TO: U.S. Department of Transportation

Docket Management Facility

1200 New Jersey Avenue, SE

West Building Ground Floor

Room W12-140

Washington, DC 20590

PETITION FOR EXEMPTION FROM FEDERAL AVIATION REGULATION 

SECTION 91.319(c) TO PERMIT STADIUM AND SPORTING EVENT OVERFLIGHTS 

IN EXPERIMENTAL, EXPERIMENTAL EXHIBITION OR AIRCRAFT WITH SIMILAR 

SFA RESTRICTIONS/LIMITATIONS BY MEMBERS OF THE INTERNATIONAL 

COUNCIL OF AIR SHOWS AND THE EAA WARBIRDS OF AMERICA

PETITIONERS: International Council of Air Shows

 748 Miller Drive SE, Suite G-3

 Leesburg, Virginia 20175

EAA Warbirds of America

3000 Poberezny Road

 Oshkosh, WI 54902

 Dated: March 26, 2015
2

PETITION SUMMARY

The International Council of Air Shows (“ICAS”), and the EAA Warbirds of 

America (“Warbirds”) seek an exemption from Federal Aviation Regulation (“FAR”) 

Section 91.319(c). The relief sought under the exemption is to permit over flights of 

stadiums and sporting events by their members in certain aircraft certified in the 

experimental, experimental exhibition categories or aircraft with similar SFA 

restrictions/limitations.

REASON FOR PETITION

As a result of government budget sequestration, activities relating to military over 

flights of professional and college sporting events, racing events, baseball games and 

other stadium-based events have either been completely curtailed or severely limited. 

As a result of those actions, ICAS and Warbirds members have been asked to conduct 

over flights at stadiums and other sporting events.

During 2013 and 2014, numerous over flights at stadiums and sporting events

were accomplished by members of ICAS and Warbirds in experimental and 

experimental exhibition certificated aircraft. The flights that ICAS and Warbirds are 

aware of were coordinated with the responsible Federal Aviation Administration (“FAA”) 

Flight Standards District Office (“FSDO”) and the Transportation Security Administration 

(“TSA”). There were, in fact, some requests for stadium over flights that were not 

conducted due to the inability to ensure proper flight path ingress and egress over areas 

that might have been considered to be congested, densely populated, and/or concern 
3

regarding safe access to an appropriate location in the event of an engine failure. The 

stadium over flights were conducted without incident, and served as a viable substitute 

for traditional military flight formation pre-event, and other stadium over-flight activities.

FAR section 91.319(c) prohibits aircraft having experimental certificates from 

operating “over a densely populated area.” Although it is still not clear whether crowds 

at stadiums and other sporting events are truly densely populated areas, considering 

the various subjective definitions of what constitutes a densely populated area among 

airmen, as well as various interpretations from individual FAA FSDO inspectors, and at 

times from inspectors within the same FSDO, the Petitioners wish to mitigate the 

potential effects of these interpretations through this Petition for Exemption.

Based upon Petitioners’ communications with their members, the stadium over 

flights that they conducted did not involve operations over densely populated areas, and 

the stadium over flights’ ingress and egress were along corridors that the FSDOs found 

to be compliant with the FARs. Further, the actual over flights were conducted at an 

altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet 

of the aircraft, and with consideration for the ability to, in the event of an engine failure, 

conduct an emergency landing without endangering persons or property on the surface.

The number of experimental and experimental exhibition stadium over flights 

came under the scrutiny of FAA Headquarters. Headquarters personnel were 

apparently concerned that the stadium over flights might have been conducted in 

contradiction to experimental and experimental exhibition aircraft operating limitations. 

Recently, the responsible FAA FSDOs that would have otherwise approved of well-
4

planned and safely conducted stadium over flights were purportedly instructed by FAA 

headquarters not to approve those operations. Therefore, ICAS and Warbirds are 

requesting an exemption from FAR 91.319(c).

BACKGROUND

ICAS and Warbirds members who conduct over flights of stadiums and sporting 

events are flying aircraft that are well recognized for their safe operation. For example, 

the Aero L-39 Albatros (“L-39”) is the aircraft that the Black Diamond Jet Team and 

Patriots Jet Team have chosen for air show performances around the country, as well 

as stadium over flights. The L-39 is reported to be the most utilized trainer in the world. 

