16 Commercial Knowledge
Private Knowledge *"'Airplane Single Engine Land (ASEL) used for comparison"* § 61.125 Aeronautical knowledge.

§ 61.105 Aeronautlcallcnowledge. (a) General.
A person who applies for a conunercial

(a) General.
A person who is applying for a private pilot certificate must receive and log ground pilot certificate must receive and log ground training ...

training ... (b) Aeronauticallmowledgc areas.

(b) Aeronauticnllmowledge areas. (1) Applicable Federal Aviation Regulations ofthis (1) Applicable Federal Aviation Regulations ofthis chapter that relate to commercial pilot privileges, chapter that relate to private pilot privileges, Limitations, and flight operations; limitations, and flight operations; (2) Accident reporting requirements
of the National
(2) Accident reporting requirements
of the National Transportation Safety Board· Transportation Safety Board; (3) Basic aerodynamics and the principles of flight;

(1 0) Principles of aerodynamics, powerplants, and aircraft systems; ( 4) Meteorology

to include recognition
of critical

( 6) Recognition
of critical weather situations from the weather situations, windshear recognition and ground and in flight, windshear avoidance, and the avoidance, and the use of aeronautical weather procurement and use of aeronautical weather reports reports and forecasts;

and forecasts

· (5) Safe and efficient operation of aircraft;

(7) Safe and efficient operation of aircraft, inc! uding collision avoidance, and recognition and avoidance of wake turbulence; (6) Weight and balance computations;

(9) Weiaht and balance computations; (7) Use of performance charts;

(8) Effects of density altitude on takeoff and climb performance; (8) Significance and effects of exceeding aircraft **~<~~<Related**

to other areas within the private p_erformance limitations; requirements but not referet\ced specifically** (9) Use of aeronautical charts and a magnetic

(4) Use of aeronautical charts for VFR navigation compass for pilotage and dead reckoning;
using pilotage, dead reckoning, and navigation systems· (10) Use ofnir navigation facilities;

( 4) Use of aeronautical charts for VFR navigation using pilotage, dead reckoning, nnd navigation svstems; {5) Radio communication procedures; (11) Aeronautical decision making and judgment;

(I 2) Aeronautical decision making and judgment; and (12) Principles and functions of aircraft systems; (10)Principles

of aerodynamics, powerplants, and aircraft systems; ( 13) Maneuvers, procedures, and emergency

(7) Safe and efficient operation of aircraft, including operations appropriate

to the aircraft; collision avoidance, and recognition and avoidance of wake turbulence; {11) Stall awareness, spin entry, spins, and spin recovery techniques for the airplane and glider category ratin!:lS' (14) Night and high-altitude operations;

 Although not mentioned

in § 61.105,

3 hours of night flight training
is required for the private per § 61.107 and § 61.109. For this comparison, highaltitude operations are considered not applicable.**  (15) Procedures for operating within the National
{3) Use of the applicable portions ofthe ''Aeronautical Airspace System; and Information Manual" and FAA advisory circulars; ( 13) Preflight action that includes-
(i) How to obtain infom1ation
on runway lengths at airports of intended17 use, data on takeoff and landing distances, weather reports and forecasts, and fuel requirements

; and (ii) How to plan for alternatives

if the planned flight cannot be completed
or delays are encountered. ( 16) Procedures for flight and ground training for **For this comparison (ASEL), these operations are lighter-than-air ratings."'* considered not applicable.** § 61.127 Flight proficiency.

§ 61.107 Flight proficiency. (a) General.
A person who applies for a commercial

(a) General.
A person who applies for a private pilot pilot certificate must receive and log ground and certificate must receive and log ground and flight flight training

training (b)Areas of operation. (I) For an airplane category
(b) Areas of operation. (1) For an airplane category rating with
a single-engine class rating: rating with
a single-engine class rating: (i) Preflight preparation;

(i) Preflight preparation; (ii) Preflight procedures·

(ii) Preflight procedures; (iii) Airport and seaplane base operations;

(iii) Airport and seaplane base operations; (iv} Takeoffs, landings and go-arounds;

{iv) Takeoffs, landings, and go-arounds; _(v) Performance maneuvers

;

{v) Performance maneuvers; (vi) Ground reference maneuvers;

(vi) Ground reference maneuvers; (vii} Navigation·

(vii) Navigation; (viii) Slow flight and stalls;

(viii) Slow flight and stalls: (ix) Emergency operations·

(x) Emergency operations· (x) High-altitude operations; and **For this comparison, high-altitude operations are considered not applicable.*"' (xi) Postflight procedures.

