The UAS Facility Maps are designed to identify permissible altitudes (above ground level) at which UAS, operating under the Small UAS Rule (14 CFR 107), can be authorized to fly within the surface areas of controlled airspace. These altitude parameters, provided by the respective air traffic control facilities, are criteria used to evaluate airspace authorization requests (14 CFR 107.41), submitted via FAA.GOV/UAS. Airspace authorization requests for altitudes in excess of the predetermined map parameters will require a lengthy coordination process. This dataset will be continually updated and expanded to include UAS Facility Maps for all controlled airspace by Fall 2017. This map is not updated in real time. Neither the map nor the information provided herein is guaranteed to be current or accurate. Reliance on this map constitutes neither FAA authorization to operate nor evidence of compliance with applicable aviation regulations in or during enforcement proceedings before the National Transportation Safety Board or any other forum. Disclaimer of Liability. The United States government will not be liable to you in respect of any claim, demand, or action-irrespective of the nature or cause of the claim, demand, or action-alleging any loss, injury, or damages, direct or indirect, that may result from the use or possession of any of the information in this draft map or any loss of profit, revenue, contracts, or savings or any other direct, indirect, incidental, special, or consequential damages arising out of any use of or reliance upon any of the information in this draft map, whether in an action in contract or tort or based on a warranty, even if the FAA has been advised of the possibility of such damages. The FAA's total aggregate liability with respect to its obligations under this agreement or otherwise with respect to the use of this draft map or any information herein will not exceed $0. Some States, Territories, and Countries do not allow certain liability exclusions or damages limitations; to the extent of such disallowance and only to that extent, the paragraph above may not apply to you. In the event that you reside in a State, Territory, or Country that does not allow certain liability exclusions or damages limitations, you assume all risks attendant to the use of any of the information in this draft map in consideration for the provision of such information. Export Control. You agree not to export from anywhere any of the information in this draft map except in compliance with, and with all licenses and approvals required under, applicable export laws, rules, and regulations. Indemnity. You agree to indemnify, defend, and hold free and harmless the United States government from and against any liability, loss, injury (including injuries resulting in death), demand, action, cost, expense, or claim of any kind or character, including but not limited to attorney's fees, arising out of or in connection with any use or possession by you of this draft map or the information herein. Governing Law. The above terms and conditions will be governed by the laws of each and every state within the United States, without giving effect to that state's conflict-of-laws provisions. You agree to submit to the jurisdiction of the state or territory in which the relevant use of any of the information in this draft map occurred for any and all disputes, claims, and actions arising from or in connection with this draft map or the information herein.

Geospatial data about Federal Aviation Administration UAS Facility Map Data. Export to CAD, GIS, PDF, CSV and access via API.

