February	4th 2016

U.	S.	Department	of	Transportation

Docket	Management	System

1200	New	Jersey	Ave.,

SE	Washington,	DC	20590

RE:	Petition	of	Uranko	Productionsfor	Exemption	Pursuant	to	Section	333	of	the

FAA	Reform	Act

To	whom	it	may	concern:

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

and	14	C.F.R.	Part	11,	Uranko	Productions,	operator	of	Small	Unmanned	Aircraft	Systems

(“sUASs”)	equipped	to	conduct	aerial	photography	and	videography for	hire	within	the	National	

Air	Space,	hereby	applies	for	an exemption	from	the	listed	Federal	Aviation	Regulations	

(“FARs”)	to	allow	commercial	operation of	its	sUASs,	so	long	as	such	operations	are	conducted	

within	and	under	the	conditions	outlined herein	or	as	may	be	established	by	the	FAA	as	

required	by	Section	333.

As	described	more	fully	in	this	report,	the	requested	exemption	would	permit	the	operation	of	

small, unmanned	and	relatively	inexpensive	sUAS	under	controlled	conditions	in	airspace	that	is

1)	limited	2)	predetermined	and	3)	controlled.	The	proposed	exemption,	if	granted,	would	allow

Uranko	Productions to	conduct	commercial	operations	of	sUASs	meeting	or	exceeding	all	of	the

operational	and	safety	requirements	Congress	has	set	forth	in	Section	333.

Petitioner’s	Name	and	Address:

Uranko	Productions

Owner:	Michael	G.	Uranko	Jr.

829	Water	Street

Pottsville,	PA	17901

570-640-2464

mick.uranko@urankoproductions.com
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TABLE	OF	CONTENTS

Introduction.......................................................................................................................................Page	3

About	Uranko	Productions..............................................................................................................Page	3

Unmanned	Aircraft	System	Specifications....................................................................................Page	4

Title	14	Regulations	Requested	for	Exemption............................................................................Page	4

Reasons	Why Title	14	Regulation	Exemptions Would	Not	Affect	Safety.................................Page	5

Pilot	in	Command	Certifications	&	Medical	Standards	Plan.......................................................Page 9

Unmanned	Aircraft	System	Safety	Plan.......................................................................................Page	10

Unmanned	Aircraft	System	Pre-Flight	Checklist.........................................................................Page	12

Unmanned	Aircraft	System	Operation	Plan................................................................................Page	14

Unmanned	Aircraft	System	Line	of	Sight	Plan............................................................................Page	14

Unmanned	Aircraft	System	Maintenance	&	Repair	Plan..........................................................Page	16

Unmanned	Aircraft	System	Airport	Operations	Plan................................................................Page	17

Radio	Frequency	Spectrum...........................................................................................................Page	17

Benefits	of	Public	Sector................................................................................................................Page	18

Summary..........................................................................................................................................Page	20

Appendix	A.......................................................................................................................................Page	21
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INTRODUCTION

Uranko	Productions is	a	full	time	entertainment	and	event	planning	company	owned	and	

managed by	Michael	G.	Uranko	Jr. One	of	the	purposes of	Uranko	Productions is	to	provide	

high	quality	Video	and	Photography	in	order	to	develop	commerce	in	Pennsylvania and	its	

surrounding	states.

Uranko	Productions	plans	to	use	the	capabilities	of	sUASs	to	offer	a	multitude	of	services,

including:

												

- Event	Photography/Videography

- Agriculture	and	Livestock	monitoring

- Real	Estate	Photography	and	Presentation

- Aerial	filmmaking	and	photography

- Construction	site	inspections	and	monitoring

- Resort	Promotions	Videography	and	Photography

- Car	Dealership	Promotions	Videography	and	Photography

- Corporate	Business	Promotions	Videography	and	Photography

- Search	and	Rescue	when	needed

Statutory Authority	Section	333,	titled	“Special	Rules	for	Certain	Unmanned	Aircraft	Systems”,

provides	a	mechanism	for	seeking	expedited	FAA	authorization	of	safe	civil	Unmanned	Aircraft

Systems	(UAS)	operations	in	the	National	Airspace	System	(“NAS”).	Section	333(a)	states	that

the	FAA	“shall	determine	if	certain	unmanned	aircraft	systems	may	operate	safely	in	the

national	airspace	system	before	completion	of	the	(comprehensive)	plan	and	rulemaking

required	by	section	332(b)(1)	of	this	Act	or	the	guidance	required by	section	334	of	this	Act.”	In

Section	332(b)(1),	Congress	made	it	clear	that	Section	333	provides	a	mechanism	for	“expedited

operation	authorization”	if	several	factors	are	met.	Petitioner	meets	all	requirements	to	permit

FAA	approval	of	commercial	UAS	operations.

ABOUT	URANKO	PRODUCTIONS

Based	out	of	Pottsville	PA,	Uranko	Productions	is	a	full	time	award	winning	event	planning	and	

entertainment	company owned	by	Michael	G.	Uranko	Jr.	Mr.	Uranko	is	a	2004	graduate	from	

the	Virginia	Military	Institute	with	a	degree	in	Civil	Engineering.		After	graduating	from	VMI,	Mr.	

Uranko	served	nine	years	as	an	officer	in	the	United	State	Army	Reserves	and	achieved	the	rank	

of	Captain. Besides	running	Uranko	Productions	full	time,	Mr.	Uranko	currently	works	as	a	

firefighter	for	the	Washington	DC	Fire	Department	and	has	served	our	Nation’s	Capitol	since	

2010.
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Uranko	Productions	has	been	in	business	since	2010	and	has	won	national	accreditation	as	the	

Best	Wedding	DJ	for	Northeastern	Pennsylvania	for	the	last	two	years.		Uranko	Productions	

strives	to	provide	the	latest	advancements	in	wedding	reception	entertainment	and	with	the	

latest	purchase	of	our	DJI	Phantom	3,	we	look	forward	to	expanding	our	company’s	capabilities.	

DJI	PHANTOM	3	PROFESSIONAL	SPECIFICATIONS

Petitioner	is	requesting	an	exemption	to	enable	Uranko	Productions	to	operate	the	DJI	

Phantom	3	Professional	sUAS,	which	was	purchased	brand	new	from	Best	Buy	Store	#547	

located	in	Harrisburg	PA,	on	January	20th,	2016.		The	DJI	Phantom	3	is	vertical	takeoff	and	

landing	(VTOL)	Unmanned	Aircraft	(UA)	with	a	Ground	Control	Station	(GCS)	utilizing	electronic	

tablet	or	smart	phone	systems.	The	DJI	Phantom	3	has	a	maximum	gross	weight	of	

approximately	2.8	lb.	while	having	a	diagonal	dimension	of	23.2”,	a	maximum	speed	of	

approximately	16.4’fps	and	a	maximum	flying	height	of	400'.	The	DJI	Phantom	3	is	equipped

with	four	main	rotors;	driven	by	Lithium	Polymer	battery	powered	electric	motors.		The	DJI	

Phantom	3	that	will	be	operated	by	Uranko	Productions	will	be	registered	in	accordance	with	

49	U.S.C.	44103,	Registration	of	Aircraft,	as	well	as	14	C.F.R	Part	47,	Aircraft	Registration,	and	

marked	in	accordance	with	14	C.F.R.	Part	45,	Identification	and	Registration	Marking.

The	sUAS	have	built-in	capability	to	limit	1)	the	height	it	flies	above	the	ground	and	2)	the	

radius	of	the	distance	it	flies	from	the	operator.	The	DJI	Phantom	also	has	the	failsafe	function	

of	the	autopilot	system,	which	means,	when	the	communication	between	the	Main	Controller	

and	the	transmitter	is disconnected,	the	outputs	of	all	command	sticks	from	controller	will	go	

to	the	center	position.	If	the	GPS	signal	is	good	enough,	the	system	will	automatically	trigger	

Return	to	Home	and	will	land	safely.	Petitioner	would	also	like	to	request	an	exemption for	any	

new	DJI	sUASs	that	are	purchased	in	new	condition	in	the	future	in	order	to	replace	or	add	to	

the	companies	sUASs.		

REGULATIONS	REQUESTED	FOR	EXEMPTION

Uranko	Productions	seeks	exemption	from	the	requirements	of	14	C.F.R	§§	Part	21	Subpart	H,	

45.23(b),	45.29,	61.3,	61.23,	61.113(a)	&	(b),	91.7(a),	91.121,	91.151(b),	91.405(a),	91.407(a)(1),	

91.409(a)(1)	&	(a)(2),	and	91.417(a)	&	(b),	to	operate	an	Unmanned	Aircraft	System	(DJI	

Phantom	3) pursuant	to	Section	333	of	the	FAA	Modernization	and	Reform	Act	of	2012	(FMRA).	

This	exemption	will	permit	Uranko	Productions	to	operate	an	Unmanned	Aircraft	System	(UAS)	

for	the	commercial	purpose	of	conducting	aerial	video	and	photography	of	construction	sites,	
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residential	and	commercial	real	estate,	civil	landscapes,	weddings,	private	businesses,	and	

events	over	certain	areas	of	the	United	States.

A	complete	description	of	each	regulation	requested	for	exemption	can	be	found	in	Appendix	

‘A’	of	this	report.

REASONS	WHY	REGULATION	EXEMPTION WOULD	NOT	ADVERSELY	AFFECT	

SAFETY

Below	you	will	find	each	of	the	regulations	that	Uranko	Productions	is	requesting	an	exemption	

followed	by	an	explanation	on	why	the	exemption	should	be	granted.		In	each	of	our	reasons	

we	have	implemented	the	overall	safety	of	the	national	airspace	as	the	main	priority.

