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.

From 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

404-386-2395
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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). This 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 Communications 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 

14 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 corporate 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 528410256, 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 Ground 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 weight 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 Polymer 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, Aircraft Registration, and marked in accordance with 14 

C.F.R. Part 45, Identification and Registration Marking. 
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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), Section 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 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).

In consideration of the speed, weight, size, and limited operating area associated with 

the unmanned aircraft and its operation, JLG Communications’ 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 relief 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 experienced 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 Inspire 1, and 3DR Solo Instruction Manuals). Furthermore, JLG 

Communications will document and maintain all maintenance records for the specified UASs. 

In accordance with 14 C.F.R. § 11.81, JLG Communications provides the following 

information in support of its 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)
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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 permitted to commercially operate small 

Unmanned Aircraft Systems (sUASs) under the conditions outlined herein or those 

established 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. Section 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 requirements, 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 Jon 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 and 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 appropriate 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 with 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 subsections, entitled Minimum Safe Altitudes: 
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General, which proscribes flight below 1,000 feet above the highest obstacle in congested 

areas and below 500 feet above any surface, except water or sparsely populated areas, in noncongested areas. Because the UAs for which exemption is sought do not fly above 400 feet 

above ground level, exemption from these sections is 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 ensure 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 all 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 altitudes 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 DJI 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 and 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 traffic 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 information 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 level, 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 

of 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.
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JLG’s above proposed operating 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 their 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 operating 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 

this 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 these 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 nonU.S. companies, thereby contributing to the U.S. economy.

E. Granting 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 NAS 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 the 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 from 
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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 not 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 horizontally and vertically. The UAs will be operated 

only within visual line of sight and will have a maximum flight time of less than 30 minutes

with battery power continuously 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 Academy 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 use 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 Seeks 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 the 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 information, 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 create 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 without
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airworthiness 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 Communications, Inc., Owner

P.O. Box 79175

Atlanta, GA 30357

Tel: (404) 386-2395

Attached:

Academy of Model Aeronautics’ sUAS Flight Safety
airworthiness 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 Safety
Academy of Model Aeronautics | sUAS Safety Program Page 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............................................ 11
Academy of Model Aeronautics | sUAS Safety Program Page 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!

Foreward
Academy of Model Aeronautics | sUAS Safety Program Page 1

Page 1 of 3 Revision 1/12/2014 

Academy of Model Aeronautics AMA Document #550

“AMA Advanced Flight Systems Committee”

amaflightsystems@gmail.com

Radio Controlled Model Aircraft Operation 

Utilizing “First Person View” Systems 

1. DEFINITION OF TERMS:

Please refer to Page 5 section 7 which contains an alphabetical listing of the definitions of the 

terms in italics that are used in this document.

2. GENERAL: 

FPV flying of radio control model aircraft by AMA members is allowed only for 

noncommercial purposes as a hobby/recreational and/or competition activity and must 

be conducted in accordance with AMA’s current National Model Aircraft Safety Code and any 

additional rules specific to a flying site/location.

3. OPERATIONS – REQUIREMENTS – LIMITATIONS: 

a) FPV novice pilots undergoing training at low altitude must use a buddy-box system with 

an FPV spotter, or must go to a safer altitude if no buddy-box system is used.

b) All FPV flights require an AMA FPV pilot to have an AMA FPV spotter next to him/her 

maintaining VLOS with the FPV aircraft throughout its flight. 

c) The FPV pilot must brief the FPV spotter on the FPV spotter’s duties, communications and 

hand-over control procedures before FPV flight. 

d) The AMA FPV spotter must communicate with the FPV pilot to ensure the FPV 

aircraft remains within VLOS, warning the FPV pilot of approaching aircraft, and 

when avoidance techniques are necessary. 

e) During an FPV flight, the FPV spotter must be prepared to acquire the transmitter/control 

from the FPV pilot and assume VLOS control of the model aircraft at any time safe 

operation of the flight is in question.

f) If an FPV pilot experiences a safety issue that does not appear to be a brief glitch, they 

must abandon FPV mode and fly VLOS. 

g) Before the initial FPV flight of an FPV model aircraft and/or after any changes or repairs to 

essential flight systems, the FPV model aircraft must have an R/C test flight by 

conventional VLOS. 

h) FPV model aircraft must use frequencies approved by the FCC for both the RC system and 

the wireless video system. Pilots must meet applicable FCC licensing requirements if they

choose to operate the RC flight control system or the wireless video system on Amateur 

Band 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 Principles
Academy of Model Aeronautics | sUAS Safety Program Page 2

Page 1 of 3 Revision 1/12/2014 

Academy of Model Aeronautics AMA Document #550

“AMA Advanced Flight Systems Committee”

amaflightsystems@gmail.com

Radio Controlled Model Aircraft Operation 

Utilizing “First Person View” Systems 

1. DEFINITION OF TERMS:

Please refer to Page 5 section 7 which contains an alphabetical listing of the definitions of the 

terms in italics that are used in this document.

