Miriam McNabb is the Editor-in-Chief of DRONELIFE and CEO of JobForDrones, a professional drone services marketplace, and a fascinated observer of the emerging drone industry and the regulatory environment for drones. Miriam has penned over 3,000 articles focused on the commercial drone space and is an international speaker and recognized figure in the industry. Miriam has a degree from the University of Chicago and over 20 years of experience in high tech sales and marketing for new technologies.
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Greg MacMaster says
Ian, Robert & Chris are Spot on.
While the government is responsible for administering the qualifications and adherence, it’s the schools and instructional institutions that are responsible for maintaining an educational level of standards to which a student could pass the FAA Aeronautical Knowledge Exam with ease.
The FAA is slowly approving the quality of instruction from private institutions now. Some are becoming available on the FAA Wings website: Here’s a link to one of them: https://www.faasafety.gov/WINGS/pub/accreditedactivities/accreditedActivityViewer.aspx?aaid=%2040743
From a balloon pilot to an ATP, the controlled airspace (and knowledge thereof) is mandatory for all who operate within that airspace (from the ground up). This is a first step from the FAA and I’m sure it will be tweaked as the learning curve grows once the test is active (August 29th).
For anyone who wants to take a course, do some research. https://www.certifiedtraininginstitute.com has a course condensed down to 5 hours (from the 20 hour FAA study materials provided, including 2 practice tests) – and fairly inexpensive. Regardless of what you fly, the rules of the airspace won;t change, therefore it’s fairly easy to put together a test and modify it for sUAS activity by adding Part 107 information.
Local flight schools may have a course aligned with what you want to achieve.
Educational programs around the nation are scrambling to secure a part of the market share and while the demand (2 million users by 2017) may be questionable, the certification will be required by Realtor Associations (from national to local) which has over 2 million Realtors nationwide – also count in the 2.1 million contractors and 1.6 million architects. Then look at all the photographers who want to show aerials. The number increases to over 8 million of possible operators. Not everyone will do it, but some or most may as their drive to increase customer service forces them to become qualified.
The study material isn’t hard, nor is the test.
My advice: Study, learn and participate/operate with care and enjoy our new hobby/sport/profession.
Mark Helms says
I have a known traveler number that I paid $85.00 for as part of the TSA Precheck program. I was wondering if I can provide that number in lieu of an additional background check. I am hearing that the wait on a background check could delay receipt of the part 107 certificate.
Christopher Korody says
I am stunned by the efforts to dumb down a test that has not yet been given. Part 017 is “our” thing, our opportunity to set a professional standard consistent with other aviators who fly for pay. Let’s be honest, it is a very minimum standard.
Let’s worry about the pass rate (which the FAA optimistically set at 90%) when we see what happens. Let’s not forget that every licensed pilot up there has managed to learn this and much more.
The suggested content seems to be consistent with operations outside of Class G. The content delivery recommendations are nothing new and might well make a difference for some, but cannot possibly be implemented in a few weeks. And too, one has to ask if creating specialized teaching material is not properly the role of the dozens of schools already competing for applicant dollars.
Demand for the test is unknown, as are the market opportunities for those who pass. There is very little data to suggest that the commercial market is ready to absorb a huge number of people. In the short term, this will simply put downward pricing pressure on rates charged by those with manned licenses currently flying under 333.
This is the beginning, not the end. There is plenty of opportunity to refine based on test data. The industry should not lose sight that its best opportunity to grow and realize its potential is to hold everyone to a high standard. One way to do this is to develop a cadre of professionals. This will have a huge impact on demand, pilot rates and ultimately insurance.
Robert McChesney says
I totally concur with Christopher Korody. If we go down that path it is only a matter of time before the test will become meaningless and easily achievable without any studying. Becoming a commercial RPIC should have requirements and standards commensurate of an UAS professional else when an incident does occur they will blame the FAA for inadequate training. Keep it as planned!!!
Ian Bryson says
I agree with both Christopher and Robert. There is no need to dumb this down. It is supposed to be a licensing scheme to make sure people use this technology responsibly. That means anyone who wants to do this has to make the effort to learn about the airspace system and other relevant matters. As for traveling 19 miles….that won’t deter anyone who seriously wants to do this.
Alan says
Amen, Chris
Kevin says
Keep in mind the rest of the aviation world is looking at America’s testing standards as the benchmark for an industry that’s about to explode. This is a Profession, not a hobby, and the FAA is right to create a test that shows respect to ALL Airmen. I spent tens of thousands of dollars training, flying, and purchasing my own airplane to do aerial photography full time. With the advent of UAS, I want my clients to know the pilot at the controls has the full knowledge of the National Airspace System, the knowledge of ALL now known FAA Regulations, and the peace of mind knowing the pilot can handle any emergency situation they may encounter. Keep the test “as is” and adjust according to conditions.
Christopher Korody says
Thank you Kevin! I don’t see any other way for the industry to win.