Inside Unmanned Systems provides actionable business intelligence to decision-makers and influencers operating within the global UAS community. Features include analysis of key technologies, policy/regulatory developments and new product design.
Issue link: http://insideunmanned.epubxp.com/i/741945
43 unmanned systems inside October/November 2016 dustries. If you plan to offer UAS services to these in- dustries, Hogan suggests you start by asking potential clients what exactly they want to do with the technol- ogy. What data do they need and how do they want it delivered? What are their barriers to deploying UAS? What problems are they trying to solve and how do they address those problems today? It's also important to understand how to safely f ly in the airspace, Hogan said, to offer f lexible solutions and to have a plan to effectively and efficiently deliver clients the data they need. "The biggest barrier I see is what we're going to do with all the data collected," Hogan said. "As you can imagine if you're dealing with mapping, precision agri- culture or some sort of industrial inspection, you're col- lecting some form of data. You're going to have to pro- cess that data and have the expertise or the knowledge to be able to analyze it and provide an answer to a client." Education is also key, Hogan said, and that includes educating clients about the rules, what UAS can do for their business and what payloads and deliverables you offer. Van Lare recommends showing clients what value UAS can offer and to remember you need the right equipment for the job you're performing. He doesn't use fixed-wing UAS, for example, because quadrotor drones can get into the tight spaces needed to perform the powerline inspection services Raecon provides. Find a niche and make sure clients understand what drones can and can't do. Most clients are new to the industry and might think the capabilities are limitless. It's important to keep expectations realistic. "You can show clients how you can increase safety, save money and produce some awesome quality data," Van Lare said. "And that's within visual line of sight." While there's plenty UAS can do today, the panelists and the rest of the industry are eager to see what the future will bring and expect even more opportunity to open up once the current Part 107 restrictions are lifted. "Moving forward we have to be able to f ly over peo- ple," Van Lare said. "A lot of operations are urban. If we can't f ly over people it really restricts what we can do. If that and beyond visual line of sight get opened up that would really help increase the success of Part 107 and UAV usage." WANT MORE? For more about what the industry thinks of Part 107, read "The Industry Reacts to Part 107" at insideunmannedsystems.com. WHAT ATTENDEES WANTED TO KNOW A few of the questions asked during the webinar Q&A: • Is Part 333 obsolete now that Part 107 is here? How will the FAA handle the remaining Part 333 exemptions that have been filed? • Do you expect other countries to adopt FAA-type rules? What are rules like in Canada? • Now that Part 107 is here, are there applications that your customers are looking for that still can't be done under Part 107? • What are the software capabilities that enable the type of UAS operations your customers are interested in? • Do you think the sense and avoid problem will be approached by requiring additional training or systems on manned aircraft? WATCH THE WEBINAR FOR ANSWERS TO THESE QUESTIONS and more: https://attendee.gotowebinar. com/register/8780341795519423748 WE'RE NOW ALLOWED TO OPERATE in Class G airspace without ATC permission. I didn't get too excited about that to begin with because Class G airspace is kind of the none-of-the-above airspace. Class B is for major airports, Class C is for not so major airports and Class G is kind of everything else in-between that isn't Class A, which is above 18,000 feet or Class E, which is 700 to 1,800 feet. The cool part is previously you were restricted from flying within 5 nautical miles of an airport unless you talked to the tower. That restriction is removed and so this means as long as you fly within 107, stay within Class G, you don't have to let that small non-towered aircraft that happens to be within 5 miles of your backyard know you're going to be flying. Correct me if I'm wrong but that's about 90% of everything that classifies as an airport in this country so that's absolutely fantastic." " General James Poss, Major General, USAF (ret), CEO ISR Ideas and Executive Director of the ASSURE FAA UAS Center of Excellence