1 United States of America Department of Transportation Federal Aviation Administration Washington D.C.

In the Matter of the Petition for Exemption of: **JLG Communications Inc.** F rom the Requirements of Title 14 of the Code of Federal Regulations Sections 61.113(a)

, 91.7(a), 91.119 (b) and (c), 91.121, 91.151 , 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) concerning commercial operation of: **DJI Phantom 2**

, **DJI Inspire 1** , and **3DR Solo** Unmanned Aircraft Systems Pursuant to Section 333 of The FAA Modernization and Reform Act of 2012 (Public Law 112

- 95)

Submitted on September 15 , 2015

JLG Communications Inc. P.O. Box 79175 Atlanta, GA 30357 404

- 386

- 23952 **Summary**

JLG Communications Inc. seeks exemption from the requirements of 14 C.F. R §§ 61.113(a), 91.7(a), 91.119(b) and (c), 91.121, 91.151, 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b )

, to operate an Unmanned Aircraft System (UAS) pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA). Th is exemption will permit JLG Communications Inc. to operate an Unmanned Aircraft System (UAS) for the commercial purpose of conducting aerial video and photography over certain areas of the United States.

**Introduction and Interests of the Petitioner**

JLG C ommunications Inc. (JLG Communications or JLG ) is a photo and video production company, with a focus on corporate videos. JLG produces high

- quality videos for its clientele, including promotional, sales, and internal communications videos. JLG has over 1 4 years experience in the video production industry, and Jon Gordon, the owner, has over 20
years experience in this industry. Use of the UAS will allow JLG Communications , with Jon Gordon as the sole operator, to remain competitive primarily in the corpor ate video arena.

Jon Gordon, as the owner of JLG Communications Inc., will be the sole operator of the UAS for which Section 333 exemptions are sought through this petition. Jon Gordon is the holder of a Private Pilot’s license, certificate number 52841025 6, issued October 27, 1995 as well as the holder of a valid airman medical certificate, obtained July 9, 2015 (Applicant ID: 1995091332, Examiner’s Designation No.: 03524). Additionally, Jon Gordon has over five years of experience in building, maintaining , and operating drones as well as over 15 years experience in building and operating model aircraft.

**Information Regarding UAS**

The DJI Phantom 2, DJI Inspire 1 , and 3DR Solo are each a vertical takeoff and landing (VTOL) Unmanned Aircraft (UA) with a Groun d Control Station (GCS) utilizing an electronic tablet or smart phone systems. The DJI Phantom 2 has a maximum gross weight of approximately 2 pounds 11 ounces, while having a length of 16 inches

, width of 16 inches, height of 8 inches, and a maximum speed of approximately 29 knots. The DJI Inspire 1 has a maximum gross weight of 6 pounds 7.5 ounces, a length of 17.3 inches, width of 17.7 inches, height of 11.8 inches, and a maximum speed of approximately 42 knots. The 3DR Solo has a maximum gross we ight of 3.3 pounds, with a length and width each of 18 inches from motor
to motor and a height of 10 inches. The maximum speed of the 3DR Solo is 55mph.

The DJI Phantom 2, DJI Inspire 1 , and 3DR Solo UAs are equipped with four main rotors, driven by Lithium Po lymer battery powered electric motors.

The DJI Phantom 2, DJI Inspire 1, and 3DR Solo UAs that will be operated by JLG Communications Inc. will be registered in accordance with 49 U.S.C. 44103, Registration of Aircraft, as well as 14 C.F.R Part 47, Aircra ft Registration, and marked in accordance with 14 C.F.R. Part 45, Identification and Registration Marking.3 **Basis for Petition**

Pursuant to the provisions of the Federal Regulations (14 C.F.R. § 11.61) and the FAA Modernization and Reform Act (FMRA), Sect ion 333, Special Rules for Certain Unmanned Aircraft Systems , JLG hereby petitions the Administrator to commercially operate the DJI Phantom 2, the DJI Inspire 1, and the 3DR Solo in the National Airspace System (NAS), and for an exemption from the require ments of 14 C.F.R §§ 61.113(a), 91.7(a), 91.119(b) and (c), 91.121, 91.151, 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b)

. In consideration of the speed, weight, size, and limited operating area associated with the unmanned a ircraft and its operation, JLG Commun i cations’ operation of these UASs meets the conditions of FMRA Section 333 and therefore will not require an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. Accordingly, JLG Communications requests re lief from Sections 91.405(a), 91.407(a) (1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b), as these sections set forth requirements for maintenance that only apply to aircraft with an airworthiness certificate. The reasons for which relief is sought from the remaining sections is detailed in Section C. The Extent of Relief JLG Communications Seeks and the Reason JLG Communications Seeks Such Relief

.

The requested relief is proper as JLG Communications will ensure an equivalent level of safety by employing exp erienced personnel or technicians to perform maintenance, alterations, or preventive maintenance on the UASs using the methods, techniques, and practices prescribed in the operating documents (i.e., Monthly Maintenance Log, and the DJI Phantom 2, DJI Inspi re 1 , and 3DR Solo Instruction Manual s ). Furthermore, JLG Communications will document and maintain all maintenance recor ds for the specified UASs.

In accordance with 14 C.F.R. § 11.81, JLG Communications provides the following information in support of i ts petition for exemption:

**A. Name and Address of Petitioner** 

JLG Communications Inc. P.O. Box 79175 Atlanta, GA 30357 404

- 386

- 2395 jon@jlgcomm.com

**B. The Specific Sections of 14 C.F.R. From Which JLG Communications Inc.**  **Seeks Exemption**

14 C.F.R § 61.23(a) & ( c) 14 C.F.R § 61.101(e)(4) & (5) 14 C.F.R § 61.113(a) 14 C.F.R § 61.315(a)4 14 C.F.R § 91.7(a) 14 C.F.R § 91.119(c) 14 C.F.R § 91.121 14 C.F.R § 91.151 14 C.F.R § 91.405(a) 14 C.F.R § 91.407(a)(1) 14 C.F.R § 91.409(a)(1) & (a)(2) 14 C.F.R § 91.417(a) & (b)

**C. The Extent of Relief JLG Communications Seeks and The Reason JLG**  **Communications Seeks Such Relief**

JLG Communications asks that it be per mitted to commercially operate small Unmanned Aircraft Systems (sUASs) under the conditions outlined herein or those
est ablished by the FAA as required by Section 333. This exemption would allow JLG Communications to operate the sUASs within a pre

- determined, limited, and controlled airspace and would meet or exceed all operational and safety requirements of Section 333.

