April 24, 2015

 Exemption No. 11429

 Regulatory Docket No. FAA–2015–0171

Mr. Eric Silberg

CTO

goFarm LLC

7728 Ivymount Terrace

Potomac, MD 20854

Dear Mr. Silberg:

This letter is to inform you that we have granted your request for exemption. It transmits our 

decision, explains its basis, and gives you the conditions and limitations of the exemption, 

including the date it ends.

The Basis for Our Decision

By letter dated January 30, 2015, you petitioned the Federal Aviation Administration (FAA) 

on behalf of goFarm LLC (hereinafter petitioner or operator) for an exemption. The 

exemption would allow the petitioner to operate an unmanned aircraft system (UAS) to 

conduct precision aerial surveys that consist of still photographs taken by onboard cameras.

See Appendix A for the petition submitted to the FAA describing the proposed operations and 

the regulations that the petitioner seeks an exemption.

The FAA has determined that good cause exists for not publishing a summary of the petition 

in the Federal Register because the requested exemption would not set a precedent, and any 

delay in acting on this petition would be detrimental to the petitioner.

Airworthiness Certification

The UAS proposed by the petitioner is a GF–1.
2

The petitioner requested relief from 14 CFR part 21, Certification procedures for products 

and parts, Subpart H—Airworthiness Certificates. In accordance with the statutory criteria 

provided in Section 333 of Public Law 112−95 in reference to 49 U.S.C. § 44704, and in 

consideration of the size, weight, speed, and limited operating area associated with the 

aircraft and its operation, the Secretary of Transportation has determined that this aircraft 

meets the conditions of Section 333. Therefore, the FAA finds that the requested relief from 

14 CFR part 21, Certification procedures for products and parts, Subpart H—Airworthiness 

Certificates, and any associated noise certification and testing requirements of part 36, is 

not necessary.

The Basis for Our Decision

You have requested to use a UAS for aerial data collection. The FAA has issued grants of 

exemption in circumstances similar in all material respects to those presented in your petition. 

In Grants of Exemption Nos. 11062 to Astraeus Aerial (see Docket No. FAA−2014−0352), 

11109 to Clayco, Inc. (see Docket No. FAA−2014−0507), 11112 to VDOS Global, LLC (see

Docket No. FAA−2014−0382), and 11213 to Aeryon Labs, Inc. (see Docket No. 

FAA−2014−0642), the FAA found that the enhanced safety achieved using an unmanned 

aircraft (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.

Having reviewed your reasons for requesting an exemption, I find that—

• They are similar in all material respects to relief previously requested in Grant of 

Exemption Nos. 11062, 11109, 11112, and 11213;

• The reasons stated by the FAA for granting Exemption Nos. 11062, 11109, 11112, and 

11213 also apply to the situation you present; and 

• A grant of exemption is in the public interest.

Our Decision

In consideration of the foregoing, I find that a grant 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, goFarm LLC is granted an exemption from 14 CFR 

§§ 61.23(a) and (c), 61.101(e)(4) and (5), 61.113(a), 61.315(a), 91.7(a), 91.119(c), 91.121, 

91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2), and 91.417(a) and (b), to the 

extent necessary to allow the petitioner to operate a UAS to perform aerial data collection. 

This exemption is subject to the conditions and limitations listed below.
3

Conditions and Limitations

In this grant of exemption, goFarm LLC is hereafter referred to as the operator.

Failure to comply with any of the conditions and limitations of this grant of exemption will be 

grounds for the immediate suspension or rescission of this exemption.

1. Operations authorized by this grant of exemption are limited to the GF–1 when 

weighing less than 55 pounds including payload. Proposed operations of any other 

aircraft will require a new petition or a petition to amend this exemption.

2. Operations for the purpose of closed-set motion picture and television filming are 

not permitted. 

3. The UA may not be operated at a speed exceeding 87 knots (100 miles per hour). The 

exemption holder may use either groundspeed or calibrated airspeed to determine 

compliance with the 87 knot speed restriction. In no case will the UA be operated at 

airspeeds greater than the maximum UA operating airspeed recommended by the 

aircraft manufacturer.

4. The UA must be operated at an altitude of no more than 400 feet above ground level 

(AGL). Altitude must be reported in feet AGL.

5. The UA must be operated within visual line of sight (VLOS) of the PIC at all times. 

This 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 airman medical certificate or 

U.S. driver’s license.

6. All operations must utilize a visual observer (VO). The UA must be operated within 

the visual line of sight (VLOS) of the PIC and VO at all times. 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; 

electronic messaging or texting is not permitted during flight operations. The PIC must 

be designated before the flight and cannot transfer his or her designation for the 

duration of the flight. The PIC must ensure that the VO can perform the duties 

required of the VO.

7. This exemption and all documents needed to operate the UAS and conduct its 

operations in accordance with the conditions and limitations stated in this grant of 

exemption, are hereinafter referred to as the operating documents. The operating 

documents must be accessible during UAS operations 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 operating documents, 

the conditions and limitations herein take precedence and must be followed. 
4

Otherwise, the operator must follow the procedures as outlined in its operating 

documents. The operator may update or revise its operating documents. It is the 

operator’s responsibility to track such revisions and present updated and revised 

documents to the Administrator or any law enforcement official upon request. The 

operator must also present updated and revised documents if it petitions for extension 

or amendment to this grant of exemption. If the operator determines that any update or 

revision would affect the basis upon which the FAA granted this exemption, then the 

operator must petition for an amendment to its grant of exemption. The FAA’s UAS 

Integration Office (AFS−80) may be contacted if questions arise regarding updates or 

revisions to the operating documents.

