FAA Expands Drone Access To Airspace

https://www.avweb.com/avwebflash/new...-230405-1.html

FAA Expands Drone Access To Airspace

By Mary Grady | March 7, 2018

The FAA is expanding a program that will provide “near real-time”
processing of requests for access to controlled airspace from drone
operators, the agency said on Tuesday. A prototype system that was
deployed last November has performed successfully, the FAA said, and
the agency will now conduct a nationwide beta test, beginning April
30, that will deploy the system incrementally at nearly 300 air
traffic facilities, serving about 500 airports. The final deployment
will begin Sept. 13. The announcement was made by FAA Acting
Administrator Dan Elwell, at the third annual UAS Symposium, held in
Baltimore.

Under the FAA’s Part 107 small drone rule, operators must secure
approval from the agency to operate in any airspace controlled by an
air traffic facility. The manual application process required 19 steps
for operators. To facilitate those approvals, the agency developed the
prototype Low Altitude Authorization and Notification Capability
(LAANC)
https://www.faa.gov/uas/programs_par...data_exchange/ to
evaluate the feasibility of a fully automated solution enabled by data
sharing. The system was deployed at several air traffic facilities
last November. Trials showed the new system “dramatically decreases
the wait experienced using the manual authorization process and allows
operators to quickly plan their flights,” the FAA said. Air traffic
controllers also will be able to see where the planned drone
operations will take place. The system is intended for use by
professional drone operators. Hobbyists and recreational operators are
still required to notify airport operators and the ATC facility (if
present) prior to operating within 5 miles of an airport, the FAA
said.
---------------------------------------------------------------------------

https://www.faa.gov/uas/programs_par...data_exchange/


FAA UAS Data Exchange

LAANC ConnectedThe FAA UAS Data Exchange is an innovative,
collaborative approach between government and private industry
facilitating the sharing of airspace data between the two parties.

Under the FAA UAS Data Exchange umbrella, the agency will support
multiple partnerships, the first of which is the Low Altitude
Authorization and Notification Capability.
What is LAANC?

LAANC is the Low Altitude Authorization and Notification Capability.

It enables drone pilots access to controlled airspace near airports
through near real-time processing of airspace authorizations below
approved altitudes in controlled airspace.

Drone pilots can use applications developed by approved UAS Service
Suppliers to access the LAANC capability.
When is LAANC coming to me?

On April 30, 2018, FAA will begin to roll out the capability
regionally as part of a National Beta Test.

South Central USA April 30, 2018
Western North USA May 24, 2018
Western South USA June 21, 2018
Eastern South USA July 19, 2018
Eastern North USA August 16, 2018
Central North USA September 13, 2018

If you want to fly in controlled airspace near airports not offering
LAANC, you can either use the manual process to apply for an
authorization, or wait until the LAANC is available.
How does LAANC benefit Industry?

The FAA is dedicated to ensuring drones are able to operate safely in
the same airspace with manned aircraft. The LAANC capability offers
industry the opportunity to work with the agency as we develop a UAS
traffic management system. Companies approved to provide LAANC
Services are known as Approved UAS Service Suppliers (USS).
How to participate?

The FAA plans to host two USS application periods a year, each
consisting of four steps. The entire process takes approximately five
months to complete.

Applicants should have a mature product at the time of application or
have the capability to develop it before Formal Onboarding.

Before applying respondents must read and understand the following
documents:

LAANC Concept of Operations (PDF)
https://www.faa.gov/uas/programs_par...operations.pdf

USS Operating Rules (PDF)
https://www.faa.gov/uas/programs_par...ting_rules.pdf

Memorandum of Agreement (MOA) (PDF)
https://www.faa.gov/uas/programs_par..._agreement.pdf

USS Onboarding Demonstration and Test Plan (PDF)
https://www.faa.gov/uas/programs_par...ormation. pdf

Upon successful completion of all onboarding activities, the FAA will
sign the MOA and the USS will receive notification that it may begin
providing LAANC services.

The next application period starts on April 16, 2018.