**1. S**  **ection 61.113(a)** 

JLG requests release from § 61.113(a) to the extent necessary to allow a PIC holding a private pilot or higher level certificate, as well as a current and valid airman medical certificate, and who has met certain flight

- hour and currency r equirements, to conduct the proposed UAS flight operations for compensation or hire. This relief is requested because this section prohibits a person holding a private pilot certificate from acting as PIC of an aircraft for compensation or hire. Because Jo n Gordon will be operating a UAS for compensation, an exemption from this section is necessary.

Jon Gordon, the holder of a private pilot certificate and a valid airman medical certificate, will be the sole operator of the UAS and will meet flight

- hour an d currency requirements, ensuring that the UAS are operated with an equivalent level of safety. Jon Gordon, the PIC, will operate the UASs in a manner consistent with the exemption, using appropriate evasive and emergency maneuvers and maintaining appropri ate distances from people, vessels, vehicles, and structures.

**2. Section 91.7(a)** 

JLG Communications seeks relief from Section 91.7(a), entitled Civil aircraft airworthiness , because the DJI Phantom 2, the DJI Inspire 1, and the 3DR Solo UASs do not require an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. As such, JLG Communications submits that it will ensure that the listed UASs are in an airworthy condition prior to every flight, by determining that the UASs are in compliance wit h the operating documents and that the aircraft are in a condition for safe flight.

**3. Section 91.119**  **(b) and (c)** 

JLG seeks relief from the above sub sections, entitled Minimum Safe Altitudes:5 General , which proscribes flight below 1,000 feet above the highest obstacle in congested areas and belo w 500 feet above any surface, except water or sparsely populated areas, in non

congested areas. Because the UAs for which exemption is sought do not fly above 400 feet above ground level, exemption from these sections i s necessary to their operation. Notably, in subsection (d), helicopters are permitted to operate at less than the minimum altitudes so long as they can be operated without hazard to persons or property.

JLG submits that if granted an exemption, it will ens ure an equivalent level of safety achieved under 91.119(b) and (c) because of the size, weight, and speed of the proposed UAs. The PIC will ensure that property owners and/or local officials have granted any requisite permissions before flights and that al l affected individuals will be made aware of planned flight operations. The lack of flammable fuel and the diminutive size of the proposed UAs render them a much lower risk to safety, even at lower altitudes. Additionally, the ability to fly at lower altit udes ensures separation between the small UAS operation and the operation of conventional aircraft.

**4. Section 91.121** 

JLG Communications also seeks an exemption from the requirements of Section 91.121, entitled Altimeter Settings , as the DJI Phantom 2, the DJ I Inspire 1, and the 3DR Solo UAs will not have a typical barometric altimeter onboard. However, altitude information for these UAs is measured by a barometric pressure sensor and is then provided to the PIC via Global Positioning System (GPS) equipment an d radio communications telemetry data link, which downlinks from the UA to the GCS for active monitoring of the flight path. JLG requests this exemption because the FAA requires that any altitude information concerning UAS operations be reported to air tra ffic control in feet above ground level and the UA’s altimeters may be set on the ground to zero feet above ground level, rather than the local barometric pressure or field altitude, before each flight. JLG further requests this relief in consideration of the limited altitude of the proposed operations.

Proper use of the barometric pressure sensor and GPS equipment, which automatically ensures that a ground level pressure setting is established prior to each flight and provides the PIC with altitude inform ation on the heads

- up display of the GCS, will ensure that an equivalent level of safety will be maintained. This altitude information, combined with JLG Communications’ operation of the UASs within visual line of sight, at or below 400 feet above ground l evel, will ensure a level of safety equivalent to Section 91.121.

**5. Section 151** 

JLG Communications seeks an exemption from the requirements of Section 91.151, entitled Fuel requirements for flight in VFR conditions to the extent necessary to allow flights

o f the UAs during daylight hours in visual meteorological conditions under visual flight rules, for a total duration of 13.5 minutes to the first point of intended landing, and assuming normal cruising speed, to fly after that for at least 4.5 minutes. JLG asks for this relief because without this exemption, the flight duration of these battery powered drones will so limit the practicality of their use as to make them unusable for the purposes of aerial photography and videography.6 JLG’s above proposed opera ting limitations (flight during daylight hours in visual meteorological conditions, for 13.5 minutes to the first point of intended landing and the ability to fly at least 4.5 minutes after that) and the capabilities of each of the UAs, as set forth in the ir operating documents, will ensure their safe operation.

**6. 405(a)**  **; 407(a)(1)**  **; 409(a)(1) and (a)(2)**  **; 91.417(a) and (b)** 

JLG requests relief from the above sections because they apply only to aircraft with an airworthiness certificate and the UAs for which an exemption is sought do not require airworthiness certificates.

Accordingly, JLG will use trained technicians to perform maintenance, alterations, or preventive maintenance on the UASs, using the methods, techniques, and practices prescribed in the UAS op erating documents and will document and maintain all maintenance records for each UAS.

**D. Granting This Exemption to JLG Communications Would Be In The Public**  **Interest**

As discussed further in the following section, the public will benefit from the grant of th is exemption by the reduction in the level of air and noise pollution from that produced by traditional aerial videography and photography as well as by reduced congestion in the national airspace . The small size as well as the GPS and homing ability of t hese UASs reduces risk of damage to life and property both on the ground and in the air. The risk is dramatically lessened by the absence of a crew aboard the UAS, and because of its small size, the potential for damage in the case of a crash is likewise substantially lessened.

Finally, allowing JLG Communications to operate UASs to obtain professional

- level aerial photography and videography allows this company to remain competitive with non

U.S. companies, thereby contributing to the U.S. economy.

**E. Gran**  **ting This Exemption to JLG Communications Would Not Adversely Affect Safety Because With the Exemption, An Equivalent or Greater Level**  **of Safety Provided By The Rule Would Be Achieved**

The use of sUASs by JLG Communications enhances the safety of the public by avoiding the need to use larger manned aircraft to achieve the same aerial videography and photography objectives. Additionally, the small size of the UAs discussed herein allow for a less

- congested NAS, which is inherently safer to others using the N AS and to the public. Each of the UASs for which JLG Communications seeks an exemption weighs less than 10 pounds, and the gross weight, including any attached payload will not exceed 55 pounds (camera, lens, gimbal, etc.).

The methods of operation of t he UAs will provide a level of safety equal or greater to that provided by the existing rule. Before operation, the UA will be carefully checked to ensure its proper functioning and that all parts are fully operational. Any onsite personnel, clients, and employees will be required to execute a waiver, and consent will be obtained from7 all persons within 100 feet of flight operation. Any required permits and permissions will be obtained from local government offices in advance of operation. The UAs will n ot be flown within five NM of an airport and will not be operated over densely populated areas or heavily trafficked highways.