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 prior to conducting further operations under this exemption. 

Functional test flights may only be conducted by a PIC with a VO and must remain at 

least 500 feet from other people. The functional test flight must be conducted in such 

a manner so as to not pose an undue hazard to persons and property.

9. The operator is responsible for maintaining and inspecting the UAS to ensure that it is 

in a condition for safe operation.

10. Prior to each flight, the PIC must conduct a pre-flight inspection and determine the 

UAS is in a condition for safe flight. The pre-flight inspection must account for all 

potential discrepancies, e.g. inoperable components, items, or equipment. 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.

11. The operator must follow the UAS manufacturer’s maintenance, overhaul, 

replacement, inspection, and life limit requirements for the aircraft and 

aircraft components.

12. Each UAS operated under this exemption must comply with all manufacturer 

safety bulletins.

13. Under this grant of exemption, a PIC must hold either an airline transport, 

commercial, private, recreational, or sport pilot certificate. The PIC must also hold a 

current FAA airman medical certificate or a valid U.S. driver’s license issued by a 

state, the District of Columbia, Puerto Rico, a territory, a possession, or the Federal 

government. The PIC must also meet the flight review requirements specified in 

14 CFR § 61.56 in an aircraft in which the PIC is rated on his or her pilot certificate.

14. The operator may not permit any PIC to operate unless the PIC demonstrates the 

ability to safely operate the UAS in a manner consistent with how the UAS will be 
5

operated under this exemption, including evasive and emergency maneuvers and 

maintaining appropriate distances from persons, vessels, vehicles and structures. PIC 

qualification flight hours and currency must be logged in a manner consistent with 

14 CFR § 61.51(b). Flights for the purposes of training the operator’s PICs and VOs 

(training, proficiency, and experience-building) and determining the PIC’s ability to 

safely operate the UAS in a manner consistent with how the UAS will be operated 

under this exemption are permitted under the terms of this exemption. However, 

training operations may only be conducted during dedicated training sessions. During 

training, proficiency, and experience-building flights, all persons not essential for 

flight operations are considered nonparticipants, and the PIC must operate the UA 

with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119.

15. UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All 

operations must be conducted under visual meteorological conditions (VMC). Flights 

under special visual flight rules (SVFR) are not authorized.

16. The UA may not operate within 5 nautical miles of an airport reference point (ARP) as 

denoted in the current FAA Airport/Facility Directory (AFD) or for airports not 

denoted with an ARP, the center of the airport symbol as denoted on the current 

FAA-published aeronautical chart, unless a letter of agreement with that airport’s 

management is obtained or otherwise permitted by a COA issued to the exemption 

holder. The letter of agreement with the airport management must be made available 

to the Administrator or any law enforcement official upon request.

17. The UA may not be operated less than 500 feet below or less than 2,000 feet 

horizontally from a cloud or when visibility is less than 3 statute miles from the PIC.

18. If the UAS loses communications or loses its GPS signal, the UA must return to a 

pre-determined location within the private or controlled-access property.

19. The PIC must abort the flight in the event of unpredicted obstacles or emergencies.

20. The PIC is prohibited from beginning a flight unless (considering wind and forecast 

weather conditions) there is enough available power for the UA to conduct the 

intended operation and to operate after that for at least five minutes or with the reserve 

power recommended by the manufacturer if greater.

21. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All 

operations shall be conducted in accordance with an ATO-issued COA. The 

exemption holder may apply for a new or amended COA if it intends to conduct 

operations that cannot be conducted under the terms of the attached COA.

22. All aircraft operated in accordance with this exemption must be identified by serial 

number, registered in accordance with 14 CFR part 47, and have identification 
6

(N−Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must 

be as large as practicable.

23. Documents used by the operator to ensure the safe operation and flight of the UAS and 

any documents required under 14 CFR §§ 91.9 and 91.203 must be available to the 

PIC at the Ground Control Station of the UAS any time the aircraft is operating. These 

documents must be made available to the Administrator or any law enforcement 

official upon request.

24. The UA must remain clear and give way to all manned aviation operations and 

activities at all times. 

25. The UAS may not be operated by the PIC from any moving device or vehicle. 

26. All Flight operations must be conducted at least 500 feet from all nonparticipating 

persons, vessels, vehicles, and structures unless:

a. Barriers or structures are present that sufficiently protect nonparticipating persons 

from the UA and/or debris in the event of an accident. The operator must ensure 

that nonparticipating persons remain under such protection. If a situation arises 

where nonparticipating persons leave such protection and are within 500 feet of 

the UA, flight operations must cease immediately in a manner ensuring the safety 

of nonparticipating persons; and

b. The owner/controller of any vessels, vehicles or structures has granted permission 

for operating closer to those objects and the PIC has made a safety assessment of 

the risk of operating closer to those objects and determined that it does not 

present an undue hazard.

The PIC, VO, operator trainees or essential persons are not considered 

nonparticipating persons under this exemption.