Potential UAS Service Suppliers must send in an application via email
between the dates of April 16 - May 16, 2018.
LAANC 5 Month Onboarding Process
5 Month Process
Application
Period
(30 Days)
FAA Submission
Review
(30 Days)
Technical
Interviews
(30 Days)
Formal
Onboarding
(60 Days)

Decision
Point

Decision
Point

Decision
Point
Approved
USS

April 16, 2018 - May 16, 2018 APPLICATION PERIOD

USS onboarding application submission must include:

Completed USS Application package
Signed Memorandum of Agreement (MOA)

May 17, 2018 - June 18, 2018 FAA Submission Review

FAA has 30 days to respond whether the applicant meets
requirements to continue in the process.
During review, the FAA may ask applicants for additional
information based on submitted materials

June 19, 2018 - July 19, 2018 Technical Interviews

FAA invites applicants that pass the review to demo & discuss
their product.
If product meets the USS operating rules proceed to the formal
onboarding phase

July 20, 2018 - September 18, 2018 Formal Onboarding

Applicants proceed to system integration with the LAANC Automation
Platform in a staging environment
Applicants must demonstrate successful execution of validation
scenarios to show compliance with the LAANC USS Operating rules
Applicants have two attempts to pass the compliance
demonstrations/tests
MOA countersigned by FAA upon successful completion of all
onboarding activities

The LAANC capability is in a test phase, prospective applicants should
expect changes to the application process, and requirements. Sign up
for LAANC related updates.
https://public.govdelivery.com/accou..._id=USAFAA_486

Interested parties should note:

Any information pertaining to the application period is hosted on
this website, and through the FAA's digital channels.
This is not a regular government acquisition; there is no
Screening Information Request (SIR) or Request for Proposals (RFP)
related to this effort.
The FAA is not seeking or accepting unsolicited proposals outside
of this application process.
The FAA will not pay for any information received or costs
incurred at any point in the onboarding process
Vendor participation in any informational session during the
application process is not a promise for future collaboration with the
FAA
Application requirements are available in the USS onboarding
document (PDF).

How does LAANC benefit me – The drone pilot?

Under the small UAS rule, pilots or operators planning to fly in
controlled airspace under 400 ft. must receive an airspace
authorization from the FAA. Until recently, this involved a 19-step
manual application process.

Through an approved UAS Service Supplier, pilots and drone companies
can receive near real-time airspace authorizations. This dramatically
decreases the wait time experienced with the manual authorization
process and allows operators to quickly plan their operation. In the
near future, pilots will also be able to provide automatic
notification of intended flights to nearby airports.
How does LAANC safely integrate drones into the airspace?

Approved airspace authorization data allows Air Traffic Controllers to
see where planned drone operations will take place. This allows them
to mitigate risk by ensuring no other aircraft are operating near the
drone. In the event of emergency or unplanned temporary flight
restrictions, air traffic control can reach the pilot and ground the
drone.
How does LAANC work?

LAANC enables access to controlled airspace near airports through
airspace data provided by the FAA UAS Facility Maps. UAS Facility Maps
show the maximum altitudes around airports where the Approved UAS
Service Providers may offer near-real time airspace authorizations.
The maps underpin industry developed LAANC applications.

Additionally the LAANC applications utilize data streams containing
other airspace information such as temporary flight restrictions,
airspace data, and NOTAMs. This information, along with the UAS
facility maps allow the UAS Service Suppliers to visualize a complex
airspace and ensure that each authorization granted adheres to strict
safety regulation.

It is a 5 step data sharing process between the FAA UAS Data Exchange,
UAS Service Suppliers and the operator.

FAA provides airspace data to UAS Service Suppliers through FAA
UAS Data Exchange
Using the data, UAS Service Suppliers create interactive maps of
controlled airspace under 400 feet.
Drone pilots request digital airspace authorizations through the
UAS Service Supplier application
UAS Service Suppliers send approved authorization information back
to the FAA through the FAA UAS Data Exchange.
Air Traffic Control Facilities use approved authorization data
provided by the UAS Service Suppliers to view where and when a
scheduled UAS operation will take place up to approved altitudes
within controlled airspace. Based on this data Air Traffic Control
Facilities can approve or deny operations.

The FAA will announce a National Beta test of the capability at this
year's FAA UAS Symposium.

There will be two ways to apply for an airspace authorization. Neither
process requires the operator to contact an Air Traffic Control Tower:

using the current process; or
applying through a FAA approved UAS Service Supplier.

Approved LAANC UAS Service Suppliers

The following companies have completed the technical steps required
and have entered into agreement with the FAA to provide LAANC
Services:

AirMap
Project Wing
Rockwell Collins
Skyward

This list will be updated as additional prototype evaluation partners
are approved.