2. GENERAL: 

FPV flying of radio control model aircraft by AMA members is allowed only for 

noncommercial purposes as a hobby/recreational and/or competition activity and must 

be conducted in accordance with AMA’s current National Model Aircraft Safety Code and any 

additional rules specific to a flying site/location.

3. OPERATIONS – REQUIREMENTS – LIMITATIONS: 

a) FPV novice pilots undergoing training at low altitude must use a buddy-box system with 

an FPV spotter, or must go to a safer altitude if no buddy-box system is used.

b) All FPV flights require an AMA FPV pilot to have an AMA FPV spotter next to him/her 

maintaining VLOS with the FPV aircraft throughout its flight. 

c) The FPV pilot must brief the FPV spotter on the FPV spotter’s duties, communications and 

hand-over control procedures before FPV flight. 

d) The AMA FPV spotter must communicate with the FPV pilot to ensure the FPV 

aircraft remains within VLOS, warning the FPV pilot of approaching aircraft, and 

when avoidance techniques are necessary. 

e) During an FPV flight, the FPV spotter must be prepared to acquire the transmitter/control 

from the FPV pilot and assume VLOS control of the model aircraft at any time safe 

operation of the flight is in question.

f) If an FPV pilot experiences a safety issue that does not appear to be a brief glitch, they 

must abandon FPV mode and fly VLOS. 

g) Before the initial FPV flight of an FPV model aircraft and/or after any changes or repairs to 

essential flight systems, the FPV model aircraft must have an R/C test flight by 

conventional VLOS. 

h) FPV model aircraft must use frequencies approved by the FCC for both the RC system and 

the wireless video system. Pilots must meet applicable FCC licensing requirements if they

choose to operate the RC flight control system or the wireless video system on Amateur 

Band 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 the 

collection, 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 Policy
Academy of Model Aeronautics | sUAS Safety Program Page 3

8/2012 

“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 

model 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 collision 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 

aircraft 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 with relatively low altitude manned 

 aircraft in sight and downwind or headed downwind from the launch site. 
Academy of Model Aeronautics | sUAS Safety Program Page 4

8/2012 

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. 
Academy of Model Aeronautics | sUAS Safety Program Page 5

Page 1 of 3 Revision 1/12/2014 

Academy of Model Aeronautics AMA Document #550

“AMA Advanced Flight Systems Committee”

amaflightsystems@gmail.com

Radio Controlled Model Aircraft Operation 

Utilizing “First Person View” Systems 

1. DEFINITION OF TERMS:

Please refer to Page 5 section 7 which contains an alphabetical listing of the definitions of the 

terms in italics that are used in this document.

2. GENERAL: 

FPV flying of radio control model aircraft by AMA members is allowed only for 

noncommercial purposes as a hobby/recreational and/or competition activity and must 

be conducted in accordance with AMA’s current National Model Aircraft Safety Code and any 

additional rules specific to a flying site/location.

3. OPERATIONS – REQUIREMENTS – LIMITATIONS: 

a) FPV novice pilots undergoing training at low altitude must use a buddy-box system with 

an FPV spotter, or must go to a safer altitude if no buddy-box system is used.

b) All FPV flights require an AMA FPV pilot to have an AMA FPV spotter next to him/her 

maintaining VLOS with the FPV aircraft throughout its flight. 

c) The FPV pilot must brief the FPV spotter on the FPV spotter’s duties, communications and 

hand-over control procedures before FPV flight. 

d) The AMA FPV spotter must communicate with the FPV pilot to ensure the FPV 

aircraft remains within VLOS, warning the FPV pilot of approaching aircraft, and 

when avoidance techniques are necessary. 

e) During an FPV flight, the FPV spotter must be prepared to acquire the transmitter/control 

from the FPV pilot and assume VLOS control of the model aircraft at any time safe 

operation of the flight is in question.

