3RDEdition2020

IntegrationofCivilUnmannedAircraftSystems(UAS)

intheNationalAirspaceSystem(NAS)Roadmap

AUS-200807-002
Integration of Civil Unmanned Aircraft Systems (UAS) in 

the National Airspace System (NAS) Roadmap, 3rd Edition

2020
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Contents

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

Executive Summary...................................................................................................................................... 5

Charting the Path Forward........................................................................................................................... 5

Recent UAS Integration Activities & Accomplishments.............................................................................. 6

2018 Reauthorization Requirements........................................................................................................ 7

The UAS Integration Pilot Program........................................................................................................... 8

Existing Partnerships................................................................................................................................. 8

Partnership for Safety Program ............................................................................................................ 8

Pathfinder Program............................................................................................................................... 8

Regulatory Outlook ................................................................................................................................... 8

Registration and Marking...................................................................................................................... 9

Remote Identification ........................................................................................................................... 9

Operations Over People and at Night................................................................................................... 9

Unmanned Traffic Management......................................................................................................... 10

Airspace Access and Management ......................................................................................................... 11

Low Altitude Authorization and Notification Capability ..................................................................... 11

Facility Maps ....................................................................................................................................... 12

Outreach & Stakeholder Engagement .................................................................................................... 12

FAA UAS Symposium........................................................................................................................... 12

National Drone Safety Awareness Week ............................................................................................ 12

Webinar Series.................................................................................................................................... 13

STEM ................................................................................................................................................... 13

Public Safety........................................................................................................................................ 14

Enforcement ........................................................................................................................................... 14

Key Research........................................................................................................................................... 14

Remote Identification ......................................................................................................................... 15

Detect-and-Avoid................................................................................................................................ 15

Command and Control (C2): ............................................................................................................... 15

Human Factors.................................................................................................................................... 15

Forecasting.......................................................................................................................................... 15

UAS Studies........................................................................................................................................ 15

Five Year Outlook ....................................................................................................................................... 16

Remote Identification Implementation .............................................................................................. 16
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Technical Challenges........................................................................................................................... 17

Counter UAS........................................................................................................................................ 17

Evolving and Expanding Role of Public Safety .................................................................................... 19

UTM Advancement ............................................................................................................................. 19

Advanced Air Mobility......................................................................................................................... 20

Other Considerations and Challenges..................................................................................................... 20

Pace of Innovation .............................................................................................................................. 20

Societal Acceptance ............................................................................................................................ 21

Noise ................................................................................................................................................... 22

Cost ..................................................................................................................................................... 22

Conclusion .................................................................................................................................................. 23

Appendix A: UAS Integration Research ..................................................................................................... 23

 
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Introduction

Unmanned aircraft systems (UAS) are fundamentally changing not only aviation, but also the way we 

live and do business. Drones are reinventing industries and creating new ones every day. The promise of 

full integration of drones means a future where better health care, safer working conditions, faster 

commercial delivery, and so much more will be available to millions of Americans. But the safe 

integration of unmanned aircraft into the National Airspace System (NAS) is a significant challenge. The 

Federal Aviation Administration (FAA) has made great strides in developing the technical and regulatory 

standards, policy guidance, and operational procedures on which successful UAS integration depends. 

Since the last edition of this Roadmap, we have achieved several goals, including:

• Establishing full FAA authority over all UAS operating in the NAS through the 2018 FAA 

Reauthorization Act, in which 50 UAS-related provisions were outlined

• Expanding automation for how drone users get near real-time permission to fly in controlled 

airspace through the Low Altitude Authorization and Notification Capability (LAANC)

• Granting more than 65,000 waivers and exemptions to allow more drone fliers to complete 

advanced operations

• Leveraging existing regulations to enable new and novel operations through the UAS Integration 

Pilot Program (IPP), launched by Secretary of Transportation Elaine L. Chao two years ago

• Outlining what universal requirements for remote identification (remote ID) will look like and 

drafting a notice of proposed rulemaking (NPRM)

• Continuing to lay the groundwork for a comprehensive UAS Traffic Management (UTM) system 

by working closely with the National Aeronautics and Space Administration (NASA) and other 

partners

On these and several other accomplishments, this third edition of the “Integration of Civil Unmanned 

Aircraft Systems in the National Airspace System Roadmap” (Roadmap) provides an update on the 

progress the FAA has made thus far in achieving UAS integration. It also gives a 5-year outlook on the 

path and the challenges that lie ahead, including detect and avoid (DAA) technologies and the demand 

for advanced air mobility advanced air mobility (AAM). As you will read in this Roadmap, through 

partnerships with industry and other stakeholders, the FAA is harnessing the energy, know-how, and 

innovation needed to reach the goal of full UAS integration as soon as possible. To do that, it will 

continue to be a combined effort between the FAA and our stakeholders, sharing trends, efficiencies, 

and solutions to ensure aviation safety remains at the forefront.

As you read through this year’s Roadmap, which has been streamlined versus previous versions since 

many our UAS-related activities and accomplishments are captured in numerous online resources, we 

hope you will agree that we are seeing a success story in the making, not only in terms of progress, but 

also in terms of expanding operations and capabilities. As safety is everyone’s responsibility, the FAA 

encourages you to help share the safety message and join the discussion as we work to expand UAS 

integration in our nation’s skies. We’re confident that our joint success will continue, and we are eager 

to see what we will accomplish together in the next few years.
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Executive Summary 

The third edition of the Roadmap comes at a time when we are witnessing rapid developments in the 

UAS landscape. The Integration Pilot Program (IPP), for example, is nearing completion, with results 

coming in from all corners of the United States. The nine IPP Lead Participants have been evaluating a 

host of operational concepts, including night operations, flights over people and beyond the pilot's line 

of sight, package delivery, detect-and-avoid technologies, and the reliability and security of data links 

between pilot and aircraft. We have already seen direct societal benefits such as faster medical test 

deliveries via drone to labs in North Carolina, pipeline monitoring in Alaska, package delivery in Virginia,

and new and novel ways for public safety to engage with the public in California. In other non-IPP 

partnerships we see drones used to assist with disruptions to rail traffic. Drones are also being used to 

gather information before law enforcement enters a crime scene, in some cases helping to avoid 

danger, and in others saving resources by discovering that an urgent response is not required. And yes, 

drones are delivering burgers too. Always mindful of the risks involved, there can nevertheless be no 

doubt now: drones have the capacity to change how we live for the better.

This Roadmap lays out the current and projected status of many of the most complex issues the FAA and 

the drone community face as we work together to integrate UAS into the NAS. It touches on recent UAS 

accomplishments, the 2018 Reauthorization Act, the UAS Integration Pilot Program (IPP), other 

partnerships, the regulatory outlook, airspace access and management, and education and outreach 

efforts. As we look to the future, we must consider the challenges of remote ID implementation, 

counter-UAS (c-UAS) issues, UTM and AAM. The Roadmap also focuses on the challenges of the pace of 

UAS innovation and the human element—societal acceptance. Certainly there is a long road ahead of us. 

But the Roadmap tells another story, too. Here we see a path forward, through regulation and 

innovation, all in the service of seamless drone operation. It is the story of an Agency and Department 

determined to work with stakeholders to overcome obstacles, in the pursuit of the promise of an 

airspace system that includes manned and unmanned aircraft operating safely in the sky.

