Office of the Administrator 800 Independence Ave., S.W. 

Washington, DC 20591 

February 3, 2022 

The Honorable Maria Cantwell 

Chair 

Committee on Commerce, Science, 

 and Transportation 

United States Senate 

Washington, DC 20510 

Dear Chair Cantwell: 

Enclosed is the Federal Aviation Administration’s (FAA) report to Congress on the Update of 

the FAA Comprehensive Plan and unmanned aircraft systems (UAS) Program Alignment, as 

required by Section 342 of the FAA Reauthorization Act 2018 (Public Law 115-254). 

This report describes the agency’s strategy to support the safe integration of UAS into the 

National Airspace System; leverage capabilities learned across programs and avoid duplication; 

and systematically and timely implement the UAS Integration Pilot Program, Low Altitude 

Authorization and Notification Capability, UAS Traffic Management (UTM), and the UTM Pilot 

Program. With reference to the considerations set forth in Section 342(b), this report fulfills the 

mandate in Section 342(d). 

A similar response has been sent to the Ranking Member of the Senate Committee on 

Commerce, Science, and Transportation, and the Chair and Ranking Member of the House 

Committee on Transportation and Infrastructure. 

Sincerely, 

Steve Dickson 

Administrator 

Enclosure 
Office of the Administrator 800 Independence Ave., S.W. 

Washington, DC 20591 

February 3, 2022 

The Honorable Roger F. Wicker 

Ranking Member 

Committee on Commerce, Science, 

 and Transportation 

United States Senate 

Washington, DC 20510 

Dear Ranking Member Wicker: 

Enclosed is the Federal Aviation Administration’s (FAA) report to Congress on the Update of 

the FAA Comprehensive Plan and unmanned aircraft systems (UAS) Program Alignment, as 

required by Section 342 of the FAA Reauthorization Act 2018 (Public Law 115-254). 

This report describes the agency’s strategy to support the safe integration of UAS into the 

National Airspace System; leverage capabilities learned across programs and avoid duplication; 

and systematically and timely implement the UAS Integration Pilot Program, Low Altitude 

Authorization and Notification Capability, UAS Traffic Management (UTM), and the UTM Pilot 

Program. With reference to the considerations set forth in Section 342(b), this report fulfills the 

mandate in Section 342(d). 

A similar response has been sent to the Chair of the Senate Committee on Commerce, Science, 

and Transportation, and the Chair and Ranking Member of the House Committee on 

Transportation and Infrastructure. 

Sincerely, 

Steve Dickson 

Administrator 

Enclosure 
Office of the Administrator 800 Independence Ave., S.W. 

Washington, DC 20591 

February 3, 2022 

The Honorable Peter A. DeFazio 

Chair 

Committee on Transportation and Infrastructure 

House of Representatives 

Washington, DC 20515 

Dear Chair DeFazio: 

Enclosed is the Federal Aviation Administration’s (FAA) report to Congress on the Update of 

the FAA Comprehensive Plan and unmanned aircraft systems (UAS) Program Alignment, as 

required by Section 342 of the FAA Reauthorization Act 2018 (Public Law 115-254). 

This report describes the agency’s strategy to support the safe integration of UAS into the 

National Airspace System; leverage capabilities learned across programs and avoid duplication; 

and systematically and timely implement the UAS Integration Pilot Program, Low Altitude 

Authorization and Notification Capability, UAS Traffic Management (UTM), and the UTM Pilot 

Program. With reference to the considerations set forth in Section 342(b), this report fulfills the 

mandate in Section 342(d). 

A similar response has been sent to the Ranking Member of the House Committee on 

Transportation and Infrastructure, and the Chair and Ranking Member of the Senate Committee 

on Commerce, Science, and Transportation. 

Sincerely, 

Steve Dickson 

Administrator 

Enclosure 
Office of the Administrator 800 Independence Ave., S.W. 

Washington, DC 20591 

February 3, 2022 

The Honorable Sam Graves 

Ranking Member 

Committee on Transportation and Infrastructure 

House of Representatives 

Washington, DC 20515 

Dear Ranking Member Graves: 

Enclosed is the Federal Aviation Administration’s (FAA) report to Congress on the Update of 

the FAA Comprehensive Plan and unmanned aircraft systems (UAS) Program Alignment, as 

required by Section 342 of the FAA Reauthorization Act 2018 (Public Law 115-254). 

This report describes the agency’s strategy to support the safe integration of UAS into the 

National Airspace System; leverage capabilities learned across programs and avoid duplication; 

and systematically and timely implement the UAS Integration Pilot Program, Low Altitude 

Authorization and Notification Capability, UAS Traffic Management (UTM), and the UTM Pilot 

Program. With reference to the considerations set forth in Section 342(b), this report fulfills the 

mandate in Section 342(d). 

A similar response has been sent to the Chair of the House Committee on Transportation and 

Infrastructure, and the Chair and Ranking Member of the Senate Committee on Commerce, 

Science, and Transportation. 

Sincerely, 

Steve Dickson 

Administrator 

Enclosure 
1 

 

FAA

Aviation Safety

REPORT TO CONGRESS:

Update of the FAA Comprehensive Plan and 

Unmanned Aircraft Systems (UAS) Program 

Alignment

FAA Reauthorization Act of 2018 (Pub. L. No. 115-254) – Section 342
2 

Executive Summary 

The Federal Aviation Administration (FAA) Administrator submits this report on the 

Update of the FAA Comprehensive Plan and UAS Program Alignment in accordance 

with Section 342 of the FAA Reauthorization Act of 2018 or “the Act.”1 This report 

describes a strategy to support the safe integration of UAS into the National Airspace

System (NAS), avoid duplication and leverage capabilities learned across programs, 

and systematically and timely implement commercially-operated Low Altitude 

Authorization and Notification Capability (LAANC); the UAS Integration Pilot Program

(IPP); and the UAS Traffic Management (UTM) Pilot Program (UPP). With reference to

the considerations set forth in Section 342(b), this report fulfills the mandate in Section 

342(d). 

