229 Airport Rd

Longmont, CO 80503

Phone: (720) 608-1827

E-mail: miller@uasusa.com

URL: http://www.uasusa.com

July 31, 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 Modernization and Reform Act of

2012 and 14 C.F.R. Part 11

Dear Madam, Sir,

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 and 14 C.F.R. Part 11,

UASUSA seeks an exemption from the Federal Aviation Regulations detailed below for the Tempest and

Recon UAS. The Tempest UAS has a maximum gross takeoff weight (GTOW) of 15 lbs while the Recon

UAS has a maximum GTOW of 12 lbs. Both aircraft are fixed wing with electric propulsion. It should

be noted that the Tempest UAS is currently approved under multiple FAA Certificates of Authorization

(COA’s) and is being utilized for (but not limited to) cooperative flight experiments with multiple UAS,

severe storm research, soil moisture mapping, and multi-spectral mapping for agriculture.

The requested exemption would allow UASUSA to pursue commercial interests in aerial data collection

using small unmanned aircraft systems. The systems proposed will be used to conduct data gathering for

agricultural applications, aerial inspections, mapping, surveying, R&D search and rescue, and product

demonstrations. The team at UASUSA will operate in accordance with FAA N 8900.227 and utilize both

a Pilot in Command and a ground-based visual observer. UASUSA will also utilize emergency, lost link,

and lost communication procedures previously approved for FAA COA’s for the Tempest UAS. These are

available upon request. All flights under these exemptions will be conducted with the following restrictions:

1. Flights will be in Class G airspace at no more than 400’ AGL.

2. The UAS will be operated over private property only with the permission of the owner.

3. The UAS will not be operated over populated areas.

4. The UAS will not be operated within 5 NM of an airport.

5. Operations will be limited to daytime operations under visual meteorological conditions.

6. The aircraft will remain within visual line of sight of the observer at no more than 1/2 NM range.

7. A NOTAM will be issued prior to flight operations.

8. The UAS will have a maximum GTOW of less than 55 lbs.

9. The aircraft will be U.S. registered and display the N-number.
10. The PIC and Observer will possess the certifications required under N 8900.227.

11. No operator or observer will engage in, nor may an operator or observer permit, any activity during a

critical phase of flight which could distract any operator or observer from the performance of his/her

duties or interfere in any way with the proper conduct of his/her duties.

12. The PIC will conduct a pre-flight inspection prior to each flight so as to ensure that the UAS and

associated systems are in a condition for safe operation.

13. The PIC and observers will maintain two-way communications with each other during all operations;

if unable to maintain two-way communications, or if any condition occurs that may otherwise cause

the operation to be unsafe, the operator will immediately conclude the operation.

14. The aircraft will automatically return to a specific location if the communications link is lost.

15. All flights will be conducted below 70mph.

The regulations from which the exemption is requested are as follows. The Appendix contains details

of the UASUSA operations related to showing an equivalent level of safety for these exempt regulations.

• 14 C.F.R. Part 21, Subpart H

• 14 C.F.R. §91.203(a) and (b)

• 14 C.F.R. §45.23(b)

• 14 C.F.R. §61.23(a)

• 14 C.F.R. §61.113(a) and (b)

• 14 C.F.R. §61.133(a)

• 14 C.F.R. §91.7(a)

• 14 C.F.R. §91.9

• 14 C.F.R. §91.109(a)

• 14 C.F.R. §91.119

• 14 C.F.R. §91.121

• 14 C.F.R. §91.151(a)

• 14 C.F.R. Subpart E (§91.401 - §91.417)

UAS Overview

UASUSA is submitting this request for exemption for the Tempest and Recon UAS flown with one of three

avionics packages, the Piccolo Autopilot from Cloud Cap Technologies, the SwiftCore Flight Management

System from Black Swift Technologies, and the Pixhawk open source autopilot sold by 3D Robotics. The

Piccolo system is comprised of the Piccolo autopilot, the ground control station, and a laptop computer. The

SwiftCore is comprised of the SwiftPilot autopilot, SwiftStation ground control station, and the SwiftTab

user interface. The Pixhawk system utilizes the autopilot and the ground control station running on a

laptop. The SwiftCore and the Piccolo have been approved for use with the Tempest UAS by the University

of Colorado for operations in fundamental UAS research, atmospheric science missions, and soil moisture

mapping with multiple FAA COA’s. Furthermore, the University of Nebraska is using the Tempest and

SwiftCore FMS under an FAA COA to perform aerodynamic research applied towards agriculture. The

Tempest with the SwiftCore FMS has also successfully been reviewed by NASA Ames through a Flight

Safety and Flight Readiness Review Board. The proposed UAS with these avionics systems will be setup to

follow common UAS practices that have previously been approved for COA’s, including lost communication

and lost GPS contingencies, that incorporate return to home, autoland, and/or aerodynamic termination

depending on the combination of failures.