Charting the Path Forward 

Led by Secretary Chao, the Department of Transportation developed an ambitious vision for safely 

integrating UAS. The FAA, in close coordination with organizations across the US government, intends to 

fully integrate unmanned aircraft into the NAS, with drones operating safely and seamlessly with 

manned aircraft. Manned and unmanned aircraft may occupy the same airspace and in some cases, use 

the same air traffic management systems and procedures. We seek to integrate, not segregate.

The FAA has reinforced its focus on the safety of all aircraft operations as we work on a number of 

initiatives to support UAS integration. We have continued to engage in outreach to UAS operators and 

the public at large to educate current and prospective drone users about their safety responsibilities. 

We are also developing new rules for UAS integration into the NAS, including a proposed new rule on 

the issue of remote identification of UAS operators, a crucial stepping stone for UAS traffic 

management.
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As we approach UAS integration with expanded operations, the FAA is working with stakeholders to 

make sure that all security concerns are addressed. The Agency is cognizant of adverse scenarios where 

operators have malicious intentions and want to cause disruption and harm. There has to be a clear 

balance between security and expanding operations. 

Right now, the FAA is leveraging an “operations first” approach to authorize UAS operations using 

existing regulations. Through the use of our current regulations and associated exemptions, we are

paving a path forward for the development of future policy and regulations. Simultaneously, the FAA is 

conducting UAS research in a “building block” approach for operational capabilities. As this research 

informs rulemaking and policy activities, the FAA will enable increasingly more complex UAS operations 

over time, including (future) autonomous beyond visual line-of-sight (BVLOS) operations and flights over 

people not directly participating in the operation.

Figure 1. UAS Integration Strategy – 2020

The FAA has spent six decades working with airlines, manufacturers, and countless others to create the 

safest airspace in the world. We are ready to use everything we have learned from manned aviation to 

make sure the drone industry can reach its full potential as quickly and safely as possible. Figure 1 shows 

the path from introduction of UAS into the NAS, previous accomplishments (including Small UAS (sUAS)

Registration, Part 107, IPP, and more), current work (Part 135 certifications, Operations Over People, 

Remote ID, and more), and future needs and challenges (cargo operations, AAM, automated flight deck) 

that will lead to UAS being fully integrated into the NAS.

Recent UAS Integration Activities & Accomplishments 
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To see where we are headed with UAS integration, we need to first know where we are today. Guiding 

the FAA’s activities in recent years and at present are several key priorities. Specifically, the FAA has 

been working to:

• leverage the safety culture of industry partners to increase safety awareness among all parties, 

especially recreational fliers; 

• increase education for operators, automating authorizations through LAANC – another key 

component of our UTM architecture—and streamlining our internal waiver evaluation process 

to meet the demand for more waivers and controlled airspace authorizations than ever before; 

• identify gaps in research and development (R&D) to inform integration and recommend 

prioritized changes or additions to policies and capabilities to achieving integration;

• make major progress on real-world testing and develop or deliver additional new rules to codify 

what we’re learning; and

• work with industry to facilitate the development of risk-based consensus standards, while 

ensuring that future rulemaking efforts for more complex operations fully address safety and 

security requirements that haven’t traditionally been considered aviation concerns.

In addition to our domestic activities, we are also contributing the FAA’s international goal of being a 

global leader. To that end, in the past year, we have met bilaterally and multilaterally to share lessons 

learned and best practices with the goal of harmonizing with key international partners as each State 

develops its own regulations to integrate UAS into the airspace of their respective countries.

In 2019, the FAA began publishing quarterly progress reports which recap many of the key integrationrelated deliverables and accomplishments of the FAA. These reports may be found here:

https://www.faa.gov/about/plans_reports/#accomplishment. 

Below is information on the FAA Reauthorization Act of 2018 as well as the current status of the UAS 

Integration Pilot Program, existing partnerships, the UAS regulatory outlook, airspace access and 

management, outreach, enforcement, and key research. This information provides a snapshot of 

present-day FAA UAS activities. When available, links are provided for more information.

2018 Reauthorization Requirements

The UAS-related requirements in the FAA Reauthorization Act of 2018 support the integration of UAS, 

maintaining the overall safety and security of the NAS, and reinforce the FAA’s Implementation Plan 

approach. As the provisions in the Act demonstrate, the FAA’s focus is on using existing regulations to 

create pathways for advanced operations today. This reauthorization is valid until 2023 and allows us 

the flexibility to continue to be the world leader in aviation safety and innovation.

The numerous UAS-related provisions included in the Reauthorization Act re-affirm the FAA’s 

commitment to the success of the IPP, the FAA’s focus on enabling operations for both civil and public 

operators, and on developing more security measures to enable safe integration. The UAS provisions 

also reinforce what is in the FAA UAS Implementation Plan. 

As the provisions in the Act demonstrate, the FAA’s focus is on using existing regulations to create 

pathways for advanced operations right now while we simultaneously develop performance-based rules 

that will enable routine complex operations in the future. The FAA looks forward to further

collaboration with Congress and the Administration as we continue to implement the requirements of 

the 2018 Reauthorization Act and advance safe and secure UAS integration into the nation’s airspace.
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The Act can be viewed at https://www.congress.gov/115/bills/hr302/BILLS-115hr302enr.pdf.

The UAS Integration Pilot Program

One of the most exciting new developments in FAA’s efforts is the 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 FY 

2020. The IPP is a partnership with state, tribal, and local governments to jointly test and mature the 

concepts, processes, and data required to further integrate UAS into the NAS, as well as to build public 

acceptance that will support expanded operations nationwide. The IPP Lead Participants began 

operations, as well as community outreach initiatives, in 2018. The FAA draws upon the results of the 

IPP partnerships to inform rules, processes, and procedures to enable expanded UAS operations.

More information about the IPP may be found at: 

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

Existing Partnerships

Partnership for Safety Program

The UAS Partnership for Safety Program (PSP) was launched in December 2016 to address and advance 

complex UAS operational capabilities. The PSP establishes working relationships between the FAA and 

industry, and facilitates the full integration of UAS into the NAS. 

Pathfinder Program

In May 2015, the FAA announced the UAS Focus Area Pathfinder Program, an industry partnership 

program to develop and validate operational concepts for certification, operations, and safety beyond 

established or proposed policies and procedures. The three industry partners – CNN, PrecisionHawk, 

and BNSF Railways – focused their work on the operational expansion of: visual line-of-sight operations 

over people; extended and BVLOS operations in rural areas; and BVLOS operations over right-of-ways. 

By the end of 2017, the program's three focus areas had all met their planned objectives, namely to:

• define the parameters to allow for safe operation of drones in the NAS; 

• obtain operational approval for the Pathfinder industry stakeholder to perform routine, limited 

operations; and 

• to define under what conditions and constraints similar operations may be approved for future 

applicants.

Additional information can be found at https://www.faa.gov/uas/programs_partnerships/completed/.

Regulatory Outlook

The FAA is currently undertaking several regulatory efforts designed to increase access to the nation’s 
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airspace while enabling more routine, complex operations. Below is a summary of each of these 

initiatives.

Registration and Marking

Viewed as one of the fundamental pillars of unmanned traffic management (UTM), UAS registration is a 

critical element for building a system that operates independent of, but complementary to, the 

traditional air traffic control system. Much like the registration data sets that states use for automobile 

license plates, UAS registration provides the FAA and approved authorities the ability to associate a

drone operator with their specific drone(s).

For more information on the FAA DroneZone platform, visit https://faadronezone.faa.gov.

