2021 Remote ID & Operation over People / Night Rules - Complete Review

well well well fancy seeing you here welcome uh happy new year this is 2021 the first day as you're going to be watching this video and this is our regular friday news update but i wanted to do something a little bit different because i'm sure you've heard the faa finally released new regulation for remote id but also for other things and so um i took the last couple days going through all the regulation and i wanted to do a video that's in depth now you guys know what we do at pilot institute we teach you to go over things in detail we don't just believe in passing the test so this is going to be no different so this is going to be a little bit longer than usual but i have four topics that i want to talk about today first one is remote id obviously the new regulation the second one is the regulation that covers flying over people and flying over moving vehicles and then flying at night and flying uh for recurrent training there was new regulation for this and then lastly i'll talk about other part 107 regulation that has changed recently so let's get going [Music] all right the first thing this week really before we even get into anything this is going to take a while like i mentioned in the intro this is what we do i like to go over things in detail i could have done a video a couple days ago but i know a lot of people did a lot of people covered the basic things that we could see in the uh in the summary that the faa gave but the faa gave also a lot of other documentation like they always do when they release new regulation they always publish what's called a preamble and the preamble is just a lot of explanation as to why the faa did what they did so i took my time i went through uh pretty much reading the entirety of the pre-handle which is about 800 pages and when i sat down and i put a whole bunch of information together so grab a drink cup of coffee cup of tea a glass of wine beer whatever it is that you do and then sit down and enjoy now at any time i know this is going to be pretty long at any time if you want to get more information about a different topic or if you want to go back you can go down there in the comment section in the description of the video and you'll see there's different chapters with different timestamps so i'm going to put as many timestamps as i can down here so that you can navigate and go to the areas that you're interested in so let's um let's get going kind of you know this video is designed for our students and our youtube followers i designed this so that you have a good understanding of the new regulation not not only just the regulation but i also wanted you to kind of get an idea of why things were the way they were originally and then how the fa kind of changed it in a new regulation so like i said i went through 800 pages of reading now reading is one thing comprehending is something else it's kind of like the difference between hearing and listening reading all the documentation is one thing but i had to go back several times especially when we're going to talk about flying over people i think this is the most confusing portion of the new regulation i had to go back several times i created tables for you so that you can see the comparison between all the different categories i made a timeline so you have a better idea of how flying at night is going to work so i try to make this as this is what we do flight training made easy right this is our motto so i try to make it as easy as i can on you guys so you don't have to go through 800 pages now i'm not gonna lie some of it was painful some of it i kind of skimmed through because it was things that i'm not necessarily interested in things that you may not be necessarily be interested in such as all the compliance thing for remote id so i skipped that portion not skip but i kind of skim through but but there was actually a ton of really good information and it was really good to get into the brain of the faa using the preamble and kind of understand why they did what they did now you may ask me greg what do you think of the new regulation and overall i'm going to say i'm pretty happy i was very worried about the nprm as many of you were we submitted comments and uh and i have to say the fa did listen to a lot of the comments so it's not perfect by by any means not perfect by any mean but this is something that i can actually live with as a remote pilot as an educator and as a commercial pilot professional pirate fly instructor this is a regulation that i think is decent let's put it this way now i'm not going to try to put too much of my opinion into the regulation i want to give you facts this is what we do i i prefer to give you facts rather than diminish the faa make fun of the faa or or other things so i'm going to give you just information and hopefully you do whatever you want with it the fa i need to mention this but some of the regulation will be out there very soon like the night stuff uh the the flying over people uh some of it will be but a lot of it will take some time and then some of it will take years like remote id so this is not something that you have to worry about too much at the moment we still have actually several years before any of this comes into play so i wouldn't worry too much and and get gray hair over this stuff i'm getting gray hair the faa still has a lot of questions that they haven't answered in the regulation and that they will answer in the future so uh let's kind of get going with this um i've got three pieces of information i want to share the video today is going to be in depth it's going to be pretty long and then on sunday morning this coming sunday in a couple days january 3rd at 11 30 eastern i'm gonna have a q a live q a for you for for students so that you can answer you can ask questions now i'm not saying that i'm by no means an expert i've been following remote id for a long time i wouldn't call myself an expert but i've been reading regulation for uh best part of 20 years now as an aviation professional so i know how to read the regulation i did read all the regulation and i know where to find the information so i'll have answers for you i know there's going to be questions i'm not going to have answers too so i'm going to write down these questions from the q a on sunday morning and then next week i'm gonna have a a video with vic moss you remember vic maybe from a couple of videos ago from the drone service providers alliance and uh and vic has agreed to join me and then and then we'll talk about all of this new regulation vic had access to the regulation early by uh being a member being the the uh the um i want to say ceo i think vic is the ceo i hope i didn't mess that up the ceo of the drone service provider alliance and he had early access to the to the regulation and he created articles and i'm going to put down in this video so that you can watch the articles it's more condensed than the video that i have obviously but it's really good information and he's one of the persons that i trust to get this information correct and share it with you guys so so three videos this video this week on um on sunday we'll have a live q a uh on youtube that you can join ask questions i'll be here to answer as long as it takes and then on the following week we'll meet with vic and i'm sure there will be more videos if you're watching this uh in in the middle of 2021 or even later we'll have more content in the meantime so some of you have asked already so i'm going to answer that question before i get into the information course update yes we will update our course we actually started already with a new regulation some of the information will be there very soon some of the information will take more time because it's not until several years down the road so we'll add it as we feel like it's necessary for you to know and and we're always going to have the information before the the faa requires it so there's going to be some stuff that's going to be on the faa exam the initial exam soon soon being sometimes in the middle of march we'll have training for you guys to take care of this and then anything before there's going to be questions on the faa exam we will get the training through our course so if you're already a paid subscriber then you get updates for free and you get lifetime access so everything is going to be located right here okay well let's talk about the first topic the first topic is remote id so let's talk about the regulation around remote id and i'm going to answer a few questions first that i know are going to pop up yes the faa did listen the results of this are mostly good mostly okay know your current dji hotel skydive whatever it is it's not going to be bricked okay it's it's still going to be operational with the new remote id uh regulation no you don't have to return your christmas gift that you just get don't worry about that part and yes you should buy your next drone today tomorrow next week next month you don't have to wait for the next remote id compatible drone at this stage and no the regulation is not going to go into effect until the middle of 2023 2023 that's right so another several years down the road before this happens and yes the mavic mini and other sub 250 drones are going to be exempt from remote id but there's a big but but only for recreational purposes if you fly the mini 4 under part 107 it has to meet the requirement for remote id so you need to get that out of the way so that you can have a better idea of what's going on i wanted to give you a quick timeline and and this was not easy because it's not easy because we still have a date that has to be published that is still to be determined that we don't know which is the date that the regulation is going to be posted on the federal register which is kind of what starts the entire clock now with that being said we can have an educated guess sometimes in january the regulation will make it to the register which makes it basically official it means that you can start to follow the regulation or you have to follow the regulation in some cases so so remote id more than likely sometime in january will be posted in the federal register and then it kind of starts the clock 60 days later in march 2021 is when the regulation is going to go into effect so march 2021 is kind of when things need to start happening some of it september 2022 which is 18 days 18 months i'm sorry 18 months after the publication that's when the uas manufacturers have to start to comply which means that if you buy a drone by september of 2022 is when the manufacturers have to make those drones compatible with remote id so that gives them time to ramp up things and make it happen you as an operator don't have to comply with it until september of 2023. now that date of september is going to be a specific day which is all going to depend on when the information gets published on the federal register so sometimes in september it could be october it could be a little bit earlier than that i doubt it will be but september october timeline is when we should see these things going into place so obviously we'll get more information as we get that date sometime in january of 2021. now you can start to comply with it anytime you want starting from that march deadline so sometimes in the middle of march you should be able to start to comply with remote id if you wanted to which is not required until september 2023. you're gonna say why would people do that well we'll talk about early compliance uh in uh in the next slides so how does this work well the fa is publishing new regulation which is called part 89 so this is a new regulation we are familiar with part 107 you may be familiar with