27. All operations shall be conducted over private or controlled-access property with 

permission from the property owner/controller or authorized representative. 

Permission from property owner/controller or authorized representative will be 

obtained for each flight to be conducted.

28. Any incident, accident, or flight operation that transgresses the lateral or vertical 

boundaries of the operational area as defined by the applicable COA must be reported 

to the FAA's UAS Integration Office (AFS−80) within 24 hours. Accidents must be 

reported to the National Transportation Safety Board (NTSB) per instructions 

contained on the NTSB Web site: www.ntsb.gov.

If this exemption permits operations for the purpose of closed-set motion picture and 

television filming and production, the following additional conditions and limitations apply.
7

29. The operator must have a motion picture and television operations manual (MPTOM) 

as documented in this grant of exemption.

30. At least 3 days before aerial filming, the operator of the UAS affected by this 

exemption must submit a written Plan of Activities to the local Flight Standards 

District Office (FSDO) with jurisdiction over the area of proposed filming. The 3-day 

notification may be 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 aerial filming 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 or N−Number of UAS to be used;

e. Name and certificate number of UAS PICs involved in the aerial filming;

f. A statement that the operator has obtained permission from property owners 

and/or local officials to conduct the filming production event; the list of those 

who gave permission 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 maps or diagrams of any area, city, 

town, county, and/or state over which filming will be conducted and the altitudes 

essential to accomplish the operation.

31. Flight operations may be conducted closer than 500 feet from participating persons 

consenting to be involved and necessary for the filming production, as specified in the 

exemption holder’s MPTOM.

Unless otherwise specified in this grant of exemption, the UAS, the UAS PIC, and the UAS 

operations must comply with all applicable parts of 14 CFR including, but not limited to, 

parts 45, 47, 61, and 91.

This exemption terminates on April, 30, 2017, unless sooner superseded or rescinded.

Sincerely,

/s/

John S. Duncan

Director, Flight Standards Service
January 30, 2015 

U.S. Department of Transportation

Docket Management System

1200 New Jersey Ave., SE

Washington, DC 20590 

Re: Exemption Request Under Section 333 of the FAA Reform Act and 

Part 11 of the Federal Aviation Regulations 

Dear Sir or Madam: 

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the “Reform Act”) and 14 

C.F.R. Part 11, goFarm LLC (“goFarm”), the operator of the goFarm GF-1 Unmanned Aircraft System 

(“UAS” or “GF-1”), seeks an exemption from the Federal Aviation Regulations (“FARs”) listed below 

and discussed in Appendix A. Attached as Appendix B is a summary of this request. 

The requested exemption would permit commercial operation of goFarm’s GF-1, which weighs less 

than 25 lbs. and performs precision aerial surveys that consist of still photographs taken by onboard 

cameras. The GF-1 takes a series of high quality, still digital images that are used to produce precision 

digital point clouds, triangulated models, and contour maps of the surveyed area. Applications for these 

UAS devices and associated data processing functions include agriculture, mining, and professional 

surveying. Use of the GF-1 for aerial surveys reduces the need to operate conventional aircraft for the 

same purpose and provides very high quality imagery at a fraction of the cost of surveys using 

conventional aircraft. These savings result in enhanced efficiency and productivity for the affected 

activities, as well as environmental benefits.1

Operations under the exemption will be subject to strict operating requirements and conditions to 

ensure at least an equivalent level of safety to currently authorized operations using manned aircraft 

and under conditions as may be modified by the FAA as required by Section 333.

As described more fully below, the requested exemption would authorize commercial operations of 

aerial surveys using the GF-1, which at under 25 lbs. is small in size. The GF-1 will be operated under 

controlled conditions at low altitude in airspace that is limited in scope, as described more fully herein; 

																																																												

1 See, e.g. Jack Nicas, Drones Find Fans Among Farmers, Filmmakers, WALL STREET JOURNAL (March 10, 2014, 

7:45 PM) (describing how an overseas surveyor used to spend 25,000 Euro ($34,345) to survey 15 square kilometers 

with a team of 12 surveyors, and it would take 2 to 3 weeks to collect all the data. With a Trimble UX5, he 

accomplished the same task for 5,000 Euro and got all the data he needed in 3 to 4 days. Because the surveys cost him 

less to perform, he passes those savings on to his customers.), available at: 

http://online.wsj.com/news/articles/SB10001424052702304732804579425342990070808. 
it will have automated control features, as described below. The GF-1 will be operated by an individual 

who has passed an FAA approved ground training exam and a training program for the UAS. Finally, 

the airspace in which the UAS will operate will be disclosed to the FAA in advance. 

goFarm respectfully submits that because this small, unmanned aerial vehicle—the GF-1—will be used 

in lieu of comparatively hazardous operations now conducted with fixed wing and rotary conventional 

aircraft, the FAA can have confidence that the operations will achieve at least an equivalent level or 

greater level of safety. Approval of this exemption would thereby enhance safety and fulfill the 

Secretary of Transportation’s (the FAA Administrator’s) responsibilities under Section 333(c) of the 

Reform Act to “establish requirements for the safe operation of such aircraft systems in the national 

airspace system.” 