Remote Identification

Safety and security are top priorities for the FAA and remote ID of UAS is crucial to our integration 

efforts. Remote ID is the ability of a UAS in flight to provide identification information that can be 

received by other parties. It is envisioned that remote ID will help facilitate more advanced operations 

for UAS and lay the groundwork for future UTM. It will also assist the FAA, law enforcement, and federal 

security agencies when a UAS appears to be flying in an unsafe manner and/or where the drone is not 

authorized to fly.

In December 2018, the FAA issued a Request for Information (RFI) to establish an industry cohort to 

explore potential technological solutions for remote ID. Remote ID is the next step to enable safe, 

routine drone operations across our nation. This capability will enhance safety and security by allowing 

the FAA, law enforcement, and Federal security agencies to identify drones flying in their jurisdiction. 

Throughout 2019, the FAA worked on a notice of proposed rulemaking (NPRM) for remote ID. This draft 

NPRM sought public input to identify major drone safety and security issues that may pose a threat to 

other aircraft, to people on the ground or to national security. This is a complex issue, and the FAA has

worked diligently to draft a proposed rule that meets legal requirements and provides the most 

comprehensive proposal to enable the next phase of UAS operations. The NPRM was posted in 

December, 2019. 

Updates and progress are noted on our website at 

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

Operations Over People and at Night

The sUAS Rule, or Part 107, established rules for routine, low-risk sUAS operations within the line of 

sight of the pilot. An increase in the interest of industry to fly complex operations under part 107 

called for streamlining the process to obtain waivers. Examples of more complex operations that 

require a waiver under part 107 include BVLOS operations, flights over people, and night operations. 

The DroneZone portal is FAA’s one-stop shop for registration and waivers and applicants are able to 

complete these processes online. 

In an effort to make these types of operations more routine, a draft NPRM proposes changes to the 

Small UAS rule to balance the need to mitigate safety risks without inhibiting technological and 
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operational advances. The comment period for the Operations over People draft rule closed April 15, 

2019. The FAA received over 930 comments on the proposed rule and is currently in the process of 

reviewing and assessing them.

Unmanned Traffic Management

UTM is essentially a set of concepts and tools that NASA, the FAA, and industry are developing to safely 

manage dense low-altitude drone operations. UTM is not a specific equipment system; rather it is a 

suite of systems and services that will be complementary to the existing air traffic management system 

and will not replace it. 

The FAA is working closely with NASA, which has done some of the heavy lifting with its UTM technical 

capability level (TLC) demonstrations. A key element of these UTM tests is having some form of 

identification—the ability for those managing or monitoring the traffic to be able to contact the drone, 

its control station, or both, when necessary. For manned aircraft, we have tail numbers on the vehicle, 

and if they are flying in dense airspace, they are required to have transponders and VHF radio 

equipment onboard so that air traffic control can track or contact them. Remote ID, in combination with 

registration and communication connectivity, will allow UTM to work similarly, providing a link between 

UAS pilots, UAS Service Suppliers (USS), other aircraft, and, where applicable, air traffic control.

For more information on the vision for UTM and it specific components, as well as the FAA’s latest 

published “UTM Concept of Operations Version 2.0” , visit 

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

Research with NASA

The FAA is working with NASA on the development of UTM as it may serve as the “backbone” for future 

UAM operations. The FAA and NASA have transitioned initial UTM capabilities and associated data 

exchange requirements into FAA test facilities at the William J. Hughes Technical Center (WHJTC).

NASA has already transferred to the FAA some prototype capabilities used in the UTM Pilot Program

(UPP) and will continue to share new capabilities through FY 2020.

UTM Pilot Program

The FAA Extension, Safety, and Security Act of 20161 directs coordination/collaboration, development, 

and publication of a UTM Research Plan and establishment of a UPP. In 2015, a Research Transition 

Team was formed between NASA and the FAA to jointly develop and enable an sUAS traffic 

management ecosystem to provide management services to sUAS operations. Established in April 

2017, the UPP’s primary goal is to develop, demonstrate, and provide an enterprise service to support 

initial UTM operations. 

In August 2019, the FAA completed UPP Phase 1 collaboration with NASA, three FAA UAS Test Sites, 

and their industry partners. Phase 1 included multiple successful demonstrations that tested 

capabilities like UAS volume reservation and sharing of intent between UTM participants and the FAA. 

In each case, both VLOS and BVLOS operations were conducted and UAS were safely deconflicted. For 

additional information regarding UPP Phase 1, please refer to the UPP Summary Report.

 1 Pub. L. 114-190 § 2208 (July 15, 2016) 
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As directed by the FAA Reauthorization Act of 2018, the UPP is required to meet additional objectives 

prior to completion. In the summer of 2020, the FAA plans to collaborate with NASA, FAA UAS Test Sites, 

industry stakeholders, and UAS Integration Pilot Program (IPP) to launch UPP Phase 2. Phase 2 will 

include testing of capabilities and services that support high-density UAS operations, including remote 

identification (Remote ID) and public safety operations. Data collected from Phase 2 demonstrations will 

help inform a UTM Implementation Plan that is currently in development by a cross agency team at the 

FAA.

More information about the UPP may be found at: 

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

Airspace Access and Management

Routine and regularly documented communications with air traffic control (ATC) is a norm for manned 

aviation pilots. In order to address the growing number of UAS users, a similar process allowing 

authorized UAS into controlled airspace was developed through legislative, industry, and FAA activities 

to reduce the original burdensome process of requesting airspace authorization for both ATC and UAS 

operators. Current rules require that remote operators obtain ATC authorization prior to operation in 

controlled airspace. LAANC automates this process, allowing operators to obtain near-real time 

authorization prior to their operations. LAANC will continue fostering equitable access for all users and 

service providers while ensuring critical ATC technical and safety requirements are met for NAS 

operations.

Low Altitude Authorization and Notification Capability

LAANC is an innovative collaboration between FAA and industry. It provides access to controlled 

airspace near airports through near real-time processing of airspace authorizations below approved 

altitudes in controlled airspace for part 107 operators. It is available at approximately 400 air traffic 

facilities covering about 600 airports.

In July 2019, LAANC was expanded to provide airspace authorizations for recreational UAS flyers as 

required by the 2018 FAA Reauthorization Act. With this recently-expanded availability of LAANC, the 

FAA has automated the application and approval process for airspace authorizations for more flyers 

than ever before. This is a major step in building the infrastructure of our UTM system.

Viewed as a foundational component of the aforementioned UTM ecosystem, LAANC is a significant

step forward in terms of automating systems to support the ever increasing volume of UAS operations. 

It has enabled near-real time issuance of airspace authorizations under part 107 using FAA-approved 

USS. LAANC facilitates the sharing of airspace data between the government and private industry, and 

also enables part 107 operators to obtain approval of airspace authorization requests for the UAS flight 

approval criteria indicated by the UAS Facility Maps (UASFMs). The creation and public release of 

UASFM,2 in conjunction with LAANC, helped enable the FAA to shift a majority of airspace 

authorization requests from a labor-intensive manual process to a more streamlined, online, near realtime system. 

 2 https://www.faa.gov/uas/request_waiver/uas_facility_maps/
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More information on LAANC may be found at: 

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

Facility Maps

UAS Facility Maps (UASFMs) are maps the FAA developed to streamline the airspace authorization 

process and became the foundation for LAANC. These maps depict areas and altitudes near airports 

where UAS may operate safely. Facility maps display grid cells representing distances above ground 

level (AGL) in one square mile up to 400 feet where drones may fly. Areas of the map indicating 0 AGL 

help to identify critical locations around airports. UAS operations in these areas may not be preauthorized. In order to obtain authorization to operate in these areas, further coordination between 

the operator and ATC is needed. FAA air traffic personnel will use the maps to process part 107 airspace 

authorization requests. Altitudes that exceed those depicted on the maps require additional safety 

analysis and coordination to determine if an application can be approved. UASFMs are intended to be 

informational maps and do not give operators permission to fly drones. However, these maps help to 

simplify the authorization process and increase the likelihood that the FAA will approve a request to 

operate in controlled airspace. 

