## Materials and Methods  
The UTM system architecture shown in Figure 4 highlights the major components needed to fly a particular mission within airspace reserved for this purpose, including local volume or multiple legs of a Beyond Visual Line-Of-Sight (BVLOS) route, the UAS operator, the UAS Service Supplier (USS), Supplemental Data Service Provider (SDSP), and the Flight Management Information System (FIMS). The UAS operator is responsible for requesting airspace volumes and times, operating the  
Figure 3: University of Alaska Fairbanks (UAF)/ Alaska Center for Unmanned Aircraft Systems Integration’s (ACUASI’s) Pan Pacific UAS Test Range Complex (PPUTRC) partner locations [18] (p. 1). UAS safely and within the parameters governing the UAS within this airspace, recording the times of takeoff/landing, and noting any remarkable or abnormal events during the flight (e.g., incursion of other UAS or aircraft into the airspace and inflight emergencies). The USS serves as the primary link between the UAS operator and the central FIMS, forwarding airspace requests and UAS position information to the FIMS and returning airspace request status, emergency notifications, and other airspace picture information to the UAS operator. The SDSP provides an additional layer of information for some missions, such as local weather and terrain data. The FIMS is the central core of the UTM system, responsible for maintaining the overall air picture, deconflicting missions, approving/modifying airspace, tracking UAS flights, and advising USS providers of high-priority UAS or manned aircraft missions. The UTM system provides for two levels of data portals into UAS operations, accessible at the USS provider level. The public portal allows the general public to visualize generic information on the UAS flying in the local area or other locations. The public safety portal allows public safety officers access to additional information about the UAS missions (e.g., owner and contact information). USS providers may communicate via the FIMS and relay a request for information regarding UAS under the control of other USS providers. In examining a conceptual overview of how the UTM elements might interact in support of a typical mission, Figure 5, multiple USS providers are located throughout an area in support of various UAS operators and are in constant communication with both their UAS operators and the centralized FIMS. In addition, the USS providers are registered within a centralized USS Discovery Service and may be made aware of one another for the purposes of resolving emerging airspace issues (e.g., incursion of a UAS from its approved airspace into another airspace due to vehicle malfunction or extreme weather). Table 1 summarizes UAF/ACUASI's participation in the UTM program. Campaigns were primarily performed at UAF's main campus and the Poker Flat Research Range (PFRR). TCL2a was a centralized effort performed under NASA's supervision at Reno-Stead Airport in Nevada. UAS employed were all in the small UAS (sUAS) category (under 55 lbs. ), and all were either single rotor (ING Responder) or multirotor UAS, with the exception of the Aeromao Aeromapper fixed-wing UAS utilized in TCL1. UAS were selected for the missions based on their ability to support mission objectives, flexibility in performing various roles, reliability/availability of parts, ease of use, and cost. Figure 4: UTM architecture [19] (p. 9). A central tenet in UAF's strategy for the UTM program has been to work in areas that will both benefit NASA/FAA and those mission sets and capabilities in which the test site is vested. As such, the team focused efforts on increased support for Beyond-Visual-Line-of-Sight (BVLOS) flights in high-latitude locations, such as is common in Alaska. This includes systems enabling improved navigation and long-range communications, as well as tools supporting multiple simultaneous UAS operations and increased ability to operate in cooperation with geofences.