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U.S. Department of Transportation

Docket Management System

1200 New Jersey Ave., SE

Washington, DC 20590

July 19, 2014 

Joseph Cerreta Petition for Exemption to Operate 

Unmanned Aircraft Systems for Aerial Photography, Filming and Scientific 

Data collection. 

FAA Regulatory Docket 

NAME AND ADDRESS OF PETITIONER 

Joseph Cerreta 

514 Americas Way # 5859 

Box Elder, SD 57719 

Phone: 717-683-2835 

E-mail: j.cerreta55@gmail.com

U.S. Department of Transportation 

Docket Management System 

1200 New Jersey Ave., SE 

Washington, DC 20590 
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Table of Contents 

I. PETITION SUMMARY .......................................................................................................... 3 

II. BACKGROUND ..................................................................................................................... 3 

III. STATUTORY AUTHORITY ............................................................................................. 4 

A. Section 333 ........................................................................................................................... 4 

B. Section 44701(f) ................................................................................................................... 6 

IV. REQUESTED EXEMPTIONS ............................................................................................ 6 

V. PETI TI ONER’S PROPOSED OPERATI ONS SAT I SFY SECTI ON 333. ......................... 10 

A. Unmanned Aircraft System................................................................................................ 10

B. UAS Pilot in Command ..................................................................................................... 12 

C. Operating Parameters of Petitio ner’s UAS ........................................................................ 14 

D. The Requested Exemption Promotes the Public Interest ................................................... 15 

VI. CONCLUSION .................................................................................................................. 16 

APPENDIX A – FLIGHT MANUAL .......................................................................................... 17 

Attachments: 

Attachment 1 - senseFly eBee User Manual 

Attachment 2 - DJI Inspire 1 User Manual 

Attachment 3 - DJI Phantom 3 Professional User Manual 

Attachment 4 - 3D Robotics Iris User Manual 

Attachment 5 - 3D Robotics Solo User Manual 
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I. PETITION SUMMARY

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012, Pub. L. No. 

112-95 (2012), 126 Stat. 11 (“Section 333”) and the Federal Aviation Administration’s (“FAA”) 

general exemption authority under 49 U.S.C. § 44701(f), Joseph Cerreta (“Petitioner”) hereby 

petitions for exemptions from 14 C.F.R. §§ 61.113(a) and (b), 61.133(a), 91.7(a), 91.9(b)(2), 

91.103(b)(1), 91.119(c), 91.121, 91.151, 91.203(a) and (b), 91.405(a), 91.407(a)(1), 91.409(a)(2), 

91.417(a)-(b). The proposed exemptions, if granted, would allow Petitioner to operate small, 

camera-mounted unmanned aircraft systems (“UAS”) weighing 55 pounds or less for the purpose 

of filming of motion pictures, music videos, web videos, corporate videos, television programs 

and commercials, and still photography. Additionally the collection of agriculture and 

conservation supporting scientific data collection. 

Based on the small size of Petitioner’s UAS, the qualifications and experience of Petitioner, and 

the restricted environment within which Petitioner will operate, the requested exemptions fall 

squarely within the zone of safety envisioned by Congress and set forth in Section 333. 

Additionally, the enhanced safety achieved by replacing significantly larger manned aircraft 

carrying crew and flammable fuel with small UAS carrying no passengers or crew and operated 

under the specific guidelines and procedures proposed by Petitioner gives the FAA good cause to 

find that the UAS operations enabled by the instant Petition are in the public interest. Thus, the 

requested exemptions should be granted. 

II. BACKGROUND 

For more than 18 years, Petitioner’s operational experience, Unmanned Systems piloting and 

instructing for the U.S. Army and U.S. Marines Corps with the RQ-5A Hunter and RQ-7A/B 

Shadow 200 UAS, with over 1031 flight hours, including more than 785 hours as a UAS 
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Instructor Operator, offers a track record of safety and broad exposure to safe FAA coordination. 

Combining the latest technology with a long track record of safe and successful UAS operations. 

Petitioner seeks regulatory exemptions that will allow Petitioner to employ camera mounted 

UAS technology in the filming, production, and scientific data collection for conservation and 

agriculture process. 