Outreach & Stakeholder Engagement

The FAA is heavily invested in educating today’s drone community, especially hobbyists, on what they 

can and cannot do. An uninformed recreational flier in the wrong place at the wrong time could 

threaten manned aircraft or innocent bystanders. Since mid-April, 2019, the FAA has held seven drone 

webinars, three public safety seminars and two Facebook Live question and answer sessions that 

reached nearly 70,000 people, generating about 4,000 questions or comments. That’s a success story for 

outreach, but we are just scratching the surface since there are more than 1.4 million registered drones.

Below are some of the ways we conduct outreach to the various communities when it comes to UAS 

safety.

FAA UAS Symposium

For the past several years, AUVSI has partnered with the FAA to host the yearly FAA AUS Symposium. 

Attended by more than 1,500 members of all sectors from across the globe, the Symposium hosts 

keynote speakers, panels and “how to” meetings to discuss the latest topics related to the growing use 

of UAS and its integration into the national airspace. 

For more information, visit https://www.faa.gov/uas/resources/events_calendar/archive/

.

National Drone Safety Awareness Week

National Drone Safety Awareness Week helps educate the public about drone safety by highlighting how 

key sectors of the drone community are engaging with the public and spreading awareness throughout 

all 50 states on specific focus areas. It also offers an opportunity for drone stakeholders and users to kick 

off new safety initiatives.
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Through National Drone Safety Week, the FAA promoted stakeholders’ safety stories, successes, events, 

and educational programs. Everyone is encouraged to participate in this weeklong campaign. Drone 

safety is everyone’s responsibility, and this event advanced public-private partnerships and 

collaboration.

For more information visit 

https://www.faa.gov/uas/resources/events_calendar/drone_safety_awareness/.

Webinar Series

The FAA hosts a free drone webinar series to help drone pilots understand how to operate in the NAS, 

how to start a drone program, and how to fly during an emergency. FAA experts address a variety of 

topics including why airspace matters, how and where recreational flyers can fly their drone, how Public 

Safety organizations can start a drone program, and more.

For more information, visit https://www.faa.gov/uas/resources/webinars/. 

B4UFLY Mobile Application Partnership

Recreational users who only fly their drone for fun now have an improved app – B4UFLY – to help show 

where they can and cannot fly with interactive maps.

The FAA has partnered with Kittyhawk to redevelop the FAA's first mobile application, to improve the 

user experience so that recreational flyers know whether it is safe to fly their drone. The app provides 

real-time situational awareness to recreational flyers and other drone users. It does not allow users to 

obtain airspace authorizations to fly in controlled airspace, which are available through LAANC. Airspace 

authorizations outside the FAA UAS facility map grid altitudes can be requested through the FAA 

DroneZone. 

For more information, visit https://www.faa.gov/uas/recreational_fliers/where_can_i_fly/b4ufly/.

STEM

The FAA has developed multiple campaigns and outreach materials to educate students about UAS and 

UAS safety. These campaigns and collateral include Buzzy the Drone, UAS stickers, and more. In 

addition, FAA provides information on its website for educational UAS users included STEM and 

education as a focus day as part of National Drone Safety Awareness Week in November 2019. In 

addition, the FAA’s UAS Integration Office participates in a variety of different events across the country 

to encourage students to learn about aviation, UAS, and STEM and consider careers in these fields. In 

May 2015, the FAA awarded its first Center of Excellence (COE) for Unmanned Aircraft Systems (AUS) to 

the Mississippi State University led academic consortium: Alliance for System Safety of UAS through 

Research Excellence (ASSURE). To fulfill its FAA COE requirement for providing benefit to the public, 

ASSURE established a UAS STEM education program to inspire minority and underserved middle and 

high school youth throughout the US to pursue scientific degrees and careers. The program has been 

conducted in the form of summer camps over the past several years.
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Public Safety

Public Safety agencies, such as law enforcement, are in the best position to deter, detect, and 

investigate unauthorized or unsafe UAS operations. While drones can serve as a useful tool, these 

agencies also have an important role in protecting the public from unsafe and unauthorized drone 

operations. 

Through the Law Enforcement Assistance Program (LEAP), the FAA’s Office of Security and Hazardous 

Materials Safety has developed a toolbox for public safety entities on the enforcement of drone 

regulations and procedures to start a drone program. Additionally, the FAA is working on a robust 

outreach and education program targeting the law enforcement community. These initiatives include a 

series of webinars, printed materials, a 19-page document on legal operations, and a roll call training 

video, all of which are available online. 

For more information, visit https://www.faa.gov/uas/public_safety_gov/.

Enforcement

Since the promulgation of 14 CFR part 107 (August 2016), the FAA has sought civil penalties in 42 cases -

21 cases involving controlled airspace violations (Class B, Class C, etc.), 7 cases involving prohibited or 

restricted airspace violations, and 8 cases involving notices to airman violations.

In 2016 Congress increased the civil penalty for anyone who recklessly interferes with wildfire 

suppression, law enforcement or emergency response efforts. (Sec. 2205 from the 2016 bill). Since the 

enactment of the bill, the FAA has initiated no less than 4 enforcement cases under the authority 

provided in Section 2205 (49 USC 46320). The FAA continues to work with law enforcement partners on 

identifying operators who violate 49 USC 46320.

Local authorities have a range of recourse in response to persons operating UAS in an unsafe manner in 

their jurisdictions. Localities can prohibit UAS activities in and around public gatherings. The FAA has 

published a media toolkit to assist local jurisdictions in their duties to protect public safety, and works 

with localities to facilitate a better understanding of the division of authority regarding UAS activities.

The FAA strongly recommends proactive local public communication, education, and outreach. We have 

a wide range of resources available on the FAA.gov/UAS website to support both the use of drones and 

response to unauthorized drone activity by law enforcement.

For the time being, local law enforcement may apply their already existing authorities to interview and 

detain pilots who conduct prohibited drone operations. LEAP, run by FAA, takes regulatory enforcement 

actions and, as appropriate, provides aviation-related support to law enforcement agencies seeking 

criminal prosecution or conducting airborne drug interdiction. Agents also provide training to law 

enforcement officers in aviation smuggling techniques and FAA resources.

Key Research

The FAA supports UAS-related research in a number of key areas. Appendix A includes a summary of the 

FAA’s UAS research portfolio efforts.
3rd Edition 2020_v1 Page | 15

Included in the research portfolio are several key technical areas. A brief description of each is included 

below.

Remote Identification

This critical research focuses on establishing the capability to remotely identify every drone and 

determine who is operating it. Remote identification of UAS will address security and law enforcement 

concerns about UAS while also enabling greater operational capabilities for UAS. 

Detect-and-Avoid

A safe and effective DAA system is essential to ensure UAS remain well clear of all hazards, including 

manned aircraft and other UAS. DAA is needed to enable routine UAS flights operating BVLOS without 

the aid of visual observers, especially for long-range flights. DAA research is underway to support 

requirements and standards for DAA. A number of companies have developed technology intended to 

automatically detect and avoid other aircraft, but the technology is still maturing.

