Episode 7: What’s New in Part 91 BVLOS for Public Safety in 2026
Episode 7 looks back on the rapid growth of public safety BVLOS in 2025, then resets the conversation around how agencies can successfully request and operate under a Part 91 BVLOS waiver today. Jakee Stoltz from the Skydio Regulatory Team explains what has changed in the FAA’s process since early 2025, how 200’ and 400’ waivers differ in real-world use, and what agencies need to submit to move through approvals smoothly. The session also covers how BVLOS works in controlled airspace, what it takes to operate near airports and zero grids, and how teams should think about training, airspace awareness, and operational responsibility under Part 91. The discussion wraps with practical guidance on airspace authorizations, common questions from agencies at different stages, and how to move forward now while keeping an eye on future rulemaking.
- >> Everyone, good afternoon or good morning, depending where you are.
- Welcome to another regulatory updates for public safety webinar.
- I'm Jakey Solts on the Sky Day regulatory team again.
- Yeah, this is episode 7 of just kind of an ongoing series that we're doing to
- give regulatory
- updates for public safety across the US as things evolve and change.
- For this year, we're kind of starting off a year fresh.
- What I wanted to do is recap a little bit of 2025 and just kind of talk about
- the breakout
- year really that Beyond Visualizing Site Operations and Public Safety had.
- So we get a little bit of update there.
- And then I thought it would be a good opportunity to just kind of level set.
- And there's been a lot of changes in this process, just kind of continual
- tweaks by the
- FAA and changes, things that aren't needed anymore, things that are.
- And so the process is just changing up since I did this webinar or a topic back
- in like
- April, May, June kind of as this process initially rolled out.
- There's been enough changes that I thought it would be worth just kind of
- starting fresh
- and talking about what the process is today.
- And so there might be a little bit in this webinar for agencies that are in
- different
- stages of the process here.
- So if you're still like just thinking about getting into this, this will be
- kind of a
- clean, fresh guide on how to get these waivers, what they allow you to do.
- If you've already been through the process, you might still learn a little bit
- and get
- some tidbits along the way.
- So without further ado, let's get into it.
- So again, last year and really actually kind of all started at the tail end of
- 2024, but
- last year was just a breakout year.
- Super exciting.
- I've been doing this for a long time, like 13, 14 years and there's really
- never been
- a year that I'll talk about here in a second, but I've never seen a year like
- this or just
- kind of the pace and scale of Beyond Visualizing operations happen.
- So to rewind, back to end of 2024 a little bit, all starts with New York City
- Police Department
- receiving this revolutionary FAA approval, it's kind of the first approval, it's
- kind
- that allowed journalists for responder operations, Beyond Visualizing Site
- across the entire
- city.
- And this could be done without visual observers, without kind of complex detect
- and avoid equipment.
- It's this kind of instantaneously scalable approval across the city.
- A couple of months later, right at the tail end of 2024, Las Vegas Metro gets a
- similar
- approval as well as Oklahoma City Police Department.
- And what was really key, the Oklahoma City Police Department approve was really
- key because
- it removed the requirement to have kind of a special type of airspace called
- Mode C Veils.
- Year approvals, New York Las Vegas were kind of based on this, this is airspace
- around
- the busiest airports in America where ADSB equipages high, but Oklahoma City's
- approval
- kind of flipped this, removed the airspace requirement and really created like
- a blueprint
- that was scalable then across the entire US.
- So like any agency at this point was kind of eligible for this type of approval.
- Now to Oklahoma City, we kind of got to this blueprint right here.
- So conceptually, as long as you could fly at lower altitudes, 200 foot and
- below and
- use ADSB in technology, which is built into our Skydio drones, as well as many
- others,
- you could get a Beyond Visualizing Site approval, kind of remove the need for
- those visual observers
- to be standing outside, standing on rooftops, looking at their space, and
- really remove
- like one of the key kind of hurdles to scaling during this first responder.
- And so that really kind of set us off to the races, right?
- So this graph here shows really like how quickly the processing times for these
- waivers dropped.
- So those first couple of approvals, and this is just true kind of generally
- speaking with
- the FA, the first time they approved something new, it just takes a little bit
- of a while
- to talk through the safety case, think through the mitigations, get these
- things signed.
- But by early 2025, they were starting to get these approvals out and kind of
- the standard
- sort of FA timelines, two months, three months give or take.
- But in really like the April, May timeframe, that really got accelerated and
- the FAA created
- this new streamline process to get these waivers.
- So again, like this is pretty remarkable, like basically from April on the
- entire year,
- like the average approval times were just under a week, which again has like
- never happened
- in the least as long as I've been doing this type of work to see like an FAA
- turn around
- at the average on site approval on that amount of time.
- So huge kudos to the team that both got like the initial approvals done in New
- York City
- and Las Vegas and Oklahoma, and then the team that took the ball and just
- created this super
- streamline process to really accelerate this.
- And I mean, even during government shutdown, the FAA was still signing these
- things under
- a week.
- So just tremendous credit to them and it was, it's been amazing.
- And then that, you know, those timelines and just kind of the streamline of
- process really
- took us from like, you know, cool, one approval to a thousand in about a year.
- So we ended 2024 with the three end of 2025, about 900.
- And already just this month for 2026, they've issued over 70 approvals already.
- So I would say by now we're probably at a thousand or close or maybe more.
- But yeah, again, it's just been this tremendous growth, growth of approvals and
- scale for beyond
- visualized site.
- And then, you know, beyond just this streamlining of kind of the standard
- beyond visualized
- site waivers now, we did have some additional breakthroughs last year in Las
- Vegas.
- So, you know, had to pull one of the pictures from Las Vegas Metro's event a
- couple weeks
- ago, the photography and the event was just like amazing, had more than one
- person asked
- me, you know, tell me nice AI, but like, these are real pictures.
- This is a real event.
- You can go watch, watch it.
- So Las Vegas Metro, they secured in September of last year, they secured one of
- the first
- beyond visualized site in zero grid approvals.
- That was kind of a new process that gets stood up at the end of the year.
- And then they also received a part 107 multi drone approval, which is kind of a
- first of
- its kind.
- So, and we'll talk more about these as the webinar goes on, but yeah, some kind
- of breakthroughs
- at the end of last year that we're really hoping to see some scale around this
- year.
- So again, just like an incredible year of both kind of streamlining and
- accelerating,
- just sort of standard, you know, kind of 200 foot, the Amazon site operations,
- and then
- we're continuing to push the boundary with our partners like Las Vegas Metro.