Any operation of the UAs will employ, at a minimum, a pilot in command of the UA and a visual observer. The UAs will operate at speeds less than 50 knots and are capable of hovering and simultaneously moving horizontal l y and vertically. The UAs will be operated

o nly within visual line of sight and will have a maximum fligh t time of less than 30 minutes with battery power continuo usly monitored by the UAS. The UAs will return to ground with at least 20% battery life preserved. Additionally, the UAS will have the capability to abort a flight in the case of unpredicted obstacles, weather, or emergencies. Finally, the UAs will have the capability to return to the pre

- determined home location and land should it for some reason lose communication or GPS signal during any operation. JLG Communications will abide by all required FAA regulations and additionally, will abide by the Acade my of Model Aeronautics’ sUAS Flight Safety Guide (attached).

The use of UASs by JLG Communications will not only provide an equivalent level of safety required under the rule, but will enhance safety by avoiding the use of larger, manned aircraft. The us e of UASs instead of larger aircraft reduces environmental emissions and noise, necessitates much smaller zones for landing and takeoff, and reduces congestion in the NAS.

**F. Summary That Can Be Published in The Federal Registry** 

Rules From Which Petitioner Se eks Exemption JLG Communication Inc. seeks exemption from the requirements of 14 C.F.R. Sections 61.113(a), 91.7(a), 91.119(b) and (c), 91.121, 91.151, 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b)

Brief Description of the Nature of t he Exemption Sought This exemption will permit JLG Communications Inc. to commercially operate an Unmanned Aircraft System (UAS) for the purpose of conducting aerial videography and photography over certain areas of the United States.

**G. Any additional infor**  **mation, views, or arguments available to support your request** 

This Petition is made pursuant to the FAA Modernization and Reform Act of 2012 (FMRA) Section 333, which directs the Secretary of Transportation to determine if certain UAS may operate safely in the NAS. As such, JLG Communications, Inc.’s request for exemption may be granted pursuant to the authority of FMRA Section 333 and 14 C.F.R. Part 11, as set forth above. FMRA Section 333 sets forth the requirements for considering whether a UAS will crea te a hazard to users of the NAS or the public, or otherwise pose a threat to national security; and further, provides the authority for such UAS to operate without8 airworthiness certification. As discussed in detail above, JLG Communications will operate t he DJI Phantom 2, 3DR Solo, and DJI Inspire 1 UASs safely in the NAS, without creating a hazard to users of the NAS, or the public, or otherwise pose a threat to national security.

Respectfully submitted,

JLG Communications, Inc.

____________________ Jon Gordon JLG Communications, Inc., Owner P.O. Box 79175 Atlanta, GA 30357 Tel: (404) 386

- 2395

Attached : Academy of Model Aeronautics’ sUAS Flight Safe tyairworthiness certification. As discussed in detail above, JLG Communications will operate the DJI Phantom 2, 3DR Solo, and DJI Inspire 1 UASs safely in the NAS, without creating a hazard to users of the NAS, or the public, or otherwise pose a threat to national security.

Respectfully submitted,

JLG Communications, Inc.

Jon Gordon JLG Communicates, Inc., Owner P.O. Box 79175 Atlanta, GA 30357 Tel: (404) 386-2395

Attached: Academy of Model Aeronautics' sUAS Flight SafetyPage A © 2014 Academy of Model Aeronautics All Rights Reserved

# Table of Contents

Foreward

.................................................................................................. i

Basic sUAS Safety Principles

................................................................. 1
AMA’s Privacy Policy

.............................................................................. 2

See and Avoid Guidance

....................................................................... 3

General

................................................................................................................. 

### 3 Spotters

................................................................................................................ 

### 4
First Person View Systems

..................................................................... 5

General

................................................................................................................. 

### 5 Operations - Requirements - Limitations



### .................................................... 5 Range - Altitude - Weight - Speed



### ............................................................. 6

Recommendations & Information



### .............................................................. 6 Privacy Protection Safeguards

.............................................................................. 

### 6

Definitions of Terms

.............................................................................................. 

### 6
Failsafe, Stabilization, and Autopilot Systems

........................................ 8

General

................................................................................................................. 

### 8 Operations - Requirements - Limitations

.............................................................. 

### 8 Range - Altitude - Weight - Speed

....................................................................... 

### 9

Recommendations & Information

......................................................................... 

### 9 Privacy Protection Safeguards

.............................................................................. 

### 9

Definitions of Terms

............................................................................................ 

### 10
AMA National Model Aircraft Safety Code

............................................ 11Page i If this is your first purchase of a recreational small Unmanned Aircraft System (drone) or the first time you’ve ventured into the world of model aviation, welcome! Welcome to the stimulating and enjoyable world of model aviation and a community of thousands of aeromodeling enthusiasts who for more than 100 years have enjoyed the fascination and allure of virtual flight through model aircraft.

Model aircraft have operated in the National Airspace System (NAS) for decades and have done so safely and responsibly. The aeromodeling activity conducted within the safety guidelines of the Academy of Model Aeronautics has achieved an excellent safety record, a record that surpasses most other forms of aviation. The success of this community was recently recognized by Congress in the FAA Modernization and Reform Act of 2012 with the addition of the Special Rule for Model Aircraft, now Public Law 112-95, Sec. 336.

The establishment of this Special Rule reflects Congress’ recognition of community-based programming as an effective and sensible means of managing the recreational small unmanned aircraft activity, and it was Congress’ intent to protect this community from onerous and unnecessary federal regulation.

The key to the success of the community and the longevity of the aeromodeling activity is the individual commitment to operating their aircraft in a safe and responsible manner and in accordance with a community-based set of standards.

sUAS are defined as being less than 55 pounds; however, the majority of the platforms in use today are less than 20 pounds, and most are less than 10 pounds. This safety guide is intended to help the sUAS operator to fly his or her aircraft in a safe and responsible manner.

Flying sUAS in a safe and responsible manner certainly means doing so in way that does not endanger persons or property. But, it also means operating your device in a manner that is respectful of community standards, the concerns of others, property and privacy rights, and flying in a community friendly manner. As a general rule:

• Don’t operate on or fly over private property without first obtaining permission from the

property owner and/or the property tenant. • Don’t fly where the operation of radio control aircraft is prohibited. • Don’t fly near open assemblies of people without first obtaining permission or otherwise

making prior arrangements to do so. • Don’t fly near or over sensitive infrastructure or property such as power stations, water

treatment facilities, correctional facilities, heavily traveled roadways, government facilities, etc. without making prior arrangements to do so.

Fly friendly, fly safely , and enjoy the hobby! 

# ForewardPage 1 Page 1 of 3 Revision 1/12/2014 

### Academy of M odel Aer onautics AMA Document # 550 “AM A Ad vanc ed Fli g ht S ys t em s C om mitt ee ” amaflig h ts y st e ms@gmail

. com 

### Radio C on trolled Model Ai rcraft Op eration Ut il iz ing “Fi rst Pe rs on Vie w ” Systems

1

. DEFINITION OF T ERM S:
Please refer to Page 5 section 7 w hich con tai ns an alphabetical list ing of the d e finitions of the terms in italics that are used i n this docum e nt.