 

1 Pub. L. 115-254 (Oct. 5, 2018).
3

Table of Contents

Executive Summary.................................................................................................................................2

Introduction...............................................................................................................................................4

Legislative Mandate .................................................................................................................. 6

Strategy to Support the Safe Integration of UAS into the NAS..........................................................6

The Integration of Civil UAS in the NAS Roadmap................................................................... 8

The UAS Implementation Plan.................................................................................................. 8

UAS Integration Research ........................................................................................................ 9

Strategy to Leverage Capabilities Learned Across Programs and Avoid Duplication............... 10

Internal Coordination............................................................................................................... 10

UAS Board .............................................................................................................................. 10

UAS Executive Working Group (EWG)................................................................................... 10

UAS Integration Research Roundtable................................................................................... 10

External Coordination.............................................................................................................. 11

UAS Executive Committee (ExCom) ...................................................................................... 11

Science and Research Panel (SARP) .................................................................................... 11

UAS Integration Senior Steering Group (I-SSG) .................................................................... 12

UAS Security Senior Steering Group (S-SSG)....................................................................... 12

Drone Advisory Committee (DAC).......................................................................................... 12

Advanced Aviation Advisory Committee (AAAC).................................................................... 12

Unmanned Aircraft Safety Team (UAST)................................................................................ 13

Spectrum................................................................................................................................. 13

Standards Development Organizations (SDOs)..................................................................... 13

International Forums ............................................................................................................... 14

The Role of UAS Test Sites .................................................................................................... 15

The Role of the Alliance for Safety of UAS Through Research Excellence ........................... 15

The Role of Partnership Programs ......................................................................................... 15

Partnerships for Safety (PSP)................................................................................................. 15

UAS BVLOS Aviation Rulemaking Committee (ARC) ............................................................ 16

Strategy to Systematically and Timely Implement LAANC, the IPP, and the UTM Pilot Program

.................................................................................................................................................................. 17

UAS Integration Pilot Program (IPP)....................................................................................... 17

The BEYOND Program........................................................................................................... 18

Low Altitude Authorization and Notification Capability (LAANC)............................................ 18

Unmanned Aircraft System Traffic Management (UTM)......................................................... 18

UAS Traffic Management Pilot Program (UPP)...................................................................... 19

Conclusion ............................................................................................................................................. 19

Appendix A: UAS Research Partners................................................................................................. 20
4

Introduction

The integration and civil operation of UAS, commonly known as drones2, in the NAS

has increased rapidly over the last decade. The U.S. Department of Transportation 

(DOT) and the Federal Aviation Administration (FAA) continue to address a number of 

regulatory and technical questions and challenges to ensure that the continued 

integration of UAS into the NAS occurs safely. As an example of these challenges, 

UAS tend to attract a new community of operators because of technological advances 

and automation. A person with no prior aviation experience can purchase a drone that

ultimately could share airspace with traditional, manned aircraft. 

The development of the UAS industry and the potential use of UAS for a range of 

operations and missions has challenged certain conceptions about aviation and the 

use of the NAS. Unmanned aircraft vary in size significantly (e.g., some are smaller 

than a cell phone while others have a wingspan as large as a Boeing 747). UAS have 

varying degrees of autonomous flight technologies, a capability that is evolving rapidly 

to enable the use of UAS in many types of operations (e.g., inspecting infrastructure,

monitoring forest fires, delivering medical supplies, aiding the agricultural industry, 

enhancing border security and engaging in commercial uses, such as food and 

package delivery). The use of UAS in certain types of operational missions may create 

public benefits, but it also can pose safety or security concerns for other operators in 

the NAS, and for people and property on the ground, when UAS are unreliable, 

operated carelessly or recklessly, or used to support criminal activities.

The FAA forecasts that the small UAS (sUAS) recreational unmanned aircraft fleet 

used in limited recreational operations under Title 49 of the United States Code (Title 

49 U.S.C.) § 448093 will reach approximately 1.39 million units by 2023.4 Industry 

estimates predict that full integration of drones could reach a national economic benefit 

of $82 billion and result in more than 100,000 jobs within the next decade.5

In the early days of UAS integration, the FAA authorized operations of UAS in the NAS 

on a case-by-case basis, after evaluating the scope of certain proposed operations to 

determine whether they could occur safely. In 2016, the FAA established the UAS 

Integration Office to lead the agency’s integration efforts. The FAA’s initial successful 

 

2 This report uses the term “drone” and “UAS” interchangeably.

3 Title 14 of the Code of Federal Regulations (14 CFR) § 1.1 defines small unmanned aircraft as 

“an unmanned aircraft weighing less than 55 pounds on takeoff, including everything that is on board or 

otherwise attached to the aircraft.” The term ‘‘model aircraft’ in this document and in the FAA Aerospace 

Forecast means aircraft that operate pursuant to the exception for limited recreational operations of 

unmanned aircraft codified at 49 U.S.C. § 44809. 4 FAA Aerospace Forecast: Fiscal Years 2019-2039, available at

https://www.faa.gov/data_research/aviation/aerospace_forecasts/media/FY2019-

39_FAA_Aerospace_Forecast.pdf. 5 According to the Association for Unmanned Vehicle Systems International (https://www.auvsi.org/ourimpact/economic-report), in the first three years of integration, more than 70,000 jobs will be created in the 

United States with an economic impact of more than $13.6 billion. This benefit will grow through 2025 

when they foresee more than 100,000 jobs created and an economic impact of $82 billion.
5 

integration efforts included the promulgation of the “Operation and Certification of

Small UAS” final rule,6 which created 14 CFR part 107, Small Unmanned Aircraft 

Systems; the development and implementation of an online sUAS registration system

pursuant to 14 CFR part 48, “Registration and Marking Requirements for Small 

Unmanned Aircraft”; and the establishment of new aviation partnerships to explore 

operational concepts like operations over people for news-gathering purposes and 

beyond visual line-of-sight (BVLOS) flights for infrastructure inspection in rural parts of 

the United States. 

The FAA published the “Remote Identification of Unmanned Aircraft” final rule on 

January 15, 2021 and it went into effect on April 21, 2021. The Remote ID rule will be 

critical in identifying UAS flying in the NAS and the location of the control stations of 

UAS. The ability to identify an unmanned aircraft and its control station can assist the 

agency and law enforcement in preventing, deterring, and detecting potential safety 

and security risks.

