1 | Page University of Kentucky

Dr. Suzanne Weaver Smith Department of Mechanical Engineering 151 RG Anderson Bldg Lexington, KY 40506-0503

U.S. Department of Transportation Docket Operations 1200 New Jersey Ave., SE Washington, DC 20590

Re: Petition for Exemption and Relief from Specific Regulations of Title 14 of the Code of Federal Regulations pursuant to Sect ion 333 of the FAA Modernization and Reform Act of 2012 (Public Law 112-95) Regarding Commercial Employment of Unmanned Aircraft Systems (UAS).

Appendix A. “UAS Descriptions” (manuals available upon request) Appendix B. “Procedural and F light Operational Standards”

Dear Sir/Madam,

Pursuant to Section 333 of Public Law 112-95 commonly known as the “FAA Modernization and Reform Act of 2012” or “The Reform Act,” the University of Kentucky hereby applies for

authorization to conduct commerc ial unmanned aerial systems (UAS) operations within the United States National Airspace System (NAS) for the pur pose of research, education, and UAS platform development.

Federal Register Summary

Pursuance to 14 CFR § 11.81, the following summary is provided for publication in the Federal Register, should it be determined that publication is needed:

The University of Kentucky seeks exemption from 14 CFR Part 21, Subpart H; 14 CFR Part 27; 14 CFR 45.23(a)(b); 14 CFR 61.113(a)(b); 14 CFR 61.133(a)(i)(ii); 14 CFR 91.7(a); 14 CFR 91.9(b)(2)(c); 14 CFR 91.103; 14 CFR 91.109( a); 14 CFR 91.119; 14 CFR 91.121; 14 CFR 91.151(a); 14 CFR 91.405(a); 14 CFR 91.407(a) (1); 14 CFR 91.409(a)(1) and (a)(2); 14 CFR 91.417(a)(b) to allow commercial employment of Unmanned Aerial Systems (UAS) in support of research, education and UAS platform development in the areas of agricultural, transportation, natural resources and atmo spheric sciences, among others. These exemptions will enhance safety by reducing risk to the general public and property owners from the substantial hazards associated with pe rforming equivalent work with conventional

aircraft and rotorcraft.3 | Page INTRODUCTION AND INTERE ST OF THE PETTIONER

The use of Unmanned Aircraft Systems (UAS) in the United States is increasing at an exponential rate. These small, unmanned aircraft are being employed for a variety of purposes including agricultural research and assessment, natural resource research and surveying, disaster prevention and response, and environmental assessme nt and compliance. UAS have the potential to be an indispensable tool for aerial data collection. 1 The use of UAS for these tasks is highly cost efficient and environmentally friendly, also reducing the risk to human pilots, crew, and observers. The University of Kentucky (UK) is seeking to use UAS to further develop new and existing UAS platforms and advance the tools for aerial data collection and analysis. To achieve its goals, UK must engage in domestic UAS ope rations for research, education, and training purposes. The UAS will be operating in areas owned, controlled, or operated by UK and other areas where UK has the owner/operator’s permission provided that all regula tions are met. The use of UAS has provided a cost effective and time efficient way of collecting information that has previously only been available through manned flight. UK’s goals can be achieved through the use of UAS providing reduced cost, risk, and environmental impact. This Petition is entirely in accordance with exemptions previously granted by the FAA, most notably Duke University Marine Laboratory, Exemption No. 12656 and the University of Maine, Exemption No. 14279.

OVERVIEW CHARACTERISTICS OF PROPOSED UAS

The University of Kentucky will operate a va riety of UAS as listed in “UAS Description” (see Appendix A). All UAS listed in Appendix A. have been previously approved for use by the FAA in similar exemptions. The principle construction materials for these UAS airframes are EPO foam, carbon fiber, aluminum and/or plastic, or equivale nt lightweight materials with an all up weight (AUW) no greater than 55lbs. The listed UAS are pow ered by a lithium polymer batteries that drive brushless electric motors. The listed UAS will limit maximum flight time to no greater than 100 minutes with operating speed no greater than 100 miles per hour. The pilot in command (PIC) will typically communicate with the UAS with a 2.4 ghz remote control radio and a 915mhz data telemetry radio connected to a ground control (GC) computer, or similar.