- All right, so yeah, now I just kind of want to again, like get back to the
- basics a little
- bit.
- Again, just things have changed.
- The process is a little bit different than it was, you know, April last year,
- I'd say
- everything is kind of improving and getting more streamlined.
- These are all kind of positive changes that are happening.
- And so, yeah, good chance to just go back, kind of get back to what do you need
- to do
- to request one of these waivers?
- If you don't yet have one, what is in these waivers, and I think this will be
- valuable
- for both those that already have the waiver and those that are looking to get
- it, it's
- like, what can I do, what are the requirements, restrictions around this thing.
- And then as I mentioned with Las Vegas Metro, there is a new process now to
- request a partnering
- one airspace authorization.
- And this is what would enable you to fly in areas closer to airports, like zero
- grids,
- 50 foot grids, 100 foot grids, kind of areas that might otherwise sort of limit
- your your
- altitudes.
- And so, we'll talk a little bit about how to get that airspace authorization as
- well.
- All right, and just a reminder, we do have a website guide that covers all of
- this, so
- you can grab the QR code with your phone if you have it handy.
- The link is also right there, they go to the same place.
- In a couple places throughout our website guide, there's mentions of like
- request, the
- form or request an example or something like that from Skydio.
- You can click those buttons in the website, it's just going to basically take
- you to an
- email address where you'll send us an email for that form or document or
- whatever it is.
- So the email address shown on the screen here is the same email address, so
- like if you
- need kind of our concept of operation example, you can just email that.
- I monitor that inbox as well as the rest of the regulatory team here, so we'll
- get back
- to you.
- And yeah, the website covers really the whole process, so it does cover how to
- get the basic
- Part 91 public safety waiver, the steps you need to go through the forms, where
- to send
- them, and then it does have some information as well now about the airspace
- authorization
- process.
- So, yeah, feel free to refer back to that after the webinar or really at any
- point we're
- going to continue to keep that up to date.
- All right, so yeah, let's first talk about how to get one of these waivers.
- So if you don't have one yet, this is basically how to do it.
- And so there's kind of two steps that I've sort of grouped together here.
- So firstly, you want to make sure that you are actually eligible for this
- waiver.
- Not everybody is, there are some requirements around this, and we'll talk about
- that.
- And then, if you are eligible, you're going to complete a couple of documents
- and email
- those to the FAA, and that's basically a request.
- I am going to kind of focus today's webinar on the 200 foot waivers, because
- those are
- by far still the majority of the requests, both that we get and agencies across
- the country
- are requesting.
- If you're doing a 400 foot request, that's still an option.
- I've kind of talked about these two options before, 200, 400.
- The 400 foot requests, they do require you to have additional detect and avoid
- technology
- that can detect non-cooperative aircraft.
- So we're talking like a radar system, something like D drone beyond.
- The process is similar, there's basically just like one extra forum that you
- need to
- fill out for that.
- So again, I'm going to kind of focus on the 200 foot waivers today, but the 400
- foots
- are very similar, just a bit of extra information you need to provide.
- All right, so eligibility.
- So these are the two requirements here.
- So your agency must be eligible to operate as a public aircraft operator.
- It's kind of requirement number one.
- And at a high level, this basically means that you're a government entity.
- So a part of city government, state government, county government, federal
- government as well.
- So you're kind of typical city police department, county sheriffs, state
- highway patrols, national
- guard or equivalent type of organizations, federal agencies.
- These are kind of typically examples of agencies that are eligible for public
- aircraft operations.
- Not every agency will fit this though.
- So examples of maybe like nonprofits, volunteer search and rescue, private
- universities, things
- like that.
- So I do recommend really for all of this that you go read more about this.
- The website also has a little more detail.
- There's some US code.
- There's FAA guidance on that will help you determine if you are a public
- aircraft operator
- or not.
- I'm just kind of giving some high level generalities on this.
- You need to be a public aircraft operator.
- And then you also need to be a public safety organization.
- This definition is a little simpler.
- It's just an entity that primarily engages in the safety and well-being of the
- general
- public.
- Also just out of like US code, but yeah, your agency needs to meet both of
- these requirements
- to be eligible for this waiver.
- If you don't meet these requirements, there's other options for you under like
- part 107.
- So there's some part 107 waivers that are kind of equivalent, different process.
- But yeah, there's options out there if you don't meet these requirements to get
- this
- streamline waiver.
- All right.
- And then assuming you're eligible to actually request the waiver from the FAA,
- you need
- to complete a set of documents and just email them to the FAA.
- So I'm actually just going to kind of show those really quick here.
- Again, there's kind of further guidance both from the FAA and from us on how to
- fill these
- out, things to look for.
- But I just want to kind of show these at a pretty high level to see kind of
- like this
- mental image of what you're looking for when you're preparing these documents
- to submit.
- So one of the documents that you'll need is called a form 7711, you know, it's
- government
- form, it has a number of kind of just like your tax forms 7711.
- But at any rate, the FAA actually has a guide on basically exactly how to fill
- this out.
- And what what is shown here is essentially what is how you'd fill it out if you
- followed
- their guide.
- So the first page, you type in some information.
- The second page basically stays blank with the exception of your date and
- signature at
- the bottom.
- And there's kind of a common question of like, who should sign these documents
- like kind
- of ultimately who who takes responsibility for this or who is responsible.
- So the the person that signs these documents from kind of the FAA's perspective
- is what's
- called the responsible person.
- And it's kind of in the name.
- So it probably wouldn't surprise you to hear that this person would be
- responsible for
- the drone program, flight operations under this waiver, they're going to be
- responsible
- for making sure they know the waiver themselves and that all the rest of the
- flight crews
- familiar with the waiver, making sure pilots are trained and qualified.
- There is some kind of minimal reporting requirements, this person would be
- responsible for that
- and so on.
- So, so you are when you sign these, you are, you know, taking responsibility
- for this program
- and kind of all the pieces of it.
- What I typically recommend for agencies is that it's somebody that does have
- some knowledge
- of the drone program kind of day-to-day and could actually answer some of those
- questions
- like, you know, if they were to ask, how did you train all your pilots and what
- is the
- evidence of that?
- Like, you, I think you'd want somebody that has kind of some understanding of,
- yes, I
- train them, here's our records, and just is like familiar kind of day-to-day.
- I think it also, though, should be somebody that is in more of like a
- leadership position
- and is kind of in good standing at the agency that can take responsibility for
- this.
