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Amy Wilder

Regulators and industry representatives discussed the evolving distinctions between drones, remotely piloted aircraft, and autonomous systems during a panel discussion at Verticon in Atlanta, revealing some confusion and a mix of philosophies in the approach to emerging aerospace technologies.&nbsp;
The FAA received approximately 4,000 comments on its proposed Part 108 beyond-visual-line-of-sight (BVLOS) rule, with many commenters opposing requirements that would affect low-altitude crewed aircraft operations, according to Brandon Roberts, FAA executive director for rulemaking, speaking during the March 10 panel discussion.
Between 2,000 and 3,000 comments came from operators of helicopters, gliders, parachutes, and Part 103 ultralights that share airspace below 500 feet, Roberts said. The proposed rule would require aircraft operating outside airport environments to either be equipped with ADS-B Out for drone detection or develop their own drone-avoidance plans.
“Zero people liked that idea,” Roberts said. “I’d be hard pressed to find a single comment that said, ‘We love it.’”
Roberts said the FAA is reconsidering the approach for the final rule. The agency proposed changing right-of-way rules so aircraft equipped with ADS-B Out could continue normal operations in low-altitude airspace, while airports would remain protected to the surface. The proposal aimed to enable drones to detect and avoid crewed aircraft while operating in the same airspace for package delivery, infrastructure inspection, and survey missions.
Darryl Abelscroft, technical strategy portfolio manager for future safety and innovation at the UK Civil Aviation Authority, said the UK is taking a use-based regulatory approach. The UK strategy seeks full integration but is starting with restricted airspace.
“Everything that flies should be able to do so safely,” Abelscroft said. “That’s easy to say. It’s hard to do.”
David Oord, director of policy, regulatory affairs, and standards at Wisk, said the autonomous eVTOL aircraft developer is envisioning its own workforce pipeline rather than competing for existing pilots and mechanics. The company hopes to train personnel who may not need traditional airframe and powerplant certificates to work on eVTOL maintenance, or hundreds of flight hours to serve as supervisors for autonomous operations.
“We can go to these high schools and say you don’t need to go turn a bunch of wrenches to be a full A&amp;P” to work on Wisk aircraft, Oord said. The company is working to develop limited certification pathways for remote pilots and maintenance personnel. Wisk, a Boeing subsidiary developing an all-electric autonomous air taxi, is taking a first-to-autonomy approach for its aircraft, which is displayed at the Boeing booth at Verticon.

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