As an added level of safety the UAS aircraft will have several failsafe systems in place:

• In the event of the loss of remote control (unlikely due to visual line of sight (VLOS) operations under 400ft) the UAS will perform a “return to home” command.

• In the event of the loss of ground control connection (unlikely due to VLOS operations under 400ft) the UAS will perform “return to home” command.

• In the event of a low batter y (less than 20%) the UAS will perform a “return to home”

command.

1 Aerial data collection includes any remote sensing and me asuring by an instrument(s) aboard the UAS. Examples include imagery (photo, video, infrared, etc.), el ectronic measurement (precision surveyi ng, RF analysis, etc.), chemical measurement (particulate measurement), or any other gathering of data by instrument(s) aboard the UAS. See approved exemptions with similar UAS: #11845, #11804, #11823, #11837, #12084, # 12457, #12696, #13288, #11755, #126464 | Page QUALIFICATIONS FOR APPROVAL UNDER SECTION 333 OF THE REFORM ACT

The proposed operations of this petition for exemption qualify for expedited approval under

Section 333 of the Reform Act. Each of the statut ory criteria and other potentially relevant factors

are satisfied.

The proposed operations in “Procedural and Flight Operational Stan dards” (Appendix B) would permit the use of small and relatively inexpensive UAS under controlled conditions in airspace that is: (1) limited; (2) predetermined; (3 ) away from populated areas; (4) would provide an increased level of safety beyond that existing when fixed or rotor wing aircraft are used to accomplish the same purpose.

Operations will be performed by a qualified UA S Pilot in Command (PIC), to insure that the

UAS will “not create a hazard to users of the nati onal airspace system or the public.” Given the small size of the UAS involved and the pre-pla nned environment within which they will operate, the applicant believes that these operations fall squarely wi thin that zone of safety (an equivalent level of safety) in which Congress envisioned that th e FAA must, by exemption, allow commercial operations of UAS to commence immediately. Also, due to the size of the UAS and the predefined, restricted area in which the UAS will operate, a pproval of the application presents no national security issue. The operation of UAS by knowledg eable professionals will serve to enhance safety, add to the public benefit, and reduce environmen tal impacts related to current methods of manned aircraft flight operations.

Research and training in UAS platform an d operations development provides the public

with educational and informative tools to assist them in moving forward in an increasingly technological society.

SPECIFIC SECTIONS OF 14 CFR FROM WHICH PETITIONER SEEKS

EXEMPTION OR RELIEF

14 CFR Part 21, Subpart H – Airworthiness Certificates

The FAA has stated that no exemption is needed from this section if a finding is made under Part 11

and Section 333 of the Reform Act that the UAS sel ected provides an equivalent level of safety when compared to civil aircraft normally used for the same application. The petitioner submits that given the small size of the UAS, the limited operating areas and procedures defined within the training and operations section of the petition, an equivalent le vel of safety is obtained and exemption is not required (see Grant of Exempti on to Astraeus Aerial, Docket No. FAA-20140352). If however, the FAA determines that there are some characteristics of the chosen UAS that fail to meet the requirements of the Reform Act, an exemption is requested.

14 CFR Part 27 – Airworthiness Stan dards: Normal Category Rotorcraft

14 CFR Part 27 sets forth the procedural requirements for airworthiness certification of normal category rotorcraft. To the extent petitioner’s UAS would otherwise require certification under Part5 | Page 27, petitioner seeks exemption for the same reasons identified in the request for exemption from 14 CFR Part 21, Subpart H.

14 CFR § 45.23 (a)(b) and 91.9 (c) – Marking of the Aircraft

Regulation 45.23 provides: (a) Each operator of an aircraft must display on that aircraft marks consisting of the Roman capital letter “N” (denoting United States registration) followed by the re gistration number of the aircraft. Each suffix letting used in the marks displayed must also be a Roman capital letter. (b) When marks include only the Roman capital letter “N” and the regi stration number is displayed on limite d, restricted or light-sport category aircraft or experimental or provisionally certified aircraft, the operator must al so 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,” “exp erimental,” or “provisional,” as applicable.

Regulation 91.9(c) provides: No person may operate a U.S.-registered ci vil aircraft unless that aircraft is identified in accordance wi th part 45 of this chapter.

