Update? Calibrate!

Software and firmware run the world of UAS, and some developer/manufacturers offer/require frequent updates. Updates are a component of the maintenance process for any UAS and should be manually checked at minimum, every 30 days. We recommend that any old software/firmware versions be archived if possible, in the event of problems encountered with a new update. Rolling back software is a good option (when possible).  In addition to archiving old software/firmware versions (when possible), it is required by the FAA that any maintenance be logged. This includes logging any software/firmware updates to the aircraft system.

For many UAS pilots/operators, the process ends at the update. In fact, many updates occur in-field with automated software updates being required by some manufacturer/developers, so the pilot uses WiFi or cellular connection to update the aircraft, controller, software, or battery, just before flying the next mission. There have been many instances where the next action with the aircraft is to begin the planned mission.

This is a mistake.

Any time software or firmware on the aircraft, tablet, battery, IMU, or other component of the aircraft is implemented, it is recommended that the aircraft be re-calibrated. This step is frequently put aside in interests of time, and can result in disaster.

The issue this pilot had could have been avoided had the aircraft and system been recalibrated prior to flight. The aircraft is a total loss due to compass error.

Software/Firmware updates are not always reliable and in some cases, result in safety issues. Recalibration is an important step in mitigating risk due to unknown factors generated via the software/firmware update process.  Compass, accelerometer, etc all must be recalibrated. It is also a good idea to let the aircraft sit for a few minutes after powering up, to acquire all satellites prior to flight after a recalibration.

Take 5 to avoid issues. Calibrate after every software/firmware update, and log the calibration along with the notice of update/firmware changelog.  Your flights will be more safe and confident.

 

By | November 27th, 2018|Uncategorized|0 Comments

UAVs in Public Safety – H520 Roadshow – Williamsport, PA

WestWind and Sundance Media Group have partnered together to showcase UAVs (Unmanned Aerial Vehicles) in Public Safety. This unique roadshow is designed to educate agencies (law enforcement, fire, EMS, and other first responders) on the value of a turnkey drone program and how implementing drones into the workflow can decrease costs and personnel risks and increase efficiencies. This free introduction to “UAV as a Tool” will showcase the new Yuneec H520 hexacopter and the DataPilot mapping program, as well as other accessories and technologies that create a turnkey UAV solution for a variety of public safety applications.

  • Search and Rescue
  • Accident Reconstruction
  • Crime Scene Mapping
  • Crowd Control
  • Active Shooter Scenarios
  • Intelligence-gathering
  • Photographing Remote Crash Sites
  • Airborne communication Repeater Platforms
  • Terrain Mapping
  • Crash/Disaster Site Monitoring
  • Enhance Safety at a Contaminated Scene
  • Fire Scene Management Tools with Thermal Imaging & Resource Management
  • Value of a birdseye view of operations on a large scene

Our presenters will also showcase FoxFury Lighting SolutionsHoverFlyVenom Power,  and Hoodman USA accessories.

Join us for a two hour presentation, light snacks and beverages.

If you have any questions about the roadshow or its location, please email rsvp@sundancemediagroup.com.

REGISTER HERE

Be sure to bring all your drone / UAV / sUAS questions with you!

Fire & H520

By | September 19th, 2018|0 Comments

Part 91, 101, 103, 105, 107, 137: WHAT’S THE DIFFERENCE?

All these FARs, what’s a drone pilot to do in order to understand them? Do they matter?

YES!

In virtually every aviation pursuit except for sUAS, an understanding of regulations is requisite and part of most testing mechanisms.  As a result, many sUAS pilots holding 

a Remote Pilot Certificate under Part §107 are woefully uninformed, to the detriment of the industry.

Therefore, sUAS pilots would be well-served to inform themselves of how each section of relevant FARs regulate components of aviation.

Let’s start by digging into the intent of each Part.

