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3K followers
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Matthew Hernandez shared thisHey Network. We're hiring again!!! It's so excited to grow. We are looking for a few Program Manager / Instructors for locations in Texas and Florida. Please reach out to me and share with your network this incredible opportunity in the drone space.... #hiring #dronejobs #Droneinstructor #USI
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Matthew Hernandez shared this"First introduced to the industry in 2025, the CAET is a knowledge-based certification for entry-level technicians and requires passing a written exam that must be taken online through the Unmanned Safety Institute (#USI). The credential is the foundation for a series of stackable certifications for avionics technicians." Reach out to me if your interested in beginning your journey to #CAET.AEA Unveils Pathway for AETs to Upgrade Their Credential to CAETAEA Unveils Pathway for AETs to Upgrade Their Credential to CAET
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Matthew Hernandez shared thisI am very excited for #Verticon 2026. For those attending, I will be hosting a short “foundations” discussion on the state of #drone training and the importance of standardization. I look forward to meeting new people while in town. Feel free to reach out if you would like to set aside time to explore ways #USI can support your drone operations. #dronesafety #aviationsafety
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Matthew Hernandez reposted thisMatthew Hernandez reposted thisPart 108 is here. For enterprise drone programs, this isn’t just regulatory change — it’s an operational shift. Scalable training. Standards-aligned systems. Defensible infrastructure. Organizations prepared for growth will move faster and operate smarter. #part108 #aviationstandards #uas #droneindustry #workforcedevelopment
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Matthew Hernandez shared thisVery exciting update to are already strong offering of #drone education, documentation and consultation support. I look forward to even more exciting announcements very soon. #USI #DroneSafetyMatthew Hernandez shared thisAnnouncing a Strategic Collaboration to Elevate UAS Safety and Operational Readiness AlarisPro is proud to announce a strategic teaming agreement with the Unmanned Safety Institute (USI). As UAS operations expand and BVLOS pathways evolve, operators need more than standalone tools. They need an integrated, aviation-grade framework that connects training, operational standards, and real-time fleet intelligence. Through this collaboration, we are aligning: ▪️ USI’s ASTM-recognized training and doctrine ▪️ AlarisPro’s fleet management platform and Safety Management System ▪️ Digital Twin technology and predictive maintenance analytics Together, we are delivering a compliance-ready pathway that strengthens regulatory readiness, enhances fleet reliability, and supports scalable mission expansion. As the industry moves forward, operational maturity will be defined by both standardized training and data-driven oversight. This partnership brings both together. We look forward to working alongside USI to empower safe, scalable, and compliant UAS operations worldwide. Read the full Press Release here: https://lnkd.in/eipuPnMb Interested in learning more about how this integrated framework can strengthen your safety program? Connect with us or schedule a joint briefing at alarispro.com #UAS #BVLOS #AviationSafety #DigitalTwin #PredictiveMaintenance #SMS
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Matthew Hernandez shared thisCongratulations to the #Mesa team. One story of many. Are you prepared for #Part108, and the scale that comes with #BVLOS? 2026 will be an exciting year in the deployment of drone technoligies across every industry and #USI will be ready to support! From Startup to Scale USI has the tools and SME's. Reach out with questions... #Dtech #Drones #Dronesafety #DronetrainingMatthew Hernandez shared thisTraining complete. Capability unlocked. Reach expanded. Our team wrapped up Sentero 6 training this week, positioning Mesa at the forefront of BVLOS drone inspections as we approach final FAA waiver approval. With the ability to fly up to 90 miles in a single mission sub 2 hours, we can inspect more transmission and distribution assets in fewer flights — reducing risk, increasing coverage, and delivering higher-quality data at scale.
