PAAUZYUW RULYFOO0189 0202014

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-- RULYSUU.

ZNR UUUUU

P 202007Z JAN 15 ZYB

FM COMNAVAIRSYSCOM PATUXENT RIVER MD//4.0P//

TO COMMARCORSYSCOM ACPS QUANTICO VA//HQ//

INFO COMNAVAIRSYSCOM PATUXENT RIVER MD//4.0P//

NAVTESTWINGPAC PT MUGU CA//40P000E//

BT

UNCLAS

MSGID/GENADMIN/MIL

- STD

- 6040(SERIES)/B.0.01.00

/COMNAVAIRSYSCOM PATUXENT RIVER/

- /

- /

- /

- /

- /

- //

SUBJ/INSTANTEYE UAS CAT 3 IFC FOR FIELD USER EVALUATION IN

/RESTRICTED, WARNING AREAS, U.S. CLASS G AIRSPACE AND COMBAT

ZONES//

REF/A/DESC:DOC/NAVAIR/

- /1208 06ZJAN2015//

REF/B/MSGID:GENADMIN/NAVAIRSYSCOM/

- /192000ZDEC2014//

REF/C/DESC:DOC/NOSSA/

- /18DEC2014//

REF/D/DESC:DOC/PHYSICAL SCIENCES INC/

- /15JUL2014//

REF/E/DESC:DOC/FAA/

- /16SEP2013//

REF/F/DESC:DOC/JOINT PUBLICATION 3

- 52/

- /20MAY2010//

REF/G/DESC:DOC/MARS OC/

- /25NOV2014//

REF/H/DESC:NAVAIRINST 13034.1D CH

- 2/NAVAIR/

- /15APR2014//

NARR/REF A IS AUTOMATED REQUEST.

REF B IS PREVIOUS INSTANTEYE UAS IFC.

REF C IS NOSSA CERTIFICATION FOR LITHIUM BATTERIES N841/2002.

REF D IS PSI INSTANTEYE MK

- 2 SUAS OPERATORS AND M AINTENANCE

MANUAL REV

- 22.

REF E IS THE FAA/DOD MEMORANDUM OF AGREEMENT FOR UAS OPERATIONS IN

NATIONAL AIRSPACE.

REF F IS THE JOINT PUBLICATION 3

- 52 JOINT AIRSPACE CONTROL.

REF G IS MARSOC HIGHER PROBABILITY OF LOSS STATEMENT.

REF H IS FLIGHT CLEARANCE POLICY FOR AIR VEHICLES AND AIRCRAFT

SYSTEMS.//

POC/ALAN BJERKE/UAS FACILITATOR/UNIT:NAVAIRSYSCOM

/NAME:PATUXENT RIVER, MD/TEL:301

- 995

- 4480

/EMAIL:ALAN.BJERKE.CTR@NAVY.MIL//

GENTEXT/REMARKS/1. IRT REF A, NAVAIR UAS CATEGOR Y 3 INTERIM FLIGHT

CLEARANCE (IFC) IS GRANTED FOR THE INSTANTEYE MK

- 2 UAS FOR FLEET

OPERATIONS IN RESTRICTED AREAS, WARNING AREAS, U.S. CLASS G, AND

COMBAT ZONES. THIS IFC CANCELS AND SUPERSEDES REF B. OPERATIONS

SHALL BE IAW REFS C THROUGH F AND ARE SUB JECT TO THE FOLLOWING

CONFIGURATION, LIMITATIONS, WARNINGS, CAUTIONS, AND NOTES.

THIS REVISION INCLUDES:

A. ADDITION OF FAA/DOD MOA AS A REFERENCE.

B. ADDITION OF JOINT PUB 3

- 52 AS A REFERENCE.

C. ADDITION OF PARA 3.F(1)(B).

D. CHANGES TO PARA 7.B, C, AND D.

E. NO OTHER EXCEPT ADMINISTRATIVE.

2. CONFIGURATION: IAW REFS C, D, AND AS FOLLOWS:

A. AIR VEHICLE: IAW REFS C, D, AND AS FOLLOWS:

(1) ELECTRICAL POWER SYSTEM:

(A) BATTERIES: NOSSA CERTIFICATION IAW REF C.