f) If an FPV pilot experiences a safety issue that does not appear to be a brief glitch, they 

must abandon FPV mode and fly VLOS. 

g) Before the initial FPV flight of an FPV model aircraft and/or after any changes or repairs to 

essential flight systems, the FPV model aircraft must have an R/C test flight by 

conventional VLOS. 

h) FPV model aircraft must use frequencies approved by the FCC for both the RC system and 

the wireless video system. Pilots must meet applicable FCC licensing requirements if they

choose to operate the RC flight control system or the wireless video system on Amateur 

Band frequencies. 

i) AMA FPV pilots must first be capable of flying their FPV model aircraft manually

before utilizing FPV flight. 
Academy of Model Aeronautics | sUAS Safety Program Page 6

Page 2 of 3 Revision 1/12/2014 

4. RANGE – ALTITUDE – WEIGHT – SPEED:

a) One of the requirements in Federal Law (Public Law 112-95 Sec 336 (c) (2) February 

14, 2012) for model aircraft to be excluded from FAA regulations is that model aircraft 

must be flown within VLOS of the operator. 

b) Model aircraft flown using FPV must remain at or below 400 feet AGL when within 

3 miles of an airport as specified in the AMA Safety Code. 

c) Model aircraft flown FPV are limited to a weight (including fuel, batteries, and

onboard FPV equipment) of 15lbs. and a speed of 70mph. 

5. RECOMMENDATIONS & INFORMATION: 

a) AMA FPV novice pilots should consider using a cockpit view flight simulator to become 

accustomed to FPV flight. 

b) AMA FPV pilots should consider using a programmable autopilot (AMA Document 

#560) with a failsafe “return to launch” (RTL) feature that will maintain control of the 

aircraft in the event of signal loss. 

c) When purchasing FPV operational systems, always try to select quality equipment, 

verify its compatibility, install components for interference rejection, and determine 

that signal range is adequate for maximum VLOS range. 

6. PRIVACY PROTECTION SAFEGUARDS: 

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 the collection, retention, or dissemination of surveillance data 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. 

7. DEFINITIONS OF TERMS: 

AMA FPV Pilot is an AMA member who is capable of maintaining stable flight of a 

model aircraft within its intended flight envelope when flown FPV without losing 

control or having a collision. 

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 achieving a position transfer of control from one pilot to another. 
Academy of Model Aeronautics | sUAS Safety Program 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 assistance 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 control may be beneficial. 

Essential Flight Systems are any systems or components necessary to maintain stable 

flight within a model aircraft’s flight envelope. (This includes primary radio control systems 

and any stabilization or gyros required to maintain stability and heading in certain types of 

model aircraft that would be uncontrollable/unstable without their use).

First Person View (FPV) refers to the operation of a radio controlled (R/C) model 

aircraft using an onboard camera’s cockpit view to orient and control the aircraft.

Flight Envelope is defined as the range of airspeeds, attitudes, and flight maneuvers 

which a model aircraft can safely perform/operate for its intended use.

FPV Aircraft is an RC model aircraft equipped with a video transmitter to send realtime video images from an onboard camera to a ground based receiver for display 

on a pilot’s video monitor/goggles. (FPV model aircraft types include: Fixed Wing,

Rotary Wing, and Multi-Rotor Platforms). 

FPV Novice Pilot is an AMA member learning to fly FPV utilizing a buddy-box system with 

an experienced AMA RC pilot operating the master transmitter and serving as the FPV 

spotter. 

FPV Spotter is an experienced AMA RC pilot who has been briefed by the FPV pilot on

the tasks, responsibilities and procedures involved in being a spotter; is capable and 

mature enough to perform the duties and is able to assume conventional VLOS control of 

the aircraft. 

Non-Essential Flight Systems are any systems or components that are not necessary to 

maintain stable flight within the model aircraft’s flight envelope. (This includes autopilot or 

stabilization systems that can be activated and deactivated in flight by the pilot without 

affecting stable flight). 

R/C Test Flight requires an AMA Pilot to manually operate an R/C transmitter to control a 

model aircraft’s flight path and determine if the aircraft is capable of maintaining stable flight 

within its flight envelope. 