Note: Reference in this site to any specific commercial product,
process, or service, or the use of any trade, firm or corporation name
is for the information and convenience of the public, and does not
constitute endorsement, recommendation, or favoring by the Federal
Aviation Administration.
Quick Links

LAANC USS Privacy Statement
UAS Facility Maps
All UAS Facility Maps and grids
An example UAS Facility Map (PDF)
List of airports and air traffic control facilities that are
taking part in the initial prototype evaluation
LAANC UAS Service Supplier (USS) Onboarding (PDF)
LAANC Onboarding Process (PDF)

Unmanned Aircraft Systems
Getting Started
Beyond the Basics
Where to Fly
Frequently Asked Questions
Programs, Partnerships and Opportunities
Drone Advisory Committee
Focus Area Pathfinder Program
UAS Detection Initiative
UAS in the Arctic
FAA UAS Data Exchange
FAA Facilities participating in LAANC
UAS Integration Pilot Program
Research & Development
Resources
Contact Us
Report an Accident
Request a Part 107 Waiver or Operation in Controlled Airspace

Page last modified: March 07, 2018 2:10:23 PM EST
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https://www.faa.gov/uas/programs_par...ting_rules.pdf


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iv
Contents
1
Introduction
.................................
.................................
.................................
..............................
1
1.1
Background
.................................
.................................
.................................
......................
1
1.2
Purpose
.................................
.................................
.................................
.............................
1
1.3
Scope
.................................
.................................
.................................
................................
1
2
Referenced Sources
.................................
.................................
.................................
.................
2
3
LAANC USS Operating Rules
.................................
.................................
................................
3
3.1
Operator Access to LAANC
.................................
.................................
.............................
3
3.2
USS Access to
FAA Systems and Information
.................................
................................
4
3.2.1
Access to LAANC
-
AP
.................................
.................................
.............................
4
3.2.2
Authoritative Sources of Basic Geospatial Information
.................................
...........
4
3.2.3
Authoritative Sources of Flight Restrictions
.................................
............................
4
3.3
UAS Facility Maps (UASFMs)
.................................
.................................
........................
5
3.3.1
UASFM Updates
.................................
.................................
.................................
......
5
3.3.2
UASFM and Airspace Boundaries
.................................
.................................
...........
5
3.3.3
Geographically Adjacent Operations
.................................
.................................
........
5
3.3.4
Operations that Cross FAA Authorization Boundaries
.................................
............
6
3.3.5
“LAANC Ready” Flag
.................................
.................................
.............................
7
3.4
Part 101E Notifications
.................................
.................................
.................................
....
7
3.4.1
Compliance Checks
.................................
.................................
.................................
..
7
3.4.2
Hazardous Operations Warning
.................................
.................................
................
7
3.4.3
Timeliness
.................................
.................................
.................................
.................
8
3.4.4
Submission via LAANC
.................................
.................................
...........................
8
3.4.5
Notification Response to Operator
.................................
.................................
...........
8
3.5
Part 107 Automatically Approved Authorizations
.................................
...........................
8
3.5.1
Compliance Checks
.................................
.................................
.................................
..
9
3.5.2
Class E Surface Area Weather Ceiling Caveat
.................................
.........................
9
3.5.3
Timeliness
.................................
.................................
.................................
...............
10
3.5.4
Submis
sion via LAANC
.................................
.................................
.........................
10
3.5.5
Text of Authorization
.................................
.................................
.............................
10
3.5.6
Previously Authorized Becomes Invalid