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Matthew Hernandez shared thisI’m really looking forward to attending DTech this year! If you’re in the industry and use drones for service and inspection, I’d love to chat about how we can help you with your program needs and operations. #USI #Drones #utilities #dronetraining #dronesafetyMatthew Hernandez shared thisThank You to our Padfolio Sponsors: Bent Ear Solutions, FNN, GROUNDLINE, and Unmanned Safety Institute (USI) - Joshua Olds
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Matthew Hernandez shared thisLooking for a Flight Instructor/PM!!!! Awesome opportunity!Matthew Hernandez shared thisUSI is looking for a Program Manager / Flight Instructor to support and grow our UAS training programs in Harrisburg, PA. This full-time role blends program management, flight instruction, and operational leadership. You’ll work closely with college partners, instructors, and internal teams to deliver high-quality training while helping shape the future of job-ready drone education. What you’ll do: -Manage day-to-day program operations and delivery -Support students and instructors throughout the training lifecycle -Provide flight instruction and hands-on guidance -Collaborate with internal and external partners to grow and improve the program -Help ensure programs meet performance goals and long-term success 👉 Learn more and apply here: https://lnkd.in/e685uB87USI Job Opportunity: Program Manager / Flight InstructorUSI Job Opportunity: Program Manager / Flight Instructor
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Matthew Hernandez reposted thisMatthew Hernandez reposted thisThinking about starting a drone program at your school? We know it can feel overwhelming....budgets, lesson plans, and certifications can make it hard to know where to start. That’s why we built the Drone Pilot Starter Kit, a complete classroom solution that makes teaching drones simple and fun. It includes: 🔹Ready-to-teach curriculum 🔹 Real-world flight experience 🔹 FAA Part 107 prep resources Practical. Affordable. Classroom-ready. #FlyUSI #DroneEducation #STEM #FutureOfFlight #DroneTraining
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Matthew Hernandez liked thisWe’re Hiring! 🎉 The Unmanned Safety Institute is growing and we’re looking for a Commercial Account Executive to join the team! If you love aviation, sales, and helping shape the future of safe, scalable drone operations this one’s for you. Come build the future of UAS with USI ✈️ Apply Below!Matthew Hernandez liked thisUSI is hiring a Commercial Account Executive! If you’re passionate about aviation, UAS operations, and helping commercial teams adopt safe, structured programs, this could be a great fit. Join us in advancing enterprise drone operations and industry standards. Learn more and apply: https://lnkd.in/egTSuaQG #Hiring #UAS #Aviation #DroneIndustry #USICareers
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Matthew Hernandez liked thisMatthew Hernandez liked thisLast week, I had the opportunity to spend time with our USI team and the team at Texas A&M RELLIS and visit the main Texas A&M campus in College Station for the first time. Walking those campuses, one thing was clear: this is where the future is being built. We’re incredibly excited to partner with Texas A&M RELLIS as one of our newest collegiate collaborators. What they’re creating in Bryan, TX is more than a campus……..it’s a launchpad for workforce development across multiple industries, all converging around innovation. Drone technology sits right at the center of that convergence. From infrastructure and public safety to agriculture, energy, and beyond………UAS training is no longer niche. It’s becoming foundational. And the opportunity to help equip students and professionals with these skills, at scale, is something we don’t take lightly. What stood out most during our visit wasn’t just the facilities or the vision, it was the people and the culture. Leaders who are deeply committed to serving their community, solving real workforce challenges, and preparing the next generation for what’s ahead. Very grateful for the partnership. Even more excited about what we’re going to build together. 🙏🏻 The future is taking shape in Bryan and College Station. And we’re just getting started! 💥 #UAS #DroneTechnology #WorkforceDevelopment #Innovation #TexasA&M #FutureOfWork #Partnership
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Matthew Hernandez liked thisMatthew Hernandez liked thisUSI continues to grow. We’re pleased to welcome three new professionals to the team who will help support our mission of advancing standards-based training and operational excellence in the UAS industry: 🔷 Judith Forget – Business Development Specialist 🔷 Jonathan Clark – Enterprise Solutions Support 🔷 Shane Archiquette – VP of Product Innovation Their expertise will support continued innovation, enterprise engagement, and the development of solutions that help organizations build safe and scalable drone operations. Welcome to #TeamUSI! #leadership #teamgrowth #uas #aviationinnovation #droneindustry
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Matthew Hernandez liked thisMatthew Hernandez liked thisHappy to share that I’ve earned my LEED Green Associate Credential from the U.S. Green Building Council. 🌱 And I want to give a special shout out to everyone who helped me study and shared learning resources along the way. Always glad for opportunities to keep learning. #LEED #LEEDGA #GreenBuilding #Sustainability
Experience & Education
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Assisted the Head coach in developing athletic skills and growing responsible adults for a team of 14.