The FAA has based continued integration of UAS mainly on the regulatory framework 

of 14 CFR part 107. Operations that involve unmanned aircraft weighing 55 pounds or 

more or UAS engaged in delivery of cargo are complex operations and are subject to 

regulatory requirements more stringent than the requirements codified at 14 CFR part 

107. Under the IPP, state, local, and tribal governments, along with industry and other 

organizations, conducted complex operations of UAS under the existing Part 107 

regulatory framework. The IPP’s findings have served as a basis to continue with 

integration efforts. 

The FAA’s activities in furthering UAS integration involve a variety of developments. 

For example, LAANC, discussed in greater detail below, is an important tool that 

automates UAS airspace authorizations to operate in the NAS and therefore supports 

the integration of a large volume of UAS operations. LAANC also serves as a building 

block for supporting UTM, which the FAA envisions as a suite of capabilities that 

enable advanced, routine low-altitude UAS operations (e.g., routine package delivery 

and BVLOS operations). 

Executing each phase of integration requires close collaboration across all FAA lines of 

business (LOB), federal stakeholders, the UAS industry, academia, research 

organizations, and other stakeholders. The FAA’s UAS Integration Office has 

developed agency-wide documents detailing activities the FAA intends to carry out to 

continue to integrate UAS safely into the NAS. The Implementation Plan for Integration 

of Unmanned Aircraft Systems into the NAS (referred to as the FAA UAS

Implementation Plan) is one of these documents. It outlines agency-wide integration 

efforts and facilitates coordination of interdependent activities across the FAA by 

providing a common framework for the management of UAS integration discussions. 

In accordance with the Act, the FAA continues to focus on using existing regulatory 

frameworks to further UAS integration and to create a strategy to enable advanced 

operations. The goals of this strategy include supporting the safe integration of UAS 

 

6 81 FR 42209 (June 28, 2016).
6

into the NAS, implementing new technologies and programs in a systematically and 

timely manner, leveraging capabilities and information from various programs, and 

avoiding duplication.

Legislative Mandate

SEC. 342. UPDATE OF FAA COMPREHENSIVE PLAN.

(a) IN GENERAL.—Not later than 270 days after the date of enactment of this Act, the 

Secretary of Transportation shall update the comprehensive plan described in section 

44802 of title 49, United States Code, to develop a concept of operations for the 

integration of unmanned aircraft into the national airspace system. 

(b) CONSIDERATIONS.—In carrying out the update under subsection (a), the 

Secretary shall consider, at a minimum—

1) the potential use of UTM and other technologies to ensure the safe and lawful 

operation of unmanned aircraft in the national airspace system;

2) the appropriate roles, responsibilities, and authorities of government agencies 

and the private sector in identifying and reporting unlawful or harmful operations 

and operators of unmanned aircraft;

3) the use of models, threat assessments, probabilities, and other methods to 

distinguish between lawful and unlawful operations of unmanned aircraft; and 

4) appropriate systems, training, intergovernmental processes, protocols, and 

procedures to mitigate risks and hazards posed by unlawful or harmful 

operations of unmanned aircraft systems.

(c) CONSULTATION.—The Secretary shall carry out the update under subsection (a) 

in consultation with representatives of the aviation industry, Federal agencies that 

employ unmanned aircraft systems technology in the national airspace system, and the 

unmanned aircraft systems industry.

(d) PROGRAM ALIGNMENT REPORT.—Not later than 90 days after the date of 

enactment of this Act, the Secretary shall submit to the appropriate committees of 

Congress, a report that describes a strategy to—

1) avoid duplication;

2) leverage capabilities learned across programs;

3) support the safe integration of UAS into the national airspace; and

4) systematically and timely implement or execute—

a. commercially-operated Low Altitude Authorization and Notification 

Capability; 

b. the Unmanned Aircraft System Integration Pilot Program; and

c. the Unmanned Traffic Management Pilot Program.

Strategy to Support the Safe Integration of UAS into the NAS

The FAA’s vision for fully integrating UAS into the NAS includes unmanned aircraft 

operating safely and securely in the same airspace as manned aircraft. This vision is 
7

anchored by the FAA’s mission to provide the safest, most efficient aerospace system 

in the world. 

Overview of Strategy

To successfully achieve this vision, the FAA must balance certain aspects of UAS 

integration (e.g., the potential of the technology, the speed of innovation, the volume of 

operations, and the shifting landscape of regulations and standards) with the need to 

ensure the safety of the NAS. Successful integration also requires close collaboration 

among the FAA, other Federal stakeholders, and the UAS industry to leverage 

capabilities learned across programs and avoid duplication of efforts. The FAA has 

focused on using existing regulatory frameworks (e.g., current rules, exemptions, 

waivers, deviations) to create initial pathways for advanced operations while 

simultaneously developing performance-based rules that enable routine complex 

operations. 

The Integration of Civil Unmanned Aircraft Systems in the National Airspace System 

Roadmap7 (Roadmap) contains an overview of the FAA’s strategy to integrate UAS into 

the NAS safely. The UAS Implementation Plan includes the FAA’s activities to execute 

this strategy. Both the Roadmap and Implementation Plan describe rulemaking 

projects: the FAA has published new rules to address the expanding operations and 

capabilities of UAS, balancing the mitigation of safety and security risks with support 

for technological and operational advancements. 

Outreach and communication are important components of the FAA’s strategy for UAS 

integration into the NAS. By educating potential UAS operators, local governments, and 

the public about UAS operations allowed under current regulations and waivers, the FAA

facilitates safe and compliant operations. As part of its efforts to integrate UAS safely 

into the NAS, the FAA participates in and hosts a variety of events to promote UAS

safety and to engage the UAS community and public. These events include the annual 

FAA UAS Symposium, conferences, and stakeholder meetings. In 2019, the FAA 

launched National Drone Safety Awareness Week, which the FAA also held in 2020. 

This event provided outreach to stakeholders, recreational drone pilots, and the public to 

address the safe integration of UAS into the NAS. FAA and DOT leadership facilitated 

the increased focus on and discussion about drone safety throughout the week.