part 48 47 part 91 all that stuff so now we have new regulation in part 89. they are also making some amendments to part one which is definition to part 47 and part 48 which is the registration uh regulation and then to part 91 which is mostly for a dsb stuff part 91 is for man aircraft and and then obviously some amendments to part 107 as well the final regulation was a stack i have a copy of it right here i actually printed it i like to read stuff in printed format i put a bunch of tabs obviously i took a lot of notes in here this is 470 pages this is the entire executive summary plus the final ruling and then it has the preamble in here which is the information that where you can kind of answer the questions if you have questions about why did the fa do this or what does this exactly mean it's going to be contained in here so lots of very valuable information in there let's talk about some definitions because the faa can define new things or clarified some things they have two terms now they have the term ua unmanned aircraft and then they have the old term unmanned aircraft system unmanned aircraft is going to be the aircraft itself this is a little mavic mini 2 right here that's the unmanned aircraft if you add the controller the control station then it becomes a system the entire thing so they had to make this distinction for several reasons and then we have the term broadcast broadcast is defined as follows it says to send information from an unmanned aircraft using radio frequency spectrum so that's well that's going to come into play in a minute when we start talking about about remote id they added another term as well come home built unmanned aircraft and this is something that was somewhat confusing in the nprm and i'm going to read you the definition an unmanned aircraft that an individual build solely for education or recreation now i do have a question already about this and it's somewhat unclear in the regulation and my question is what if you build a home-built aircraft for uh the purpose of commercial purposes okay not recreational not educational and there is some hints in the preamble but it's not 100 clear so hopefully we'll get some clarification on this or maybe i missed it it's entirely possible it's been a heck of a last two days the term declaration of compliance doc you'll hear this term a lot the declaration of compliance this is a record that's going to be submitted to the faa by whoever is creating standard remote id technology whether it's a remote id aircraft or remote id module we'll talk about the module a little dongle that you're going to put on your drone to basically attest that it meets the requirements in subpart f of the regulation of part 89 it's basically information that dji for example is going to be sending to the fa to tell them that they're complying and how they're complying so declaration of compliance you're declaring that you're complying with the regulation so let's get to the regulation itself three different methods that you can use to comply with remote id the first one is to buy an aircraft that's going to be equipped with what's called standard remote id you're going to buy one of these little things right here and then on it it's going to say it meets the requirement for standard remote id at this stage this is a broadcast method only i'm going to get back to this in a second but this is super important because then you can see him probably smile this is something that a lot of us have told the faa we wanted and i'm surprised that they listened but they did but we'll talk about the details the second method is to install a remote id module the module is going to be this little dongle that you're going to put this is not a dongle but it's going to be smaller than this but something that you're going to slap on your drone and that's going to basically make it compatible with remote id this is a way that you can retrofit older aircraft older aircraft or newer older home-built aircraft you'll be able to have this little dongle a module i'm going to call it module because that's the terminology the third method is to be able to fly at a fa recognized identification area it's called a friar so if you hear me say friar it's going to be a site that the fa has said yeah you can fly there without remote id it's safe think about your ama field where people are just flying aircraft that are not going to go beyond visual line of sight that don't really need to go anywhere the classic i'm going to call them the classic flyers uh can be a ball can can fly out of fria without getting any additional equipment no dongle no module or not having an aircraft that complies with remote id so that's kind of that was in the mprm that they've made some changes that are pretty good some of the regulation overview here no you cannot use adsb as a method to comply for for remote id adasb for those of you that are not familiar is the technology that is used by man aircraft in order to be identified the faa has said we're not going to use adsb because it's going to congest the airwaves it's going to congest the system in itself and we're just going to have remote id as a separate system i'm not against the idea i think it would have made it very convoluted and very busy for the signal so not something that's going to happen which is good there's no more internet or network requirement i'm going to say that again and then you can cheer and sing there's no more intranet or network requirement if you've been following us for a while you know that one of my big complaints not only me but a lot of other people was the fact that the fa wanted to require internet connection for the drones to fly and that was going to be expensive that was going to require a uss a u.s unmanned aircraft system service supplier that's all gone the faa has scrapped that portion so that's good so that's kind of the overview you're gonna say who is going to comply with remote id regulation very good question all unmanned aircraft that need to be registered are going to have to comply with remote id so what does that mean any unmanned aircraft that are under 55 pounds 55 pounds not included have to be operated and that are operated under part 107 are gonna have to comply okay this little sub 250 gram drone if it's operated under part 107 it needs to be registered which means that it needs to have remote id all aircraft that are over 250 grams so 250 grams not included over 250 grams and under 55 pounds i shouldn't say 250 grams by the way 0.55 pounds that's what's in the regulation but i like i don't like 0.55 and 5 5 so i'm going to say 250 grams 250 grams under 250 under 55 pounds if they're operated for recreational purposes they have to meet remote id this little thing right here if it's operated as a recreational pilot you do not need to have remote id okay so pretty simple operated for part 107 need remote id not operated for part 107 you don't need remote id um any unmanned aircraft that are used for public safety i know a lot of you that follow our public safety students in our course same thing you're going to have to comply with that portion now there's two different exceptions one exception is anyone who's flying for the federal government so for the united states government does not have to comply with remote id state local tribal governments have to have to comply with remote id okay so only federal government if you state local or tribal government then you have to meet the requirements again it's all based on regulation for part 47 and part 48 which is the registration regulation so if you have to register your drone you're going to need to use remote id that's the bottom line the other exception is for unmanned aircraft that are designed and produced for the purpose of aeronautical research and aeronautical research is very specific in this case if you fly for a university you're not going to you're not going to fall under this category aeronautical research is somebody who's doing research for remote id purposes for example something like that then they would be exempt in this case the aircraft manufacturers that are designing these aircraft are going to be able to design an aircraft without meeting the requirement remember how i said that dji hotel all these companies they're going to have to comply with remote id and create drones that have remote id technology in it in this case they would get an exemption if they designed those aircraft for aeronautical research with that being said i found interesting i found a line somewhere i should have written the page down but it basically says that even if you are doing aeronautical research in this case you would have to install a remote id module on it to comply or you would have to fly out of fryer so my guess is that if you're doing aeronautical research you have access to a fryer and then you would fly a fryer without remote id but i'm guessing this is not going to be a whole lot of you so let's talk about the three different methods in detail method number one get a remote id equipped aircraft and um and that remote idea equipped aircraft let's say that this was one of them it's going to have the technology inside to send a radio signal and that radio signal is going to we call it the message this is how it's defined in the regulation and that message is going to be broadcast via wi-fi or by using bluetooth technology so this is radio frequency technology and it's going to send that information and i don't have my cell phone with me but that's going to send that information to a wireless device is what they call it think about smartphone so here's how it's going to work here's a little um here's a little animation right here you have your drone your drone is going to be flying around and your drone is broadcasting this message and by the way it has to be done from the drone not from the controller not from the the the control station and that message is going to be sent to personal devices so on the ground you have law enforcement you have tsa you have any kind of law enforcement agencies or security agencies you have the faa they're going to be able to pull out their device could be a cell phone could be a device that just captures radio frequencies and then they're going to be able to see the message information on their phone okay as long as they're within range of that device they're going to be able to do it now the one part that i really hate about this section is the fact that the general public is also going to be able to see the message now there are parts of the message that i'm okay with the general public having access to but i'm going to talk about it in a second when i talk about the ugly side of remote id the fact that they are able to see the location of the pilot and this is something that i'll talk in more details but i really don't like that portion so what's in the message if you have a remote id aircraft here's the message the uas id so the aircraft id which is going to be a serial number or it's going to be what's called a session id i'll talk about session id in a second so you're going to have this unique identifier you know the fa calls it a license plate in the sky so think about a random number serial number that's going to be displayed your name your phone number your address is the type of aircraft is not going to be displayed up here in the message the faa will have access to that data and they'll be able to cross-reference the data and then figure out who you are the general public will not okay so i want to make sure that's clear the next part of the message is the latitude and longitude and the altitude and the speed of the unmanned aircraft that's all going to be in the message the latitude and longitude and the altitude of the control station