- So it's up to you to kind of find the right person in your agency who sort of
- has that
- authority but also kind of understands like day-to-day what is happening with
- the drone
- program.
- It doesn't have to be a person that has a remote pilot's ticket, so that's kind
- of one
- key thing.
- They don't have to be a pilot in the seat sort of speak themselves, but I just
- recommend
- that they do have some work knowledge of the program.
- Okay, so that's one form that you're going to fill out and sign and send in.
- Let's go to the next one here.
- There's going to be a checklist, it's called, and this is a document DFA put
- together that
- basically tells you the requirements of the waiver like ahead of time.
- So there's a 200-foot checklist and a 400-foot checklist just make sure that
- you're grabbing
- the right one for the waiver that you're requesting.
- And you'll see here as you start to kind of go through this checklist, there's
- basically
- rows of requirements, and these are requirements that kind of range from like
- drone requirements.
- They have anti-collusion lighting, they have standard remote ID, has to be
- under 55 pounds
- and so on.
- There's requirements about the altitudes that you can fly at, you know,
- visualize a site
- 400, beyond visualize a site 200, there's weather requirements, there's the
- reporting
- requirements and so on.
- So there ends up being 20 things in this checklist today, at least, that could
- always change.
- And I'll just kind of click through the pages here.
- And what you need to do it, and this is the responsible person that is signing
- this document
- as well, you need to initial every row, and there's a space for that on the far
- right
- side.
- And then at the very bottom, there's a table where you just kind of fill out
- your information
- again.
- So your agency's information would go on the left side, name of the agency's
- address and
- so on, and then the responsible person fills out their information on the right
- side, signature,
- name, et cetera.
- Okay, so 77-11 checklist, the third document is that the concept of operation.
- So one of the checklist requirements, and I'll just point out here, well I got
- it, number
- three here, it says you have to submit a complete description of the proposed
- operation kind
- of with your request.
- So the way we recommend agencies do this is this Conop document, this concept
- of operation.
- And so the purpose of this document is a little bit different, I would say,
- than the checklist
- in the form of 77-11.
- The checklist is really like the hard FA requirements, that's what they want to
- see, and you're
- initially saying you're going to comply with those things.
- The Conop I think serves a little different purpose in number one, it tells the
- FA a little
- bit about what you're doing, but I think more importantly, it's for you, it's
- for your agency
- to think through some of these drone program elements.
- So it's one thing that initial, check a few boxes, submit something and get a
- waiver back,
- but it's another thing to actually understand your waiver, understand your
- airspace, understand
- how the system works, understand how you're going to meet all those
- requirements and operate
- under them.
- So I think this Conop is actually pretty useful for going through those items
- and thinking
- about those with your pilots, with your leadership, et cetera, and just think
- through these items.
- So let me give an example.
- And actually, if you request the Conop example from us, like this is exactly
- what you'll get
- is basically what I'm showing here.
- So an example is aerospace.
- So the waiver is just going to say is kind of a generic thing about you can fly
- an uncontroller
- space, you can fly in control airspace below facility maps, you got to give way
- to aircraft
- and stay out of their way.
- But it doesn't actually go through like what your airspace is.
- And that's your responsibility.
- So I recommend, you know, doing a little research, like what air say, am I in,
- am I near airports?
- Are there hospitals with helipads that are within my city that I should be
- thinking about
- are there areas that are zero grids that I'm going to have to stay out of
- entirely and
- so on.
- So kind of think through those things, when you're flying down visualized site,
- you're
- going to need an ADSB solution.
- You know, think about how that system works.
- The drone you're using, does it have one?
- How does it work?
- SkyDio X10s, it's just built in and we actually kind of show you screenshots of
- how this system
- works when it's going to alert you of traffic that's coming in and so on.
- And there's a lot of things in here.
- So basic information about the drone.
- We have like all of our operator manuals linked in here, training, you know,
- think about how
- you're going to do training.
- I'm going to touch up more on these in a minute.
- So I'm going to just kind of skim through this quickly at this point.
- But yeah, use this con app as number one, it's going to check the FA's box.
- But number two, just use it as kind of this internal document to think through
- these things.
- All right, okay, so you're going to basically take those three documents, the
- responsible
- person is going to sign two of them, initial all the requirements, add in a
- little bit
- of information about the agency, and then you're just going to email them to
- the FAA.
- And as shown before, the kind of average processing time is under a week still,
- so you should
- have a waiver back pretty shortly.
- And honestly, I'm sure the FAA would echo this.
- A lot of times, the biggest issue is just like the agency forgets an initial on
- one of
- the rows or they don't sign something, they like forget the signature on the
- bottom of
- the checklist.
- So honestly, a lot of the issues are just kind of like basic, didn't check the
- box or
- didn't sign something type of thing.
- The FAA will let you know if that happens, but as long as you're thorough and
- you just
- go through it, it should go through pretty quickly.
- All right, let me take a look actually at the questions for a minute.
- We're going to get into the waiver, like the requirements, it's actually kind
- of dovetails
- nicely with the checklist in a second, but I'm just going to take a quick peek
- at the
- question there.
- And I think we're going to answer some of them.
- Yeah, operations, let's see, so do you have to complete a new beyond what I say
- waiver
- for 400 foot, if you already have one for 200 foot, was a question I came in,
- so the
- answer would be yes.
- And this is actually a really good question, because the 400 foot waivers, if
- you get a
- 400 foot waiver, you're going to have to provide information about the detect
- and avoid technology
- with a document called a CMD document.
- That's an extra document that I don't have listed right here, so that's that
- extra document
- for the 400 foot approvals.
- But assuming you successfully get through the process and your issue to 400
- foot waiver,
- it will actually include the ability to do 200 foot operations as well.
- And essentially what happens is that they will say you can fly a 400 foot
- within kind
- of the detect and avoid operational volume that you're going to provide this in
- the application
- and you're going to say like our sensor covers XYZ area.
- So that's where you're going to be able to fly a 400 foot.
- And then outside of that area and really like nationwide then, you'll be able
- to fly
- up to 200 foot.
- But it doesn't go the opposite direction.
- So if you get a 200 foot waiver, it doesn't allow you to kind of automatically
- do 400
- foot operations, you have to request that separately.
- So one contains both, and 400 foot contains both, the 200 foot is just 200 foot.
- There's a question about the drone operator license, the remote pos certificate.
- I will hit that one as I go through what this waiver requires.
- So keep an eye out for that, get to that in a second here.
- And yeah, copies of the con up, copies of this document.