(xii) Postflight procedures

. **Not referenced **specifically'~<***

(ix) Basic instrument maneuvers; *'*Not referenced specifically"'*

(xi) Night operations, except as provided
in

. §61.11
0 ofthis part; and The specific UAS airmanship skills required for Ast1·aeus' PIC(s): Some of the requirements
for Astraeus' PIC(s) are provided
in their proprietary documents. However,
as with other exemptions that contain specific pilot qualifications, e.g. Exemption Nos. 7830, 6802K, and 6540N, those pilot requirements become conditions and limitations within the grant of exemption. An abbreviated summary of those PIC requirements include the following:

a. The PIC must possess

a Private Pilot's Certificate and a valid third-class medical certificate; b. The PIC must have accumulated and logged

a minimum of200 flight cycles and 25 hours of total time as a UAS rotorcraft pilot and at least 10 hours logged as a UAS pilot with
a similar UAS type (single blade or multirotor). c. The PIC must have accumulated and logged

a minimum of five hours as UAS pilot with the make and model of UAS to be utilized for operations under the exemption and three take-offs and landings
in the preceding 90 days. d. The PIC must have successfully completed the qualification process as specified
in the MPTOM and FOPM,
to include

a knowledge and skill test. The FAA's analysis regarding PIC requirements: The parallel foundation
of aeronautical knowledge required for private and commercial pilots is shown in the above table

.Private18 pilot airmanship skills arefurthered through manned flights in the NAS. Commercially certificated pilots build additional experience through these manned flights aswell. The additional experience and ainnanship skills obtained by commercially certificated airmen contribute

to their ability to overcomeadverse situations that could be encountered

in flights conducted for compensation

orhire. However, the experience obtained beyond

a private pilot certificate
in pursuit of acommercial pilot certificate
in manned flight does not necessarily aid a pilot in the operational environment proposed by the petitioner; 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. The FAA shares ALP A's concerns regarding appropriate training onthe UAS being utilized. The FAA has reviewed the petitioner's knowledge and experience criteria for its PICs. The FAA finds that the combination
of aeronautical knowledge, UAS airmanship skills, and verification through testing
is asufficient method for Astraeus
to evaluate

a pilot's qualifications, given that operations will be conducted within the limitations outlined
in this exemption. The knowledge and airmanship test qualifications have been developed by Astraeus for the UAS operations proposed
in their petition for exemption. There arenoestablished practical test standards that support

a judsdictional FAA FSDO evaluation and approval of company designated examiners. The petitioner will conduct these tests in accordance with its FOPM and the conditions and limitations noted below. Given the constraints
of the proposed operations, the FAA believes this would not adversely affect the safety of the NAS. The petitioner plans to operate in a unique and limited environment. Given the 1) separation of these closed-set filming operations from other manned operations,

2) the parallel nature of private pilot aeronautical knowledge requirements

to those of commercial requirements, and 3) the UAS ailmanship skills of Astraeus' PICs, the FAA finds that the additional manned aitmanship experience of a commercially certificated pilot would not correlate
to the airmanship skills necessaryfor Astraeus' specific proposed operations. Upon consideration

of the overall safety case presented by the petitioner and the concernsof the commenters, the FAA finds that granting the requested relief from 14 CFR § 61.113(a) and (b), provided the conditions and limitations outlined below, would not adversely affect the safety of the NAS. Another consideration supporting the certificate requirement

is that pilots holding

a private pilot certificate are subject to security screening by the Department
of Homeland Security. This requirement should ameliorate security concemsoverUAS operations under this exemption. Operating parameters
of the UAS Astraeus has stated that it plans to comply with the waiver processasdescribed

in FAA Order 8900.1, Volun1e
3, Chapter
8, Section

1 (V3, C8, Sl) Issue
aCertificate of Waiver for Motion Picture and Television Filming. The FAA agreeswith this philosophy; however, the current section of Order 8900.1 has specific processesthat preclude