The UAS Facility Maps are designed to identify permissible altitudes (above ground level) at which UAS, operating under the Small UAS Rule (14 CFR 107), can be authorized to fly within the surface areas of controlled airspace. These altitude parameters, provided by the respective air traffic control facilities, are criteria used to evaluate airspace authorization requests (14 CFR 107.41), submitted via FAA.GOV/UAS. Airspace authorization requests for altitudes in excess of the predetermined map parameters will require a lengthy coordination process. This dataset will be continually updated and expanded to include UAS Facility Maps for all controlled airspace by Fall 2017. This map is not updated in real time. Neither the map nor the information provided herein is guaranteed to be current or accurate. Reliance on this map constitutes neither FAA authorization to operate nor evidence of compliance with applicable aviation regulations in or during enforcement proceedings before the National Transportation Safety Board or any other forum. Disclaimer of Liability. The United States government will not be liable to you in respect of any claim, demand, or action—irrespective of the nature or cause of the claim, demand, or action—alleging any loss, injury, or damages, direct or indirect, that may result from the use or possession of any of the information in this draft map or any loss of profit, revenue, contracts, or savings or any other direct, indirect, incidental, special, or consequential damages arising out of any use of or reliance upon any of the information in this draft map, whether in an action in contract or tort or based on a warranty, even if the FAA has been advised of the possibility of such damages. The FAA’s total aggregate liability with respect to its obligations under this agreement or otherwise with respect to the use of this draft map or any information herein will not exceed $0. Some States, Territories, and Countries do not allow certain liability exclusions or damages limitations; to the extent of such disallowance and only to that extent, the paragraph above may not apply to you. In the event that you reside in a State, Territory, or Country that does not allow certain liability exclusions or damages limitations, you assume all risks attendant to the use of any of the information in this draft map in consideration for the provision of such information. Export Control. You agree not to export from anywhere any of the information in this draft map except in compliance with, and with all licenses and approvals required under, applicable export laws, rules, and regulations. Indemnity. You agree to indemnify, defend, and hold free and harmless the United States government from and against any liability, loss, injury (including injuries resulting in death), demand, action, cost, expense, or claim of any kind or character, including but not limited to attorney’s fees, arising out of or in connection with any use or possession by you of this draft map or the information herein. Governing Law. The above terms and conditions will be governed by the laws of each and every state within the United States, without giving effect to that state’s conflict-of-laws provisions. You agree to submit to the jurisdiction of the state or territory in which the relevant use of any of the information in this draft map occurred for any and all disputes, claims, and actions arising from or in connection with this draft map or the information herein.

The UAS Facility Maps are designed to identify permissible altitudes (above ground level) at which UAS, operating under the Small UAS Rule (14 CFR 107), can be authorized to fly within the surface areas of controlled airspace. These altitude parameters, provided by the respective air traffic control facilities, are criteria used to evaluate airspace authorization requests (14 CFR 107.41), submitted via FAA.GOV/UAS. Airspace authorization requests for altitudes in excess of the predetermined map parameters will require a lengthy coordination process. This dataset will be continually updated and expanded to include UAS Facility Maps for all controlled airspace by Fall 2017. This map is not updated in real time. Neither the map nor the information provided herein is guaranteed to be current or accurate. Reliance on this map constitutes neither FAA authorization to operate nor evidence of compliance with applicable aviation regulations in or during enforcement proceedings before the National Transportation Safety Board or any other forum. Disclaimer of Liability. The United States government will not be liable to you in respect of any claim, demand, or action—irrespective of the nature or cause of the claim, demand, or action—alleging any loss, injury, or damages, direct or indirect, that may result from the use or possession of any of the information in this draft map or any loss of profit, revenue, contracts, or savings or any other direct, indirect, incidental, special, or consequential damages arising out of any use of or reliance upon any of the information in this draft map, whether in an action in contract or tort or based on a warranty, even if the FAA has been advised of the possibility of such damages. The FAA’s total aggregate liability with respect to its obligations under this agreement or otherwise with respect to the use of this draft map or any information herein will not exceed $0. Some States, Territories, and Countries do not allow certain liability exclusions or damages limitations; to the extent of such disallowance and only to that extent, the paragraph above may not apply to you. In the event that you reside in a State, Territory, or Country that does not allow certain liability exclusions or damages limitations, you assume all risks attendant to the use of any of the information in this draft map in consideration for the provision of such information. Export Control. You agree not to export from anywhere any of the information in this draft map except in compliance with, and with all licenses and approvals required under, applicable export laws, rules, and regulations. Indemnity. You agree to indemnify, defend, and hold free and harmless the United States government from and against any liability, loss, injury (including injuries resulting in death), demand, action, cost, expense, or claim of any kind or character, including but not limited to attorney’s fees, arising out of or in connection with any use or possession by you of this draft map or the information herein. Governing Law. The above terms and conditions will be governed by the laws of each and every state within the United States, without giving effect to that state’s conflict-of-laws provisions. You agree to submit to the jurisdiction of the state or territory in which the relevant use of any of the information in this draft map occurred for any and all disputes, claims, and actions arising from or in connection with this draft map or the information herein.

