Tag Archives: Aircraft insurance

FAA Issues – Drone Rules

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Press Release – U.S. Department of Transportation Issues Two Much-Anticipated Drone Rules to Advance Safety and Innovation in the United States

For Immediate Release

December 28, 2020
Contact: pressoffice@faa.gov

WASHINGTON — The U.S. Department of Transportation’s Federal Aviation Administration (FAA) today announced final Drone Rules for Unmanned Aircraft (UA), commonly known as drones. The new rules will require Remote Identification (Remote ID) of drones and allow operators of small drones to fly over people and at night under certain conditions. These rules come at a time when drones represent the fastest-growing segment in the entire transportation sector – with currently over 1.7 million drone registrations and 203,000 FAA-certificated remote pilots.

Remote ID will help mitigate risks associated with expanded drone operations, such as flights over people and at night, and both rules support technological and operational innovation and advancements.

“These final rules carefully address safety, security and privacy concerns while advancing opportunities for innovation and utilization of drone technology,” said U.S. Secretary of Transportation Elaine L. Chao.

Remote ID (PDF) is a major step toward the full integration of drones into the national airspace system. Remote ID provides identification of drones in flight as well as the location of their control stations, providing crucial information to our national security agencies and law enforcement partners, and other officials charged with ensuring public safety. Airspace awareness reduces the risk of drone interference with other aircraft and people and property on the ground.

Equipping drones with Remote ID technology builds on previous steps taken by the FAA and the drone industry to integrate operations safely into the national airspace system. Part 107 of the federal aviation regulations currently prohibits covered drone operations over people and at night unless the operator obtains a waiver from the FAA. The new FAA regulations jointly provide increased flexibility to conduct certain small UAS without obtaining waiver.

“The new rules make way for the further integration of drones into our airspace by addressing safety and security concerns,” said FAA Administrator Steve Dickson. “They get us closer to the day when we will more routinely see drone operations such as the delivery of packages.”

The Remote ID rule (PDF) applies to all operators of drones that require FAA registration. There are three ways to comply with the operational requirements:

1. Operate a standard Remote ID drone that broadcasts identification and location information of the drone and control station;

2. Operate a drone with a Remote ID broadcast module (may be a separate device attached to the drone), which broadcasts identification, location, and take-off information; or

3. Operate a drone without Remote ID but at specific FAA-recognized identification areas.

The Operations Over People and at Night rule (PDF) applies to Part 107 operators. The ability to fly over people and moving vehicles varies depending on the level of risk a small drone operation presents to people on the ground. Operations are permitted based on four categories, which can be found in the executive summary (PDF) accompanying the rule. Additionally, this rule allows for operations at night under certain conditions.

The final rule requires that small drone operators have their remote pilot certificate and identification in their physical possession when operating, ready to present to authorities if needed. This rule also expands the class of authorities who may request these forms from a remote pilot. The final rule replaces the requirement to complete a recurrent test every 24 calendar months with the requirement to complete updated recurrent training that includes operating at night in identified subject areas.

Both rules will become effective 60 days after publication in the Federal Register. The Remote ID rule includes two compliance dates. Drone manufacturers will have 18 months to begin producing drones with Remote ID, with operators having an additional year to start using drones with Remote ID.

For general inquiries on these new regulations and other UAS inquiries, please call 844-FLY-MY-UA or email the FAA.

AMATEUR-BUILT FATAL ACCIDENT TOTAL DROPS AGAIN

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EXPERIMENTAL, AMATEUR-BUILT FATAL ACCIDENT TOTAL DROPS AGAIN, BELOW FAA NOT-TO-EXCEED GOAL

Fatal accident – Continues decade-long improvement in safety

EAA AVIATION CENTER, OSHKOSH, Wisconsin — (November 17, 2020) — Safety totals for experimental amateur-built aircraft continued the decade-long improvement trend in 2020, as fatal accident totals finished below the Federal Aviation Administration not-to-exceed number for the 12 months ending September 30, 2020.