Engagement with Federal, state, and local law enforcement agencies also is required for 

the safe and secure integration of UAS into the NAS. Through the Law Enforcement 

Assistance Program (LEAP), the FAA provides resources and facilitates investigative 

support to law enforcement agencies to educate members of law enforcement and assist 

with criminal and administrative enforcement. For example, LEAP’s Law Enforcement 

Checklist, available online, helps law enforcement identify necessary steps in 

responding to situations involving the operation of unsafe or unauthorized UAS. The 

 

7 Integration of Civil Unmanned Aircraft Systems (UAS) in the National Airspace System (NAS) 

Roadmap, Third Edition (2020), available at

https://www.faa.gov/uas/resources/policy_library/media/2019_UAS_Civil_Integration_Roadmap_third_edi

tion.pdf
8

Office of Unmanned Aircraft Systems Integration (AUS) provides resources to LEAP 

Special Agents as these Special Agents provide guidance to law enforcement to support 

their public safety mission. AUS and LEAP worked together to provide public safety

agencies with the Public Safety Small Drone Playbook that provides an investigative 

resource guide. AUS and LEAP continue to provide webinars, videos, and other print 

and electronic media to support public safety. Overall, the FAA’s strategy to integrate 

UAS into the NAS also includes working closely with other Federal agencies to address 

privacy, cyber, and security risks associated with UAS. 

In order for society to realize the benefits of UAS fully, UAS safety culture must become 

part of the fabric of our society. The FAA has and will continue to initiate dialogue and 

engagement throughout the country to help safely usher in this new era of aviation. The 

FAA is committed to spreading a message about the importance of safety and has used 

numerous methods to do so, including forums where traditional aviation and UAS 

communities can discuss safety in the NAS.

The Integration of Civil UAS in the NAS Roadmap

The Roadmap outlines, within a broad timeline, the tasks and considerations needed to 

enable UAS integration into the NAS. The Roadmap is a public-facing, high-level 

document that guides stakeholders in the aviation industry in understanding 

operational goals as well as aviation safety and air traffic challenges. The Roadmap 

fulfills the congressional mandate in Section 332(a)(5) of the FAA Modernization and 

Reform Act of 2012 (Pub. L. 112-95). 

The FAA made the first edition of the Roadmap available to the public in 2013. Along

with the first edition of the Roadmap, the 2018 and 2020 versions are available on the 

FAA public website at https://www.faa.gov/uas/resources/policy_library.

The 2020 Roadmap describes the FAA’s strategy to use an “operations first” approach 

to authorize UAS operations using existing regulations and to conduct UAS research in 

a “building block” approach for operational capabilities. It highlights the FAA’s strategy 

to continue to engage in outreach to UAS operators and the public at large to educate 

current and prospective drone users about their safety responsibilities and to address 

security concerns by working closely with industry stakeholders.

The UAS Implementation Plan

The UAS Implementation Plan is an internal agency-wide document that details how 

the FAA intends to accomplish the operational activities necessary to execute its 

strategy for safe integration of UAS in the NAS. The plan provides a description of the 

actions, expected outcomes, and requisite timelines to achieve integration. It provides 

a common framework for discussing the vast landscape of UAS-related activities 

across the FAA. The FAA’s UAS Integration Office, under the guidance of the FAA 

UAS Executive Working Group and UAS Board, led the development of the UAS 

Implementation Plan. The UAS Integration Office worked collaboratively across all FAA 

LOBs to ensure the participation of agency subject matter experts. The UAS 

Implementation Plan informs the FAA’s 1) Integration of Civil UAS in the NAS 

Roadmap; 2) UAS Integration Research; and 3) other UAS-related activities and 

content. The FAA updates the UAS Implementation Plan annually to reflect new 
9

legislative requirements and Administration priorities. The information in the UAS 

Implementation Plan helps establish the FAA’s annual budget priorities.

UAS Integration Research 

UAS Integration Research is aligned with FAA strategic priorities and initiatives, the fiveyear UAS Integration Approach, and the National Aviation Research Plan. While these 

strategic priorities and initiatives direct the FAA’s UAS Integration Research, such 

research also is a vital component of an iterative process that serves to inform policies, 

procedures, and regulations. 

UAS Integration Research provides a common framework for managing the variety of 

UAS-related research activities. This framework serves as a vehicle for understanding 

how to use research and development, including assessments of abilities to integrate 

UAS and updates on the advancement of various technologies. The FAA also is taking 

advantage of independent, non-sponsored UAS research efforts. For instance, the 

agency is leveraging an evolving array of UAS research and analyses that government 

agencies, industry, academia, international organizations, and standards bodies conduct

to inform rulemaking and operational changes that will enable full UAS integration into 

the NAS. This report includes a comprehensive list of UAS Research Partners at

Appendix A. More information on the FAA’s UAS Research and Development is 

available at: https://www.faa.gov/uas/research_development/.

The FAA has a multi-faceted strategy to integrate UAS safely into the NAS. As outlined 

in the Roadmap and described in the UAS Implementation Plan, the FAA strategy is to 

apply existing regulations through the aforementioned “operations first” approach and 

to enable UAS integration research to advance operational capabilities. The FAA 

supplements these core components of the FAA’s strategy to integrate UAS safely into 

the NAS with its plans to continue outreach and education efforts regarding the 

importance of a safe and secure NAS.
10 

Strategy to Leverage Capabilities Learned Across Programs and 

Avoid Duplication

The FAA’s strategy to ensure program alignment is based on mechanisms for internal 

and external coordination that allow the FAA to leverage capabilities learned across 

programs and avoid duplication. 

Internal Coordination

At the senior executive level, the FAA Deputy Administrator chairs the FAA-wide UAS 

Board, which meets monthly to determine and track cross-LOB UAS strategy. The

FAA’s staff-level subject matter experts working on specific UAS-related projects 

convene biweekly for a UAS Liaison Meeting. The UAS Executive Working Group 

(EWG) and the UAS/Advanced Air Mobility (AAM) Executive Steering Group (ESG) 

described below receive outputs from the Liaison Meeting.