Command and Control (C2):

This includes research on the fundamental data links between the airborne vehicle and the operator for 

controlling the flight. C2 research is needed to support safe BVLOS operations and to mitigate the 

impacts of loss of radio links connecting the pilot to the aircraft.

Human Factors

This research is critical in understanding the connection between the human and the machine to 

incorporate the appropriate safeguards, alerts, and displays.

Forecasting

This research includes studies and accurate estimates in time and location of future types and numbers 

of UAS operations, and their effects on the NAS and ATM system.

UAS Studies

Safety research focuses on establishing safety cases for UAS operations and identifying appropriate 

safety targets for UAS based on the aircraft, its intended use, and level of airspace integration. This also 

includes research focused on classifying the risk of airborne and ground collisions of UAS based on the 

severity and likelihood of potential harmful outcomes. This research is necessary to develop FAA 

requirements and regulations needed to enable safe UAS integration.

The FAA collaborates on many UAS-related research activities with different research organizations, 

such as academia, NASA, UAS Test Sites, and standards bodies. The FAA has a Center of Excellence for 

UAS Research — also known as ASSURE — that brings together 23 of the leading UAS and aviation 

universities, including two international universities, to conduct UAS integration research. ASSURE has 

acted as the research arm of the FAA UAS integration effort to execute numerous research tasks in areas 

including C2, DAA, ground and airborne collision severity, human factors, UTM, and more. Results and 
3rd Edition 2020_v1 Page | 16

data from ASSURE research studies directly inform the FAA’s UAS integration efforts as the FAA expands 

safe UAS operations via pilot programs, standards development, and rulemaking. 

Ongoing research and further test validation are needed to meet the challenges before us. As 

technology solutions mature for BVLOS operations and as type certification helps mitigate risks for 

operations over people, programs like the IPP are helping the FAA make strides. Working actively with 

industry stakeholders to collectively identify challenges, gaps, and areas for potential harmonization is 

also valuable and helps inform regulators of the unique challenges facing this nascent industry. The FAA 

is also leveraging technological advances from industry, lessons learned from approved operations, and 

expertise from around the world. 

Safety Risk Management

The FAA is working internally to streamline its approach to safety risk management (SRM) for UAS 

operations. Conducting SRM assessments holistically, with broad consideration of the interplay between 

potential hazards and mitigations, will ultimately enable progressively more complex operations as 

operators build on previous experience and the FAA leverages lessons learned from approving various 

operations. This streamlined approach is being targeted within various efforts currently in progress to 

expand the scope of safe UAS operations in the NAS.

As the technology evolves and matures, Aviation Safety will ensure the design and operation of a flying 

car/taxi is safe, and our Air Traffic Organization will integrate these new aircraft into the National 

Airspace System. Regarding UAS cyber security generally, our research portfolio includes a UAS-centric 

risk management framework, and a UAS security control capability. This R&D work will be conducted 

with a number of partners in both the public and private sectors. We will use the information gained 

through this R&D to inform our policy and guidance. 

Five Year Outlook 

 

Within the next five years, the FAA expects to make significant regulatory progress for Remote ID, and 

Operations Over People. In addition, we will work to solve the technical challenges, such as DAA, that 

must be addressed in order to support BVLOS operations, routine package delivery and the ongoing 

evolution of advanced air mobility. This regulatory and technical progress will enable more routine 

operations which will bring societal issues such as security, privacy, and noise to the forefront.

Remote Identification Implementation

To keep pace with and further enable tremendous growth in the UAS industry, the FAA is advancing a 

forward-leaning regulatory framework.

The first priority for the FAA is remote identification. We need to be able to identify drones in flight to 

find out who their operators are, much like a digital license plate for drones. Remote ID is also a critical 

building block for the FAA’s UAS integration efforts in other arenas. We need Remote ID for routine 

BVLOS operations and package delivery or other operations in congested, low-altitude airspace. 
3rd Edition 2020_v1 Page | 17

The remote ID proposed rule was released at the end of 2019 and the final rule is scheduled to be 

published by the end of 2020.

Technical Challenges 

There are a number of different technological challenges to integration. Our existing rules require pilots 

to “see and avoid” other aircraft. A number of companies have developed technology intended to 

automatically detect and avoid other aircraft, but the technology is still maturing. Solving that challenge 

could help enable more long-range BVLOS. As mentioned above, another challenge is being able to 

remotely identify every drone and determine who is operating it. We have been working with industry 

to solve that challenge as well. A third challenge is C2 technology. The IPP Lead Participants and their 

industry partners are helping us better understand the options for overcoming some of these common 

obstacles to full integration of drones into the airspace and are informing our policy and rulemaking 

going forward.

We are working with industry to overcome these challenges, and the evolution of airspace management 

may be part of the solution, but the industry is developing the technological solutions, not the FAA. In 

addition to working with industry, we are working closely with global aviation and communications 

partners, and our fellow Civil Aviation Authorities’ regulators and Air Navigation Service Providers 

(ANSPs) from other parts of the world, international organizations and other stakeholders to ensure that 

we are developing regional and global solutions that align work everywhere and are in harmony with 

what other countries and regions are doing. 

Counter UAS

The FAA is concerned about the use of drones for malicious purposes. UAS that are not compliant, or 

that we cannot identify, pose a security risk. The FAA believes registration and Remote ID requirements 

for all UAS operators will enable more effective identification and accountability, moving more 

operators into compliance with safe operational requirements. This will also help law enforcement to 

connect an unauthorized drone with its operator, supporting better threat discrimination, education, 

and enforcement. By moving clueless and careless operators into the compliant category, our security 

partners can focus attention and response on the criminal, for which the judicious use of counter-UAS

(c-UAS) systems may be required.

To deal with malicious users, we face the need for not only defensive solutions, but also interagency 

collaboration. The 2018 FAA Reauthorization Act provides authority to the Departments of Homeland 

Security and Justice to engage in counter UAS activities to address security risks posed by UAS and 

requires authorized agencies to coordinate with the FAA when engaging in counter UAS activity that 

could affect the NAS. The FAA is working closely with federal security partners, including the 

Departments of Defense and Energy. It is clear that we do not want to create a safety hazard for other 

aircraft while addressing security risks that UAS may pose. As we conduct U.S. civil testing and 

implement the c-UAS authorities granted to DOD, DOE, DOJ and DHS, we are gaining experience, 

refining concepts of operations, and will see improved c-UAS systems with less potential for airspace 

safety impacts. This work is necessary prior to considering expanded c-UAS authorities in the future.

The FAA believes the most appropriate path is to focus on implementation of the UAS mitigation 

authority granted to DOD, DOE, DOJ and DHS, and analyze the results of UAS detection and mitigation 
3rd Edition 2020_v1 Page | 18

testing that FAA and our national security partners are planning and conducting. It is important to 

distinguish between UAS detection systems and UAS mitigation systems. Currently only DOD, DOJ, DHS, 

FAA and the DOE can legally use mitigation systems — defined as those that disrupt, damage, destroy or 

take control of a UAS posing a threat. The statutes granting such authority limit use of c-UAS systems to 

protect specific types of facilities, missions, operations, and assets under specified conditions, 

depending on the authorizing statutory language. The FAA was given relief from certain statutes, but 

only for testing impacts and performance of UAS detection and mitigation systems at airports — not for 

operational use. All other federal, state, local, and private sector entities are subject to applicable 

federal laws with respect to the acquisition, testing, or use of c-UAS mitigation systems, including, but 

not necessarily limited to, various criminal provisions of title 18 U.S.C., as well as relevant state and local 

laws. In terms of detection systems, there are some technologies that can be used by federal, state, 

local, and private sector entities to detect and track UAS, although not all forms of detection technology 

are clearly legal for use without statutory authority. However, planning and coordinating the use of UAS 

detection technology necessitates close collaboration to ensure security needs are balanced with 

airspace safety and efficiency.