meaning you the pilot is going to be in the message an emergency status and a time stamp is going to be in that message so all five of these things is going to be displayed in the message and sent broadcast by your drone at all time and it's going to be broadcast every so often so we'll talk about that let's talk about who's going to have access to the remote id message so like i said this is going to be available on personal devices on the ground as long as they're within range of the signal and the database of registration is only going to be available to the faa and to law enforcement in some cases so they'll have to request access national security personnel is also going to have to request access and and the range by the way is going to really be based on the type of aircraft that you have so some aircraft may be able to send that signal a lot further than others so somewhat i think this is somewhat of a good news uh compared to what it was let's put it that way some requirements some operational requirements that are in the regulation the broadcast message has to be turned on has to be functional from takeoff all the way to shut down i didn't say lending i said from take off all the which was shut down and there was a reason behind this the fa wanted to make sure that when the aircraft goes down the fact that it landed doesn't mean that it stops broadcasting it's going to keep broadcasting until it is actually shut down it cannot be turned off you cannot turn off the remote id requirements you cannot take off if the broadcast functionality is not working correctly and if it's not working correctly then you'll get a signal i'll talk about that in a second the broadcast message has to be sent directly from the aircraft it cannot be sent from the control station so you may be wondering about these things but that's how it works one of the issues that i found and that i that i saw in the preamble that the faa mentions is the fact that if you're going to be flying indoors it might be difficult to take off because you may not have a gps signal if you don't have a gps signal you can't send the latitude and longitude signal uh to the um to the uh to in the message which means that then it's not functional which means that then you can't take off now the faa says that somebody is going to figure out how to do this and that they're not too worried so hopefully we have several years to make this happen we'll uh we'll figure out a way to do it some key things that were removed from the nprm which is a good thing initially the efa had two different methods they had a standard aircraft and they had a limited remote id aircraft limited is gone there's no more limited remote id which is good it was too complicated too confusing i couldn't see who was going to be using that anyway the standard remote id initially required both network and broadcast the fa basically said no more network i'll talk about why in a second and i can tell you that the telecom companies i'm sure are not happy at the moment they were pushing really hard because they were going to be able to well sell more services so here's a quote from the faa that i really like i'm going to read it to you in response to the nprm the fa received significant feedback significant feedback yeah 50 000 messages i would say is significant feedback about the network requirement indicating both public up opposition to and technical challenges with implementing the network requirements the fa had not foreseen or accounted for many of the challenges when it proposed using the network solution and uss framework the uss was the the company that was going to receive the signal and then shared with the faa after careful consideration of these challenges informed by public comments they did listen the fa decided to eliminate the requirements in this rule making to transmit remote id messages through an internet connection to a remote id uss all right this is where you cheer yes cheers i don't even have my cup of of water right now but uh cheers to you guys that was that's that's good the the faa listen no seriousness this was something that i was really worried about and i know a lot of you were and and it's gone now it's gone i say it's gone but it's not gone forever if you read a little bit more in the preamble if you're familiar you've heard me say this term before the concept of operation that the faa has put out there it's called con ops 2.0 for utm utm is the unmanned traffic management system there is a concept out there where network has a place now what the faa says let's read this it says though the nprm discussed remote identification as a building block for utm the faa has determined that at this time at this time this rule will only finalize the broadcast based remote id requirement basically what they're saying is step by step first step we're just going to do broadcast second step we're going to bring network for i'm guessing more complex operation think about beyond visual line of sight operation that kind of stuff the fa has determined that a broadcast based remote identification system that provides for immediate awareness of unmanned aircraft in the widest variety of settings will be adequate adequate to support the phase incremental approach while allowing the uas industry additional time to continue developing the network-based utm ecosystem basically what the faa said is hey listen we want to make sure that we know who's out there flying and we want to be able to if there is a drone that's flying in a restricted area for example we want to be able to pull out our our phone and find out if this is a friendly drone or if it's not a friendly drone and that's basically what broadcast is going to do and this is what a lot of us told them in the in the comments with the nprm including myself where i said just get rid of the the network thing because at this stage it doesn't really do anything for the the safety part of the regulation so the fa has listened i think i do believe and and then and i know that this may not be a popular opinion i do believe there is a place for network capability for remote id for complex operation for the average joe that's going to be flying a drone around um network is plenty it is not necessary okay and and this has been proven by europe you have unify in europe that has been doing this they have two options they have an option with broadcast only they have an option with broadcast and network if you're going to do something that's more complex so anyway i'm getting excited here you're going to say why did they decide to next the network technology for now several reasons the main ones were a possibility of a ddos attack and this was a big one we actually mentioned that in our comment in the nprm concerns over data protection we also mentioned that in there that we weren't sure that this data was going to be secure enough and and the fact that the uh the service service suppliers were going to be able to keep that data secure so that was a big deal the availability of the intranet the i think the faa realized that dc is is one area of the country but everywhere else in the country there's a lot of places where you don't have access to the internet and you're not going to have access to the internet for several years to come and then the last one was having a need for uss which was going to increase the cost which was going to make it less affordable for people to fly and the fa did mention that in the documentation they did say that this was going to have an additional burden and that they didn't want this to happen so so that's gone which is which is a good thing so so all in all pretty happy camper about that portion simplified it a lot which is exactly what we needed okay that was method number one method number two remote id module so dongle okay this thing this is not this is my focus wheel for my camera the second method is going to be using a separate device separate device that you're going to attach to the unmanned aircraft this is going to be used to retrofit all the aircraft or home build whether a new home built or old home built you'll be able to put that slap that on there there's going to be a serial number attached to it and then you're going to attach that serial number to your registration so that when the fa pulls up the uh the registration information for the drone that's flying that's coming in the message then they're going to be able to see that it's a module they're going to be able to see who it's at it's attached to and then they'll know who's flying the drone hopefully this means that if you're using a remote id module you have to keep the aircraft within visual line of sight now you're going to say does that mean that with the other ones you can go beyond visual line of sight it means that you could go beyond visual line of sight with a remote id aircraft it doesn't mean that you're allowed to do it it means that via regulation and waivers then you would be able to do it if you use a module not going to happen okay so if you decide to use a module you're going to be limited to a visual line of sight and no possibility of beyond visual line of sight the module is going to use the same technology that we've seen before which is the wi-fi and the bluetooth technology so different information in the message that's coming out of the module there's going to be a serial number for the module there's going to be latitude and longitude and altitude and velocity of the aircraft we've we've seen that in the previous uh message and then there's going to be the latitude longitude and the altitude of the takeoff location instead of being the location of the pilot with the controller now it's going to be the take-off location the reason the faa said that is because they didn't want to add additional technology they realized that this is going to be put on aircraft that are not very complex and they didn't have the ability to get the signal from the the controller into the module so they basically said we'll just get take off location there's not going to be an emergency status message in here and then there's still going to be a time mark as well included as i was going through all of this i realized that a table was in order so i made this little table right here which is showing you the difference between a standard remote id aircraft and then a broadcast module so on the right side you have the module so in terms of identification number on the standard remote id aircraft you're going to have a serial number or session id i'll talk about session id in a second on the broadcast you're going to have a serial number so that's that's the the difference in terms of aircraft information we're going to have latitude longitude altitude and velocity all of this is common to both methods control station information well we have information latitude longitude of the alt and the altitude of the control station for the aircraft and then for the module it's going to be the takeoff point only there's no emergency status in the module and then lastly there's going to be a time mark for both of them okay so that's kind of simplifying the information right here a quick note about the session id the session id is going to be this randomized number that's generated at the beginning of each flight and that's only going to be available if you have an aircraft not a module and and that's going to prevent a uas from being identified by the general public if you fly in the same area several times if a person were to look at that information they would see a different number each time a different license plate if you want it's giving you a different license plate every time you fly but that number is still going to be available to law enforcement into the faa when