A cross-section of senior leaders and working level staff also meet on a weekly basis to 

discuss the most pressing and time-sensitive UAS issues. This “Hot Topics” Meeting 

has convened consistently for several years and serves as a conduit for ensuring 

agency alignment on messaging, planned activities, and preventing duplication of 

efforts. Below is additional information about these mechanisms for leveraging 

capabilities learned across programs. 

UAS Board

Chaired by the FAA Deputy Administrator, the FAA-wide UAS Board of senior 

executives meets monthly to determine and track cross-LOB UAS strategy and 

address agency barriers.

UAS Executive Working Group (EWG)

To purpose of the EWG is to review the progress of UAS integration and to provide 

input to members of cross-agency teams working on UAS integration. Participants in 

this internal meeting are executives from a range of FAA offices. 

UAS/AAM Executive Steering Group (UAS/AAM ESG) 

The ESG is a small group of executives that routinely participate to address UAS and 

AAM systemic challenges and decisions that affect multiple LOBs. The ESG generally 

does not consider minor issues that involve only one office of primary responsibility. 

Individual waiver or exemption issues may come up to be adjudicated, but the group 

exists to resolve the policy issues that may affect other applicants. ESG membership 

consists of Executive Directors, Directors, or Vice Presidents in the FAA, or lower level 

executives with the delegated authority from appropriate Executive Directors or Vice 

Presidents. 

UAS Integration Research Roundtable

To avoid duplication in the realm of research, the FAA created the UAS Integration 

Research Roundtable of senior technical subject matter experts. This internal working 
11 

body focuses on identifying and coordinating research requirements to support UAS 

operational capabilities. Outputs from the Roundtable inform the development of the 

FAA’s plans for UAS Integration Research.

External Coordination

The FAA actively coordinates with other Federal agencies, industry, and international 

organizations to further the safe integration of UAS into the NAS and to support the 

FAA’s global leadership role. 

UAS Executive Committee (ExCom) 

Congress established ExCom in the Duncan Hunter National Defense Authorization Act 

for Fiscal Year 20098 to serve as a focal point for resolution of policies and procedures 

relating to UAS access to the NAS. ExCom’s mission is to enable increased and 

ultimately routine safe and secure access to the NAS by UAS engaged in public and civil 

aircraft operations in support of operational, training, developmental, and research 

requirements of the UAS ExCom members. The UAS ExCom also supports cooperation 

among the participating departments and agencies and, as needed, coordination with 

the Executive Office of the President, to address the safety and security risks posed by 

errant and malicious drone operations effectively and to ensure the safety and security 

of UAS traffic management systems while enabling the continuing growth of UAS 

operations as a vital part of the nation’s aviation system. The ExCom supports

operational, training, developmental, and research requirements of the Department of 

Homeland Security (DHS), Department of Commerce, Department of Defense (DOD), 

Department of Energy (DOE), Department of the Interior, Department of Justice (DOJ), 

Department of State, FAA, and National Aeronautics and Space Administration (NASA). 

Top-level executives with a role in UAS integration meet on a quarterly basis at the 

ExCom. They provide strategic guidance on initiatives and solutions to increase access 

to the NAS for Federal UAS engaged in public and civil aircraft operations with the goal 

of routine, safe operations. 

Science and Research Panel (SARP)

The Science and Research Panel (SARP) supports the UAS ExCom and its two 

subcommittees: the UAS Integration Senior Steering Group (I-SSG) and the UAS 

Security Steering Group (S-SSG). The SARP is comprised of member agency research 

experts who collaborate on sound technical approaches and partnerships across 

member agencies and the broader academic and science community. The SARP 

identifies and validates research gaps that impact UAS integration and coordinates and 

leads interagency resources and expertise to develop specific solutions and 

recommendations that address these gaps. Through regular collaboration and 

information sharing venues (including advisory board meetings, workshops, and 

government/industry open days), the SARP provides insight as to how research 

initiatives may align with commercial and academic efforts to avoid duplication and 

reduce costs across the agencies.

 

8 Pub. L. 110-417 § 1036 (Oct. 14, 2008)
12

UAS Integration Senior Steering Group (I-SSG)

The I-SSG is a group subordinate to the UAS ExCom that focuses on UAS integration 

issues. While it deals with the same integration issues as the ExCom, it does so at the 

deputy level rather than with top-level executives. Member agencies are the same as the 

ExCom agencies—specifically DHS, Department of Commerce, DOD, DOE, Department 

of the Interior, DOJ, Department of State, FAA, and NASA. 

The I-SSG’s role is to identify strategic goals, objectives, and priorities that clearly define 

a path for near-term access and long-term integration of UAS into the NAS while 

ensuring all agencies’ priorities are integrated and aligned to achieve common 

objectives. 

UAS Security Senior Steering Group (S-SSG)

The S-SSG is a group subordinate to the UAS ExCom that focuses on UAS security 

issues. While it deals with the same security issues as the ExCom, it does so at the 

deputy level rather than with top-level executives. Member agencies are the same as the 

ExCom and I-SSG agencies (DHS, Department of Commerce, DOD, DOE, Department 

of the Interior, DOJ, Department of State, FAA, and NASA). 

The S-SSG’s role is to identify strategic goals, objectives, and priorities that support 

coordination regarding efforts to address risks posed by errant or malicious drone 

operations. The S-SSG focuses on security requirements created by current or ongoing

integration activities. This involves the integration of security requirements, vetting of 

security-related standards among stakeholders, and development of UTM capabilities. 

Drone Advisory Committee (DAC)

The Drone Advisory Committee (DAC) was a discretionary committee chartered under 

the Federal Advisory Committee Act (FACA). The DAC was established on June 15, 

2018, under the agency’s authority and FACA. The DAC provided advice on key UAS 

integration issues by helping to identify challenges and prioritize improvements. The 

committee helped to create broad support for an overall integration strategy and vision, 

and provided recommendations on a variety of topics such as facility maps, part 107 

waivers, and BVLOS challenges. In October 2021, the DAC transitioned to the 

Advanced Aviation Advisory Committee (AAAC).

Advanced Aviation Advisory Committee (AAAC)

The AAAC is a broad-based federal advisory committee that provides independent 

advice and recommendations to the FAA on key UAS and AAM integration issues, 

interests and policies. The AAAC's work relates to the efficiency and safety of 

integrating advanced aviation technologies into the NAS.