Consistent with Congressional direction, the FAA executed a pilot program to evaluate the feasibility of 

integrating c-UAS equipment in the airport environment. The results of that pilot program suggested 

currently available, legal detection technologies could pose an aviation safety risk by interfering with 

aircraft navigation and air navigation services infrastructure. However, for airports who wish to deploy 

these technologies, the FAA helps make sure they are safely integrated into the airport environment. 

More information is available at https://www.faa.gov/airports/airport_safety/#SafetyGuidance. 

The FAA expects to provide supplemental information related to UAS detection system coordination as 

we refine our processes and procedures for safe UAS detection system use and coordinated operational 

response at or around airports. We are currently compiling a supplemental checklist of planning factors 

to consider, and key contacts, with which airport authorities can work in support of our common goal of 

safety in the National Airspace System. We are also working with our federal partners, major airports, 

and industry stakeholders to develop a pre-planned federal response to supports a persistent threat at a 

Core 30 airport. The goal is to identify the UAS operator(s) and end the disruption of airport operations 

as quickly and safely as feasible.

Under § 1602 of the 2018 FAA Reauthorization Act, Congress authorized mission-specific testing and use 

of c-UAS systems by DOJ, specifically for the protection of penal, detention and correctional facilities 

and operations conducted by the Federal Bureau of Prisons. The FAA is working closely with DOJ in 

executing this mission. Under § 1602 of the 2018 FAA Reauthorization Act, DHS and DOJ are authorized 

to provide support to State, local, territorial, or tribal law enforcement to ensure protection of people 

and property at mass gatherings. The supported event must be limited to a specified timeframe and 

location, within available federal resources, and without delegating any authority under this section to 

State, local, territorial, or tribal law enforcement.

The development of standards for the use of c-UAS technology is also critical. Many c-UAS technologies 

were designed for military use abroad—a context in which collateral impacts are not a significant 

concern. It is vital that c-UAS systems be tested in civil environments to determine both the impacts on 

the NAS and other critical systems as well as efficacy—especially before approximately 18,000 

independent law enforcement agencies across the country have the authority to deploy c-UAS. Due to 

the spectrum-related impacts of many c-UAS systems, some current c-UAS technologies pose a potential 

risk to safety-of-life systems, specifically Air Navigation Services critical infrastructure and on-board 
3rd Edition 2020_v1 Page | 19

avionics. C-UAS technologies can impact air-ground communications, Global Positioning System (GPS) 

dependent navigation, and other surveillance systems. The operational use of c-UAS in the National 

Airspace System also poses an indirect risk to persons and property on the ground or other aircraft in 

flight depending on how the drone responds to the c-UAS technology. Lastly, some c-UAS systems can 

interfere with authorized or compliant drone activity that may be occurring in proximity to the 

unauthorized drone.

Evolving and Expanding Role of Public Safety

The FAA utilizes the relationships that our LEAP Agents have developed with federal, state and local law 

enforcement agencies to inform and assist in the awareness of UAS security-related best practices and 

counter-UAS (C-UAS) implementation initiatives. We continue to work closely with the law enforcement 

community to investigate and enforce the unlawful operation of UAS.

The FAA also has created a cross-agency team to support Section 366 of the 2018 Reauthorization Act. 

Through its webinars, videos, and events, the FAA provides outreach to state and local governments and 

provides guidance for local law enforcement agencies and first responders with respect to identifying 

and responding to public safety threats posed by UAS, as well as using UAS to enhance local law 

enforcement and first responder effectiveness. 

More information can be found at https://www.faa.gov/uas/public_safety_gov/.

UTM Advancement

Drones can, of course, be used to deliver packages, monitor agriculture, inspect infrastructure, or 

conduct search-and-rescue missions. For all these uses and more, there must be a system in place that 

would enable safe, efficient air transportation of people and goods in uncontrolled and controlled 

airspace. This concept of UTM complements the ATM system that covers controlled airspace. The FAA 

considers UTM to be a set of federated services and an all-encompassing framework that enables UAS 

operators to conduct low altitude operations in an organized and safe manner, rather than a single 

system.

The FAA describes its specific vision, strategy, outlook, and ongoing activities related to UTM in a 

published Concept of Operations. This Concept of Operations reflects collaborative efforts across the 

FAA, as well as ongoing inter-agency efforts with NASA.

According to the latest UTM Concept of Operations, “the commercial applications and opportunities for 

unmanned aircraft system (UAS) operations, particularly at low altitudes, across a myriad of sectors 

from inspection, to survey, to monitoring, to package delivery, present enormously enticing incentives 

and business cases for an operating construct that allows for these operations within the regulatory, 

operational, and technical environment that comprises the National Airspace System (NAS). UAS 

operational needs and expected benefits are driving public and private stakeholder partnerships, led by 

the Federal Aviation Administration (FAA) and National Aeronautics and Space Administration (NASA), to 

develop and continually mature a Concept of Operations (ConOps) for UAS Traffic Management (UTM). 

This vision for UAS operations engenders a common desire to realize innovative solutions through 

public-private partnerships and the leveraging of technologies in support of emerging opportunities 
3rd Edition 2020_v1 Page | 20

while ensuring safety, security, efficiency, and equity of the NAS are maintained to the highest of 

standards.”

The latest version (2.0) of the UTM Concept of Operations may be found on the FAA’s UTM web page.

Advanced Air Mobility

In his remarks to the 2019 Uber Elevate conference, Deputy Administrator Daniel K. Elwell discussed the 

importance of taking a “crawl-walk-run” approach to integration and meeting safety mandates, done 

through collaboration between industry and government. AAM will become commercially available 

when companies have developed robust, reliable, scalable, and technically capable designs that have 

been shown to be compliant with the applicable airworthiness and safety regulations. Progress and 

results towards those goals are highly dependent upon the experience and rigor a company is able to 

put into their design.

The challenges presented by AAM cross multiple domains, including regulatory, societal, economic, 

technological, and environmental. As regulators, the FAA is focused on the policy and regulatory 

environment that sets the conditions for new entrants’ integration without overburdening the existing 

NAS infrastructure.

The FAA acknowledges that there are challenges to fitting new things into the same regulatory box. We 

are working to collect data around new advanced technologies such as DAA technology. We understand 

that language in regulations may need to be updated. We also understand that there’s a cultural change 

that will need to be managed, both across the aviation community and with the public. The FAA is 

working actively with industry stakeholders to collectively identify challenges, gaps, and areas for 

potential harmonization. In just under a year, we have hosted two AAM-focused executive roundtables 

to bring together FAA executives and industry leaders to discuss the challenges and strategic priorities of 

AAM.

Other Considerations and Challenges

The possibilities for drones are endless, but with every opportunity there are challenges that must be 

addressed. To keep UAS integration moving in the right direction, the FAA is committed to addressing 

the public’s concerns and removing the roadblocks to innovation for industry. But because of the 

volume of operations – with nearly four times as many UAS as registered manned aircraft, – and 

because of the speed of innovation – where product cycles are in months, not years, – a tremendous 

amount of work remains to be done. With appropriate funding, the FAA can maintain its momentum 

and help industry bring to market UAS technologies that protect and improve safety in our skies. This 

will need to be done in tandem with sustainable public engagement to gain the buy-in needed to expand 

UAS operations for the benefit of all. 