The name and address of the applicant are: 

goFarm LLC

Attn: Eric Silberg

Ph: 240-602-9675

Email: ericsilberg@me.com

7728 Ivymount Terrace

Potomac, MD 20854

The regulations from which the exemption is requested are as follows: 

• 14 C.F.R. Part 21

• 14 C.F.R. 45.23(b)

• 14 C.F.R. 61.113(a) & (b)

• 14 C.F.R. 61.133(a)

• 14 C.F.R. 91.7(b)

• 14 C.F.R. 91.9(b)(2)

• 14 C.F.R. 91.109(a)

• 14 C.F.R. 91.119

• 14 C.F.R. 91.151(a)

• 14 C.F.R. 91.203(a) & (b)

• 14 C.F.R. 91.405(a)

• 14 C.F.R. 91.407(a)(1)

• 14 C.F.R. 91.409(a)(2)

• 14 C.F.R. 91.417(a)

Appendix A discusses each rule listed above and explains why exemptions pursuant to the proposal set 

forth in this letter are appropriate, provide an equivalent level of safety, and are in the public interest. 
THE APPLICABLE LEGAL STANDARD UNDER SECTION 333 

goFarm submits that grant of this exemption application for use of the GF-1 in precision aerial surveys 

will advance the Congressional mandate in Section 333 of the Reform Act to accelerate the 

introduction of UASs into the national airspace system (“NAS”) if it can be accomplished safely. This 

law directs the Secretary of Transportation to consider whether certain UASs may operate safely in the 

NAS before completion of the rulemaking required under Section 332 of the Reform Act. In making 

this determination, the Secretary is required to determine which types of UASs do not create a hazard 

to users of the NAS or the public or pose a threat to national security in light of the following: 

• The UAS’s size, weight, speed, and operational capability; 

• Operation of the UAS in close proximity to airports and populated areas; and 

• Operation of the UAS within visual line of sight of the operator. 

Reform Act § 333(a)(1). If the Secretary determines that such vehicles “may operate safely in the 

national airspace system, the Secretary shall establish requirements for the safe operation of such 

aircraft in the national airspace system.” Id. §333(c).2

The Federal Aviation Act expressly grants the FAA the authority to issue exemptions. This statutory 

authority, by its terms, includes exempting civil aircraft, as the term is defined under §40101 of the 

Act, from the requirement that all civil aircraft must have a current airworthiness certificate and those 

regulations requiring commercial pilots to operate aircraft in commercial service: 

The Administrator may grant an exemption from a requirement of a regulation prescribed under 

subsection (a) or (b) of this section or any of sections 44702-44716 of this title if the 

Administrator finds the exemption is in the public interest. 

49 U.S.C. §44701(f). See also 49 USC §44711(a); 49 USC §44704; 14 CFR §91.203(a)(1). 

The grant of the requested exemption is in the public interest based on the clear direction in Section 

333 of the Reform Act; the additional authority in the Federal Aviation Act, as amended; the strong 

equivalent level of safety surrounding the proposed operations; and the significant public benefit, 

including enhanced safety and cost savings associated with transitioning to UASs for aerial survey 

photography. Accordingly, the applicant respectfully requests that the FAA grant the requested 

exemption without delay. 

Airworthiness of the GF-1

A critical element of the exemption application involves evidence of the airworthiness of the GF-1. 

goFarm believes that it is in compliance with the requirements of Order 8130.34C, Airworthiness 

																																																												

2 Applicant	submits	that	this	provision	places	a	duty	on	the	Administrator	to	not	only	process	applications	for	

exemptions	under	Section	333,	but	for	the	Administrator,	if	he	deems	the	conditions	proposed	herein	require	

modification	in	order	to	allow	approval,	to	supply	conditions	for	the	safe	operation	of	the	UAS.	goFarm	welcomes	

the	opportunity	to	consult	with	FAA	staff	in	order	to	address	any	issues	or	concerns	that	this	proposal	may	raise	

that	they	believe	may	require	modification.	
Certification of Unmanned Aircraft Systems and Optionally Piloted Aircraft, in its use of systems 

developed by DJI for the design and construction of the GF-1.

3 Based on the proven S1000+ 

octocopter and A2 flight control system, the GF-1 has a high degree of redundancy and numerous 

safety features, including:

• Power system redundancy permitting the loss of any motor without losing control of the vehicle

• Return-to-home failsafe in the event of a loss of communications

• Configurable limitations for area of operation and altitude

• Configurable limitations for vertical and horizontal speed

Additional safety features added by goFarm in construction of the GF-1 UAS include:

• High visibility lighting system

• Redundant primary power system

• Redundant voltage telemetry for power system

The criteria set forth in the Order specify the substantive showings of the device’s safety and fitness for 

operation to ensure that the FAA has sufficient basis to evaluate the aircraft’s safety. 

Mandatory Operating Conditions

Grant of the exemption to goFarm will be subject to the following mandatory conditions, which are 

based upon operating conditions set forth for operation of UAS by public entities pursuant to 

Certificates of Authorization, with additional restrictions: 

• All operations to occur in Class G airspace. 

• Operations to avoid congested or populated areas, which are depicted in yellow on VFR 

charts. 

• Operations to be conducted over private or controlled-access property. 

• Permission from land owner/controller required before commencing any flight. 

• Operations to occur during Visual Flight Rules Meteorological Conditions (VMC). 