III. STATUTORY AUTHORITY

A. Section 333 

Section 333, titled “Special Rules for Certain Unmanned Aircraft Systems,” provides a 

mechanism for seeking expedited FAA authorization of safe civil UAS operations in the National 

Airspace System (“NAS”). Section 333(a) states that the FAA “shall determine if certain 

unmanned aircraft systems may operate safely in the national airspace system before completion 

of the [comprehensive] plan and rulemaking required by section 332(b)(1) of this Act or the 

guidance required by section 334 of this Act.” In Section 332(b)(1), Congress made it clear that 

Section 333 provides a mechanism for “expedited operational authorization.” The FAA has 

committed to complying with this mandate by granting several petitions almost identical to the 

one at hand. See, e.g., Exemption No. 11062, Regulatory Docket No. FAA-2014- 0352 (granting 

regulatory exemptions to Astraeus Aerial for operation of unmanned aircraft systems for the 

purpose of filming for the motion picture and television industry). 

Section 333(b) identifies several factors that the FAA should consider in determining 

whether commercial UAS operations should be approved. These include UAS that, “as a result 

of their size, weight, speed, operational capability, proximity to airports and populated areas, 

and operation within visual line of sight do not create a hazard to users of the [NAS] or the 

public or pose a threat to national security.” See Section 333(b). 
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The UAS vehicles the Petitioner intends to use for the proposed operations meet the 

requirements of Section 333 of the Reform Act are due to their weight, speed and operational 

capabilities. The Petitioner seeks to operate the following UAS vehicles for the proposed 

operations: 

 SenseFly eBee 

 DJI Inspire 1 

 DJI Phantom 3 

 3D Robotics Iris 

 3D Robotics Solo 

The FAA is familiar with and has already determined that three of the commercial off-theshelf vehicles selected by Petitioner meet the requirements of Section 333 of the Reform Act due 

to their weight, speed and operational capabilities: the senseFly eBee, DJI Inspire 1 and DJI 

Phantom 3, and 3D Robotics Iris. See e.g.

 senseFly eBee: Exemption No. 11673 to Aerial Scout Ag Ops Support, LLC; Exemption 

No. 11646 to BioSensing Systems, LLC; Exemption No. 11263 to SenseFly LTD. 

 DJI Inspire 1: Exemption No. 11254 to Upward Aerial; Exemption No. 11659 to Fovea 

Aero Systems; Exemption No. 11668 to Sky-Forge Robotics LLC. 

 DJI Phantom 3: Exemption No. 12003 to Mr. Scott Sheets; Exemption No. 11558A to 

Lewanui. 

 3D Robotics Iris: Exemption No. 11521 to SkyWard IO; Exemption No. 11533 to 

AviTronics Integration Solutions, LLC. 

 3D Robotics Iris: Exemption No. 11961 to Hensrud Aerial; Exemption No. 11778A to

Cloud9Drones, LLC. 
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B. Section 44701(f) 

In addition to the specific authority conferred by Section 333, the FAA Administrator has 

general authority to grant exemptions from the FAA’s safety regulations and minimum 

standards when the Administrator decides a requested exemption is in the public interest. See 

U.S.C. § 44701(f). 

IV. REQUESTED EXEMPTIONS

Petitioner requests relief from the following regulations: 

Section 61.113 prescribes that “no person who holds a private pilot certificate 

may act as a pilot in command of an aircraft that is carrying passengers or property for 

compensation or hire; nor may that person, for compensation or hire, act as pilot in command 

of an aircraft,” (see Section 61.113(a)), and that “a private pilot may, for compensation or hire, 

act as pilot in command of an aircraft in connection with any business or employment if: (1) 

The flight is only incidental to that business or employment; and (2) The aircraft does not carry 

passengers or property for compensation or hire,” (see Section 61.113(b)). 

Section 61.133(a) sets forth privileges for persons holding commercial pilot certificates, 

including a provision impliedly limiting to persons holding a commercial pilot certificate the 

ability to act as pilot in command of an aircraft “for compensation or hire.” 

Section 91.103(b)(1) prescribes, in pertinent part, that each pilot in command shall, before 

beginning a flight, become familiar with all available information concerning that flight, to 

include, “For any flight, runway lengths at airports of intended use, and takeoff and landing 

distance information:... For civil aircraft for which an approved Airplane or Rotorcraft Flight 

Manual containing takeoff and landing distance data is required, the takeoff and landing 

distance data contained therein.” 

Section 91.119(c) prescribes that, except when necessary for takeoff or landing, no person 
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may operate an aircraft below the following altitudes: “Over other than congested areas. An 

altitude of 500 feet above the surface, except over open water or sparsely populated areas. In 

those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, 

or structure.” 

