FAA FORM 7711-1 UAS COA Attachment

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DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION

CERTIFICATE OF WAIVER OR AUTHORIZATION

ISSUED TO 

Le Sueur County, MN

Attn: Justin Letterman

88 South Park Ave.

Le Center, MN 56057

 This certificate is issued for the operations specifically described hereinafter. No person shall conduct any 

operation pursuant to the authority of this certificate except in accordance with the standard and special provisions 

contained in this certificate, and such other requirements of the Federal Aviation Regulations not specifically 

waived by this certificate.

OPERATIONS AUTHORIZED

Operation of the GeoStar Unmanned Aircraft System (UAS) in Class E and G airspace, at or 

below 600 feet Above Ground Level (AGL) within La Sueur County, MN as depicted in 

Attachment 1, under the jurisdiction of the Minneapolis Air Route Traffic Control Center 

(ARTCC) and Minneapolis Terminal Radar Approach Control (TRACON). See Special 

Provisions.

LIST OF WAIVED REGULATIONS BY SECTION AND TITLE

N/A

STANDARD PROVISIONS

1. A copy of the application made for this certificate shall be attached and become a part hereof.

2. This certificate shall be presented for inspection upon the request of any authorized representative of the 

Federal Aviation Administration, or of any State or municipal official charged with the duty of enforcing local laws 

or regulations.

3. The holder of this certificate shall be responsible for the strict observance of the terms and provisions contained 

herein.

4. This certificate is nontransferable.

Note-This certificate constitutes a waiver of those Federal rules or regulations specifically referred to above. It 

does not constitute a waiver of any State law or local ordinance.

SPECIAL PROVISIONS

Special Provisions are set forth and attached.

This certificate 2014-CSA-35 effective from August 25, 2014 through August 24, 2016 and is

subject to cancellation at any time upon notice by the Administrator or his/her authorized 

representative.

BY DIRECTION OF THE ADMINISTRATOR

 

 

FAA Headquarters, AJV-115 Jacqueline R. Jackson

 (Region) (Signature)

August 25, 2014 Acting Air Traffic Manager, UAS Tactical Operations

 (Date) (Title)

FAA Form 7711-1 (7-74)
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COA Number: 2014-CSA-35

Issued To: Le Sueur County, MN, referred herein as the “proponent”

Address: Attn: Justin Letterman

88 South Park Ave.

Le Center, MN 56057

Activity: Operation of the GeoStar Unmanned Aircraft System (UAS) in Class E and G 

airspace, at or below 600 feet Above Ground Level (AGL) within La Sueur County, MN as 

depicted in Attachment 1, under the jurisdiction of the Minneapolis Air Route Traffic Control 

Center (ARTCC) and Minneapolis Terminal Radar Approach Control (TRACON). See Special 

Provisions.

Purpose: To prescribe UAS operating requirements in the National Airspace System (NAS) for 

the purpose of aerial imagery and terrain modeling of agricultural ditches, mining operations, 

lakeshore developments and land parcels.

Dates of Use: This COA is valid from August 25, 2014 through August 24, 2016. Should a 

renewal become necessary, the proponent shall advise the Federal Aviation Administration 

(FAA), in writing, no later than 60 business days prior to the requested effective date.

Public Aircraft

1. A public aircraft operation is determined by statute, 49 USC §40102(a)(41) and §40125. 

2. All public aircraft flights conducted under a COA must comply with the terms of the 

statute.

3. All flights must be conducted per the declarations submitted on COA on-line. 
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STANDARD PROVISIONS

A. General.

The review of this activity is based upon current understanding of UAS operations and 

their impact in the NAS. This COA will not be considered a precedent for future 

operations. (As changes in or understanding of the UAS industry occur, limitations and 

conditions for operations will be adjusted.)

All personnel connected with the UAS operation must read and comply with the contents 

of this authorization and its provisions.

A copy of the COA including the special limitations must be immediately available to all 

operational personnel at each operating location whenever UAS operations are being 

conducted. 

This authorization may be canceled at any time by the Administrator, the person 

authorized to grant the authorization, or the representative designated to monitor a 

specific operation. As a general rule, this authorization may be canceled when it is no 

longer required, there is an abuse of its provisions, or when unforeseen safety factors 

develop. Failure to comply with the authorization is cause for cancellation. The 

proponent will receive written notice of cancellation.

During the time this COA is approved and active, a site safety evaluation/visit may be 

accomplished to ensure COA compliance, assess any adverse impact on ATC or airspace, 

and ensure this COA is not burdensome or ineffective. Deviations, 

accidents/incidents/mishaps, complaints, etc will prompt a COA review or site visit to 

address the issue. Refusal to allow a site safety evaluation/visit may result in cancellation 

of the COA. Note: This section does not pertain to agencies that have other existing 

agreements in place with the FAA.

B. Airworthiness Certification. 

The unmanned aircraft must be shown to be airworthy to conduct flight operations in the 

NAS. Le Sueur County, MN has made its own determination that the GeoStar unmanned 

aircraft is airworthy. The GeoStar must be operated in strict compliance with all 

provisions and conditions contained in the Airworthiness Safety Release, including all 

documents and provisions referenced in the COA application.