they do the cross reference check because the public is not going to be able to see it this was originally going to be assigned by the uss the service suppliers in the nprm because there's no more uss then the faa is going to work on the solution which is not available at the moment so they're still working on it let's put it this way in terms of the altitude in the message what we have is the ifa originally they had proposed to use barometric pressure which was going to mean that you're going to need to have a barometer on board of the aircraft they scrapped the idea they said it was gonna be too expensive and uh instead they're using geometric altitude which is kind of what drones are using um just gps if you want altitude so for both the aircraft and the control station it's gonna be geometric altitude instead of a barometric let's talk about the emergency status this is one that i kind of scratched my head when i saw it in the nprm i didn't really see a need for it i don't know if i'm still convinced but this is going to be only required if you have an unmanned aircraft not if you have a module the reason is there was no way to send information from the module to the aircraft so the fa basically said uh we're just going to have it on the aircraft but the the the emergency status can be several things it can say if there's a lost link for example if the aircraft it says down aircraft i still don't know what down aircraft means means did it crash maybe uh if it crashed and it would be able to send a signal that say hey i crashed i'm right here if it's a low battery could be one of the signal in here if there was any kind of failure or any kind of abnormal status so these are not really set in stone the faa hasn't made a list of all the different status that can be displayed one thing that's not going to be in there is if the aircraft is flying and has approval the faa decided to go against it and they said nope even though a lot of people had commented and suggested that this happen and then this emergency status can be either done manually by the pilot or it can be done automatically by the uas in itself so two different options in here for the emergency status the speed i thought this was interesting so i think it's worth mentioning the faa envisions that the speed is going to be a 3d speed not only the the speed of the aircraft moving horizontally but also moving vertically so if the airplane if the aircraft was in the descent for example then that would be something that's part of the message just thought it would be interesting the orientation of the aircraft was also one of the one of the requirement here for um for um for that part of the message how often is it going to be updated the ifa says one message every second so one piece of data being submitted so one hertz uh frequency to send a message is it reasonable that i don't i don't know actually i don't think it's a bad idea my gps watch when i run records a position every one second so it's pretty precise doing it this way anything longer would have too much latency i think latency in there is also one second so that message has to be sent and received within one second latency so if you see the information it should be pretty much you know live uh let's talk about this part that i don't like about the remote idea in prm and i call it the ugly side of the the message and i've mentioned it before it's the fact that this is going to be available to the general public all of it all of the message is going to be available to the general public except the name and the phone number and all and the address and all that that's only going to be available to the faa but the location of the control station is going to be available to the fa and i hate this because the faa obviously get the message from the general public because listen to this it says though the faa acknowledges the concerns expressed by commenters regarding personal safety okay the fa emphasizes that the there are rules against interfering with an aircraft the fa finds that removal of the proposed requirement is not the appropriate solution rather community outreach and other precautions are better suited to tackle these issues basically what the faa says is well people are not going to harass you because there is rules against it well that's dumb i'm sorry um i just hate it i just think this is this is horrible community outreach is going to do nothing the persons that hate drones you can tell them anything you want they're still going to hate drone if they want to find this pilot and if they have a gun if they have a knife if they have whatever it is people are going to get hurt and people are going to get killed okay and and i hope this doesn't happen i hope i'm wrong but this is going to put kids at risk okay kids are flying their drones if you're registering the drone if you're 13 years old and you can register the drone under your name then somebody's going to be able to find where a kid is flying and i'm sorry but this is not acceptable so uh here's another piece that the fa says they said they argue that encrypting the message would be costly basically what they're saying is that the fact that um some people may have access to it some people may not have access to it can create issues and and one of the examples that they give and that i can someone understand but i'll give an answer in a second they're saying emergency personnel okay you're a um you're a firefighter and uh and and there's a drone flying around and that's gonna going to interfere with the operation of the firefighters and this could cost somebody's life the fa is basically saying that they wouldn't have access to the encryption but which means that they wouldn't be able to find where the people are located that are flying the drone so they can't go talk to them to tell them to land so that they can continue their operation i can see that i can i can understand that part of the equation but there's got to be a way to do this so there's got to be a way for people to have access to an app that has the encryption and maybe there is an app just for first responders and people that need to have access to the location but don't need to have access to something else with different levels of um of approval right i have a website i can give people access to the website at different level i can make them an admin i can make them something i can make them something else so why can we do the same thing in this case so we've got several years to make this happen i think the only thing that needs to happen here is that somebody needs to come up with a solution presented to the faa and said hey this is no longer an issue take that out of the picture and then i think the fa would probably be reasonable and listen i hope i really hope i think of all the parts that i've read in here this is the one that i'm the most disturbed about and that i think is going to cause harm down the road and uh and this is not going to be good so all right i'll stop talking about this i'm sure you have plenty of comments on this section as well leave them down in the comment section i want to talk about losing the broadcast signal in flight because this is something that's likely going to happen so in here it says that there's going to be a self-test during the flight before the flight it's going to tell you if it's working during the flight it's going to tell you if it's working and if it's not it's going to send a message to the operator so that so that the operator can land a quote as soon as practicable okay as soon as practical the fa says this the fa expects the person manipulating the flight controls this is on page 94 if you want to follow um the fa expects the the person manipulating the flight controls of the uas to operate in a manner that minimizes risk to other users of the airspace and people and property on the ground while using aeronautical decision making to quickly and safely land the unmanned aircraft at a suitable landing area they're not saying land right away they're basically saying come back do it safely and then land the aircraft so it's not an emergency right it's a i don't even know if i would call it an urgency it's something that you have to comply with but it's not something that requires that you land immediately all right you guys uh getting a lot of information so let's talk about frias which is method number three a fryer is an faa recognized identification area and uh if you have an unmanned aircraft that is not equipped with remote id technology if you don't have a dongle if you don't have a module on top of it then you can fly out of fria without meeting the requirement which is cool who can have a fria a community based organization a cbo primary and secondary educational institutions trade schools colleges universities all of these can apply to have frias here's the key the aircraft must be flown within the must be from within the fryer within the boundaries of the fryer and within visual line of sight and not only that but the pilot also has to be inside of the fryer okay so there's going to be a boundary just i don't know imagine your flying club and then you got to fly in there something that's changed that's good that i was getting worried about the idea of fry is not too bad but basically they're saying that now you can submit applications after a specific amount of time at first the faa said hey we're only going to allow people to apply for 12 months and after this there's not going to be friars anymore i think they were afraid that there was going to be too many of them everywhere and that and that they weren't going to be able to implement remote id so instead i think they realized that hey there's a lot of places like the ama fields that can use these fryers and that's going to be beneficial to people that don't have to fly don't have to equip with remote id so they basically said hey you you can apply anytime you want applications are going to start in september of 2022 there's a little while before that happens obviously you know remote id is not required until 2023. so september of 2022 is when that's going to happen and then the friars are going to be approved for four years so 48 months and then they can be renewed after this so that's good that's somewhat of a good news i'm glad that they changed some of this a little nugget in there both the pilots and the aircraft have to be within the boundaries of the fryer which is something that that's important to know and then it also says that because you can't turn off remote id if you decide to go fly at a fryer with a remote id equipped aircraft then you're going to continue to broadcast the fria doesn't mean that you you you can't broadcast while you're in there you can still broadcast but you can't turn it off okay let's talk about home builders uh not the ones that build houses right the one that build drones at home the i know this was a big area of concern i know there's a there's a whole community that's still not really happy about this but i think they should be a lot happier than they were when the nprm came out but um in the nprm at first the faa had required that each person that builds their drones at home would have to comply with the regulation which means that they would have to send that those means of compliance documents to the faa which is which was just dumb okay uh this would have taken thousands of dollars maybe even tens of thousands of dollars and uh that would have just not worked so instead the fa came back and they said hey we're going to let people either put a module so you got three ways that you can comply if you home build your own hair with your own aircraft you can put a module on it you can apply you can apply for it yourself if you want to you could