It has also served as a light-attack aircraft. The North American T-28 aircraft (“T-28”) 

was selected by the Trojan Horsemen Warbird Formation Acrobatic Team for their air 

show activities, and stadium over flights. It is worth noting that Hamilton Aircraft 

Company modified former Air Force T-28As to a civilian aircraft known as the Nomad III. 

It received an FAA type certificate in1962, but was not a successful commercial venture. 

Further, some ICAS members operate the Vans RV experimental aircraft (“RV”) 

in stadium over-flight activities. The RV is the most commonly built experimental aircraft 

in the world. The relief sought under this Request for Exemption would permit the use of 

those aircraft, as well as other experimental and experimental exhibition aircraft, that 

meet the performance specifications contained in the ICAS Stadium Over-Flight 

Training Program. (Exhibit “A”).
5

ICAS and Warbirds would like to underscore the point that, if this Petition is 

approved, their members who would conduct stadium over flights would have 

completed FAA approved formation flight training. Surprisingly, that same training and 

qualification would not be required of individuals flying standard airworthiness aircraft 

conducting stadium over flights. In fact, a stadium or sporting event over flight could be 

conducted pursuant to the FARs, in a standard airworthiness aircraft, without the pilots 

having any formation flight training whatsoever, and simply agreeing among themselves 

to conduct the over flight. Clearly, the stadium over-flight activities that would occur as a 

result of the granting of this Petition would embody a much greater level of safety.

Approval of this Petition for Exemption would bring a formal, and even more 

thoughtful process to approval of stadium and sporting event over flights. To date, the 

previous system of approval of these flights by the responsible FSDO, based upon 

consideration of the ability to conduct the operation safely, worked well. The process set 

forth in this Petition for Exemption only improves upon what was already a viable 

approach to these types of operations.

INTERESTS OF THE PETITIONERS

ICAS was founded by air show industry professionals in 1968 as a trade and 

professional association to protect and promote their interests in the growing North 

American air show marketplace. At the time, this small group of air show event 

organizers and performers recognized the need for standardization of industry practices 

in key areas such as safety that could only be achieved collectively. 
6

When the organization was incorporated in July of 1976, ICAS’s stated mission 

was, “To provide information to air show sponsors and pilots; to promote safety at all 

aviation events; and to work with government agencies to develop air show safety 

standards.” Today, the organization’s mission statement has evolved, but still focuses 

on the core principles around which the organization was created: 1) to maintain safety; 

2) to serve as an information resource on air show issues for those within and outside 

the industry; 3) to provide for the training and continuing education needs of ICAS 

members and air show professionals generally; and 4) to promote the air show industry 

to the media, Corporate North America, and the general public. ICAS’s intention is to 

bring the same elements of safety, informational resources, training, and positive 

promotion to stadium over-flight operations.

In Reno, Nevada, in 1964, the concept of a club for warbird (former military 

aircraft) owners, whose members could discuss mutual problems in keeping their 

airplanes airborne, was conceived. Others, on the west coast, formed the Warbirds of 

America, Inc., which was incorporated on March 25, 1966. The original intent was an 

organization for owners and operators of World War II combat aircraft only. 

In 1967, the Warbirds became a division of the Experimental Aircraft Association. 

It was also in 1967 that the Warbirds began to include the T-6/SNJ/Harvard aircraft, 

increasing organizational membership dramatically. As the years progressed, warbird 

enthusiasts became members, and additional ex-military aircraft types entered the 

picture as they were surplused by the armed forces, and as warbirds were recovered 

from all over the world, and made flyable again. Additional training aircraft were 
7

eventually welcomed into Warbirds, and within the past decade, a major influx of jet 

aircraft has swelled the ranks. The Warbirds’ motto is, “Keep ‘Em Flying,” with its stated 

mission, “to promote and encourage the preservation and safe operation of former 

military aircraft”.

In addition to honoring military history and educating generation after generation 

of enthusiasts about warbird aircraft, pursuant to its IRS 501(c)(3) mission, Warbirds is 

also committed to educating warbird pilots, through its individual programs, and in many 

instances with programs conducted in cooperation with FAA and ICAS. For example, 

Warbirds has worked with FAA to organize a cadre of Specialty Aircraft Designated Pilot 

Examiners (SAE) to administer check rides in aircraft including historic warbird singleengine fighters to jet-warbird aircraft.