The UAS has no entrance to the cabin, cockpit, or pilot station on which to place markings. The size of the UAS prevents the two-inch lettering from being possible. The FAA has previously granted exemption to these requirements provided th at the aircraft “have identification (N-Number) markings in accordance with 14 CFR Part 45, Subpart C if the markings are as large as practicable.” Petitioner additionally proposes to keep required marki ngs, flight envelope restrictions, cautionary notices, and other documents easily visible at the UAS Ground Control Station. The FAA has issued several exemptions to this regulation: see Duke University Exemption No. 12656, and see Exemptions Nos. 8738, 1 0167, 10167A, 10700, and 14279.

14 CFR § 91.9(b)(2) – Aircraft Flight Manual in the Aircraft

Regulation 91.9 stipulates (b) No person may operate a U. S.-registered civil aircraft –(2) For which an Airplane or Rotorcraft Flight Manual is not requi red by § 21.5 of this chapter, unless there is available in the aircraft a current approved Airplane or Aircraft Flight Manual, approv ed manual material, markin gs, and placards, or any combination thereof.

The size of the UAS prevents the ability to carry a flight manual on board the aircraft. However, keeping a flight manual on at the Ground Control Station will provide a parallel level of safety. The pilot will have immediate access to the flight manu al. The FAA has issued several exemptions to this regulation: see Duke University Exempti on No. 12656, and see Exemptions Nos. 8607, 8737,
8738, 9299, 9565, 10167, 10602, 32 827, 10700, and 14279.

14 CFR § 61.113 (a)(b) and 61.133(a)(i)(ii) – Private and Commercial Pilot Privilege and

Limitations

Regulation 61.113 stipulates (a) Except as provided in par agraphs (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 carrying passengers or property for6 | Page compensation or hire; nor may that persons, for compensati on or hire, act as pilot in command of an aircraft. (b) A private pilot may, for compensation or hire, act as a pilot in command of an aircraft in conn ection 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. Regulation 61.133 stipulates (a) Privileges—(1) General. A person who h olds a commercial pilot certificate may act as pilot in command of an aircraft—( i) carrying persons or prop erty for compensation or hire, provided that the person is qualified in accordance with this part and wi th 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 party and with the applicable parts of this chapter that apply to the operation.

The UAS does not carry a pilot, passengers, or ca rgo. Due to the size, weight, speed, operating environment, and operating capabilities of the UAS, an equivalent level of safety will be obtained by stipulating that the UAS PIC 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 Distri ct of Columbia, Puerto Rico, a territory, a possession,

or the Federal Government. The PIC must also me et 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. The FAA has issued several exemptions to this regulation: see Duke University Exemption No. 12656, and see Exemptions Nos. 11284, 11281, 11282 , 11296, 14279, and 14279.

14 CFR § 91.7(a) – Civil Aircraft Airworthiness

Regulation 91.7 stipulates (a) No person may operate a civil aircraft unless it is an airworthy condition.

With no current regulatory standard for the airworthin ess of a UAS, a parallel level of safety will be obtained by ensuring compliance with UAS operator and maintenance manuals and safety checklists prior to each flight.

14 CFR § 91.121 – Altimeter Settings

Regulation 91.121 requires that (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, wh en operating – (1) below 18,000 feet MSL, to – (i) the curren t reported altimeter se tting 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 appropriat e available station; or (iii) in the ca se of an aircraft not equipped with a radio, the elevation of the departure airport or an app ropriate altimeter setting available before departure.

Typically, conventional aircraft use a local barometric pressure to set the barometric altimeter, which gives a reading in accordance with the MSL (Mean Sea Level). Since UAS operations are performed in reference to ground level calculations (no gr eater than 400 feet above ground level (AGL)), a more accurate reading would require the barometric altimeter set to zero prior to takeoff, thus providing the AGL altitude readout. If the UAS does not have a barometric sensor, a GPS derived altitude similarly set to zero at the takeoff point w ill provide an equivalent level of safety. The FAA has granted several exemptions to this regulati on: see Duke University Exemption No. 12656, and see Exemptions Nos. 11066, 1 1065, 11062, 11063, and 14279.7 | Page 14 CFR § 91.151 (a) – Fuel Requirements for Flight in VFR Conditions

Regulation 91.151 stipulates that (a) No person may begin a flight in an airplane under VFR conditions unless (considering wind and forecast weather condit ions) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising after that for at least 45 minutes. (b) No person may begin a flight in a rotorcraft under VFR conditions unless (considering wind an d forecast weather conditions) there is en ough fuel to fly to the first point of intended landing and, and assuming normal cruising speed to fly after that for at least 20 minutes.