still do that so you could create your own remote id technology go through the means of compliance send it to the fa get it approved and then you're good or you can use somebody else's means of compliance and this is somewhat important what i'm forcing is going to happen here and i may be wrong because this is still kind of a concept but somebody out there that wants to make a buck is going to go and create a remote id compliant device and then they're going to allow people to build their own based on plans whatever it is and then this these people that created this thing initially they're going to reply to the fa and said here's the means of compliance and for this device and then they're going to say here you can buy it from us they can give it for free i'm thinking of of places that uh 501c3 organizations can probably go through this process submit the paperwork kind of absorbs the cost and then give it to their members and basically say use this for means of compliance and you can use our mean of compliance to build this device and then equip it on your on your aircraft so again this is just my kind of my guess based on on what i read i know people are going to be creative but this is good this is an option for people to do this so three different ways to comply as a home builder i personally i think one of the easiest thing is going to be to just buy one of the modules and put it on there i can see these modules being very expensive and then there's some options where you can actually use the modules in different places so we'll talk about that um in terms of kits now homebuilt is one thing kits are different kits is going to be the fa looks at a kit as a deconstructed unmanned aircraft so if you buy a kit and it's labeled as a kit then the kit manufacturer is going to have to comply with remote id means of compliance so they're going to have to submit the paperwork to the faa just like a manufacturer would and then they're going to put all this into a box and then they're going to send it to you and then you're going to put the kit together and then you're going to comply okay so that's kind of where we are labeling requirements there is a label requirement if you have a drone that is that meets the requirement or if you have a module that meets the requirement of remote id there's got to be a label displayed on that device and then if you have a drone that's going to be retrofitted by software now this is something i haven't even talked about yet but this little thing well the bigger one let's say that um i it's somewhere in there my mavic air 2 my mavic air 2 mavic 2 pro more than likely is going to be compliant by software because dji has the technology on board of these drones already this one probably as well and they're going to be able to send the signal without too much of a difficulty in this case dji is going to come up with a label they're either going to mail it to you or they're probably going to have it available online so you can print it and then you'll be able to slap it on this device and then it's compliant okay so you need to have a label that's the bottom line let's talk about registration because i tried i tried to make examples and hopefully i'm not going to confuse you too much it's it becomes complicated because um well just because of the way it's written in regulation so i'm going to try to simplify it there's no changes to the way registration is going to have to be done if you're flying under the limited recreational exception so if you're flying for fun for recreational purposes if your drone is over 250 grams if it's less than 55 pounds then it has to be registered one registration per person and then you can slap that registration number on all of your uas that are flown for fun okay if you are flying under part 107 no changes either each of the drones that are operated that are under 55 pounds have to be registered they're going to have a special registration number and then you slap that on the device so that's that's no different now what's a little bit different now is that you're going to have to provide the faa with with serial numbers and and serial numbers of a module of an aircraft is going to have to go in there so if you're going as a recreational flyer all right then you're going to get what's called a certificate of aircraft registration it's a registration card whatever you want to call it they it's kind of a new name it's a i always call it registration certificate because that's what we call it in man aviation but certificate of aircraft registration and then on that aircraft on that certificate of aircraft registration in the fa drone zone you're going to tell the faa all of the remote id aircraft that you have all of the modules that you have and then all of the aircraft that you have that need to be registered but don't comply with remote id and so you're going to put all of these things in there and then when one of these numbers pops up then the fa is going to be able to cross-reference it to you as the pilot five dollars per person good for three years no change there and then there's no indication really that you're going to have to pay extra to add those serials and serial numbers as long as your registration is valid i have a valid registration still from um for recreational flying so i could go in there and add those those numbers without any additional cost okay i hope this is clear you can use one and this is kind of important and it's kind of buried in there you can use one remote id module for several aircraft if you're flying as a recreational flyer okay this little dongle i can put it on my mavic air too i can put it on my well no not really because it doesn't need to be registered so bad example i can put it on my mavic air my mavic air too i can put it on my mavic 2 pro i can put it on my inspire if i'm flying all these for recreational purposes i can keep switching the module from device to device and uh and be fine okay so that's not a problem if you're flying under part 107 things are a little bit different because now you have a serial number a remote id serial number for your remote id aircraft or for your module and it can only be associated with one certificate of registration okay i have an inspire 2. i have a mavic air 2 i have a mavic 2 pro all of these are going to have each a certificate of registration and each of these is going to have a remote id serial number whether it's a remote id serial number because it's already an aircraft that's approved to be remote id or it's going to have a module attached to it that's going to be attached to that specific aircraft so so that's how it works all right so but but but but if you have a module it can only be associated with one aircraft and one certificate of registration so if i have three drones that need to have a module and i'm operating all three of these drones under part 107 i have to get a module for each of them or i can take the module off de-register the aircraft go back in the drone zone re-register the aircraft pay five dollars again so you'd have to pay five dollars every time you take a uh a module out and put it on the new one so you'd have to get three different modules in this case not the best but something that was kind of expected because of the way things are done if you buy a drone this is kind of something to think about if you buy a drone a remote id drone from someone in the future or if you buy a remote id module from someone in the future you're going to have to make sure that they deregister that drone or that module before you can register it otherwise you won't be able to because the faa is not going to allow for double duplicates in the system and i don't know why but i'm starting to lose my voice i woke up a little scruffy this morning and then i hope i'll be able to finish here's an example and hopefully this doesn't get you confused but i'm going to put it here in the background so you can see it bob has five uas and he has one remote id module and he operates under 48 44 809 which is for recreational purposes only he has a mavic mini 2 he has a fixed wing uas that's 570 grams it's three years old doesn't have a serial number it has a dji inspire 2 that was converted to standard remote id by the way i don't know if there's the inspire 2 is going to be able to be retrofitted but i'm just assuming here he has a hotel evo 4 you haven't heard about the hotel evo 4 yet it's got really cool specs it does 12k and and 150 frames per second it was built in 2023 it qualifies as a standard remote id drone and has a serial number abca456 whatever he has a home-built fixed-wing aircraft over 250 grams and that has no serial number and then he has a remote id module that he's going to be using to put on these older aircraft and that has a serial number as well okay so that's the example here so what what happens here really since bob is flying under 44809 he gets a single certificate of registration he pays five dollars it's good for three years and then on that certificate of registration he's going to put the following now he's not going to put the mavic mini 2 because that doesn't need to be registered so that's out of the picture he's going to put the make and model of that three-year-old drone that he has 570 gram there's no serial number so he's not going to put a serial number and then he can fly that at a fryer without any issues or you can fly it using the remote id module that he has that he has also put on that certificate of registration he has a home built he has another home built that doesn't have a serial number so he's going to put that on there put it as a home belt he can fly that as a at a fryer without anything on it or he can put the remote id module on top of it and then fly it outside of a fryer so that's an example here the dji inspire 2 he's going to put the make it model in there it probably doesn't have a serial number that meets the requirement but it does have a serial number so i'm not sure here what would actually happen but my guess would be that you put the serial number in there anyway and then it's compliant with remote id via software so i don't know if that would issue a new remote id when you when they issued a new software i'm not sure because there are requirements for remote id serial numbers so that's the part that i'm not clear on just yet so but i'm pretty sure they would have via software updates to to issue a new serial id for that specific drone and then you could fly that outside of a fryer without any problem because it would be compliant with remote id but it would be listed under his certificate of registration and then the hotel evo 4 very simple you would just put the serial number in there and then it's good to go and then that rid module same thing you would just put the remote id uh serial number on that certificate of registration and then he's basically good to go so that's example number one example number two jessica she's got three drones and a remote id module so three drones plus a module and then they're all operated under part 107. so the he has a she has a phantom 3 which cannot be retrofitted via software so this is too old she has a fixed wing mapping drone that's over 250 gram no serial number unlikely to be retrofitted either and then she has the brand new dji mavic cloud 5. you haven't i'm sure you haven't heard about the cloud 5. this is the first time so make sure you spread the word it's going to be manufactured in 2023 and it's full rid compliant so that's pretty awesome so in this case what does she have for option she'll have to choose whether she puts that remote id module on either the phantom 3 or on the fixed wing mapping drone but she can't switch them without having to pay five bucks every single time so that's