Frequently Asked Questions

The Autonomy Research Institute (ARI), established in 2024 and formerly known as the Lone Star UAS Center of Excellence and Innovation, is a multidisciplinary hub of researchers, entrepreneurs, and aviation industry professionals focused on advancing autonomous systems. ARI originated in 2013 in response to an FAA initiative to integrate UAS into the national airspace and has since evolved into a leading center for cutting-edge research and innovation across multiple domains.

UAS test sites are mandated by Congress to assist the Federal Aviation Administration (FAA) in developing policies, procedures, and technological solutions that will enable safe integration of remotely-piloted aircraft (RPA) into the national airspace system (NAS). The test sites are designed to collect operational data for the FAA and to assist UAS manufacturers and technology developers with research, development and commercialization of their products. Backed by former Governor Rick Perry, Texas A&M University-Corpus Christi led a successful proposal effort, one of 50 proposals among 37 states. The site encompasses more than 6,000 square miles of proposed airspace for RPA test-range operations.

The test site includes 11 test ranges, covering more than 6,000 square miles of airspace from the Gulf of Mexico to the Big Bend region of Texas.

The test sites were selected by a rigorous, computer-assisted process adopted by the Federal Aviation Administration (FAA) for the test-site program. Our proposal was competitive for a variety of reasons: wide-open airspace, advanced research capabilities, UAS operational experience, and an excellent aviation safety record.

The goal of the test sites is to provide an environment within which UAS technologies can be tested, evaluated, developed and validated, which will enable the Federal Aviation Administration (FAA) to develop operational rules, regulations and policies for integrating Unmanned Aircraft Systems (UAS) into the national airspace system (NAS) for commercial use. ARI research aligns with the FAA's six focal areas that will enable safe integration: system safety and data collection; airworthiness; command and control link; control station layout; ground and airborne sense-and-avoid; and environmental impacts of UAS operations.

Private and public entities are able to launch and land Unmanned Aircraft Systems to test and develop various technological uses. The Mission Control Center monitors these flights and collects data for the Federal Aviation Administration (FAA). The test site will generate revenue by charging fees for services associated with test site operations.

UAS stands for Unmanned Aircraft Systems and includes all the technology used to operate unmanned aerial vehicles (UAVs). Drones tend to refer to UAVs that are programmed remotely for completion of a task. Licensed pilots operate UAVs owned by the University. The aircraft can be programmed, but there is always a human element in the command and control link.

Unmanned Aircraft Systems can provide many types of information more effectively, more efficiently, and often, more safely than manned aircraft. Examples include:

• detecting wildfire hotspots and ocean oil spills;
• providing images to emergency management officials after disasters or extreme weather;
• monitoring pipelines;
• mapping coastlines and habitats;
• conducting livestock inventory;
• locating lost or stranded people; and
• providing cell phone relay transmission services
• surveying missions over large areas

Texas A&M University-Corpus Christi has a variety of UAS:

• RS-16 is a fixed-wing aircraft with a wingspan of 13 feet. It weighs 85 pounds and carries a 25-pound payload. Its top speed is 65 knots (almost 75 mph). TAMU-CC is authorized by FAA to fly the RS-16 at altitudes up to 3,000 feet.
• Rotorcraft hover more like a helicopter with four or six rotors, usually at altitudes of less than 400 feet, provided they do not interfere with air-traffic control near airports.

The ARI test site is bound by Federal Aviation Administration (FAA) regulations for operating a specific aircraft for research purposes within authorized airspace. For example: The RS-16 must be operated under visual line of sight (VLOS) rules, which means ground observers must be able to see the aircraft or a piloted chase plane must fly with the Unmanned Aircraft System (UAS) to monitor its operations. The UAS must be controlled by a licensed pilot. FAA air-traffic control facilities must be kept abreast of operations and notices to airmen (NOTAMs) must be filed. Numerous ground-safety regulations must be observed.

Texas has a contract with FAA to provide data and regular reports on its operations and to abide by FAA rules and regulations for operating UAS only in airspace authorized by the agency. As a test-site operator, Texas also will be able to offer services to the UAS industry and research institutions that will increase the state’s capacity in the UAS sector of the aviation industry and create educational opportunities for students in all colleges of TAMU-CC.