The AAAC’s charter is modified from the DAC, renaming the committee and expanding 

membership from 35 to 41 members. The increase expands representation in current 

stakeholder groups to include members with an AAM background. Additionally, there is 
13

a new stakeholder group that includes a community advocate representative to provide 

insight and expertise on potential impacts of increased drone traffic on communities.9

Additional information is available at 

https://www.faa.gov/uas/programs_partnerships/advanced_aviation_advisory_committ

ee/. 

Unmanned Aircraft Safety Team (UAST)

A collaboration between industry and the FAA, the UAST seeks to make non-regulatory 

safety enhancements for UAS operations. Its 50 members, which include leading 

industry stakeholders and aviation associations such as the Aircraft Owners and Pilots 

Association and the Aerospace Industries Association, meet regularly to discuss safety 

topics. Much like the General Aviation Joint Steering Committee, which applies a datadriven, consensus-based approach to reduce the general aviation fatal accident rate, 

the UAST works toward developing safety enhancements by examining existing data 

sources on UAS operations, collecting data through surveys, developing communication strategies, and analyzing any UAS-related safety incidents. 

The UAST has identified initial issues to mitigate, including loss of control, injury 

reduction, and improved safety culture. It has formed new groups to examine how the 

UAST can address these issues. Each group will create a list of potential safety 

enhancements and then evaluate how effective they would be at mitigating risk. With a 

limited number of accidents, analyzing flight data will be crucial in determining root 

causes of accidents. The UAST is developing a data strategy and governance and has 

completed a data workshop with several UAST members.

For more information, see the UAST website at www.unmannedaircraftsafetyteam.org.

Spectrum

The FAA has continued its coordination efforts with the Federal Communication 

Commission (FCC) and the National Telecommunications and Information 

Administration (NTIA). The FAA has focused on reliable spectrum availability to support 

safety-critical functions such as command and control (C2) and detect and avoid (DAA). 

In support of efforts to address the requirements in Section 374 of the Act, the FAA also

has consulted with relevant industry stakeholders, soliciting individual input and hosting 

a roundtable discussion to understand fully industry concerns regarding the use of 

spectrum for UAS operations. 

Standards Development Organizations (SDOs)

The FAA works with accredited SDOs such as ASTM International, Institute of 

Electrical and Electronics Engineers, Radio Technical Commission for Aeronautics,

SAE International, European Organization for Civil Aviation Equipment, and others. 

SDOs have been developing UAS-specific standards in conjunction with or in reaction 

to FAA actions. The FAA considers the work of these SDOs when assessing certain 

 

9 See Amended Charter (October 25, 2021), available at 

https://www.faa.gov/uas/programs_partnerships/advanced_aviation_advisory_committee/media/AAAC_Ch

arter_Amendment.pdf
14

aspects of UAS integration. The FAA also collaborates with SDO committees to 

promote harmonization with FAA and UAS industry priorities.

In December 2018, the American National Standards Institute’s (ANSI) Unmanned 

Aircraft Systems Standardization Collaborative (UASSC) released its UAS 

Standardization Roadmap. The Standardization Roadmap identifies requirements and 

gaps in the standards development efforts required to facilitate safe integration of UAS 

into the NAS. In June 2020, the ANSI’s UASSC completed version 2.0 of the UAS 

Standardization Roadmap. Significant standards have been published for Remote ID,

DAA, and C2. While the FAA and others provide input on what standards should be 

developed, each SDO independently determines the standards it develops.

International Forums

The FAA actively engages in several international forums to leverage capabilities 

learned across programs. The FAA’s engagement in the International Civil Aviation 

Organization (ICAO) includes, but is not limited to, topics including remotely piloted 

aircraft systems standards and recommended practices development and collaboration 

with the UAS Advisory Group and at Drone Enable forums. 

With the Civil Air Navigation Services Organization, the FAA helps coordinate among 

air navigation service providers to develop a harmonized approach to the integration of 

UAS and RPAS into the airspace. In the Five Country Research and Development 

Network, the FAA coordinates across member countries to develop a global approach 

to UAS security-related matters.

Through the Joint Authorities for Rulemaking on Unmanned Systems (JARUS) forum, 

the FAA supports operations, airworthiness, safety and risk management, and future 

work, including UTM developments outside ICAO’s remit or complementary to ICAO’s

work efforts. The FAA worked in tandem with JARUS to publish specific operations risk 

assessment (SORA) methodology to harmonize risk management for specifically 

defined UAS operations and led the development of a new work program and program 

management structure. The FAA also collaborated with Transport Canada and regional 

leaders from Finland and China to push for the SORA adoption at the October 2019 

plenary session in China and in subsequent JARUS discussions.

With the Global UTM Association (GUTMA), the FAA works to align positions and 

harmonize global standards and concepts for UTM. The FAA became a full member of 

GUTMA in 2019 and participates in UTM harmonization discussions concerning remote 

identification of UAS and other key foundational elements of UTM.

As part of the agency’s international outreach strategy, the FAA recently led virtual 

briefings on its “Remote Identification of Unmanned Aircraft” rulemaking and UTM 

Concept of Operations 2.0 for key partners in Africa, Asia-Pacific, Europe, the Middle 

East, and Western Hemisphere regions. Additionally, in February 2020, the FAA 

conducted a UAS Integration Workshop in Rwanda for sub-Saharan African States. 

Seventy-three participants from 28 regional and global organizations participated in the 

four-day workshop.
15

The Role of UAS Test Sites

Since 2013, UAS Test Sites have served an important role in the FAA’s efforts to 

leverage learned capabilities across programs. UAS Test Sites provide an avenue for 

the drone industry and stakeholder community to conduct advanced UAS research and 

operational concept validation. The research conducted at Test Sites informs the 

agency’s decision-making process, as the information the FAA gathers from Test Sites

supports critical safety decisions required to integrate UAS into the NAS. More 

information on the UAS Test Sites is available at: 

https://www.faa.gov/uas/programs_partnerships/test_sites/.