1. A configuration control program must be in place for hardware and/or software changes 

made to the UAS to ensure continued airworthiness. If a new or revised Airworthiness 

Release is generated as a result of changes in the hardware or software affecting the 

operating characteristics of the UAS, notify the UAS Integration Office of the changes as 

soon as practical.
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a. Software and hardware changes should be documented as part of the normal 

maintenance procedures. Software changes to the aircraft and control station as well 

as hardware system changes are classified as major changes unless the agency has a 

formal process, accepted by the FAA. These changes should be provided to the UAS 

Integration office in summary form at the time of incorporation. 

b. Major modifications or changes, performed under the COA, or other authorizations 

that could potentially affect the safe operation of the system must be documented and 

provided to the FAA in the form of a new AWR, unless the agency has a formal 

process, accepted by the FAA. 

c. All previously flight proven systems to include payloads, may be installed or 

removed as required, and that activity recorded in the unmanned aircraft and ground 

control stations logbooks by persons authorized to conduct UAS maintenance

Describe any payload equipment configurations in the UAS logbook that will result in 

a weight and balance change, electrical loads, and or flight dynamics, unless the 

agency has a formal process, accepted by the FAA.

d. For unmanned aircraft system discrepancies, a record entry should be made by an 

appropriately rated person to document the finding in the logbook. No flights may be 

conducted following major changes, modifications or new installations unless the 

party responsible for certifying airworthiness has determined the system is safe to 

operate in the NAS and a new AWR is generated, unless the agency has a formal 

process, accepted by the FAA. The successful completion of these tests must be 

recorded in the appropriate logbook, unless the agency has a formal process, accepted 

by the FAA.

2. The GeoStar must be operated in strict compliance with all provisions and conditions

contained within the spectrum analysis assigned and authorized for use within the defined 

operations area.

3. All items contained in the application for equipment frequency allocation must be 

adhered to, including the assigned frequencies and antenna equipment characteristics. A 

ground operational check to verify the control station can communicate with the aircraft 

(frequency integration check) must be conducted prior to the launch of the unmanned 

aircraft to ensure any electromagnetic interference does not adversely affect control of the 

aircraft.

4. The use of a Traffic Collision Avoidance System (TCAS) in any mode while operating an 

unmanned aircraft is prohibited.

C. Operations.

1. Unless otherwise authorized as a special provision, a maximum of one unmanned aircraft

will be controlled:

a. In any defined operating area,
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b. From a single control station, and

c. By one pilot at a time.

2. A Pilot-in-Command (PIC) is the person who has final authority and responsibility for 

the operation and safety of flight, has been designated as PIC before or during the flight, 

and holds the appropriate category, class, and type rating, if appropriate, for the conduct 

of the flight. The responsibility and authority of the PIC as described by 14 CFR 91.3, 

Responsibility and Authority of the Pilot-in-Command, apply to the unmanned aircraft 

PIC. The PIC position may rotate duties as necessary with equally qualified pilots. The 

individual designated as PIC may change during flight. Note: The PIC can only be the 

PIC for one aircraft at a time. For Optionally Piloted Aircraft (OPA), PIC must meet 

UAS guidance requirements for training, pilot licensing, and medical requirements when 

operating OPA as a UAS. 

3. The PIC must conduct a pre-takeoff briefing as applicable prior to each launch. The 

briefing should include but is not limited to the

a. Contents of the COA, 

b. Altitudes to be flown, 

c. Mission overview including handoff procedures, 

d. Frequencies to be used, 

e. Flight time, including reserve fuel requirements,

f. Contingency procedures to include lost link, divert, and flight termination, and

g. Hazards unique to the flight being flown.

Note: Flight Crew Member (UAS). In addition to the flight crew members identified in 14 CFR 

Part 1, Definitions and Abbreviations, an Unmanned Aircraft System flight crew members

include pilots, sensor/payload operators, and visual observers and may include other persons as 

appropriate or required to ensure safe operation of the aircraft.

4. All operations will be conducted in compliance with Title 14 CFR Part 91. Special 

attention should be given to:

a. § 91.3 Responsibility and authority of the pilot in command

b. § 91.13 Careless or reckless operation

c. § 91.17 Alcohol or drugs

d. § 91.103 Preflight Actions

e. § 91.111 Operating near other aircraft.

f. § 91.113 Right-of-way rules: Except water operations

g. § 91.115 Right-of-way rules: Water operations

h. § 91.119 Minimum safe altitudes: General
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i. § 91.123 Compliance with ATC clearances and instructions.

j. § 91.133 Restricted and prohibited areas

k. § 91.137 Temporary flight restrictions in the vicinity of disaster/hazard areas

l. § 91.145 Management of aircraft operations in the vicinity of aerial demonstrations 

and major sporting events 

m. § 91.151 Fuel requirements for flight in VFR conditions

n. § 91.155 Basic VFR weather minimums

o. § 91.159 VFR cruising altitude or flight level

p. § 91.209 Aircraft Lights

q. § 91.213 Inoperative instruments and equipment

r. § 91.215 ATC transponder and altitude reporting equipment and use

s. Appendix D to Part 91—Airports/Locations: Special Operating Restrictions

5. Unless otherwise authorized as a special provision, all operations must be conducted in 

visual meteorological conditions (VMC) during daylight hours in compliance with Title 