• Aircraft to remain within Visual Line of Sight (VLOS). 

o VLOS guaranteed with a cylinder of operation around operator of 1⁄2 nautical miles 

(NM). 

o Cylinder walls may be expanded by observer with ability to control aircraft. 

• Operations to occur during daylight hours. 

• Above Ground Level (AGL) altitude to be restricted to 400 feet. 

• All operations conducted in vicinity of airport to remain more than 2.5 NM from centerline 

azimuth of runway centerline measured from runway thresholds. 

• Operator will file a NOTAM for each flight, as required. 

• All required permissions and permits will be obtained from territorial, state, county or city 

jurisdictions, including local law enforcement, fire, or other appropriate governmental agencies. 

																																																												

3 goFarm	is	submitting	the	following	documents	in	support	of	this	exemption	application	for	the	GF-1:	1)	GF-1

Preflight	Checklist	(Exhibit	1);	2)	DJI	S1000+	Operations	and	Maintenance	Manual	(Exhibit	2);	and	3)	DJI	A2	

Operations	and	Maintenance	Manual	(Exhibit	3).
Operator Requirements

goFarm respectfully proposes that operator requirements should take into account the characteristics of 

the particular UAS. Certain UASs, such as the goFarm GF-1, are characterized by a high degree of preprogrammed control and various built-in technical capabilities that limit the potential for operation 

outside of the operating conditions set forth above. 

The GF-1 has a semi-autonomous navigation and control system comprised of a Ground Control 

Station (GCS) and auto-pilot system. All flights are pre-programmed with GPS guidance and do not 

require human intervention. Flight mission area and routing cannot be changed after launch. Flights are 

not directed by positive manual control, nor are evasive maneuvers. In the case of unplanned events, 

the operator inputs pre-programmed evasive maneuvers from the control unit and the control unit 

executes that maneuver. Pre-programmed operator interventions include diversion to the right; 

initiation of holding at present position; suspension of mission; fly back to launch point; fly to point 

and hold; abort mission and land; and emergency power cut off and land (Flight Termination System).7 

Additional automated safety functions and safety enhancing features of the GF-1 include the following: 

• Auto-pilot detection of lost GPS or of insufficient satellites initiates an immediate vertical

landing, unless overridden by pilot in command. 

• Low power on the aircraft triggers escalating alarms at GCS at 35% and 10% levels. 

• If the auto-pilot detects a lost-link to the GCS for longer than 30 seconds, return-to-home 

sequence initiates. 

• The GF-1 is inherently unstable, so auto-pilot fail will result in very rapid exit from flight. 

• Aircraft has an on-board failsafe that limits speed in the event of dive to approximately 14 m/s. 

• The aircraft, weighing less than 25 lbs., fully loaded, is constructed of composite material 

intended to absorb impact energy.

• The motors are driven by pulse width modulated signals, not analog signals. 

Given these safety features, goFarm proposes that operators of the GF-1 should not be required to hold 

a commercial or private pilot certification. Instead, operators should be required to: 

• have successfully completed, at a minimum, FAA private pilot ground instruction and passed 

the FAA Private Pilot written examination or FAA-recognized equivalents; 

• have successfully demonstrated capability to operate UAS in accordance with manufacturer 

standards. 

goFarm notes that the FAA has found that safety factors permitted operation of UASs by operators with 

these qualifications in the case of operations pursuant to public COAs when the mandatory operating 

conditions specified above were present. See Federal Aviation Administration, Notice N-8900.227, 

Unmanned Aircraft Systems (UAS) Operational Approval, at 20-21 (July 30, 2013). The FAA has the 

statutory authority to grant exemptions to the requirements for and privileges associated with the grant 

of airmen’s certificates. 49 USC §44701 (f). 
In summary, applicant seeks an exemption from the FARs set forth above and in Appendix A to allow 

commercial operations of a small unmanned vehicle conducting precision aerial surveys. 

Approval of the exemption allowing commercial operations of the GF-1 for precision survey work will 

enhance safety by reducing risk. Conventional aerial survey operations, using jet or piston-powered 

aircraft present risks associated with vehicles that weigh in the neighborhood of 5,000 to 7,000 lbs., or 

more, carry large quantities of fuel, passengers, and, in some cases, cargo. Such aircraft must fly to and 

from the survey location. In contrast, a GF-1 weighing less than 25 lbs. and powered by batteries 

eliminates a portion of that risk given the reduced mass and lack of combustible fuel carried on board. 

The GF-1 is carried to the survey location, not flown there. The GF-1 will carry no passengers or crew 

and, therefore, will not expose any individuals to the risks associated with manned aircraft flights. 

Additionally, no national security issue is raised by the grant of the requested exemptions. Given the 

size, load carrying capacity, speed at which it operates, and the fact that it carries no explosives or other 

dangerous materials, the GF-1 poses no threat to national security. 

The operation of the GF-1, weighing less than 25 lbs., for precision surveys in accordance with the 

strict conditions outlined above, will provide an equivalent level of safety supporting the grant of the 

exemptions requested herein, including exempting goFarm from the requirements of Part 21. 

The GF-1’s satisfaction of the criteria set forth in Section 333 of the Reform Act—size, weight, speed, 

operating capabilities, lack of proximity to airports and populated areas, operation within visual line of 

sight, and national security—and its showing of an equivalent level of safety as it may relate to the 

requirement for a pilot’s license, provide more than adequate justification for the grant of the requested 

exemptions allowing commercial operation of the GF-1 in the commercial precision aerial survey 

business. 