2. GEN ER AL:

F PV flyi ng of radio control m od el aircraft by AMA members is allow ed on ly fo r
n on co m me rcial pu r pos es as a hob by/ r ec r ea ti on al an d/o r c om petiti on activity and mu st be conducted in acco r dance w ith AMA’s current Na ti onal M o del Aircraft Sa fet y Code and any additional rules specifi c to a fl ying site/locatio n.

3. O PE R AT IONS

– RE QU IREMENTS

– LI MIT AT IONS:
a) FPV novi ce p ilo ts undergoing training at low altitude must us e a buddy- bo x system with

an FP V sp ot ter

, or must go to a safer altitude if no buddy

- box system is used. b) A ll FPV fligh ts re qu ire an AMA FP V pi lo t to ha ve an AMA FPV sp ot ter ne xt to hi m/ he r
ma in taining VLO S wit h t he F PV air cra ft th ro u ghout its fli ght

. c) The FP V p il ot m us t br ie f th e FPV spotter on t he FPV spotter ’ s du ti es, comm un icat io ns and han d-over con tr ol proc ed u re s befo re FPV f lig ht

. d) The A MA F PV spotter must comm un icate wi th t he FPV pilot to ensure the FPV aircra ft remains within V LO S , warn in g the FP V pilot of appr oachi ng air craft , an d

w hen avo idance techn iq ues are ne ces sa ry. e) During an FPV flight, the FPV spotter must be prepared to acquire t he transmi tt er/control f rom the FPV pilot and assume VLOS control of t he m od el ai rc raft at any time safe operation of the flight is in question. f) If an FPV pil ot exper i ences a safety issue that does not appear to be a brief glitch, they must ab andon F PV m ode and fly VLOS

. g) Before the initial F PV flight o f an FPV model aircraft and/or afte r an y changes or r epai rs to essential flight systems , the FPV model aircraft must have an R/C test flight by conventional VLOS

. h) F PV mode l aircraft must use frequencies appro ve d by t he FCC for bo th the RC sys tem and the wireless vi deo system. Pi lo ts must m ee t applicable FCC licensin g r equ ir em e nt s if th ey
c ho o se to op er at e t he RC fli gh t c o nt r o l system or t he wi re less video s ys t em on Am at eur Ba nd frequencies.
i) AMA FPV pilots must first be capable of flying their FPV model aircraft manually before utilizing FPV flight. • Do not interfere with manned aircraft operations.
• Yield the right of way to manned aircraft. See and avoid other aircraft at all times (AMA

Doc #540-D).
• Do not endanger persons or property. No intentional overflight of moving vehicles or

unprotected persons. Fly no closer than 25 feet.
• Fly no higher than necessary (less than 400 feet). Remain below surrounding

obstacles when possible.
• Avoid operations in close proximity to airports. When within 5 miles of an airport,

contact the airport/Air Traffic Control (ATC).
• Ensure pilot competency/proficiency and the safe operation of the aircraft.
• Remain within visual line of sight (VLOS). Use a spotter when necessary/appropriate. 

### Basic sUAS Safety PrinciplesPage 2 Page 1 of 3 Revision 1/12/2014 

### Academy of M odel Aer onautics AMA Document # 550 “AM A Ad vanc ed Fli g ht S ys t em s C om mitt ee ” amaflig h ts y st e ms@gmail

. com 

### Radio C on trolled Model Ai rcraft Op eration Ut il iz ing “Fi rst Pe rs on Vie w ” Systems

1

. DEFINITION OF T ERM S:
Please refer to Page 5 section 7 w hich con tai ns an alphabetical list ing of the d e finitions of the terms in italics that are used i n this docum e nt.

2. GEN ER AL:

F PV flyi ng of radio control m od el aircraft by AMA members is allow ed on ly fo r
n on co m me rcial pu r pos es as a hob by/ r ec r ea ti on al an d/o r c om petiti on activity and mu st be conducted in acco r dance w ith AMA’s current Na ti onal M o del Aircraft Sa fet y Code and any additional rules specifi c to a fl ying site/locatio n.

3. O PE R AT IONS

– RE QU IREMENTS

– LI MIT AT IONS:
a) FPV novi ce p ilo ts undergoing training at low altitude must us e a buddy- bo x system with

an FP V sp ot ter

, or must go to a safer altitude if no buddy

- box system is used. b) A ll FPV fligh ts re qu ire an AMA FP V pi lo t to ha ve an AMA FPV sp ot ter ne xt to hi m/ he r
ma in taining VLO S wit h t he F PV air cra ft th ro u ghout its fli ght

. c) The FP V p il ot m us t br ie f th e FPV spotter on t he FPV spotter ’ s du ti es, comm un icat io ns and han d-over con tr ol proc ed u re s befo re FPV f lig ht

. d) The A MA F PV spotter must comm un icate wi th t he FPV pilot to ensure the FPV aircra ft remains within V LO S , warn in g the FP V pilot of appr oachi ng air craft , an d

w hen avo idance techn iq ues are ne ces sa ry. e) During an FPV flight, the FPV spotter must be prepared to acquire t he transmi tt er/control f rom the FPV pilot and assume VLOS control of t he m od el ai rc raft at any time safe operation of the flight is in question. f) If an FPV pil ot exper i ences a safety issue that does not appear to be a brief glitch, they must ab andon F PV m ode and fly VLOS

. g) Before the initial F PV flight o f an FPV model aircraft and/or afte r an y changes or r epai rs to essential flight systems , the FPV model aircraft must have an R/C test flight by conventional VLOS

. h) F PV mode l aircraft must use frequencies appro ve d by t he FCC for bo th the RC sys tem and the wireless vi deo system. Pi lo ts must m ee t applicable FCC licensin g r equ ir em e nt s if th ey
c ho o se to op er at e t he RC fli gh t c o nt r o l system or t he wi re less video s ys t em on Am at eur Ba nd frequencies.
i) AMA FPV pilots must first be capable of flying their FPV model aircraft manually before utilizing FPV flight. 