Section 91.121 requires, in pertinent part, each person operating an aircraft to maintain 

cruising altitude by reference to an altimeter that is set “to the elevation of the departure airport 

or an appropriate altimeter setting available before departure.” 

Section 91.151(a) prescribes that no person may begin a flight in an airplane under 

VFR conditions unless (considering wind and forecast weather conditions) there 

is enough fuel to fly to the first point of intended landing and, assuming normal 

cruising speed, (1) during the day, to fly after that for at least 30 minutes; or (2) 

at night, to fly after that for at least 45 minutes. 

Section 91.203 prohibits, in subpart (a), any person from operating a civil aircraft unless it 

has within it (1) an appropriate and current airworthiness certificate; and (2) an effective U.S. 

registration certificate issued to its owner or, for operation within the United States, the second 

copy of the Aircraft Registration Application as provided for in § 47.31(c). Section 91.203 

prescribes, in subpart (b), that no person may operate a civil aircraft unless the airworthiness 

certificate or a special flight authorization issued under § 91.715 is displayed at the cabin or 

cockpit entrance so that it is legible to passengers or crew. 

Section 91.405(a) requires, in pertinent part, that an aircraft operator or owner 

shall have the aircraft inspected as prescribed in subpart E of the same part and 

shall, between required inspections, except as provided in paragraph (c) of the 

same section, have discrepancies repaired as prescribed in Part 43 of the chapter. 

Section 91.407(a)(1) prohibits, in pertinent part, any person from operating an 
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aircraft that has undergone maintenance, preventative maintenance, 

rebuilding, or alteration unless it has been approved for return to service by a 

person authorized under § 43.7 of the same chapter. 

Section 91.409(a)(2) prescribes, in pertinent part, that no person may operate 

an aircraft unless, within the preceding 12 calendar months, it has had an inspection 

for the issuance of an airworthiness certificate in accordance with part 21 of this 

chapter. 

Section 91.417(a) and (b) prescribes, in pertinent part, that- 

(a) Each registered owner or operator shall keep the following 

records for the periods specified in paragraph (b) of this 

section: 

(1) Records of the maintenance, preventative maintenance, 

and alteration and records of the 100-hour, annual, 

progressive, and other required or approved 

inspections, as appropriate, for each aircraft (including 

the airframe) and each engine, propeller, rotor, and 

appliance of an aircraft. The records must include- 

(i) A description (or reference to data acceptable to 

the Administrator) of the work performed; and 

(ii) The date of completion of the work performed; and 

(iii) The signature, and certificate number of the person approving the 

aircraft for return to service. 

(2) Records containing the following information: 

(i) The total time in service of the airframe, each engine, each propeller, and 
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each rotor. 

(ii) The current status of life-limited parts of each airframe, engine, propeller, 

rotor, and appliance. 

(iii) The time since last overhaul of all items installed on the aircraft which 

are required to be overhauled on a specified time basis. 

(iv) The current inspection status of the aircraft, including the time since the 

last inspection required by the inspection program under which the aircraft 

and its appliances are maintained. 

(v) The current status of applicable airworthiness directives (AD) and 

safety directives including, for each, the method of compliance, the 

AD or safety directive number and revisions date. If the AD or safety 

directive involves recurring action, the time and date when the next 

action is required. 

(vi) Copies of the forms prescribed by § 43.9(d) of this chapter for each major 

alteration to the airframe and currently installed engines, rotors, propellers, 

and appliances. 

(b) The owner or operator shall retain the following records for the periods prescribed: 

(1) The records specified in paragraph (a)(1) of this section 

shall be retained until the work is repeated or superseded 

by other work or for 1 year after the work is performed. 

(2) The records specified in paragraph (a)(2) of this section 

shall be retained and transferred with the aircraft at the 

time the aircraft is sold. 

(3) A list of defects furnished to a registered owner or operator 

under § 43.11 of this chapter shall be retained until the 
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defects are repaired and the aircraft is approved for return 

to service. 