- Basically if you send, let me go back a slide.
- This is noted on the website.
- But if you send this aviation underscore regulatory at skydio.com and email, I
- 'll see
- it.
- We'll get you the con up.
- That's an easy one.
- Okay, I'm going to, there are some good questions coming in.
- I think I'm going to answer quite a few of them in this next section.
- So let me continue on and then we'll kind of try and kind of bounce back and
- forth between
- questions and a section at a time here.
- Okay, so what does this waiver actually allow you to do?
- You get one, you submit the documents, you've got a 200 foot waiver now.
- But like I said, it's kind of one thing to ask for the waiver and get it.
- Pretty streamline process these days, and it's another thing to operate safely
- and understand
- it and kind of fully compile with it.
- Whose job is this to know the waiver and make sure all your flight crews know
- the waiver.
- That's the responsible person's responsibility.
- So again, it's kind of in the name.
- But one of the first things that this waiver will say is the operator listed on
- the waivers
- responsible to the FAA for the safe conduct of the operations.
- So they're responsible for making sure pods are trained, pods are informed of
- the waiver.
- They're informed of part 91 regulations amongst other things.
- So what I cover here, I want to help you understand these things and I'll kind
- of speak to them
- and like plain language, this is what this provision means, which you can do,
- but it's
- also your responsibility to know these things.
- All right, so with these waivers, you actually can do visual in a site.
- And this is effectively like an equivalent part 107 type of line of site.
- So you're going to do visual in a site operations under part 91 still, but they
- more or less
- match part 107 is kind of one way to think about it.
- There still is a little bit of misunderstanding out there about what what
- visual in a site
- is.
- So to kind of be clear, visual in a site is when the entire flight crew came
- out a minute's
- notice, basically look up and see the drone and see the airspace around the
- drone.
- So I'm going to just go to the next one here, visual in a site is not where
- like the pilot
- is inside flying and somebody outside can see the drone and this used to be
- approved is
- kind of the first responder behind the site.
- Some of you may remember this from a couple of years ago.
- This used to be kind of how DFR was done.
- The pilot would be inside.
- There'd be a visual observer outside scanning airspace, but the FAA is
- essentially not issuing
- those waivers anymore, and it's kind of moved past that as a way of doing this.
- So yeah, pilot has to be outside kind of flying with a controller, so to speak,
- and a good
- view of the sky and the drone.
- But when you are flying visual in a site, you can fly up to 400 feet or you can
- fly up
- to the facility map altitudes in control airspace.
- There is a couple of questions in here about like class D airspace and stuff
- like that.
- So that's I'm going to hit that here in just a second.
- The onboard design site, so if you're flying where the pilot cannot see the
- drone, you're
- flying behind the site.
- So you just have to keep with these 200 foot waivers that is, you just have to
- keep the
- drone below 200 feet AGL.
- And I didn't mention it, but this graphic kind of illustrates a point here.
- There is a limited exception to go above 200 feet AGL, as long as you're within
- 100 foot
- of like a structure, an object, some kind of obstruction.
- This used to be 50 foot for those, you know, that may recall back or you may
- even have
- a waiver that still says within 50 foot, the FAA kind of doubled that last year
- or so.
- This is kind of standard now.
- And then if you're flying a controller is basic, again, that facility map
- becomes the
- hard ceiling for your operations, unless you go get an authorization.
- When you're flying beyond on a site, you do have to have an ADSB solution, as
- mentioned.
- So this is built in to X10s, and it just works it, you don't have to like turn
- it on
- or do anything.
- It's just active.
- It's functional on the controllers in DFR command when you're flying remotely,
- just kind
- of across the board for X10s.
- Of note, like the ADSB solution does have to be, the waiver will have clear
- requirements
- on this, but it does have to be a sensor or some kind of solution that's like
- local and
- owned by the entity, the agency, or an FAA approved third party data source.
- So just note, I know like a lot of agencies have used these systems in the past,
- these
- like flight radar, 24s, flight-awares, et cetera.
- They're great solutions for kind of like just general airspace awareness, but
- they're not
- really intended for collision avoidance purposes.
- So those systems don't kind of qualify for this requirement, but with Skydio
- it doesn't
- matter.
- You've got a built-in solution that will cover you.
- Okay.
- So if you're an agency that is, you know, your whole jurisdiction is in class D
- airspace,
- like one of the questions here, or just any control airspace for that matter,
- you are
- allowed to fly in control airspace without any extra coordination approvals, et
- cetera,
- as long as you stay below the facility map altitudes.
- So you don't need to go get LANCE.
- LANCE is not applicable to part anyone anyways, but you don't need to go use
- that system.
- You don't need to make radio calls.
- You don't need to get tower approval, anything like that.
- So -- and just as an example, I grabbed an airport, Selenis in California, just
- as an
- example here.
- So -- and these are FAA data sources.
- There's a website called UAS visualize it.
- There's a bunch of different apps out there that have this data displayed.
- We've also started displaying this data in SkyDIO cloud.
- So when you're doing like remote operations, you'll see this as a map layer.
- But basically, these controlled airspace are gritted up, and then every grid is
- going
- to have a number in it.
- And that number is the maximum AGL altitude that you can fly with this kind of
- just standard
- 200-foot approval that is.
- So that's kind of how you'd know if you're in class D airspace, sort of, can
- you fly
- and how high -- what would that maximum altitude be?
- Okay.
- And then related, but kind of separate, there are heliports and airports that
- are in uncontrolled
- airspace, and there won't be like a facility map grid in these cases to kind of
- guide you
- on like where you can and can't fly.
- But the waiver does have some kind of catch-all provisions that would still
- apply to operating
- near these areas, and you do want to be mindful and kind of cautious when you
- 're operating
- around these.
- So there's provisions 21 and 22 that talk about having situational awareness of
- air traffic,
- making sure you're safe operating distance from other aircraft, and not
- interfering
- with operations at airports.
- So to kind of look at an example of that, just another airport, but Sam or Teen
- here,
- this is an example of an airport that is in uncontrolled airspace.
- So there's no grids, there's no zero grids or 100-foot grids or anything like
- that to
- kind of put hard restrictions on you.
- But you really don't want to necessarily just go flying at BBLOS, you know, 200
- -foot over
- the airport either, because there could be aircraft taking off and landing and
- just operating
- in that area.
- So there's no hard restrictions, but just be mindful of these and be cautious
- when you're
- operating around them.
- And heliports too, that's the second part here, like a lot of hospitals will
- have a helipad,
- similar story.