14 of the Code of Federal Regulations (CFR) Part 91 §91.155 and the following:

6. Special Visual Flight Rules (VFR) operations are not authorized.

a. VFR cloud clearances specified in 14 CFR Part 91 §91.155, must be maintained, 

except in Class G airspace where Class E airspace visibility requirements must be 

applied, but not less than 3 statute miles (SM) flight visibility and 1000’ ceiling.

b. Flights conducted under Instrument Flight Rules (IFR) in Class A airspace shall 

remain clear of clouds. NOTE: Deviations from IFR clearance necessary to comply 

with this provision must have prior ATC approval.

c. Chase aircraft must maintain 5 NM flight visibility.

7. Night operations are prohibited unless otherwise authorized as a special provision.

8. Operations (including lost link procedures) must not be conducted over populated areas, 

heavily trafficked roads, or an open-air assembly of people.

D. Air Traffic Control (ATC) Communications.

1. The pilot and/or PIC will maintain direct, two-way communication with ATC and have 

the ability to maneuver the unmanned aircraft in response to ATC instructions, unless 

addressed in the Special Provision Section. 
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a. When required, ATC will assign a radio frequency for air traffic control during flight. 

The use of land-line and/or cellular telephones is prohibited as the primary means for 

in-flight communication with ATC.

2. The PIC must not accept an ATC clearance requiring the use of visual separation, 

sequencing, or visual approach.

3. When necessary, transit of airways and routes must be conducted as expeditiously as 

possible. The unmanned aircraft must not loiter on Victor airways, jet routes, Q and T 

routes, IR routes, or VR routes.

4. For flights operating on an IFR clearance at or above 18,000 feet mean sea level (MSL), 

the PIC must ensure positional information in reference to established National Airspace 

System (NAS) fixes, NAVAIDs, and/or waypoints is provided to ATC. The use of 

latitude/longitude positions is not authorized, except oceanic flight operations.

5. If equipped, the unmanned aircraft must operate with

a. An operational mode 3/A transponder with altitude encoding, or mode S transponder 

(preferred) set to an ATC assigned squawk

b. Position/navigation and anti-collision lights on at all times during flight unless 

stipulated in the special provisions or the proponent has a specific exemption from 14 

CFR Part 91.209.

6. Operations that use a Global Positioning System (GPS) for navigation must check 

Receiver Autonomous Integrity Monitoring (RAIM) notices prior to flight operations. 

Flight into a GPS test area or degraded RAIM is prohibited for those aircraft that use GPS 

as their sole means for navigation. 

E. Safety of Flight.

1. The proponent or delegated representative is responsible for halting or canceling activity 

in the COA area if, at any time, the safety of persons or property on the ground or in the 

air is in jeopardy, or if there is a failure to comply with the terms or conditions of this 

authorization.

2. ATC must be immediately notified in the event of any emergency, loss and subsequent 

restoration of command link, loss of PIC or observer visual contact, or any other 

malfunction or occurrence that would impact safety or operations.

3. Sterile Cockpit Procedures.

a. Critical phases of flight include all ground operations involving 

(1) Taxi (movement of an aircraft under its own power on the surface of an airport) 

(2) Take-off and landing (launch or recovery)
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(3) All other flight operations in which safety or mission accomplishment might be 

compromised by distractions

b. No crewmember may perform any duties during a critical phase of flight not required 

for the safe operation of the aircraft.

c. No crewmember may engage in, nor may any PIC permit, any activity during a 

critical phase of flight which could

(1) Distract any crewmember from the performance of his/her duties or 

(2) Interfere in any way with the proper conduct of those duties.

d. The pilot and/or the PIC must not engage in any activity not directly related to the 

operation of the aircraft. Activities include, but are not limited to, operating UAS 

sensors or other payload systems.

e. The use of cell phones or other electronic devices is restricted to communications 

pertinent to the operational control of the unmanned aircraft and any required 

communications with Air Traffic Control.

4. See-and-Avoid.

Unmanned aircraft have no on-board pilot to perform see-and-avoid responsibilities;

therefore, when operating outside of active restricted and warning areas approved for 

aviation activities, provisions must be made to ensure an equivalent level of safety exists 

for unmanned operations. Adherence to 14 CFR Part 91 §91.111, §91.113 and §91.115, is 

required.

a. The proponent and/or delegated representatives are responsible at all times for collision 

avoidance with all aviation activities and the safety of persons or property on the surface 

with respect to the UAS.

b. UAS pilots will ensure there is a safe operating distance between aviation activities and 

unmanned aircraft at all times.

c. Any crew member responsible for performing see-and-avoid requirements for the UA

must have and maintain instantaneous communication with the PIC.

d. UA operations will only be conducted within Reduced Vertical Separation Minimum 

(RVSM) altitudes, when appropriately equipped or having received a clearance under an 

FAA deviation. NOTE: UA operations should not plan on an en-route clearance in 

RVSM altitudes, without being RVSM equipped.

e. Visual observers must be used at all times except in Class A, airspace, active Restricted 

Areas, and Warning areas designated for aviation activities. 

