Kansas lawmakers hear industry plan to expand drone and advanced air mobility testing and infrastructure

Industry and university officials told the Committee on Transportation on Jan. 20 that Kansas is well positioned to expand advanced air mobility (AAM) and unmanned aviation testing, but that realizing economic and public‑safety benefits will require coordinated state infrastructure and regulatory engagement.

Ray Sief, director of aviation, opened the presentation by listing state and academic partners and said the state has produced an AAM roadmap that lays out near‑term and longer‑term activities to enable operations, connect stakeholders, develop workforce pipelines and ready infrastructure. "We need to look at infrastructure both on and off airport — physical and digital — and the technology gaps that support specific operations," Sief said.

Travis Balthazar of Kansas State University (K‑State Salina) told the committee that Kansas’ geography, airspace and aviation supply chain make it a natural place to test a range of platforms, from small drones used for precision agriculture and inspections to large unmanned aircraft that can carry hundreds or thousands of pounds for cargo or medical deliveries. Balthazar said the state could see jobs and manufacturing growth if companies are convinced to move production here, and he highlighted use cases for rural medical deliveries and agriculture.

Chad Tenpenny, counsel for Kelly Hills Unmanned Systems, described Kelly Hills’ privately operated FAA‑approved UAS test range and a Pika agricultural platform. Tenpenny thanked the legislature for a $3,000,000 investment in beyond‑visual‑line‑of‑sight (BVLOS) radar equipment and said the company’s test range footprint covers roughly 49,000 square miles. "That statewide capability is what unlocks real commercialization," Tenpenny said, urging state coordination to scale the initial investment.

Wichita State University’s Pierre Harder (associate vice president for research and industry engagement) outlined NIAR’s role providing wind‑tunnel testing, structural and crash testing, flight testing and certification support. He said WSU helps companies through certification planning and noted a caution: many firms test or certify here but do not locate manufacturing in Kansas without clear incentives and infrastructure.

Several committee members pressed presenters on the regulatory and safety issues involved. Panelists said FAA test‑site authorities and designated test ranges can provide regulatory flexibility — for example, approvals to operate BVLOS and to test at higher altitudes in controlled conditions — but that formal FAA coordination and operational plans remain required. Presenters also discussed ground‑based radar coverage (described as roughly 8–18 miles radius per unit depending on terrain and altitude) as a near‑term means to enable testing and to provide a surveillance picture for deconfliction with cooperative and noncooperative aircraft.

Lieutenant Colonel Keith Marshall of the Kansas Adjutant General’s Department and National Guard said counter‑UAS work is essential to protect military installations and critical infrastructure and described dual‑use opportunities where defense‑oriented capabilities can support statewide safety needs.

Speakers urged a pragmatic, phased approach tied to demonstrated return on investment. Sief and others said the released AAM roadmap includes a recommended timeline (near term 1–5 years; midterm 5–10; long term 10–20) and identifies lead stakeholders for specific activities. The committee closed with a scheduling announcement and an upcoming hearing on House Bill 2416.

The committee did not take formal votes during this presentation; presenters said details for any legislative requests would be supplied later along with ROI estimates and implementation plans.