With the retirement of many veteran FAA Inspectors and FAA Designated 

Examiners, Warbirds wanted to ensure that pilots and flight engineers needing type 

ratings in rare, historic aircraft and warbirds would be able to continue to be examined 

for proficiency in these aircraft. Working in conjunction with the FAA and the EAA 

Government and Industry Relations Department, Warbirds established the National 

Designated Pilot Examiner (NDPER), and the National Designated Flight Engineer 

Examiner Registry (NDFEER) program. Under this program, select FAA Designated 

Pilot Examiners and Flight Engineer Examiners, all with a wide range of experience in 

these vintage aircraft, were authorized by the FAA to provide check rides on a national 

basis in large, multi-engine aircraft. As a "National Resource," these highly experienced 
8

FAA Designated Examiners have their activities coordinated by a single FAA Manager. 

The administrative support functions of these examiners are managed by EAA.

In the early 1990s, at the request of the FAA, ICAS developed its Aerobatic 

Competency Evaluator (“ACE”) program to provide check rides for members' Statement 

of Aerobatic Competency. Shortly thereafter, Warbirds developed a similar program 

tailored to the specific needs of warbird pilots who fly aerobatics at public air shows. 

Although the pilots and aerobatic maneuvers evaluated by ICAS and Warbirds on behalf 

of the FAA would never be conducted as part of a stadium fly-over, the responsibility 

vested by the FAA in both ICAS and Warbirds is indicative of the Petitioners’ long 

standing interest in safety and coordination with the FAA.

Similar to the interests of co-petitioner ICAS, it is Warbirds’ intention to bring the 

same elements of safety, informational resources, training, and positive promotion, as 

well as cooperation with the FAA, to stadium and sporting event over-flight operations. 

Accordingly, ICAS and the Warbirds seek the grant of exemption from FAR 91.319(c). 

PUBLIC INTEREST

Certainly, one of the great traditions of our country is the over flight of military 

aircraft prior to professional and college sporting events, racing events, baseball games 

and other stadium-based events. These over flights generally occur following the 

playing of the national anthem, or on occasion, at a break in the event in conjunction 

with a performance of “America the Beautiful.” Unfortunately, as a result of government 

budget sequestration, military over flights of stadium-based events have either been 
9

completely curtailed or severely limited. As a result of sequestration, ICAS and 

Warbirds members have been asked to conduct stadium over flights in warbird aircraft 

or in formations of RV aircraft.

Some may question the viability of stadium over flights by aircraft other than F16s, F-18s, other current military aircraft, or U.S.-made warbirds. This is an argument 

without merit. For the American public in attendance at a stadium event, the complete 

experience of the aircraft over flight, with “smoke on,” the sound of the aircraft, and the 

precision of the formation flight, are the attraction. Event attendees are impacted by the 

complete experience. They are not there to witness an over flight by a particular aircraft 

type. They appreciate the various elements mentioned above that together create the 

patriotic experience. Further evidence of enhancement of the public interest by stadium 

over flights is underscored by the letter signed by Congressional leaders in support of 

this Petition. (Exhibit “B”).

The Petitioners have stated in this Petition that their members’ over flights that 

have occurred to date have been conducted without incident. Further, those operations 

were conducted pursuant to the review of local FSDOs. The Petitioners contend that 

their members can safely carry this national tradition of stadium over flights forward, as 

they have done so far, and as a grant of this Petition would permit, based upon the level 

of safety set forth in the following section. Simply considering the demand for stadium 

over flights from the NFL, universities, NASCAR, MLB and others, it is clearly in the 

public interest that FAA grants this Petition for Exemption.
10

SAFETY ISSUES

Based upon the safety record of the stadium over-flight operations that have 

occurred during the last two years, there is no question that Petitioners’ members can 

continue to conduct these flights in a safe manner. Considering the fact that pilots flying 

aircraft certified in the standard category, without any FAA approved formation flying 

training whatsoever could conduct stadium over flights, illustrates that the formal 

formation training that Petitioners’ members utilize in stadium over flights provides a 

superior level of safety over the aforementioned operation. Further, the training that 

would be required pursuant to this grant of exemption, specific to over flights of 

stadiums and sporting events, as well as the mandated aircraft maintenance, provide a 

level of safety that is appropriate for the granting of this Petition.