(1) Observers may either be ground-based or in a chase plane. 
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(2) If the chase aircraft is operating more than 100 feet above/below and/or more than 1⁄2 

NM laterally of the unmanned aircraft, the chase aircraft PIC will advise the 

controlling ATC facility.

f. The PIC is responsible to ensure visual observers are;

(1) Able to see the aircraft and the surrounding airspace throughout the entire flight, and

(2) Able to provide the PIC with the UA’s flight path, and proximity to all aviation 

activities and other hazards (e.g., terrain, weather, structures) sufficiently to exercise 

effective control of the UA to:

(a) Comply with CFR Parts 91.111, 91.113 and 91.115, and 

(b) Prevent the UA from creating a collision hazard.

5. Observers must be able to communicate clearly to the pilot any instructions required to 

remain clear of conflicting traffic, using standard phraseology as listed in the 

Aeronautical Information Manual when practical.

6. A PIC may rotate duties as necessary to fulfill operational requirements; a PIC must be 

designated at all times.

7. Pilots flying chase aircraft must not concurrently perform observer or UA pilot duties. 

8. Pilot and observers must not assume concurrent duties as both pilot and observer.

9. The required number of ground observers will be in place during flight operations.

10. The use of multiple successive observers (daisy chaining) is prohibited unless otherwise 

authorized as a special provision.

11. The dropping or spraying of aircraft stores, or carrying of hazardous materials (including 

ordnance) outside of active Restricted, Prohibited, or Warning Areas approved for 

aviation activities is prohibited unless specifically authorized as a special provision.

F. Crewmember Requirements.

1. All crewmembers associated with the operation of the unmanned aircraft, including chase 

operations, must be qualified or must be receiving formal training under the direct 

supervision of a qualified instructor, who has at all times, responsibility for the operation 

of the unmanned aircraft.

2. Pilots and observers must have an understanding of, and comply with, Title 14 Code of 

Federal Regulations, and/or agency directives and regulations, applicable to the airspace

where the unmanned aircraft will operate.
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3. Pilots, supplemental pilots, and observers must maintain a current second class (or 

higher) airman medical certificate that has been issued under 14 CFR Part 67, or an FAA 

accepted agency equivalent based on the application.

4. At a minimum, the use of alcohol and/or drugs in violation of 14 CFR Part 91 §91.17 

applies to UA pilots and observers.

5. At a minimum, observers must receive training on rules and responsibilities described in 

14 CFR Part 91 §91.111. §91.113 and §91.115, regarding cloud clearance, flight 

visibility, and the pilot controller glossary, including standard ATC phraseology and 

communication.

6. Recent Pilot Experience (Currency). The proponent must provide documentation, upon 

request, showing the pilot/supplemental pilot/PIC maintains an appropriate level of recent 

pilot experience in either the UAS being operated or in a certified simulator. At a 

minimum, he/she must conduct three takeoffs (launch) and three landings (recovery) in 

the specific UAS within the previous 90 days (excluding pilots who do not conduct 

launch/recovery during normal/emergency operations). If a supplemental pilot assumes 

the role of PIC, he/she must comply with PIC rating requirements.

7. A PIC and/or supplemental pilot have the ability to assume the duties of an internal or an 

external UAS pilot at any point during the flight. 

8. A PIC may be augmented by supplemental pilots.

9. PIC Ratings. 

Rating requirements for the UAS PIC depend on the type of operation conducted. The 

requirement for the PIC to hold, at a minimum, a current FAA private pilot certificate or 

the FAA accepted agency equivalent, based on the application of 14 CFR Part 61, is 

predicated on various factors including the location of the planned operations, mission

profile, size of the unmanned aircraft, and whether or not the operation is conducted 

within or beyond visual line-of-sight. 

a. The PIC must hold, at a minimum, a current FAA private pilot certificate or the FAA 

accepted agency equivalent, based on the application or 14 CFR Part 61.under all 

operations:

(1) Approved for flight in Class A, B, C, D, E, and G (more than 400 feet above 

ground level (AGL)) airspace

(2) Conducted under IFR (FAA instrument rating required, or the FAA accepted 

agency equivalent, based on the application or 14 CFR Part 61

(3) Approved for night operations

(4) Conducted at or within 5 NM of a joint use or public airfields

(5) Requiring a chase aircraft 
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(6) At any time the FAA has determined the need based on the UAS characteristics, 

mission profile, or other operational parameters

b. Operations without a pilot certificate may be allowed when all of the following

conditions are met:

(1) The PIC has successfully completed, at a minimum, FAA private pilot ground 

instruction and passed the written examination, or the FAA accepted agency 

equivalent, based on the application. Airman Test reports are valid for the 24-

calendar month period preceding the month the exam was completed, at which 

time the instruction and written examination must be repeated. 