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Flight Safety Foundation
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ALI HAMZA
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LVO stands for Low Visibility Operations. These are special procedures and requirements that apply when operating in low visibility conditions, typically during takeoff, landing, and taxiing in fog, heavy rain, or snow. LVOs are implemented to maintain safety when visual references are limited or unavailable. Here’s a quick breakdown of key points: Common Scenarios for LVO: CAT II or CAT III instrument landings Runway visual range (RVR) less than 400 meters Taxi operations in low visibility (e.g., RVR < 200 meters) Key Elements of LVO: 1.Enhanced lighting systems (e.g., centerline lights, touchdown zone lights) 2. ILS (Instrument Landing System) usage 3. Trained flight crews and certified aircraft 4. Airport-specific procedures approved by the regulatory authority Related Terms: LVP (Low Visibility Procedures): The procedures an airport initiates when visibility drops below a set threshold, often used interchangeably with LVO but more focused on ground operations. SMGCS (Surface Movement Guidance and Control System): A system to support aircraft and vehicle movement during low visibility.
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Sirma CELIK
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Safety Engineering and Safety Management Systems (SMS) go hand in hand—SMS is most impactful when guided by the principles and rigor of safety engineering. Let’s talk about the mindset built through SMS. In many industries, safety is a cultural commitment. SMS isn’t just about policies and procedures—it’s about embedding safety into the way people think, communicate, and make decisions. When SMS is integrated early—especially in the design phase—it: ➡️ Promotes proactive safety thinking— Engineers and decision-makers consider hazards and mitigation early, not after deployment. ➡️ Strengthens safety culture— Reporting, learning, and accountability become part of everyday operations. ➡️ Drives business value— Safe systems aren’t just compliant; they’re a competitive advantage. Customers trust them. Markets reward them. SMS helps organizations move from reactive compliance to proactive prevention. It transforms safety from a feature into a shared value—reflected in every flight, every system, and every team. #SafetyEngineering #SMS
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John Santry
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Ohio agency Akron PD’s decision to expand its Drone as First Responder (DFR) program is a smart, community‐focused step forward for public safety in Northeast Ohio. By getting a Skydio drone overhead in under two minutes, officers gain real‐time situational awareness that helps them slow down, make better tactical decisions, and safely de‐escalate high‐risk incidents. That means more protection for the community and for the officers who serve it.[1] DFR changes the equation on response. Instead of waiting to arrive on scene “blind,” officers can watch a live feed from a remotely piloted, dock‐based drone as they respond to calls for service. Akron already flies seven drones with 20 pilots and plans to deploy at least three docks across the city this year, building on proven use cases like suspect apprehension, search and rescue, and missing children investigations. Faster, smarter responses paired with high‐quality video evidence are already helping agencies resolve cases more quickly and hold offenders accountable.[1] Credit also goes to the broader Ohio public safety community that is leading on this mission‐critical technology. Six agencies in the state now use Skydio drones, with Cincinnati PD currently operating dock‐based systems and Cleveland PD flying a growing Skydio fleet while evaluating DFR docks. These departments are pairing innovation with responsible policy: limiting flights to calls for service, addressing privacy concerns up front, and building transparency tools like public UAS dashboards so residents can see when and where drones are flying.[1] Congratulations to Akron PD, Cincinnati, Cleveland, and the many other agencies across Ohio and the U.S. who are proving that when done right, Drone as First Responder can be a force multiplier for safety, transparency, and trust in the communities they protect.[1] [1](https://lnkd.in/gYaf5k2M)
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Sirma CELIK