(2) RA DIOS/DATA LINKS: IN ACCORDANCE WITH REF D.

(3) INSTANTEYE AUTOPILOT WITH SOFTWARE VERSION 3.3727.

(4) PAYLOAD CONFIGURATION: IAW REF D.

B. GROUND CONTROL STATION: IAW REFS C, D, AND AS FOLLOWS:(1) SOFTWARE VERSION 3.3727 IAW REF D.

(2) BATTERIES: NOSSA CERTIFICATION IAW REF C.

3. LIMITATIONS: IAW REFS C, D, E, WITH THE FOLLOWING ADDITIONS

AND EXCEPTIONS:

A. GROUND CONTROL STATION (GCS):

(1) FOR SIMULTANEOUS OPERATION OF AIR VEHICLES FROM

SEPARATE GCS, ONLY ONE AIR VEHICLE SHALL BE

ASSIGNED TO A FREQUENCY AT A TIME. MULTIPLE AIR

VEHICLES CONTROLLED FROM THE SAME SITE SHALL BE

OPERATED ON DIFFERENT FREQUENCIES. THIS APPLIES

BOTH TO AIR VEHI CLE OPERATIONS ORIGINATING FROM A

GIVEN SITE AS WELL AS THOSE AIR VEHICLES WHOSE

CONTROL IS TRANSFERRED TO THAT SITE. DATALINK

FREQUENCIES SHALL BE APPROVED AND DECONFLICTED

THROUGH THE LOCAL FREQUENCY MANAGER/COORD INATOR

PRIOR TO CONDUCTING OPERATIONS.

(2) SIMULTANEOUS OPERATION OF TWO OR MORE AIR VEHICLES

FROM A SINGLE GCS: PROHIBITED.

B. SHIPBOARD FLIGHT OPERATIONS: PROHIBITED.

C. GROUND OPERATIONS:

(1) GROUND OPERATIONS OF TH E AIR VEHICLE SHOULD BE

CONDUCTED AT THE GREATEST DISTANCE PRACTICAL

(NOT LESS THAN 50 FEET) FROM ALL OTHER AIRCRAFT

AND FUEL DEPOTS.

D. ENVIRONMENTAL: IAW REF D AND AS FOLLOWS:

(1) DAY OR NIGHT VMC ONLY.

(2) FL IGHT OPERATIONS WITHIN 20 NM OF THUNDERSTORMS OR

OBSERVED LIGHTNING: PROHIBITED.

(3) FLIGHT OPERATIONS IN KNOWN OR OBSERVED ICING CONDITIONS:

PROHIBITED.

E. WIND LIMITS:

(1) MAXIMUM WINDS, INCLUDING GUSTS: 25 KTS.

(2) GUSTS: 5 KTS.

F. AIRSPACE LIMITATIONS:

(1) U.S. NATIONAL AIRSPACE:

(A) FLIGHT WITHIN RESTRICTED AREAS OR WARNING AREAS ONLY:

1) FLIGHT OPERATIONS SHALL BE OVER SPARSELY POPULATED

OR UNPOPULATED AR EAS ONLY.

2) INTENTIONAL FLIGHT OVER PERSONNEL: PROHIBITED.

(B) FLIGHT OPERATIONS OUTSIDE OF RESTRICTED OR WARNING

AREAS WITHIN U.S. CLASS G AIRSPACE SHALL BE IAW

REF E, APPLICABLE APPROVED FAA COA (SEE P ARA 7.C.),

AND AS FOLLOWS:

1) FLIGHT OPERATIONS SHALL BE OVER SPARSELY POPULATED

OR UNPOPULATED AREAS ONLY.

2) INTENTIONAL FLIGHT OVER PERSONNEL: PROHIBITED.

3) FLIGHT ABOVE 1200 FEET AGL: PROHIBITED.