.................................
................................
11
3.6
ATC Further Coordination
.................................
.................................
.............................
11
3.6.1
Compliance Checks
.................................
.................................
................................
11
3.6.2
Class E Surface Area Weather Ceiling Caveat
.................................
.......................
12
3.6.3
Timeliness
.................................
.................................
.................................
...............
12
3.6.4
Submission via LAANC
.................................
.................................
.........................
12
3.6.5
Advising Operators on Pending Requests
.................................
..............................
13
3.6.6
Text of Authorization
.................................
.................................
.............................
13
3.7
Cancellations, Changes, Rescinded Authorizations
.................................
.......................
13
3.7.1
Operator Cancellations
.................................
.................................
...........................
13
3.7.2
Operator Changes
.................................
.................................
.................................
...
13
3.7.3
ATC
-
Rescinded Authorizations
.................................
.................................
.............
14
3.8
Reasonable Filtering
.................................
.................................
.................................
.......
14
3.9
Contingency Operations
.................................
.................................
.................................
14
At
tachment A: USS
-
FAA High
-
Level Exchange Model
.................................
.................................
1
201
8
FAA LAANC Phase 1 USS Operating Rules v1.2
1
1
Introduction
1.1
Background
The FAA challenge is to foster equitable
airspace
access while ensuring critical air traffic
control (ATC) technical and safety requirements are met for operations
in the
National
Airspace System (
NAS
)
.. In addition,
the
FAA seeks to foster a com
petitive environment
for providers of UAS and related services.
With the fast pace of sUAS operators entering
the market, automation is critical to support the growing demands for
safe and efficient
NAS operations.
As the FAA and industry move toward int
egration of all types of UAS into the NAS, two
rules have been introduced governing the requirements for small UAS
(sUAS), defined as
UAS that weigh less than 55 pounds: 14 CFR Part 107 and Section 336 of
the FAA
Modernization and Reform Act (P.L. 112
-
95),
which the FAA subsequently codified
under 14 CFR Part 101 (Subsection E).
LAANC was developed to provide Part 107 and Part 101
E
sUAS operators an automated,
streamlined, and efficient solution to either receive airspace
authorization or provide
notification to ATC. LAANC provides near
-
real
-
time processing of airspace
authorizations including automatic approval of requests that ar
e below approved altitudes
in controlled airspace. This new capability uses a data exchange
framework with UAS
Service Suppliers (USS) to provide quick access to UAS operators. This
ease of access is
expected to increase and encourage rule compliance. From
an Air Traffic Control (ATC)
perspective, the development of sUAS LAANC enables safe and efficient
flight services
of sUAS in the NAS.
1.2
Purpose
This document identifies operating rules for non
-
government organizations that
p
articipate in LAANC as UAS
Service Suppliers
(USSs). USSs
enter into
an agreement
with
the FAA to act as an intermediary between UAS operators (e.g. pilots)
and the
FAA’s LAANC system interfaces.
The FAA
provides
the ability to incorporate LAANC
access into their service offerings,
and USSs
provide operator access and
validation of
operational submissions (
notifications
and
authorizations
).
LAANC supports innovative
USS business models beyond intermediary services to individual
operators, provided that
the USS is
managing
Part 107 au
thorizations and/or
Part 101
E
notifications.
1.3
Scope
The scope of this document encompasses Phase 1 of LAANC. LAANC Phase 1
is an
initial deployed set of capabilities including:
?
submission
of
Part 101
E
notifications
[
see special note in Section
3.4
]
,
?
support for automatic
ally approved
Part 107 authorizations using altitude maps
established by the FAA around airport facilities,
201
8
FAA LAANC Phase 1 USS Operating Rules v1.2
2
?
mechanism for “further coordination” of
Part 107 authorizations that cannot be
approved
automatically,
and
?
providing sUAS operations information to ATC/ATM personnel.
Part 107 waivers are not within the scope of LAANC Phase 1.
Following Phase 1, the FAA plans to implement
subsequent LAANC
phases with various
additional features and capabilities
..
Some future capabilities are
noted in context
, but for
the most part, s
uch future capabilities are not included in this document.
The focus of this document is USS
