Drone Operations Near Airports

Knowing the Risks in these Dynamic Environments

You can operate near an airport, in most cases.

Of the 15,000 airports in the US, fewer than 900 are in controlled airspace that requires authorization. Of those, 600 airports participate in the FAA's LAANC program, which provides near real-time access to controlled airspace near airports. Non-participating airports can still grant authorization through a manual filing if needed. 

So in almost all cases, the answer is "yes," it's legal to fly there, and it is much easier to get approval than it once was. But, there are other risk factors to consider. 

Los Angeles International Airport (LAX) sees at least 1,500 takeoffs and landings every day. That equates to one plane taking off or landing every minute of every day. There is constant aircraft movement at LAX on any given day. In contrast, French Valley Airport in Temecula, CA, sees roughly 250 flights on any given day. That's around 1 flight, taking off or landing every 10 minutes. 

When operating a drone, is it riskier to fly near LAX or French Valley? 

First, it is essential to understand the different operations that take place at each airport. 97% of LAX's 1,500 flights per day are commercial operations, with the other 3% consisting of general aviation and military. This equates to around 45 non-commercial flights per day at LAX. In contrast, over 99% of daily traffic at French Valley is general aviation (GA). This equates to almost 250 non-commercial flights per day. 

Why does this delineation matter? 

Commercial versus non-commercial matters because commercially operated flights follow much more stringent regulations than general aviation and are therefore vastly more predictable than general aviation. Of those commercial flights, the majority of them are airliners, which are the most predictable of all air traffic, flown by the most seasoned pilots. 

General aviation (GA) traffic, which accounts for virtually all of French Valley's air traffic, is a bit more of a grab bag. General aviation encompasses all non-commercial flights. Non-commercial flights include student flights, hobbyists, and anyone who is using an aircraft for personal use. Most of these aircraft are small, single-engine airplanes or helicopters, and they operate at much lower altitudes than commercial aircraft. While both GA and commercial operations have to follow FAA regulations, GA aircraft can be much more unpredictable due to less experienced pilots and a higher number of low altitude operations. 

So, which airport is riskier?

That depends. Smaller does not always equal less risk. Different airports have different risk factors. This article will examine different sized airports (as a function of air traffic, not landmass) and some of the unique risks involved at each.

Large Airports

Large airports almost always fall under Class B Airspace, which is the most restrictive type of low altitude airspace for manned aviation. The nation's highest traffic airports fall under Class B airspace. Class B airspace extends to the ground around the busiest airports. 

UAS Operating Restrictions

Due to controlled airspace reaching the ground near class B airports, the FAA's grid blocks will be in existence in a 5-7 mile radius around them. This means that you will have to get FAA authorization to operate within the airspace through LAANC (via Kittyhawk or AirMap), or manually via the FAA Drone Zone online. 

DJI Geofencing will also be in play around these airports, in much more restrictive regard. There will be restricted zones around every runway and approach path, meaning your DJI drone will not take off there unless you submit written approval from the airport to DJI to unlock the drone (it is virtually impossible to get this approval and for good reason). There will also be a ~5-mile radius of an "authorization zone," where your DJI drone will also not take off. However, you can unlock the zone by confirming you have authorization and getting a confirmation text on your phone. 

Special Considerations

Traffic at these airports is virtually always commercial, with the occasional private jet. Smaller aircraft and less experienced pilots tend to avoid class B airspace due to the much more involved operating regulations and procedures. There are often smaller, municipal airports nearby that serve the GA community more appropriately, so there's no need for them to use Class B airports.

These large airports almost ALWAYS have aircraft in the vicinity, taking off or landing, so operations underneath approach and departure end of runways (although already restricted legally) should be avoided. 

Although air traffic is more predictable at large airports, emergencies can happen at any time, which can cause unpredictable circumstances at ANY airport. 

Medium Airports

Medium-sized airports usually fall under class C or D. These airports see a consistent mix of commercial and general aviation traffic. These airports are often the home of flight schools and have excess hangar/parking for small airplanes. Both classes C and D are also operated by control towers.

UAS Operating Restrictions

Like class B airports, class C and D airports have the FAA's grid blocks in a 5-7 mile radius around them. This means that you will have to get FAA authorization to operate within the airspace through LAANC, or manually via the FAA Drone Zone online. 