This regulation, based on the capabilities of tradit ional civil aircraft, would effectively deny any ability for the UAS to operate. With typical flight ti mes of an hour or less, Petitioner submits that an equivalent level of safety would be provided by requiring that no UAS flight will begin unless there is enough fuel (battery) to fly the planned route to the first point of intended landing and land with 25% of battery capacity in reserve. This would a llow for more than enough battery life for the UAS to return to its planned landing zone from anyw here in its limited operating area. The FAA has issued several exemptions to this regulation: see Duke University Exemption No. 12656, and see Exemptions Nos. 2689F, 5745, 10673, 10808, and 14279.

14 CFR § 91.405(a), 91.407(a)(1), 91.409(a)(2), 91.417(a) and (b) – Maintenance Inspections

Regulation 91.405 (a) requires that an aircraft operat or or owner “shall have that airc raft inspected as prescribed in Subpart E of this Part, and shall between required inspection s, except as provided in paragraph (c) of this section, have discrepancies repaired as presc ribed in Part 43 of this chapter...” Regulation 91.407 (a)(1) similarly makes reference to requirem ents in Part 43. Regulation 91.409 (a)(2) requires an annu al inspection for the issuance of an airworthiness certificate. Regulation 91.417 (a) and (b) requires the owner or operat or 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.

Exemption from these sections is required because Part 43 and these sections apply only to aircraft with an airworthiness certificate. Requiring that each UAS have a flight log and standard operating procedures will achieve an equivalent level of safety insuring that inspections will be accomplished in

accordance with manufacturer recommendations. Th e FAA has issued several exemptions to this regulation: see Duke University Exemption No. 12656, and see Exemption Nos. 11066, 11062, 11067A, 11065, and 14279.

14 CFR § 91.103 – Preflight Action

Regulation 91.103 stipulates Each pilot in command shall, before beginn ing a flight, become familiar with all available information concerning that flight. This information must include— (a) for a flight under IFR or a flight not in the vicinity of an airport, weather re ports and forecasts, fuel requirements, alte rnatives available if the planned flight cannot be completed, and any known tra ffic delays of which the pilot in command has been advised by ATC; (b) For any flight, runaway lengths at airports of intended use, and th e following takeoff and landing distance information: (1) For civil aircraft for which an approval Airplane or Rotorc raft Flight Manual containing takeoff and landing distance data is required, takeoff and landing dist ance data contained therein; and (2) For civil aircraft other than those specified in paragraph (b)(1) of this section, other reliable in formation appropriate to the ai rcraft, relating to aircraft8 | Page performance under expected values of ai rport elevations and runaway slope, aircraft gross weight, and wind and

temperature.

This regulation requires each pilot in command to ta ke certain actions before flight to insure the safety of flight. Because FAA-appr oved UAS flight manuals will not be provided for the aircraft, an exemption will be needed. An equivalent level of safe ty will be achieved as the PIC will take separate preflight actions, including checking the condition of the UAS, flight battery requirements, weather conditions, takeoff and landing distances, as specified in Appendix B “Procedural and Flight Operational Standards”.

14 CFR § 91.109 – Flight Instruction

Regulation 91.109 stipulates, in part, that (a) No person may operate a civil aircraft (except a manned free balloon) that is being used for flight instruction unless th at aircraft has fully functioning dual controls.

By their design, UAS do not have fully functioning dual controls. Flight control is accomplished through the use of a control interface that communicat es with the aircraft via radio. Given the size, speed, and limited operational parameters of the UAS, an equivalent level of safe training can be performed without dual controls. The FAA has issu ed several exemptions to this regulation: see Duke University Exemption No. 12656, and s ee Exemptions Nos. 1106 6, 11062, 11067A, 11065,

and 14279.

14 CFR § 91.119 – Minimum Safe Altitudes

Regulation 91.119 stipulates, in part, that 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 without undue hazard to persons or property on the surface. (b) Over cong ested areas. Over any congested area of a city, town, or settlement, or over any open air assembly of persons, an al titude of 1,000 feet above the highest obstacle within a horizontal radius of 2, 000 feet of the aircraft. (c) Over other th an congested areas. An altitude of 500 feet above the surface, except over op en water or sparsely popula ted areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure.