  • §Part 91 regulates General Operating and Flight Rules.
  • §Part 101 regulates Moored Balloons, Kites, Amateur Rockets, Unmanned Free Balloons, and some types of Model Aircraft.
  • §Public Law Section 336 regulates hobby drones as an addendum to Part 101.
  • §Part 103 regulates Ultra-Light Vehicles, or manned, unpowered aviation.
  • §Part 105 regulates Skydiving.
  • §Part 107 regulates sUAS
  • §Part 137 regulates agricultural aircraft

RELEVANT PARTS (Chapters):

Part §91

This portion of the FARs is barely recognized, although certain sections of Part 91 may come into play in the event of an action by the FAA against an sUAS pilot. For example, the most concerning portion of Part 91 is  91.13, or “Careless or Reckless Operation.” Nearly every action taken against sUAS pilots have included a charge of 91.13 in the past (prior to 107).

Specific to drone actions, The vast majority of individuals charged have also included the specific of a 91.13 charge.

sUAS pilots whether recreational or commercial pilots may be charged with a §91.13 or the more relevant §107.23 (reckless)

It’s pretty simple; if there are consequences to a pilot’s choices and actions, it’s likely those consequences also included a disregard for safety or planning, ergo; careless/reckless. The FAA has recently initiated actions against Masih Mozayan for flying his aircraft near a helicopter and taking no avoidance action. They’ve also taken action against Vyacheslav Tantashov for his actions that resulted in damage to a military helicopter (without seeing the actual action, it’s a reasonable assumption that the action will be a §91.13 or a §107.23 (hazardous operation).

Other parts of Part 91 are relevant as well. For example;

  • §91.1   Applicability.

(a) Except as provided in paragraphs (b), (c), (e), and (f) of this section and §§91.701 and 91.703, this part prescribes rules governing the operation of aircraft within the United States, including the waters within 3 nautical miles of the U.S. coast.

The above paragraph includes sUAS.  Additionally, Part 107 does not exclude Part 91. Airmen (including sUAS pilots) should be aware of the freedoms and restrictions granted in Part 91.

§91.3   Responsibility and authority of the pilot in command.

(a) The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft.

(b) In an in-flight emergency requiring immediate action, the pilot in command may deviate from any rule of this part to the extent required to meet that emergency.

(c) Each pilot in command who deviates from a rule under paragraph (b) of this section shall, upon the request of the Administrator, send a written report of that deviation to the Administrator.

§91.7   Civil aircraft airworthiness.

(a) No person may operate a civil aircraft unless it is in an airworthy condition.

(b) The pilot in command of a civil aircraft is responsible for determining whether that aircraft is in condition for safe flight. The pilot in command shall discontinue the flight when unairworthy mechanical, electrical, or structural conditions occur.

§91.15   Dropping objects.

No pilot in command of a civil aircraft may allow any object to be dropped from that aircraft in flight that creates a hazard to persons or property. However, this section does not prohibit the dropping of any object if reasonable precautions are taken to avoid injury or damage to persons or property.

§91.17   Alcohol or drugs.

(a) No person may act or attempt to act as a crewmember of a civil aircraft—

(1) Within 8 hours after the consumption of any alcoholic beverage;

(2) While under the influence of alcohol;

(3) While using any drug that affects the person’s faculties in any way contrary to safety; or

Sound familiar?

SubPart B also carries relevant information/regulation with regard to operation in controlled airspace, operations in areas under TFR ((§91.133), operations in disaster/hazard areas, flights during national events, lighting (§91.209)

PART 101

Part §101 has a few applicable sections.

Subpart (a) under §101.1 restricts model aircraft and tethered aircraft (balloons). Although subpart (a.4. iiv) is applicable to balloon tethers, there is argument that it also applies to sUAS. Subpart (a.5.iii) defines recreational flight for sUAS/model aircraft.

 

Finally, §101.7 re-emphasizes §91.15 with regard to dropping objects (may not be performed without taking precautions to prevent injury or damage to persons or property).  Public Law 112-95 Section 336 (which may be folded into a “107 lite” version), clarifies sections not added to Part 101.

Bear in mind that unless the pilot follows the rules and guidelines of a NCBO such as the AMA, AND the requirements of that NCBO are met, the flight requirements default to Part 107 requirements.