### “The use of imaging technology for aerial surveillance with radio control model aircraft having the capability of obtaining high-resolution photographs and/or video, or using any types of sensors, for thecollection, retention, or dissemination of surveillance data or information on individuals, homes, businesses, or property at locations where there is a reasonable expectation of privacy is strictly prohibited by the AMA unless written expressed permission is obtained from the individual property owners or managers.“ AMA’s Privacy PolicyPage 3 8 /201 2 

## “SEE AND AVOID” GUIDANCE

A. General: 1. The primary means to avoid collisions between all aircraft flying within our National Airspace System (NAS) is “See and Avoid.” 2. Vigilance must be maintained by each person operating an aircraft (whether mode l or manned) so as to “see and avoid” other aircraft. 3. Model aircraft must avoid manned aircraft. Our privilege to fly model aircraft in the NAS depends on our commitment to remain “well clear” of manned aircraft. 4. Simply avoiding an actual collisio n is not enough. A “near miss” is not acceptable. 5. Unless flying at a mixed-use site where manned and model aircraft routinely share airspace through their own site-specific rules, model aircraft must fly sufficiently far away from manned aircraft so as not to create a collision hazard. 6. Model aircraft flying must not only be safe, it must be perceived to be safe by the greater manned aviation community. Modelers must continually demonstrate their respect for the safety of manned aircraft by remaining vigilant and well clear. 7. Whenever a potential conflict arises between model aircraft and manned aircraft, the pilot of the model aircraft must always give way to the manned aircraft. 8. The pilot of a model aircraft must never assume the pilot of a manned aircraft can see the model or will perform any maneuver to avoid the model’s flight path. 9. Visual Line of Sight is required by the Safety Code. It means that visual contact with the aircraft must be maintained without enhancement other than by corrective lenses prescribed for the model aircraft pilot. All RC flying must remain clear of clouds smoke or any other obstruction to the line of sight.

10. “ Blue Sky ” is a term used to explain the method used to increase separation between a model and a manned aircraft in the same vicinity. The modeler should maneuver the aircraft in such a way as to increase the amount of blue sky perceived between the model and the manned aircraft. By increasing the blue sky separation, the question about depth perception is taken out of the equation and the modeler need not worry whether the model is closer to him than the manned aircraft or further away. Increasing the blue sky between the model and the manned aircraft automatically increases separation between them. 11. A modeler should never place any consideration for the well-being of the model aircraf t above the safety of manned aircraft. Maneuvering to avoid the conflict may require that the model aircraft be sacrificed. 12. Free flight models should not be launched wi th relatively low altitude manned aircraft in sight and downwind or headed downwind from the launch site.Page 4 8 /201 2 B. Spotters: 1. Before a flight, the pilot must insure that the spotter understands his/her duties and expectations. 2. A spotter should be used to assist in monitoring the surrounding airspace for manned aircraft whenever a flight is expected to exceed 400 feet above the ground and that operation is expected to be in proximity to known manned aircraft traffic such as at a mixed-use facility or within three miles of an airport. The spotter must have sufficient visual acuity and be mature enough to take this responsibility very seriously. 3. A spotter should also be prepared to assist his/her pilot in the event that another model aircraft or spectators become endangered or in turn are perceived to be a danger to the pilot or the pilot’s model aircraft. 4. If a model aircraft pilot experiences what he or she considers a near miss with a manned aircraft, that model aircraft pilot should notify AMA Headquarters with a written report of the incident, including action taken by the model aircraft pilot to avoid the manned aircraft. This report is intended to help the modeler, the club, and the AMA capture as much detail as possible so that it may be used to assist all parties in recalling the particulars of the incident at a later time. Call 1-800-435-9262 (1 -800-IFLYAMA) extension 230 or 251 for assistance with this report.Page 5 Page 1 of 3 Revision 1/12/2014 

### Academy of M odel Aer onautics AMA Document # 550 “AM A Ad vanc ed Fli g ht S ys t em s C om mitt ee ” amaflig h ts y st e ms@gmail

. com 

### Radio C on trolled Model Ai rcraft Op eration Ut il iz ing “Fi rst Pe rs on Vie w ” Systems

1

. DEFINITION OF T ERM S:
Please refer to Page 5 section 7 w hich con tai ns an alphabetical list ing of the d e finitions of the terms in italics that are used i n this docum e nt.

2. GEN ER AL:

F PV flyi ng of radio control m od el aircraft by AMA members is allow ed on ly fo r
n on co m me rcial pu r pos es as a hob by/ r ec r ea ti on al an d/o r c om petiti on activity and mu st be conducted in acco r dance w ith AMA’s current Na ti onal M o del Aircraft Sa fet y Code and any additional rules specifi c to a fl ying site/locatio n.

3. O PE R AT IONS

– RE QU IREMENTS

– LI MIT AT IONS:
a) FPV novi ce p ilo ts undergoing training at low altitude must us e a buddy- bo x system with

an FP V sp ot ter

, or must go to a safer altitude if no buddy

- box system is used. b) A ll FPV fligh ts re qu ire an AMA FP V pi lo t to ha ve an AMA FPV sp ot ter ne xt to hi m/ he r
ma in taining VLO S wit h t he F PV air cra ft th ro u ghout its fli ght

. c) The FP V p il ot m us t br ie f th e FPV spotter on t he FPV spotter ’ s du ti es, comm un icat io ns and han d-over con tr ol proc ed u re s befo re FPV f lig ht

. d) The A MA F PV spotter must comm un icate wi th t he FPV pilot to ensure the FPV aircra ft remains within V LO S , warn in g the FP V pilot of appr oachi ng air craft , an d

w hen avo idance techn iq ues are ne ces sa ry. e) During an FPV flight, the FPV spotter must be prepared to acquire t he transmi tt er/control f rom the FPV pilot and assume VLOS control of t he m od el ai rc raft at any time safe operation of the flight is in question. f) If an FPV pil ot exper i ences a safety issue that does not appear to be a brief glitch, they must ab andon F PV m ode and fly VLOS

. g) Before the initial F PV flight o f an FPV model aircraft and/or afte r an y changes or r epai rs to essential flight systems , the FPV model aircraft must have an R/C test flight by conventional VLOS

. h) F PV mode l aircraft must use frequencies appro ve d by t he FCC for bo th the RC sys tem and the wireless vi deo system. Pi lo ts must m ee t applicable FCC licensin g r equ ir em e nt s if th ey
c ho o se to op er at e t he RC fli gh t c o nt r o l system or t he wi re less video s ys t em on Am at eur Ba nd frequencies.
i) AMA FPV pilots must first be capable of flying their FPV model aircraft manually before utilizing FPV flight.Page 6 Page 2 of 3 Revision 1/12/2014 4 . RANGE

– ALTI TU DE

– WEIGHT

– SPE E D:
a) O ne of t he requir em en ts in Federal Law (P ub lic L aw 112 -95 Sec 336 (c) (2) February 1 4, 2012) for m od el aircra ft to be ex cl uded fr om FA A reg ulations is th at mo del ai rcraft must be f lo wn wi th in VLOS of the operat or

. b) Model ai rcraft fl ow n us ing FP V must remain at or below 400 f ee t AG L when within 3 miles of an airport as specified in the AMA Safety Code

. c) Mo del ai r craft f lown F PV are li mited to a we ight (i nc lud in g f ue l, b atte ries, a nd onb oa rd FPV equipment) of 15 l bs

. and a sp e ed of 70m ph

.