operating
rules. O
ther aspects of
LAANC are
generally not included
, for example the technical details of the
interface between
USSs
and
the FAA, and
the
design of
FAA LAANC systems.
This document follows the convention of referring to the party
conducting the sUAS
flight operation as the
“operator”. As appropriate, this translates to
equivalent
terms such
as
“sUAS pilot” or “remote pilot in command”.
Exceptions to this convention may be
made in cases where there is a direct link to regulatory language.
2
Referenced Sources
“
Low Altitude A
uthorization and Notification Capability (LAANC) Concept of
Operations
”
, Version 1.1, 12 May 2017
..
“USS
-
FAA Authorizations and Notifications Interface Control Document”
(see latest
version)
..
14 CFR Part 101 Subpart E, “Special Rule for Model Aircraft”.
14 CFR Part 107, “Small Unmanned Aircraft Systems”.
14 CFR Part 99.7, “Special Security Instructions”.
FAA Form 7711
-
1, “UAS COA”.
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8
FAA LAANC Phase 1 USS Operating Rules v1.2
3
3
LAANC
USS Operating Rules
This section documents the operating rules that each USS is required
to follow to partner
wit
h the FAA in LAANC. The rules identified here only minimally define
USS behavior.
Further processes, features, and capabilities are up to each USS to
determine as they
develop their unique service offerings.
Rules are identified
in
brackets
with a letter
appended to the document section number
, for example
[
1.2.3a
]
,
[
1.2.3b
]
, etc.
Restatements
and clarifications
of rules are not given a new identifier.
There are several types of sUAS operations that USSs may handle as a
participant in
LAANC. It is essenti
al that USSs accurately understand what
operations are in
compliance
(without a waiver)
with regulatory constraints, taking into consideration time
of day, location, and maximum altitude.
Potential
Part 101
E
operations may or may not
require notification
,
and some may warrant special safety warnings
..
Potential Part 107
operations fall into three categories:
(1)
allowed by Part 107
without authorization
,
(2)
require authorization but can be automatically
approved
(e.g. based on
UAS F
acility
M
aps
–
UASFMs
), o
r
(3)
require authorization through manual processes
(“further
coordination”)
..
The operating rules defined here are designed around these
LAANC
operation types.
3.1
Operator Access
to LAANC
The USS must
[3.1a]
manage
Part 107
authorizations
and
/or
Part 101
E
notifications on
behalf of
operators.
Operators
must
[
3.1b]
be managed using individual accounts and
reasonably secure identification mechanisms (for example, usernames
and passwords).
Available
LAANC
-
related
records
of interactions with operators
m
ust [3.1c]
be made
available to the FAA for review on request.
The USS must
[3.1d
]
make the following statement available to
operators
in a manner
appropriate to their application designs: “[USS name] is
a
provider of UAS services
within the
FAA’s
Low
-
Alt
itude Authorization and Notification Capability (LAANC).
LAANC may be used to satisfy compliance with
ATC notification (14 CFR Part 101E) or
ATC authorization (
14 CFR Part 107)
..
Information provided here is based on real
-
time
and available projected inform
ation on airspace status and airport
-
specific maps, and that
information is subject to change.
P
lanning tools
should be checked
prior to
flight
for any
possible changes that could impact the operation
..”
Note: omit struck words above until
LAANC supports 101E operations; see special note in Section
3.4
..
The USS must
[3.1e
]
notify
operators
that the FAA has issued
a privacy statement
regarding information collected within LAANC, which can be found at
https://www.faa.gov/uas/programs_par...exchange/priva
cy_statement/
..
Note that, in keeping with 14 CFR Part 107.35, each LAANC
authorization
corresponds
to a single
operator controlling
at most one aircraft at a time.
Authorization of multiple
aircraft operated by a single
operator
(e.g. “swarms”) is not supported by LAANC at this
time. The USS must not
[3.1f
]
contradict this in its communication to
operators
..
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8
FAA LAANC Phase 1 USS Operating Rules v1.2
4
3.2
USS
Access to
FAA
Systems
and Information
3.2.1
Access to
LAANC
-
AP
LAANC
-
AP (Automation Platform) refers to the primary FAA system portion of
LAANC.
The USS must
[3.2.1a]
conform to the
“
USS
-
FAA
Authorizations and
Notifications Interface Control Document” (
ICD
)
..
The
ICD includes details on
connecting to the FAA
’s
LAANC
-
AP
system via the internet
.. The ICD is provided USSs
as part of the LAANC onboarding process.
3.2.2
Authoritative Sources of
Basic Geospatial Information
UAS Facility Maps (UASFMs) must
[3.2.2a]
be obtained from
http://uas.faa.opendata.arcgis.com
as the authoritative source. See
Section
3.3
for
additional operating rules associated with UASFMs.
In order to
comply with regulations, operators and USSs
need to
access basic airspace
classification
and airport
location
information.
USSs must