V. PETI TI ONER’S PROPOSED OPERATI ONS SAT I SFY SECTI ON 333. 

A. Unmanned Aircraft System 

The UAS to be operated under this request are less than 55 lbs. fully loaded, will be operated 

at a speed of no more than 50 knots, carry neither a pilot nor passenger, carry no explosive 

materials or flammable liquids, and operate exclusively within a secured area. Petitioner’s UAS 

use a radio frequency spectrum for operation and control that complies with Federal 

Communications Commission (“FCC”) requirements, and Petitioner has integrated safety 

features into the UAS, as described in Petitioner’s Flight Operations and Procedures Manual 

(“FOPM”) (collectively, “operations manuals”). Petitioner’s UAS are equipped with redundant 

safety mechanisms allowing them to operate safely after experiencing certain in-flight failures. If 

a lost-link event occurs, including the loss of ground communications and/or the loss of a GPS 

signal, Petitioner’s UAS have the ability to perform a pre-coordinated, predictable, automated 

flight maneuver and return to a predetermined location within a designated security perimeter for 

landing. The UAS further have the ability to abort a flight in the event of unpredicted obstacles or 

emergencies. All flights will be terminated after a maximum of 30 minutes or with 25% 

remaining battery power, whichever occurs first. Thus, good cause exists for granting Petitioner’s 

requested relief from 14 C.F.R. § 91.151(a) (setting forth fuel requirements for flight in VFR 

conditions). Petitioner’s UAS will be identified by serial number, registered in accordance with 

14 C.F.R. Part 47, and have identification (N-Number) markings in accordance with 14 Part 45, 

Subpart C. Markings will be as large as practicable. Regarding Petitioner’s requested relief from 

14 C.F.R. § 91.121 (Altimeter Settings), Petitioner seeks such relief because Petitioner will not 

have a typical barometric altimeter onboard the UAS. Instead, altitude information will be 
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provided to the UAS PIC via a digitally encoded telemetric data feed, which downlinks from the 

aircraft to a ground-based on-screen display. The altitude information will be generated by 

equipment installed onboard the UAS, using GPS triangulation, digitally encoded barometric 

altimeter, radio altimeter, or any combination thereof. Prior to each flight, a zero altitude 

initiation point will be established and confirmed for accuracy by the UAS PIC. Thus, good 

cause exists for granting the requested relief from 14 C.F.R. § 91.121. 

Given the size, weight, speed, and limited operating area associated with the aircraft to be 

utilized by the applicant, an exemption from 14 C.F.R. Part 21, Subpart H (Airworthiness 

Certificates), subject to certain conditions and limitations, is warranted (if necessary) and meets 

the requirements for an equivalent level of safety under 14 C.F.R. Part 11 and Section 333. The 

UAS operated without an airworthiness certificate in the restricted environment and under the 

conditions and limitations proposed by Petitioner will be at least as safe, or safer, than a 

conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate issued 

under 14 C.F.R. Part 21, Subpart H, and not subject to the proposed limitations and conditions. 

Petitioner will strictly comply with safety and maintenance procedures included in all 

applicable UAS manufacturer’s instructions and operating manuals. To the extent such 

information is not included in the guidelines developed by the manufacturers, Petitioners will 

develop and document maintenance, overhaul, replacement, and inspection requirements, 

procedures to document and maintain maintenance records with regard to Petitioner’s UAS, and 

UAS technician qualification criteria. Petitioner’s operations manuals will include maintenance 

requirements for Petitioner’s UAS, including “on-condition” maintenance and modifications. In 

light of these mitigating factors, exemptions from 14 C.F.R. §§ 91.405(a), 91.407(a)(1), 

91.409(a)(1) and (2), and 91.417(a) and (b) are warranted. 
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B. UAS Pilot in Command 

Petitioner shall be the UAS pilot in command (PIC), have passed the FAA ground school 

examination, shall hold at least a third-class medical certificate, and be required to hold a private 

pilot certificate. Since there are no current standards for UAS pilot certificates, knowledge of 

airspace regulations acquired from FAA ground school and dexterity in the control and operation 

of the UAS acquired from actual operation of the aircraft will be the most important factors in 

establishing an equivalent level of safety. According to the FAA, “the FAA considers the 

overriding safety factor for the limited operations proposed by the petitioner to be the airmanship 

skills acquired through UAS-specific flight cycles, flight time, and specific make and model 

experience, culminating in verification through testing.” See Exemption No. 11062, Regulatory 

Docket No. FAA-2014-0352, at p. 18. With those factors in mind, Petitioner’s UAS PIC shall be 

required to meet several conditions and limitations as outlined in the FOPM, including the 

following: 

 The UAS PIC will have accumulated and logged a minimum of 200 flight cycles and 25 

hours of total time as a UAS pilot and at least 10 hours logged as a UAS pilot with a 

similar UAS type (single blade or multirotor). 

 The UAS PIC will have accumulated and logged a minimum of five hours of flight time 

with the specific make and model of the UAS to be utilized for operations under the 

exemption and three take-offs and landings in the preceding 90 days. 