5 . RECOMMENDATIONS & IN FORMAT IO N:
a) AMA FPV novice pilots should consider using a cockpit view flight simulator to become accustomed to FPV flight

. b) AM A F PV pilots should consi der us ing a pro gr a mm able au topilot (AMA Document #560) wi th a fa ilsafe “retu rn to launc h” (R TL ) feature t hat will ma in ta i n c on tr ol of th e aircraft in t he eve nt of sign al loss. c) Wh en purchasing F PV ope r at ional sy st ems, a lw ays try to sel ec t qu ali ty equipment,

ver ify its co mp at ibilit y, inst al l com pon ents f or int er ference rejection, and det er m in e that signal ra nge is ad eq uate for max im um V LO S range.

6 . PRIVACY PROTECTION SAFEGUA RD S:

The use of imaging te chnolo gy for aerial surveillance with radio control model airc raft ha ving the capability of obtaining high -resolution photographs and/or v ideo, or usin g any types o f

se nsor s , for the collection, retention, or diss emi nation of surveillance data information on individuals, homes, businesses, or property at locations where there is a reasonabl e expectation of privacy is strictly prohibited by the AMA unless w ritten expresse d pe rmission is ob tained from the individual prope rty owners or m anager s.



### 7. DEFINITIONS OF TERMS:

**AMA F PV**  **Pil ot**  is an AMA member who is capa ble of mai nta ining s tab le flight of a model aircraft w ithi n it s in ten ded fli gh t en velope when f lo wn FPV w it h out losing cont r ol or h av i ng a c ol lision.
**Buddy- Box System**  is a system that has one transmitter operating as the master controller, while a second transmitter is linked/slaved to it allowing dual control of an aircraft. The operator of the master transmitter allows one or the other transmitter to control the aircraft through the use of a spring -loaded switch. The switch provides instantaneous transfer of control from one transmitter to the other. The buddy-box system is an efficient and effective means of a chieving a position transfer of control from one pilot to another.Page 7 Page 3 of 3 Revision 1/12/2014 Although this system is commonly used for training novice fliers, it is also useful in situations where an experienced pilot may have an increased likelihood of needing a second pilot’s ass istance in maintaining control of the aircraft. The use of the buddy- box may be helpful in assisting pilots with physical limitations, flying in congested environments, during times of reduced visibility, or anytime during FPV when a timely transfer of con trol may be beneficial.
**Essential Flight Systems** ar e any systems or components neces s ar y to maintain s tabl e flig ht within a model aircraft’s flight envelope

. (This includes primar y radio control systems and any stabili z ation or gyros required to ma intain stability and heading in certain t ypes of model ai r craft t h at would be uncontrollable/unstable w ithout the i r use).

**First Pers on**  **V ie**  **w (FPV)** refe rs to the ope r at ion of a radio co ntr ol led (R/C) mod el aircraft usi ng an o nb oard ca mera ’ s c ock pit view to orient and control the airc ra f t.
**Flight Envelope** is defined as the range of airspe e ds, attitudes, an d flight maneu vers which a model aircraft can safely pe r form/operate for it s intend e d u s e.

**FP V Aircraft**  is an RC m od el ai rc raf t eq uipped with a vi de o transmi tt er to se nd realtime vi deo i ma ges from an on boa rd came ra to a grou nd based re cei ve r for display

on a pil ot’ s video monitor/ go gg le s. ( FPV m od el air craf t typ es include: Fixed Win g, Rotary W ing , and Multi-Rotor Pl at f or ms).

**FPV Novice Pilot** is an AMA member learning to fly FPV utilizing a buddy- bo x system with an experien c ed AMA RC pilot operating the master transmitter and serving as the FPV spotter

. **FPV Spotter**  is an e xp erienced AMA RC p il ot w ho ha s been b ri efe d b y the FPV p il ot on the tasks

, r es ponsib ilit ies and procedures involved in be ing a spot te r; is capable an d

ma tu re en ou gh to perfor m the duties an d is ab le to a ss ume conventional V LO S co nt rol of the aircraft.
**Non-Essential Flight S ys**  **tems** are any systems or co mp onents t hat are no t ne cessary to maintain stable flight within the model aircra f t’s flight envelop e

. (This includes autopilo t or stabilization systems that can be activated and deacti v ate d in flight by the pilot without affecti ng stabl e flight).
**R/C Test Flight** requires an AMA Pilot to manuall y operate an R/C transmit t er to c ont r ol a model aircraft’s flight path and determ i ne i f the aircraft is c ap able o f maintainin g sta ble fl igh t

w ithin its flight envelop e

. **Visual Line Of**  **Si gh**  **t (VLOS)**  is the distance at which the p il ot is ab le to ma i nt ain visu al conta ct wi th the aircr aft and de term ine i ts ori en t at i on w it ho ut enhancements oth er th an co rr ective lenses.Page 8 PAGE 1 OF 3 (Revision 01/14/2013 ) AM A Document # 56 0 

### Acade my of Model Aer onautics
AMA Ad va n ce d Flight S ys t em s Co mmit te e amaflights y st e ms@ g mail.com
Ra di o Controlled Model A ircraft Operation Utilizing Fail s afe, Stabilization and A utopilot S y stems

1

. DEFINITION OF TERMS:
Please refer to Page 3, section 7 w hich con tai ns an alphabetical list ing of the d e finitions of the terms in italics that are used in this docu m ent.

2 . G ENER A L:
All model aircraft fligh t s utili z ing stabilization and autopilot cont r ol s y stems must be conducted in accor d ance w ith AMA’s current Na ti onal M odel Aircraft S a fet y Code and an y addit i onal r ules spec i fic to a fl y ing site /location.

3

. OPER A TIONS

– REQUIREMENTS

– LI M IT A TIONS:


### a) AMA members flying radio controlled model aircra ft equipped with f light stabili z ation and autopi l ot systems must maintai n VLOS w ith the aircr a ft at all t ime s including program m ed autopilot way point f lig ht. 

### b) AMA Pilot s must be able to instantaneously deactivate pr o grammed flight of autopi lo t systems at any time during flight and resume manual contro l of the model aircra f t. 

### c) AMA Pil o ts must perform an R/C Test Flight of a model aircraft before acti v ating a new ly in s talle d autopilo t or stabili z

ation system and/or after any repair s or replacement o f m odel aircraft essential flig ht systems

. 

### d) Model aircraft exceeding 1 5 lbs and/or 70mph may only u se an autopilot for a pr og rammed “return to launch” (RTL) flight and not for programmed waypoint flying o f a pred e termi n ed

c ourse. 