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What We Don’t See Saves Lives. Most people admire the performance, design, or innovation of a system. But beneath the surface lies a critical layer that often goes unnoticed: system safety engineering. It’s the discipline that anticipates failure before it happens, designs resilience into complexity, and ensures that what could go wrong—doesn’t. The real success of safety engineering is often invisible, because when it works, nothing happens. As systems grow more interconnected and risks more nuanced, the role of safety professionals becomes even more vital. Let’s continue building systems where safety isn’t an afterthought, but a foundation. #SafetyEngineering #SafetyCulture #SafetyMatters
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Jessie Naor
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It's absolutely wild to me that in 2025, flight data monitoring isn't the status quo. In today's age, we should be able to determine within hours whether crew members used AFM landing procedures in these accidents, but here we all are, waiting years for an NTSB report to be released. "Many of the past HondaJet investigations have not revealed if the pilots involved in the accidents had closely followed the AFM landing procedures. Without flight data monitoring, we do not know how many pilots are accurately replicating the AFM’s landing procedure. Nor do we definitively know if pilots using the specific landing procedure are—or are not—experiencing landing abnormalities. If the data shows that pilots adhering strictly to the recommended landing procedure are still having problems with controllability and stop ability, then the search for answers needs to look at deeper causes." https://lnkd.in/eDx5rxkP
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Mauricio E. Peña, Ph.D.
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I’m proud to share that Waymo is the first AV company to complete independent, third-party audits of both our safety case and remote assistance programs. For months, TÜV SÜD, a global leader in safety testing and certification, thoroughly evaluated each program against industry best practices and standards. This level of independent scrutiny is essential for earning public trust and ensuring accountability across the industry. https://lnkd.in/dQdRf9v4
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Brandon Youngblood
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Let’s discuss the right-of-way change proposal in Part 108… The FAA’s bedrock safety process, called SMS, is spelled out in 8040.4. This process requires what is called a Safety Risk Managment Panel (SRMP) any time there is a change to the National Airspace System (NAS). The panel is made up of experts in various offices whos responsibility is to highlight risks and attempt to create risk mitigation strategies to lower identified safety risks and likelihood; minimal to catastrophic // frequent to extremely improbable. Such a change to the right-of-way provision would have absolutely triggered an SRMP. I have seen quite a bit of concern from the aviation community, including myself, on the real-world implications such a change in right-of-way would have on low-level flight operations; specifically those conducted by law enforcement and military (my domain). I am asking, as I am also recommending everyone else do the same, for the Federal Aviation Administration to release the panel’s meeting minutes, notes, findings, and who ultimately signed off on the panel as the responsible leadership (someone signs off on all SRMPs as the leader / SES to be held accountable for the SRMP). Transparency in the process of how the FAA ultimately came to this conclusion that such a change could be done safely is incredibly important given the magnitude of what is being proposed. I also believe the notice and comment period deadline should be suspended until these finding are released and digested by the aviation community / those who put their lives in the hands of the regulator and the aircraft they are physically sitting in. Only through this information and accompanied data can thoughtful and meaningful comments be made.
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Robert (Bob) Baron, Ph.D
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One of the best definitions of safety culture is postulated by Doug Wiegmann (2002), who defines safety culture as, “The enduring value and priority placed on safety by everyone in every group at every level of an organization...”