Very Respectfully, 

Eric Silberg

CTO, goFarm LLC 
APPENDIX	A	

EXEMPTION REQUEST AND EQUIVALENT LEVEL OF SAFETY 

SHOWINGS UNDER APPLICABLE RULES SUBJECT TO EXEMPTION 

goFarm requests an exemption from the following regulations as well as any additional regulations that 

may technically apply to the operation of the GF-1: 

14 C.F.R. § 45.23(b): Marking of the Aircraft

The regulation provides: 

When marks include only the Roman capital letter “N” and the registration number is displayed 

on limited, restricted or light-sport category aircraft or experimental or provisionally 

certificated aircraft, the operator must also display on that aircraft near each entrance to the 

cabin, cockpit, or pilot station, in letters not less than 2 inches nor more than 6 inches high, the 

words “limited,” “restricted,” “light-sport,” “experimental,” or “provisional,” as applicable. 

The GF-1 has no entrance to the cabin, cockpit, or pilot station on which the word “Experimental” can 

be placed. Given the size of the UAV, two-inch lettering will be impossible. The word “Experimental” 

will be placed on the forward fuselage in compliance with § 45.29(f). 

The equivalent level of safety will be achieved by having the GF-1 marked as required by § 45.29(f) 

where the pilot, observer, and others working with the UAV will see the identification of the UAS as 

“Experimental.” The FAA has issued the following exemptions to this regulation, Exemption Nos. 

10700, 8738, 10167 and 10167A. 

14 C.F.R. Part 21, Subpart H: Airworthiness Certificates 14 CFR § 91.203(a)(1) 

Section 91.203(a)(1) requires all civil aircraft to have a certificate of airworthiness. Part 21, Subpart H, 

entitled Airworthiness Certificates, establishes the procedural requirements for the issuance of 

airworthiness certificates as required by FAR § 91.203(a)(1). Given the size of the aircraft (under 

25lbs.) and the limited operating area associated with its utilization, it is unnecessary to go through the 

certificate of airworthiness process under Part 21 Subpart H to achieve or exceed current safety levels. 

Such an exemption meets the requirements of an equivalent level of safety under Part 11 and Section 

333 of the Reform Act. The Federal Aviation Act and Section 333 of the Reform Act both authorize the 

FAA to exempt aircraft from the requirement for an airworthiness certificate, upon consideration of the 

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

involved. 

In this case, an analysis of these criteria demonstrates that the GF-1 operated without an airworthiness 

certificate, under the conditions proposed herein, will be at least as safe, or safer, than a conventional 

aircraft (fixed wing or rotorcraft) with an airworthiness certificate. The GF-1 weighs less than 25 lbs. 
fully loaded. It will not carry a pilot or passenger, will not carry flammable fuel, and will operate 

exclusively within an area pre-disclosed and in compliance with conditions set forth herein. Operations 

under this exemption will be tightly controlled and monitored by both the operator, pursuant to the 

conditions set forth above, and by local public safety requirements. The FAA will have advance notice 

of all operations through the filing of NOTAMs. Receipt of the prior permission of the land owner, the 

size of the aircraft, the lack of flammable fuel, and the fact that the aircraft is carried to the location and 

not flown there all establish the equivalent level of safety. The GF-1 construction with absorbent 

material provides at least an equivalent level of safety to that of such operations being conducted with 

conventional aircraft that would be orders-of-magnitude larger and would be carrying passengers, 

cargo, and flammable fuel. 

14 C.F.R. § 61.113(a) & (b); 61.133(a): Private Pilot Privileges and Limitations; Pilot in 

Command; Commercial Pilot Privileges and Limitations. 

Section 61.113(a) & (b) limit private pilots to non-commercial operations. Unlike a conventional 

aircraft that carries a pilot, passengers, and cargo, the GF-1 in this case is remotely controlled with no 

passengers or property of others on board. Section 61.133(a) requires an individual with a commercial 

pilot’s license to be pilot in command of an aircraft for compensation or hire. goFarm respectfully 

proposes that operator requirements should take into account the characteristics of the particular UAS. 

goFarm’s GF-1 has a high degree of pre-programmed control and various built-in technical capabilities 

that strictly limit the potential for operation outside of the operating conditions set forth in the 

exemption application. 

The GF-1 has a semi-autonomous navigation and control system comprised of a Ground Control 

Station (GCS) and auto-pilot system. All flights are pre-programmed with precision GPS guidance and 

do not require human intervention. Flight mission area and routing cannot be changed after launch. 

Flights are not directed by positive manual control, nor are evasive maneuvers. In the case of 

unplanned events, the operator inputs pre-programmed evasive maneuvers from the control unit, and 

the control unit executes that maneuver. Pre-programmed operator interventions include diversion to 

the right; initiation of holding at present position; suspension of mission; fly back to launch point; fly to 

point and hold; abort mission and land; and emergency power cut off and land (Flight Termination 

System). 

Additional automated safety functions and safety enhancing features of the GF-1 include the following: 

• Auto-pilot detection of lost GPS or of insufficient satellites initiates an immediate spiral 

landing. 