### e) STABILI Z ATION & AUTOPIL O T SYS T EM S MAY BE USED FOR/ TO:

• Stabilization/automatically stabilize aircraft to level flight when control sticks are centered.

• Recovery/activate TRX switch to recover an out of control aircraft to level f light.

• Heading/activate TRX switch to hold a model aircraft’s he ading for p rec isi on fl ight pa th.

• Altitude/activate TRX switch to maintain f ixed aircraft altitude w hile allowing directiona l con t rol.

• Return GPS/activate TRX switch to return a ircraft v ia GPS t o launch po i nt.

• Return FSS/failsa f e activated f rom r adio s i gnal loss to return air cra ft v ia GPS to launc h point.

• Fixed circle/activate TRX switch to circle aircraft at point of activation at fixed altitude.

• Waypoint/activate TRX switch to initiate an a u topilot programmed flight path via waypo ints.

• Fencing/autopilot programed to display site unique boundaries on video monitor/goggles.Page 9 PAGE 2 OF 3 (Revision 01/14/2013 ) 4 . RA NGE – A LTITUDE

– WE I GHT – SPE ED:

a) One of the requirements in Federal Law (Public Law 11 2- 95 Sec 336 (c) (2) February 14, 2012) for model aircraft to be e x cluded fr om F AA regulati o ns is t h at model aircr a ft be flown w ithin VLOS of the operator

.
b) Model aircraft must be flown at or below 400 feet AGL when within 3 mile s of an airport as st ated in t he AMA Safet y Cod e.
c) Model aircraft utilizing an autopi l ot for w aypoint fl y ing are limited to a ma x imu m w ei g ht (including fuel, batteries

, an d o nbo a rd autopilot systems ) of 15lbs and a spee d of 70mp h.

5

. RECOMMEND A TIONS & INFORM A TION:

a) If your radio s y stem lacks failsafe capability, consider using programm a ble di g ital ser v os or
au x iliar y fails afe mo d ules. In the event of a radio signal failur e the s e components w ill activate desired safe servo settings or an autopilo t for retur n to ba s e/launch (RTL).

b) W hen using an a utopilot system the “return to launch” (R TL) featu r e should be program m ed to return the aircr a ft to a safe lo c ation and safel y term in ate the flight s hou ld manual control of the aircraft be lost. When using RTL, pa y particular attention to the manufa c turer’s thr o ttle recommendations to pre v ent stalling.

c) The use of stabili z ation systems is recommended when flying FPV to i mprove flight stabilit y and v ideo qua l it y.
d) Pilots usually choose to incorporate stabi liz ation and autopilo t systems for model a ircra ft fl y ing to enhance flight pe r for m an c e, correc t bad t endencies of t he model aircraf t, maintain stabilit y in wi nd y w eather, establish precision heading holds for takeoffs/landings, flight training for novice pilots, cre a te a steady f light plat f orm for

cam eras, and general ly just to m ake an airp l ane easier and safer to fl y.
e) W hen purchasing stabili z

ation and autopilot syste ms , always try to select quality equipment f rom reputable dealers, ensure for co m patibility with other onboard systems, and install

com ponents accordin g to m anufacturers’ instructio ns.

6

. PRIV A CY PROTE C TION S A FEGU A RDS:

The u s e of ima g ing technology for aerial surveillance with radio control model aircra ft having the capability of obtaining high

- resolution photograph s and/or v ideo, or using any types of sen s or s , for the collection, retention, or dissemination of sur v eillance data or information on individuals, homes, businesses, or p r opert y at locations where there is a reasonable expectation of privacy is strictly prohibited by the AMA unless written expressed permis s ion is obtained f r om the individual propert y ow ners or m a na g ers

.Page 10 PAGE 3 OF 3 (Revision 07/ 20/2013 ) 7. D EFINITION S OF TERM S:

**AM A Pilot**  is an AMA member w ho is capabl e of manuall y operating an R/C tran s mitter to control a model aircraft’s flight path within its safe intended flight envelope w ithou t losi ng control or ha v ing a coll is i on.
**Autopilot Sy s**  **tem s**  incorporate programmable f li ght stab il ization with an altit ud e sensor and a GPS receiver for accu ra te posi ti oning an d to navig at e/control a r ad io contr ol le d mo de l

a ir cra ft ’s fl ig ht pa th. Adv anc ed sy st ems offer so ft ware fo r entering navig ab le way po ints. The flight data way po ints may be saved to aut op ilot’s/GPS me mo ry fo r pr og ra mm ed fligh t.

**Essential Flight System s**  ar e any systems or components necessar y to mai n tain stable flight w ithin a model ai rcraft’s flight envelope

. (This includes primar y R/C s ystems and any stabili z

ation or gy ros required to maintain s t abilit y and heading in c ertain types of model aircraft that would be uncontrollable/unstable without their use).

**Failsafe S ystems**  are designed to minimize or prevent damage and sa f ely terminate a flight when a radio controlled model aircraft loses radi o signal. Modern r a dio s yste ms c an be programmed to position servos to a desired control setting in the event of radio signal failure.

**First Person Vie w**  **(FP V)**  refers to the operation of a radio co n trolled (R/C) mo del aircraft

us i ng an onboard camera’s cockpit view to orient and control the aircr aft. (AM A Docu me nt #550).

**Flight Envelope** is defined as the range of airspeeds, attitudes and flight ma n eu v ers which a model aircraft can safel y pe r fo r m/opera t e for its i n tended u s e.

**No n**  **- Essentia**  **l Fl**  **i gh**  **t Systems**  are any systems or components that are not ne c essa ry to maintain stable flight within the model aircraft’s intended flight en v elope

. (This inclu des autopilot or stabilization sy s te ms that can be activated and deactivated in flight by the p i lot

w ithout affecting manuall y controlled stab l e flight).

**R/C T**  **est Flight** r eq uires an AMA Pilot to manuall y operate an R /C tran s mitter to contr ol a model aircraft’s flight path and determi ne i f the aircraft is cap a ble o f maintaini ng stable flight within its sa f e intended flight envelop e

.

**Stabilization System**  **s** ar e designed to maintain intended mod el ai r craft flight attitudes. The pilot can install, program and/or activate a system to stabilize yaw, pitch, o r roll or any one atti t ude or c o mbination of a t titudes. Systems are often based o n rate/heading hold gyros or inertial motion sensors utilizing multi -ax is gyros and ac c elerometers for atti tu de s tabili z ation.