a jurisdictional FAA FSDO from issuing the required Certificate ofWaiver, because the section did not originally provide for19 UA operations. One example of this is the minimum pilot qualifications-
the pertinent section of Order 8900.1 provides no way to relieve Astraeus from the pilot requirements. Also, the sample form 7711-1 used for issuing the Certificate of Waiver specifically states "this section not used for Unmanned Air Vehicle authorizations." Therefore, the FAA will exempt Astraeus from the applicable regulations normally waived during that process. The FAA will then include the required notifications and coordination with jurisdictional FSDOs through the conditions and limitations listed below. Motion picture and television filming waivers similar to Astraeus' operation are normally issued from one jurisdictional FSDO and can be used in locations covered by other geographically responsible FSDOs through notification. Those local FSDOs then have the ability to review the proposed plan of activities and associated operations manual(s) and levy any additional local special provisions. Since Astraeus' operation deals specifically with UAS, this exemption will take the place of the Certificate of Waiver normally issued by a jurisdictional FSDO under 8900.1 V3, C8, S 1. Every FSDO with jurisdiction over the area that Astraeus plans to operate within must still be notified, 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,
as stated below in the conditions and limitations section of this exemption. The petitioner must also obtain

a Certificate ofWaiver
or Authorization (COA) from the FAA's Air Traffic Organization (ATO) prior to conducting any operations. This is an existing process that not only makes local Air Traffic Control (ATC) facilities aware ofUAS operations, but also provides ATO the ability to consider airspace issues that are unique to UAS Qperations. The COA will require the operator
to request

a Notice to Airman (NOT AM), which
is the mechanism for alerting other users of the NAS to the UAS activities being conducted. Therefore, the FAA believes that adherence

to this process
is the safest and most expeditious way to permit Astraeus
to conduct their proposed UAS operations

.The conditions and limitations below prescribe the requirement for Astraeus
to obtain an A TO-issued COA. Regarding the petitioner's requested relief from 14 CPR§ 91.7(a) Civil Aircraft Airworthiness, Astraeus' request

is based on the fact that no airworthiness certificate will be issued for the UAS. As previously noted, the petitioner's UAS will not require an airworthiness cettificate

in accordance with 14 CPR part 21, Subpatt H .Based on the fact that an airworthiness certificate will not be issued, exemption from
§ 91.7(a)
is not necessary. In accordance with the pertinent part of 14 CFR
§ 91
.7(b ), the PIC of the UAS is responsible for determining whether the aircraft
is in condition for safe flight. The petitioner's manuals for maintenance and operations include safety checklists

to be used prior to each flight. Regarding the petitioner's requested relief from 14 CPR§ 91.9(b)(2) Civil aircraft flight manual, marking, and placard requirements and§ 91.203(a) and (b) Civil aircraft: Certifications required, the original intent of these regulations was to display an aircraft's airworthiness, certification, and registration documents

so they would be easily available
to inspectors and passengers. Based on the FAA Memorandum subject "Interpretation regarding whether certain required documents may be kept at an unmanned aircraft's control station,"20 dated August
8, 2014, the requested relief from 14 CFR §§ 91.9(b)(2) and 91.203(a) and (b) is not necessary. Regarding the petitioner's requested relieffrom

14 CFR
§ 91.103 Preflight action, although there will be no approved Airplane
or Rotorcraft Flight Manual
as specified
in paragraph (b )(1 ), the FAA believes that the petitioner can comply with the other applicable requirements in14 CFR
§ 91.103(b)(2). The procedures outlined
in the petitioner's :MPTOM and FOPM address the FAA's concerns regarding compliance with§ 91.103(b). The petitioner has also stated its intent to comply with§ 91.103(a): "The PIC will take all actions including reviewing weather, flight battery requirements, landing and takeoff distances and aircraft performance data before initiation of flight." The FAA has imposed stricter requirements with regard to visibility and distance from clouds; this is to both keep the UA from departing VLOS and to preclude the UA from operating
so close to a cloud as to create

a hazard to other aircraft operating
in the NAS. The FAA also notes the risks associated with sun glare; the FAA believes that the PIC's and VO's ability to still see other air traffic, combined with the PIC's ability to initiate

a return-to-home sequence, are sufficient mitigations

in this respect. The PIC will also accmmt for all relevant site-specific conditions