(2) COMBAT ZONES, INTERNATIONAL, AND FOREIGN AIRSPACE IAW

PARA 7.D AND AS FOLLOWS:

(A) FLIGHT OPERATIONS SHALL BE PLANNED/CONDUCTED TO AVOID

OVERFLIGHT OF PERSONNEL, POPULATED OR CONGESTED

GROUND AREAS, AND TO MINIMIZE EXPOSURE TO MANNED

AIRCRAFT. WHEN MISSION REQUIREMENTS DICTATE THE NEED

TO OPERATE OVER PERSONNEL, POPULATED OR CONGESTED

AREAS, DELIBERATE AND/OR TIME CRITICAL OPERATIONAL

RISK MANAGEMENT SHALL BE CONDUCTED WITH DUECONSIDERATION OF THE POPULATION DENSITY AND HAZARDS

TO PERSONNEL ON THE GROUND. REFER TO

OPNAVINST 3500.39 SERIES GUIDANCE. (SEE PARA 4.A).

G. SAFETY EXCLUSI ON ZONES (LAUNCH, RECOVERY, AND GROUND

OPERATIONS):

(1) NON

- ESSENTIAL PERSONNEL PROHIBITED WITHIN A 25 FT

RADIUS EXCLUSION CIRCLE CENTERED ON THE AIR VEHICLE WHEN

IT IS BELOW 50 FT AGL. ESSENTIAL PERSONNEL SHALL

MAINTAIN VISUAL CONTACT WITH THE AIR VEHICLE AT ALL TIMES

WHILE WITHIN THE 25 FT EXCLUSION CIRCLE.

H. A SAFETY OBSERVER, EXTERNAL TO THE GCS SHELTER AND IN

CONSTANT COMMUNICATION WITH THE AIR VEHICLE OPERATOR, SHALL

BE PR ESENT DURING ALL LAUNCH AND RECOVERY OPERATIONS:

(1) THE SAFETY OBSERVER SHALL BE CAPABLE OF INITIATING A

WAVE

- OFF VIA DIRECT COMMUNICATION (RADIO, ETC.) WITH THE

AIR VEHICLE OPERATOR.

(2) THE SAFETY OBSERVER SHALL MAINTAIN VISUAL LINE OF SIGHT

CONTACT WITH THE AIR VEHICLE DURING ALL PHASES OF THE

LAUNCH AND RECOVERY OPERATION.

(3) THE SAFETY OBSERVER SHALL ASSESS THE VEHICLE FLIGHT

PATH FOR EXCESSIVE ERRORS ARISING FROM VEHICLE TRACKING

OR NAVIGATION, AND IF THE ERRORS APPEAR TO BE

UNREASONABLY LARGE OR GROWING QUICKLY, SHALL INITIATE A

WAVE

- OFF VIA A WAVE

- OFF CALL TO THE AIR VEHICLE OPERATOR.

I. OPERATE AWAY FROM OPERATING ANTENNAS OF OTHER

- SYSTEM RADIO

TRANSMITTERS AND RADARS, ESPECIALLY THOSE WHICH EMIT HIGH

LEVELS OF POWER:

(1) MAINTAIN A SLANT

- RANGE STANDOFF DISTANCE OF 2 NM

(3,700 M) FROM OPERATING VERY

- HIGH

- POWERED AIR

- SEARCH AND

FIRE

- CONTROL RADARS, AND SATCOM UPL INK TERMINALS,

ESPECIALLY THOSE WHICH EMIT HIGH LEVELS OF POWER

(GREATER THAN 1 KW AND ANTENNA GAINS GREATER THAN

20 DBI).

(2) MAINTAIN A STANDOFF DISTANCE OF 70 FT (20 M) FROM

OPERATING HF/VHF/UHF COMMUNICATIONS TRANSMITTERS (1 KW

OR LESS) WITH LOW

- GAIN ANTENNAS.