Over the 12-month period from October 1, 2019, through September 30, 2020, which mirrors that federal government fiscal year, total fatal accidents in experimental aircraft dropped more than 15 percent from the previous year, to 44 total fatal accidents including 32 in amateur-built aircraft – an 18 percent drop. The 44 fatal accidents were eight percent below the FAA’s not-to-exceed number of 48 for Fiscal Year 2020.

“This is outstanding news as far as the continuing trend of lower accident totals in experimental category and amateur-built aircraft, especially as total flight hours increased over the past 12 months,” said Sean Elliott, EAA’s vice president of advocacy and safety. “The FAA continues to challenge our community by lowering the not-to-exceed number each year and we have met that challenge over the past decade, as we have seen fatal accident totals drop by nearly 40 percent for both experimental and amateur-built aircraft over the past decade.”

As a comparison, experimental category fatal accidents totaled 73 for the yearlong period ending on September 30, 2011, with 51 of those in amateur-built aircraft. Along with the amateur-built subcategory, the FAA’s experimental category includes other aircraft groups such as experimental/exhibition, experimental/light-sport aircraft, and research-and-development aircraft, among others.

The drop in experimental category accidents mirrors and, in some cases, exceeds the decline in overall general aviation fatal accidents over the past decade. Elliott noted that the overall fatal accident numbers for experimental category aircraft remain much lower than other recreational pursuits, such as boating and driving all-terrain vehicles.

EAA has worked closely with the FAA and NTSB on recommendations to reduce fatal accidents, including through participation in the FAA General Aviation Joint Steering Committee. Efforts have also included thousands of copies of the EAA Flight Test Manual now in the hands of amateur-built aircraft owners and the increasing use of an additional safety pilot during initial flight testing in amateur-built aircraft. Other safety initiatives ranging from regular safety webinars and the annual Founders Innovations Prize have also put the spotlight on safety for experimental category aircraft.

“While we are seeing already very small numbers, the continual emphasis on safety for all of us can never be overstated,” Elliott said. “This is a trend that must continue as we pursue ever-higher levels of safety. We must focus on training, safety enhancements, and good pilot skills to complement the ever-improving technology in today’s aircraft cockpits.”

Beech Skipper?

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What do you think of the Beech Skipper?

Beech Skipper

From a reader – “I am not a pilot yet. Not even a student pilot. I want to start flying lessons sometime later this year.  I am thinking about buying a plane and then receive instructions in it.  After some research, I am inclined towards buying a Beech Skipper.  The plane was only produced from 1979 -1981. What do you think of the Skipper?”

Buying is good.

Well to start, buying an aircraft to learn in, is a great way to go… if you know you like the aircraft before you buy it. The Beech Skipper is a nice trainer, and a comfortable run around aircraft.  While it might not be a great cross-country traveler, it can be used for that if you have the time.  It look’s like only about 350 of the aircraft were built, so production and finding a good one might be an issue.

Fly more than one.

First, I would make sure you fly in a number of different aircraft before you settle on the Skipper.  Many new pilots buy an aircraft and after the first few hours realize they really would rather have a different model.  I would start my lessons and get hours in a few of the different aircraft available.  Cessna, Piper, Beech and many others all have advantages or disadvantages.

Insurance?

From the insurance angle, buying your own aircraft and buying insurance is not a problem if you stay away from complicated (complex), high performance or very expensive aircraft.  The underwriters do not want to put student pilots in aircraft that will increase their chances for claims.

Typically, insurance rates will be about the same for the similar models of trainers.  I would guesstimate that a zero hour, student pilot could insure a trainer for under $1,200.  That number is based on a $20,000 hull value, two seats, fixed, tri-gear, and all metal trainer.  A Cessna 150 would probably be a little less than the Skipper, mainly because of the numbers of aircraft that the underwriters have experience with.