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UASUSA is proposing using the Tempest and Recon UAS to pursue further commercial applications.

Both aircraft are fixed wing aircraft with electric propulsion. Figure 1 below contains an image of both UAS.

The Tempest has a 10’ wing span, a maximum GTOW of 15 lbs, and utilizes composite construction using

both fiberglass and carbon fiber. The Recon has a 7.5’ wingspan, a maximum GTOW of 12 lbs, and utilizes

composite construction using both fiberglass and carbon fiber. The Piccolo, SwiftCore FMS, and Pixhawk

all allow for both manual flight through an RC transmitter and fully autonomous waypoint following. The

emergency and lost link procedures designed into the SwiftCore FMS are derived from legal operations

under FAA COA’s for several years by the manufacturer, Black Swift Technologies. The procedures in the

Piccolo system also follow best practices. The Piccolo has a very long flight heritage in both defense and

commercial activities. The Pixhawk autopilot has been programmed with similar emergency procedures

and enjoys a large following in the open source community that includes a large amount of flight hours.

UASUSA proposes that the small size and weight of the UAS included in this request for exemption, flown

under the guidelines of N 8900.227 will have an equivalent level of safety to manned aircraft performing

similar missions.

Figure 1: Left to right, the Tempest UAS and the Recon UAS

The name and contact information of the applicant are:

UASUSA

Attn: Skip Miller

Phone: (720) 608-1827

E-mail: miller@uasusa.com

UASUSA requests exemption under Section 333 to enable safe commercial UAS operations for the

activities stated. By approving these exemptions the FAA will create benefits to the areas mentioned that is

ultimately in the public interest. Please contact us if you require additional information or clarification.

Sincerely,

Skip Miller

President

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APPENDIX

Specific Exemption Requests and Equivalent Level of Safety Showings

14 C.F.R. Part 21, Subpart H: Airworthiness Certificates

14 C.F.R. §91.203(a) and (b) - Civil aircraft: Certifications required.

Section 91.203 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). UASUSA requests an exemption from these rules and will utilize an internal

airworthiness process based on MIL-HDBK 516B for an equivalent level of safety.

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.

14 C.F.R. §45.23(b) - Display of marks; general.

These regulations provide that each aircraft must display "N" and the aircraft’s registration number in

letters at least 3 inches high. Additionally, the aircraft must display the word "EXPERIMENTAL" in

letters at least 2 inches high near the entrance to the cabin, cockpit, or pilot station. Given the size of the

UAS (fuselage length of 6’), this requirement is impossible to match. The equivalent level of safety will be

achieved by having the registered N-number in 1 inch lettering on the side of the fuselage.

14 C.F.R. §61.23(a) - Medical certificates: Requirement and duration.

Regulations provide that a person must hold at least a second class medical certificate when exercising:

• Second-in-command privileges of an airline transport pilot certificate in part 121 of this chapter (other

than operations specified in paragraph (a)(1)(ii) of this section); or

• Privileges of a commercial pilot certificate

Given the size of the UAS in this petition and the limited flight area and the safety features integrated in

the autopilot UASUSA believes that an Equivalent Level of Safety can be reached if the operator has a

valid drivers license.

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

Command; Commercial Pilot Privileges and Limitations

Subsections (a) and (b) of §61.113 prohibit private pilots from operating aircraft in commercial operations,

and §61.133(a) requires an individual operating an aircraft for compensation or hire to hold a commercial

pilot certificate. UASUSA requests an exemption from 14 C.F.R. §61.113(a) and (b) and 14 C.F.R. §61.133(a)

so that above mentioned UAS may be operated by individuals who have a private pilot certificate.