[3.2.2b]
use an FAA
-
approved
source for airspace boundaries. Examples include published Sectional
Charts
,
the FAA
ArcGIS system (see
http://ais.faa.opendata.arcgis.com
, “Airspace” category, “Class
Airspace” dataset)
, and
https://ww
w.faa.gov/air_traffic/flight_info/aeronav/Aero_Data/
(“28 Day NASR Subscription”)
.. For LAANC purposes, airport identification and location
must
[3.2.2c]
be obtained from
http://ais.faa.opendata.arcgis.com
,
“Airports” category,
“Airports” dataset
as the authoritative source.
3.2.3
Authoritative Sources of
Flight Restrictions
O
perators
are required to
comply with applicable restrictions published by the FAA and
other airspace authorities. On behalf of operato
rs, USSs
are expected to
likewise check
for applicable restrictions to inform operators and prevent unsafe,
unauthorized flights.
Notices to Airmen (NOTAMs), including Temporary Flight Restrictions
(TFRs), convey
many relevant sUAS restrictions. NOT
AMs and TFRs are available through a number of
channels. USSs must
[3.2.3a]
use
or refer to
an approved FAA source for NOTAMs. An
example such source is
https://notams.aim.faa.gov/notamSearch/
.. (Note,
for example, as
of this writing, NOTAM FDC 7/7282.)
National Security UAS Flight Restrictions
(NSUFRs)
relate to the Department of
Defense and
must
[3.2.3b]
be obtained from
http://uas.faa.opendata.arcgi
s.com
as the
authoritative source.
Special Use Airspaces
(SUAs), including “Restricted” and “Prohibited” types,
may also
apply to
sUAS
operations
.. SUAs are
shown on
Sectional Charts
.. USSs must
[3.2.3c]
use
or refer to
an FAA
-
approved source for SUAs. One
such source is the FAA ArcGIS
system (see
http://ais.faa.opendata.arcgis.com
, “Airspace” category, “U.S. Special Use
Airspace” dataset).
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FAA LAANC Phase 1 USS Operating Rules v1.2
5
3.3
UAS Facility Maps (UASFMs)
UASFMs play a vital role in the LAANC co
ncept of operations. UASFMs
identify
threshold altitudes at or below which Air Traffic Management has
decided that the FAA
can automatically authorize
Part 107 operations
(provided they
otherwise comply with
regulations
)
..
That is, the FAA can authorize ope
rations
within the UASFMs
automatically,
requiring
far less time
and human effort
than manually processed
authorizations.
3.3.1
UASFM Updates
The USS must
[3.3.1a]
apply the appropriate UASFM(s) to each opera
tion proposed or
submitted by an
operator. The USS
must
[3.3.1b]
utilize the most current, valid map
information that is applicable to the operation.
Base map UASFM data will change on a predetermined update cycle
similar to other
FAA chart publications. Base map data includes the definition of UASF
M gri
d cells.
UASFM values (such as
altitude limits) may change on a daily
timeframe, especially to
expedite map corrections or time
-
sensitive adjustments
.. USSs must
[3.3.1c]
update any
local copies of UASFMs on a cycle
not longer than
24 hours
..
3.3.2
UASFM and Airs
pace Boundaries
UASFM grid cell boundaries are rectangular, and airspace boundaries
are generally
curved.
If a UASFM extends beyond a controlled airspace boundary, the airspace
boundary has regulatory precedence
..
For example, in the area outside a control
led
airspace boundary but covered by a UASFM grid, the UASFM threshold
does not apply
(either for Part 107 authorizations or warnings issued concerning Part
101E operations
–
see Section
3.4.2
).
In graphically presenting limits to
operators
, USSs may round off or clip UASFMs to
match airspace boundaries where this accurately represents the
precedence described
above.
USSs
may also aggregate adjacent grids having the
same altitude threshold, and/or
annotate grids (for example, with
authorizing
facility association) as
deemed effective in
their graphical interface designs
..
3.3.3
Geographically Adjacent Operations
In some cases, USSs and/or operators may wish to
or need to
geographically subdivide
operations into separate
, adjacent
submissions. Where these operational
sub
divisions
coincide with UASFM grid boundaries,
geometric uncertainties can arise.
A tolerance of
up to
10
feet may be applied to unambiguously define adjace
nt
operating volumes
such
that
each clearly falls
within
the intended
grid boundaries.
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3.3.4
Operations that Cross FAA Authorization Boundaries
FAA authorization boundaries for the purposes of LAANC are expressed
by the airspace
boundaries and UASFM grids. All
airports that are participating in LAANC have
UASFM grids for which they are listed as the LAANC ATC authority. As
the grids are
geodetically rectangular, some grids cross boundaries and list two (or
more) authorities.
USSs must
[3.3.4a]
subdivide operati
ons as necessary so that each authorization has a
single authority. For example, if a proposed operation crosses the
airspace boundary
between Airport A and Airport B, the USS must subdivide the operation
along the
airspace boundary and make separate LAANC
submissions to each.
An example is
shown in
Figure
