2

Figure 1: Skywalker X-8 UAV

Ho bby Express Senior Telemaster Plus The Senior Telemaster Plus air vehicle is a fixed-wing, electrically-powered, tractor propeller-driven design of light wood construction with plastic film covering. The maximum gross weight is 9 lbs, the wingspan is 94”, and the maximum operating airspeed is 40 KCAS (sea level standard day). The operational ceiling is limited by unaugmented pilot line of sight to less than 400' AGL. The vehicle is
shown below in

Figure 2

.

Figure 2: Senior Telemaster Plus3

Freewing T- 45 The Freewing T-45 air vehicle is a fixed-wing, electrically-powered, ducted fan-driven design of foam construction. The maximum gross weight is 8 lbs , the wingspan is 48.7”, and the maximum operating airspeed is 87 KCAS (sea level standard day). The operational ceiling is limited by unaugmented pilot line of sight to less than 400' AGL. The vehicle is shown below in Figure 3

.

Figure 3: Freewing T-45 (distributed by Motion RC)

RnR SBXC The RnR SBXC air vehicle is a fixed-wing, unpowered or electrically-powered propeller-driven design of carbon fiber and foam construction. The maximum gross weight is 9.5 lbs, the wingspan is 170”, and the maximum operating airspeed is 87 KCAS (sea level standard day). The operational ceiling is limited by unaugmented pilot line of sight to less than 400' AGL. The vehicle is shown below in Figure 4

.

Figure 4: RnR SBXC4

Risk Mitigation to Air and Surface Risk to non-participating aircraft in the National Airspace System (NAS) will be mitigated by operating in the inherently low- traffic airspace below 400’ AGL and greater than 5 nm away from charted airports (unless otherwise permitted). The use of visual observers and certificated pilots enable compliance with 14CFR91.113 (collision avoidance). Risk to non-participating persons and property on the surface will be mitigated by operating in an unpopulated controlled-access area.

Airworthiness Plan

Vehicle airworthiness utilizes Scaled’s established procedures in use for our manned experimental aircraft. The pilot- in -command (PIC) will conduct a preflight airworthiness inspection of the aircraft prior to each flight in accordance with the intent of 14CFR91.7. This inspection will emphasize airframe and flight control system integrity, and verify expected loss- of -signal failsafe behavior and CG location.

Preflight, normal, and abnormal flight procedure checklists will be prepared and documented in the Aircraft Flight Manual or other Operating Documents, which will be available to the PIC at all times prior to and during flight operations. Any unsatisfactory inspection findings will result in grounding the aircraft until they are resolved. Alterations to the vehicle airframe, systems, or payload between flights other than routine battery exchanges will be logged, and a functional test flight performed befor e resuming further operations.

RF Compliance Plan Commercial off-the-shelf radio control equipment operating in the license-free 2.4GHz band will be used for initial test flights. Regulatory compliance of RF equipment is demonstrated by the manufacturer FCC certification supplied with the equipment. RF equipment will be operated in accordance with
manufacturer’s instructions.

Crew Qualification Plan The required crew are PIC and visual observer. A flight test engineer may also be present to support the PIC per CRM best practices and aid in accomplishing flight research objectives. The PIC will hold a FAA Sport, Private, Commercial, or Airline Transport Pilot airman certificate and a current flight review in accordance with 14CFR61.56 to demonstrate knowledge of NAS regulations and operational procedures. Additionally, the PIC will have a minimum of 5 hours of PIC flight time in command of fixed-wing UAS or hobbyist R/C aircraft with a gross weight exceeding 10 lbs. Flights under this exemption will be logged in
accordance with 14CFR61.51.

The visual observer will be responsible for maintaining a lookout for any non-participating aircraft entering the operating area and reporting them to the PIC. The observer will be briefed on the specific operating area and reporting requirements by the PIC prior to the beginning of flying activities each day.
The observer will be colocated with the PIC and in direct verbal communication at all times.

Both PIC and visual o bserver will hold a valid US driver’s lic ense or airman medical certificate (any class). They will self-certify prior to each flight that they are not experiencing any condition that would impair
the safe execution of their duties in accordance with 14CFR61.53.