PART §103

Part §103 regulates Ultralight vehicles (Non powered, manned aviation)

Although no component of Part §103 specifically regulates UAV, it’s a good read as Part 103 contains components of regulation found in Part 107.

PART §105

Part §105 regulates Skydiving.

Part §105 carries no specific regulation to sUAS, an understanding of Part 105 provides great insight to components of Part 107. Part 107 has very few “new” components; most of its components are clipped out of other FAR sections.

PART §107

Although many sUAS pilots “have their 107,” very few have actually absorbed the FAR beyond a rapid read-through. Without a thorough understanding of the FAR, it’s difficult to comprehend the foundation of many rules.

PART §137

Part 137 applies specifically to spraying crops via aerial vehicles.

Those looking into crop spraying via sUAS should be familiar with Part 137, particularly with the limitations on who can fly, where they can fly, and how crops may be sprayed.
One area every ag drone pilot should look at is §137.35 §137.55 regarding limitations and business licenses.

The bottom line is that the more informed a pilot is, the better pilot they can be.  While there are many online experts purporting deep knowledge of aviation regulations and how they specifically apply to sUAS, very few are familiar with the regulations in specific, and even less informed as to how those regulations are interpreted and enforced by ASI’s. We’ve even had Part 61 pilots insist that the FSDO is a “who” and not a “what/where.” Even fewer are aware of an ASI and how they relate to the world of sUAS.

FSIM Volume 16

It is reasonably safe to say that most sUAS pilots are entirely unaware of the Flight Standards Information Management System, aka “FSIMS.” I’ve yet to run across a 107 pilot familiar with the FSIMS, and recently was vehemently informed that “there is nothing beyond FAR Part 107 relative to sUAS. Au contraire…

Familiarity with the FSIMS may enlighten sUAS operator/pilots in how the FAA examines, investigates, and enforces relevant FARs.

Chapter 1 Sections 1, 2  and 4 are a brief, but important read, as is Chapter 2, Section 2.

Chapter 3 Section 1 is informational for those looking to apply for their RPC Part 107 Certificate.

Chapter 4 Sections 2, 5, 7, 8 are of particular value for commercial pilots operating under Part 107.

Volume 17, although related only to manned aviation, also has components related to 107, and should be read through (Chapters 3 & 4) by 107 pilots who want to be informed.

Gaining new information is always beneficial, and even better if the new information is implemented in your workflow and program. Become informed, be the best pilot you can be, and encourage others to recognize the value in being a true professional, informed and aware.

 

 

CSI and sUAS: Tools for the Crime Scene Analyst

FoxFury, Pix4D, Sundance Media Group (SMG), and the Nevada Drone Center of Excellence came together during the InterDrone Conference, sharing techniques and technology used for capturing forensic scenes during night hours. This event will be repeated during the Commercial UAV Expo in Las Vegas on October 3, at the WestGate hotel. Register now for the Commercial UAV Expo CSI demonstration.

Sundance Media Group and the CSI data may also be viewed at Booth #5413 at the Global Security eXchange Security Conference and Expo, September 23-27 in Las Vegas, NV at the Las Vegas Convention Center.  Register for the GSX show HERE.

Douglas Spotted Eagle addresses a crowd gathered for a crime scene/sUAS demo with local crime scene investigators, FoxFury, Pix4D, and Sundance Media Group

As you’d expect, the ratio of nighttime vs daytime crime is much higher,” said one investigator from a local law enforcement agency. “This sort of training and experience provides greater depth to our toolkit. We are grateful to have partners willing to research and share experiences that may benefit our agency.”

Using FoxFury Nomad Hi CRI, daylight-balanced lighting, to light the scene in an area of East Henderson where no power and no available light existed, the team used Hollywood makeup techniques, a bit of stage blood, and shell casings to re-create a genuine crime scene. The “crime scene” was kept pristine as nearly 100 attendees looked on.

The FoxFury Nomads, properly positioned, provide a no/low-shadow environment with accurate colors.

