The FAA has put out a Request for Information (RFI) to the manned aviation community regarding how they can potentially receive and use UAS remote tracking ID information to further enhance safety by reducing collision risks at low altitudes.  Responses to the RFI are due to the FAA on April 16. 

NAAA submitted comments to the FAA on its Notice of Proposed Rulemaking (NPRM) regarding the tracking and ID of UAVs. This RFI is separate from the NPRM and responses will not be recorded in the NPRMs official docket.

We highly encourage NAAA members to participate in this RFI to ensure the FAA makes UAS tracking and ID regulations effective by fully understanding the cockpit workloads and work environment of ag aviators.

 If you chose to participate, please email your responses to the questions below to Kristin.T.Frantz@faa.gov by 3:00 p.m. ET on April 16, 2020. Responses are not to exceed five pages.

Here are additional resources to help you more fully answer the RFI:

• Additional details on the FAA’s RFI
• Tracking and ID NPRM
• Tracking and ID NPRM summery
• NAAA comments on Tracking and ID NPRM

RFI Topics and Questions

1. Describe your role in any recent aviation standards, policy, or demonstration activities within the commercial or government arena.

2. In consideration of the requirements of the NPRM (for standard and limited Remote ID UAS), describe your concept for how low level manned aircraft can receive or use UAS Remote ID information to increase safety, relative (but not limited) to the following:

a. minimize risk of collisions

 

b. verify UAS sightings

 

c. for Helicopter Air Ambulance (HAA), verify that airspace is clear enroute and at possible landing zones 

 

d. for aerial applicators, verify that agriculture fields are clear of UAS activity

 

e. verify that airfields are clear of UAS activity

 

3. Describe your approach to the challenge of gaining widespread voluntary participation by manned aircraft.

4. How can government and industry work together with respect to the low altitude manned aviator needs associated with Remote ID?

5. What additional technical standards, procedures, avionics or other capabilities are needed to facilitate manned aircraft voluntary participation with Remote ID information?

6. From a performance perspective, what are the UAS Remote ID participation pros and cons?

7.  From a scalability perspective, what are the UAS Remote ID participation pros and cons? 

8. How might Remote ID data be integrated with ADS-B and other surveillance sources for greater air traffic awareness? 

9. How could Remote ID be used by low level manned aircraft to support public safety, law enforcement, and security related air operations?