be) a very thorough evaluation of the aircraft before taking flight.

While manned aircraft manufacturers typically provide a comprehensive checklist to use for preflight inspections, not all sUAS manufacturers do so. It may be necessary to create your own checklist. However, you may not need to start from scratch—or worse, learn the “hard” way; instead, look online to find out what work has been done on your individual system. Some great resources are available on various websites, especially for systems with minimal documentation provided by the manufacturer. In short, if the aircraft comes with a checklist or procedure for ensuring safe operation, use it. Feel free to add to it if you find some additional things that you feel need to be checked prior to use. If no such guidance is provided, create your own. So what should you include? Let’s take a look.

PREFLIGHT INSPECTION CONSIDERATIONS
While each sUAS will vary, here are some key areas to consider for careful inspection before flight or on a regular basis. Before every flight, it’s important to do a thorough visual examination of the aircraft. Are there any loose parts? Is anything hanging off that should not be? Does anything look abnormal? Is there any damage to the structure? Next, you should take a look at the propellers. Before putting them on the aircraft, flex the blades slightly to confirm their integrity. While you are doing this, look over the blades and run your finger along their edges and surfaces. If there are nicks or cracks, you should replace the propeller. Once they are installed on the aircraft, propellers should be secure (and locked if applicable), but don’t overtighten them, as that can damage the threads or connections.

While you are in the vicinity of the motors, check them for proper rotation and security. Do they spin freely? Is anything sticking? Are any motors too loose? The best way to know for sure is by comparing one motor to another (or if the sUAS only has one motor, comparing it to how it appeared the last time). If anything is abnormal, it is advisable to remove and replace the item in question. (More experienced users may want to do some bench tests prior to replacing or flying.)

Next, check all peripheral items, such as the camera gimbal or other payloads. Are they properly connected and secured? How about the camera or other sensors? These typically are expensive pieces of equipment; you do not want to accidentally damage or lose them because you were in a hurry to fly.

You will also want to inspect the battery prior to installation. Note: be sure you know the correct power-on procedures for your sUAS. Some will be powered once the battery is installed, so if that is the case, you will want to be ready for that change in status. Typically, the controller is turned on first and then the sUAS is turned on, to reduce the chances of something unexpected happening (and if it does, by following this procedure, you should have control).

Check the battery connection pins/slots to verify that they are not damaged or dirty. Check the body of the battery. Is there any “puffiness” or bulging of the outer coating or sides? If the answer is yes, your battery is failing. Never use a puffy or bulging battery. Is the battery warm or hot? If so, let it cool before using. Do you know the charging status? If not, it is best to know this before flight for quality assurance and performance tracking. Once you are happy with the battery’s status, install it (or position it for installation).

The ground control station and any other equipment also should be inspected. Are the antennae properly installed and attached? Are there any missing or loose parts? What is the battery status of the components? Will the capacity be enough to complete the mission with an additional time cushion?

Is your crew briefed and ready to go? If yes, power on the sUAS (after completing necessary checklists) to check lights and other markings. Do a control check (if possible) and gimbal check. Does everything move freely without abnormal resistance or noises? Next, you will want to do an idle check with motors on (again, only when ready and post-checklists). Check for any unusual noises or vibrations. If any are detected, shut down and investigate further before departing. The final check prior to initiating the mission is an airborne control check. For example, if you’re using a quadcopter, lift the aircraft off to a hover just above the ground. Input left/right, forward/back, yaw, and power inputs to ensure the system reacts as expected. Additionally, confirm that there are no weird noises or “ticks” experienced during this operational check.

POSTFLIGHT INSPECTION CONSIDERATIONS
Upon completing a flight, the sUAS should be inspected again. Essentially you will want to check the same items as in the preflight inspection, noting any changes in aircraft status. Batteries will generally be warm because of discharging, but they should not be hot. Use caution if the battery condition changes between the pre- and post-flight inspections (e.g., it begins to bulge). Note any issues in your maintenance log (explained later) and replace any parts that are damaged or at the end of their service life.