Any of Petitioners’ members desiring to participate in stadium over flights will be 

required to complete two specific training activities. First, formation pilots must have 

participated in, and illustrate successful completion of, an FAA-approved formation-flight 

program. Second, participants must complete the ICAS Stadium Over-Flight Training 

Program. (Exhibit “A”). That training includes, but is not limited to, topics such as preflight requirements, pilot and aircraft requirements, minimum safe altitudes, flight 

contingencies, risk mitigation, divert contingencies, and examples of stadium over flight 

models. A pre-operational checklist, covering these topics, and coordination with 

Federal and other governmental agencies is part of the ICAS Stadium Over-Flight 

Training Program. (Exhibit “C”).
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To be eligible for an exemption under the conditions specified in this Petition, 

individual pilots and teams of pilots are obligated to pre-coordinate a number of specific 

issues related to airports, routes, holding restrictions, aircraft performance data, aircraft 

maintenance history, and pilot training and credentials to prevent potential conflicts 

during the flyover flight and mitigate potential risk. Further, all aircraft receiving relief 

under this Petition must submit a plan to the local FSDO that specifies safe ingress and 

egress routes, minimizes time over densely populated areas, and provides for 

emergency routes and procedures to allow aircraft to egress to sparsely populated 

areas at every point in the proposed flight profile. The flight must also be conducted with 

ceilings of 2,000-feet or more, visibility of five statute miles or more, and during daylight 

hours only. And, any aircraft that experiences an abnormal condition or indication along 

the planned route of flight must immediately notify ATC and instead proceed along a 

route that avoids densely populated areas until landing.

The Petitioners recognize the importance of the maintenance of aircraft that will 

be utilized in stadium over flights. All of the experimental exhibition warbirds that will be 

flown in these operations will receive, as required by the FARs, an annual condition

inspection conducted by an FAA certified airframe and power plant mechanic (“A&P). 

Further, each aircraft will be returned to service with appropriate inspections and 

logbook entries by an A&P. Those same requirements will be applied to experimental 

aircraft that will be flown in stadium or sporting event over flights. 

The objective data illustrate that stadium and sporting event over flights can be 

conducted in a safe manner. The Petitioners are not aware of any incidents or accidents 
12

that have occurred in stadium over-flight operations to date. Granted, the frequency of 

stadium over flights has only become more significant over the last two years. However, 

experimental aircraft operations at air shows have been common for more than 50 

years. ICAS estimates that since 1965 there have been between 200,000 and 225,000 

individual performances by experimental aircraft at public air shows in the United 

States. During that time, there has not been a single spectator fatality involving 

performing aircraft. Clearly, stadium over flights present a significantly lower risk than an 

air show performances since they do not require abrupt maneuvers or aerobatics, and 

present an insignificant G load on the performing aircraft. 1 Clearly, the training, safety 

and maintenance elements that are part and parcel to this Petition merit granting of the 

Exemption. 

DESCRIPTION OF THE RELIEF SOUGHT

There are a great number of reasons that support the Petitioners’ request for the 

relief they seek. The Petitioners have illustrated that, considering the effect upon military 

stadium over flights by recent government budget sequestration, as well as the desire of 

college and professional sports organizations, competitive auto racing, and other 

stadium-based events for stadium and sporting event over flights, there is a need to 

organize and conduct these activities in a safe manner, ensuring adherence to the 

 

1

ICAS statistics illustrate that there have been approximately 300 air shows in the United States every

year for the past 50 years, totaling 15,000 air shows. Considering that there are generally three 

performance days per air show, there have been 45,000 performance days since 1965. With the norm of 

approximately ten performers per show per day, a safe estimate is that two thirds of the aircraft that 

are flown are experimental. Estimating on the conservative side, that half of the aircraft that are flown 

are experimental, yields a total of 225,000 operations by experimental aircraft at U.S. air shows during 

the last 50 years. 
13

FARs. The Petitioners have vast experience in working with the FAA on matters of 

aviation safety, as well as aerobatic and formation flying operations. The public interest 

in continuing stadium over flights is well illustrated by various organizations’ requests for 

stadium over flights conducted by Petitioners’ members. This is a tradition that should 

continue in spite of the military’s inability to conduct these activities. It is also an activity 

that can continue, based upon the Petitioners’ members’ abilities to carry the tradition 

forward in a safe manner. The Petitioners have shown the fundamental safety of their 

members’ over-flight activities based upon the requirement for FAA approved formation 

training, specific training for stadium and sporting event over-flights, aircraft 

maintenance requirements, and an over-flight check list that covers all relevant aspects 

to conduct the operation safely and pursuant to the FARs. Considering these factors, 

the Petitioners request for an exemption from FAR section 91.319(c) should be granted.