The Aviation Facilities dataset is updated every 28 days from the Federal Aviation Administration (FAA) and is part of the U.S. Department of Transportation (USDOT)/Bureau of Transportation Statistics (BTS) National Transportation Atlas Database (NTAD). The Aviation Facilities dataset is a geographic point database of all official and operational aerodromes in the United States and U.S. Territories. Attribute data is provided on the physical and operational characteristics of the aerodrome, current usage including enplanements and aircraft operations, congestion levels and usage categories. This geospatial data is derived from the FAA's National Airspace System Resource Aeronautical Data Product. For more information about these data, please visit: https://www.faa.gov/air_traffic/flight_info/aeronav/Aero_Data/NASR_Subscription. A data dictionary, or other source of attribute information, is accessible at https://doi.org/10.21949/1529011

The FAA LAANC Grid Zero Ceiling layer was developed for users who may need to quickly assess whether an object falls within a zero max ceiling grid from the FAA's UAS Facility Map Data.

sUAS Facility Maps (UASFM) that indicate “pre-approved fly altitudes.” Within each grid on the map, FAA would identify maximum altitudes at which flight is permitted without further coordination.Airspace at or below the maximum altitudes would be “pre-approved fly zones” and airspace above the maximum altitudes would require further ATC coordination.

This dataset represents active recreational flyer fixed sites (commonly referred to as flying fields) that are established by an agreement with the FAA. The fixed sites depicted here are located in controlled airspace two or more miles from an airport. At these sites, recreational UAS operations are authorized up to the unmanned aircraft system (UAS) facility map (UASFM) altitudes. If you fly at the fixed sites depicted in this dataset within controlled airspace, you must adhere to the operating limitations of the agreement, which is available from the fixed site sponsor.The FAA currently is upgrading LAANC (Low Altitude Authorization and Notification Capability) to enable recreational flyers to obtain automated authorization to controlled airspace. The FAA is committed to quickly implementing LAANC for recreational flyers. The FAA also is exploring upgrades to DroneZone to enable access for recreational flyers. Until LAANC is available for recreational operations, the FAA is granting temporary airspace authorizations to operate at certain fixed sites (commonly referred to as flying fields) that are established by an agreement with the FAA. For fixed sites that are located in controlled airspace two or more miles from an airport, operations are authorized up to the unmanned aircraft system (UAS) facility map (UASFM) altitudes. The FAA is reviewing fixed sites located within two miles of an airport and will make individualized determinations of what airspace authorization is appropriate. Aeromodelling organizations that sponsor fixed sites, regardless of their location within controlled airspace, can obtain additional information about requesting airspace authorization by email at UAShelp@faa.gov. During this interim period, you may fly in controlled airspace only at authorized fixed sites. The list of authorized fixed sites is available on the FAA’s website at www.faa.gov/uas and will be depicted on the maps on the FAA’s UAS Data Delivery System, which is available at https://udds-faa.opendata.arcgis.com. Agreements establishing fixed sites may contain additional operating limitations. If you fly at a fixed site in controlled airspace, you must adhere to the operating limitations of the agreement, which is available from the fixed site sponsor.As a reminder, existing FAA rules provide that you may not operate in any designated restricted or prohibited airspace. This includes airspace restricted for national security reasons or to safeguard emergency operations, including law enforcement activities. The easiest way to determine whether any restrictions or special requirements are in effect as well as the authorized altitudes where you want to fly is to use the maps on the FAA’s UAS Data Delivery System, which is available at https://udds-faa.opendata.arcgis.com, and to check for the latest FAA Notices to Airmen (NOTAMs). This information may also be available from third-party applications.The FAA will provide notice when LAANC is available for use by recreational flyers.Alternatively, during this interim period, the FAA directs recreational flyers to existing basic safety guidelines, which are based on industry best practices, on its website (faa.gov/uas): • Fly only for recreational purposes • Keep your unmanned aircraft within your visual line-of-sight or within the visual line of sight of a visual observer who is co-located and in direct communication with you • Do not fly above 400 feet in uncontrolled (Class G) airspace • Do not fly in controlled airspace without an FAA authorization • Follow all FAA airspace restrictions, including special security instructions and temporary flight restrictions • Never fly near other aircraft • Always give way to all other aircraft • Never fly over groups of people, public events, or stadiums full of people • Never fly near emergency response activities • Never fly under the influence of drugs or alcoholYou also should be able to explain to an FAA inspector or law enforcement official which safety guidelines you are following if you are flying under the exception for limited recreational unmanned aircraft operations.Please do not contact FAA Air Traffic facilities for airspace authorization because these facilities will no longer accept requests to operate recreational unmanned aircraft in controlled airspace.Please continue to check faa.gov/uas on a regular basis for the most current directions and guidance.