An exemption from this regulation is required beca use UAS operations will be conducted at altitudes no higher than 400 feet above ground level. The size, speed, weight, and limited operational parameters of the UAS allow for an equivalent level of safety.9 | Page WHY GRANTING THIS PETITION IS IN THE PUBLIC INTEREST

As stated above, the requested exempti on would authorize the Applicant to perform commercial operations with UAS that will provide si gnificant benefits to the public interest:

1. The commercial use of UAS at the University of Kentucky – in support of government entities, private institutions, scientific studie s and resource monitoring – to perform research in areas including agriculture, transportation, natural resources, atmospheric sciences and educational activities, all of which are critical to the well-being of the general public.

2. A significant reduction in costs to conduct re search, training, and education programs. At present, our agricultural research programs that use aerial surveys can cost tens of thousands of dollars per day. By incorporating UAS into these programs we can incur significant savings and more efficiently conduct research in the public interest.

3. The use of UAS will decrease congestion in the National Airspace System along with reducing noise and air pollution generated du ring traditional manned aircraft flight operations.

4. When using UAS to complement field personnel, they reduce safety concerns when gathering data from inaccessible or unstable/unsafe areas and in extreme weather or terrain.

5. Operation of UAS will substantially reduce the ri sk to life and property in the air, and on the ground, which is commonly associated with trad itional manned aircraft flight operations for agricultural science missions.

6. Similar to the current manned aircraft flight operations in agricultural sciences, geography and transportation that have been conducted for many decades, UAS used for similar tasks will not generate any new privacy issues.

Approval of this exemption would thereby e nhance safety and fulfill the Secretary of Transportation’s (the FAA Administrator’s) res ponsibilities under Section 333(c) of the Reform Act to “establish requirements for the safe opera tion of such aircraft systems in the national airspace system.” Approval of this exemption w ill allow for safe, more efficient and less costly agriculture science missions, and produce much higher data quality.

PRIVACY

The proposed operations will be conducted in accord ance with applicable federal, state, or local laws regarding privacy. The University of Ke ntucky will not conduct flight operations over property that it does not own or control wi thout the prior consent and knowledge of the

property owner.10 | Page SUMMARY OF REGULATIONS FORM WH ICH PETITIONER SEEKS EXEMPTION

OR RELIEF

14 CFR Part 21, Subpart H

14 CFR Part 27 14 CFR 45.23(a)(b) 14 CFR 61.113(a)(b) 14 CFR 61.133(a)(i)(ii) 14 CFR 91.7(a) 14 CFR 91.9(b)(2)(c)

14 CFR 91.103 14 CFR 91.109(a)

14 CFR 91.119

14 CFR 91.121 14 CFR 91.151(a) 14 CFR 91.405(a) 14 CFR 91.407(a)(1) 14 CFR 91.409(a)(1) and (a)(2) 14 CFR 91.417(a)(b)Appendix A

UAS Descriptions

UAS Name * UAS Type UAS approved Exemptions

DJI S1000+ Rotorcraft #13039

DJI Phantom 3 Pro Rotorcraft #13024

DJI Phantom 2 Rotorcraft #13030

DJI Inspire 1 Rotorcraft #12905

3DR SOLO Rotorcraft #11935

3DR X8 Rotorcraft #12084

T arot X6 W/DJI Rotorcraft #13288

T rimble UX5 Fixed Wing #12457
Skywalker X8/Pixhawk Fixed Wing #11755

A eryon Scout Rotorcraft #11447B * Manuals available upon request.

1 | Page1 | Page Appendix B.

Procedural and Flight Operational Standards

As the operator of these aircraft, the University of Kentucky is committed to the following procedural and flight operational conditions and limitations.

1. Operations are limited to the UAS listed in th e Appendix when weighing less than 55 pounds including payload.

2. Operations for the purpose of closed-set motion pi cture and television filming are not permitted.

3. The aircraft will not be operated at a speed exce eding 87 knots (100 miles per hour). In no case will the aircraft be operated at airspeeds greate r than the maximum aircraft operating airspeed recommended by the aircraft manufacturer.

4. The UAS will be operated at an altitude of no more than 400 feet above ground level (AGL). Altitude must be reported in feet AGL.

