Only two days after our previous article on Remote Identification (RID) predicting it was the “next big hurdle for drone regulations”, AUVSI released a “Call for Papers” on the subject. Naturally, we felt we had some thoughts to contribute.
Additionally, during the opening remarks of the 2017 FAA UAS Symposium, FAA Administrator Michael Huerta announced a new Aviation Rulemaking Committee (ARC) on Remote Identification.
This is a big deal.
We’d like to share the white paper that we submitted to AUVSI, so you can find it here. We engaged our colleagues at Airmap and Harris for their inputs on the solutions as well, and give them due credit for their contributions. When putting it together, we spent some time on what we thought were the appropriate set of requirements for such a system. We go through this in the white paper, but in this forum, I’d like to share the list of assumptions regarding the requirements (since none were given).
1. The primary purpose of the RID solution is for law enforcement or security personnel to remotely identify the sUAS aircraft and operator through a number of key parameters to be transmitted from an RID transmitter on board the sUAS and received by receivers which may be handheld, permanently mounted, on board other aircraft, or anywhere within range of the RID transmitter.
2. Other functions beyond the primary purpose stated may serve to increase the utility of the RID system, but benefits of additional functions must be weighed against additional cost or time to feasible widespread deployment. For example, an RID solution may aid in surveillance or Detect and Avoid (DAA) applications, but any such specific requirements may delay implementation of RID.
3. Data items transmitted from the sUAS RID would include at a minimum the FAA UAS registration number and sUAS position. This concept is not unlike a license plate on a vehicle or an N-Number on an aircraft which can be used by an eyewitness of a dangerous event to…