- So some agencies will use like geofences to kind of mark these areas off and
- keep their
- operators aware and kind of away from them.
- That's not necessarily an FAA requirement, but there's tools you can use to
- keep an eye
- on these, operate safely around them and comply with your waivers.
- Yeah, and is there a waiver for flying into zero grid?
- The question came in, yes, and that'll be actually the last part of kind of the
- webinar
- today, is I will get into that with that processes, yep.
- Okay, let's move on here.
- So another requirement, the drone has to have anti-collision lighting for all
- operations.
- The reason I call this one out, like this is pretty common even on a part one
- on seven
- for night operations.
- But the difference here is it has to be on for day and night.
- So basically just turn the strobe lights on, these are the white flashing
- lights at the
- end of like the X-10 arms, for example, just turn them on, basically, easy one.
- Okay, operations over human beings, this one I'm sure will draw some questions.
- So kind of breaking news, last week, our parachute for X-10 system did meet
- kind of
- full FA part 107 subpart D compliance, which is real exciting.
- So if you go on the FA's declaration of compliance website now and type in skyd
- io, you'll see
- just what's on the screen here, X-10 with skydio parachute, approved for
- category two
- and three part 107 operations.
- So yeah, we're really excited about that.
- That really opens up the door for ops over people for part 107 operators, but
- it does
- have implications for part 91 as well that we're talking about today.
- Of note, this is a little bit less relevant now that we've met part 107
- compliance, but
- the parachute does have ASTM at 3322 compliance as well, which is noted in
- these waivers.
- So essentially, if you put the X-10 parachute on, you're kind of safe to fly
- over people,
- no matter what the purpose of the flight is really under these waivers.
- I do recommend as well, we put out a blog post last week about the parachute.
- There's a link to our parachute operator manual in that blog post.
- And the parachute manual, there's a nice table in that manual that tells you
- what conditions
- the parachute would need category two or three.
- So yeah, sometimes those questions like category two, category three, what's
- the difference?
- The key kind of difference between them is really like the environmental
- conditions and
- like the number of attachments you have.
- And it's a bit counterintuitive, but essentially the windier it is, the more
- energy the parachute
- will have as it comes down.
- And so it's like kind of counterintuitive.
- The parachute will, if it deploys, if the winds are high enough, the parachute
- 's basically
- a sale and it will like accelerate the drone to an unsafe speed again.
- So the lower the winds are, the safer, and that's where you'd have like
- category two
- compliance, but anyways, please just refer to the manual.
- There's a nice kind of graph that will show you when the parachute meets those
- requirements.
- Okay, so under part 91, then do I need a parachute on every flight?
- This is like a question I come to get.
- An answer is no, but there's some nuance here.
- Okay, so the parachute, generally speaking, is a requirement to fly over people
- .
- In most cases, but it's not like a blanket requirement.
- It's not just like a, if you fly a drone period under as part 91 waiver, you
- got to have a
- parachute.
- So the agency and really the pilot as well need to think about like the factors
- and kind
- of the flight that you're about to do.
- So a simple initial question is during this flight, will I fly over somebody or
- is it
- likely that I'll fly over somebody?
- And if the answer is yes to one of those, then you should consider putting the
- parachute
- on or you might be required to put it on.
- You know, is it a vision on a sight flight or is it a vision on a sight from a
- dock or
- not?
- So, you know, an example, like if you're doing patrol led, kind of pull the
- drone out of
- your trunk and fly it on a short range tactical mission under this waiver, you
- might not need
- the parachute, like you might be able to fly in a way that's just not over
- people.
- Maybe the scene is cordoned off, maybe you can put the drone over a rooftop and
- just not
- kind of fly over people in general.
- Maybe you don't need the parachute for that flight, but if you're doing a dock
- based flight
- where the drone is going to fly two miles across town, and you know, these are
- just
- towns, there's people walking around, there's cars driving around.
- So it almost becomes kind of hard to say that you're not flying over people or
- like inevitable
- that you will.
- Maybe the parachute is required.
- So just consider kind of the circumstances, but you know, it's not a blanket,
- you must
- have it for every flight requirement, it's just the requirement to fly over
- people in
- most cases.
- There is an exception that if you're flying for the purpose of safeguarding
- human life,
- this is the very bottom provision here, the parachute is kind of optional in
- that scenario
- in that phase, kind of giving a little bit of flexibility to kind of accomplish
- a mission
- and they sort of recognize that in some cases the mission is more important and
- the benefits
- of that mission kind of outweigh the risks of flying for somebody, but yeah.
- So it's not a hard yes or no, just kind of please think about the factors and
- consider
- the flight and what's going to fly over.
- And I'd say just generally speaking, like for dock-based flights, we definitely
- encourage
- the parachute use.
- We include them now with orders.
- So maybe to make it a little bit simple, like dock-based flight, probably
- recommend putting
- parachute on, hand-held flights to probably get by without it, but please
- consider that
- the factors.
- And yeah, is there a plan to release the parachute for non-docked extens?
- There's a question, it's a good one.
- So yes, the short answer is yes, we're basically just in kind of a ramp up
- period now.
- So we're prioritizing docks, parachutes for dock-based systems because those,
- as I just
- explained, inherently we'll kind of do more flight over people and have a
- higher usage.
- But as we just get our stock and kind of catch up to the orders, they'll be
- available for
- all drones, extens that is.
- And another good question, our law enforcement officers, for responders, et c
- etera, included
- as people.
- So when I say kind of flight over people, what is the people part?
- So yeah, essentially like anybody that's not the flight crew, which for like a
- DFR flight
- is essentially the pilot sitting inside.
- So kind of everybody outside really is considered a person that's not
- participating in the flight.
- So yeah, even if you're flying over your own people, that would still fall
- under kind of
- the explanation I gave because, I mean, you really, the parachutes there to
- protect people,
- you don't really want the drone coming down and hitting one of your own
- officers and causing
- a serious injury as well.
- So the parachute would also protect them in the event, something goes wrong.
- And another good question is, is it, you know, is it one person or a group of
- people?
- The FA would say that kind of like technically speaking, flying over even just
- one person
- is technically flight over people.
- So, and it actually goes a step further, if you, it doesn't really matter if
- you're transiting
- or sustaining flight over them, if you fly over literally over a person from an
- FA definition
- standpoint, that is ops over people.
- Okay, self-certification.
- So this is a unique thing for part 91 and kind of one of the key things that
- distinguishes
- part 107 from part 91.