(2) Operations are during daylight hours.

(3) The operation is conducted in a sparsely populated location.

(4) The operation is conducted from a privately owned airfield, military installation, 

or off-airport location.

(5) Operations are approved and conducted solely within visual line-of-sight in Class 

G airspace. 

(6) Visual line-of-sight operations are conducted at an altitude of no more than 400 

feet Above Ground Level (AGL) in class G airspace at all times. 

c. The FAA may require specific aircraft category and class ratings in manned aircraft 

depending on the UAS seeking approval and the characteristics of its flight controls 

interface.

10. PIC Recent Flight Experience (Currency). 

a. For those operations that require a certificated pilot or FAA accepted agency 

equivalent, based on the application, the PIC must have flight reviews 14 CFR Part 

61.56, and if the pilot conducts takeoff, launch, landing or recovery the PIC must 

maintain recent pilot experience in manned aircraft per 14 CFR Part 61.57,; Recent 

Flight Experience: Pilot in Command. .

b. For operations approved for night or IFR through special provisions, the PIC must 

maintain minimum recent pilot experience per 14 CFR Part 61.57, Recent Flight 

Experience: Pilot in Command, as applicable.

11. Supplemental Pilot Ratings.

a. Supplemental pilots must have, at a minimum, successfully completed private pilot 

ground school and passed the written test or the FAA accepted agency equivalent, 

based on the application. The ground school written test results are valid for two 

years from the date of completion, at which time the instruction and written 

examination must be repeated. If a supplemental pilot assumes the role of PIC, he/she 

must comply with PIC rating, currency, medical, and training requirements listed in 

this document.
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12. Ancillary personnel such as systems operators or mission specialists must be thoroughly 

familiar with and possess operational experience of the equipment being used. If the 

systems being used are for observation and detection of other aircraft for collision 

avoidance purposes, personnel must be thoroughly trained on collision avoidance 

procedures and techniques and have direct communication with the UAS pilot, observer, 

and other crewmembers. 

13. The Agency will ensure that Crew Resource Management (CRM) training is current for 

all crew members before flying operational or training missions. The CRM program 

must consist of initial training, as well as CRM recurrent training during every recurrent 

training cycle, not to exceed a 12 month interval between initial training and recurrent

training or between subsequent recurrent training sessions.

G. Notice to Airmen (NOTAM).

1. A distance (D) NOTAM must be issued when unmanned aircraft operations are being 

conducted. This requirement may be accomplished 

a. Through the proponent’s local base operations or NOTAM issuing authority, or

b. By contacting the NOTAM Flight Service Station at 1-877-4-US-NTMS (1-877-487-

6867) not more than 72 hours in advance, but not less than 48 hours prior to the 

operation, unless otherwise authorized as a special provision. The issuing agency will 

require the:

(1) Name and address of the pilot filing the NOTAM request

(2) Location, altitude, or operating area

(3) Time and nature of the activity.

2. For proponents filing their NOTAM with the Department of Defense: The requirement to 

file with an Automated Flight Service Station (AFSS) is in addition to any local 

procedures/requirements for filing through the Defense Internet NOTAM Service 

(DINS).

H. Data Reporting.

1. Documentation of all operations associated with UAS activities is required regardless of 

the airspace in which the UAS operates. This requirement includes COA operations 

within Special Use airspace. NOTE: Negative (zero flights) reports are required.

2. The proponent must submit the following information through UAS COA On-Line on a

monthly basis:

a. The number of flights conducted under this COA. (A flight during which any portion 

is conducted in the NAS must be counted only once, regardless of how many times it 

may enter and leave Special Use airspace between takeoff and landing)

b. Aircraft operational hours per flight
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c. Ground control station operational hours in support of each flight, to include Launch 

and Recovery Element (LRE) operations

d. Pilot duty time per flight

e. Equipment malfunctions (hardware/software) affecting either the aircraft or ground 

control station

f. Deviations from ATC instructions and/or Letters of Agreement/Procedures

g. Operational/coordination issues

h. The number and duration of lost link events (control, vehicle performance and health 

monitoring, or communications) per aircraft per flight.

I. Incident/Accident/Mishap Reporting.

Immediately after an incident or accident, and before additional flight under this COA, the 

proponent must provide initial notification of the following to the FAA via the UAS COA OnLine forms (Incident/Accident).

1. All accidents/mishaps involving UAS operations where any of the following occurs:

a. Fatal injury, where the operation of a UAS results in a death occurring within 30 days 

of the accident/mishap

b. Serious injury, where the operation of a UAS results in a hospitalization of more than 

48 hours, the fracture of any bone (except for simple fractures of fingers, toes, or 

nose), severe hemorrhage or tissue damage, internal injuries, or second or thirddegree burns

c. Total unmanned aircraft loss

d. Substantial damage to the unmanned aircraft system where there is damage to the 

airframe, power plant, or onboard systems that must be repaired prior to further flight

e. Damage to property, other than the unmanned aircraft.