International Council of Air Shows EAA Warbirds of America

By: By: 

John Cudahy, President Bill Fischer, Executive Director

Dated: March 26, 2015
Exhibit A
Training Syllabus and Preflight Briefing Guide

Stadium Flyover in Experimental Aircraft
Training Syllabus and Preflight Briefing Guide

Objective

• Conduct event flyovers in experimental or experimental 

exhibition aircraft that provide level of safety equivalent to or 

greater than event flyovers conducted in standard category 

aircraft
Training Syllabus and Preflight Briefing Guide

Preflight Requirements

• Site suitability survey

r Airport location(s)

s Point of origination

s Divert locations

s Provide distance, heading, frequencies and runway length

 for all possible divert airports

r Flyovers may be conducted over congested airways or densely 

populated areas if sufficient altitude/airspeed are maintained 

to effect a safe emergency landing in the event of power failure,

without hazard to persons or property on the ground. 

r Ensure that there are suitable divert and/or forced landing 

areas during every part of take-off, ingress, flyover, egress 

and landing
Training Syllabus and Preflight Briefing Guide

Preflight Requirements

• TSA approval (if stadium TFR in affect)

r Requires letter from event sponsor

s On company letterhead

s Letter must state pilots have been invited to conduct flyover

 by the event coordinator(s)

s Letter must state date and time of flyover

s Letter must be attached electronically to waiver request

r Minimum 30 days required for approval

r Required crew members only submitted for flyover approval;

Passengers not allowed

r TSA waiver information, application and instructions can be 

found at http://www.tsa.gov/stakeholders/airspace-waivers-0
Training Syllabus and Preflight Briefing Guide

Preflight Requirements

• FSDO coordination

r FSDO inspector may, but is not required to, review pilot 

documents, aircraft documents and/or aircraft airworthiness

• ATC coordination

r Hold plan, ingress, egress, altitudes and speed

r Clear frequency to use

• Event location coordination

r Ground personnel access

r Expected schedule, timeline
Training Syllabus and Preflight Briefing Guide

Pilot Requirements

• Commercial pilot certificate

• Appropriate type rating (if required)

• Class II medical

• Valid formation card

r FAST, FFI or ICAS SAC 

r Lead pilot must possess lead qualification

• Proficient for the planned flight

• Within preceding 90 days, all participating pilots musts have 

completed at least three takeoffs and landings, to a full stop, 

in the specific type of aircraft they will be operating under the 

exemption.
Training Syllabus and Preflight Briefing Guide

Aircraft Requirements

• Valid experimental airworthiness certificate (with associated

 operating limitations)

r Operating limitations of each aircraft must be reviewed to 

ensure the planned flight will not violate a limitation beyond 

those limitations that are addressed with the exemption

• Valid registration certificate

• Current program letter (that includes flyover event)

• Current annual condition inspection (must be conducted by A&P or IA)

• Current pitot/static inspection (if any portion of the flight will 

be operated under IFR rules)
Training Syllabus and Preflight Briefing Guide

Flight Considerations

• Weather

r Must maintain minimum safe altitudes and separation with 

clouds for VFR flight as per FAR 91.119

r Participating aircraft must observe at least a 2,000-foot ceiling 

and five (5) statue miles of flight visibility at all points on the 

route. If, at any time, the weather deteriorates below these 

minimums, flight over densely populated areas is prohibited 

until weather conditions allow.

r Winds aloft

r Obstacles along route may dictate higher weather minimums
Training Syllabus and Preflight Briefing Guide

Flight Considerations

• Flight composition

r All pilots current and capable of safe execution

r Formation

r Similar or dissimilar aircraft

r Maximum aircraft in formation: six (6)

• Day VFR operations only

• Any aircraft that experiences an abnormal condition or 

indication along the planned route of flight must immediately 

notify ATC and instead proceed along a route that avoids 

densely populated areas until landing.
Training Syllabus and Preflight Briefing Guide

Flight Considerations

• Minimum Safe Altitudes

r Remain in compliance with 14 CFR 91.119 throughout ingress, 

flyover and egress:

t Speed and altitude that will allow, in the event of a 

power failure, an emergency landing (including a 90-

degree change of heading) without undue hazard to 

persons or property on the surface.

t Glide performance for each participating aircraft 

must be provided as part of risk mitigation plan. PIC 

must provide this data to FAA on request.