- Under part 91, you are self-certifying your aircraft airworthiness and your
- flight crew.
- So let's get into a little bit of that.
- Okay, so aircraft airworthiness.
- So you're responsible for making sure you're a aircraft air review and how do
- you do this?
- So the waiver doesn't say much around this, I just kind of wanted to take the
- chance to
- do some information on things the waiver isn't really explicit about but are
- still important.
- So how do you accomplish aircraft airworthiness?
- I would recommend having an airworthiness statement on file because, you know,
- so essentially,
- typically aircraft that fly under part 91, they would have an airworthiness
- certificate
- from the FA, your assessments, your bowings, et cetera.
- Drones don't have these, but you're still flying under part 91.
- So your airworthiness statement kind of serves as that like written official
- like we are
- making sure these aircraft airworthiness kind of statement.
- I would say it's just kind of a CYA thing, honestly, and it's not hard to
- create one
- and just sign it and have it on file.
- If you do actually do go through the next step, this air space authorization,
- you actually
- do need to submit it, so it's worth having an alcohol for that as well.
- But then what are the actually the actions that you do?
- So you should follow OEM recommendations for maintenance.
- This includes scheduled and scheduled maintenance doing a functional check
- flight after you
- do maintenance recording these things.
- We have a like for X10 doc, for example, we have a maintenance manual that will
- tell
- you all the scheduled maintenance and things like that.
- So for example, for us, it's like make sure the props are changed at their kind
- of life
- limits or if they are damaged, make sure the batteries are changed, if they hit
- their
- life limits, make sure the software is updated, et cetera.
- So make sure you're following that.
- And then that's kind of one part of the airworthiness strategy.
- The other part is just checking through your drones before you fly, so doing a
- good preflight
- inspection.
- So yeah, have a strategy in place around this because again, it's kind of your
- responsibility
- as an agency to be operating area-worthy equipment.
- And then the flight crew.
- So what the waiver says on kind of flight group qualifications of training isn
- 't much.
- But this actually kind of goes back to that very first provision I mentioned
- that the
- responsible person is responsible for, right?
- So the responsible person, they have to make sure the flight crew is trained
- and certified,
- they're informed of the waiver, they're informed of the part 91 regulations.
- And this is essentially your self-certification.
- This is all the FA really says in terms of requirements.
- So how do you do this though?
- Like this is pretty vague, it's like what does it mean to be trained on part 91
- regulations?
- A really common question I get, and I think it actually was an earlier question
- in the
- chat about, I'll never find it now, but essentially do I have to have like kind
- of the FA remote
- pod certificate?
- And the answer is no.
- So the remote pod certificate is not an FA requirement under part 91.
- I would say, generally speaking, it's a best practice, a lot of agencies do do
- this, and
- they require their pilots to get the remote pod certificate.
- And there's different reasons for this, but one potential reason is if you fly
- under
- both sets of regulations, if you fly under part 107 sometimes, and then fly
- under part
- 91 other times, then you'd have to have it because you have to be fully
- qualified to
- fly under part 107.
- But if you're an agency that's just flying under part 91, this is kind of an
- optional
- choice for you, again, it's not a bad choice, it's pretty common, but let me
- give you some
- thoughts on kind of what I think is more important.
- So here's just kind of, again, a little bit of part 107, part 91, sort of the
- training
- philosophy behind me.
- So under 107, the remote pod certificate is required, that's in a FA
- requirement, part
- 91 is optional, but the kind of the key thing that ties these two together, and
- I think
- agencies should spend more of their time thinking about, is their in-house
- training.
- So how are you going to train pilots on all the knowledge that the remote pod
- certificate
- doesn't cover?
- So the remote pod certificate doesn't cover 91 regulations, it doesn't cover
- your 91 waiver,
- it doesn't talk about your policies, your procedures, how you manage data, how
- you,
- your tactics, how you fly DFR, how you do other things, crime scene,
- photography, whatever
- it is, it doesn't really dig into like the specific airspace you're going to be
- flying
- into, it talks a lot about charts, sexual charts, everybody's favorite, but it
- doesn't
- really talk about facility map grids and the airspace that you're going to be
- flying in
- like day-to-day.
- So I run in the agencies, create good training to cover these things, and then
- the remote
- pod certificate can kind of be an add-on to that.
- If you don't require the remote pod certificate, then you should also just make
- sure you're
- kind of covering at least like the topics out of that remote pod certificate
- that are applicable
- to your day-to-day ops, so.
- This training should include like OEM and vendor training, and of course we
- offer that,
- so you bring us out, we'll teach you how to fly the drone, how all features,
- capabilities
- and stuff like that, but your training may go a little bit above and beyond
- that still,
- right?
- And then have an idea of how you want to do kind of that recurring training.
- So you're going to bring your files together monthly, quarterly, like how are
- you going
- to kind of keep their skills fresh?
- And this is just an example of that, so if you're going to do a part of anyone
- kind of
- like in-house training, go through in-house ground school, you can have an exam
- even so
- you could kind of replicate that F.A. test, go through your in-house flight
- training,
- and then think about some way again to kind of keep those skills fresh and
- bring files
- together up there quarterly.
- All right, okay, record keeping and reporting, this will be the last thing.
- So there is a little bit of record keeping requirements in here, the F.A. has
- done a
- lot to streamline this, this is kind of one of the key things that has kind of
- been reduced
- over time.
- So the responsible person, they do need to just track evidence of training,
- current list
- of pilots, current list of drones, and then the flight times under the waiver.
- And again the pink numbers, I probably didn't explain this very well to start,
- but the pink
- numbers on the left side of all these slides, that's a reference to the actual
- provision
- in your waiver.
- So you can kind of reference this back to what the F.A. text actually is.
- And all this information, you're just going to keep it on hand if the F.A. ever
- asks
- where you'll provide it then, but there's no like kind of proactive monthly
- reporting
- or anything.
- All right, and then reporting.
- So this really refers to the accident and incident reporting that you're
- required to
- do.
- So there's actually two agencies here that you need to report things and they
- have different
- requirements.
- So NTSB is one of them, and it's worth noting here that the NTSB, these
- reporting requirements
- actually apply to all drone flights, like period, if you find a 107, if you
- find a 91, and you
- have an incident that meets one of the requirements for the NTSB, you have to
- report that.
- The link here in the middle, the NTSB actually put together a really good memo
- on like what
- their requirements are, and there's some examples in like a flow chart, and it
- 's like four pages.
- So it's actually, it's very good.