kind of the bottom line all right we're almost done with remote id i promise if you want to take a break take a break just click pause and go to the next one how about early compliance there's been some questions about early compliance you will be able to start complying with the new regulation as early as march 2021-ish around that time okay that's still tbd based on when the fa is going to publish that regulation but my guess is march probably march latest april of 2021. now the faa has said that early compliance could could help with the waiver application but it's not guaranteed so if you comply early you could have access to things that would make it easier to get to get some waivers there was a question in there about providing incentives like adasb so when the faa re required uh the main aircraft community to install adsb modules which were pretty expensive uh the fa came up with incentives uh so somebody asked hey what about incentives to comply with remote id and the faa said that they would actually review comments or different incentive methods uh to help people comply with remote id so that's good let's go to here there's also more to come the faa is working on an advisory circular for helping with the means of compliance advisory circulars are documents issued by the faa that clarify things usually there is one right now called ac 107-2 that's for smalling an aircraft system and they will update that advisory circular and yeah that's it okay some questions i know there'll be a ton more questions but some that i could think from the top of my head that are going to be probably a pretty common will my new drone be compatible i can't speak for all the drone manufacturers but my guess is the drones that were manufactured in the last couple years are going to be retrofitted to remote id without too much of an issue if you have a drone from dji from motel from other big manufacturers you won't have an issue okay it's going to be a software update is my guess and then you'll be good to go and the reason i'm saying this by the way is because um this transmits information on radio frequency okay uh 2.4 gigahertz 5.8 gigahertz uh that's uh that's what is being used so it's available it's right there now you just need to figure out how to do the broadcast thing without having to add another device so and even if it's not you'll be able to get a module and put it on top so yes your new drone that you just bought for christmas is probably going to be just fine will you be able to install the remote id module yourself yes the answer if you look on page 87 there's some information there the fa says that you'll just have to follow the instructions provided by the module manufacturer so that's good news the other question is this going to be on the exam i feel like i'm with my students at the at the college right now yes it's going to be on the exam eventually not sure how much of this is going to be on the exam there's going to be stuff for sure like the night stuff that i'm going to talk about in a minute flying over people night stuff is going to be on the exam very quickly the remote id stuff will be on the exam in the future we've got plenty of time to put it in there before anything goes onto the exam the faa updates the airmen certification standard the acs when i make a course any faa course that i teach i go to the airmen certification standards i look at what the faa wants you to know about and then i create a course so at this moment there's no update for the airmen certification standards although there is an update in part 107 that says that now i need to teach you about night stuff good news is i've been teaching about night stuff for 20 years to man aircraft pilots so we have all the information available we just need to make a nice little video and then put it in the course so that's going to be coming up very soon to a course near you okay that's it for remote id that's a ton of information but you know what bottom line it's actually pretty straightforward bio drone that's compatible with remote id starting in 2022 sometimes in the middle of 2022 or have an old drone slap on a device on top of it you can comply with it if you don't want to buy a device if you're just flying at an ama type of airfield then just go fly out of fryer and then you don't need to to comply with remote id and life is good so i know i know it's not going to work for everyone but i think this was a good consensus i'm actually pretty pleased very surprised that the faa went through all this i remember writing my comment and saying just get rid of the uss just get rid of the network thing thinking hey why not the worst they can say is no right and thinking that it was never going to happen and it did so so miracles do come true all right let's talk about the next topic which is flying over people flying over moving vehicles now i'm going to say this this is probably the most flying over people the most complex piece of the puzzle and i don't know it's because i get into it after having spent a day and a half reading about remote id but man i had to read through this several times and and and it could have made it easier so i'm gonna do my best to make it simple for you but but it's complex okay and because it's complex there is a possibility that i may say something that's incorrect now it's going to be minor i'm sure i'll be putting uh updates in the comments if i do something say something stupid but please don't hold it against me i'm still learning as well there's just it's just complex and there's just ton of information in there so changes to regulation just a quick overview of what is going on no you can't fly over people anytime you want there are still some limitation this is not a free for all okay no the mavic mini alone does not allow you to fly over people so just because you got a mavic mini and you read somewhere on uh some website that now you can fly over people you can fly at night it's not the case okay there are some stipulations there are some ifs that you have to follow and that's what i'm going to teach you right here yes this is only for part 107 if you are flying under section 44 809 which is recreational flyers nothing has changed there you still can fly over people you can fly at night i'll talk about that with some limitations but no you can't fly over people willy nelly just because well just because you read it somewhere in an article okay so flying over people there's i'm gonna divide this into two things flying over people flying over moving vehicles which is a different set of regulation there's four different categories that are going to be applied to drones a drone has to fly as to fall under one of these four categories in order to be able to qualify to fly over people and even then there are some restrictions as to the type of flying over people that you're doing so i'll get to that so category one two three or four simple okay so that's what we're gonna do let's take a look at this diagram and and i thought doing a table was the easiest way to compare all four of them because as i was writing the slides i kept looking at different things and i was like well what was it for category one what was it for category two so i i have three pages here of tables where i'm gonna compare different things category one category one is the easiest this there's a weight limit of 0.55 pounds 250 grams so the little mini right here falls under category one really possibly with some exceptions it says in here no exposed rotating parts that can cause laceration and there's a yes so basically you have to or the manufacturer of this drone is going to have to prove to the fa that this is not going to have exposed parts that can cause laceration i'm going to get back to this in a minute because there's some well there's some intricacies in here um there's is there a requirement for no safety defect no there's no requirement in here you'll see why because there's a requirement for the other categories is there an injury limit there's no injury limit so they basically the faa said hey these things are so small that we know if they eventually hit someone it's probably not going to kill them and and there is no real injury limit that needs to be proven okay that's the easiest way of saying this for category 2 aircraft anything under 55 pounds is going to fall under category 2 and again there's a requirement that there's no laceration possible from rotating parts there's another requirement that there's no safety defect so i'll talk about this a little bit not so much about the safety defect because this it's kind of just a bunch of words in there that are just confusing but there's an injury limit and here's how it's measured it's measured in foot pounds of kinetic energy basically said that this object when it falls it cannot create more than 11 foot pounds of kinetic energy what is kinetic energy it's energy okay energy is is is uh is power okay and uh so they're basically looking at how powerful of an impact if this drone falls from the sky it's going to create on the human and then there's a reason behind this 11 foot pounds this is not something the faa found there are some standards out there so the drone manufacturers are going to have to prove that if this drone falls on someone then it's not going to have this kind of injury level okay oh this is not too confusing in category 3 we have pretty much the same requirements except the injury requirement or the injury limit has been upped which means that now the drone can create more damage this is going to lead to more restrictions this is i'm going to talk about the restrictions in a minute but the fact that you can have more possible injuries the fa is saying well if this is going to happen then we're going to have to have some ifs there's going to be some restrictions and the last one is we have category four category four is if the aircraft has an air worthiness certificate approved under part 21. um think about drones that do drone deliveries okay i want you to think about category 4 as the drone delivery kind of thing it's in there because they have an airworthiness certificate which means that the aircraft has been reviewed by the faa they have to have a maintenance system preventative maintenance in place they have to have a system for alterations and repairs and inspections so it's a lot more involved it's almost like a manned aircraft at this stage it follows kind of the same regulation as many aircraft do so it's going to have a special category i'm not going to go in detail about category 4 because the the 99.9 of you that are watching this are not going to care about that part okay let's talk about well several other things there's this term called means of compliance and declarations of compliance which is going to be think about it as paperwork okay paperwork that the manufacturer is going to have to submit to the faa to get all of this approved if you were fall if your drone falls in category one there's no real crazy paperwork to be submitted to the fa i'll talk more about means of compliance and declaration of compliance in a minute to give you more detail about what it means but that's just picture it this way there's no label requirement for category one and then there's no real additional limitations in this case so category 1 they kept it pretty simple i'll talk about some some limitations but none like what we see in category 2 in category 3. category 2 is going to require moc and doc means of compliance and declaration of compliance and it's going to require label so if you buy a drone that is approved under category 2 then it's going to basically have a label that says this is approved to fly under category 2. in plain english it says in the regulation no real