This map provides the locations of airports, which the FAA defines as areas on land or water intended to be used either wholly or in part for the arrival, departure, and surface movement of aircraft/helicopters. Thus, places such as hospitals with helicopter pads are depicted as airports in this dataset. The data is provided as a vector geospatial-enabled file format.

The UAS Facility Maps are designed to identify permissible altitudes (above ground level) at which UAS, operating under the Small UAS Rule (14 CFR 107), can be authorized to fly within the surface areas of controlled airspace. These altitude parameters, provided by the respective air traffic control facilities, are criteria used to evaluate airspace authorization requests (14 CFR 107.41), submitted via FAA.GOV/UAS. Airspace authorization requests for altitudes in excess of the predetermined map parameters will require a lengthy coordination process. This dataset will be continually updated and expanded to include UAS Facility Maps for all controlled airspace by Fall 2017. This map is not updated in real time. Neither the map nor the information provided herein is guaranteed to be current or accurate. Reliance on this map constitutes neither FAA authorization to operate nor evidence of compliance with applicable aviation regulations in or during enforcement proceedings before the National Transportation Safety Board or any other forum. Disclaimer of Liability. The United States government will not be liable to you in respect of any claim, demand, or action—irrespective of the nature or cause of the claim, demand, or action—alleging any loss, injury, or damages, direct or indirect, that may result from the use or possession of any of the information in this draft map or any loss of profit, revenue, contracts, or savings or any other direct, indirect, incidental, special, or consequential damages arising out of any use of or reliance upon any of the information in this draft map, whether in an action in contract or tort or based on a warranty, even if the FAA has been advised of the possibility of such damages. The FAA’s total aggregate liability with respect to its obligations under this agreement or otherwise with respect to the use of this draft map or any information herein will not exceed $0. Some States, Territories, and Countries do not allow certain liability exclusions or damages limitations; to the extent of such disallowance and only to that extent, the paragraph above may not apply to you. In the event that you reside in a State, Territory, or Country that does not allow certain liability exclusions or damages limitations, you assume all risks attendant to the use of any of the information in this draft map in consideration for the provision of such information. Export Control. You agree not to export from anywhere any of the information in this draft map except in compliance with, and with all licenses and approvals required under, applicable export laws, rules, and regulations. Indemnity. You agree to indemnify, defend, and hold free and harmless the United States government from and against any liability, loss, injury (including injuries resulting in death), demand, action, cost, expense, or claim of any kind or character, including but not limited to attorney’s fees, arising out of or in connection with any use or possession by you of this draft map or the information herein. Governing Law. The above terms and conditions will be governed by the laws of each and every state within the United States, without giving effect to that state’s conflict-of-laws provisions. You agree to submit to the jurisdiction of the state or territory in which the relevant use of any of the information in this draft map occurred for any and all disputes, claims, and actions arising from or in connection with this draft map or the information herein.