Pace of Innovation

Innovation is reshaping the NAS, and the pace of technological change is nothing short of amazing. 

Consider that we have registered approximately 1.4 million drones in less than four years; we have flying 

taxis in experimental design or flight testing phases at major aerospace companies like Airbus, Boeing 

and Embraer; and we have civilian space pioneers getting ready to take suborbital excursions.
3rd Edition 2020_v1 Page | 21

When it comes to drones, there is sometimes a disconnect between Silicon Valley and the traditional 

FAA approach. Drone manufacturers typically create, market, and sell drones that are ready to fly, and 

then improve upon them with software and firmware updates. The FAA, however, has a safety culture 

that requires aircraft to be completely safe and fault-free before they’re allowed to fly. This means that 

the industry is often moving faster than the FAA. The FAA is adjusting, working to improve its internal 

process so that it will enable more and more flights under the current rules. Partnering with industry is 

critical. Together the Agency and manufacturers will address the technical challenges—including 

security issues such as Remote ID and reliable onboard DAA systems—that must be addressed before 

routine, more complex operations are enabled.

The pace of UAS integration will be determined by the combined ability of industry, the operator 

community, and the FAA to overcome technical, regulatory, and operational challenges. To realize the 

full economic promise and technological advances unmanned aircraft represent, all partners must adopt 

a proactive, collaborative approach.

The FAA regulatory framework has the flexibility to evaluate and approve novel and unusual aircraft 

designs. Our recently revised performance based requirements for small airplanes (Part 23, Amendment 

64) can be combined with standards from other products, such as engines and rotorcraft. We are 

actively engaging with each AAM manufacturer prior to application to gain an understanding of both the 

vehicle and their planned operational construct, and to identify the appropriate airworthiness standards 

and determine the methods of compliance to those standards in advance of their application. 

Societal Acceptance

Through our work with IPP partners, we’ve learned that there’s an overall positive feeling toward 

integrating drones into communities, particularly where infrastructure inspection and public safety 

missions are involved. Societal acceptance will be predicated on the public expectation for safety in 

these new types of operations, as well as concerns with privacy, noise, and visual impacts. Working 

together, we can accelerate the development of the UTM ecosystem and usher in the necessary social 

transformation. It is an exciting challenge as we integrate unmanned aircraft into our nation’s airspace 

and help write a new chapter in aviation history. 

Since late 2017, the UAS Integration Pilot Program (IPP) has brought state, local, and tribal governments 

together with private sector entities, such as UAS operators or manufacturers, to test and evaluate the 

integration of civil and public drone operations into our national airspace system and to realize the 

benefits of unmanned technology in our economy. This initiative is dedicated to safely testing and 

validating advanced operations of differing types for drones in partnership with state and local 

governments in select jurisdictions.

Just as important as the technology and infrastructure roll-out is the community engagement and work 

that is being done on the local, state, and municipality level, as those entities will be hosting this 

infrastructure. The infrastructure roll-out activities will require detailed planning, zoning, and building 

that will need synchronization across our communities.

The public has real concerns regarding UAS operations with respect to safety and privacy. If people don’t 

feel safe when drones are operating around them, or they have persistent fears of drones intruding in 

their private lives, then UAS commercial opportunities will be very limited. 
3rd Edition 2020_v1 Page | 22

We not only have to ensure safety and address privacy, but we also have to actively engage with the 

public to make sure they understand how they are being protected. This needs to be a collective effort. 

The FAA has a broad set of public engagement programs, many conducted with the private sector, 

designed to increase awareness of drone activities, guidelines, rules, and best practices.

Finally, it is important to note that societal acceptance is a two-way street. Not only must we engage 

and educate the public: we must also use our engagement efforts as a way to make adjustments to 

planned operations, policy and more. 

Noise

The FAA has been working with NASA, industry, and academia to develop noise reduction technologies, 

noise metrics, and low-noise operational procedures. In addition, FAA is also developing noise 

certification requirements and procedures. The Agency has been collecting field measurement data to 

inform those requirements and procedures, as well as for improving our noise prediction models and 

tools.

Most of the proposed UAS will have vertical lift capability, forward flight capability, and will have 

distributed electric propulsion systems or hybrid propulsion. The operational mission and characteristic 

of the noise generated by these aircraft is expected to be different from existing helicopters and 

traditional general aviation aircraft. Further, the operation of UAS may be in closer proximity to noise 

receptors. In the example of AAM, vehicles are expected operate at vertiports located in urban 

areas. New noise exposure from these vehicles may cause serious noise concerns and affect the 

community acceptance of the vehicles and the flight operations.

Public acceptance will ultimately drive the success or failure of this emerging industry. As part of the IPP, 

we’re collecting data about noise characteristics. And UAS manufacturers are beginning to respond to 

these concerns. For example, after feedback about perceived noise issues in their delivery operations in 

Australia, Wing undertook a redesign of the engines to reduce annoyance levels.

Cost

The National Aviation Research Plan (NARP) details how the FAA structures and executes its Research 

and Development (R&D) to ensure the Nation’s investments are well placed and deliver results 

addressing national aviation priorities, including safely integrating UAS into the NAS. You can find the 

most recent NARP at 

https://www.faa.gov/about/office_org/headquarters_offices/ang/offices/tc/about/campus/faa_host/rd

m/media/pdf/2017_2018NARP.pdf.

Annual President’s budget submissions may include additional UAS-related funding information. They 

can be found at: https://www.faa.gov/about/budget/.

Together, all stakeholders can overcome the cost of integrating UAS into the NAS to leverage UAS and 

associated technologies for the greater benefit of society. Future success of the drone industry depends 

on both government and private sector funding, including public private partnerships (PPPs), to support 

and facilitate integration. The application of financial and human resources by academia and industry to 

support critical FAA initiatives will shorten the time required to develop technical and regulatory 
3rd Edition 2020_v1 Page | 23

standards. Significant portions of the FAA Reauthorization Act are dedicated to UAS; however, many of 

the provisions come with new rulemaking and reporting requirements, which require the FAA to actively 

engage with industry and other stakeholders to maximize available resources.

Conclusion 

 

As the Roadmap makes clear, the path to full UAS integration is paved with both challenges and 

opportunities. Public acceptance of the technology’s many potential uses will be linked to the UAS 

community’s ability to ameliorate noise, privacy and other concerns. Without public acceptance, drones 

will face challenges with widespread societal acceptance.

Nevertheless, the possible uses of UAS are many, and the potential social and economic benefits are 

countless. The pace of innovation, while a challenge for the FAA to contend with, is also an opportunity 

to see the technology mature and make its way fully into the NAS quickly. The FAA must meet that pace. 

With partnership programs like the IPP, PSP, UPP, law enforcement, ASSURE and others, we are building 

the relationships needed to advance. With remote ID and UTM progressing, we’re building the systems, 

infrastructure, and regulations needed to integrate safely. While safety and innovation are both key

measures of success, as we plan for the future, we will continue to our overarching commitment to 

safety in all we do.

Appendix A: UAS Integration Research & Development Plan 
Federal Aviation Administration

UAS Integration Research Plan

2018 – 2023

Working Draft

For Official Use Only
3rd Edition 2020_v1 Page | 25

Introduction

NMANNED AIRCRAFT SYSTEMS (UAS) 

RESEARCH is the foundation of UAS integration 

activities. Research enables informed policies, 

procedures, and regulations. UAS integration research 

aligns to FAA Strategic Priorities, FAA Priority Initiatives, UAS 

Strategic Priorities, the five-year UAS Integration Approach, and 

the National Aviation Research Plan. While UAS integration 

research is a result of these strategic priorities and initiatives, it is 

also a vital component in an iterative process.