The post sUAS: Preflight Inspections first appeared on Learn To Fly.

If you plan on operating an sUAS under 14 CFR Part 107, make sure you fully understand your operating limitations.

Operating Limitations

The sUAS must be operated in accordance with the following limitations:

• Cannot be flown faster than a ground speed of 87 knots (100 miles per hour).

• Cannot be flown higher than 400 feet above ground level (AGL) unless flown within a 400-foot radius of a structure and not flown higher than 400 feet above the structure’s immediate uppermost limit. See Figure 1-1.

Crewmembers must operate within the following limitations:

• Minimum visibility, as observed from the location of the control station, must be no less than 3 statute miles.

• Minimum distance from clouds must be no less than 500 feet below a cloud and 2,000 feet horizontally from the cloud.

Note: These operating limitations are intended, among other things, to support the remote pilot’s ability to identify hazardous conditions relating to encroaching aircraft or persons on the ground, and to take the appropriate actions to maintain safety.

Below is the regulation outlined in 14 CFR Part 107.51

§107.51   Operating limitations for small unmanned aircraft.

A remote pilot in command and the person manipulating the flight controls of the small unmanned aircraft system must comply with all of the following operating limitations when operating a small unmanned aircraft system:

(a) The groundspeed of the small unmanned aircraft may not exceed 87 knots (100 miles per hour).

(b) The altitude of the small unmanned aircraft cannot be higher than 400 feet above ground level, unless the small unmanned aircraft:

(1) Is flown within a 400-foot radius of a structure; and

(2) Does not fly higher than 400 feet above the structure’s immediate uppermost limit.

(c) The minimum flight visibility, as observed from the location of the control station must be no less than 3 statute miles. For purposes of this section, flight visibility means the average slant distance from the control station at which prominent unlighted objects may be seen and identified by day and prominent lighted objects may be seen and identified by night.

(d) The minimum distance of the small unmanned aircraft from clouds must be no less than:

(1) 500 feet below the cloud; and

(2) 2,000 feet horizontally from the cloud.

You can find all the sUAS Part 107 regulations in this years 2018 FAR|AIM available NOW!

The post CFI Brief: Part 107 sUAS Operating Limitations first appeared on Learn To Fly.

It is very important that sUAS remote PICs be aware of the type of airspace in which they will be operating their small UA. Referring to the “B4UFly” app, or a current aeronautical chart (http://faacharts.faa.gov) of the intended operating area will aid a remote PIC’s decision-making regarding sUAS operations in the NAS.

Though many sUAS operations will occur in uncontrolled airspace, there are some that may need to operate in controlled airspace. Operations in what is called controlled airspace, i.e. Class B, Class C, or Class D airspace, or within the lateral boundaries of the surface area of Class E airspace designated for an airport, are not allowed unless that person has prior authorization from ATC.

The sUAS remote PIC must understand airspace classifications and requirements. The authorization process can be found at www.faa.gov/uas. Although sUAS will not be subject to 14 CFR Part 91, the equipage and communications requirements outlined in Part 91 were designed to provide safety and efficiency in controlled airspace. Accordingly, while sUAS operating under 14 CFR Part 107 are not subject to Part 91, as a practical matter, ATC authorization or clearance may depend on operational parameters similar to those found in Part 91. The FAA has the authority to approve or deny aircraft operations based on traffic density, controller workload, communication issues, or any other type of operations that could potentially impact the safe and expeditious flow of air traffic in that airspace. Those planning sUAS operations in controlled airspace are encouraged to contact the FAA as early as possible.

Many sUAS operations can be conducted in uncontrolled, Class G airspace without further permission or authorization. However, controlled airspace operations require prior authorization from ATC and therefore it is incumbent on the remote PIC to be aware of the type of airspace in which they will be operating their sUAS. As with other flight operations, the remote PIC should refer to current aeronautical charts and other navigation tools to determine position and related airspace.