The Role of the Alliance for Safety of UAS Through Research Excellence

The Alliance for System Safety of UAS through Research Excellence (ASSURE) is 

comprised of 24 of the world's leading research institutions and more than 100 leading 

industry and government partners. The mission of ASSURE is to provide the FAA with 

the research it needs to integrate UAS quickly, safely, and efficiently into the NAS. 

ASSURE members may partner with FAA UAS test sites, lead four FAA research 

centers, and have seven airfields and a fleet of approximately 340 UAS. ASSURE

features expertise across a broad spectrum of research areas, including: air traffic 

control interoperability; UAS airport ground operations; control and communications;

detect and avoid capabilities; human factors; UAS noise reduction; UAS wake 

signatures; unmanned aircraft pilot training and certification; low altitude operations 

safety; spectrum management; and UAS traffic management. More information about 

ASSURE can be found at: http://www.assureuas.org/.

The Role of Partnership Programs

The FAA's vision for fully integrating drones into the NAS requires drones operating 

harmoniously alongside manned aircraft in the same airspace. This vision goes beyond 

the accommodation practices in use today, which largely rely on operational segregation 

to maintain systemic safety. The FAA recognizes that this vision requires collaboration 

across industry, government, and academia and is leveraging the capabilities learned 

across partnership programs in order to further integrate UAS into the NAS. Below is a 

description of each of our major partnership initiatives. More information on the FAA’s 

UAS partnerships is available at: https://www.faa.gov/uas/programs_partnerships/.

Partnerships for Safety (PSP)

The PSP program launched on December 15, 2016 to address and advance complex 

UAS operational capabilities. PSPs establish a working relationship between the FAA 

and industry, by which the FAA gathers information in furtherance of facilitating full 

integration of UAS into the NAS. PSP partners are not only leaders in their industry, but

their proposed UAS operations involve national policy decisions that ultimately benefit 

the public. The PSP program facilitates the progression of complex UAS integration 

operations by establishing a single FAA point of entry for an applicant and ensuring

that the industry partner has relationships with the appropriate contacts at the relevant

FAA policy divisions. This is necessary in order to prioritize complex operations, 

coordinate the safety case needed for operational approvals, and, where appropriate, 

support rulemaking and standards development.
16

UAS BVLOS Aviation Rulemaking Committee (ARC)

On June 8, 2021, the FAA chartered the Unmanned Aircraft Systems Beyond Visual 

Line-of-Sight (UAS BVLOS) Aviation Rulemaking Committee (ARC). The UAS BVLOS 

ARC will provide recommendations to the FAA for performance-based regulatory 

requirements to normalize safe, scalable, economically viable, and environmentally 

advantageous UAS BVLOS operations that are not under positive air traffic control. 

The UAS BVLOS ARC will consider the various lessons and insights gained from the 

FAA’s partnership programs and other activities to inform them in this effort.

The ARC membership includes 87 organizations. Many of the members have 

previously collaborated with the FAA in the aforementioned efforts and will be able to 

bring their experience and lessons learned to inform the recommendations to the FAA. 

The ARC includes workgroups that will leverage information from those organizations 

to provide recommendations that will address the various safety concerns associated 

with BVLOS operations.

The FAA’s strategy to avoid duplication and leverage capabilities learned across 

programs is based on coordination and alignment of programs as well as coordination 

of efforts, internal and external to the FAA, to integrate UAS safely into the NAS.
17 

Strategy to Systematically and Timely Implement LAANC, the 

IPP, and the UTM Pilot Program

The FAA strategy to implement key initiatives for integrating UAS into the NAS often 

involves partnerships or close collaboration with industry stakeholders or other 

governmental entities. This strategy has proven to be successful in the IPP and the FAA 

expects the results of these initiatives to benefit FAA strategy moving forward and will 

continue our efforts with programs like BEYOND. 

UAS Integration Pilot Program (IPP) 

In October 2017, the United States Executive Office of the President issued a 

Presidential Memorandum for the Secretary of Transportation to establish the IPP and 

required the FAA to prioritize support for the effort through fiscal year 2020.10 The IPP 

was a partnership with state, tribal, and local governments to test and mature jointly the 

concepts, processes, and data required to continue integrating UAS into the NAS, as 

well as to build public acceptance that will contribute to expansion of UAS operations 

nationwide. Applications came from state, local, and tribal governments, with the DOT 

choosing ten Lead Participants from a competitive group of 149 applicants. One 

applicant, the Lee County Mosquito Control District in Florida, chose to withdraw from 

the program in February 2019 due to leadership changes, shifting priorities, and budget 

constraints. Nine lead participants representing 36 different operating environments with 

economic, geographic, and climatic diversity moved forward with the program. The FAA 

and operators benefited from cooperation between the UAS industry, the Federal 

government, and participating state, local, and tribal governments.

The IPP Lead Participants began operations, as well as community outreach initiatives, 

in 2018 and concluded in October 2020. The IPP tested the further integration of UAS 

into the NAS in a select number of state, local, and tribal jurisdictions. The IPP’s 

objectives were to test and evaluate various models of state, local, and tribal 

government involvement in the development and enforcement of Federal regulations 

for UAS operations; encourage UAS owners and operators to develop and safely test 

new and innovative UAS concepts of operation; and inform the development of future 

Federal guidelines and regulatory decisions on UAS operations nationwide.

The data the FAA collected during the IPP focused on three key areas: safely 

integrating UAS into the NAS; informing policy and decision-making; and engaging in 

societal and community collaboration. The FAA is leveraging data it collected and 

capabilities learned through the IPP to inform new rules, policies, and guidance that 

support complex low-altitude operations. The FAA expects to use new rules, policies, 

and guidance for decision-making across all UAS programs. 