[Metadata] 10 Foot Contours depicting Hawaii Department of Transportation Airports FAA Part 77 Surface Elevations in Mean Sea Level Feet. Source: Ricondo, Consultant to Hawaii DOT Airports Division. The DOT-Airports is providing the 14 CFR Part 77 Surfaces (often referred to as “Part 77 Surfaces”) for all its airports in GIS raster format for information and planning purposes only. This data is intended to assist the public in understanding Part 77 surfaces and engaging early in proposals against Federal Aviation Administration (FAA) regulations and local land use ordinances, if applicable.In administering 14 CFR Part 77, the prime objectives of the FAA are to promote air safety and efficient use of navigable airspace. To accomplish this mission, aeronautical studies are conducted based on information provided by proponents on a FAA Form 7460-1, Notice of Proposed Construction or Alteration. The requirements for filing with the FAA for proposed construction or alteration of existing structures vary based on several factors such as height, proximity to an airport, location, and frequencies emitted from the structure, etc. For more details, please refer to 14 CFR Part 77.9. The airspace contours are given in feet above mean sea level at a given point. The Part 77 Surfaces may vary significantly throughout a proposed project site boundary. Therefore, a thorough evaluation of the Part 77 Surfaces over the entire project site should be conducted to ensure all proposed buildings/structures are within allowable height limits. The ground elevation at a proposed site must be determined and subtracted from the airspace contour value to determine the maximum height of a building/structure at a given point at ground level. Regardless if the proposed construction or alteration of existing structure is below the Part 77 Surfaces, developers are still required to file a FAA Form 7460-1 to obtain FAA’s official determination at the HDOT and/or FAA’s request. A copy of FAA’s determination letter should be forwarded to the HDOT Airports Planning Section.For additional information, please refer to metadata at https://files.hawaii.gov/dbedt/op/gis/data/HDOTA_AirportAirspaceContours.pdf or contact the Hawaii Statewide GIS Program, Office of Planning and Sustainable Development, State of Hawaii; PO Box 2359, Honolulu, Hi. 96804; (808) 587-2846; email: gis@hawaii.gov; Website: https://planning.hawaii.gov/gis.

Airports Polygon is a 1:24,000-scale, feature-based layer that includes all airport features depicted on all of the U.S. Geological Survey (USGS) 7.5 minute topographic quadrangle maps that cover the State of Connecticut and are listed on the Federal Aviation Administration (FAA) "Airport Data (5010) & Contact Information" June 5, 2008 report. Airports in New York, Massachusetts and Rhode Island that are near the Connecticut state boundary are included. Airports that are listed by FAA and are visible on aerial photography (Connecticut 2004 Orthophotos and Connecticut 2006 NAIP Color Orthophotos from National Agriculture Imagery Program) are included. Airports that are listed by FAA but are not visible on aerial photography are not included. All airports listed by FAA are included in a separate point feature-based layer, Airport FAA CT. The airport point locations were generated from latitude and longitude coordinates contained in the FAA report and all the attribute information in the report was included. The airport layer is based partly on information from USGS topographic quadrangle maps published between 1969 and 1984 which does not represent airports in Connecticut at any one particular point in time. The layer does depict current conditions as to airports listed by FAA and having location identification codes and visible on aerial photography of 2004 and 2006. The layer delineates airports and heliports. It includes airport name, airport location code, type of facility, public or private use of facility and state the airport is located in. It does not include airport elevation, flight schedule, runway capacity, or ownership information. Features are polygonal and generally depict landing strips and perimeters for large and small airports and helicopter landing pads. Attribute information allows to cartographic representation (symbolize) and labeling of these features on a map. This layer was originally published in 1994 and slightly updated in 2005.

http://www.faa.gov/airports/planning_capacity/passenger_allcargo_stats/categories/

© FAA This layer is a component of Airports.

United States Landing Facilities including Heliport, Seaplane Base, Gliderport, Ultralight, and Balloonports

© FAA, BTS, Derald Dudley

Analysis of ‘Connecticut Airports’ provided by Analyst-2 (analyst-2.ai), based on source dataset retrieved from https://catalog.data.gov/dataset/cdd146ea-4dbb-456c-9435-97d693d29c5e on 27 January 2022.