Controlled airspace, that is, airspace within which some or all aircraft may be subject to air traffic control, consists of those areas designated as Class A, Class B, Class C, Class D, and Class E airspace. Much of the controlled airspace begins at either 700 feet or 1,200 feet above the ground. The lateral limits and floors of Class E airspace of 700 feet are defined by a magenta vignette (shading) on the Sectional Chart; while the lateral limits and floors of 1,200 feet are defined by a blue vignette on the Sectional Chart if it abuts uncontrolled airspace. Floors other than 700 feet or 1,200 feet are indicated by a number indicating the floor.

Think you have what it takes to be able to identify airspace on a sectional chart? Between today’s post and Monday’s post let’s see what you got. Click on any of the figures to enlarge.

1. According to 14 CFR Part 107, the remote PIC of a small unmanned aircraft planning to operate within Class C airspace
A—is required to receive ATC authorization.
B—is required to file a flight plan.
C—must use a visual observer.

2. (Refer to Figure 74, area 6.) What airspace is Hayward Executive in?
A—Class B.
B—Class C.
C—Class D.

3. (Refer to Figure 78.) In what airspace is Onawa, IA (K36) located?
A—Class E.
B—Class G.
C—Class D.

4. (Refer to Figure 23, area 3.) What is the floor of the Savannah Class C airspace at the shelf area (outer circle)?
A—1,300 feet AGL.
B—1,300 feet MSL.
C—1,700 feet MSL.

Answers to today’s blog questions.

The post CFI Brief: sUAS Operations and Airspace first appeared on Learn To Fly.

14 CFR §107.43, “Operation in the vicinity of airports,” is quite clear:

No person may operate a small unmanned aircraft in a manner that interferes with operations and traffic patterns at any airport, heliport, or seaplane base.

This, however, does not make operations near airports completely illegal. At SeaTac, for example, drone operations are prohibited in Class B Airspace unless prior approval is granted by FAA Air Traffic Control. 14 CFR §107.41, “Operation in certain airpsace,” clarifies this:

No person may operate a small unmanned aircraft in Class B, Class C, or Class D airspace or within the lateral boundaries of the surface area of Class E airspace designated for an airport unless that person has prior authorization from Air Traffic Control (ATC).

Controlled airspace is a generic term that covers the different classifications of airspace and defined dimensions within which air traffic control (ATC) service is provided in accordance with the airspace classification. Controlled airspace consists of Class A, Class B, Class C, Class D, and Class E airspace. Here’s how each is defined in the Pilot’s Handbook of Aeronautical Knowledge (8083-25).

Class A Airspace
Class A airspace is generally the airspace from 18,000 feet mean sea level (MSL) up to and including flight level (FL) 600, including the airspace overlying the waters within 12 nautical miles (NM) of the coast of the 48 contiguous states and Alaska. Unless otherwise authorized, all operation in Class A airspace is conducted under instrument flight rules (IFR).

Class B Airspace
Class B airspace is generally airspace from the surface to 10,000 feet MSL surrounding the nation’s busiest airports in terms of airport operations or passenger enplanements. The configuration of each Class B airspace area is individually tailored, consists of a surface area and two or more layers (some Class B airspace areas resemble upside-down wedding cakes), and is designed to contain all published instrument procedures once an aircraft enters the airspace. ATC clearance is required for all aircraft to operate in the area, and all aircraft that are so cleared receive separation services within the airspace.

Class C Airspace
Class C airspace is generally airspace from the surface to 4,000 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower, are serviced by a radar approach control, and have a certain number of IFR operations or passenger enplanements. Although the configuration of each Class C area is individually tailored, the airspace usually consists of a surface area with a five NM radius, an outer circle with a ten NM radius that extends from 1,200 feet to 4,000 feet above the airport elevation. Each aircraft must establish two-way radio communications with the ATC facility providing air traffic services prior to entering the airspace and thereafter must maintain those communications while within the airspace.