1
..
Figure
1
: Example Operation Crossing Authorization Boundaries
In
this example, the d
esired operation (whole circle)
needs to
be subdivided into three
regions corresponding to the different airspace authorities defined by
the surface
airspace boundaries.
The
auto
-
approval maximum altitudes (red numbers) indicate that
most of the ope
ration must be submitted under Further Coordination (0’
equates to
no
auto
-
approval
)
.. The
Class G region
needs no authorization and therefore no LAANC
submission. (Note, however, that
most of
Part 107 remains in effect in Class G
even
though 107.41 does not
..)
The MRI region of the operation could be further subdivided
along the grid boundary to auto
-
approve the uppermost portion (up to 50’).
If an airspace identifies an authority that does not correlate to
UASFM grids covering the
operation, the USS must not
[3.3.4b]
submit that portion of the operation to LAANC. The
USS must not
[3.3.4c]
make LAANC submissions to authorities that do not have a
UASFM covering the operation in question.
For example, if a proposed
operation is partl
y in Airport A’s airspace and partly in DOD
Facility B’s airspace, it must be subdivided accordingly.
If
Airport A has a
correspondi
ng UASFM and DOD Facility B does not, o
nly the portion in Airport A’s
airspace may be submitted to LAANC. The portion in DOD
Facility B’s airspace cannot
be authorized via LAANC.
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3.5.1
Compliance Checks
Per Part 107
..41
, controlled airspace boundaries (Classes B, C, D, and Surface E) are
a
determining factor in authorization requirements.
T
o be
eligible for automatic approval
,
the planned operation must fall entirely at or below UASFM maximum
altitudes. The
USS must
[3.5.1a
]
identify planned operations that
require authorization and
are eligible
for automatic
approval
..
Part
107
operations are also subject to a variety of flight restrictions.
USSs must
[3.5.1b
]
check against
operations exceeding
400 feet (Part
107.51) or be
ing
conducted at night
(Part 107.29).
T
he USS must
[3.5.1c
]
also
assist the operator in complying with
: S
pecial
Use Airspaces (SUAs), NOTAMs (especially TFRs),
and
National Security UAS Flight
Restrictions
(NSUFRs)
–
see Part 107.45 and 107.47
.. The USS may advise the operator
to check applicable FAA sources.
However, the USS must
[3.5.1d
]
explicitly check for
potential NSUFR, stadium (
NOTAM FDC 7/4319
), and DC area (
NOTAMs ZDC 6/7196
and ZDC 6/7201, and referenced 14 CFR 93.335
) transgressions.
The USS is not
required
to block submissions (in case operator has the proper authorization in
addition
to FAA author
ization), but the USS
may
block any submissions at its discretion per its
service model to operators
.. The
USS should inform the operator
appropriately and assist
in the resolution of conflicts (where possible) between flight
objectives and applicable
restr
ictions.
Note that Further Coordination (see Section
3.6
) is another method of Part
107 authorization within LAANC.
Note: Adjacent UASFM grid cells may have
different thresholds, and operators may wish
to take advantage of this by planning to fly to a higher threshold in
one grid than the
other. In Phase 1 LAANC, each submission can only have a single
boundary with a single
maximum altitude. Planned operations
of this type with multiple maximum altitudes must
be submitted as two (or more, as necessary) adjacent planned
operations.
Note:
Future LAANC development may include specific rules for coordinated
operations
of multiple aircraft in the same area. For Pha
se 1, each UAS operation should be
submitted separately
with overlapping operational volumes
..
3.5.2
Class E Surface Area Weather Ceiling Caveat
Due to the relatively lower minimums for VFR traffic in Class E
airspace, additional
situational risks limit the vali
dity of automatic
ally approved
Part 107 authorizations
provided via LAANC. Specifically,
automatic approvals
obtained via LAANC are not
valid
in Class E
S
urface
A
rea airspace when the weather ceiling is less than 1,000 feet.
(This is a situational limitati
on of the authorization which cannot, in general, be known in
advance of the actual operation.)
The USS must
[3.5.2a]
inform operators of this
limitation when it applies to their planned operation. The USS should
also assist the
operator to access relevant
, reliable weather information.
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3.5.3
Timeliness
USSs may submit Part 107 automatic
ally approved
authorizations
up to
the start time
of
the operation
..
The USS must not [3.5.3a] submit automatically approved authorizations
more than
90 days in advance. Note that the FAA prefers
that operations
be
submitted
with as much lead time as practical.
3.5.4
Submission via LAANC
Part 107 automatic
ally
approved
authorizations that comply with regulations and the
applicable operating rules expressed herein may be submitted by
the USS
via LAANC
..
The authorization process must not
[3.5.4a]
be considered complete until a confirming