t An altitude not less than 1,000 feet AGL over 

congested areas.
Training Syllabus and Preflight Briefing Guide

Flight Considerations

• Ingress route

r Timing updates/communications flow with ground personnel

r Speed and altitude

r Smoke on/off points (if applicable)

r Formation must be set one (1) minute from stadium
Training Syllabus and Preflight Briefing Guide

Flight Considerations

• Hold area

r Speed and altitude

r Proximity to stadium

r Proximity to suitable landing areas/airports

r Obstacles

r Maneuvering pattern in hold

r ATC communications/frequencies

r Ground personnel communications/line of sight to stadium
Training Syllabus and Preflight Briefing Guide

Flight Considerations

• Flyover

r Scheduled time on target

r Speed and altitude 

r Obstacles in vicinity of stadium

r No maneuvering during flyover

r No aerobatics during flyover
Training Syllabus and Preflight Briefing Guide

Flight Considerations

• Egress/return to base

r Speed and altitude

r Planned “off-target” heading/altitude

r ATC coordination and expected routing
Training Syllabus and Preflight Briefing Guide

Contingencies

• Aircraft fall-out

r Alternate lead if lead aborts

r Formation changes

• Loss of communications (NORDO)

r Continue or abort

• Aircraft emergencies

r Nearest divert location

r Chase procedures (if necessary)

r ATC coordination
Training Syllabus and Preflight Briefing Guide

Contingencies

• Mid-air collision avoidance during flight

r Lead techniques

r Atmospheric conditions

r Proficiency

r Adjust to conditions

r Fly to least common denominator

• Bird strike

r Helmets on, visors down

r Get separation, zoom climb

r Chase coordinate with ATC

r Divert (if necessary)
Training Syllabus and Preflight Briefing Guide

Contingencies

• Loss of thrust

r Get separation, zoom climb to best glide speed

r Turn to divert location

r Glide distances (nm) from 1,000 feet AGL at flyover speeds 

(straight ahead, 90 degree turn, 180 degree turn)

• Risk mitigation/divert planning

r Every proposed flyover conducted under this exemption must 

include a written risk mitigation/divert plan that demonstrates 

how all participating aircraft may effect a safe emergency 

landing in the event of a power failure at any point in the 

proposed flyover (see following three slides for samples)

r If safe emergency landing cannot be made at every 

point in proposed route of flight, site is not 

appropriate for flyover
Training Syllabus and Preflight Briefing Guide

Sample #1, 

Risk Mitigation/Divert Planning

Levi Stadium, San Francisco, CA

Levi Stadium

Moffett Airfield

San Jose Int’l 

Airport

Entire flight never more than 

3.3 nautical miles from divert 

airfields and/or non-densely 

populated emergency divert 

area, well within aircraft’s 

glide distance at planned 

altitude and speed of flyover

Hold 

area
Training Syllabus and Preflight Briefing Guide

Everbank

Field

Craig Airport

NAS Jax

Sample #2, 

Risk Mitigation/Divert Planning

Everbank Field, Jacksonville, FL 

Hold 

Area

Entire flight never more than 8.0 

nautical miles from divert airfields 

and/or waterways suitable for 

forced landing, within aircraft’s 

glide distance at planned altitude 

and speed of flyover

Route of Flyover Flight

2.7 nm
Training Syllabus and Preflight Briefing Guide

Sun Life 

Stadium

North Perry Airport

Opa Locka

Executive Airport

6.5 nm to ocean

2.7 nm

Hold 

Area

Route of Flyover Flight

Sample #3, 

Risk Mitigation/Divert Planning

Sun Life Stadium, Miami, FL 

Entire flight never more than 6.5 

nautical miles from divert 

airfields and/or waterways 

suitable for forced landing, well 

within aircraft’s glide distance at 

planned altitude and speed of 

flyover


Exhibit C
Preflight Coordination Checklist

Stadium Flyover in Experimental Aircraft
Preflight Coordination Checklist

Preflight Coordination Checklist

 Site-suitability survey

 Event organizer (football/baseball team owner, car race 

organizer) letter of invitation/authorization

 TSA approval (www.tsa.gov/stakeholders/airspace-waivers-0)

 FAA FSDO coordination

 FAA ATC coordination

 Individual pilot requirement/credential coordination

 Aircraft requirements

 Flight Considerations

 Written risk mitigation/in-flight emergency divert plan