The FAA has established and maintains partnerships with entities 

including the National Aeronautics and Space Administration

(NASA), numerous federal agencies, a dedicated UAS Center of 

Excellence (COE), UAS Test Sites, Federally Funded Research 

and Development Centers (FFRDCs), industry, academia, 

independent research organizations, and domestic and 

international standards groups.

U
3rd Edition 2020_v1 Page | 26

Integrating UAS into the National Airspace System

IRSPACE ACCESS for 

UAS in the National 

Airspace System (NAS)

will expand incrementally 

as the FAA implements a phased 

approach over the next few years. 

Current, planned, and future UASrelated research activities and results 

will enable the FAA to revise 

regulations and keep pace with the 

growing demand of NAS users. UAS 

operations are in development that 

span the airspace environment, from 

High Altitude Long Endurance 

(HALE) aircraft flying for days or

weeks, to aircraft flying only a few 

hundred feet or less above the 

ground.

A

Source: Adapted from NASA, Aeronautics Research Mission Directorate

Concept for UAS Airspace Environment
3rd Edition 2020_v1 Page | 27

Current UAS Research Landscape

The FAA plans to incrementally expand the 

operational envelope, allowing UAS operations 

with increasing levels of complexity, while fully 

maintaining critical safeguards for existing users 

of the NAS. This will ultimately allow UAS to safely 

conduct routine operations. The FAA is leveraging many 

UAS-related research activities across different research 

organizations, such as academia, NASA, UAS Test Sites, 

and standards bodies. It is leveraging technological 

advances from industry, lessons learned from approved 

operations, and expertise from around the world. It is 

expected that the demand for UAS integration will 

accelerate as technology advances and market 

opportunities evolve.

The FAA and its partners have various efforts in progress 

to expand the scope of safe UAS operations in the NAS. 

For instance, the FAA is currently working with state, 

local and tribal governments through the UAS Integration 

Pilot Program (IPP). This White House initiative partners 

the FAA with local, state and tribal governments, which 

then partner with private sector participants to safely 

explore the further integration of UAS operations into the 

NAS. The focus of the IPP activities, like all UAS 

research, is guided by the need to safely expand the current 

state of UAS integration. 

T
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Alignment to FAA’s Strategic Priorities and Initiatives

AS integration research aligns to FAA Strategic Priorities, FAA Priority Initiatives, UAS Strategic Priorities, and 

the five-year UAS Integration Approach, and informs the National Aviation Research Plan. UAS integration Uresearch is a result of these strategic priorities and initiatives and is a vital component in an iterative process.
3rd Edition 2020_v1 Page | 29

UAS Research Collaboration and Partnerships

NTEGRATION OF UAS 

operations is a multifaceted 

global challenge, requiring 

coordinated efforts within the 

FAA and across multiple agencies. 

To enable industry objectives while 

maintaining the security, safety, and 

civil rights of the public requires 

meeting multiple objectives in 

different domains. 

The FAA is taking advantage of 

independent, non-sponsored UAS 

research efforts. It is leveraging an 

evolving spectrum of UAS research 

and analyses being conducted by

government agencies, industry, 

academia, international

organizations, standards bodies, etc.

to inform rulemaking and 

operational changes that will enable 

full UAS integration into the NAS.

I

UAS Pilot 

Programs

UAS 

EXCOM

UAS Center of

Excellence

UAS Test Sites

Research 

Organizations

International 

Partners

Industry

Standards 

Groups

FAA 

WJHTC

FAA 

CAMI

MITRE

CAASD

DoT

Volpe

UAS Research Partners

 
3rd Edition 2020_v1 Page | 30

• AFRL: Air Force Research Lab • ANSI: American National Standards Institute • ASEB: NAS Aeronautics 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 Organisation 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

UAS Research Partners
3rd Edition 2020_v1 Page | 31

Operational Capabilities Towards Full UAS Integration

HE FAA’S APPROACH to UAS research is phased by operational capability. This phased approach will enable a 

managed risk-based incremental expansion of airspace access for UAS in the NAS over the next few years. The 

FAA will enable initial phases of UAS operations by issuing Experimental Airworthiness Certificates and 

processing waivers and exemptions for part 107 operations on a case-by-case basis. By collecting information and 

lessons learned, the FAA will be more informed and better positioned for rulemaking.

T
3rd Edition 2020_v1 Page | 32

he following are descriptions of the UAS 

Integration operational capabilities:

Operations Over People: Expansion of Title 14 of the 

Code of Federal Regulations (14 CFR) part 107 rule to 

enable small UAS to operate over persons not directly 

participating in the operation.

Expanded Operations: Builds upon part 107 small UAS

operations over people while expanding to beyond visual 

line-of-sight (BVLOS) operations (such as infrastructure 

or agriculture inspection), swarms, and on-airport 

operations.

Small UAS Package Delivery Operations: Enables small 

UAS fleet operators to conduct external load and 

agricultural operations that involve multiple launches and 

landings for delivering or retrieving packages or material.

Integrated Operations: Enables UAS operations to 

co-exist, with restrictions, in controlled airspace with 

manned aircraft. Includes UAS operations with large, 

properly equipped UAS at varying altitudes and on 

instrument flight rules (IFR) flight plans. Includes 

interstate delivery and small cargo operations.

Routine/Scheduled Operations: Enables regularly 

scheduled UAS arrivals and departures at Class B, C, and 

D airports and permits optionally piloted aircraft for large 

cargo operations. Air traffic control (ATC) services will be 

available to UAS operators filing IFR flight plans, and 

routine or scheduled operations will occur as the equipment 

and automation on the UAS and in the ATC infrastructure 

can accommodate them. 

Large Carrier Cargo Operations: Enables the transport of 

cargo to be conducted by remote pilots in U.S. domestic 

airspace and arrivals of remotely piloted cargo flights.

Passenger Transport Operations: Enables air taxi services 

to be conducted by remote pilots, based on vehicle 

performance requirements and type certification of the 

aircraft, its equipment, and the automation technology that 

replaces pilot functions on board the aircraft.

These operational capabilities use a “building block 

approach” where successive capabilities are informed by 

previous research. It is important to note that the research 

path differs from the path used by rulemaking, as research 

informs rulemaking and policy activities. This reflects the 

fluid nature of the UAS regulatory environment.

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Summary of Identified Needs for Operational Capabilities
3rd Edition 2020_v1 Page | 34
Advancing FAA’s UAS Research Program

s UAS technologies and business cases evolve, so will the demand for 

increased UAS operations. The FAA must keep up with the UAS 

community as operations expand, in order to ensure the safety of the 

NAS and to people on the ground. Therefore, research needs that were 

previously unanticipated may arise due to the rapid pace of the UAS 

progression, increased operations, and the associated safeguards and 

mitigations. 

The FAA will continuously re-evaluate its UAS research program to determine the 

required level of effort and to account for unanticipated changes. Because UAS 

integration challenges span multiple FAA Lines of Business (LOBs), any of which 

may sponsor UAS research, estimated levels of effort will account for cross-agency 

research resources and leverage collaboration with partners to the extent 

possible.

The FAA will continue to work with research partners to determine a path forward for addressing gaps, 

and will continue to revise research plans to reflect the dynamic nature of the UAS landscape.

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