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Mario Asselin
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Why architecture choices made early define certification outcomes later... One of the most persistent misconceptions in aircraft development is that certification risk can be managed late in the program. In practice, certification outcomes are largely determined much earlier by architecture choices made at the concept and preliminary design stages. Those early decisions quietly lock in: - System redundancy philosophies - Failure containment strategies - Maintenance and inspection assumptions - Operational envelopes - Certification basis complexity Once those paths are chosen, certification doesn’t so much evaluate the aircraft as it reveals the consequences of those choices. This is why programs that appear similar on paper can experience very different certification journeys. The difference is rarely effort or intent; it’s whether the underlying architecture was aligned from the start with: - the intended operating model - the regulatory framework - realistic production and support assumptions Successful programs tend to treat certification not as a downstream hurdle, but as an integral design input; one that shapes architecture alongside performance, cost, and market fit. That discipline isn’t glamorous, but it’s decisive. In January, I’ll explore how these early architectural decisions ripple outward, shaping not just certification, but who can build aircraft, which markets get served, and how regional networks evolve. #AircraftDesign #Certification #Aviation #SystemsEngineering
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Ariel Weiss
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When data misleads, safety decisions follow. One of the biggest lessons I’ve learned working with SDCPS (State Data Collection and Processing System) is that data is only as good as what we feed into it. We can build the most advanced dashboards, apply predictive analytics, and visualize safety trends beautifully, but if the data at the source is incomplete, inconsistent, or misunderstood, the entire system becomes an echo chamber of false confidence. That’s the classic GIGO principle - Garbage In, Garbage Out. If hazard reports are vague, if occurrence categories are misclassified, or if an agreed-upon taxonomy isn’t being used, then the insights we extract will never reflect the true safety picture. That’s not just an inconvenience, that’s dangerous. Decisions made on flawed data directly affect where we focus resources, which risks we prioritize, and ultimately, how safe the system really is. So before investing in sophisticated IT systems to collect, process, and analyze your data, invest in better inputs - clarity, consistency, and accuracy. Even if you’re just using a simple Excel spreadsheet. In safety management, data quality is not an administrative issue, it’s the difference between mitigating the right risk or the wrong one. #SSP #SMS #SDCPS #DATA #SAFETY
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Carly Braker
Avialan Blue LLC • 855 followers
Experience has taught me that in any UAV design program, there’s only two or three requirements that really, genuinely matter at the end of the day. You may have multi-page requirements documents and compliance matrices, full of “shalls” and “wills” and “thresholds”. But if you really drill down into it on the aero-mechanical side, you’ll find just a handful of requirements that are the real reason you’re making this thing in the first place. And if you don’t achieve them, then everyone might as well pack it up and go home. I’ve found these fall into two categories: - Intrinsic requirements: “this aircraft must BE” - Performance requirements: “this aircraft must DO” Intrinsic requirements define how the UAV needs to look, to put it simply. This could be specifying a particular payload to integrate, or another technology, like an engine, that needs to be used. It could also be a packaging constraint: a certain container size the aircraft needs to break down or fold up into. Performance requirements are anything around the UAV’s capabilities. Endurance and range values, cruise altitude, loiter airspeed: one of these will be the characteristic of most concern for the customer or end user. Some of the best time spent at the start of any effort is to identify which of your many requirements are the make-or-break ones. You’ll have at least one intrinsic and one performance requirement, but no more than two of each. These will become your guiding lights in the process. An example: use a specific engine model, fly for 6+ hours, and break down into boxes no wider than 4 feet across. All the engineering decisions made will be in service of these three primary requirements. If you have to make a compromise, whatever option still achieves them will be the option you pick. For the record, this isn’t anything remotely new: one of the more famous aircraft from World War II, the Vought F4U Corsair, was designed in this way. It had a guiding intrinsic requirement: use the brand-new R-2800 Double Wasp engine as the powerplant. Every other design choice fell out of this requirement: - The massive propeller to best harness the engine’s 2000 horsepower output - The signature inverted gull wing, to provide prop clearance without making the landing gear struts too long to withstand carrier landings - The oil coolers’ mounting location in the wings, reducing drag while also creating the sound that inspired the fighter’s nickname of “Whistling Death” And many more. None of this means the other requirements don’t matter. Of course they do! Picking out the two or three that you care the absolute most about, however, helps you shrink your design space to a manageable size. It helps you make the hard choices in your trade studies and prioritize what you truly need. It gives your team the true reason this aircraft needs to exist at all. And honestly, that can be pretty darn motivating.
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