--- Dataset description provided by original source is as follows ---

Airports Polygon is a 1:24,000-scale, feature-based layer that includes all airport features depicted on all of the U.S. Geological Survey (USGS) 7.5 minute topographic quadrangle maps that cover the State of Connecticut and are listed on the Federal Aviation Administration (FAA) "Airport Data (5010) & Contact Information" June 5, 2008 report. Airports in New York, Massachusetts and Rhode Island that are near the Connecticut state boundary are included. Airports that are listed by FAA and are visible on aerial photography (Connecticut 2004 Orthophotos and Connecticut 2006 NAIP Color Orthophotos from National Agriculture Imagery Program) are included. Airports that are listed by FAA but are not visible on aerial photography are not included. All airports listed by FAA are included in a separate point feature-based layer, Airport FAA CT. The airport point locations were generated from latitude and longitude coordinates contained in the FAA report and all the attribute information in the report was included. The airport layer is based partly on information from USGS topographic quadrangle maps published between 1969 and 1984 which does not represent airports in Connecticut at any one particular point in time. The layer does depict current conditions as to airports listed by FAA and having location identification codes and visible on aerial photography of 2004 and 2006. The layer delineates airports and heliports. It includes airport name, airport location code, type of facility, public or private use of facility and state the airport is located in. It does not include airport elevation, flight schedule, runway capacity, or ownership information. Features are polygonal and generally depict landing strips and perimeters for large and small airports and helicopter landing pads. Attribute information allows to cartographic representation (symbolize) and labeling of these features on a map. This layer was originally published in 1994 and slightly updated in 2005.

--- Original source retains full ownership of the source dataset ---

The Spaceports dataset was compiled on August 08, 2023 from the Bureau of Transportation Statistics (BTS) and is part of the U.S. Department of Transportation (USDOT)/Bureau of Transportation Statistics (BTS) National Transportation Atlas Database (NTAD). This layer is meant to be a reference layer and features public and private spaceport facilities in the United States. The information found on FAA’s Office of Spaceports was used in creating this layer by the Bureau of Transportation Statistics (BTS), found here https://www.faa.gov/space/office_spaceports. These facilities support the launching and receiving of spacecraft into and from space. As a result, U.S. spaceports have a critical role in the growing global commercial space transportation industry. The FAA Office of Spaceports is responsible for development of policies that promote infrastructure improvements and strengthen the competitiveness of U.S. spaceports, supporting launch and reentry site licensing activities, providing technical assistance and guidance to existing and proposed new spaceports, and the domestic and global promotion of U.S. spaceports. The mission of the FAA’s Office of Spaceports is to enable the safest, most efficient network of launch and reentry spaceports in the world, along with a vision to advance a robust, innovative national system of spaceports supporting the U.S. as a global leader in the commercial space transportation industry. A data dictionary, or other source of attribute information, is accessible at https://doi.org/10.21949/1529779

The Runway Ends Table dataset is updated every 28 days from the Federal Aviation Administration (FAA) and is part of the U.S. Department of Transportation (USDOT)/Bureau of Transportation Statistics (BTS) National Transportation Atlas Database (NTAD). The Runways database contains runways in the United States and US territories with information on the physical characteristics of the runways. Not all runways in this dataset have geospatial locations associated with them, as this is not a required data element from the airport source. As a result, this database contains a polyline layer, a points layer and a table. The polyline layer contains runways that had corresponding runways ends. The points layer contains mostly heliports, but also non-linear landing areas. The table contains runways where geospatial information was not reported. The runways in the database are associated with the airports dataset on NTAD, showing runways for all official and operational aerodromes. This geospatial data is derived from the FAA's National Airspace System Resource Aeronautical Data. A data dictionary, or other source of attribute information, is accessible at https://doi.org/10.21949/1529790