digital
response is received from t
he FAA.
The USS must ensure that each Part 107 submission corresponds to a
single
facility
authority
(airport) as indicated by UASFM grids and airspace boundaries
.. If necessary,
operations must be subdivided on
surface
airspace boundaries. See Section
3.3.4
..
The USS must not submit to sites that are not “LAANC Ready”. See
Section
3.3.5
..
See Section
3.9
concerning system outages and contingencies.
3.5.5
Text of Authorization
When an automatic
ally approved
authorization is provided, the USS must
[3.5.5a]
generate and store the following text and make it available to the
operator
(in a manner
appropriate to
their application design): “In accordance with Title 14 CFR Part
107.41,
your operation is authorized
within the designated airspace and timeframe constraints.
Altitude limits are absolute values above ground level which shall not
be added to the
height of any structures.
This Authorization is subject to cancellation at any time upon
notice by the FAA Admi
nistrator or his/her authorized representative. This Authorization
does not constitute a waiver of any State law or local ordinance. [
Name of
remote
p
ilot
] is
the person designated as responsible for the overall safety of UAS
operations under this
Authoriz
ation. During UAS operations for on
-
site communication/recall, [
n
ame of
remote
p
ilot
] shall be continuously available for direct contact at [
contact phone number
] by
ATC or designated representative. Remote pilots are responsible to
check the airspace
they
are operating in and comply with all restrictions that may be present
in accordance
with 14 CFR 107.45 and 107.49 (a)(2), such as restricted and
Prohibited Airspace,
Temporary Flight Restrictions, etc. Operations are not authorized in
Class E airspace
whe
n there is a weather ceiling less than 1,000 feet AGL. If the UAS
loses
communications or loses its GPS signal, it must return to a
predetermined location within
the operating area and land. The pilot in command must abort the
flight in the event of
unpred
icted obstacles or emergencies.”
The USS must
[3.5.5b]
make the 9
-
character operation reference code available to the
operator
.. The reference code is not case
-
sensitive and all letters should be capitalized.
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The reference
code is useful in the event that
ATC
needs to communicate directly with
the operator.
3.5.6
P
reviously
Authoriz
ed
Becomes Invalid
When changes occur that could impact the automatic
ally
approved
status of prior
submissions (e.g.
change to
UASFM
,
establishment of TFR
, etc.), the USS must
[3.5.6a
]
review all
prior
submissions
that have not occurred yet and
could be affected.
If the
information associated with a previously submitted operation changes,
the USS must
[3.5.6b]
update the submission
using the appropriate interface mechanism (see
ICD)
..
For
previously automatically
approved authorization
submissions that no longer comply,
the
USS must
[3.5.6c]
inform
the operator
that the previous authorization is no longer valid
and
direct the operator toward cance
ling the operation
(see Se
ction
3.7.1
)
..
Cancellation
informs
ATC that the
operator
is aware of the invalid authorization and no longer intends
to fly.
Note that s
uch an
operation could generally be resubmitted under ATC
F
urther
C
oordination
..
3.6
ATC
Further Coordination
This section applies to USSs that include Part 107 Further
Coordination authorizations in
their service offerings. USSs that do not handle Part 107 Further C
oordination
authorizations may disregard this section.
3.6.1
Compliance Checks
Per Part 107
..41
, controlled airspace boundaries (Classes B, C, D, and Surface E) are
a
determining factor in authorization requirements. LAANC Further
Coordination is
designed to handle authorization requests for operations that exceed
one or more UASFM
maximum altitudes
.. The USS must
[3.6.1a]
identify
operations
that require authorization
and
that are
eligible
for Further Coordination.
Part 107 operations are also subject to a variety of flight
restrictions. USSs must
[3.6.1b]
check against operations exceeding 400 feet (Part
107.51) or be
ing
conducted at night
(Part 107.29). The USS must
[3.6.1c]
also assist the operator in complying with: Special
Use Airspaces (SUAs), NOTAMs (especially TFRs), and National Security
UAS Flight
Restrictions
(NSUFRs)
–
see Part 107.45 and 107.47
..
The USS may advise the operator
to check applicable FAA sources. However, the USS must
[3.6.1d]
explicitly check for
potential NSUFR, stadium (
NOTAM FDC 7/4319
), and DC area (
NOTAMs ZDC 6/7196
and ZDC 6/
7201, and referenced 14 CFR 93.335
) transgressions. The USS is not
required
to block submissions (in case operator has the proper authorization in
addition
to FAA authorization), but the USS
may
block any submissions at its discretion per its
service model
..
The
USS should inform the operator
appropriately and assist in the
resolution of conflicts (where possible) between flight objectives and
applicable
restrictions.