**V**

**isua l**  **Line of Sig**  **ht (V**  **LOS )**  is the distance at which the pilot is able to maintain v isual contact w ith the aircraft and dete r mine its orientation and attitude without enhan c ements other than corrective len ses.Page 11 

### Academy of Model Aeronautics Na tional Model Aircraft Safety Code Effective January 1, 2014 A. GENERAL : A model aircraft is a non-human-carrying aircraft capable of sustained flight in the atmosphere. It may not exceed limitations of this code and is intended exclusively for sport, recreation

, education and/or competition. All model flights must be conducted in accordance with this safety code and any additional rules specific to the flying site. 1. Model aircraft will not be flown: (a) In a careless or reckless manner. (b) At a location where model aircraft activities are prohibited. 2. Model aircraft pilots will: (a) Yield the right of way to all human-carrying aircraft. (b) See and avoid all aircraft and a spotter must be used when appropriate. (AMA Document #540-D.) (c) Not fly higher than approximately 400 feet above ground level within three (3) miles of an airport without notifying the ai rport operator. (d) Not interfere with operations and traffic patterns at any airport, heliport or seaplane base except where there is a mixed use agreement. (e) Not exceed a takeoff weight, including fuel, of 55 pounds unless in compliance with the AMA Large Model Airplane program. (AMA Document 520-A.) (f) Ensure the aircraft is identified with the name and address or AMA number of the owner on the inside or affixed to the outside of the model aircraft. (This does not apply to model aircraft flown indoors.) (g) Not operate aircraft with metal-blade propellers or with gaseous boosts except for helicopters operated under the provisions of AMA Document #555. (h) Not operate model aircraft while under the influence of alcohol or while using any drug that could adversely affect the pilot’s ability to safely control the model. (i) Not operate model aircraft carrying pyrotechnic devices that explode or burn, or any device which propels a projectile or drops any object that creates a hazard to persons or property. Exceptions:

 Free Flight fuses or devices that burn producing smoke and are securely attached to the model aircraft during flight.

 Rocket motors (using solid propellant) up to a G-series size may be used provided they remain attached to the model during flight. Model rockets may be flown in accordance with the National Model Rocketry Safety Code but may not be launched from model aircraft.

 Officially designated AMA Air Show Teams (AST) are authorized to use devices and practices as defined within the Team AMA Progr am Document. (AMA Document #718.) (j) Not operate a turbine-powered aircraft, unless in compliance with the AMA turbine regulations. (AMA Document #510-A.) 3. Model aircraft will not be flown in AMA sanctioned events, air shows or model demonstrations unless: (a) The aircraft, control system and pilot skills have successfully demonstrated all maneuvers intended or anticipated prior to the specific event. (b) An inexperienced pilot is assisted by an experienced pilot. 4. When and where required by rule, helmets must be properly worn and fastened. They must be OSHA, DOT, ANSI, SNELL or NOCSAE approved or comply with comparable standards.
B. RADIO CONTROL (RC)

1. All pilots shall avoid flying directly over unprotected people, vessels, vehicles or structures and shall avoid endangerment of life and property of others. 2. A successful radio equipment ground-range check in accordance with manufacturer’s recommendations will be completed before the first flight of a new or repaired model aircraft. 3. At all flying sites a safety line(s) must be established in front of which all flying takes place. (AMA Document #706.) (a) Only personnel associated with flying the model aircraft are allowed at or in front of the safety line. (b) At air shows or demonstrations, a straight safety line must be established. (c) An area away from the safety line must be maintained for spectators. (d) Intentional flying behind the safety line is prohibited. 4. RC model aircraft must use the radio-control frequencies currently allowed by the Federal Communications Commission (FCC). Only individuals properly licensed by the FCC are authorized to operate equipment on Amateur Band frequencies. 5. RC model aircraft will not knowingly operate within three (3) miles of any pre-existing flying site without a frequency-management agreement. (AMA Documents #922 and #923.) 6. With the exception of events flown under official AMA Competition Regulations, excluding takeoff and landing, no powered model may be flown outdoors closer than 25 feet to any individual, except for the pilot and the pilot's helper(s) located at the flightline. 7. Under no circumstances may a pilot or other person touch an outdoor model aircraft in flight while it is still under power, except to divert it from striking an individual. 8. RC night flying requires a lighting system providing the pilot with a clear view of the model’s attitude and orientation at all times. Hand-held illumination systems are inadequate for night flying operations. 9. The pilot of an RC model aircraft shall: (a) Maintain control during the entire flight, maintaining visual contact without enhancement other than by corrective lenses prescribed for the pilot. (b) Fly using the assistance of a camera or First-Person View (FPV) only in accordance with the procedures outlined in AMA Document #550. (c) Fly using the assistance of autopilot or stabilization system only in accordance with the procedures outlined in AMA Document #560.
C. FREE FLIGHT

1. Must be at least 100 feet downwind of spectators and automobile parking when the model aircraft is launched. 2. Launch area must be clear of all individuals except mechanics, officials, and other fliers. 3. An effective device will be used to extinguish any fuse on the model aircraft after the fuse has completed its function.
D. CONTROL LINE

1. The complete control system (including the safety thong where applicable) must have an inspection and pull test prior to flying. 2. The pull test will be in accordance with the current Competition Regulations for the applicable model aircraft category. 3. Model aircraft not fitting a specific category shall use those pull-test requirements as indicated for Control Line Precision Aerobatics. 4. The flying area must be clear of all utility wires or poles and a model aircraft will not be flown closer than 50 feet to a ny above-ground electric utility lines. 5. The flying area must be clear of all nonessential participants and spectators before the engine is started.

# About AMA

We stand on our own for our members and for the future of aeromodeling.

The Academy of Model Aeronautics is the world’s largest model aviation association. It is the official sanctioning body for model aviation in the United States, representing the interests of aeromodeling across the United States and around the world. As a self-supporting, nonprofit organization, its purpose is to promote the development of model aviation as a recognized hobby, sport, and family recreational activity that is both fun and educational.

Founded in 1936, the Academy of Model Aeronautics was charged with promoting the popularity of aeromodeling and associated contests, which coincided with the development and advancement of commercial and military aircraft design, engineering, and manufacturing. Today, the AMA still fosters the innovation born from competition on an international scale through the sanctioning of more than 2,000 aeromodeling competitions each year.


# Government relations

The AMA has a long and successful history of advocating for the flying privileges of the aeromodelingcommunity. As the liaison with the Federal Aviation Administration, Federal Communications Commission, Environmental Protection Agency, and other governmental entities, AMA works diligently with some of the most respected organizations in aviation and government to protect modelers’ right to fly in the national airspace while providing an exceptional safety program.


# Educational outreach

Our active educational outreach program assists teachers who utilize aviation activities in support of science, technology, engineering, and math curricula. Additionally, AMA has awarded more than $800,000 dollars in scholarships to hundreds of students in pursuit of study in the fields of aerospace design and engineering along with other aviation-related fields.



### To learn more about the Academy of Model Aeronautics, or to become a member, visit www.modelaircraft.org or call 1-800-I-FLY-AMA.