5. The UAS will be operated within visual line of sight (VLOS) of the Pilot in Command (PIC) at all times. This will require the PIC to be able to use human vision unaided by any device other than corrective lenses, as specified on the PIC’s U.S. driver’s license.

6. All operations will utilize a visual observer (VO). Th e aircraft will be operated within the visual line of sight (VLOS) of the PIC and VO at all times.

7. All operating documents needed to operate the UAS and will be accessible during UAS operations and made available to the Administra tor upon request. The operator will also present updated and revised documents if it peti tions for extension or amendment.

8. Any UAS that has undergone maintenance or altera tions that affect the UAS operation or flight characteristics, e.g. replacement of a flight crit ical component, will undergo a functional test flight prior to conducting further operations. Flight te sts will be conducted by a PIC with VO and will remain 500 feet from non-participating parties.

9. The University of Kentucky is responsible for ma intaining and inspecting the UAS to ensure that it is in a condition for safe operation.

10. Prior to each flight, the PIC will conduct a pre-flight inspection and determine the UAS is in a condition for safe flight.

11. The University of Kentucky will follow the UAS manufacturer’s maintenance, overhaul, replacement, inspection, and life limit requirement s for the aircraft and aircraft components.

12. Each UAS operated under this exemption will comply with all manufacturer safety bulletins.

13. The PIC will hold either an airline transport, co mmercial, private, recreational, or sport pilot

certificate. The PIC must also hold a current F AA airman medical certificate or a valid U.S. driver’s license issued by a stat e, the District of Columbia, Puerto Rico, a territory, a possession, or the Federal government. The PIC must also me et 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.2 | Page 14. The University of Kentucky will not permit any PIC to operate unless the PIC demonstrates the ability to safely operate the UAS in a manner c onsistent with how the UAS will be operated to acquire aerial data, including evasive and em ergency maneuvers and maintaining appropriate distances from persons, vessels, vehicles and st ructures. PIC qualification flight hours and currency will be logged in a manner consistent with 14 CFR § 61.51(b). The University of Kentucky will operate flights for the purposes of training PICs and VOs (training, proficiency, and experience building) and determining the PIC’s ability to safely operate the UAS.

15. UAS operations will not be conducted during nigh t, as defined in 14 CFR § 1.1. All operations

will be conducted under visual mete orological conditions (VMC).

16. The UAS will 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 ma nagement is obtained or otherwise permitted by

a COA.

17. The UAS will not be operated less than 500 feet be low 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 UAS will return to a predetermined

location.

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

20. The PIC will be prohibited from beginning a flig ht unless (considering wind and forecast weather conditions) there is enough available power or fuel for the aircraft to conduct the intended operation and to operate after that for at least fi ve minutes or with the reserve power or fuel recommended by the manufacturer if greater.

21. All operations shall be conducted in accordance with an ATO-issued COA if the blanket COA does not cover the intended operation.

22. All aircraft operated will be identified by serial number, registered in accordance with 14 CFR part 47, and have identification (N

− Number) markings in accordance with 14 CFR part 45, Subpart C. Markings will be as large as practicable.

23. Documents used by the University of Kentucky to ensure the safe operation and flight of the UAS and any documents required under 14 CFR §§ 91.9 and 91.203 will be available to the PIC at the Ground Control Station of the UAS any time the aircraft is operating.

24. The aircraft will remain clear and give way to a ll manned aviation operations and activities at all

times.

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

26. All flight operations will 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 aircraft or debris in the event of an accident; or3 | Page b. The owner/controller/operator of any vessels, vehicles or structures has granted permission for operating closer to those object s and the PIC has made an assessment of the risk of operating closer to those objects and de termined that it does not present an undue

hazard.

27. The PIC, VO, operator trainees or essential persons will not be considered nonparticipating persons under this exemption.

28. All operations conducted over private or contro lled-access property will be conducted with the permission from the property owner/controller or authorized representative. Permission from property owner/controller or authorized representa tive will be obtained for each flight to be

conducted.

29. Any incident, accident, or flight operation that tr ansgresses the lateral or vertical boundaries of the operational area as defined by the app licable COA will be reported to the FAA's UAS Integration Office (AFS

− 80) within 24 hours. Accidents will be reported to the National Transportation Safety Board (NTSB) per instructions contained on the NTSB Web site: www.ntsb.gov.