Based upon the design features of the UAS, its autopilot system, and safety factors, the FAA should

permit operation of UAS by operators with a private pilot certificate when the conditions described above

have been satisfied. The above-described conditions are in-line with those set forth in Volume 16, Chapter 4,

Section 1 of FAA Order 8900.1.

UASUSA proposes to conduct operations in accordance with these restrictions. Given these conditions

and restrictions, an equivalent level of safety will be provided by allowing operation with a private pilot

certificate. The risks associated with the operation of the Tempest or Recon (given the size, speed, operational

capabilities, and lack of combustible fuel) are so much less than the level of risk associated with fixed

wing and rotorcraft operations, both private and commercial, as contemplated by Part 61, that allowing

operations of these UAS, as set forth above, meets or exceeds the present level of safety provided under 14

C.F.R. §61.113(a) and (b) and §61.133(a).

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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.

UASUSA requests that an exemption be granted allowing commercial operation without an airworthiness

certificate. Given the size of the aircraft and the procedure of utilizing MIL-HDBK 516B, an equivalent

level of safety will be achieved.

14 C.F.R. §91.9(b)- Civil aircraft flight manual, marking, and placard requirements.

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

is in the aircraft. UASUSA assumes that the intent of this requirement is to ensure that flight manual

information is available to the aircrew while operating the aircraft. UASUSA requests an exemption to this

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

not be available to the crew. The equivalent level of safety will be achieved by keeping a hard copy of the

user manual with the ground crew.

14 C.F.R. §91.109(a) - Flight instruction; Simulated instrument flight and certain flight tests

Sections 91.109(a) provides that no person may operate a civil aircraft that is being used for flight instruction

unless that aircraft has fully functioning dual controls. The UAS in this exemption are remotely piloted

aircraft, and, by design, not equipped with fully functional dual controls. Flight control is accomplished

through the use of a control box that communicates with the aircraft via radio communications. Utilizing a

pilot skilled in remote piloting will provide an equivalent level of safety.

14 C.F.R. §91.119 - Minimum safe altitudes: General.

The regulation provides that over sparsely populated areas the aircraft cannot be operated closer than 500

feet to any person, vessel, vehicle, or structure. Since the UAS in this exemption will be operating at a

maximum of 400 feet AGL, this requirement cannot be followed. To provide an equivalent level of safety

UASUSA will only fly over private property with the permission of the land owner. The land owner will

be briefed of the expected route of flight and the associated risks to persons and property on the ground.

We maintain that due to the small size of the UAS, the hazard to persons, vessels, vehicles, and structures

is not comparable to manned aircraft and should be considered in granting the exemption. Furthermore,

UASUSA will not operate over congested areas nor over any open air assembly of persons. In the event of

power unit failure and operating at 400 feet altitude, the PIC will be able to conduct an emergency landing

without undue hazard to persons or property on the ground.

14 C.F.R. §91.121 - Altimeter settings.

The regulation states that aircraft shall maintain cruising altitudes by reference to an altimeter setting

available within 100 nautical miles of the aircraft. The UAS will fly below 400 feet AGL and will not need to

maintain hemispherical cruising altitudes in order to de-conflict with other aircraft. To provide an equivalent

level of safety, the autopilot calculates the reference altitude (ground level) with the on-board GPS during

the pre-flight tests. The GPS and barometer data are then used to calculate the altitude in-flight.

14 C.F.R. §91.151(a) - Fuel requirements for flight in VFR conditions.

The regulation states 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.

As the aircraft in this request are electric-powered, this requirement is inapplicable. An equivalent level

of safety is achieved through a low battery power warning on the ground control station when there is 10

minutes of battery power remaining. Since all operations are within 1/2 NM of the operator this will allow

the aircraft to safely land if this warning is active.

14 C.F.R. Subpart E (§91.401 - §91.417) - Maintenance, Preventive Maintenance, and Alterations

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 91.409 require that the aircraft

be "approved for return to service by a person authorized under 43.7" after maintenance and inspection.

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UASUSA plans to have 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 flight and conduct detailed inspections after every 10 flight hours. Additionally, the SwiftTab puts

the operator through a checklist prior to each launch. When utilizing the Piccolo or Pixhawk, the PIC will

use a hardcopy checklist to ensure safe operations. The PIC will document work performed in accordance

with 91.417. We feel that due to the size, construction, and simplicity of the aircraft, the PIC can ensure an

equivalent level of safety.

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