• Low power on the aircraft triggers escalating alarms at GCS at 35% and 10% levels. 

• If the auto-pilot detects a lost-link to the GCS for longer than 30 seconds, landing procedure 

begins. 

• The GF-1 is inherently unstable, so auto-pilot fail will result in very rapid exit from flight. 

• Aircraft has an on-board failsafe that limits speed in the event of dive to approximately 14 m/s. 
• The aircraft, weighing less than 25 lbs., fully loaded, is constructed of composite material which 

is intended to absorb impact energy. 

• The motors are driven by pulse width modulated signals, not analog signals. 

Given these safety features, goFarm proposes that operators of the GF-1 should not be required to hold 

a commercial or private pilot certification. Instead, operators should be required to: 

• have successfully completed, at a minimum, FAA private pilot ground instruction and passed 

the FAA Private Pilot written examination or FAA-recognized equivalents; 

• have completed the manufacturer’s training program for operation of the UAS. The 

manufacturer’s training program will have been satisfactorily reviewed through the SAC 

process. 

goFarm notes that the FAA has found that safety factors permitted operation of UASs by operators with 

these qualifications in the case of operations pursuant to public COAs where the mandatory operating 

conditions specified above are present. See Federal Aviation Administration, Notice N-8900.227, 

Unmanned Aircraft Systems (UAS) Operational Approval, at 20-21 (July 30, 2013). The FAA has the 

statutory authority, granted at 49 U.S.C.§44701(f) to waive the pilot requirements for commercial 

operations. 

Given these conditions and restrictions, an equivalent level of safety will be provided by allowing 

operation of the GF-1 without a private pilot’s certificate or a commercial pilot’s certificate, under the 

conditions set forth herein. 

The risks associated with the operation of the GF-1 (given its size, speed, operational capabilities, and 

lack of combustible fuel) are so diminished from the level of risk associated with private pilot 

operations or commercial operations contemplated by Part 61 with conventional aircraft (fixed wing or 

rotorcraft), that allowing operations of the UAS as set forth above meets or exceeds the present level of 

safety provided under 14 C.F.R. § 61.113(a) & (b) and does not rise to the level of requiring a 

commercial pilot to operate the aircraft under § 61.133(a). 

14 C.F.R. § 91.7(a): Civil aircraft airworthiness. 

This regulation requires that no person may operate a civil aircraft unless it is in airworthy condition. 

Should the exemption be granted allowing commercial operation of the GF-1 without an airworthiness 

certificate, no standard will exist for airworthiness of the GF-1. Given the size of the aircraft and the 

requirements that have presumably already been met in the SAC approval process for the GF-1 (for 

instance, the GF-1’s Maintenance & Inspection Manual and Safety Checklist), an equivalent level of 

safety will be achieved by insuring compliance with the goFarm manuals prior to each flight. 

14 C.F.R. § 91.9(b)(2): Civil Aircraft Flight Manual in the Aircraft. 

The regulation provides: 
No person may operate a U.S.-registered civil aircraft ... 

(2)...For which an Airplane or Rotorcraft Flight Manual is not required by §21.5 of this chapter, 

unless there is available in the aircraft a current approved airplane or Rotorcraft Flight Manual, 

approved manual material, markings, and placards, or any combination thereof.

Given the size and configuration of the GF-1, it has no ability or place to carry such a flight manual on 

the aircraft, not only because there is no pilot on board, but because there is no room or capacity to 

carry such an item on the aircraft. 

The equivalent level of safety will be achieved by keeping the flight manual (see, e.g., User Guide, 

Exhibit 2) at the ground control point where the pilot flying the UAS will have immediate access to it. 

The FAA has issued the following exemptions to this regulation: Exemption Nos. 8607, 8737, 8738, 

9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 32827, and 10700.

14 C.F.R. § 91.109(a) & 91.319(a)(1): Flight Instruction 

These regulations provide that no person may operate a civil aircraft (except a manned free balloon) 

that is being used for flight instruction unless that aircraft has fully functioning dual controls. 

The GF-1 is a remotely piloted aircraft and by design, does not have fully functional dual controls. 

Flight control is accomplished through the use of a control box that communicates with the aircraft via 

radio communications. The flight plan is pre-programmed into the auto pilot before flight and only in 

unusual circumstances will the pilot input control functions to alter the pre-programmed flight. If 

instruction is accomplished through a training program, as set forth in Exhibit 2, an equivalent level of 

safety will be assured. The FAA has approved exemptions for flight training without fully functional 

dual controls for a number of aircraft and for flight instruction in experimental aircraft. See Exemption 

Nos. 5778K & 9862A. The equivalent level of safety will be achieved by the manufacturer providing 

the training as outlined, for example, in Exhibit 2 and through the use of experienced and qualified 

pilots familiar with the GF-1. 

14 CFR § 91.119: Minimum Safe Altitudes 

Section 91.119 establishes safe altitudes for operation of civil aircraft. Specifically, 91.119(c) limits 

aircraft flying over areas other than congested areas to 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. 

As set forth herein, the GF-1 will never operate at higher than 400 feet AGL. It will, however, be 

operated to avoid congested or populated areas that are depicted in yellow on VFR sectional charts. 