Class D Airspace
Class D airspace is generally airspace from the surface to 2,500 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower. The configuration of each Class D airspace area is individually tailored and, when instrument procedures are published, the airspace is normally designed to contain the procedures. Arrival extensions for instrument approach procedures (IAPs) may be Class D or Class E airspace. Unless otherwise authorized, each aircraft must establish two-way radio communications with the ATC facility providing air traffic services prior to entering the airspace and thereafter maintain those communications while in the airspace.

Class E Airspace
Class E airspace is the controlled airspace not classified as Class A, B, C, or D airspace. A large amount of the airspace over the United States is designated as Class E airspace.

This provides sufficient airspace for the safe control and separation of aircraft during IFR operations. Chapter 3 of the Aeronautical Information Manual (AIM) explains the various types of Class E airspace.

Sectional and other charts depict all locations of Class E airspace with bases below 14,500 feet MSL. In areas where charts do not depict a class E base, class E begins at 14,500 feet MSL.

In most areas, the Class E airspace base is 1,200 feet AGL. In many other areas, the Class E airspace base is either the surface or 700 feet AGL. Some Class E airspace begins at an MSL altitude depicted on the charts, instead of an AGL altitude.

Class E airspace typically extends up to, but not including, 18,000 feet MSL (the lower limit of Class A airspace). All airspace above FL 600 is Class E airspace.

The post sUAS: Operating a Drone in Controlled Airspace first appeared on Learn To Fly.

Accident Reporting

The remote PIC must report any sUAS accident to the FAA, within 10 days of the operation, if any of the following thresholds are met:

• Serious injury to any person or any loss of consciousness.
• Damage to any property, other than the small unmanned aircraft, if the cost is greater than $500 to repair or replace the property (whichever is lower).

For example, a small UA damages property of which the fair market value is $200, and it would cost $600 to repair the damage. Because the fair market value is below $500, this accident is not required to be reported. Similarly, if the aircraft causes $200 worth of damage to property whose fair market value is $600, that accident is also not required to be reported because the repair cost is below $500.

The accident report must be made within 10 calendar-days of the operation that created the injury or damage. The report may be submitted to the appropriate FAA Regional Operations Center (ROC) or FSDO electronically (www.faa.gov/uas) or by telephone. The report should include the following information:

1. sUAS remote PIC’s name and contact information;
2. sUAS remote PIC’s FAA airman certificate number;
3. sUAS registration number issued to the aircraft, if required (FAA registration number);
4. Location of the accident;
5. Date of the accident;
6. Time of the accident;
7. Person(s) injured and extent of injury, if any or known;
8. Property damaged and extent of damage, if any or known; and
9. Description of what happened.

A serious injury qualifies as Level 3 or higher on the Abbreviated Injury Scale (AIS) of the Association for the Advancement of Automotive Medicine. This scale is an anatomical scoring system that is widely used by emergency medical personnel. In the AIS system, injuries are ranked on a scale of 1 to 6; Level 1 is a minor injury, Level 2 is moderate, Level 3 is serious, Level 4 is severe, Level 5 is critical, and Level 6 is a nonsurvivable injury. It would be considered a serious injury if a person requires hospitalization, and the injury is fully reversible including, but not limited to:

• Head trauma.
• Broken bone(s).
• Laceration(s) to the skin that requires suturing.

In addition to this FAA report, and in accordance with the criteria established by the National Transportation Safety Board (NTSB), certain sUAS accidents must also be reported to the NTSB.

§107.9   Accident reporting.

No later than 10 calendar days after an operation that meets the criteria of either paragraph (a) or (b) of this section, a remote pilot in command must report to the FAA, in a manner acceptable to the Administrator, any operation of the small unmanned aircraft involving at least:

(a) Serious injury to any person or any loss of consciousness; or

(b) Damage to any property, other than the small unmanned aircraft, unless one of the following conditions is satisfied:

(1) The cost of repair (including materials and labor) does not exceed $500; or

(2) The fair market value of the property does not exceed $500 in the event of total loss.

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