in their preflight procedures. Therefore, the FAA finds that exemption from 14 CFR
§ 91.103
is not necessary. Regarding the petitioner's requested relief from 14 CFR
§ 91.1 09 Flight instruction; Simulated instrument flight and certain flight tests, the petitioner did not describe training scenarios
in which

a dual set of controls would be utilized or required, i.e. dual flight instruction, provided by a flight instructor
or other company-designated individual, that would require that individual

to have fully functioning dual controls. Rather, Astraeus evaluates the qualification
of its PICs based on their experience with the UAS to be operated and verifies through testing, in lieu of foffi1alized training. As such, the FAA finds that the petitioner can conduct its operations without the requested relief from 14 CPR§ 91.109. Regarding the petitioner's requested relieffrom
14 CFR
§ 91.119 Minimum safe altitudes, the petitioner failed to specify the pertinent part of 14 CFR
§ 91.119 from which they require relief. Relief from 14 CFR
§ 9l.ll9(a), which requires operating
at an altitude that allows

a safe emergency landing if a power unit fails, is unprecedented and unwarranted. Relief from
§ 14 CFR 91.119(b), operation over congested areas, is not applicable, because the petitioner states that operations will only be conducted within the sterile area described
in the MPTOM. Although the petitioner specifically mentioned relieffrom
14 CFR
§ 91.119(d), the FAA finds that relief is only needed from 14 CFR
§ 91.119( c), which
is consistent with the relief typically provided
to manned operations

in FAA Order 8900.1 V3, C8, Sl Issue
a Certificate ofWaiver for Motion Picture and Television Filming. This Order allows for relieffrom

§ 91. I 19( c) with respect tq those participating persons, vehicles, and structures directly involved in the pe1formance
of the actual filming. In accordance with the petitioner's stated intention
to adhere to Order 8900.1 V3, C8, S 1, persons other than participating persons

1 are not allowed 1 Pe1· Order 8900.1 V3, C&, S 1, pa11icipnting persons are all persons associated with the filming production, and they must be briefed on the potential risk of the proposed flight operation(s) and must acknowledge and accept those risks. Nonparticipating persons are the public, spectators, media, etc., not associated with the filming production.21 within 500 feet of the operating area. This provision may be reduced
to no less than 200 feet if an equivalent level of safety can be achieved and the Administrator
has approved
it. For example, an equivalent level of safety may be determined through evaluation by an aviation safety inspector of the filming production area to note terrain features, obstructions

, buildings, etc. Such barriers may protect nonparticipating persons (observers, the public, news media, etc.) from debris in the event of an accident. The FAA notes the petitioner's additional guidelines

in its MPTOM
to protect its participating production personnel, and finds that relief from 14 CPR
§ 91.119(
c) is warranted, provided adherence

to the procedures outlined
in the petitioner's MPTOM and FOPM, and the FAA's additional conditions and limitations outlined below. However,
all nonparticipating personnel will be required
to be at least 500 feet from flight operations, with possible relief to allow reductions

to 200 feet, as specified above. Regarding the petitioner's

t • equested relieffrom
14 CFR
§ 91.121 Altimeter Settings, the FAA believes that an altitude reading

is a critical safety component
of the petitioner's proposed operation. Although the petitioner will not have
a typical barometric altimeter onboard the aircraft, the FAA finds the petitioner's intention
to operate the UA within VLOS and at or below 400 feet AGL, combined with the petitioner's intention
to provide altitude information to the UAS pilot via a digitally encoded telemetric data feed, which downlinks from the aircraft to a grotmd-based on-screen display,
to be a sufficient method for ensuring the UAS operations
do not adversely affect safety. The altitude information will be generated by equipment installed onboard the aircraft,
as specified using GPS triangulation,

or digitally encoded barometric altimeter,
or 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. The FAA has determined that good cause exists for granting the requested relief to 14 CFR
§ 91.121. Regarding the petitioner's requested relief from 14 CFR
§ 91.15l(a) Fuel requirements
for flight in VFR conditions, relief has been granted for manned aircraft to operate
at less than the minimums prescribed

in 14 CFR
§ 91.151 (a), including Exemption Nos. 2689, 5745, and 10650. In addition, similar UAS-specific relief has been granted in Exemption Nos. 8811, 10808, and 10673 for daytime, Visual Flight Rules (VFR) conditions. The petitioner states that its UAS operations will be conducted