Exemptions	granted	would	not	adversely	affect	the	overall	safety and	Uranko	Productions

would	be	able	to	maintain	an	equivalent	level	of	safety.

1. Display	of	Marks	General	(14	C.F.R.	§45.23	(b))

Due	to	the	size	of	the	DJI	Phantom	3	Professional	drone,	it	would	be	impossible	to	mark	

the	aircraft	with	the	required	wording	“limited,	restricted,	light-sport,	experimental,	or	

provisional”.	Also	the	aircraft	does	not	have	a	cabin,	cockpit,	or	pilot	station	entrance.	

Once	assigned,	the	aircraft	will	display	the	“N”	numbered	in	black	at	least	in	one	

location	that	is	easily	identifiable.

2. Size	of	Marks	(14	C.F.R	§45.29)

Due	to	the	size	of	the	DJI	Phantom	3	Professional	drone,	it	would	be	impossible	to	mark	

the	aircraft	with	the	required	height	and	spacing	specified	in	this	section.	Once	assigned,	

the	aircraft	will	display	the	“N”	numbered	in	black	at	least	in	one	location	that	is	easily	

identifable.

3. Requirement	for	Certificates,	Ratings,	and	Authorizations	(14	C.F.R.	§61.3)

In	order	to	operate	the	same	model	aircraft	as	the	DJI	Phantom	3	and	any	other	crafts	

that	fall	into	the	sUAS	category	the	Pilot	in	Charge	is	not	required	to	hold	a	pilot’s	

license	in	order	to	operate	in	the	National	Airspace	if	he	or	she	is	flying	as	a	hobby.		

Given	the	safety	features	of	the	UAS,	operators	of	the	UAS	should	not	be	required	to	

hold	a	commercial	or	private	pilot	certification.		The	equivalent	level	of	safety	will	be	

achieved	by	having	a	trained	operator	proficient	in	the	integrated	safety	features	of	the	

aircraft.
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4. Medical	Certificates:	Requirement	and	Duration	(14	C.F.R	§61.23)

Given	the	size	of	the	UAS,	its	structure,	the	limited	flight	area,	and	the	integrated	safety	

features	such	as	autopilot,	the	PIC	does	not	need	to	obtain	a	medical	certificate	in	order	

to	operate	the	UAS.	An	Equivalent	Level	of	Safety	can	be	reached	if	the	operator	has	a	

valid	driver’s	license.

5. Private	Pilot	Privileges	and	Limitations:	Pilot	In	Command	(14	C.F.R.	§61.113(a)	and	

(b))

Uranko	Productions	submits	that	an	equivalent	level	of	safety	will	be	maintained	

because	no	PIC	will	be	allowed	to	operate	the	DJI	Phantom	3	UAS	unless	that	PIC	has	

met	certain	flight-hour	and	currency	requirements,	demonstrating	that	the	PIC	is	able	to	

safely	operate	either	the	DJI	Phantom	3	UAS	in	a	manner	consistent	with	the	operations	

specifications	as	described	in	this	exemption,	including	evasive	and	emergency	

maneuvers,	as	well	as	maintaining	appropriate	distances	from	people,	vessels,	vehicles	

and	structures.

Further,	Uranko	Productions	submits	that	all	flights	of	the	DJI	Phantom	3	UAS,	

conducted	by	the	PIC	pursuant	to	the	grant	of	this	Petition:	(1)	will	be	incidental	to	The	

Uranko	Productions	business;	and	(2)	will	not	carry	passengers	or	property	for	

compensation	or	hire.	

6. Commercial	Pilot	Privileges	and	Limitations	(14	C.F.R.	§61.133(a))

Uranko	Productions	submits	that	an	equivalent	level	of	safety	will	be	maintained	

because	no	PIC	will	be	allowed	to	operate	the	DJI	Phantom	3	UAS	unless	that	PIC	has	

met	certain	flight-hour	and	currency	requirements,	demonstrating	that	the	PIC	is	able	to	

safely	operate	either	the	DJI	Phantom	3	UAS	in	a	manner	consistent	with	the	operations	

specifications	as	described	in	this	exemption,	including	evasive	and	emergency	

maneuvers,	as	well	as	maintaining	appropriate	distances	from	people,	vessels,	vehicles	

and	structures.

Further,	Uranko	Productions	submits	that	all	flights	of	the	DJI	Phantom	3	UAS,	

conducted	by	the	PIC	pursuant	to	the	grant	of	this	Petition:	(1)	will	be	incidental	to	The	

Uranko	Productions	business;	and	(2)	will	not	carry	passengers	or	property	for	

compensation	or	hire.	
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7. Civil	Aircraft	Airworthiness	(14	C.F.R.	§91.7	(a))

Under	this	section,	Uranko	Productions	would	be required	to	obtain	an	airworthiness	

certificate	in	order	to	operate	the	DJI	Phantom	3	UAS.	Uranko	Productions	seeks	

exemption	from	this	Section	because	the	DJI	Phantom	3	UAS	do	not	require	an	

airworthiness	certificate	in	accordance	with	14	C.F.R.	Part	21, Subpart	H.	Uranko	

Productions	will	ensure	that	the	DJI	Phantom	3	UAS	are	in	airworthy	condition	based	

upon	its	compliance	with	the	operating	documents	(i.e.,	Monthly	Maintenance	Log,	and	

DJI	Phantom	3)	prior	to	every	flight,	and	further,	determine	that	the	aircraft	are	in	

condition	for	safe	flight,	as	stated	in	the	conditions	and	limitations	below.	

8. Civil	Aircraft	Flight	Manual,	Marking,	and	Placard	Requirements	(14	C.F.R.	§	91.9	

(b)(2))

This	regulation	provides	that	no	person	may	operate	an	aircraft	unless	a	current,	

approved	flight	manual	is	in	the	aircraft.	Uranko	Productions	assume	that	the	intent	of	

this	requirement	is	to	ensure	that	flight	manual	information	is	available	to	the	aircrew	

while	operating	the	aircraft.	Uranko	Productions	request	an	exemption	to	this	

requirement	since	the	aircraft	is	not	only	too	small	to	carry	documentation,	the	

documentation	would	not	be	available	to	the	crew	during	flight	operations.	

9. Flight	Instruction;	Simulated	Instrument	Flight	and	Certain	Flight	Tests	(14	C.F.R.	§	

91.109)

This	regulation	states,	"No	person	may	operate	a	civil	aircraft	that	is	being	used	for	flight	

instruction	unless	that	aircraft	has	fully	functioning	dual	controls.	The	DJI	Phantom	3	is	

not	capable	of	duel/linked	controls.		Therefore	Uranko	Productions	be	operating	with	a	

single	remote	controller.

10. Minimum	Safe	Altitudes:	General	(14	C.F.R.	§91.119)

This	regulation	states	that	over	sparsely	populated	areas	the	aircraft	cannot	be

operated	closer	than	500	feet	to	any	person,	vessel,	vehicle,	or	structure.	Since	the	

typical	mission	of	the	sUAS	would	be	photography	or	survey	of	persons,	vessels,	vehicles	

or	structures	it	would	be	necessary	to	operate	closer	than	500	feet	to	the	items	listed.	

Operations	will	only	be	flown	over	property	or	persons	where	permission	has	been	

obtained	and	careful	preplanned	flight	path	has	been	performed.	The	aircraft	will	be	

operated	at	a	low	altitude	allowing,	if	a	power	unit	fails,	an	emergency	landing	without	

undue	hazard	to	persons	or	property	on	the	surface.	Therefore	Uranko	Productions	
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maintain	that	due	to	the	small	size	of	the	UAS,	the	hazard	to	persons,	vehicles	and	

structures	is	minimal	compared	to	manned	aircraft,	which	should	be	considered	in	

granting	the	exemption.

11. Altimeter	Settings	(14	C.F.R.	§91.121)

The	regulation	requires	that	aircraft	shall	maintain	cruising	altitudes	by	reference	to	an

altimeter	setting	available	within	100	NM	of	the	aircraft.	The	sUAS	will	always	fly	below	

400	feet	AGL	and	will	not	need	to	maintain	cruising	altitudes	in	order	to	prevent	conflict	

with	other	aircraft.	An	Above	Ground	Level	altimeter	measurement	above	the	takeoff	

point	is	transmitted	via	radio	from	the	sUAS	on-board	computer	to	the	display	screen	

held	by	the	PIC,	providing	a	constantly	updated	AGL	readout.

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

The	regulation	provides	that	no	person	may	begin	a	flight	in	an	airplane	under	day-VFR

conditions	unless	there	is	enough	fuel	to	fly	to	the	first	point	of	intended	landing	and	to	

fly	after	that	for	at	least	30	minutes.	Uranko	Productions	understands	that	the	intention	

of	this	paragraph	is	to	provide	an	energy	reserve	as	a	safety	buffer	for	delays	to	landing.		

The	sUAV	is	battery	operated	and	the	maximum	duration	of	flight	from	a	single	battery	

charge	is	25	minutes.	Since	the	aircraft	will	never	fly	more	than	0.263	NM	from	the	

point	of	intended	landing,	a	full	battery	charge	at	launch	will	ensure	that	Uranko	

Productions	meets	the	reserve	energy	requirement	of	this	paragraph.	We	request	an	

exemption	to	the	word	"fuel"	and	ask	for	an	equivalent	interpretation	with	the word	

"energy".