2. Any incident/mishap that results in an unsafe/abnormal operation including but not 

limited to

a. A malfunction or failure of the unmanned aircraft’s on-board flight control system 

(including navigation)

b. A malfunction or failure of ground control station flight control hardware or software 

(other than loss of control link)

c. A power plant failure or malfunction

d. An in-flight fire

e. An aircraft collision
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f. Any in-flight failure of the unmanned aircraft’s electrical system requiring use of 

alternate or emergency power to complete the flight

g. A deviation from any provision contained in the COA

h. A deviation from an ATC clearance and/or Letter(s) of Agreement/Procedures

i. A lost control link event resulting in

(1) Fly-away, or

(2) Execution of a pre-planned/unplanned lost link procedure.

3. Initial reports must contain the information identified in the COA On-Line 

Accident/Incident Report. 

4. Follow-on reports describing the accident/incident/mishap(s) must be submitted by 

providing copies of proponent aviation accident/incident reports upon completion of 

safety investigations. Such reports must be limited to factual information only where 

privileged safety or law enforcement information is included in the final report.

5. Public-use agencies other than those which are part of the Department of Defense are 

advised that the above procedures are not a substitute for separate accident/incident 

reporting required by the National Transportation Safety Board under 49 CFR Part 830 

§830.5.

6. This COA is issued with the provision that the FAA be permitted involvement in the 

proponent’s incident/accident/mishap investigation as prescribed by FAA Order 8020.11, 

Aircraft Accident and Incident Notification, Investigation, and Reporting. 

FLIGHT STANDARDS SPECIAL PROVISIONS

A. Contingency Planning 

1. Point Identification. The proponent must submit contingency plans that address 

emergency recovery or flight termination of the unmanned aircraft (UA) in the event of 

unrecoverable system failure. These procedures will normally include Lost Link Points 

(LLP), Divert/Contingency Points (DCP) and Flight Termination Points (FTP) for each 

operation. LLPs and DCPs must be submitted in latitude/longitude (Lat/Long) format 

along with a graphic representation plotted on an aviation sectional chart (or similar 

format). FTPs or other accepted contingency planning measures must also be submitted 

in latitude/longitude (Lat/Long) format along with a graphic representation plotted on an 

aviation sectional chart, or other graphic representation acceptable to the FAA. The FAA 

accepts the LLPs, DCPs, FTPs, and other contingency planning measures, submitted by 

the proponent but does not approve them. When conditions preclude the use of FTPs, the 

proponent must submit other contingency planning options for consideration and 

approval. At least one LLP, DCP, and FTP (or an acceptable alternative contingency 

planning measure) is required for each operation. The proponent must furnish this data 
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with the initial COA application. Any subsequent changes or modifications to this data 

must be provided to AJV-13 for review and consideration no later than 30 days prior to 

proposed flight operations.

2. Risk Mitigation Plans. For all operations, the proponent must develop detailed plans to 

mitigate the risk of collision with other aircraft and the risk posed to persons and property 

on the ground in the event the UAS encounters a lost link, needs to divert, or the flight 

needs to be terminated. The proponent must take into consideration all airspace 

constructs and minimize risk to other aircraft by avoiding published airways, military 

training routes, NAVAIDs, and congested areas. In the event of a contingency divert or 

flight termination, the use of a chase aircraft is preferred when the UAS is operated 

outside of Restricted or Warning Areas. If time permits, the proponent should make every 

attempt to utilize a chase aircraft to monitor the aircraft to a DCP or to the FTP. In the 

event of a contingency divert or flight termination, the proponent will operate in Class A 

airspace and Special Use airspace to the maximum extent possible to reduce the risk of 

collision with non-participating air traffic.

a. LLP Procedures.

(1) LLPs are defined as a point, or sequence of points where the aircraft will proceed 

and hold at a specified altitude, for a specified period of time, in the event the 

command and control link to the aircraft is lost. The aircraft will autonomously 

hold, or loiter, at the LLP until the communication link with the aircraft is 

restored or the specified time elapses. If the time period elapses, the aircraft may 

autoland, proceed to another LLP in an attempt to regain the communication link, 

or proceed to an FTP for flight termination. LLPs may be used as FTPs. In this 

case, the aircraft may loiter at the LLP/FTP until link is re-established or fuel 

exhaustion occurs.

(2) For areas where multiple or concurrent UAS operations are authorized in the same 

operational area, a segregation plan must be in place in the event of a 

simultaneous lost link scenario. The segregation plan may include altitude offsets 

and horizontal separation by using independent LLPs whenever possible.

b. DCP Procedures. 

(1) A DCP is defined as an alternate landing/recovery site to be used in the event of an 

abnormal condition that requires a precautionary landing. Each DCP must incorporate 

the means of communication with ATC throughout the descent and landing (unless 

otherwise specified in the Special Provisions) as well as a plan for ground operations 

and securing/parking the aircraft on the ground. This includes the availability of 

ground control stations capable of launch/recovery, communication equipment, and 

an adequate power source to operate all required equipment.