in a controlled closed-set filming environment, with UA under 55 pounds,
at speeds below 50 Knots, and within VLOS. These factors, combined with Astraeus' stated intention
to terminate flights after 30 minutes or with 25% remaining battery power (whichever occurs first), provides the FAA sufficient reason to grant the relief from 14 CFR
§ 91.15l(a)
as requested
in accordance with the conditions and limitations proposed by Astraeus. With respect to the petitioner's request to operate at night, the FAA finds that the petitioner has not provided

a sufficient safety case and mitigations, per FAA Order 8900.1 V16, C5, S3 General Operational Requirements,

to avoid collision hazards
at night. All previous VASspecific grants of relief from 14 CFR
§ 91.151(a) have restricted flights to daytime VFR conditions only. While the FAA acknowledges
the petitioner's stated film set lighting techniques

to mitigate the risks of nighttime operations, the petitioner has not provided22 sufficient data and analysis regarding the PJCs' and VOs' ability to maintain VLOS with the UA and conduct their functions
to see and avoid other potential obstacles and air traffic, relative
to the lighting configuration

on the film set. There is a limitation outlined below that precludes nighttime UAS operations. The petitioner may provide additional data and seek an amendment

to its exemption

to permit night operations. Additionally,

in evaluating the petitioner's proposed operating parameters with regard to VLOS and a safe operating perimeter, the FAA considered operations from
a moving device or vehicle. Since the petitioner did not discuss provisions for these circumstances,
the conditions and limitations below preclude operations from moving devices or vehicles. Public Interest The FAA fmds that a grant of exemption

is in the public interest. The enhanced safety achieved using
a UA with the specifications described by the petitioner and carrying no passengers
or crew, rather than
a manned aircraft of significantly greater proportions, carrying crew in addition
to flammable fuel, gives the FAA good cause to find that the UAS operation enabled by this exemption

is in the public interest. The FAA also finds that UAS provide an additional tool for the filmmaking industry, adding

a greater degree of flexibility, which supplements the current capabilities offered by manned aircraft. The table below summarizes the FAA's determinations regarding the relief sought by the petitioner: Relief sought by **~etitioner**{14 CFR} FAA determination
(14 CFR} Part21

Not necessaty 45.23(b)

Not necessary 61.113(a) and (b) Granted with conditions and limitations 91.7(a)

Not necessary 91.9(b)(2)

Not necessary 91.103

Not necessary with conditions and limitations 91.109

Not necessary 91.119Paragraph (c) granted with conditions and limitations 91.121

Granted with conditions and limitations 91.15l(a)91.15l(a)(l), day, granted with conditions and limitations; 91.15l(a)(2), night, denied 91.203(a) and (b)

Not necessary 91.405(a)

Granted with conditions and limitations 91.407(a)(l)

Granted with conditions and limitations23 Granted with conditions and limitations; relief 91.409(n)(2)

from 91.409(a)(1) also granted with conditions and limitations 91.417(a)and
(b) Granted with conditions and limitations The FAA's Decision In consideration
of the foregoing,

I find that a gmnt of exemption

is in the public interest. Therefore, pursuant
to the authority contained
in 49 U.S.C. §§ 106(f), 40113, and 44701, delegated
to me by the Administrator, Astraeus Aerial
is granted an exemption from 14 CFR §§ 61.113(a) and (b); 91.119(c); 91.121; 91.15l(a); 91.405(a); 91.407(a)(l); 91.409(a)(l) and (2); and 91.417(a) and (b) to the extent necessary
to allow Astraeus
to operate unmanned aircraft systems (UAS) for the purposeof scripted, closed-set filming for the motim1 picture and television industry. This exemption

is subject to the conditions and Limitations listed below. Conditions and Limitations Relative
to this grant of exemption, Astraeus

is hereafter referred to asthe operator. The Flight Operations and Pmcedures Manual (FOPM) and Motion Picture and Television Operations Manual (MPTOM) arehereafter collectively referred
to asthe operator's manual. Failure to comply with anyof the conditions and limitations
of this grant of exemption will be grounds for the immediate suspension
orrescission
of this exemption. The operator proposed the following conditions and/or limitations, which were accepted by theFAA.