13. Civil	Aircraft:	Certification	Required	(14	C.F.R.	§91.203	(a)	&	(b)

The	regulation	provides	that	an	airworthiness	certificate,	with	the	registration	number	

assigned	to	the	aircraft	and	a	registration	certificate	must	be	aboard	the	aircraft.	

Additionally,	subparagraph	(b)	provides	that	the	airworthiness	certificate	be	"displayed	

at	the	cabin	or	cockpit	entrance	so	that	it	is	legible	to	passengers	or	crew."	At	a	

maximum	gross	weight	of	6.47	pounds,	the	sUAS	is	too	small	to	carry	documentation,	

does	not	have	an	entrance,	and	is	not	capable	of	carrying	passengers	or	crew.		As	no	

such	certificate	will	be	applicable	in	the	form	contemplated	by	the	FARs,	this	Regulation	

is	inapplicable.
9

14. Powered Civil	Aircraft	with	Standard	Category	U.S.	Airworthiness	Certificates:	

Instrument	and	Equipment	Requirements	14	C.F.R.	§91.205	(b)

The	regulation	states	that	an	airworthiness	certificate	will	only	be	granted	if	the	aircraft	

has	the	proper	mechanical	equipment,	instruments,	and	other	features	specified	in	this	

section.	Uranko	Productions	requests	an	exemption	from	this	section	due	to	the	fact	

that	a	majority	of	the	equipment	specified	as	required	does	not	apply	to	the	safe	

operation	of	the	sUAS.	The	sUAS	is controlled	remotely	with	an	on	screen	display	that	

reports,	speed,	position,	altitude,	and	other	useful	information	to	ensure	that	operation	

of	the	sUAS	is	done	in	a	safe	matter.

15. Maintenance,	Inspections,	&	Records	(14	C.F.R.	§91.405a,	§91.407a,	§91.409a, §91.417	

a&b)

The	regulation	provides	that	the	operator	is	primarily	responsible	for	maintaining	the	

aircraft	in	an	airworthy	condition,	including	compliance	with	part	39	and	43.	Paragraphs	

91.407	and	1.409	require	that	the	aircraft	be	"approved	for	return to	service	by	a	person	

authorized	under	43.7"	after	maintenance	and	inspection.	It	is	our	intention	that	the	PIC	

perform	maintenance	and	inspection	of	the	aircraft	and	"be	authorized	to	approve	the	

aircraft	for	return	to	service."	The	PIC	will	ensure	that the	aircraft	is	in	an	airworthy	

condition	prior	to	every	flight	and	in	addition	conduct	detailed	inspections	after	every	

two	hours	of	flight.	Maintenance	performed	by	the	PIC	is	limited	to	repairing	small	

cracks,	replacing	a	propeller,	checking	electrical connections	and	updating	software	and	

firmware	for	the	on-board	computer.	All	other	maintenance	will	be	performed	by	the	

manufacturer	or	their	designated	repair	facility.	The	PIC	will	document	work	performed	

in	accordance	with	91.417.	All	safety	enhancement	parts	will	be	installed	by	the	PIC	in	

accordance	with	the	detailed	instructions	provided	by	the	manufacturer.	We	feel	that	

due	to	the	size,	construction,	and	simplicity	of	the	aircraft,	the	PIC	can	ensure	an	

equivalent	level	of	safety.

PILOT	IN	COMMAND CERTIFICATIONS,	TRAINING,	&	MEDICAL	STANDARDS

Each	pilot	that	will	operate	Uranko	Productions	sUAS	for	commercial	purposes	will	enroll	in	the	

DARTDRONE	Flight	Academy,	successfully	complete	eight hours	of	flight	training,	and	receive	

the	DARTDRONE	Basic	Training,	Phantom	3,	and	Inspire	Certifications.	 DARTDRONE	Flight	

Academy	is	certified	by	the	FAA	to	teach	new	pilots	how	to	operate	their	sUAS	safely	and	

proficiently.		
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Additional	requirements	of	the	Pilot	in	Command	will	be	as	follows:	The	PIC	will	maintain	a	

current	State	issued	drivers	license,	plus	at	least	2	hours	flying	time	and	3	takeoffs	and	landings	

within	30	days	in	the	type	of	UAS	utilized	in	commercial	operations.	

The	PIC	and	observer	or	sUAS	Team	will	work	together	in	order	to	maximize	the safe	operation	

of	the	sUAS.	Each	Team	member	will	not	be	under	the	influence	of	drugs,	alcohol	or	other	

substances	when	operating	the	sUAS.	Before	operating	the	sUAS,	Uranko	Productions	will	

ensure	that	each	member	is	in	good	health	and	well	rested.

OPERATIONAL	SAFETY	PLAN

Overall	safety	of	Uranko	Productions	Team	Members,	Public,	Property,	Wildlife,	and	any	other	

entity	not	listed	will	be	our	top	priority.		With	the	implementation	of	our	Safety	Plan,	Uranko	

Productions	will	be	able	to	safely	operate	in	the	most	efficient	aerospace	system	in	the	world.	

This	plan	will	act	as	the	foundation	of	all	of	our	operations	and	will	have	the	ability	to	adapt	to	

any	hazard	that	is	not	listed	below.		Before	each	flight	a	safety	briefly	will	be	conducted	with	all	

members	and	any	new	hazard	will	be	addressed	and	mitigated	before	flight.	Below	are the	

most	common	hazards	involved	in	operation	of	sUAS	followed	by	how	Uranko	Productions	will	

safely	mitigate	the	hazard.	

HAZARD: Injury	to	Team	Member

Even	though	the	blades	of	the	DJI	Phantom	3	are	made	of	plastic,	there	is	

still	a	risk	of	injury	if	one	of	our	team	members	gets	too	close	to	the	

sUAS.	

MITIGATION: The	DJI	Phantom	3	will	have	prop	guards	installed	that	will	prevent	

damage	caused	by	the	rotating	blades	of	the	sUAS.	In	addition	to	the	

guards,	the	PIC	will	not	start	the	sUAS	until	an	all	clear	is	announced	and	

no	objects	are	within	20	feet	of	the	takeoff	site.		Any	Team	Member	will	

not	touch	the	sUAS	while	the	blades	are	rotating.

HAZARD: On-Site	Hazards

MITIGATION: All	on-site	hazards,	such	as	but	not	limited	to,	power	lines,	buildings,	

trees,	or	any	natural	or	man	made	obstacle	that	would	cause	the	sUAS	to	

not	operate	safely	will	be	identified	during	a	site	visit	before	conducting	

any	flight	operations.	Team members	at	all	times	will	be	aware	of	the	

hazards.
11

HAZARD: Weather

MITIGATION: Uranko	Production	will	constantly	monitor	the	weather	and	will	not	

operate	in	any	unsafe	weather	condition	as	specified	below:

Wind	Speed:	>22	MPH

Precipitation:	Snow,	Rain	or	Fog

Weather	will	documented	for	each	flight	in	our	Flight	Log	Book.	At	any	

time	during	the	flight	the	PIC	or	Observer	may	terminate	regardless	of	

the	overall	mission	if	the	weather	suddenly	changes.

HAZARD: sUAS	Calibration	Failure

Having	your	sUAS	fly	away	once	powered	is	not	only	embarrassing	but	a	

very	unsafe	practice.

MITIGATION: In	order	to	prevent	fly	aways,	Uranko	Productions	will	calibrate	the	

compass	before	every	mission	to	ensure	maximum	flight	performance	

and	safety.	In	order	to	minimize	electromagnetic	interference,	Uranko	

Productions	will	not	operate	in	areas	that	have	a	high	level	of	

electromagnetism	such	as	mobile	phone	base	towers	and	radio	

transmission	towers.

HAZARD: sUAS	Battery	Power	Failure

MITIGATION: The	PIC	will	ensure that	before	taking	flight	a	fully	charged	battery	is	

installed	in	the	sUAS.	Once	in	operation,	the	PIC	will	terminate	the	

mission	and	return	the	sUAS	to	the	landing	zone	once	the	battery	has	

reached	30%.	Due	to	the	limitations	of	the	DJI	Phantom	3	this	will	allow	

more	than	enough	battery	power	to	successfully	and	safely	bring	the	

sUAS	back	to	the	landing	zone. The	life	of	the	battery	is	monitored	on	a	

screen	that	is	easily	visible	to	the	PIC.

HAZARD: sUAS	Mechanical	Failure

MITIGATION: The	best	prevention	of	mechanical	failure	is	a	concise	preventive	

maintenance	plane,	which	is	detailed	in	this	report	on	Page	16.			In	the	

rare	occurrence	that	Uranko	Productions	would	experience	a	mechanical	

failure	during	mid	flight	every	sUAS	operated	by	Uranko	Productions	will	

have	a	parachute	system	installed.	The	parachute	system	manufactured	

by	MARS	automatically	deploys	once	a	free	fall	is	registered.	This	

additional	safety	feature	will	prevent	significant	damage	to	the	sUAS	and	

to	public	or	private	property.
12

HAZARD: Public	Injuries

MITIGATION: Uranko	Productions	will	not	operate	a	sUAS	over	largely	populated	areas.	

Additionally,	public	injuries	will	be	mitigated	by	following	the	detailed	

Safety	and	Operational	Plans	of	our	sUAS.

HAZARD: Signal	Loss	of	sUAS

MITIGATION: The	DJI	Phantom	3	UAS	are	designed	for	automatic	return	home	point	or	

hover	in	the	event	of	loss	of	the	control	link	or	navigation.	When	the	

Control	Link	is	lost,	the	DJI	Phantom	3	UAS	will	remain	stationary,	in	

flight,	for	3	seconds	or	more.	If,	after	3	seconds,	the	DJI	Phantom	3	UAS	

does	not	reacquire	control	link	data	from	the	GCS,	the	UAS	will	assume	

that	the	Control	Link	is	lost	and	the	will	return	to	the	home	position	(i.e.,	

failsafe	mode)	via	GPS,	and	will	descend	to	the	takeoff	position	and	

shutdown.	