Most LED lighting systems will generate a color-cast that may create problems in the post-capture investigation. Moreover, the lights do not require cabling that can trip up those on-scene, or create their own form of scene contamination. To place them, we merely pull down three legs, raise the pillar, and power up the lights. At half intensity, the lights provide approximately 12 hours of lighting,” says Douglas Spotted Eagle of Sundance Media Group. The FoxFury Nomads may be charged over a 12v connection in a patrol/support vehicle as well. 

FoxFury Rugo’s are placed on the aircraft for additional lighting as well as for FAA compliance. The Rugo provides a constant flash indicator in addition to options for Flood, Flat, or Pinspot light distribution. The Rugo mounts for the Yuneec and DJI products offer a 360 swivel, allowing for light control in any direction. Users may choose from four intensities in addition to the flash/cycle option.

 

James Spear talked about the aircraft lighting, saying “We use the FoxFury Rugo’s for our scene and night lighting not only due to the many options for lighting focus, but also because of the interchangeable batteries. At full intensity, we enjoy about an hour of flight time, yet the lights will operate for up to three hours at lower intensities.”

Ground Control Points were laid into place on the perimeter of the scene, taking care to ensure no one stepped into the scene. These are used as tie-points during the 2D and 3D assembly of the data, using Pix4Dmapper. The GCP’s for night capture are painted with Day-Glo paint colors for bright visibility and identification in the darkness of night. Similar techniques may be employed during thermal mapping projects (Pix4Dmapper on the desktop may be used for thermal mapping if the thermal camera properly embeds/captures meta-data). Shown here by Brady Reisch of the SMG team, the GCP’s are a highly-valued component to set scale constraints to the scene.

The area was flown with a drone equipped with a camera capturing GPS location, capturing a reduced area for purposes of avoiding flight over persons, and for expediency during the demonstration.

The pilot, wearing a Brother AiRScouter HUD, is able to simultaneously observe the aircraft and telemetry. Attendees of the event had opportunity to wear the HUD and appreciate the value of a constant display that enables pilots to observe the aircraft, telemetry, and video data, all at once.  Jennifer Pidgen of SMG commented, “We have equipped each of our pilots with the AiRScouter system not only for these scenarios, but more importantly for those times where we’re inspecting critical detail and looking away from the aircraft may increase risk. The AirScouter enables our pilots to observe the aircraft flying closely to objects while providing a constant stream of information to the pilot.”

The sUAS captured nearly 100 photos used to create the overall model/map of the scene. Normally, the scene would encompass the entire area in the event that there may be more clues hidden in the brush or sandy areas surrounding the site. Thermal may also be used to search for other bodies, or persons involved in the crew.

The images were then taken into the Sundance Media Group AVOC computers, where we assembled them as a low-resolution 2D file to verify all areas of the scene were adequately captured,” said Sam Pepple, of Pix4D. “Once verification and confirmation are complete, the scene may be released to the rest of the CSI team for standard investigation. Following the low-resolution verification, a high-resolution image was processed and evaluated by the team, as shown in the Pix4D booth at InterDrone.”

The point cloud of the scene is shared online here. Hold CTRL+SHIFT to rotate the scene in 3 dimensions.

Once the scene is captured, the rectified scene may be viewed internally or via secured online site by CSA, or Crime Scene Analysts, allowing measurements to be verified, retaken, or examined from a multitude of angles. 

The Sundance Media Group team will be demonstrating this experience at the Commercial UAV Expo in Las Vegas on October 3. Location TBA, near the WestGate hotel (walking distance).  REGISTER HERE. It is recommended that attendees register early. The last event ran out of space/slots within three days.

Thank you to Pix4D, FoxFury, Brother, NDCOE, WestWind Unmanned, Las Vegas Metro, Henderson PD, and Sundance Media Group for their efforts to bring this to the attendees of the InterDrone event.

Douglas Spotted Eagle addresses a crowd of nearly 100 attendees at the CSI demo.

Sam Pepple of Pix4D addresses the crowd, describing how Pix4D will be used to capture the scene, the importance and value of GCP, and why these models are valuable to crime scene investigators. 