J. AN ELECTROMAGNETIC COMPATIBILITY (EMC) SAFETY

- OF

- FLIGHT TEST

(SOFT) SHALL BE PERFORMED PRIOR TO FIRST FLIGHT. FLIGHT

CRITICAL SYS TEMS SHALL BE CHECKED AGAINST ALL NEWLY

INSTALLED EQUIPMENT FOR EMC. THIS INCLUDES NEW TRANSMITTER

FREQUENCIES THAT HAVE NOT BEEN PREVIOUSLY CHECKED FOR

COMPATIBILITY:

(1) THE EMC SOFT SHALL BE CONDUCTED WHILE NEARBY RF

E MITTERS (RADIOS/RADARS/CREW SYSTEMS) THAT WILL BE

PROXIMATE TO THE AIR VEHICLE OR GCS DURING AIR VEHICLE

OPERATIONS ARE ACTIVATED.

(2) AN EMC SOFT IS NOT COMPLETE UNTIL ALL UNACCEPTABLE EMC

ANOMALIES HAVE BEEN CORRECTED VIA MODIFICATIONS TO

OPERATIONAL PROCEDURES.

4. WARNINGS, CAUTIONS, AND NOTES IAW REFS C, D, AND THE FOLLOWING:

------------------------------ WARNING

------------------------------

A. CATEGORY 3 FLIGHT CLEARANCES ARE ISSUED TO UAS THAT OPERATE

OVER AREAS OF LOW POPULATION DENSITY IN RESTRICTED AREAS,

WARNING AREAS, MARITIME ENVIRONMENT OR COMBAT ZONES.

CATEGORY 3 UAS HAVE AN INCREASED LIKELIHOOD OF FLIGHT

CRITICAL FAILURES WHICH MAY LEAD TO LOSS OF CONTROL OR

LOSS O F AIRCRAFT, INCREASING THE RISK OF INJURY OR DEATHTO PERSONS ON THE GROUND.

------------------------------ WARNING

------------------------------

B. THIS INTERIM FLIGHT CLEARANCE (IFC) BASES ITS LAUNCH,

RECOVERY AND FLIGHT LIMITATIONS ON OEM FLIGHT MANUALS THAT

HAVE NOT BEEN VALIDATED BY NAVAIR. FLIGHT CHARACTERISTICS

AND PERFORMANCE OF THE INSTANTEYE UAS HAVE NOT BEEN

INDEPENDENTLY ASSESSED BY NAVAIR OR VERIFIED AGAINST

ESTABLISHED AIRWORTHINESS STANDARDS. LOSS OF AIR VEHICLE

CONTROL RESULTING IN LOSS OF VEHICLE MAY OCCUR WHILE

OPERATING WITHIN THE PARA 3 USAGE ENVELOPE.

------------------------------ WARNING

------------------------------

C. A CRITICA L SYSTEM FAILURE CAN LEAVE THE AIR VEHICLE IN AN

UNCONTROLLED STATE WHILE OPERATING WITHIN THE PARA 3 USAGE

ENVELOPE. SUCH A FAILURE MAY RESULT IN THE VEHICLE

UNINTENTIONALLY DEPARTING THE OPERATIONAL AREA OR SAFE

- FOR

FLIGHT BOX. THE FAILURE MAY RESULT IN THE LOSS OF AIR

VEHICLE, INJURY OR DEATH TO PERSONNEL, AND/OR DAMAGE TO

PROPERTY EITHER INSIDE OR OUTSIDE OF THE OPERATIONAL AREA:

(1) IN THE EVENT OF AN ENGINE FAILURE OR OTHER CATASTROPHIC

FAILURE, LO CAL AIR TRAFFIC CONTROL (ATC)/RANGE CONTROL

AUTHORITY SHOULD BE NOTIFIED IMMEDIATELY AND THE AIRCRAFT

SHOULD BE DITCHED OVER A PRE

- SELECTED POINT. IF NOT

POSSIBLE TO MAKE THE PRE

- SELECTED WAYPOINT, EVERY EFFORT

SHOU LD BE MADE TO VISUALLY INSPECT THE PROBABLE IMPACT

AREA PRIOR TO EXECUTING THE FLIGHT TERMINATION PROCEDURE.

(2) UNINTENTIONAL FLIGHT OUTSIDE OF RESTRICTED/WARNING AREAS

SHALL BE REPORTED TO THE FAA.