- It's like one of the better kind of government entity memos I've seen out there
- .
- So I would just refer you to that and have that bookmarked.
- So if something goes wrong, you know, knock on wood.
- You kind of know what your reporting responsibilities are.
- And then the F.A.
- So, and this is separate, right?
- So if one of these two events happens, a close call with an aircraft or a last
- control,
- you'd report that to the F.A., definitely.
- All right, okay, so that's an overview of the waiver, and we've got about eight
- minutes
- left, so I'm going to kind of speed it up here a little bit, I apologize, but
- now let's
- get into, this is back to kind of the facility map out too.
- So if you have a situation, and let me see if I can find the slide really quick
- , where
- you want to fly, back to this example here, if you want to fly in this no-fly
- zone, this
- zero grid, for example, there is a process to request an authorization to fly
- in there.
- And so here's just a little bit of information about that process and what you
- do.
- Okay, so this is in your part, anyone waivers.
- So if you look at provision 12, there's a provision that says an airspace
- authorization
- must be obtained through caps, unfortunately, caps to fly above the facility
- and upgrades,
- the U.S. of them, and I hear a lot like agencies are just kind of working this
- with their airports
- at the moment, you know, if I just call the tower and they say I'm good, can't
- I fly?
- And I covered this actually in the last episode, episode six as well, but you
- know, bottom
- lies, you're probably operating safely, so I don't necessarily agree with the
- strategy
- there, call the tower, coordinate with them, you're probably all good from sort
- of a safe,
- just kind of common sense operating standpoint, but you're not really covered
- kind of technically
- speaking, and it's not sort of the right way to go about it now that there is
- this process.
- So really what this airspace authorization does is it almost kind of just
- memorializes
- and makes that verbal thing you might be doing like official, and it kind of
- puts it down
- a paper, so if anything were to happen, you're kind of fully covered.
- Okay, so three steps.
- This process is more involved and there's more variance to this, so it's a
- little hard
- to kind of give really clear instructions on like this is exactly what kind of
- how close
- you can fly the airport, because every airport's a little bit different, but I
- at least want
- to give you the high level kind of process here.
- So the first step is that you'd actually have to get access to the CAPS system,
- the co-application
- processing system.
- This is a website, it's a FAA kind of web portal where you request these author
- izations
- or these COAs, so to get access to CAPS you need two things, you need a public
- declaration
- letter and you need to fill out the CAPS access form.
- The public declaration letter, this is kind of the tricky part of this.
- This is a letter that has to be created and signed by outside council, so you
- cannot like
- self-certify this, and for those of you that are kind of in tune here, you
- might have noticed
- that you can self-certify this for the 200-foot waiver, for the initial waiver
- that we just
- talked about, and the FAA did a good job of streamlining that and kind of
- removing some
- of those barriers, but unfortunately this aerospace authorization process is
- kind of
- the old process, and hopefully it gets streamlined, but at least today it is
- what it is.
- So you have to go get this letter, you have to work with your like your city
- attorney,
- your county attorney, your state AG to get this letter.
- There's guidance on this, so like please reach out if you have any issues, the
- FAA has
- a whole like two-pager on what this letter needs to contain, we can share that
- with you,
- the FAA would of course share it upon request as well, so yeah, get this letter
- , fill out
- this CAPS access form, you're going to send these to the FAA, and then they're
- going to
- review them, and they'll help you get an account stood up essentially.
- Okay, next thing, and this part here is really kind of the art of it, so you
- have to kind
- of understand again the zero grids are there for good reasons, in some cases
- they are there
- to kind of protect aircraft taking off and landing from airports of course, and
- sometimes
- like the helipads, the hospitals that are within these control air spaces are
- also protected,
- and sometimes they're there for like other reasons, so you know there's
- typically some
- good reason for why the zero grid is there, and kind of the key to your success
- is figuring
- out like what are what are the risks, why is this zero grid here, is it
- protecting aircraft,
- taking off and landing, and if so, how can I operate safely around that, and
- there may
- be some kind of wiggle room, so sometimes these zero grids are just bigger than
- they
- need to be, and you can kind of shrink those in a little bit, but there's every
- airports
- again are going to be a little bit different, and there's kind of different
- circumstances,
- so the things on the left are just kind of good things to consider as you're
- kind of
- putting together your request, and just as an example, this image on the right
- side,
- this is in New Orleans, it's basically ADSB traffic below 500 feet AGL, is kind
- of all
- the lines you're seeing, so in the upper right, that's an airport, and so of
- course
- out of that airport you're seeing a lot of tracks kind of coming off in sort of
- the runway
- directions, so you may not want to, you may want to find that area from your
- ask, right,
- because there really is like aircraft at low altitudes in that area that you'd
- encounter,
- and then kind of more in the center of the image, there ends up being like
- three hospitals
- in New Orleans in this area, where there's just kind of medevat traffic coming
- in and
- so it's good to know where those are, and those may be kind of areas, again,
- that you
- want to be mindful of and limit your operations, but then you could use
- information like this
- to say, well, there's areas over here where it's zero-grade, but I know I can
- operate
- safely, it's like away from airports, it's not aligned with the runway, and so
- on.
- Here's an example of one I just helped with, so Salt Lake City Police
- Department, so they
- put together a proposal kind of with my support, we actually met with the
- airport, and I highly
- recommend this if you can, most airports are willing to take a meeting and
- discuss drone
- operations, some of them are just super busy and they don't have time for it,
- and that's
- okay, but if you can, it's great to meet with your airport, because when we met
- with them,
- we proposed something, but they said, you know, like, this is close, but we
- would actually
- prefer if you stayed, you know, east of this road, and if you could fly it
- below 150 feet,
- like we'd be okay with that instead of 200, and we ended up basically coming to
- this map
- that you see on the screen here, and it's a little bit different than kind of
- what we
- had proposed initially, but we came to an agreement, and it still gets Salt
- Lake City Police Department
- a bunch more access, so a lot of the areas in orange were like 50 foot, 100
- foot grids,
- and then there were some kind of restrictions even in the blue, so they
- definitely got,
- you know, some of what they wanted, the airport's happy, it keeps their traffic
- safe, and it
- doesn't interfere with them, and everybody's good.
- Okay, so assuming you kind of work out that area, you get some graphics
- together, you've
- met with the airport, if possible, and talk to them about it, ultimately you
- need to submit
- the application in caps, and this is a complicated enough website that I would
- honestly just recommend
- sending us an email, and I'll give you a guide on almost like exactly step-by-
- step, how to
- fill out the boxes, and click no here, click yes here, and so on, so yeah, we
- have a guide
- for this, you'll just submit the application into caps, and then the FA will
- process it.