(2) For local operations, the DCP specified will normally be the airport/facility used for 

launch and recovery; however, the proponent may specify additional DCPs as 

alternates.
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(3) For transit and/or mission operations that are being conducted in Class A airspace or 

Class E airspace above flight level (FL)-600, DCPs will be identified during the flight 

to be no further than one hour of flight time at any given time, taking into 

consideration altitude, winds, fuel consumption, and other factors. If it is not possible 

to define DCPs along the entire flight plan route, the proponent must identify 

qualified FTPs along the entire route and be prepared to execute flight termination at 

one of the specified FTPs if a return to base (RTB) is not possible.

(4) It is preferred that specified DCPs are non-joint use military airfields, other 

government-owned airfields, or private-use airfields. However, the proponent may 

designate any suitable airfield for review and consideration.

c. Flight Termination Procedures.

(1) Flight termination is the intentional and deliberate process of performing controlled 

flight into terrain (CFIT). Flight termination must be executed in the event that all 

contingencies have been exhausted and further flight of the aircraft cannot be safely 

achieved or other potential hazards exist that require immediate discontinuation of 

flight. FTPs or alternative contingency planning measures must be located within 

power off glide distance of the aircraft during all phases of flight and must be 

submitted for review and acceptance. The proponent must ensure sufficient FTPs or 

other contingency plan measures are defined to accommodate flight termination at 

any given point along the route of flight. The location of these points is based on the 

assumption of an unrecoverable system failure and must take into consideration 

altitude, winds, and other factors.

(2) Unless otherwise authorized, FTPs must be located in sparsely populated areas. 

Except for on- or near-airport operations, FTPs will be located no closer than five 

nautical miles from any airport, heliport, airfield, NAVAID, airway, populated area, 

major roadway, oil rig, power plant, or any other infrastructure. For offshore 

locations, the proponent must refer to appropriate United States Coast Guard (USCG) 

charts and other publications to avoid maritime obstructions, shipping lanes, and 

other hazards. Populated areas are defined as those areas depicted in yellow on a VFR 

sectional chart or as determined from other sources.

(a) It is preferred that flight termination occurs in Restricted or Warning Areas, 

government-owned land, or offshore locations that are restricted from routine 

civil use. However, the proponent may designate any suitable location for review 

and consideration.

(b) The proponent is required to survey all designated areas prior to their use as an 

FTP. All FTPs will be reviewed for suitability on a routine and periodic basis, not 

to exceed six months. The proponent assumes full risk and all liability associated 

with the selection and use of any designated FTP.

(c) It is desirable that the proponent receive prior permission from the land owner or 

using agency prior to the use of this area as an FTP. The proponent should clearly 

communicate the purpose and intent of the FTP.
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(d) For each FTP, plans must incorporate the means of communication with ATC 

throughout the descent as well as a plan for retrieval/recovery of the aircraft.

(e) Contingency planning must take into consideration all airspace constructs and 

minimize risk to other aircraft by avoiding published airways, military training 

routes, NAVAIDs, and congested areas to the maximum extent possible.

(f) In the event of a contingency divert or flight termination, if time permits, the use 

of a chase aircraft is preferred when the UA is operated outside of Restricted or 

Warning Areas.

(g) In the event of a contingency divert or flight termination or other approved 

contingency measures, the proponent will operate in Class A airspace and Special 

Use airspace to the maximum extent possible to reduce the risk of collision with 

non-participating air traffic.

B. Night Operation Limitations.

Night operations are not authorized. UAS night operations are those operations that occur 

between the end of evening civil twilight and the beginning of morning civil twilight, as 

published in the American Air Almanac, converted to local time. (Note: this is equal to 

approximately 30 minutes after sunset until 30 minutes before sunrise). 

AIR TRAFFIC CONTROL SPECIAL PROVISIONS

A. Coordination Requirements.

1. Contact Minneapolis ARTCC, Area 3 Front Line Manager's desk at 651-463-5583 prior 

to operations and provide the location, radius, maximum altitude, NOTAM number, and a 

reliable telephone number where the pilot may be reached during operations, if necessary.

2. When operating within Ditch Zone 1, also contact the Minneapolis TRACON Operations 

Manager at 612-713-4050 with the same information.

B. Communication Requirements.

1. The GeoStar separate Command and Control links and ATC approval are acceptable 

mitigations for 14 CFR 91.215 requirements in the absence of a Mode C transponder.

2. In lieu of ATC communications the proponent will monitor the common traffic advisory 

frequency (CTAF) 122.725 Mhz. when operating within the Mankato Regional (MKT) 

airport Class E Surface Area.

C. Procedural Requirements.

1. Operations are prohibited over the following areas:
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a. Within 2 nm of MKT and Le Sueur (12Y) airports.

b. Over cities of New Prague, Montgomery, Le Sueur, Le Center, Waterville, and all 

other densely populated areas.

2. The proponent will exit the MKT Class E Surface Area when aircraft broadcast, via MKT 

CTAF, intentions to depart Runway 33 or intentions to land Runway 15.