 

10 The FAA and DOT announced the IPP in a Federal Register notice. See Unmanned Aircraft Systems 

Integration Pilot Program-Announcement of Establishment of Program and Request for Applications, 82 

FR 91503 (Nov. 8, 2017), available at https://www.federalregister.gov/documents/2017/11/08/2017-

24126/unmanned-aircraft-systems-integration-pilot-program-announcement-of-establishment-of-programand#footnote-1-p51903. 
18

The BEYOND Program

Now that IPP has concluded, the future is BEYOND. The BEYOND program started on 

October 26, 2020, to continue partnerships with eight of the nine IPP participants over 

the next three to four years. The FAA is working with these Lead Participants to build on 

the IPP’s successful accomplishments with new focused efforts to tackle remaining UAS 

challenges. The program will focus on operating under established rules rather than 

waivers, collecting data to develop performance-based standards, streamlining the 

approval processes for UAS integration, collecting and addressing community feedback 

and understanding the societal and community benefits associated with small UAS 

operations. By the end of this effort, the FAA aims to achieve repeatable, scalable and 

economically viable BVLOS operations with the realization that additional efforts — for 

example, national infrastructure, airspace shaping, and performance standards — will be 

required for continual UAS operations. These additional elements will need to be 

discussed and trialed to realize full integration of UAS into the NAS.

Low Altitude Authorization and Notification Capability (LAANC)

The FAA’s LAANC system is a step forward in automating the operation authorization 

process to manage the increasing volume of authorization requests to conduct UAS 

operations. LAANC has enabled near-real time issuance of airspace authorizations 

under part 107 using FAA-approved UAS Service Suppliers. LAANC facilitates the 

sharing of airspace data between the government and private industry, and enables 

part 107 operators to obtain airspace authorizations immediately before flying in certain 

airspace described in UAS Facility Maps (UASFMs). The use of UASFM and LAANC

expedited the airspace authorization process because it shifted a significant amount of 

airspace authorization requests from a labor-intensive process involving manual review

to a more streamlined, automated, and near real-time authorization process.11 In July 

2019, LAANC capability was expanded to include airspace authorizations for 

recreational UAS flyers as required by Section 349 of the Act. More information on 

LAANC is available at:

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

Unmanned Aircraft System Traffic Management (UTM)

The FAA envisions UTM as the manner in which the FAA will support operations for 

UAS operating in low altitude airspace (below 400 ft. AGL). The FAA envisions the 

concept as a set of services and an all-encompassing framework for managing multiple 

UAS operations in the NAS. It would be a community-based traffic management 

system in which the operators would be responsible for the coordination, execution, 

and management of operations with common expectations the FAA establishes. UTM 

would rely on layers of information-sharing— from operator to operator, vehicle to 

vehicle, and operator to the FAA — to achieve safe operations. Operators would share 

their flight intentions with one another and coordinate to de-conflict and separate 

trajectories safely. The FAA envisions it would have on-demand access to UTM 

operational information when needed. UTM would be designed to support the demand 

 

11 See UAS Facility Maps, available at https://www.faa.gov/uas/request_waiver/uas_facility_maps/,
19

and expectations for a broad range of operations with ever-increasing complexity and 

risk. More information about UTM is available at: 

https://www.faa.gov/uas/research_development/traffic_management/.

UAS Traffic Management Pilot Program (UPP)

In 2015, NASA and the FAA formed a research transition team to jointly develop and 

enable a traffic management ecosystem to provide management services to sUAS 

operations. Established in April 2017, the UAS UTM Pilot Program’s (UPP) primary 

goal is to develop, demonstrate, and provide an enterprise service to support initial 

UTM operations. In addition, the FAA Extension, Safety, and Security Act of 2016 

required coordination, development, and publication of a UTM Research Plan and 

establishment of a UTM Pilot Program (UPP).12 Pursuant to the Research Plan, in

January 2019, DOT announced that the FAA selected the Nevada, North Dakota, and 

Virginia FAA UAS Test Sites to partner with the agency in the UPP’s “Phase One”. 

Phase One of the UPP demonstrated UTM services such as the exchange of flight 

intent among operators; the generation of notifications to UAS operators regarding air 

and ground activities relevant to their safe operation, known as UAS Volume 

Reservations (UVRs); the ability to share UVRs with stakeholders, including other UAS 

Service Suppliers; and the Flight Information Management System.

In August 2019, Phase One ended with an UPP Demonstration Report and lessons 

learned. Section 376(b) of the Act requires the UPP to meet additional objectives, 

include testing of Remote ID technologies and operations with increasing volumes 

and density, before completion. The FAA will conduct this testing in cooperation 

with NASA and industry stakeholders, including those stakeholders selected under

the IPP and FAA UAS Test Sites. The FAA will award the second phase of work 

and will determine the appropriate next steps as it progresses toward the 

deployment of Remote ID technologies in complex environments to enable BVLOS 

operations. TM T ROG

More information about the UPP is available at: 

https://www.faa.gov/uas/research_development/traffic_management/utm_pilot_progra

m/.

Conclusion

The FAA continues to improve its UAS program alignment efforts by avoiding 

duplication, leveraging strategies learned across programs, supporting the safe 

integration of UAS into the NAS, and implementing LAANC, the IPP, and the UTM Pilot 

Program in a systematic and timely manner. The agency’s program alignment efforts 

already have proven to be effective with the successful completion of the IPP in 

October 2020. 

 

12 Pub. L. 114-190 § 2208 (July 15, 2016).
20 

Appendix A: UAS Research Partners

AFRL: Air Force Research Lab

ANSI: American National Standards Institute

APAC: ICAO Asia and Pacific Office

ASEB: NAS Aeronautical and Space Engineering Board

ASSURE: Alliance for System Safety of UAS through 

Research Excellence

CAA: Civil Aviation Authority

CANSO: Civil Air Navigation Services Organization

CTA: Consumer Technology Association

EASA: European Aviation Safety Agency

EuroCAE: European Organization for Civil Aviation 

Equipment

EXCOM SSG SARP: Executive Committee – Senior 

Steering Group- Science and Research Panel

FAA CAMI: Civil Aerospace Medical Institute

FAA WJHTC: William J. Hughes Technical Center

ICAO: International Civil Aviation Organization

IEEE: Institute of Electrical and Electronics Engineers

ITU: International Telecommunications Union

JARUS: Joint Authorities for Rulemaking on Unmanned 

Systems

MIT/LL: Massachusetts Institute of Technology Lincoln 

Laboratory

MITRE CAASD: Center for Advanced Aviation System 

Development

NASA: National Aeronautics and Space Administration

NATO: North Atlantic Treaty Organization

NSF: National Science Foundation

NIST: National Institute of Standards and Technology

REDAC: Research and Development Advisory 

Committee

TRB: NAS Transportation Research Board