All job openings with ARI can be found through our career webpage.

ARI is not involved with any operations that use Predator aircraft or other similar aircraft. Military RPA flying over Corpus Christi operate from Naval Air Station Corpus Christi.

Yes. We are currently developing a researcher interface. Inquiries may be directed to Joe Henry at Joe.Henry@tamucc.edu

Please inquire to Joe Henry by e-mail: Joe.Henry@tamucc.edu

The ARI business model is fee-for-service based on a range-loading plan developed by lead systems integrators. A graduated fee structure encourages development of start-up companies but is also designed to offer a full range of services to well-established UAS original equipment manufacturers (OEMs). No exclusionary practices or procedures are allowed by the FAA.

UAS ground movement on taxiways and runways is always monitored by ground visual observers as directed by the FAA. Ground control stations (GCS) receive metadata or GPS data from the aircraft. These data provide current aircraft position and speed.

The Autonomy Research Institute has identified ideal operating hours per day according to weather and aviation traffic data collected over a 10-year period. The team concluded that the preferred mission time is Monday-Friday from 10 a.m. to 4 p.m. This schedule reflects the maximum operational hours. It does not reflect the number of actual operational days or hours needed to meet the research goals and objectives of the Autonomy Research Institute Test Site. This time period minimizes potential hazardous visibility and wind conditions. Weekend and nighttime (midnight to 4 a.m.) operations also are viable as permitted by the FAA.

FAA requires visual observers during all UAS operations. The visual observer must be within one mile of the unmanned aircraft at all times. This visual observer is permitted to be on the ground at the launch and recovery site as well as in a chase plane. The Autonomy Research Institute Team has used chase planes in order to adhere to the FAA regulations for visual observers. Chase aircraft support of unmanned air vehicle flight has one objective: “the safety of non-participating aircraft flying to the rear and above, below or on both sides of the UAV.” Chase aircraft must be flown only by FAA certified/approved pilots.

Direct and continuous contact with the controlling Federal Aviation Administration (FAA) facility, adjacent facilities, and Department of Defense (DOD) Air Traffic Control (ATC) units are maintained through direct communications, per FAA regulations.

General aviation, commercial aviation, and range flights may be separated by several standard means. The primary means for separating range flight activity is procedural. Separation by a single parameter or combination of the parameters of time, space, and altitude maintains safe separation.

• Space separation refers to specific aircraft location within a range. This space is defined as the aircraft’s operational area or mission profile for that activity.
• When aircraft are in transit, a range operations officer or ATC representative can separate the aircraft from others by time allocation. Time separation is defined by the distance gained through controlled arrival and departures or checkpoints.
• Aircraft can operate in the same horizontal space but vertically separated through block altitude stratification.

Lost-link events are generally managed by establishing loiter areas close enough for ground pilots to visually acquire and intercept the aircraft in order to regain positive control. Unmanned aircraft carry a preprogrammed emergency mission that directs the aircraft to return to the loiter area in the event of lost-link. Since loiter areas are near the Launch and Recovery Site (LRS), observers can maintain visual contact with the loitering aircraft.

The range operations lead and pilot-in-command immediately contact controlling agencies once a lost link incident has been identified to provide information required for de-confliction within the range. Controlling agencies include range operations for the test site, approach and departure control and a radio call over the common-range frequency for general aviation. The pilot-in-command is responsible for regaining positive control of the aircraft. Once positive control is gained, the pilot-in-command makes the appropriate radio call to controlling agencies that positive control has been reestablished.

No. A notice to airmen (NOTAM) is filed with the FAA and local ATC facilities identifying UAS operations in the test site. Every pilot is encouraged by the FAA to check all local area NOTAMs prior to flight.

Yes. UAS flight computers transmit metadata to ground control station (GCS) computers. These data tell operators exactly where the aircraft is located. The data can be exported to third parties to enhance situational awareness on the test site. Larger UAS have Mode C transponders, which are the same as those in commercial U.S. passenger aircraft. These transponders meet all FAA requirements.

No, a major research goal of the test-site program is to develop ground and airborne sense-and-avoid systems.

No restrictions will be placed on these areas by the Autonomy Research Institute. As stated above, NOTAMs are filed with the FAA and local ATC facilities identifying UAS operations.