(3) NO SECONDARY METHOD OF TERMINATING/CONTROLLING THE

VEHICLE EXISTS.

------------------------------ WARNING

------------------------------

D. THE INSTANTEYE UAS DOES NOT HAVE A SENSE AND AVOID SYSTEM.

MID

- AIR COLLISION WITH A MANNED AIRCRAFT MAY RESULT IN

LOSS OF THE AIR VEHICLE, INJURY OR DEATH TO PERSONNEL,

DAMAGE TO EQUIPMENT, AND/OR DAMAGE TO OR LOSS OF THE MANNED

AIRCRAFT. NIGHT OPERATIONS INCREASE THE POTENTIAL FOR MID

-

AIR COLLISION DUE TO THE LACK OF LIGHTING ON THE INSTANTEYE

UAS. A SEPARATE METHOD OF DETECTING, AVOIDING, AND/OR

DECONFLICTING WITH OTHER AIR TRAFFIC SHOULD BE USED TO

COMPENSATE FOR THESE LIMITATIONS, SUCH AS COORDINATION WITH

AIR TRAFFIC CONTROL (ATC). ALL FLIGHT OPERATIONS SHOULD BE

CONDUCTED SO AS TO ENSURE THAT MANNED AIRCRAFT AND UNMANNED

AIRCRAFT DO NOT CONCURRENTLY OCCUPY THE SAME AIRSPACE.

TO MINIMIZE THE RISK OF MID

- AIR COLLISION:

(1) OPERATORS SHOULD COORDINATE AIRSPACE USE WITH THE

AIRSPACE CON TROLLING AUTHORITY AND BE IN COMMUNICATION

WITH THIS AUTHORITY TO ACTIVELY DECONFLICT THE AIRSPACE

WHEN OPERATING THE AIR VEHICLE.

(2) OPERATORS SHOULD INITIATE A RTB OR EXECUTE FLIGHT

TERMINATION PROCEDURES, AS CONDITIO NS PERMIT, IF THE

LOCATION OF THE AIR VEHICLE IS IN QUESTION.

(3) IN CASE OF LOSS OF COMMUNICATIONS BETWEEN THE AIR VEHICLE

OPERATOR AND LOCAL ATC/RANGE CONTROL, THE OPERATOR SHOULD

FOLLOW LOCAL PROCEDURES.

------------- ----------------- WARNING

------------------------------

E. THE INSTANTEYE UAS HAS NOT UNDERGONE SAFETY OF FLIGHT

EXPLOSIVE ATMOSPHERE TESTING. A SERIOUS FIRE OR EXPLOSION

MAY OCCUR IF THE AIRCRAFT IS POWERED WHILE FLAMMABLE VAPORSARE PRESENT DURING GROUND OR FLIGHT OPERATIONS RESULTING IN

INJURY OR DEATH TO PERSONNEL AND LOSS OF AIRCRAFT.

------------------------------ WARNING

------------------------------

F. ENVIRONMENTAL QUALIFICATION OF THE INSTANTEYE UAS HAS NOT

BEEN CONDUCTED. FLIGHT OPERATIONS IN RAIN MAY RESULT IN LOSS

OF AIR VEHICLE WHILE OPERATING WITHIN THE LIMITS FOUND IN REF

D AND THE PARA 3 USAGE ENVELOPE.

------------------------------ WARNING

------------------------------

G. NOISE CHARACTERIZATION TESTING HAS NOT BEEN COMPLETED ON THIS

SYSTEM. PROLONGED EXPOSURE TO AIR VEHICLE NOISE AT CLOSE

PROXIMITY MAY CONTRIBUTE TO HEARING LOSS. HEARING PROTECTION

SHOULD BE WORN DURING GROUND OPERATIONS, LAUNCH AN D RECOVERY

OF THE AIR VEHICLE.