DJI's Geofencing will be in play at these airports, much like class B airports, with a slightly smaller restricted zone around the runways. Much of the areas outside of the runway/approach/departure areas are unlockable via dji.com/flysafe, just as class B airports are. 

Special Considerations

Due to the mix of aircraft at these airports, you have all types of pilots operating here, from students to weekend hobbyists, to airline pilots. This variability creates variability in traffic. That being said, even small airplanes should always operate around 1,000' near airports unless on approach or departure. The exception to this rule is helicopter traffic. While most helicopter pilots will follow the same traffic patterns as small airplanes, they tend to operate at lower altitudes and can often be more unpredictable due to their ability to land and takeoff virtually anywhere there is enough space to do so. Helicopters do not have to use the runway to land or take off, and can sometimes be re-routed by air traffic control to a different part of the airport away from the normal traffic patterns. 

Although there is less air traffic, traffic predictability is less as well due to the higher prevalence of inexperienced pilots and helicopters. 

Small Airports

Small Airports fall under class E or G airspace and do not have control towers. These airports operate via CTAFs (Common Traffic Advisory Frequencies), where pilots are supposed to broadcast their positions and intentions as they come to land, or plan to depart the airfield. This is the most unrestricted type of airport and sees almost 100% general aviation traffic and no commercial traffic. 

UAS Operating Restrictions

Unlike all of the other airports, these airports do not fall under controlled airspace and do not require FAA approval prior to flying. 

DJI Geofencing exists at most of these airports, but the entire airport is usually unlockable under an "authorization zone" at most, without any restricted zones at all. 

UAS operators should get in contact with airport manager if operating close to an uncontrolled airfield.

Special Considerations

The completely uncontrolled/unrestricted nature of these airports can cause us to feel perhaps as though there is less risk involved at them. This way of thinking increases the risk associated with flights near uncontrolled airspace for UAS and manned aircraft alike. With no control tower with radar to hold their hand, manned aviation pilots use their eyes and radios as their only tools to navigate these airports safely. 

Likewise, just because nothing is stopping you from flying near these airports, it doesn't mean that they should be treated with less caution than larger airports. It is ALWAYS a good idea to contact the airport manager before flying near one of these uncontrolled airports. While there is no control tower, the airport manager can make other pilots privy to your UAS operation and update other automated airport advisories that pilots listen to avoid certain areas. 

Even when not directly restricted, you should still avoid operations directly off of approach and departure ends of runways. 

Helicopters can also be much more unpredictable near these airports for the same reasons as before, except in these areas, there is no control tower telling them what to do. 

Helicopters

Helicopters get their own section because they don't follow the same rules as fixed-wing aircraft. Helicopters have the unique ability to bring the airport directly to you! Helicopters can take off and land ANYWHERE there is enough space for the physical aircraft to fit. 

It is always important to orient yourself towards helicopter noise no matter where you are because you never know where they might land or how low they might fly. 

Universal Guidelines

When operating at any airport, following the guidelines below will help you mitigate as much risk as possible throughout your mission.

Use your eyes and ears 

Listen for aircraft noise, and orient to it. Then assess whether or not it may become a problem. When in doubt, pause the mission and be ready to take control. 

Scan the sky with your eyes; some planes (such as gliders or an aircraft with an engine out) make no noise at all. While rare, knowing this possibility in the back of your mind will keep you prepared.

Use a VO

A visual observer doubles your eyes and ears. While this person is not directly flying the drone, their job is to keep an eye on the drone and scan the surrounding airspace for any conflicts. You should always be in direct communication with your VO. 

Avoid approach/departure paths

Operations off of the ends of runways (within 2 miles) are the riskiest because that is where aircraft altitude is most variable, and traffic is most prevalent. 

Have emergency procedures memorized

Always develop and be ready to implement emergency procedures should you need to stop your mission. Develop rules for yourself and thresholds where you pause the mission and take manual control if an aircraft comes too close. 

For more information on airspace authorizations, DJI Geofencing, or drone survey in general, visit the resources section of Aerotas Resources: Your Guide to Drone Surveying aerotas.com/resources

Questions? Contact us anytime at (949) 335-4323, or support@aerotas.com