PREFLIGHT	CHECKLIST

The	preflight	checklist	can	be	broken	down	into two	sections.	The	first	phase will	be	

conducted	before	leaving	our	office	to	conduct the	mission.	The	second	phase will	be	

conducted	once	we	arrive	on	scene	and	before	take	off.	Both	sections	will	be	printed,	

laminated	and	displayed	on	the	inside	cover	of	the	sUAS	protective	box.	Successful	

completion	of	both	checklists	will	ensure	a	safe	operation.

PHASE 1	

• 1:	Visually	inspect	the	Phantom	3	aircraft	for	body	damage	taking	greater	

attention	to	the	landing	gear	and	camera/gimbal.

• 2:	Check	the	propellers	that	will use	during	a	flying	session	for	damage	

like	chips,	cracks,	bending	and	hub	wear.

• 3:	Check	batteries	for	damage/signs	of	swelling.	

• 4:	Spin	the	motors	with	fingers	and	make	sure	none	feel/sound	different.

• 5:	Charge	all	required	flight	batteries.	Run	the	battery	self	check	feature.

• 6:	Charge	the	Phantom	3	controller	and	power	on/off	to	verify	it	works.
13

• 7:	Charge	mobile	device.	Close	all	running	apps	then	test	the	Pilot App	to	

make	sure	it	opens.

• 8:	Make	sure	the MicroSD	card(s)	are	available	empty/formatted.	

Slot one	inside	the	Phantom	ready.

• 9:	Power	on	the	controller	then	Phantom	3	and	quickly	check	that	IMU	

readings	are	within	range.	It	should	normally	be	OK.	Power	everything	

back	off.

• 10.	Cache	maps	in	the	DJI	Pilot	App	are needed.

• 11:	Make	sure	Gimbal	guard	is	fitted	before	transport..

• 12:	Pack	the	Phantom	3	in	the	chosen	transport	method	making	sure	it’s	

secure.	

• 13.	Check	Weather, Solar	Radiation/Storm	Levels,	Wind	speed/direction	

and	is	the	location	you	will	fly	in	is	within	a	No	Fly	Zone	or	not.

PHASE 2

• 1:	Make	sure	the	area	is	safe	not	only	for	you	and	your phantom	but	

members	of	the	public,	animals	and	other	aircraft	too.	

• 2:	Carefully	unpack	the	Phantom 3	and	the	controller,	tablet,	batteries	

and	propellers	onto	a	clean	surface.	Check the	Phantom	to	make	sure	its	

not	damaged.	Also	remember	to	remove	any	lens	cap	and	check	the	lens	

is	clean	on	the	camera.

• 3:	Mount	the tablet/phone	onto	the	Phantom	3	controller	and	attach	the	

USB	cable	from the	device	to	it.

• 4:	Put	the	battery	into	the	Phantom	3	making sure	it	is	seated	correctly.

• 5:	Attach	a	set	of	propellers to	each	motor.	Make	sure	to	mount	the	Black	

headed	hubs	to	the	black	tipped	motors	and	the	Gray	headed	hubs	to	the	

silver	tipped	motors.

.

• 6:	Place	the	Phantom	3	on	clean	level	ground.	Use	a	small	square	sheet	of	

plywood	or	a	transport	case	if	needed.

• 7: Remove	the	Gimbal	Guard.
14

• 8:	Power	on	the	controller	and	then	the	Phantom	3.	Open	the	Pilot	App	

on	the tablet/phone	and	verify	a	live	feed	can	been	seen	from	the	

aircraft.	Allow	it	to	set	a	“Home	Point”.	Monitor	the	aircraft’s	status	lights	

to	confirm	this	as	well	as	the	Pilot	App.	Have	the	antennas	setup	like	

Rabbit	Ears.

• 9.	Turn	the	volume	UP	on	the	tablet	with	the	Pilot	App	Open.

• 10.	Set	the	brightness	to	full	on	the tablet.

• 11:	Calibrate	the	compass.	Keep	the Phantom	about	10	feet	from	the	

controller	and	any	metal	objects	when	doing	compass	calibration.	If	the	

calibration	fails,	move	the	Phantom	from	its	current	location	and	try	

again.

• 12.	Check	that	the	PAF	switch	is	in	the	desired	position.	P	mode	is	best	to	

start	with.

• 13:	Move	about	10	feet	from	the	Phantom	making	sure	the	back	of	it	is	

facing	the	PIC.	Arm	the	motors	using	the	CSC	(Combination Stick	

Command).	The	Pilot	App	will	confirm	the	aircraft	is	ready	to	fly.	Make	

sure	a	valid	“Home	Point”	has	been	recorded.

• 14:	Slowly	increase	the	throttle	and	lift	the	Phantom	3	about	15	feet	off	

the	ground.	Do	a	slow	left/right/forward/back	movement	and	YAW	to	

confirm	it’s stable	and	working	as	expected.

FLIGHT	OPERATIONS AND	LINE	OF	SIGHT	PLAN

1.	Operations	authorized	by	this	grant	of	exemption	will	be	limited	to	the	following	

aircraft	described	in	the	operating	documents,	rotorcraft	sUAS	weighing	less	than	55	

pounds	maximum	gross	weight:	DJI	Phantom	3	Unmanned	Aircraft	Systems.	Proposed	

operations	of	any	other	aircraft	will	require	a	new	petition	or a	petition	to	amend	this	

grant,	except	for	any	DJI	UAS	that	are	purchased	new	such	as	but	not	limited	to	the	DJI	

Inspire.

2.	sUAS	operations	under	this exemption	will	be	limited	to	conducting	operations	for	the	

purpose	of	aerial	video	and	photography.	

3.	The	sUAS	may	not	be	flown	at	an	indicated	airspeed	exceeding	20	knots.
15

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

(AGL),	as	indicated	by	the	procedures	specified	in	the	operating	documents	unless	a	

special	request	is	made	and	approved	by	ATC.	All	altitudes	reported	to	ATC	must	be	in	

feet	AGL.	

5.	The	sUAS	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.

6.	The	use	of	first	person	view	(FPV)	by	the	PIC	or	safety	observer	(SO)	is	not	permitted.	

7.	All	operations	must	utilize	a	safety	observer	(SO).	The	SO	may	be	used	to	satisfy	the	

VLOS	requirement	as	long	as	the	PIC	always	maintains	VLOS	capability.	The	SO	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	SO	can	perform	the	functions	prescribed	in	the	operating	documents.	

8.	The	SO	must	not	perform	any	other	duties	beyond	assisting	the	PIC	with	seeing	and	

avoiding	other	air	traffic	and	other	ground	based	obstacles/obstructions	and	is	not	

permitted	to	operate	the	camera	or	other	instruments.	

9.	The	operating	documents	and	the	grant	of	exemption	must	be	accessible	during	sUAS	

operations	and	made	available	to	the	Administrator	upon	request.	If	a	discrepancy	

exists	between	the	conditions	and	limitations	contained	in	the	grant	of	exemption	and	

the	procedures	outlined	in	the	operating	documents,	the	conditions	and	limitations	

contained	in	the	grant	of	exemption	take	precedence	and	must	be	followed.	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	upon	request.	The	operator	must	also	present	updated	and	revised	

documents	if	it	petitions	for	extension	or	amendment	to	the	grant	of	exemption. If	the	

operator	determines	that	any	update	or	revision	would	affect	the	basis	upon	which	the	

FAA	granted	the	exemption,	then	the	operator	must	petition	for	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.	

10.	The	sUAS may	not	operate	within	5	nautical	miles	of	an	airport	reference	point	as	

denoted	on	a	current	FAA-published	aeronautical	chart	unless	a	letter	of	agreement	
16

with	that	airport’s	management	is	obtained,	and	the	operation	is	conducted	in	

accordance	with	a	NOTAM	as	required	by	the	operator’s	COA.	The	letter	of	agreement	

with	the	airport	management	must	be	made	available	to	the	Administrator	upon	

request.	

11.	The	sUAS 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.	

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

in	accordance with	the	operating	documents.	

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

weather	conditions)	there	is	enough	power	to	fly	at	normal	cruising	speed	to	the	

intended	landing	point	and	land	the	sUAS	with	25%	battery	power	remaining.	

14.	The	UA	must	remain	clear	and	yield	the	right	of	way	to	all	manned	aviation	

operations	and	activities	at	all	times.

15.	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.	

MAINTENANCE	AND	REPAIR	PLAN

1.	Prior	to	each	flight	the	PIC	must	inspect	the	UAS	to	ensure	that	it	is	in	a	condition	for	

safe	flight.	If	the	inspection	reveals	a	condition	that	affects	the	safe	operation	of	the	

sUAS,	the	aircraft	is	prohibited from	operating	until	the	necessary	maintenance	has	

been	performed	and	the	sUAS	is	found	to	be	in	a	condition	for	safe	flight.	The	Ground	

Control	Station	must	be	included	in	the	preflight	inspection.	All	maintenance	and	

alterations	must	be	properly	documented	in	the	aircraft	records.