Because aerial survey work must be accomplished at relatively low altitudes and at altitudes less than 

500 feet AGL, an exemption from Section 91.119(c) is needed. 
The equivalent level of safety will be achieved given the size, weight, speed, and material with which 

the GF-1 is built. Also, no flight will be taken without the permission of the land owner or those who 

control the land. Because of the advance notice to the landowner, all affected individuals will be aware 

of the survey flights. Compared to aerial survey operations conducted with aircraft or rotorcraft 

weighing far more than 25 lbs. and carrying flammable fuel, any risk associated with these operations 

will be far less than those currently allowed with conventional aircraft operating at or below 500 feet 

AGL. Indeed, the low-altitude operations of the UAS will maintain separation between these smallUAS operations and the operations of conventional aircraft that must comply with Section 91.119. 

14 C.F.R. § 91.151(a): Fuel Requirements for Flight in VFR Conditions 

This regulation prohibits an individual from beginning “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.” 

The GF-1 batteries provide approximately 50 minutes of powered flight. Without an exemption from § 

14 CFR 91.151, the UAS’s flights would be limited to approximately 20 minutes in length. Given the 

limitations on its proposed operations and the location of those proposed operations, a longer time 

frame for flight in daylight VFR conditions is reasonable. 

goFarm believes that an exemption from 14 CFR § 91.151(a) is safe and within the scope of a prior 

exemption. See Exemption 10673 (allowing Lockheed Martin Corporation to operate without 

compliance with 91.151(a)). Operating the small UAS, without 30 minutes of reserve fuel does not 

engender the type of risks that Section 91.151(a) was meant to prevent given the size and speed at 

which the UAS operates. The fact that it carries no pilot, passenger, or cargo also enhances its safety. 

Additionally, limiting GF-1 flights to 20 minutes would greatly reduce their utility. In the unlikely 

event that the GF-1 should run out of fuel, it would simply land. Given its weight and construction 

material, the risks are less than contemplated by the current regulation. 

goFarm believes that an equivalent level of safety can be achieved by maintaining 10 minutes of 

reserve fuel, which, allowing 40 minutes of flight time, would be more than adequate to return the UAS 

to its planned landing zone from anywhere in its operating area. 

14 C.F.R. § 91.203 (a) & (b): Carrying Civil Aircraft Certification and Registration 

This regulation provides as follows: 

(a)...no person may operate a civil aircraft unless it has...an appropriate and current 

airworthiness certificate. 

(b) No person may operate a civil aircraft unless the airworthiness certificate required by 

paragraph (a) of this section 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. 
The GF-1 fully loaded weighs no more than 25 lbs. As such, there is no ability or place to carry 

certification and registration documents or to display them on the UAS. In addition, there is no pilot on 

board the aircraft. 

An equivalent level of safety will be achieved by keeping these documents at the ground control point 

where the pilot flying the UAS will have immediate access to them. The FAA has issued numerous 

exemptions to this regulation. A representative sample of other exceptions includes Exemption Nos. 

9565, 9665, 9789, 9789A, 9797, 9797A, 9816A, and 10700. 

14 C.F.R. § 91.405(a); 407(a)(1); 409(a)(2); 417(a): Maintenance Inspections 

Section 91.405(a) requires that an aircraft operator or owner “shall have that aircraft inspected as 

prescribed in subpart E of this part and shall between required inspections, except as provided in 

paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter...” 

Section 91.407 similarly makes reference to requirements in Part 43; Section 91.409(a)(2) requires an 

annual inspection for the issuance of an air worthiness certificate. Section 91.417(a) requires the owner 

or operator to keep records showing certain maintenance work that has been accomplished by 

certificated mechanics, under Part 43, or licensed pilots and records of approval of the aircraft for 

return to service. 

Maintenance of the GF-1 will be accomplished by the owner/operator pursuant to the manuals, such as 

Exhibit 3, provided by goFarm. An equivalent level of safety will be achieved because the UAS is 

small in size, will operate only in restricted predetermined areas, and is not a complex mechanical 

device. As provided in the attached User Manual and the Safety Checklist, the operator of GF-1 will 

ensure that the UAS is in working order prior to initiating flight, perform required maintenance, and 

keep a log of any maintenance that is performed. Moreover, the operator is the person most familiar 

with the aircraft and is best suited to maintain the aircraft in an airworthy condition and to ensure an 

equivalent level of safety.
APPENDIX	B

SUMMARY OF GOFARM SECTION 333 EXEMPTION REQUEST 

goFarm hereby provides pursuant to Part 11 a summary of its exemption application to allow 

commercial operation of the GF-1 unmanned aircraft in precision aerial survey work. An exemption is 

requested from the following regulations: 

• 14 C.F.R. Part 21

• 14 C.F.R. 45.23(b)

• 14 C.F.R. 61.113(a) & (b)

• 14 C.F.R. 61.133(a)

• 14 C.F.R. 91.7(b)

• 14 C.F.R. 91.9(b)(2)

• 14 C.F.R. 91.109(a)

• 14 C.F.R. 91.119

• 14 C.F.R. 91.151(a)

• 14 C.F.R. 91.203(a) & (b)

• 14 C.F.R. 91.405(a)

• 14 C.F.R. 91.407(a)(1)

• 14 C.F.R. 91.409(a)(2)

• 14 C.F.R. 91.417(a)