The following is a digest of the National Institute of
Justice National dated October 10, 2007,
concerning the domestic
Law Enforcement use of Unmanned Aircraft
Systems.
Unmanned Aircraft Systems (UAS), also known as UAVs, is a
rapidly emerging
technology that has exceptional appeal to law
enforcement. A UAS consists of an unmanned aircraft, an aircraft control
station, and command and control links. UAS are considered as aircraft. These
aircraft can often be flown autonomously and at great distances from the command
station. In addition, these aircraft can be very small, under 25 lbs and still
carry enough equipment to provide video downlink capabilities. The operation of
a UAS by a public agency, whether it is Federal, State or Local
Law Enforcement, is enforced by FAA regulations
and Federal statutes.
With the increase in use of UAS by the
military in overseas operations, there has been
a significant increase in the number of vendors both producing and marketing
these same units to
law enforcement. Prior to purchasing or leasing
a UAS please consider the following: For a public aircraft operation, the FAA
holds the position that a Certificate of Authorization (COA) is required to
operate UAS in the National Airspace.
The FAA has stated publicly that COAs would not be issued
for use of a UAS over populated areas, such as may be defined by the yellow
areas on aviation sectionals (aviation map). This includes most cities and
densely populated areas; The FAA will consider issuing a COA for operations in
unpopulated areas as long as the agency seeking the COA can demonstrate that the
operation is safe, that sufficient risk mitigations are in place, and the
operators have sufficient training (which includes a pilots license and medical
certificate).
Any
law enforcement agency operating a UAS will be
required to establish their own airworthiness for the UAS. The airworthiness
establishment is the responsibility of the agency and not the vendor. Remember,
any agency applying for and receiving a COA assumes liability for the entire
operation. While vendor information may be used in deeming an aircraft
airworthy, it should not be the only information relied upon.
The operation of a UAS requires a FAA certificated pilot
with a current class II medical certificate and an observer, who while not
required to be a pilot, but must have a class II medical certificate. A vendor
approaching a
law enforcement agency offering to demonstrate
a UAS to an agency must have an experimental airworthiness certificate issued by
the FAA prior to the flight. A vendor cannot rely upon an agencies COA to fly
the aircraft. COAs are only issued for aircraft that qualify as public
aircraft.
The rules allowing the recreation use of model aircraft by
hobbyist DO NOT allow
law enforcement agencies to use a UAS without a
COA. There are currently no comprehensive studies that confirm the safety
records or vendor published data regarding the use of UASs. Problems identified
by the
militarys evaluation of UAS have included
radio interference, unexplained control loss, and the durability of the units
for repeat flight operations. Department of Defense UAS Program Managers
expressed at a recent FAA meeting on UAS, that they rarely get 10 or more
missions accomplished with one UAS unit due to crashes.
It is not anticipated that the FAA will amend their
position on the operations of UAS before the year 2010. However, there are 2 key
activities taking place that will push the airspace access issue forward. The
first is that the FAA has agreed to conduct 2 test projects with major
metropolitan
police departments. One is Miami/Dade, and the
other is the City of Houston. Each of these will provide valuable insight into
the difficulties that may exist in operating UAS in urban environments.
The other activity is the creation of new regulation for
small UAS to fly in the airspace. This recent development is just starting and
will be the genesis for getting small UAS flying in a majority of the US without
a COA. Rulemaking can take time, however, so stick with the COA process for the
next year or two. What is the U.S. Department of
Justices doing on this issue? Through Office
of Justice Programs National Institute of
Justice (NIJ) and its Aviation
Technology Program,
law enforcement will have the chance to voice
their opinions regarding the use of UAS in the national airspace. NIJ is working
with the FAA on rules and regulations regarding the use of UAS by
law enforcement that both enhance the mission
of public safety and provide for the safety of other aircraft in the national
airspace and those on the ground.
NIJ is planning a forum on the use of UAS by
law enforcement with FAA participation during
the winter of 2007-2008. NIJ invites interested
law enforcement agencies to participate in this
process. For more information on UAS operations please feel free to contact
Michael OShea, Aviation
Technology Program Manager, at
Michael.OShea@usdoj.gov or Timothy Adelman
Esq., the Border Research
Technology Center Aviation Project Manager, at
Tim@txsheriffs.org or Joe Peters, Border
Research Technology Center Director at
Joe@txsheriffs.org
The Office of Justice Programs provides federal
leadership in developing the nations capacity
to prevent and control crime, administer justice, and assist victims. OJP has
five component bureaus: the Bureau of
Justice Assistance; the Bureau of Justice
Statistics; the National Institute of
Justice; the Office of Juvenile
Justice and Delinquency Prevention; and the
Office for Victims of Crime. Additionally, OJP has two program offices: the
Community Capacity Development Office, which incorporates the Weed and Seed
strategy, and the Sex Offender Sentencing, Monitoring, Apprehending, Registering
and Tracking Office (SMART). More information can be found at
http://www.ojp.usdoj.gov.