 The UAS PIC will have successfully completed the qualification process as specified in 

the operations manuals, to include a knowledge and skill test. 

Regarding Petitioner’s requested relief from 14 C.F.R. § 91.7(a), it is Petitioner’s 

understanding that Petitioner’s UAS will not require an airworthiness certificate in accordance 
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with 14 C.F.R. Part 21, Subpart H, and that exemption from 14 C.F.R. § 91.7(a) is therefore 

unnecessary. To the extent such an exemption is deemed necessary, Petitioner asserts that it 

should be granted in light of the safety procedures proposed herein. In accordance with the 

pertinent part of 14 C.F.R. § 91.7(b), the operator in command of Petitioner’s UAS shall be 

responsible for determining whether the aircraft is in a safe condition for flight. Petitioner’s 

manuals for maintenance and operations shall include safety checklists to be used by the operator 

in command prior to each flight. 

Regarding Petitioner’s requested relief from 14 C.F.R. § 91.9(b)(2) (Civil aircraft flight 

manual, marking, and placard requirements and § 91.203(a) and (b), (Civil aircraft: certifications 

required), it is Petitioner’s understanding that relief from these regulations is no longer necessary 

in light of the FAA Memorandum “Interpretation regarding whether certain required documents 

may be kept at an unmanned aircraft’s control station,” dated August 8, 2014. To the extent the 

FAA deems an exemption from this section necessary for Petitioner’s proposed operations, such 

exemption should be granted in light of the mitigating fact that Petitioner will maintain the 

documents required under 14 C.F.R. §§ 91.9 and 91.203 at the UAS ground control station 

during flights. 

Additionally, the Petitioner’s operations may utilize a visual observer (“VO”). The VO may 

be used to satisfy the VLOS requirement as long as the PIC always maintains VLOS capability. 

The VO and the PIC will be able to communicate verbally at all times during operational flights. 

Regarding Petitioner’s requested relief from 14 C.F.R. § 91.103(b)(1), Petitioner will comply 

with the other applicable procedures and requirements stated in § 91.103(a) and (b). Specifically, 

the PIC will take all actions including reviewing weather, flight battery requirements, aircraft 

performance data, and landing and takeoff distances before initiation of a flight. The PIC will 
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also account for all relevant site-specific conditions in their preflight procedures. Risks presented 

by sun glare will be mitigated by the PIC’s and VO’s ability to see other air traffic and initiate a 

return-to-home sequence if needed. 

C. Operating Parameters of Petitio ner’s UAS 

Petitioner’s UAS operations will be conducted within VLOS of the PIC and VO, below 400 

feet AGL, and at speeds below 50 knots. Consistent with the relief typically provided to manned 

operations under FAA Order 8900.1, Volume 3, Chapter 8, Section 1, Petitioner requests relief 

from 14 C.F.R. § 91.119(c) with respect to those participating persons, vehicles, and structures 

directly involved in the performance of the actual filming. Regarding distance from participating 

persons, the operations manuals set forth safety factors for authorized and consenting production 

personnel. Because those procedures are specific to participating persons, no further FSDO or 

aviation safety inspector approval is necessary for reductions to the distances specified in 

Petitioner’s manuals. 

Regarding the distance from nonparticipating persons, Petitioner will ensure that no persons 

are allowed within 500 feet of the operating area except those consenting to be involved and 

necessary for the filming production, with the possibility of reducing this distance to no less than 

200 feet if it would not adversely affect safety and the Administrator has approved it. This is 

consistent with FAA Order 8900.1, V3, C8, S1. 

Petitioner will not conduct UAS operations within 5 nautical miles of the geographic center 

of a non-towered airport unless a letter of agreement with that airport’s management is obtained 

and the operation is conducted in accordance with a Notice to Airmen (“NOTAM”). 

Additionally, Petitioner will not operate in Class B, C, or D airspace without written approval 

from the controlling agency. Nor will Petitioner operate the UAS less than 500 feet below or less 
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than 2,000 feet horizontally from a cloud or when visibility is less than 3 statute miles from the 

PIC. Petitioner’s UAS will remain clear and yield the right of way to all manned operations and 

activities at all times (including, but not limited to, ultralight vehicles, parachute activities, 

parasailing activities, and hangliders). 