2.	Any	sUAS	that	has	undergone	maintenance	or	alterations	that	affect	the	sUAS	

operation	or	flight	characteristics,	e.g.	replacement	of	a	flight	critical	component,	must	

undergo	a	functional	test	flight.	The	PIC	who	conducts	the	functional	test	flight	must	

make	an	entry	in	the	aircraft	records.	
17

3.	The	pre-flight	inspection	must	account	for	all	potential	discrepancies,	e.g.	inoperable	

components,	items,	or	equipment,	not	already	covered	in	the	relevant	sections	of	the	

operating	documents.	

4.	The	operator	must	follow	the	sUAS	manufacturer’s	aircraft/component,	maintenance,	

overhaul,	replacement,	inspection,	and	life	limit	requirements.	

5.	The	operator	must	carry	out	its	maintenance,	inspections,	and	record	keeping	

requirements,	in	accordance	with	the	operating	documents.	Maintenance,	inspection,	

alterations,	and	status	of	replacement/overhaul	component	parts	must	be	noted	in	the	

aircraft	records,	including	total	time	in	service,	description	of	work	accomplished,	and	

the	signature	of	the	authorized	person	returning	the	UAS	to	service.	

6.	Each	sUAS	operated	under	this	exemption	must	comply	with	all	manufacturer	Safety	

Bulletins.	

7.	The	authorized	person	must	make	an	entry	in	the	aircraft	record	of	the	corrective	

action	taken	against	discrepancies	discovered	between	inspections.	

AIRPORT	OPERATIONS	PLAN

1. The	sUAS may	not	operate	within	5	nautical	miles	of	an	airport	reference	point	as	

denoted	on	a	current	FAA-published	aeronautical	chart	unless	a	letter	of	agreement	

with	that	airport’s	management	is	obtained,	and	the	operation	is	conducted	in	

accordance	with	a	NOTAM	as	required	by	the	operator’s	COA.	The	letter	of	agreement	

with	the	airport	management	must	be	made	available	to	the	Administrator	upon	

request.

RADIO	FREQUENCY	SPECTRUM

The	DJI	Phantoms	transmitters	used	for	controlling	the	sUAS	complies	with	part	15	of	

the	FCC	rules.	Operation	is	subject	to	the	following	two	conditions:	(1)	This	device	may	

not	cause	harmful	interference,	and	(2)	this	device	must	accept	any	interference	

received,	including	interference	that	may	cause	undesired	operation.	The	DJI	Phantoms	

radio	transmitter	used	for	controlling	the	sUAS	is	wireless	technology,	which has	been	

tested	and	found	to	be	compliant	with	the	applicable	regulations	governing	a	

radiotransmitter	in	the	2.400GHz	to	2.4835GHz	frequency	range.
18

When	operating	the	DJI	Phantoms	transmitter,	the	PIC	will	maintain	a	separation	

distance	of	at	least	two	inches	between	his	body	(excluding	fingers,	hands,	wrists,	ankles	

and	feet)	and	the antenna	to	meet	RF	exposure	safety	requirements	as	determined	by	

FCC	regulations.

BENEFITS	OF	THE	PUBLIC	SECTOR

1.	The	Public	Will	Benefit	From	Decreased	Congestion	Of	The	NAS.	

The	 DJI	 Phantom	 3	 and	 Inspire	UAS	 are	 battery	 powered	 and	 serve	 as	 a	 safe,

efficient,	and	economical	alternative	to	the	manned	aircraft	traditionally	utilized	

to	obtain	aerial	imagery.	By	reducing	the	amount	of	manned	aircraft	needed	to	

perform	aerial	acquisitions,	an	exemption	allowing	 the	 use	 of	a	DJI	 Phantom	 3	

and	Inspire	UAS would	reduce	the	amount	of	manned	aircraft	in	the	NAS,	reduce	

noise	and	air	pollution,	as	well	as	increase	the	safety	of	life	and	property	in	the	

air	and	on	the	ground.	

Furthermore,	by	reducing	the	number	of	manned	aircraft	operating	in	the	NAS,	

congestion	 around	 airports	 caused	 by	 arriving	 and	 departing	 aircraft	 will	 be	

reduced.	The	DJI	Phantom	3	and	Inspire	UAS	do	not	require	an	airport	to	takeoff	

or	 land.	 Likewise,	 a	 reduction	 of	 manned	 aircraft	 conducting	 aerial	 video	 and	

photography	missions	would	result	in	fewer	aircraft	that	must	be	handled	by	air	

traffic	control	during	the	ground,	takeoff,	departure,	arrival,	and	landing	phases	

of	flight	operations.

2.	 The	 Public	 Will	 Benefit	 From	 The	 Safety	 And	 Efficiency	 Of	 The	 DJI	 Phantom	 3 &	

Inspire UAS.	

Conducting	aerial	acquisitions	with	 the	DJI	Phantom	3	and	Inspire	UAS,	instead	

of	 manned	 aircraft,	 will	 greatly	 benefit	 the	 public	 by	 drastically	 reducing	 the	

levels	of	air	and	noise	pollution	generated	during	traditional	aerial	video	and	still	

photography	 flight	operations.	By	using	battery	power	and	electric	motors,	 the	

DJI	Phantom	3	and	Inspire	UAS	produce	no	air	pollution,	and	is	the	most	viable	

environmentally	 conscious	 alternative	 to	 the	 cabin	 class,	 six	 cylinder	 internal	

combustion	 engine	 aircraft	 that	 are	 typically	 utilized	 for	 aerial	 video	 and	

photography,	 while	 burning	 approximately	 20-30	 gallons	 per	 hour	 of	 leaded	

aviation	 fuel.	 The	 DJI	 Phantom	 3	 and	 Inspire	 UAS,	 while	 reducing	 the	 carbon	
19

footprint	 of	 aerial	 acquisitions,	 also	 eliminates	 noise	 pollution,	 as	 the	 UAS	 are	

propelled	 by	 battery	 powered	 electric	 motors,	 rather	 than	 an	 internal	

combustion	engine.	

By	 using	 the	 DJI	 Phantom	 3	 or	 Inspire	UAS	 to	 perform	 aerial	 acquisitions,	 the	

substantial	risk	to	life	and	property	in	the	air	and	on	the	ground,	which	is	usually	

associated	with	traditional	manned	aircraft	flight	operations,	will	be	substantially	

reduced	 or	 completely	eliminated.	Aside	 from	 the	 lack	 of	 flight	 crew	members	

located	onboard	the	aircraft,	the	DJI	Phantom	3	and	Inspire	UAS	has	less	physical	

potential	for	collateral	damage	to	life	and	property	on	the	ground,	and	in	the	air,	

compared	 to	 the	 manned	 aircraft	 that	 typically	 conduct	 similar	 operations	

(weighing	 approximately	 6,000	 pounds	 with	 a	 wingspan	 of	 approximately	 42	

feet,	a	length	of	34	feet,	and	a	fuel	capacity	of	180	gallons).	

3.	Performing	Aerial	Video	and	Photography	Operations	With	The	DJI	Phantom	3 &	

Inspire UAS	Will	Benefit	The	Economy.	

In	 addition	 to	 being	 safe	 and	efficient,	 the	DJI	 Phantom	 3 and	Inspire UAS	 are	

also	an	economical	alternative	to	using	manned	aircraft	to	conduct	similar	aerial	

operations.	As	such,	operation	of	 the	DJI	Phantom	3	and	Inspire	UAS	will	allow	

United	States	based	companies,	like	Uranko	Productions,	to	remain	competitive	

and	contribute	to	growth	of	the	U.S.	economy.	Specifically,	with	the	rising	cost	of	

aviation	 fuel	 and	 the	 Environmental	 Protection	 Agency	 (“EPA”)	 regulatory	

actions	phasing	out	leaded	aviation	 fuels,	U.S.	owned	and	operated	companies	

must	 adopt	 new	 and	 alternative	 technology	 in	 order	 to	 remain	 competitive.	

Operating	 the	 battery	 powered	 DJI	 Phantom	 3 and	 Inspire UAS	 is	 one	 such	

technology	 that	 not	 only	 allows	 companies	 greater	 operational	 flexibility	

compared	 to	 manned	 aircraft,	 but	 provides	 such	 flexibility	 without	 the	 high	

operational	cost	of	a	traditional	manned	aircraft.	

By	 operating	 the	 DJI	 Phantom	 3 and	 Inspire UAS,	 companies	 such	 as	 Uranko	

Productions,	 can	 remain	 competitive	 and	 profitable,	 and	 therefore,	 provide	

greater	 job	 stability	 to	 employees	 and	 contractors,	 which	 will	 ultimately	

contribute	 to	 growth	 of	 the	 U.S.	 economy.	 Improved	 financial	 performance	 of	

U.S.	 companies,	 through	 commercial	 use	 of	 the	 DJI	 UAS,	 provides	 a	 stable	

workforce	 that	increases	consumer	spending;	improves	local,	state,	and	 federal	

tax	 revenues;	 and	 allows	 companies	 to	 invest	 in	 research	 and	 development	 in	

order	to	remain	competitive	both	in	the	United	States	and	abroad.	
20

CONCLUSION

As	set	forth	herein,	Uranko	Productions	seeks	an	exemption	pursuant	to	14	C.F.R.	§	11.61	and	

Section	333	of	the	FAA	Modernization	and	Reform	Act	of	2012	(FMRA),	which	will	permit	safe	

operation	 of	 the	 DJI	 Phantom	 3 and	 Inspire UAS	 commercially,	 without	 an	 airworthiness	

certificate,	 for	 the	 limited	 purpose	 of	 conducting	 aerial	 video	 and	 photography	 over	 certain	

areas	of	the	United States.	By	granting	this	Petition,	the	FAA	Administrator	will	be	fulfilling	the	

Congressional	mandate	of	the	FAA	Modernization	and	Reform	Act	of	2012,	while	also	advancing	

the	 interests	 of	 the	 public,	 by	 allowing	 Uranko	 Productions to	 safely,	 efficiently, and	

economically	operate	the	DJI	Phantom	3	and	Inspire	UAS	commercially	within	the	NAS.	
21

APPENDIX	‘A’

1.		Display	of	Marks	General	(14	C.F.R.	§45.23	(b))

(b) 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

2.		Size	of	Marks	(14	C.F.R	§45.29)

(a) Except	as	provided	in	paragraph	(f)	of	this	section,	each	operator	of	an	aircraft	must	

display	marks	on	the	aircraft	meeting	the	size	requirements	of	this	section.