2

· 1. The unmanned aircraft (UA) must weigh less than 55 pounds (25 Kg), including energy source(s) and equipment. Operations authorized
by this grant of exemption arelimited to the following aircraft described
in the operator's manual: Astraeus Aerial Cinema System V.3CS UAS aircraft variant, serial #001 onward (V.3). Proposed operations of anyother aircraft will require

anew petition ora petition
to amend this grant. 2. The UA maynot be flown at a ground speed exceeding
50 knots. 3. Flights must be operated
at analtitude of nomorethan 400 feet above ground level (AGL), asindicated by the procedures specified
in the operator's manual. All altitudes reported
to A TC must be in feet AGL. 2 Conditions and limitations outlined by the operator mayhave been modified for clarity.24 4. The UA must be operated within visual line of sight (VLOS) of the PIC at all times. Tllis requires the PIC to be able to use human vision unaided by any device other than corrective lenses, as specified on the PIC's FAA"issued medical certificate. 5. All operations must 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 PIC must be able to communicate verbally
at all times. 6. The operator's manual
is considered acceptable

to the FAA, provided the additional requirements identified
in these conditions and limitations are added or amended. The operator's manual and this grant of exemption must be maintained and made available
to the Administrator upon request. If a discrepancy exists between the conditions and limitations

in this exemption and the procedures outlined
in the operator's manual, the conditions and limitations herein take precedence and must be followed. Otherwise, the operator must follow the procedures

as outlined
in its operator's manual. The operator may update or revise its operator's manual.

It is the operator's responsibility to track such revisions and present updated and revised documents

to the Administratot· upon request. The operator must also present updated and revised documents

if it petitions for extension
or amendment.

If the operator determines that any update or revision would affect the basis for which the FAA granted this exemption, then the operator must petition for amendment

to their exemption. The FAA's UAS Integration Office (AFS"80) may be contacted
if questions arise regarding updates or revisions
to the operator's manual. 7. Prior to each flight the PIC must inspect the UAS to ensure
it is in a condition for safe flight. If the inspection reveals

a condition that affects the safe operation of the UAS, the aircraft
is prohibited from operating until the necessary maintenance has been performed and the UAS is found to be in a condition for safe flight. The Ground Control Station, if utilized, must be included
in the preflight inspection. All maintenance and alterations must be properly documented

in the aircraft records. 8. Any UAS that has undergone maintenance

or alterations that affect the UAS operation
or flight characteristics,
e.g. replacement
of a flight critical component, must undergo

a functional test flight in accordance with the operator's manual. The PIC who conducts the functional test flight must make an entry in the UAS aircraft records of the flight. The requirements and procedures for a functional test flight and aircraft record entry must be added to the operator's manual. 9. The operator must follow the manufacturer's UAS aircraft/component, maintenance, overhaul, replacement, inspection, and life limit requirements. When unavailable, aircraft maintenance/component/overhaul, replacement, and inspection/maintenance requirements must be established and identified
in the operator's manual. At a minimum, requirements for the following must be included
in the operator's manual:25 a.Actuators

I Servos; b. Transmission (single rotor); c. Powerplant (motors); d. Propellers; e.Electronic speed controller; f. Batteries; g.Mechanical dynamic components (single rotor); h. Remote command and control; 1.Ground control station (if used); and j. Any other components

asdetermined
by the operator; 10. The Pilot In Command (PIC) must possess
at least
a private pilot certificate and at least
a ctll1'ent third-class medical certificate. The PIC must also meet the flight review requirements specified
in 14 CFR § 61.56 in anaircraft in which the PIC is rated onhis or her pilot certificate. 11. Prior to operations conducted for the purposeof motion picture filming (or similar operations), the PIC must have accumulated and logged, in amannerconsistent with 14 CFR
§ 61.51(b),

aminimum of200 flight cycles and 25 hours of total time asaUAS rotorcraft pilot and at least ten hours logged asaUAS pilot with
asimilar UAS type (single blade or multirotor). Prior documented flight experience that wasobtained
in compliance with applicable regulations may satisfy this requirement. Training, proficiency, and experience-building flights canalso be conducted under this grant of exemption

to accomplish the required flight cycles and flight time. During training, proficiency, and experience-building flights, all personsnot essential for flight operations areconsidered nonparticipants,
and the PIC must operate the UA with appropriate distance from nonparticipants