D. Emergency/Contingency Procedures.

1. Lost Link Procedures:

In the event of a lost link, the UAS pilot will immediately notify Minneapolis ARTCC, 

Area 3 Front Line Manager's desk at 651-463-5583 (and in Ditch Zone 1, Minneapolis 

TRACON at 612-713-4050), state pilot intentions, and comply with the following 

provisions: 

a. Comply with Lost Link procedures per Attachment 2.

b. If lost link occurs within a restricted or warning area, or the lost link procedure above 

takes the UA into the restricted or warning area – the aircraft will not exit the 

restricted or warning areas until the link is re-established.

c. The unmanned aircraft lost link mission will not transit or orbit over populated areas.

d. Lost link programmed procedures will avoid unexpected turn-around and/or altitude 

changes and will provide sufficient time to communicate and coordinate with ATC.

e. Lost link orbit points shall not coincide with the centerline of Victor airways. 

2. Lost Communications: 

a. PIC will command the UAS to Return to Launch position and land if communication 

with Visual Observer is lost.

E. Operations Area - See Attachment 1.

AUTHORIZATION

This Certificate of Waiver or Authorization does not, in itself, waive any Title 14 Code of 

Federal Regulations, nor any state law or local ordinance. Should the proposed operation conflict 

with any state law or local ordinance, or require permission of local authorities or property 

owners, it is the responsibility of Le Sueur County, MN to resolve the matter. This COA does not 

authorize flight within Special Use airspace without approval from the using agency. Le Sueur 

County, MN is hereby authorized to operate the GeoStar Unmanned Aircraft System in the 

operations area depicted in the Activity section of this attachment.
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Attachment 1

Page 1 of 3

2014-CSA-35 Operating Areas

Restrictions: Operations prohibited over the following areas:

- Within 2 nm of Mankato Regional (MKT) and Le Sueur (12Y) airports.

- Over cities of New Prague, Montgomery, Le Sueur, Le Center, Waterville, and 

all other densely populated areas.

Altitude: At or below 600 feet Above Ground Level (AGL)
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Attachment 1

Page 2 of 3

Ditch Zone 1: 

Point 1 44-32-36.00 N 93-46-06.00 W to

Point 2 44-22-20.00 N 93-46-06.00 W to

Point 3 44-22-20.00 N 93-31-30.00 W to

Point 4 44-32-36.00 N 93-31-30.00 W to the point of beginning

Ditch Zone 2:

Point 1 44-32-36.00 N 93-55-00.00 W to Point 2 via county boundary

Point 2 44-22-20.00 N 93-57-00.00 W to

Point 3 44-22-20.00 N 93-46-06.00 W to

Point 4 44-32-36.00 N 93-46-06.00 W to the point of beginning

Ditch Zone 3:

Point 1 44-22-20.00 N 93-57-00.00 W to Point 2 via county boundary

Point 2 44-14-30.00 N 94-01-45.00 W to

Point 3 44-14-30.00 N 93-46-06.00 W to

Point 4 44-22-20.00 N 93-46-06.00 W to the point of beginning

Ditch Zone 4:

Point 1 44-22-20.00 N 93-46-06.00 W to

Point 2 44-11-54.00 N 93-46-06.00 W to

Point 3 44-11-54.00 N 93-31-30.00 W to

Point 4 44-22-20.00 N 93-31-30.00 W to the point of beginning
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Attachment 2

Lost Link Procedures

1. PRIMARY RC LOST LINK – TELEMETRY LINK OPERATIONAL. When an interruption 

of the Primary RC link exceeds continuous 20 seconds, the Autopilot automatically 

commands a RETURN TO LAUNCH-POINT” (RTL) mode change. The Telemetry 

Computer will report visually and audibly, “NO DATA FOR 20 SECONDS”, “MODE 

CHANGE TO RTL.” In this scenario, the Telemetry Operator will be able to control the 

UAV via Telemetry Control Interface (TCI), commanding waypoints, altitudes and UAV 

behavior such as loiter. He will also be able to command parachute deployment.

2. TELEMETRY LINK LOST – PRIMARY RC OPERATIONAL. The GeoStar UAV 

Autopilot is programmed to trigger an automatic Failsafe RTL if Telemetry loss exceeds 20 

continuous seconds. The Autopilot will command RTL, whereby the UAV immediately 

begins a return to the launch point and a descent to the recovery altitude.

3. SIMULTANEOUS PRIMARY RC AND TELEMETRY LINKS LOST. To mitigate the risk 

of this scenario, Command and Control links to the GeoStar UAV are independently 

powered, both in the UAV itself and at the Control Station. The independent batteries 

powering the UAV Telemetry and Primary RC (Avionics) have a useful duration that greatly 

exceeds the battery life of the Main Propulsion System. While unlikely, the possibility exists 

for both Command and Control links to malfunction. Two possible scenarios exist in this 

case. Outcomes and actions depend on the functionality of the UAV Autopilot. If the GeoStar 

retains a functioning Autopilot, RTL will be commanded upon loss of either link. Finally, a 

Low-Voltage Failsafe will trigger automatic Parachute Deployment when Main Propulsion 

Batteries drop below a preset voltage.