An investigator briefs the crowd on how UAS are changing the face of scene capture, and details how a scene is approached, observed, captured, and processed.

We captured the scene using multiple drones. Brady Reisch captured video of the event; we’ll soon have that available for viewing.

The SMG AVOC was the hub of activity prior to the night flight. Pizza and drinks provided by FoxFury and Pix4D.

The FoxFury Rugo lights are a key component to SMG night flight. They may be mounted  to nearly any sUAS platform including Yuneec H520, Hplus, DJI Phantom, Inspire 1, Inspire 2, Matrice 200 series, AEE Mach 4, and many others.

By | September 10th, 2018|Drone, Public Safety, sUAS, sUAS, sUAS Safety, Technology, Training, UAV|0 Comments

Sundance Media Group Training with DMA and Yuneec

Sundance Media Group, LLC (SMG) has been busy this past quarter of 2017 and in an effort to share more of our experiences within the UAS industry, we will post articles more often.  No easy feat when we are more often in the field than in the office!

With most of the clients we train, there is a discussion of which platform is best to use.  Our answer, or rather question, is always the same:  “What is the purpose of UAV as a Tool within your business?”  Every UAV has a slightly different set of benefits and functions and it’s important to source the best equipment for the job at hand.

Early in August, there was an announcement that shook up the drone industry:  U.S. Army grounded its use of all drones and components made by Chinese manufacturer DJI citing concerns of “cyber vulnerabilities”.  As a result, several branches of the military have been investigating other UAV/UAS options.

Subsequent to having their original selection of UAV aircraft grounded for security breaches, the Defense Media Activity (DMA), reached out to SMG for consultation and to identify and train on aircraft that would meet the security directive issued by the Department of Defense.  The DMA is a component of the Department of Defense, in use of UAV for newsgathering, image capture, and field deployment.

Sundance Media Group recommended the Yuneec H520 and Typhoon H480 platforms, and the DMA immediately went about verifying the security statement provided by Yuneec USA regarding security of their platform.

From Yuneec’s Press Release from August 29, 2017:

“Yuneec’s customers recognize the importance of keeping data and images secure. The Yuneec data ecosystem empowers users and organizations to control their data at all times. Yuneec commercial sUAS do not collect and do not share telemetry or visual data to internal or external parties.”

On September 18, 2017, the Department of the Army, the sponsor of UAV programming, did certificate the Yuneec platform as a secure system that may be used for VFR DoD activity in accordance with existing COA’s. The impact of this certification is that the DoD’s DMA division has been able to immediately, securely replace their previous aircraft with an authorized platform that meets security requirements of the military.

According to leadership at the DMA, the Yuneec platform is the only “ready to fly”/ “off the shelf” product currently enjoying the Airworthiness certification for military use. While the new Yuneec H520 was not immediately available for the DMA to purchase, the DMA purchased several Yuneec Typhoon H’s.

Ultimately, the DMA contracted Sundance Media Group for training on their new Yuneec Typhoon H aircraft and with this DoD certification, SMG went to work in providing access to the certificated aircraft, creating a specific training manual and operational documentation for the DMA team.

The SMG team spent September 22 & 23 working with the DMA.  Our instructors, Luisa Winters and Douglas Spotted Eagle spent time going over standard safety practices with the Yuneec platform, the theory of night flight, and in the field working on practical operational use of the aircraft.  As beta testers of the Yuneec H520 platform, we also had the opportunity to demonstrate the new Yuneec H520 platform.

The DMA serves as a direct line of communication for news and information to U.S. forces worldwide. The agency presents news, information and entertainment on a variety of media platforms, including radio, television, internet, print media and emerging media technologies and Sundance Media Group is pleased to be a provider of services that not only meet the quality requirements of the Department of Defense, but also meeting the security requirements set forth by the Department of Defense.

The DMA also had their team film our training days for the creation of a DoD video showcasing how the DMA will be using these sUAS as a media tool.  Once that commercial is finalized, we will be sure to share the link out as well.

Educate.  Mitigate.  Aviate.  Empower your Aerial Workflow.

 

(On a side note, during our day training, we were graced with the presence of a bald eagle!)