in accordance with 14 CFR
§ 91.119. 12. Prior to operations conducted for the purposeof motion picture filming (or similar operations), the PIC must have accumulated and logged,
in amannerconsistent with 14 CPR§ 61.5l(b),

aminimum offive hours asUAS pilot operating the make and model ofUAS
to be utilized for operations under the exemption and three take-offs and three landings
in the preceding
90 days. Training, proficiency, experience-building,

and take-off and landing currency flights canbe conducted under this grant of exemption

to accomplish26 the required flighttimeand90day currency.During training, proficiency, experience- building,andtake-offand landing cun-encyflightsall personsnotessentialfor flight operationsareconsidered nonparticipants,
andthePICmustoperatetheUAwith appropriatedistancefrom nonparticipants

inaccordancewith14CFR
§91.119. 13.Priortoanyflight operationsauthorized
bythis grantof exemption,thePICandVOmust have successfully completed

aqualification process,
asoutlinedinthe operator'smanual. Asthisisarequirement stipulated bythe operator,thetestmustbe developedand implemented
byaqualified persondesignated

atthesolediscretionofthe operator.
A recordof completion
ofthis qualification processmustbedocumentedandmadeavailable totheAdministrator uponrequest. 14.Priortooperationsconductedforthe purposeofmotion picture filming (orsimilar operations),

aflight demonstration,administered

byanoperator-approved
and -qualified pilotmustbe successfully completedanddocumented.Thisdocumentationmustbe availableforreview uponrequestbytheAdministrator.Becausethe knowledgeand airmanshiptest qualificationshavebeen developed bythe operator,andthereareno established practicalteststandardsthat support

ajurisdictionalFAAFSDOevaluationand approvalof companydesignated examiners,the petitionerwillconductthesetestsin accordancewiththe operator'smanual. 15.TheUA maynotbe operated directlyoveranyperson,exceptauthorizedand consenting production pet·sonnel,belowanaltitudethatishazardous

topersonsorpropertyonthe surfaceintheeventofaUASfailureoremergency. 16. Regardingthedistancefrom participating persons,the operator'smanualhas safety mitigationsforauthorizedand consenting production personnel.Atalltimes,those personsmustbeessential
totheclosed-setfilm operations.Becausethese proceduresare specifictoparticipating persons,nofurtherFSDOoraviation safety inspector approval

is necessaryforreductions

tothedistances specified
inthe petitioner'smanuals.Thisis consistentwiththemannedaircraft proceduresdescribed

inFAAOrder 8900.1,V3, C8, SlIssue
aCertificateofWaiverforMotionPictureandTelevision Filming. 17. Regardingdistancefrom nonpatticipating persons,the operatormustensurethatno personsareallowedwithin500feetoftheareaexceptthose consenting

tobeinvolvedand necessaryforthe filming production.This provision maybereduced
tonolessthan 200feetifitwouldnotadverselyaffect safetyandtheAdministratorhas approved
it.For example,anequivalentlevelof safety maybedetermined
byanaviation safety inspector's evaluationofthe filming productionareatonoteterrain features, obstructions, buildings, safety barriers,etc.Suchbarriers mayprotect nonparticipating persons(observers,the public,newsmedia, etc.)fromdebrisintheeventofanaccident.Thisisalsoconsistent withthesameFAAOrder 8900.1,V3, C8,SI.27 18.If the UAS loses communications

orlosesits GPS signal, theUAmustretumtoa**pre~** determined location within the security perimeter andlandorbe recovered

in accordance withthe operator's manual. 19.The UAS mustabort the flightinthe event ofunpredicted obstacles
or emergencies

in accordance withthe operator's manual. 20.Each UAS operation mustbe completed within 30 minutes flight timeorwith 25% battery power remaining, whichever occursfirst. In addition tothe conditions and limitations proposed bythe operator,theFAAhas determined that any**operati~ns**conducted under this grantof exemption mustbedone pursuant
tothe following conditions and limitations: 2l.The operatormustobtain anAir Traffic Organization (ATO) issued Certificate of Waiver orAuthorization (COA) priorto conducting any operations under this grantof exemption. This COA will also require the operator
to request

aNotice toAirman (NOT AM) not morethan72hoursin advance, butnotless than48hours priortothe operation. 22.All aircraft operated
in accordance with this exemption mustbe identified by serial number, registered
in accordance with14CFR part 47,and have identification **(N~** Number) markings
in accordance with14CFR part 45, Subpart C. Markings mustbeas largeas practicable. 23.The operatormust develop procedures

todocument and maintain

arecord ofthe UAS maintenance, preventative maintenance, alterations, statusof replacement/overhaul component parts,andthetotal timein service ofthe UAS. These procedures mustbe addedtothe operator's manual. 24.Each UAS operated underthis exemption must comply withall manufacturer Safety Bulletins. 25.The operatormust develop UAS teclmician qualification criteria