- Processing times for these can vary quite a bit, one of the big reasons for
- that is
- the airport is part of the approval chain, so the service centers will get the
- initial
- request, I'll review it, they send it to the airport for basically a sign-off,
- and sometimes
- the airports can be slow, sometimes the person that signs them isn't there, or
- out, whatever,
- so I, you know, I would just bank on maybe a month, but it's highly variable on
- how long
- these take, and I say that, and one just came in like this week for an agency
- in less than
- a week, so yeah, just plan ahead a little bit on this one, this is not a
- guaranteed like
- under a week approval, okay.
- So the outcome here, the result, if you go through both of these processes, is
- you'll
- have a beyond the site waiver, and that'll allow you to fly in on controller
- space, and
- then controller space below the grids, and then you'd get a separate but
- related airspace
- authorization that will say you can fly a BV loss in that area, in like a
- specific area
- that you put together like this, according to your waiver.
- So you'll end up with actually two documents, two kind of approvals, but they
- 're connected
- essentially, and they kind of work together.
- Okay, I know I'm a minute over already, I'm going to just maybe take like five
- more minutes
- here for questions, so for those of you that are sticking with it, I appreciate
- it, and
- if we don't get to your question, I apologize, we just had a lot of content to
- cover today.
- So on the caps thing, there's a question of like, is there kind of a way to
- bypass that
- public declaration letter for caps, unfortunately today no, I know there's some
- FA folks that
- listening on these webinars, and that'd be great if we could get rid of that
- requirement,
- but yeah, the answer today at least is you do need this public declaration
- letter to
- get caps access and to request these kind of zero grid approvals, so to speak.
- Yeah, I did see a couple multi drone questions, and I didn't want to make multi
- drone a kind
- of a main topic for discussion today, but as a quick update at least, we are
- engaged
- in many others, like this is becoming a kind of known topic to the FA, they're
- having kind
- of some internal meetings this month, basically we're kind of in the phase of
- just trying
- to figure out like what would a part nine you want approval look like for multi
- drone, and
- my hope is that we kind of go right into this kind of streamlined approvals for
- multi drone.
- Again, you know, the FA is listening, that'd be awesome, but we also just kind
- of don't
- know yet, we need to give them a little bit of time to just kind of work
- through their
- safety review process and kind of these draft provisions that they might issue
- in these
- waivers and so on, but I do feel like 2026 this year will be kind of the year
- we see
- multi drone scale up.
- We were definitely excited for that we've been working with like Vegas already
- on just
- kind of testing some of our early sort of alpha software as we get ready to get
- that
- software available to everybody as well, so more to come on multi drone I'm
- sure I will
- be back in webinar to talk about that again soon, let's see.
- If I have an existing COWA, I love this as a as a side note that the acronyms
- can be
- really confusing now because there's coas there's cows there's cowas and to
- make it
- worse there's part 107 coas there's part 91 coas there's a there's a COWA for
- both part
- 91 and 107 so it kind of yeah it's complicated so I try to use the word like
- waiver and airspace
- authorization you may have kind of caught that throughout the webinar here
- today to try
- and be a little more specific on what we're talking about, but to answer the
- question
- if I have an existing part 91 waiver, can I add BVLAS or do I need to like
- submit for
- a new one?
- So if you have like one of the blanket coas, jurisdictional coas, first respond
- er BVLAS
- because if you have like any of those kind of old part 91 approvals I would
- recommend
- just just go through the process as I talked about today from start to finish
- so just treat
- this as like an entirely new waiver and then you'll end up with a new approval
- and these
- new approvals really kind of roll up all of the old approvals so likely what
- you can
- do is just retire all of your old waivers your old coas etc and just kind of
- fly do
- everything under this new waiver so yeah just treat it as a new waiver and a
- new process
- and kind of a new day so to speak.
- Alright is a I'll come back to kind of an early one, there's a couple questions
- really
- to like 400 foot waivers and detect and avoid and whether the X10 meets those
- requirements
- so the X10 by itself is ready to go for 200 foot operations, there's nothing
- extra needed
- to do that.
- If you want to go up to 400 foot if you want to request that 400 foot waiver
- that the X10
- is not kind of sufficient by itself so you would need to look at some third
- party detect
- and avoid solution we're partnered really close with axon and de drone so like
- their
- de drone beyond system that has garnered a number of approvals for our
- customers already
- so that's kind of a proven system that will help you get that 400 foot waiver
- but yeah
- essentially you do need to go look at some extra kind of third party detect and
- avoid
- technology to request those 400 foot approvals for the X10.
- Okay and the last time it takes I had a feeling there'd be a question on this
- so any part
- 108 updates we'll end on this one so yeah I mean 2026 this could be one of the
- curve
- balls of this year and not necessarily like in a bad way it's just we are kind
- of keeping
- a very close eye on part 108 and if it'll come out this year the White House
- had basically
- directed the FA to get this rule out this year so in some ways we are expecting
- it to
- publish the final rule that is but you know it's a little bit of wait and see
- and nobody
- knows for sure so I would say there's kind of two things to it number one is
- keep a close
- eye on it and you know just kind of follow follow the news on it and so on it's
- not something
- you want to ignore but the second thing I'd say is don't let it like kind of
- deter you
- from like getting started today so you can get this part 91 waiver today it has
- you
- know it will allow you to do beyond design I say operations and do DFR and you
- can get
- started and then if part one way gets published we do expect there to be some
- kind of kind
- of grace period or implementation period where the rule is out but then it goes
- into effect
- at like a later date so there will be time to kind of transition from let's say
- you
- have your part 91 waiver today to part 108 and so yeah it's worth kind of
- keeping track
- of and we will definitely tell you and communicate anything we know that's like
- kind of public
- as it comes out and help you guys do that transition but don't like just don't
- kind
- of just sit and wait for part one way to come and don't let it stop you from
- getting started
- today's is the other main thing so yeah more to come on that as well okay so I
- know I
- didn't have all the questions but we're kind of well over time I just
- appreciate everybody
- joining in today for those that stuck around a little bit later and we will be
- doing these
- just kind of on a recurring basis now so look out for the next webinar all the
- previous
- webinars are also just available on our website you can go watch those at any
- point so yeah
- we'll be back for the next one and until then fly safe and take care.
Watch Time
1 Hr 9 Min