(b) Height. Except	as	provided	in	paragraph	(h)	of	this	part,	the	nationality	and	

registration	marks	must	be	of	equal	height	and	on—

(1) Fixed-wing	aircraft,	must	be	at	least	12	inches	high,	except	that:

(i) An	aircraft	displaying	marks	at	least	2	inches	high	before	November	1,	

1981	and	an	aircraft	manufactured	after	November	2,	1981,	but	before	

January	1,	1983,	may	display	those	marks	until	the	aircraft	is	repainted	or	

the	marks	are	repainted,	restored,	or	changed;

(ii) Marks	at	least	3	inches	high	may	be	displayed	on	a	glider;

(iii) Marks	at	least	3	inches	high	may	be	displayed	on	an	aircraft	for	which	

the	FAA	has	issued	an	experimental	certificate	under	§	21.191	(d),	§	

21.191	(g),	or	§	21.191	(i) of	this	chapter	to	operate	as	an	exhibition	

aircraft,	an	amateur-built	aircraft,	or	a	light-sport	aircraft	when	the	

maximum	cruising	speed	of	the	aircraft	does	not	exceed	180	knots	CAS;	

and

(iv) Marks	may	be	displayed	on	an	exhibition,	antique,	or	other	aircraft	in	

accordance	with	§	45.22.

(2) Airships,	spherical	balloons,	nonspherical	balloons,	powered	parachutes,	and	

weight-shift-control	aircraft	must	be	at	least	3	inches	high;	and

(3) Rotorcraft,	must	be	at	least	12	inches	high,	except	that	rotorcraft	displaying	

before	April	18,	1983,	marks	required	by	§	45.29(b)(3) in	effect	on	April	17,	1983,	

and	rotorcraft	manufactured	on	or	after	April	18,	1983,	but	before	December	31,	

1983,	may	display	those	marks	until	the	aircraft	is	repainted	or	the	marks	are	

repainted,	restored,	or	changed.
22

(c) Width. Characters	must	be	two-thirds	as	wide	as	they	are	high,	except	the	number	

“1”,	which	must	be	one-sixth	as	wide	as	it	is	high,	and	the	letters	“M”	and	“W”	which	

may	be	as	wide	as	they	are	high.

(d) Thickness. Characters	must	be	formed	by	solid	lines	one-sixth	as	thick	as	the	

character	is	high.

(e) Spacing. The	space	between	each	character	may	not	be	less	than	one-fourth	of	the	

character	width.

(f) If	either	one	of	the	surfaces	authorized	for	displaying	required	marks	under	§	45.25 is	

large	enough	for	display	of	marks	meeting	the	size	requirements	of	this	section	and	the	

other	is	not,	full	size	marks	must	be	placed	on	the	larger	surface.	If	neither	surface	is	

large	enough	for	full-size	marks,	marks	as	large	as	practicable	must	be	displayed	on	the	

larger	of	the	two	surfaces.	If	no	surface	authorized	to	be	marked	by	§	45.27 is	large	

enough	for	full-size	marks,	marks	as	large	as	practicable	must	be	placed	on	the	largest	of	

the authorized	surfaces.	However,	powered	parachutes	and	weight-shift-control	aircraft	

must	display	marks	at	least	3	inches	high.

(g) Uniformity. The	marks	required	by	this	part	for	fixed-wing	aircraft	must	have	the	

same	height,	width,	thickness,	and	spacing on	both	sides	of	the	aircraft.

(h) After	March	7,	1988,	each	operator	of	an	aircraft	penetrating	an	ADIZ	or	DEWIZ	must	

display	on	that	aircraft	temporary	or	permanent	nationality	and	registration	marks	at	

least	12	inches	high.

3.	Requirement	for	Certificates,	Ratings,	and	Authorizations	(14	C.F.R.	§61.3)

(a) Required	pilot	certificate	for	operating	a	civil	aircraft	of	the	United	States. No	person	

may	serve	as	a	required	pilot	flight	crewmember	of	a	civil	aircraft	of	the	United	

States,	unless	that	person:

(1) Has	in	the	person's	physical	possession	or	readily	accessible	in	the	aircraft	

when	exercising	the	privileges	of	that	pilot	certificate	or	authorization—

(i) A	pilot	certificate	issued	under	this	part	and	in	accordance	with§	

61.19;

(ii) A	special	purpose	pilot	authorization	issued	under§	61.77;

(iii) A	temporary	certificate	issued	under§	61.17;

(iv) A	document	conveying	temporary	authority	to	exercise	certificate	

privileges	issued	by	the	Airmen	Certification	Branch	under§	61.29(e);	or

(v) When	operating	an	aircraft	within	a	foreign	country,	a	pilot	license	

issued	by	that	country	may	be	used.
23

4.	Medical	Certificates:	Requirement	and	Duration	(14	C.F.R	§61.23)

(a) Operations	requiring	a	medical	certificate. Except	as	provided	in	paragraphs	(b)	and	

(c)	of	this	section,	a	person—

(1) Must	hold	a	first-class	medical	certificate:

(i) When	exercising	the	pilot-in-command	privileges	of	an	airline	transport	pilot	

certificate;

(ii) When	exercising	the	second-in-command	privileges	of	an	airline	transport	

pilot	certificate	in a	flag	or	supplemental	operation	inpart	121	of	this	chapter

that	requires	three	or	more	pilots;	or

(iii) When	serving	as	a	required	pilot	flightcrew	member	in	an	operation	

conducted	underpart	121	of	this	chapter if	the	pilot	has	reached	his	or	her	60th	

birthday.

(2) Must	hold	at	least	a	second	class	medical	certificate	when	exercising:

(i) Second-in-command	privileges	of	an	airline	transport	pilot	certificate	inpart	

121	of	this	chapter (other	than	operations	specified	in	paragraph	(a)(1)(ii)	of	this	

section);	or

(ii) Privileges	of	a	commercial	pilot	certificate;	or

(3) Must	hold	at least	a	third-class	medical	certificate—

(i) When	exercising	the	privileges	of	a	private	pilot	certificate;

(ii) When	exercising	the	privileges	of	a	recreational	pilot	certificate;

(iii) When	exercising	the	privileges	of	a	student	pilot	certificate;

(iv) When	exercising	the	privileges	of	a	flight	instructor	certificate	and	acting	as	

the	pilot	in	command;

(v) When	exercising	the	privileges	of	a	flight	instructor	certificate	and	serving	as	

a	required	pilot	flight	crewmember;

(vi) When	taking	a	practical	test in	an	aircraft	for	a	recreational	pilot,	private	

pilot,	commercial	pilot,	or	airline	transport	pilot	certificate,	or	for	a	flight	

instructor	certificate;	or

(vii) When	performing	the	duties	as	an	Examiner	in	an	aircraft	when	

administering	a	practical	test or	proficiency	check	for	an	airman	certificate,	

rating,	or	authorization.

5.	Private	Pilot	Privileges	and	Limitations:	Pilot	In	Command	(14	C.F.R.	§61.113(a)	and	(b))

(a) Except	as	provided	in	paragraphs	(b)	through	(h)	of	this	section,	no	person	who	

holds a	private	pilot	certificate	may	act	as	pilot	in	command	of	an	aircraft	that	is	
24

carrying	passengers	or	property	for	compensation	or	hire;	nor	may	that	person,	for	

compensation	or	hire,	act	as	pilot	in	command	of	an	aircraft.

(b) A	private	pilot	may,	for	compensation	or	hire,	act	as	pilot	in	command	of	an	aircraft	

in	connection	with	any	business	or	employment	if:

(1) The	flight	is	only	incidental	to	that	business	or	employment;	and

(2) The	aircraft	does	not	carry	passengers	or	property	for	compensation	or	hire.

6. Commercial	Pilot	Privileges	and	Limitations	(14	C.F.R.	§61.133(a))

(a) Privileges

(1) General. A	person	who	holds	a	commercial	pilot	certificate	may	act	as	pilot	in	

command	of	an	aircraft—

(i) Carrying	persons	or	property	for	compensation	or	hire,	provided	the	person	is	

qualified	in	accordance	with	this	part	and	with	the	applicable	parts	of	this	

chapter	that	apply	to	the	operation;	and

(ii) For	compensation	or	hire,	provided	the	person	is	qualified	in	accordance	with	

this	part	and	with	the	applicable	parts	of	this	chapter	that	apply	to	the	

operation.

(2) Commercial	pilots	with	lighter-than-air	category	ratings. A	person	with	a	

commercial	pilot	certificate	with	a	lighter-than-air	category	rating	may—

(i) For	an	airship

(A) Give	flight	and	ground	training	in	an	airship	for	the	issuance	of	a	

certificate	or	rating;

(B) Give	an	endorsement	for	a	pilot	certificate	with	an	airship	rating;

(C) Endorse	a	student	pilot	certificate	or	logbook	for	solo	operating	

privileges	in	an	airship;

(D) Act	as	pilot	in	command	of	an	airship	under	IFR	or	in	weather	

conditions	less	than	the	minimum	prescribed	for	VFR	flight;	and

(E) Give	flight	and	ground	training	and	endorsements	that	are	required	

for	a	flight	review,	an	operating	privilege	or	recency-of-experience	

requirements	of this	part.