 

 

 

 

 

 

 

 

 

 

 

By | October 1st, 2017|Drone, Regulations, sUAS, Training, UAV|0 Comments

UNDERSTANDING TURBULENCE for sUAS

UNDERSTANDING TURBULENCE for sUAS

 

Image result for drone crash, buildingAs sUAV/drones become more and more popular, it seems that more and more of them are striking the sides of buildings, trees, or poles without the pilot understanding why.
“It was flying fine and all of a sudden it zipped up and into the side of the building.” “Everything was great until the drone had a mind of its own and flew straight to the ground.”
“The drone was flying over the trees and all of a sudden it spun around and dropped into the trees.”

Reading forum conversations around the internet suggests this is a common, yet unfortunate and avoidable experience.

First, let’s establish that flying in GPS mode may be ineffective when very close to a building. Signal may be lost, and this could explain a few of the building strikes.

However, far and away more likely in most instances the UAV was caught in a “rotor.” These are also known as up/down drafts, lee waves, or cross-winds, depending on which aviation discipline one adheres to. Needless to say, these phenomenon do exist, and play havoc with any sort of aerial activity whether it’s wingsuiting, parasailing, skydiving, model aircraft flight, swooping, small aircraft, and particularly light-weight multirotors.

Image result for wind turbulence map
THESE “WAVES” ARE INDICATORS FOR MANNED AVIATION AND CONSTRUCTION CREWS, YET THE PRINCIPLE IS
ONLY A MATTER OF SCALE.

Even when a manufacturer provides a statement of stability in “X” winds, this should not fool a pilot into thinking that the sUAS is turbulence-resistant. Given enough turbulence or infrequency of a wave, the UAV will become unstable.

It’s always better to be down here wishing we were up there, instead of being up there wishing we were down here.

The first rule is to set wind limits. Small quad-craft should stay on the ground at windspeeds of greater than 12mph/5.5 meters per second. Hexcopters should consider grounding themselves at 22mph/10meters per second. Of course, this figure may vary depending on your organizations policy and procedures manual, insurance requirements, or payload on the sUAS.

This video provides some demonstration of the cycle of the wave and how a gyro and accelerometer might cope with the cycles. Notice how all the aircraft are “cycling” in an attempt to maintain altitude and position, even as the waves of the wind rotate?

Truly, knowing about them is half the battle. Staying away from them is the rest of it. Failing the former, being able to manage the craft in turbulence is the next-best step.

A building blocks the wind on one side (windward side) and on the opposite side (leeward side) the wind will pay all sorts of havoc with any flying object. Winds will extend in distance up to four times the height of the obstacle, and two times the actual height.

Understanding Turbulence 2

40×4=160 feet. Therefore, for 160’ beyond the obstacle at ground level, your multirotor is at risk for catching either a down draft or an updraft.

Huh?

OK, say there is a building that is 40 feet in height, and you have a medium wind blowing. Gusting or steady, it makes no difference.

40×4=160 feet. Therefore, for 160’ beyond the obstacle at ground level, your multirotor is at risk for catching either a down draft or an updraft. Either way, the airframe/hull is not in clean air. In extremely high velocities (high winds) the ratio of obstacle/distance may be as great as 15X (of course, a UAS would likely not fly in these winds)!

In terms of height, depending on wind velocity, the UAV may have to climb as high as 80’ to find clean air above an obstacle. yet at 80′ AGL, the winds are likely entirely different as well, depending on the weather and other obstacles in the area.

The air goes over the obstacle and is “pulled” to the ground (downdraft), where it then “bounces” upward (updraft) and tries to resume its level flow.

These phenomena are entirely independent of  sinks,thermal rises, dust devils, and the like.

This also occurs in natural/unbuilt up areas. Trees, canyons, ridges, rock-lines; any large object will incur rotors. Avoid them. It’s virtually impossible to determine exactly where the down draft vs. the updraft may be occurring, and the location of these dirty winds will change with swind velocity.