.These criteria mustbe addedtothe operator's manual. 26.The preflight inspection sectioninthe operator's manual mustbe amended
toinclude the following requirement: The preflight inspection mustaccountforall discrepancies,
i.e. inoperable components

,items

,or equipment, notcovered
inthe relevant preflight inspection sections ofthe operator's manual. 27. Before conducting operations, the radio frequency spectrumusedfor operation and control ofthe UAmust comply withthe Federal Communications Commission (FCC)orother appropriate government oversight agency requirements.28 28. At ]east three days before scheduled filming, the operator of the UAS affected by this exemption must submit

awritten Plan of Activities
to the local FSDO with jurisdiction overthe areaof proposed filming. The 3-day notification maybe waived with the concurrence
of the FSDO. The plan of activities must include
at least the following: a.Dates and times for all flights; b. Name and phone number of the operator for the UAS filming production conducted under this grant of exemption; c.Name and phone number of the person responsible for the on-scene operation of the UAS; d. Make, model, and serial orN-m1mber
of UAS to be used; e.Name and certificate number ofUAS PICs involved
in the filming production event; f. A statement that the operator has obtained permission from property ownersand/or local officials
to conduct the filming production event; the list of those who gave pe1mission must be made available
to the inspector upon request; g. Signature of exemption-holder

or representative; and h. A description
of the flight activity, including mapsor diagrams of any area, city, town, county, and/or state overwhich filming will be conducted and the altitudes essential
to accomplish the operation

. 29. The documents required under 14 CFR §§ 91

.9 and 91.203 must be available
to the PIC at the Ground Control Station of the UAS anytime the aircraft
is operating. These documents must be made available
to the Administrator

or anylaw enforcement official upon request. 30. The UA must remain clear and yield the right of wayto all other manned operations and activities
at all times (including, but not limited to, ultralight vehicles, parachute activities, parasailing activities, hang gliders, etc.). 31. UAS operations maynot be conducted during night, asdefined in 14 CPR
§ 1.1. All operations must be conducted under visual meteorological conditions (VMC)

.Flights unde1· special visual flight rules (SVFR) arenot authorized. 32. The UAS maynot be operated by the PIC from any moving device orvehicle. 33. The UA maynot be operated less than 500 feet below orless than 2,000 feet horizontally from
acloud orwhen visibility

is less than 3 statute miles from the PIC.29 34.The UA maynot operatein Class B, C,orD airspace without written approval fromthe FAA.The UA maynot operatewithin
5nautical milesofthe geographic centerofanon- towered airport asdenoted onactm·ent FAA-published aeronautical chart unless

aletterof agreementwith that airport's management

is obtained, andthe operation

is conducted

in accordance with
aNOTAMasrequired bythe operator's COA.The letterof agreement withthe airport managementmustbemade available
tothe Administrator upon request. 35. Any incident, accident,
orflight operation that transgressesthe lateral orvertical boundaries
ofthe operational areaasdefined bythe applicable COA mustbe reported
to the FAA's UAS Integration Office (AFS-80) within24hours. Accidents mustbe reported tothe National Transportation Safety Board (NTSB) perinstructions contained onthe NTSB Web site: www.ntsb.gov. Further flight operations maynotbe conducted untilthe incident, accident, or transgression

is reviewed by AFS-80 and authorization

toresume operations

is provided. Unless otherwise specified
inthis grantof exemption, the UAS,the UAS PIC,andthe UAS operations must comply withall applicable partsof14CFR including, butnotlimited to, parts 45, 47, 61,and 91. This exemption terminates
on September 30, 2016, unless sooner superseded
orrescinded. Issuedin Washington, DC,on September 25,2014

. Is/ Michael

J.Zenkovich Deputy Director, Flight Standards Service