Operation Plan SUAS operations will be conducted using the same established safety and operating procedures developed for our manned experimental aircraft operations. The planned operations will consist of fundamental flight maneuvers within the specified operating area to expand the ai rcraft’s flight5

envelope and perform our desired flight research, below 400' AGL or lower as dictated by the certificate of authorization in effect at the time of flight. Maneuvers will include takeoffs, level flight, climbs, descents, turns, power on/off stalls, and landings. Aerobatic maneuvers are not planned. All flights will be planned with at least a 5 minute reserve energy allowance, and will be aborted in the event of an emergency or encroachment of non-participating aircraft or surface vehicles/personnel. Initial flights will be performed using direct remotely-piloted operations. Subsequent work may include the addition of an onboard autopilot system. No closed-set motion picture or television filming operations will be performed.

All operations will be conducted during day (as defined by 14CFR1.1) VFR conditions within visual lineof -sight (VLOS) of the PIC and observer. Equivalent-level of safety to existing manned NAS operations is provided by visual observers scanning for non-participating aircraft and the ability of the PIC to
command evasive maneuvers in accordance with 14CFR91.113 (“see and avoid”). Operations will be conducted over a controlled-access area that excludes non-participating persons and property from potential exposure to hazards.

In the event visual contact is lost, the failsafe flight termination system will be activated by the PIC. In the basic remotely-piloted configuration (direct control, no autopilot), upon loss of transmitter contact the airborne avionics will be programmed to command a throttle closed, full up-elevator flight condition that will result in an immediate stall condition and descent to ground within the established flight test area. If an autopilot is installed, the loss of link function will be set to return the vehicle to the launch site and orbit at a safe altitude. This will provide an opportunity to resume normal operations.

The minimum flight visibility will be 3 nm and all flights will be conducted 500’ below and 2000’ laterally clear of all clouds. Flight above clouds will not be conducted. These mitigate a potential loss of VLOS by the PIC, and meet the basic VFR minima prescribed by 14CFR91.155. Official weather conditions will be determined from the airport reporting site nearest to the operating area. This would typically be the Mojave airport (KMHV), Lancaster

– Fox Field (KWJF), Air Force Plant 42 (KPMD), or Edwards AFB (KEDW).

The intended operation area is controlled-access, unpopulated, high-desert scrubland in the Mojave Desert area of California. Launch and recovery locations will be sited and flights conducted to ensure all operations are conducted at least 5 nm away from all charted airports unless a letter of agreement with that airport’s management is obtained or otherwise permitted by a certificate of authorization.

Summary of 14 CFR Section Exemptions Sought

Section Relief Sought Reason Sought

Part 21,
Airworthiness
Certification Self

- certification of vehicle

airworthiness The nature of the airframe and systems differ substantially from those used in manned aircraft and evaluated by FAA testing. An in

- house testing program will provide an equivale nt level of safety. Part 43,
Maintenance Part 43 Appendix B, recording of major repairs and
alterations Logbook entry in lieu of filing Form

337 Recording such paperwork for this aircraft imposes an undue burden on FAA staff6

Part 45, Markings All markings as large as practical The prescribed character height exceeds the vehicle fuselage dimensions
Part 47, Registration Registration in accordance with

current SUAS policy Comply with current SUAS policy

Part 61,
Certification of
Pilots 61.23(c), Operations required
medical certificate
or US driver’s
license Expand to include operating this

UAS The risk to the public of operating this UAS

is less than a manned light

- sport aircraft
which is included in this section. The ground operating environment is benign
for crew. Part 91, General Operating and Flight Rules

91.105(a)(2), (b) Flight crew
members at
stations Safety harnesses not required Aircraft is unmanned; crew station on ground and is not in a moving ground
vehicle

.

91.109(a) Flight instruction Dual control requirement Transition training of operators with substantial prior experience on other types can be safely performed without a dual control system. 91.119(c)
Minimum safe
altitudes Operation closer than 500’ to

participating flight crew Routine flight below 500’ AGL is desired to minimize conflict with other NAS users; this may result in flight closer than 500’ to participating personnel on ground.

91.151 Fuel requirements for flights in VFR
conditions Fuel interpreted as energy stored

onboard for propulsion. 5 minute reserve energy allocation. Minimizing onboard stored energy improves safety in the event of mishap.

91.207

ELT No ELT required Aircraft is unmanned; no crew requiring aid in the event of mishap. 91.407(a) Return to

Service Persons not certificated as

mechanics/repairmen may authorize

return

- to

- flight following training by
a certificated repairman. The nature of the airframe and systems differ substantially from those used in manned aircraft and evaluated by FAA testing. An in

- house training program will provide an equivalent level of safety. 91.405(a)

91.409 Inspections Compliance v ia preflight inspection The simple nature of the airframe and systems enable a comprehensive preflight check to include all topics that would otherwise be addressed by 91.409(a) and (b) checks on a manned aircraft.