(ii) For	a	balloon

(A) Give	flight	and	ground	training	in	a	balloon	for	the	issuance	of	a	

certificate	or	rating;

(B) Give	an	endorsement	for	a	pilot	certificate	with	a	balloon	rating;

(C) Endorse	a	student	pilot	certificate	or	logbook	for	solo operating	
25

privileges	in	a	balloon;	and

(D) Give	ground	and	flight	training	and	endorsements	that	are	required	

for	a	flight	review,	an	operating	privilege,	or	recency-of-experience	

requirements	of	this	part.

7.	Civil	Aircraft	Airworthiness	(14	C.F.R.	§91.7	(a))

(a) No	person	may	operate	a	civil	aircraft	unless	it	is	in	an	airworthy	condition.

8.	Civil	Aircraft	Flight	Manual,	Marking,	and	Placard	Requirements	(14	C.F.R.	§	91.9	(b)(2))

(a) Except	as	provided	in	paragraph	(d)	of	this	section,	no	person	may	operate	a	civil	

aircraft	without	complying	with	the	operating	limitations	specified	in	the	approved	

Airplane	or	Rotorcraft	Flight	Manual,	markings,	and	placards,	or	as	otherwise	

prescribed	by	the	certificating	authority	of	the	country	of	registry.

(b) No	person	may	operate	a	U.S.-registered	civil	aircraft—

(1) For	which	an	Airplane	or	Rotorcraft	Flight	Manual	is	required	by§	21.5 of	this	

chapter	unless	there	is	available	in	the	aircraft	a	current,	approved	Airplane	

or	Rotorcraft	Flight	Manual	or	the	manual	provided	for	in	§	121.141(b);	and

(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.

9.	Flight	Instruction;	Simulated	Instrument	Flight	and	Certain	Flight	Tests	(14	C.F.R.	§	91.109)

(a) 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.	

However,	instrument	flight	instruction	may	be	given	in	an	airplane	that	is	equipped	

with	a	single,	functioning	throwover	control	wheel	that	controls	the	elevator	and	

ailerons,	in	place	of	fixed,	dual	controls,	when—

(1) The	instructor	has	determined	that	the flight	can	be	conducted	safely;	and

(2) The	person	manipulating	the	controls	has	at	least	a	private	pilot	certificate	with	

appropriate	category	and	class	ratings.

(b) An	airplane	equipped	with	a	single,	functioning	throwover	control	wheel	that	

controls	the	elevator	and	ailerons,	in	place	of	fixed,	dual	controls	may	be	used	for	

flight	instruction	to	conduct	a	flight	review	required	by§	61.56 of	this	chapter,	or	to	

obtain	recent	flight	experience	or an	instrument	proficiency	check	required	by	§	
26

61.57 when—

(1) The	airplane	is	equipped	with	operable	rudder	pedals	at	both	pilot	

stations;

(2) The	pilot	manipulating	the	controls	is	qualified	to	serve	and	serves	as	

pilot	in	command	during	the	entire	flight;

(3) The	instructor	is	current	and	qualified	to	serve	as	pilot	in	command	of	

the	airplane,	meets	the	requirements	of§	61.195(b),	and	has	logged	at	

least	25	hours	of	pilot-in-command	flight	time	in	the	make	and	model	of	

airplane;	and

(4) The	pilot	in	command	and	the	instructor	have	determined	the	flight	

can	be	conducted	safely.

(c) No	person	may	operate	a	civil	aircraft	in	simulated	instrument	flight	unless—

(1) The	other	control	seat	is	occupied	by	a	safety	pilot	who	possesses	at	least	a	

private	pilot	certificate	with	category	and	class	ratings	appropriate	to	the	

aircraft	being	flown.

(2) The	safety	pilot	has	adequate	vision	forward	and	to	each	side	of	the	aircraft,	

or	a	competent	observer	in	the	aircraft	adequately	supplements	the	vision	of	the	

safety	pilot;	and

(3) Except	in	the	case	of	lighter-than-air	aircraft,	that	aircraft	is	equipped	with	

fully	functioning	dual	controls.	However,	simulated	instrument	flight	may	be	

conducted	in	a	single-engine	airplane,	equipped	with	a	single,	functioning,	

throwover	control	wheel,	in	place	of	fixed,	dual	controls	of	the	elevator	and	

ailerons,	when—

(i) The	safety	pilot	has	determined	that	the flight	can	be	conducted	

safely;	and

(ii) The	person	manipulating	the	controls	has	at	least	a	private	pilot	

certificate	with	appropriate	category	and	class	ratings.

(d) No	person	may	operate	a	civil	aircraft	that	is	being	used	for	a	flight	test	for	an	airline	

transport	pilot	certificate	or	a	class	or	type	rating	on	that	certificate,	or	for	apart	121

proficiency	flight	test,	unless	the	pilot	seated	at	the	controls,	other	than	the	pilot	being	

checked,	is	fully	qualified	to	act	as	pilot	in	command	of	the	aircraft.

10.	Minimum	Safe	Altitudes:	General	(14	C.F.R.	§91.119)

Except	when	necessary	for	takeoff	or	landing,	no	person	may	operate	an	aircraft	below	

the	following	altitudes:

(a) Anywhere. An	altitude	allowing,	if	a	power	unit	fails,	an	emergency	landing	
27

without	undue	hazard	to	persons	or	property	on	the	surface.

(b) Over	congested	areas. Over	any	congested	area	of	a	city,	town,	or	

settlement,	or	over	any	open	air	assembly	of	persons,	an	altitude	of	1,000	feet	

above	the	highest	obstacle	within	a	horizontal	radius	of	2,000	feet	of	the	aircraft.

(c) Over	other	than	congested	areas. An	altitude	of	500	feet	above	the	surface,	

except	over	open	water	or	sparsely	populated	areas.	In	those	cases,	the	aircraft	

may	not	be	operated	closer	than	500	feet	to	any	person,	vessel,	vehicle,	or	

structure.

(d) Helicopters,	powered	parachutes,	and	weight-shift-control	aircraft. If	the	

operation	is	conducted	without	hazard	to	persons	or	property	on	the	surface—

(1) A	helicopter	may	be	operated	at	less	than	the	minimums	prescribed	in	

paragraph	(b)	or	(c)	of	this	section,	provided	each	person	operating	the	

helicopter	complies	with	any	routes	or	altitudes	specifically	prescribed	

for	helicopters	by	the	FAA;	and

(2) A	powered	parachute	or	weight-shift-control	aircraft	may	be	operated	

at	less	than	the	minimums	prescribed	in	paragraph	(c)	of	this	section.

11.	Altimeter	Settings	(14	C.F.R.	§91.121)

(a) Each	person	operating	an	aircraft	shall	maintain	the	cruising	altitude	or	flight	level	of	

that	aircraft,	as	the	case	may	be,	by	reference	to	an	altimeter	that	is	set,	when	

operating—

(1) Below	18,000	feet	MSL,	to—

(i) The	current	reported	altimeter	setting	of	a	station	along	the	route	and	within	

100	nautical	miles	of	the	aircraft;

(ii) If	there	is	no	station	within	the	area	prescribed	in	paragraph	(a)(1)(i)	of	this	

section,	the	current	reported	altimeter	setting	of	an	appropriate	available	

station;	or

(iii) In	the	case	of	an	aircraft	not	equipped	with	a	radio,	the	elevation	of	the	

departure	airport	or	an	appropriate	altimeter	setting	available	before	departure;	

or

(2) At	or	above	18,000	feet	MSL,	to	29.92′′	Hg.

(b) The	lowest	usable	flight	level	is	determined	by	the	atmospheric	pressure	in	the	area	

of	operation	as	shown	in	the	following	table:
28

Current	altimeter	setting Lowest	usable	flight	level

29.92	(or	higher) 180

29.91	through	29.42 185

29.41	through	28.92 190

28.91	through	28.42 195

28.41	through	27.92 200

27.91	through	27.42 205

27.41	through	26.92 210

(c) To	convert	minimum	altitude	prescribed	under§§	91.119 and	91.177 to	the	minimum	

flight	level,	the	pilot	shall	take	the	flight	level	equivalent	of	the	minimum	altitude	in	feet	

and	add	the	appropriate	number	of	feet	specified	below,	according	to	the	current	

reported	altimeter	setting:

Current	altimeter	setting Adjustment	factor

29.92	(or	higher) None

29.91	through	29.42 500

29.41	through	28.92 1,000

28.91	through	28.42 1,500

28.41	through	27.92 2,000

27.91	through	27.42 2,500

27.41	through	26.92 3,000

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

(a) No	person	may	begin	a	flight	in	an	airplane	under	VFR	conditions	unless	(considering	

wind	and	forecast	weather	conditions)	there	is	enough	fuel	to	fly	to	the	first	point	of	

intended	landing	and,	assuming	normal	cruising	speed—

(1) During	the	day,	to	fly	after	that	for	at	least	30	minutes;	or

(2) At	night,	to	fly	after	that	for	at	least	45	minutes.

(b) No	person	may	begin	a	flight	in	a	rotorcraft	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,	to	fly	after	that	for	at	least	20	

minutes.