------------------------------ WARNING

------------------------------

H. OPERATION NEAR ANTENNAS OF ACTIVE RADIO TRANSMITTERS AND

RADARS, ESPECIALLY THOSE OPERATING AT HIGH POWER LEVELS, MAY

RESULT IN LOSS OF AIR VEHICLE CONTROL, LOSS OF PAYLOAD USE,

FLUCTUATIONS IN ENGINE RPM AND LOSS OF AIR VEHICLE, INJURY TO

PERSONNEL, AND/OR DAMAGE TO PROPERTY. INSTANTEYE UAS HAS NOT

UNDERGONE TESTING TO DETERMINE SUSCEPTIBILITY TO INTERNAL OR

EX TERNAL ELECTROMAGNETIC FIELDS, INCLUDING THOSE PRODUCED BY

RADIO TRANSMITTERS AND RADARS. OBSERVE PARA 3.I EMITTER

STAND

- OFF LIMITS.

------------------------------ WARNING

------------------------------

I. COMMAND AND CONTROL DATALINK INTERFE RENCE MAY OCCUR WHEN

OTHER UAS CONFIGURED WITH SIMILAR COMMAND AND CONTROL

DATALINKS ARE OPERATING WITHIN THE SAME FREQUENCY BANDS OR

HOPSETS, AND ARE WITHIN RANGE OF RECEPTION. THIS MAY RESULT

IN LOSS OF THE COMMAND AND CONTROL DA TALINK AND POSSIBLE LOSS

OF THE AIR VEHICLE. UAS OPERATORS SHOULD COORDINATE

FREQUENCIES WITH ANY OTHER UAS OR MANNED SYSTEMS IN THE

OPERATING AREA IAW LOCAL SPECTRUM MANAGEMENT

PROCEDURES.

------------------------------ WARNING

---- --------------------------

J. THE EFFECT OF GPS JAMMING ON THE AIR VEHICLE NAVIGATION

SYSTEM HAS NOT BEEN FULLY CHARACTERIZED. IT IS POSSIBLE THAT

GPS ALTITUDE AND NAVIGATION REFERENCE CAN BE IN ERROR. IF

GPS JAMMING IS SUSPECTED, THE AVO SHOULD COMMAND THE AIR

VEHICLE TO A SAFE ALTITUDE AND EXIT THE AREA OF SUSPECTED

JAMMING TO MINIMIZE THE POSSIBILITY OF UNEXPECTED NAVIGATION

ERRORS.

------------------------------ WARNING

----------- -------------------

K. THE INSTANTEYE UAS UTILIZES LITHIUM ION BATTERIES CERTIFIED

BY THE NAVAL ORDNANCE SAFETY AND SECURITY ACTIVITY (NOSSA)

(REF C). LITHIUM ION BATTERIES HAVE THE POTENTIAL TO RELEASE

VAPOR CLOUDS OF CHEMICALLY ACTI VE TOXIC, FLAMMABLE, OR

CORROSIVE MATERIALS WHICH MAY CAUSE INJURY TO PERSONNEL,

DAMAGE TO EQUIPMENT, AND/OR LOSS OF AIRCRAFT.

------------------------------ WARNING

------------------------------

L. THE INSTANTEYE UAS DOES NOT HAVE NAVIGATION LIGHTS. THE

ABILITY OF GROUND PERSONNEL TO SEE AND AVOID THE UAS IN

THE EVENT OF CATASTROPHIC FAILURE OR LOSS OF CONTROL IS

SIGNIFICANTLY DEGRADED. THE OPERATOR SHOULD

COMMUNICATE EGRESS AND INGRESS PATHS TO TAKEOFF AND

LAN DING SITES TO ALL PERSONNEL IN THE VICINITY (NOT JUST

UAS FLIGHT CREW). T HE AIR VEHICLE MAY COLLIDE WITH

PERSONNEL, EQUIPMENT OR PR OPERTY RESULTING IN LOSS OF AIRVEHICLE, INJURY OR DEATH TO P ERSONNEL, OR DAMAGE TO PROPERTY

EITHER INSIDE OR OUTSIDE OF THE OPERATIONAL AREA.