Understanding-Turbulence-3

FLYING IN URBAN ENVIRONMENTS

When wind flows between buildings, the mass of the air/gas is compressed. This results in an increase in velocity. Think of squeezing hard on a tube of toothpaste, compressing the contents through the tiny hole in the end of the tube. This increases the speed/velocity at which the toothpaste squeezes out. The same thing occurs with moving air between buildings or other solid objects.

Depending on the wind speed, the increase may require as much as 4-10 times the distance before the winds return to “normal” velocity seen before the gap or corner.

Image result for Wind
IMAGE COURTESY OF RHEOLOGIC

Ground winds and winds “aloft” (true winds aloft are beyond the reach of most UAS operations) are rarely equal. Winds at 50′ are rarely the same as winds at ground level in an urban or suburban environment.  Even small berms in the ground can cause jarring turbulence (as shown above) that settle in the low areas. These urban “microclimates” can be very problematic for light weight UAS in required-precision environments.

Turbulence

Here is a more complex example of winds blowing at 22mph in an urban environment.

Complex Winds.JPG

complex winds 2

Compression of the flow due to building dynamics push the wind into more than 40mph in some areas. While the overall winds, and reported winds in the area suggest that the windspeed is perfectly acceptable for most commercial aircraft, turbulence and accelerated velocities within tight areas are far beyond the risk limits of most small UAS’.

Flying from warm sands to flying over water on a hot summer day may also create challenges to smooth and level flight.

DUST DEVILS

Dust devils are summertime phenomena that can be very dangerous to humans anywhere a UAS may be flying. If they happen in a city, there is usually ample evidence of their existence, as debris flies high in the “funnel.” These nasty actors can show up anywhere there is hot asphalt, sand, dirt, and if that mass of rapidly moving air connects with a cool surface, they can turn violent very quickly, slinging a sUAS far from its intended flight path.
Image result for dust devil Image result for dust devil

DUST DEVILS IN THE NEVADA DESERT CAN BE FRIGHTENING, ESPECIALLY WHEN TWO OR THREE COMBINE INTO ONE VORTEX.

If by chance a dust devil is seen climbing in the distance, prepare to bring the aircraft home and land. If the dust devil is anywhere near the vehicle, climb in altitude while moving in any direction away from the dust devil. They are usually very short-lived.

Image result for dust devilIMAGE COURTESY WASHINGTON POST

How do we avoid getting caught in turbulent air? The long answer is “experience.” Flying in these challenging spaces teaches us to find the lee, based on the behavior of the UAS, which will always be slightly latent to the wind.
The short answer is to study environments. Look at the wind indicators that might normally be missed.  Learn to read the environment; it’s not hard once one begins to look for the details around buildings, trees, brush, monuments, chimneys, and other ground obstacles.

Two standard practices that may save pilots from troubles;

  • Always use a windmeter/anemometer, and check the winds frequently in midday flights.
  • Have a corporate or personal policy of a hard-deck/stop speed.  This eliminates wishy-washy/should I/shouldn’t I decisions in the field.  Our cap for teaching students with a Hexcopter/Yuneec Typhoon H is 16mph. If a gust crosses 16, we immediately stop, and wait it out to determine the wind trendline.

Another practice (although not standard) is to put a 5′ stream of crepe’ paper on a stick at eye level or so. This WDI, or Wind Direction Indicator, will immediately demonstrate changes in windspeed or direction, both clues that the weather may be rapidly shifting.

Determine distances from obstacles as accurately as possible prior to flight in order to best understand where the rotors will occur.  Doing so goes a long way to maintaining control and safety when the drone is in flight. With a bit of experience, one rarely needs to worry about obstacle turbulence.

Happy flights!
~dse

PUBLISHED BY DSE:

I’ve been a successful sales manager, musician, film/video professional, instructional designer, and skydiver. Picked up a few pieces of gold, brass, titanium, and tin along the way. This blog is where I spill my guts about how I’m feeling at any given moment, and maybe a blurb or two about what’s happening in the sales, video, or skydiving worlds.
By | December 31st, 2015|sUAS Regulation, sUAS Safety, Technology, Training|0 Comments