13.	Civil	Aircraft:	Certification	Required	(14	C.F.R.	§91.203	(a)	&	(b)

(a) Except	as	provided	in§	91.715,	no	person	may	operate	a	civil	aircraft	unless	it	has	

within	it	the	following:
29

(1) An	appropriate	and	current	airworthiness	certificate.	Each	U.S.	airworthiness	

certificate	used	to	comply	with	this	subparagraph	(except	a	special	flight	

permit,	a	copy	of	the	applicable	operations	specifications	issued under§	

21.197(c) of	this	chapter,	appropriate	sections	of	the	air	carrier	manual	

required	by	parts	121 and	135	of	this	chapter containing	that	portion	of	the	

operations	specifications	issued	under	§	21.197(c),	or	an	authorization	under	

§	91.611)	must	have	on	it	the	registration	number	assigned	to	the	aircraft	

under	part	47	of	this	chapter.	However,	the	airworthiness	certificate	need

not	have	on	it	an	assigned	special	identification	number	before	10	days	after	

that	number	is	first	affixed	to	the	aircraft.	A	revised	airworthiness	certificate	

having	on	it	an	assigned	special	identification	number,	that	has	been	affixed	

to	an	aircraft,	may	only	be	obtained	upon	application	to	an	FAA	Flight	

Standards	district	office.

(2) An	effective	U.S.	registration	certificate	issued	to	its	owner	or,	for	operation	

within	the	United	States,	the	second	copy	of	the	Aircraft	registration	

Application	as	provided	for	in§	47.31(c),	or	a	registration	certification	issued	

under	the	laws	of	a	foreign	country.

(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.

14.	Powered	Civil	Aircraft	with	Standard	Category	U.S.	Airworthiness	Certificates:	Instrument	

and	Equipment	Requirements	14	C.F.R.	§91.205	(b)

(a) General. Except	as	provided	in	paragraphs	(c)(3)	and	(e)	of	this	section,	no	person	

may	operate	a	powered	civil	aircraft	with	a	standard	category	U.S.	airworthiness	

certificate	in	any	operation	described	in	paragraphs	(b)	through	(f)	of	this	section	

unless	that	aircraft	contains	the	instruments	and	equipment	specified	in	those	

paragraphs	(or	FAA-approved	equivalents)	for	that	type	of	operation,	and	those	

instruments	and	items	of	equipment	are	in	operable	condition.

(b) Visual-flight	rules	(day). For	VFR	flight	during	the	day,	the	following	instruments	and	

equipment	are	required:

(1) Airspeed	indicator.

(2) Altimeter.

(3) Magnetic	direction	indicator.

(4) Tachometer	for	each	engine.

(5) Oil	pressure	gauge	for	each	engine	using	pressure	system.

(6) Temperature	gauge	for	each	liquid-cooled	engine.

(7) Oil	temperature	gauge	for	each	air-cooled	engine.

(8) Manifold	pressure	gauge	for	each altitude	engine.
30

(9) Fuel	gauge	indicating	the	quantity	of	fuel	in	each	tank.

(10) Landing	gear	position	indicator,	if	the	aircraft	has	a	retractable	landing	gear.

(11) For	small	civil	airplanes	certificated	after	March	11,	1996,	in	accordance	

withpart	23	of	this	chapter,	an	approved	aviation	red	or	aviation	white	

anticollision	light	system.	In	the	event	of	failure	of	any	light	of	the	anticollision	

light	system,	operation	of	the	aircraft	may	continue	to	a	location	where	repairs	

or	replacement	can	be	made.

(12) If	the	aircraft	is	operated	for	hire	over	water	and	beyond	power-off	gliding	

distance	from	shore,	approved	flotation	gear	readily	available	to	each	occupant	

and,	unless	the	aircraft	is	operating	underpart	121	of	this	subchapter,	at	least	

one	pyrotechnic	signaling	device.	As	used	in	this	section,	“shore”	means	that	

area	of	the	land	adjacent	to	the	water	which	is	above	the	high	water	mark	and	

excludes	land	areas	which	are	intermittently	under	water.

(13) An	approved	safety	belt	with	an	approved	metal-to-metal	latching	device	

for	each	occupant	2	years	of	age	or	older.

(14) For	small	civil	airplanes	manufactured	after	July	18,	1978,	an	approved	

shoulder	harness	for	each	front	seat.	The	shoulder	harness	must	be	designed	to	

protect	the	occupant	from	serious	head	injury	when	the	occupant	experiences	

the	ultimate	inertia	forces	specified	in§	23.561(b)(2) of	this	chapter.	Each	

shoulder	harness	installed	at	a	flight	crewmember	station	must	permit	the	

crewmember,	when	seated	and	with	the	safety	belt	and	shoulder	harness	

fastened,	to	perform	all	functions	necessary	for	flight	operations.	For	purposes	

of	this	paragraph—

(i) The	date	of	manufacture	of	an	airplane	is	the	date	the	inspection	

acceptance	records	reflect	that	the	airplane	is	complete	and	meets	the	

FAA-approved	type	design	data;	and

(ii) A	front	seat	is	a	seat	located	at	a	flight	crewmember	station	or	any	

seat	located	alongside	such	a	seat.

(15) An	emergency	locator	transmitter,	if	required	by§	91.207.

(16) For	normal,	utility,	and	acrobatic	category	airplanes	with	a	seating	

configuration,	excluding	pilot	seats,	of	9	or	less,	manufactured	after	December	

12,	1986,	a	shoulder	harness	for—

(i) Each	front	seat	that	meets	the	requirements	of§	23.785	(g)	and	(h) of	

this	chapter	in	effect	on	December	12,	1985;

(ii) Each	additional	seat	that	meets	the	requirements	of§	23.785(g) of	this	

chapter	in	effect	on	December	12,	1985.

(17) For	rotorcraft	manufactured	after	September	16,	1992,	a	shoulder	harness	

for	each	seat	that	meets	the	requirements	of§	27.2 or	§	29.2 of	this	chapter	in	

effect	on	September	16,	1991.

(c) Visual	flight	rules	(night). For	VFR	flight	at	night,	the	following	instruments	and	

equipment	are	required:
31

(1) Instruments	and	equipment	specified	in	paragraph	(b)	of	this	section.

(2) Approved	position	lights.

(3) An	approved	aviation	red	or	aviation	white	anticollision	light	system	on	all	

U.S.-registered	civil	aircraft.	Anticollision	light	systems	initially	installed	after	

August	11,	1971,	on	aircraft	for	which	a	type	certificate	was	issued	or	applied	for	

before	August	11,	1971,	must	at	least	meet	the	anticollision	light	standards	

ofpart	23,	25,	27,	or	29	of	this	chapter,	as	applicable,	that	were	in	effect	on	

August	10,	1971,	except	that	the	color	may	be	either	aviation	red	or	aviation	

white.	In	the	event	of	failure	of	any	light	of	the	anticollision	light	system,	

operations	with	the	aircraft	may	be	continued	to	a	stop	where	repairs	or	

replacement	can	be	made.

(4) If	the	aircraft	is	operated	for	hire,	one	electric	landing	light.

(5) An	adequate	source	of	electrical	energy	for	all	installed	electrical	and	radio	

equipment.

(6) One	spare	set	of	fuses,	or	three	spare	fuses	of	each	kind	required,	that	are	

accessible	to	the	pilot	in	flight.

15.	Maintenance	Required	(14	C.F.R.	§91.405a)

Each owner or operator of an aircraft—

(a) 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[.] 

16.	Operation	After	Maintenance,	Preventive	Maintenance,	Rebuilding,	or	Alteration	(14	C.F.R.	

§91.407a)

(a) No person may operate any aircraft that has undergone maintenance, preventive 

maintenance, rebuilding, or alteration unless--

(1) It has been approved for return to service by a person authorized under § 43.7 

of this chapter[.] 

17.	Inspections	(14	C.F.R.	§91.409a)

(a) Except as provided in paragraph (c) of this section, no person may operate an aircraft 

unless, within the preceding 12 calendar months, it has had --

(1) An annual inspection in accordance with part 43 of this chapter and has been 

approved for return to service by a person authorized by § 43.7 of this chapter; or 

(2) An inspection for the issuance of an airworthiness certificate in accordance 

with part 21 of this chapter. 
32

18. Maintenance Records (14 C.F.R. §91.417	a	&	b)

(a) Except for work performed in accordance with §§ 91.411 and 91.413, each registered 

owner or operator shall keep the following records for the periods specified in paragraph 

(b) of this section: 

(1) Records of the maintenance, preventive maintenance, and alteration and 

records of the 100-hour, annual, progressive, and other required or approved 

inspections, as appropriate, for each aircraft (including the airframe) and each 

engine, propeller, rotor, and appliance of an aircraft. The records must include--

(i) A description (or reference to data acceptable to the Administrator) of the 

work performed; and 

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

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

for return to service. 

(2) Records containing the following information: 

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

each rotor. 

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

rotor, and appliance. 

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

are required to be overhauled on a specified time basis. 

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

last inspection required by the inspection program under which the aircraft 

and its appliances are maintained. 

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

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

directive number and revision date. If the AD or safety directive involves 

recurring action, the time and date when the next action is required. 

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

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

propellers, and appliances. 
33

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

prescribed: 

(1) The records specified in paragraph (a)(1) of this section shall be retained until 

the work is repeated or superseded by other work or for 1 year after the work is 

performed. 

(2) The records specified in paragraph (a)(2) of this section shall be retained and 

transferred with the aircraft at the time the aircraft is sold. 

(3) A list of defects furnished to a registered owner or operator under § 43.11 of 

this chapter shall be retained until the defects are repaired and the aircraft is 

approved for return to service.