------------------------------ WARNING

------------------------------

M. A CATASTROPHIC ROTOR FAILURE OR LOSS OF AIR VEHICLE CONTROL

MAY RESULT IN INJURY TO PERSONNEL. PERSONAL PROTECTIVE

EQUIPMENT ( MINIMUM OF HEAD PROTECTION AND BALLISTICALLY

TOLERANT EYEWEAR) SHOULD BE WORN WITHIN 25 FEET OF THE AIR

VEHICLE WHILE THE ROTORS ARE TURNING.

------------------------------ NOTE

---------------------------------

N. A SAFE

- FOR

- FLIGHT BOX SHOULD BE CONSTRUCTED WITHIN THE

AIRSPACE BOUNDARIES THAT ENSURES THAT THE AIR VEHICLE IS

CONTAINED WITHIN THE AIRSPACE BOUNDARIES AT ALL TIMES.

THE FOLLOWING SHOULD BE CONSIDERED WHEN CONSTRUCTING THE

SA FE

- FOR

- FLIGHT BOX:

(1) ABOVE GROUND LEVEL OPERATING ALTITUDES.

(2) LOSS OF COMMUNICATION/LOSS OF LINK/GPS TIME OUT PERIODS.

(3) LOSS OF COMMUNICATION/LOSS OF LINK PROFILES.

(4) AIR VEHICLE ENGINE

- OUT GLIDE RATIOS.

(5) AIR VEHI CLE MAXIMUM AIRSPEED.

(6) AIR VEHICLE MAXIMUM RANGE/ENDURANCE.

(7) MAXIMUM ALLOWABLE TAIL WIND.

(8) FLIGHT TERMINATION SYSTEMS.

(9) PERFORMANCE (IF APPLICABLE).

(10) COMMAND AND CONTROL COMMUNICATION RANGES.

(11) RF EMIT TERS STAY CLEAR DISTANCES, ETC.

------------------------------ NOTE

---------------------------------

O. CONDUCTING A MISSION WITHOUT GPS, OR WITH DEGRADED GPS DATA,

INCREASES OPERATOR WORKLOAD AND INCREASES THE UNCERTAINTY IN

REPORTED AIR VEH ICLE POSITION. WITHOUT A FUNCTIONING GPS,

THE AVO MUST USE ALTERNATE NAVIGATION TECHNIQUES.

------------------------------ NOTE

---------------------------------

P. SUCCESSFUL COMPLETION OF AN EMC SOFT IS A CHECK, BUT NOT

A GUARANTEE, THAT SY STEM OPERATION WILL NOT BE DISRUPTED

BY ITS OWN, OR NEARBY, ELECTRONIC EQUIPMENT.

------------------------------ NOTE

---------------------------------

Q. ALL ANOMALIES OBSERVED WITH THE INSTANTEYE UAS THAT RESULT

IN, OR HAVE THE POTENTIAL OF CAUSING, AN AIR VEHICLE MISHAP

SHALL BE REPORTED TO AIR 4.1 (SEE PARA 6.A).

5. TIME PERIOD: THIS IFC EXPIRES 13 NOVEMBER 2017.

6. POINTS OF CONTACT:

A. DAVID CUDD, AIR

- 4.1.1.5 SMALL UAS CLASS DESK,

TEL: 3 01

- 342

- 2247,

EMAIL: DAVID.CUDD@NAVY.MIL.

B. ALAN BJERKE, UAS FACILITATOR,

TEL: 301

- 995

- 4480,

EMAIL: ALAN.BJERKE.CTR@NAVY.MIL.

C. AIRWORTHINESS GLOBAL CUSTOMER SUPPORT TEAM,

TEL: 301

- 757

- 0187,

EMAIL: AIRWORTHINESS@NAVY.MI L.

7. OTHER REMARKS:

A. REQUEST TYCOM READDRESS THIS MESSAGE TO SUBORDINATE

ACTIVITIES FORAC.

B. APPROVAL TO FLY UAS WITHIN THE US NATIONAL AIRSPACE SYSTEM

(NAS) OUTSIDE OF RESTRICTED OR WARNING AREAS, IS SUBJECT TOFAA APPROVAL.