additional limitations other than the ones i'm going to mention in a minute category three same thing you need to have a label that says category three and then there's some pretty big limitations i'm gonna explain them in the next slide because well because they didn't fit in that little rectangle right here and then in category 4 aircraft you need to have part 21 air within a certificate it's going to be labeled as category 4 and then the limitations are going to be all tied to the air witness certificate like i said don't worry too much about category 4. okay let's talk about these limitations here a category 1 aircraft where can you fly over people because there are some limitations as to where you can fly and for category one they have to meet the requirements below and it's it gets confusing and see this is this is where it gets confusing and i hope you don't get confused i hope this table kind of makes sense here but you can basically fly over people anywhere you want as long as the the requirements underneath are met can you fly over people without remote id for now yes as long as you're not flying um over open air assembly think about large groups of people so if you're going to hover i'm going to put it this way if you're going to hover this aircraft over a this is category 1. if you're gonna hover this aircraft over a large assembly of people let's say a political rally let's say a concert okay then you need to meet the requirement for remote id as well if you do it for part 107 because this is part 107 regulation then it means that you need to have a remote id system attached to this thing which means that you won't be able to do that for a while okay so that's the only exception if you want you can fly this anywhere over people but if you're going to do it over an open air assembly which means large amount of people and if you're going to be sustained if you're going to stay on top of them like this then you need to have remote id can you do sustain flight over open air assembly yes if you meet the remote id requirement okay category two can you fly anywhere yes the same thing that we had as long as you meet a few requirements can you fly over open air assembly for sustained flight only if you have remote id requirements can you fly just quickly over these areas yes you can you just can do sustained flight over open air assembly can you fly over just one person that is on their well i'm not going to send their bicycle somebody who's running can you fly on top of them for a split second just like this yes you can okay because it's not an open air assembly so they couldn't make it simple category i have some examples by the way that are coming up if you have a specific scenario put it down in the comments i'll try to make sense of it and see if we can find it from the regulation but this is as easy as i could figure out to make it category three this is when it becomes complicated you cannot fly anywhere you want you have to fly over a closed or restricted site and you have to meet the other requirements as well can you fly over people without remote id for now yes with some limitations that i'm going to discuss in the next slide can you do sustained flight over open air assembly no you can't not with a category 3 aircraft because remember category 3 aircraft if it falls it can create a lot more damage so basically what they're saying is hey you can fly this drone it's going to do more damage but you only do it in a restricted area in a closed site and uh and and with the general public not having access to it that's basically what they're saying if there's a concert if there's a political rally whatever it is you can't fly this drone on top of it all right let's think about this category three limitations so a little bit more in detail here 107 25 is the regulation it says operation must be within or over a closed or restricted site and all humans are on notice that a drone might fly over them i'm going to let that sink in for a second you must be in a restricted area and all humans must be on notice that the drone is going to fly over them that's if you fly with a category 3 drone which means that it can do more damage you also cannot fly sustained flight which means they're just hovering on top of them over a human being unless they are directly participating which is something that we had in regulation before or they are over a under a covered structure or inside of a stationary vehicle which is the same regulation that we had before okay you could fly over uh people if they were hiding behind underneath the roof or if they were inside of a car that wasn't moving so that's no different than what we had before okay i know i know it's a lot of information it's going to take a while to to digest now i wanted to have definitions because because i know you guys are going to ask what is sustained flight sustained flight includes what hovering above the heads of people that are gathered flying back and forth over a large group of people for example circling okay in the way that the smaller main aircraft remains above some part of the assembly all that is all on page six if you want to read it it says sustained flight does not include a brief one-time transiting over a portion of the assembled gathering where the transit is merely incidental to a point-to-point operation they're basically saying hey if you have to go from point a to point b to get somewhere you can basically fly on top of them because you're not going to be just hovering and you're not going to be staying there so it means that the likelihood of this drone category 1 or category 2 getting in trouble and then losing flight and falling on people is very little so you can basically do that if you're transiting now if you're hovering over people now you're increasing the chances that the drone is going to fail and then of hurting someone for category one and two okay that's that's the reasoning behind if you want to try to find a way to remember all this the fa doesn't want you to do sustained flight if you're flying a drone that's going to be creating a lot of damage category three if you're flying a drone that's not going to do a lot of damage category 1 or category 2 then they're saying it's ok to hover on top of people without an issue that's that's the way i understand it what is an open air assembly and i hate this i hate this section this is on page 128 if you want to read with me there's no specific definition of an open air assembly that's not based on the density of people instead here's what the faa says it says the faa has declined to define this term by regulation rather the faa employs a case-by-case approach in determining how to apply the term open-air assembly this is the same shenanigans that the faa has been doing for years and years and years to talk about congested areas and and other things they basically don't want to define these terms and they're just going to do it on the open on the case-by-case basis so you know remember when we talked about in regulation when we talked about other than congested areas this is the same thing here so here's another quote whether an operational area is an open air assembly is evaluated by considering the density of people who are not directly participating in the operation of the small environment aircraft and the size of the operational area such assemblies are usually associated with public spaces so here's an example efa considers some examples they say sporting events concerts parades protests political rallies community festivals parks and beaches during certain events all of these are going to be considered open air assemblies it says some potential examples are likely to be cons less likely to be considered open-air assembly include individual person or families exiting a shopping center i don't know why they put that example in here nobody goes to shopping centers anymore athletes participating in friendly sports in an open area without spectators individuals or small groups taking leisure in a park or on a beach and individuals walking or riding a bike along a bike path so that's not considered open air assembly which means that it doesn't require remote id that's the bottom line they basically said hey if you're going to be flying over a large amount of people you need to have remote id if you are not going to be flying over a large amount of people then you can do all these things as long as you have a category 1 2 aircraft without any issues that's the bottom line okay they could have just said that they would have made it a lot easier means of compliance so two terms that i want to define means of compliance the declaration of compliance means of compliance how is the applicant going to prove their uas meet the requirements including the kinetic energy impact and all of that this is basically going to be done via test analysis inspections that will be sent to the faa for review and approval so that's their means of compliance not something that you have to worry about unless you're a uas manufacturer or designer the declaration of compliance is basically going to be telling the faa which make and model and series of aircraft are compliant along with a range of serial number so the fa is going to come up with the dji mavic 5 and then they're going to say tell the faa this is how we tested the mavic 5 using means of compliance and then they're going to say here's a declaration of compliance all mavic 5s that have this serial number to this serial number are good to go and by the way this is no different than what the faa has been doing with aircraft manufacturers many aircraft manufacturers same kind of idea i want to talk about moving parts moving parts because um um well because it's important that there is some regulations in there that says that there cannot be any moving parts that are going to create lacerations and there's different methods of doing this you can think of prop guards i have my pog guard somewhere for this little device right here you can put prop guards on top of it and then it's going to prevent laceration the problem with the prop guards is that they're heavy and they take the drone over a certain weight the mini 2 for example it's 242 grams without the prop guards it's 289 grams with them so then it takes it out of category 1 puts it in category 2 and then well then it doesn't work anymore another method is that the fa mentions in there is the automatic motor stop the idea is in an emergency the motors would stop completely and then the props can't create lacerations so that's something to think about so that was flying over people an additional layer is flying over moving vehicles the fa has um said that if you have a category one two or three aircraft that meets all those requirements that i just mentioned then you can fly over moving vehicles if you meet these requirements so you need to have a category one two or three and you must remain within or over a closed restricted access site and everyone in the moving vehicle inside must be on notice so that's one option or the uas must not maintain sustained flight over the moving vehicle so i have some examples that i want to share but i'm going to let that sink in for example for for the moment you basically can fly over a moving vehicle if you are in a private area in a closed site and everybody is on notice okay or you can fly over them if you just want to cross quickly and you're not doing sustained flight remember the definition of sustained flight so what's a vehicle first let's talk about what's a vehicle the faa says anything that is a mean of transportation regardless if it has a motor on it or not a car a truck a bus a train motorcycle scooters roller coaster roller coasters or all vehicles a bicycle is also a vehicle