This dataset consists of UAS flight images from three sites along an elevation and precipitation gradient within Reynolds Creek Experimental Watershed collected between June 4 and July 9, 2019. The lowest elevation site ('wbs1', 1,425 m) was vegetated by shrub steppe dominated Wyoming big sage (Artemisia tridentata ssp. wyomingensis). Vegetation at the middle elevation site ('los1', 1,680 m) was shrub steppe dominated by low sage (Artemisia arbuscula). Shrub steppe at the highest elevation site ('mbs1', 2,110 m) was dominated by mountain big sage (Artemisia tridentata ssp. vaseyana) and Utah snowberry (Symphoricarpos oreophilus utahensis). A MicaSense RedEdge 3 sensor mounted on a DJI Matrice 600 Pro UAS platform was used to collect multispectral imagery of each site. The drone was flown by a Federal Aviation Administration (FAA) Part 107 certified remote pilot between June 5 and July 9 2019. All flights were completed within two hours of solar noon. The RedEdge is a broadband multispectral sensor: blue (475nm), green (560nm), red (668nm), red edge (717nm), and near-infrared (840nm). The RedEdge sensor was radiometrically calibrated using a reflectance panel before and after each flight. A DJI Phantom 4 with the stock FC330 Red Green Blue (sRGB) camera was flown over each site to collect imagery at a finer spatial resolution to assist with training and test data for vegetation type classification.Resources in this dataset:Resource Title: UAS Imagery and Location Data - SCINet.File Name: Web Page, url: https://app.globus.org/file-manager?origin_id=904c2108-90cf-11e8-9672-0a6d4e044368&origin_path=/LTS/ADCdatastorage/NAL/published/node424632/Folder containing imagery (.zip) and _location (.csv) data. The .zip files contain unprocessed visual (RGB) imagery in .jpg format acquired with a 12-MP DJI (Sony) FC330 camera and unprocessed multispectral, 5-band imagery in .tif format acquired with a MicaSense RedEdge-M sensor. Camera settings and EXIF information are embedded in the imagery files. The .csv files contain ground control point (GCP) labels and coordinate information recorded with an RTK instrument for GCP target (black/white cross) locations at the relevant study areas.SCINet users: The files can be accessed/retrieved with valid SCINet account at this _location: /LTS/ADCdatastorage/NAL/published/node424632/ See the SCINet File Transfer guide for more information on moving large files: https://scinet.usda.gov/guides/data/datatransferGlobus users: The files can also be accessed through Globus by following this data link. The user will need to log in to Globus in order to retrieve this data. User accounts are free of charge with several options for signing on. Instructions for creating an account are on the login page.

The hub status and role of AK airports. Hub codes: N - Nonhub PrimaryM - Medium HubS - Small HubSource: Federal Aviation Administration, March 2018, Alaska Department of Transportation and Public FacilitiesThis data has been visualized in a Geographic Information Systems (GIS) format and is provided as a service in the DCRA Information Portal by the Alaska Department of Commerce, Community, and Economic Development Division of Community and Regional Affairs (SOA DCCED DCRA), Research and Analysis section. SOA DCCED DCRA Research and Analysis is not the authoritative source for this data. For more information and for questions about this data, see: FAA Airport Categories and Alaska Department of Transportation GIS

Drone Mapping Service Market Outlook

The global drone mapping service market size is projected to witness significant growth, expanding from an estimated $1.2 billion in 2023 to approximately $5.8 billion by 2032, at a Compound Annual Growth Rate (CAGR) of 19.5%. One of the primary growth factors in this market is the increasing adoption of drones in various industries for enhanced data collection and analysis, driven by technological advancements that make drone operations more efficient and cost-effective.

One of the critical growth drivers for the drone mapping service market is the rapid technological advancements in drone technology and data processing software. State-of-the-art drones equipped with high-resolution cameras, LiDAR systems, and thermal imaging sensors are now capable of capturing highly accurate and detailed geospatial data. Additionally, advancements in data processing algorithms and cloud computing have significantly enhanced the ability to analyze and utilize this data effectively. These technological innovations are making drone-based mapping services more accessible and appealing across various industries, thus propelling market growth.