C. THIS IFC MAY BE USED AS A STATEMENT OF AIRWORTHINESS

IN SUPPORT OF FAA CERTIFICATE OF AUTHORIZATION (COA) OR COA

VIA NOTIFICATION APPLICATION IAW REF E.

D. ALL UAS FLIGHT OPERATIONS SUPPORTING COMBAT ZONE OPERATIONS

OF ANY KIND SH OULD BE PERFORMED UNDER AN AIR TASKING ORDER

FROM THE JOINT FORCES AIR COMPONENT COMMANDER (OR EQUIVALENT)

AND SHOULD BE COORDINATED WITH THE DIVISION OR WING

RESPONSIBLE FOR OPERATIONS WITHIN THE SPECIFIC AREA OF

RESPONSIBILITY (AOR). THIS CAN BE DONE WITH SUPPORT FROM ANY

LOCAL AVIATION UNITS OPERATIONS GROUP. REF F PROVIDES

ADDITIONAL GUIDANCE FOR THE USE OF AIRSPACE OVER THE COMBAT

ZONE AND CONTIGUOUS AREAS.

E. INITIATING REQUEST FOR AND ADHERING TO RANGE AND AIRSPACE

CLEARANCE IS THE RESPONSIBILITY OF THE OPERATORS.

F. THIS FLIGHT CLEARANCE DOES NOT ADDRESS INTEROPERABILITY

WITH MANNED AIRCRAFT.

G. UAS OPERATOR QUALIFICATIONS, MAINTAINER QUALIFICATIONS,

CONFIG URATION MANAGEMENT, SCHEDULED/UNSCHEDULED MAINTENANCE

PRACTICES, AND OTHER ASSOCIATED PROCEDURES ARE BEYOND THE

SCOPE OF THIS FLIGHT CLEARANCE BUT SHOULD BE ADEQUATELY

ADDRESSED BY THE APPROPRIATE AUTHORITY TO ENSURE AN

ACCEPTABLE L EVEL OF SAFETY FOR THE UAS AND TO MINIMIZE RISK

TO GROUND PERSONNEL AND PROPERTY. REFER TO OPNAVINST

3710.7U, CNAFINST 4790.2B CH

- 1, AND OPNAVINST 3750.6S FOR

POLICY MANAGEMENT AND MOD AUTHORITY.

H. PER REF G, MARSOC ACKNOWLEDGES HIGH ER PROBABILITY OF

LOSS OF THE UAV, AS DEFINED IN PARA 6.E.3.C OF REF H.

I. PER REF H, THIS FLIGHT CLEARANCE PROVIDES A NAVAIR CATEGORY

3 AIRWORTHINESS CERTIFICATION SUBSEQUENT TO AN ENGINEERING

REVIEW AND RISK ASSESSMENT TO ENSURE SAFE TY OF FLIGHT AND

REDUCE RISK TO PERSONNEL AND PROPERTY, AND/OR ENVIRONMENT.

J. THIS IFC DOES NOT AUTHORIZE AIRCRAFT/SYSTEM MODIFICATION, NOR

DOES IT SATISFY NAVAIR REQUIREMENTS FOR CONFIGURATION

MANAGEMENT. AS DIRECTED BY OPNAVINST 47 90.2J, REFER TO

CNAFINST 4790.2B CH

- 1 FOR POLICY ON CONFIGURATION

MANAGEMENT AND MOD AUTHORITY.

K. INFORMATION REGARDING THE AIRWORTHINESS PROCESS, INCLUDING A

LISTING OF ALL CURRENT INTERIM FLIGHT CLEARANCES, NATOPS AND

NATIP PRODUCTS ISSUED BY NAVAIR 4.0P, CAN BE FOUND AT OUR

WEBSITE: AIRWORTHINESS.NAVAIR.NAVY.MIL.

L. EPOWER FOLDER 1130510, TRACKING NUMBER 64310.//

BT

#0189

NNNN

Pudlo, Robert (4.0P, PEO(A)(U&W) Sr Airworthiness Engr), 01/21/2015