a watercraft okay sightseeing vessel boats but personal watercraft all these are all vehicles in the eyes of this regulation so here's an example you fly over your friend on his or her motorcycle on the race track you're directly flying on top of him the entire time that's legal if the site is a restricted area okay where not everyone can go and if everyone is on notice then it's not a problem you need to another example you need to cross a highway for a shot this happens a lot people ask this a lot what if i'm just flying real quick on top of the highway and i'm only going to be there for a split second it is legal as long as there is no sustained flight okay so only if you're doing transit then technically it is legal in this case if you're recording a video by flying directly over the uh sightseeing boat that you just noticed in the distance you see this but oh that's pretty cool i'm just going to fly on top of them right on top of them and cruise along with them that's not legal because you have not provided notice to the participants that are in the vehicle okay that's that's that's my example i'm sticking to it okay uh how about flying over people as a recreational pilot not going to happen this regulation i just talked about is only part 107 regulation no changes in 48809 you still can fly over people out there until there is changes in regulation so forget about it let's talk about a realistic timeline because category 1 doesn't require method of compliance or or the doc then it is possible that it could be used as early as march 2021 but if you're going to be flying over open air assembly it's going to be later because now you need to have remote id but to fly over people without being an open air assembly then technically it could be done as early as march 2021 um which is pretty cool category 2 and category 3 are going to require moc and doc which means that it's going to take a while for that to happen from the time of the the publication date so i wouldn't count on that for too long category 4 technically could happen pretty quickly because it's all tied to part 21. okay last topic flying at night and recurrent training flying at night is now possible and easier without a waiver yes you will need to get additional training yes you will still have to wait a little bit a few months at least from the time this is posted no you still can't take the initial exam online that's no different okay and yes you can take the initial the recurrent training online with the faa and then you can skip the 160 dollar recurring exam so i know this is something that you guys have been waiting for and it's good news it's somewhat good news so flying at night without a waiver in order to fly at night without a waiver you need to complete prior to the operation either an updated initial test or the updated recurrent online training that the fa is going to provide so that's really all that needs to have well and you also need to have the anti-collision light which we had before so that's really the only thing so as soon as the the training is available and uh and all these months i've gone through you can take the training online or if you're taking an initial test because you don't have a part 107 just yet and uh and then you do it after a specific period of time then you'll be able to fly at night as long as you have anti-collision night so that's pretty cool i i really like that portion of it uh but you need to do you need to get training in terms of recurrent training there's no more need to pass the recurrent exam every 24 calendar months so that's going to save you 160 bucks instead what you're going to have to do is you're going to have to complete the free training that's on the faa website which includes night training and then that's going to be required for night flying and then that's it then you're basically good to go let's take a look at this timeline right here because i think this is important it starts with january february march and april of this is 2021 going to be a publication date at one point for this regulation my guess is somewhere in the middle of january right here but it's it's still tbd from here a clock starts 45 days 45 days later the night training is going to be available on the faa website and the night material is going to be on the faa initial exam so this takes us to somewhere possibly in the beginning of march of 2021 so here what happens the night training becomes available on the faa website but wait this is not it if you are a 107 29 holder then you can fly which means that you have a daylight waiver you can fly at night then you can fly at night as soon as you take the training right away you can start to fly at night without really having that waiver although you could still continue to fly at night because because you have a waiver now that waiver is going to eventually expire but we'll talk about that now starting from that time okay from the time that the training becomes available on the faa website there's a 15-day training period where it's a hold period as well where people that don't have a waiver can get trained don't go on the first date that's available don't go take the training just yet okay because you're going to overload the server at the faa and then everything is going to crash and nobody's going to be able to do training so just wait you have 15 days it doesn't matter because you can't start to operate anyway until the end of the the end of that cooling period okay of that testing period of 15 days so then 15 days after this you can start to fly if you don't have a waiver you can start your flight at night as long as you did the training so realistically if you don't have a waiver at the moment you will be able to fly at night sometime in the middle to the end of march of 2021 by tr but you have to take the training first and you have to have those flashing lights on your drone first okay so get the training you have 15 days to do it you can't start flying anyway even if you do the training if the day that the training comes out if you don't have a waiver at the moment if the day that the training comes out if you take that training you're still going to have to wait 15 days okay so don't rush to do the training just do it sometime during that 15 day period and then you'll be good to go and this is a question that's already come up from someone from one of my students uh no you do not need to comply with remote id in order to fly at night two different regulation completely irrelevant now you will in 2023 when remote id becomes required but at the moment you can fly at night without a waiver as long as you meet all the requirements i just said no need for remote id in terms of waiver if you have a waiver that was issued prior to the publication date uh what's going to happen is it's going to expire 120 days after publication date so if you have a waiver i have a night waiver that night waiver is going to be valid basically until may ish of 2021. after that you'll have to do the training online and then you'll have to follow the new procedure but until then the faa basically gave uh people that have a waiver a little bit of time to uh to apply for that training and do the training so that's kind of the good news uh where's the training going to be you may be asking about the training it's going to be on the fa website under fa safety.gov here's what i want you to do at the end of this video go to fa safety.gov create an account today and become familiar with the website um it's uh it's a great place to get recurrent training i've been using it for for almost 20 years now because that's where the faa has all the training for uh many aircraft pilots and it's a great place tons of really good information in there you should have an account already anyway but once the training becomes available it's gonna be in there uh the training is not available yet so if you do a search for uas you're gonna find certain things in there you're gonna find some training modules one of them is recurrent training for uh for man aircraft pilots this is not the training that you want to do okay so if you go in there between now and march and you see some training recurrent training this is not it this is don't take it don't well i mean you can do it if you want but it's pointless and by the way the reason i'm saying don't go on the faa website the day that the training comes out is because there is over 200 000 remote pilots at the moment if all 200 000 of them go on the website and start to do the training it's going to crash i know the website is going to crash anyway on that day but try to prevent going in there to do the training it's not going to happen if you're one of my students in the part 107 course you will be getting the night training for free through our course before it becomes available on the faa website it will cover everything that the fa is going to cover and some more but it won't count as official training so our recurrent training does not count as official fa training nobody will so if somebody else is telling you that it does that their training is valid it's not you have to do the official faa training but we'll give you just like what we do all the time will give you more information than uh than the fa okay one more slide and then i'll let you guys go wrap it up we've been talking for a while now hopefully you stayed with me because i know this is important information but there's been a change in the fa this is who you need to present your remote pilot certificate and your id of when inspection so in the past it was only the fa now it's the fa the ntsb any federal state and local enforcement law enforcement officers can have access to your your remote pilot certificate and your id if they're asked you must make it available now to the faa only you need to make available any documents record and reports that are required under the regulation not required for the ntsb and then the other people but required in here so okay i'm done i hope this was something that provided value for you guys there's going to be more videos like i said join me on sunday leave your comments down there if you have questions i'll do my best to answer them tomorrow uh in the next couple days and today i guess today today for you is tomorrow for me on sunday 11 30 eastern and 8 30 pacific i'll be having basically a q a answer all your questions as well as i can and then hopefully having some great discussions with you so i'll see you then and in the following week we'll be talking with vic moss and from the dspa and hopefully answering even more questions then so that's all i get happy new year uh i hope 2021 is a lot better than 2020 was for many and uh and i and i wish everyone a lot of success i know there's going to be a lot of things that we need to adapt to with this new regulation but it's an exciting time it's an exciting industry that it's changing so regulation changes are going to happen in the future this is not the last and this is not the first this is not the first this is not the last that we're going to see regulation changes so that's it signing off and then i will talk to you guys on sunday morning

Channel: Pilot Institute

Views: 29,283

Keywords: drone news update, uas news update, drone news, part 107, remote ID, remote id drone, remote id faa, remote id update, remote id 2020, remote ID 2021, new FAA regulation, flying over people, operation over people, can you fly your drone at night, remote id, drone laws, FRIA, Open Air Assembly Definition, Sustained Flight Definition, drone categories FAA, category 1 UAS, category 2 drone, can I fly over people with my drone, how do I renew my remote pilot certificate

Id: Zbn6vtdL8Ik

Length: 95min 25sec (5725 seconds)

Published: Fri Jan 01 2021