Although Petitioner seeks to comply with the waiver process as described in FAA Order 

8900.1, Volume 3, Chapter 8, Section 1 (Issue a Certificate of Waiver for Motion Picture and 

Television Filming), the current section of Order 8900.1 has specific processes that preclude a 

jurisdictional FAA FSDO from issuing the required Certificate of Waiver, because the section 

did not originally provide for UAS operations. Thus, Petitioner seeks exemption from the 

applicable regulations normally waived during that process. Petitioner proposes that the FAA 

include the required notifications and coordination with jurisdictional FSDOs through the 

conditions and limitations accompanying the requested exemption, and that the exemption 

sought herein will take the place of the Certificate of Waiver normally issued by a jurisdictional 

FSDO under 8900.1. Under this rubric, Petitioner will notify every FSDO with jurisdiction over 

the area that Petitioner plans to operate, just as with manned filming operations, and those 

FSDOs will have the ability to coordinate further conditions and limitations with the UAS 

Integration Office to address any local concerns. 

Petitioner will obtain an Air Traffic Organization (“ATO”) issued Certificate of Waiver or 

Authorization (“COA”) prior to conducting any operations under this grant of exemption. In 

fulfilling its requirements under the COA, Petitioner will be required to request a NOTAM not 

more than 72 hours in advance, but not less than 48 hours prior to the operation. 

D. The Requested Exemption Promotes the Public Interest 

The enhanced safety achieved by replacing significantly larger manned aircraft carrying crew 
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and flammable fuel with small UAS carrying no passengers or crew and operated under the 

specific guidelines and procedures proposed by Petitioner gives the FAA good cause to find that 

the UAS operations enabled by the instant Petition are in the public interest. Moreover, as the 

FAA has already recognized, “UAS provide an additional tool for the filmmaking industry, 

Agriculture and Conservation adding a greater degree of flexibility, which supplements the 

current capabilities offered by manned aircraft.” See Exemption No. 11062, Regulatory Docket 

No. FAA-2014-0352, at p. 22. 

VI. CONCLUSION

For the foregoing reasons, the regulatory exemptions requested herein should 

be granted and Petitioner should be permitted to conduct small UAS operations for 

the purpose of filming. 

 Respectfully submitted, 

 Joseph Cerreta 

 
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APPENDIX A – FLIGHT MANUAL

FLIGHT RESTRICTIONS

(a) No flight will be made with a UA Gross weight exceeding 55 pounds; 

(b) All operations must occur in FAA approved airspace at no more than 400' AGL, at an airspeed of no 

more than 25 knots and no further than 3/4 NM from the PIC; 

(c) All operations must utilize a visual observer (VO). The VO and PIC must be 

able to communicate verbally at all times during a flight operation; 

(d) Operations will be restricted to flights over private property with the permission of the property owner; 

(e) The PIC must have accumulated and logged, in a manner consistent with 14 CFR § 61.51 (b), a minimum 

of 100 flight cycles and 25 hours of total time as a UA rotorcraft pilot and at least ten hours logged as a 

UA pilot with a similar UA type; 

(f) All required permits will be obtained from state and local government prior to operation; 

(g) The UA will not be operated over densely populated areas; 

(h) The UA will not be operated at air shows; 

(i) The UA will not be operated over any open-air assembly of people; 

(j) The UA will not be operated over heavily trafficked roads; 

(k) The UA will not be operated within 5 NM of an airport or heliport without written permission 

Airport Manager. 

(l) Operations will be restricted to day only and weather conditions equivalent to VFR; 

(m) The PIC will brief the VO and property owner about the operation and risk before the first flight at 

each new location; 

(n) No flight may be made without a successful Pre-Flight Inspection by the PIC before each operation 

to ascertain that the UA is in a condition safe for flight. 

PIC SHOULD VERIFY THE FOLLOWING ITEMS BEFORE STARTING THE PRE-FLIGHT 

PROCESS

(1) Verify COA Approved 

(2) Verify NOTAM Filed (if applicable) 

(3) Verify FSDO coordination completed 

(4) Verify closest Unicom/Tower Frequency for Monitoring. 

PRE-FLIGHT CHECKLIST

(1) Check UA battery health (press self-check button) verify 4 green bars illuminate 

(2) Check all wiring connections are tight; 

(3) Check all propellers are undamaged and no cracks exist in any structural members of the UA; 

(5) Turn on radio controller, move all control switches to forward or UP position and throttle control 

stick neutral position; 

(6) Turn On UA power 

(7) Await Aft Lights to flash green 

(8) Turn on transmitter and camera. 

PRE-TAKEOFF CHECKLIST 

(1) Confirm Green Lights on aircraft 

(2) Confirm Observer is ready 

(3) Confirm area cleared of all non-essential personnel