Another growth factor is the increasing regulatory acceptance and support for commercial drone operations. Governments worldwide are recognizing the potential benefits of drone technology and are working towards creating a more favorable regulatory environment. For instance, the Federal Aviation Administration (FAA) in the United States and the European Union Aviation Safety Agency (EASA) have been updating their regulations to facilitate easier and safer integration of drones into commercial airspace. Such regulatory support is crucial for the expansion of the drone mapping services market, as it reduces barriers to entry and encourages more businesses to adopt this technology.

Moreover, the growing demand for high-precision and real-time data in various sectors is driving the adoption of drone mapping services. Industries such as agriculture, construction, and mining are increasingly relying on drone-based solutions to enhance operational efficiency, reduce costs, and improve decision-making processes. In agriculture, drones are used for precision farming, crop health monitoring, and yield estimation. In construction, they assist in site surveys, progress monitoring, and quality inspections. Similarly, in mining, drones are employed for exploration, mapping, and monitoring of mining sites. The multifaceted applications of drone mapping services across these sectors are contributing significantly to market growth.

The UAV Aerial Survey Service is becoming increasingly vital in various sectors due to its ability to provide high-resolution and precise data over large areas. This service utilizes unmanned aerial vehicles (UAVs) equipped with advanced sensors to conduct surveys that were traditionally performed by manned aircraft or ground-based methods. The efficiency and cost-effectiveness of UAVs have made them a preferred choice for industries such as agriculture, construction, and environmental monitoring. By leveraging UAV Aerial Survey Service, businesses can achieve faster data collection, improved accuracy, and enhanced safety, which are crucial for informed decision-making and strategic planning.

Regional outlook for the drone mapping service market indicates that North America and Europe are expected to be the dominant regions. The early adoption of drone technology, supportive regulations, and the presence of key market players are the main factors driving growth in these regions. The Asia Pacific region is anticipated to witness the fastest growth, driven by increasing investments in infrastructure development, rising adoption of advanced technologies, and supportive government initiatives. The market in the Middle East & Africa and Latin America is also expected to grow steadily, supported by advancements in the oil & gas and mining sectors.

Service Type Analysis

The drone mapping service market is segmented by service type into Aerial Surveying, 3D Modeling, Thermal Imaging, LiDAR Mapping, and Others. Aerial Surveying is one of the most widely adopted services in this market. It involves using drones to capture high-resolution images and videos from the air to create detailed maps and models of the surveyed area. This service is extensively used in agriculture, construction, and environmental monitoring due to its ability to cover large areas quickly and pro

Collisions with anthropogenic structures are a significant and well documented source of mortality for avian species worldwide. The bald eagle (Haliaeetus leucocephalus) is known to be vulnerable to collision with wind turbines and federal wind energy guidelines include an eagle risk assessment for new projects. To address the need for risk assessment, in this study, we 1) identified areas of northeastern North America utilized by migrating bald eagles, and 2) compared these with high wind-potential areas to identify potential risk of bald eagle collision with wind turbines. We captured and marked 17 resident and migrant bald eagles in the northern Chesapeake Bay between August 2007 and May 2009. We produced utilization distribution (UD) surfaces for 132 individual migration tracks using a dynamic Brownian bridge movement model and combined these to create a population wide UD surface with a 1 km cell size. We found eagle migration movements were concentrated within two main corridors along the Appalachian Mountains and the Atlantic Coast. In siting new turbines, wind energy developers should avoid the high-use migration corridors (UD categories 20 & 40) and focus new wind energy projects on lower-risk areas (UD categories 60-100).This fileset also includes manually mapped turbines combined with turbines from U.S. government databases (Federal Aviation Administration. Digital obstacle file through 12/8/2014; 2015. Available https://nfdc.faa.gov/tod/public/TOD_DOF.html) Article citation: Mojica EK, Watts BD, Turrin CL (2016)Utilization Probability Map for Migrating Bald Eaglesin Northeastern North America: A Tool for Siting WindEnergy Facilities and Other Flight Hazards. PLoSONE 11(6): e0157807. doi:10.1371/journal.pone.0157807