Visual Line Of Sight (VLOS) is the distance at which the pilot is able to maintain 

visual contact with the aircraft and determine its orientation without enhancements 

other than corrective lenses. 
Academy of Model Aeronautics | sUAS Safety Program Page 8

PAGE 1 OF 3 (Revision 01/14/2013)

AMA Document # 560

Academy of Model Aeronautics

AMA Advanced Flight Systems Committee

amaflightsystems@gmail.com

Radio Controlled Model Aircraft Operation

Utilizing Failsafe, Stabilization and Autopilot Systems

1. DEFINITION OF TERMS:

Please refer to Page 3, section 7 which contains an alphabetical listing of the definitions of the 

terms in italics that are used in this document.

2. GENERAL:

All model aircraft flights utilizing stabilization and autopilot control systems must be conducted 

in accordance with AMA’s current National Model Aircraft Safety Code and any additional rules 

specific to a flying site/location.

3. OPERATIONS – REQUIREMENTS – LIMITATIONS:

a) AMA members flying radio controlled model aircraft equipped with flight stabilization and

autopilot systems must maintain VLOS with the aircraft at all times including programmed

autopilot waypoint flight.

b) AMA Pilots must be able to instantaneously deactivate programmed flight of autopilot

systems at any time during flight and resume manual control of the model aircraft.

c) AMA Pilots must perform an R/C Test Flight of a model aircraft before activating a newly

installed autopilot or stabilization system and/or after any repairs or replacement of model 

aircraft essential flight systems.

d) Model aircraft exceeding 15lbs and/or 70mph may only use an autopilot for a programmed

“return to launch” (RTL) flight and not for programmed waypoint flying of a predetermined

course.

e) STABILIZATION & AUTOPILOT SYSTEMS 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 flight.

• Heading/activate TRX switch to hold a model aircraft’s heading for precision flight path.

• Altitude/activate TRX switch to maintain fixed aircraft altitude while allowing directional control.

• Return GPS/activate TRX switch to return aircraft via GPS to launch point.

• Return FSS/failsafe activated from radio signal loss to return aircraft via GPS to launch point.

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

• Waypoint/activate TRX switch to initiate an autopilot programmed flight path via waypoints.

• Fencing/autopilot programed to display site unique boundaries on video monitor/goggles.
Academy of Model Aeronautics | sUAS Safety Program Page 9

PAGE 2 OF 3 (Revision 01/14/2013)

4. RANGE – ALTITUDE – WEIGHT – SPEED:

a) One of the requirements in Federal Law (Public Law 112-95 Sec 336 (c) (2) February 14,

2012) for model aircraft to be excluded from FAA regulations is that model aircraft be 

flown within VLOS of the operator.

b) Model aircraft must be flown at or below 400 feet AGL when within 3 miles of an airport as

stated in the AMA Safety Code.

c) Model aircraft utilizing an autopilot for waypoint flying are limited to a maximum weight

(including fuel, batteries, and onboard autopilot systems) of 15lbs and a speed of

70mph.

5. RECOMMENDATIONS & INFORMATION:

a) If your radio system lacks failsafe capability, consider using programmable digital servos or

auxiliary failsafe modules. In the event of a radio signal failure these components will

activate desired safe servo settings or an autopilot for return to base/launch (RTL).

b) When using an autopilot system the “return to launch” (RTL) feature should be

programmed to return the aircraft to a safe location and safely terminate the flight should

manual control of the aircraft be lost. When using RTL, pay particular attention to the 

manufacturer’s throttle recommendations to prevent stalling.

c) The use of stabilization systems is recommended when flying FPV to improve flight

stability and video quality.

d) Pilots usually choose to incorporate stabilization and autopilot systems for model aircraft

flying to enhance flight performance, correct bad tendencies of the model aircraft,

maintain stability in windy weather, establish precision heading holds for 

takeoffs/landings, flight training for novice pilots, create a steady flight platform for 

cameras, and generally just to make an airplane easier and safer to fly.

e) When purchasing stabilization and autopilot systems, always try to select quality equipment

from reputable dealers, ensure for compatibility with other onboard systems, and install 

components according to manufacturers’ instructions.

6. PRIVACY PROTECTION SAFEGUARDS:

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 the collection, 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.
Academy of Model Aeronautics | sUAS Safety Program Page 10

PAGE 3 OF 3 (Revision 07/20/2013)

7. DEFINITIONS OF TERMS:

AMA Pilot is an AMA member who is capable of manually operating an R/C transmitter to 

control a model aircraft’s flight path within its safe intended flight envelope without losing

control or having a collision.

Autopilot Systems incorporate programmable flight stabilization with an altitude sensor and

a GPS receiver for accurate positioning and to navigate/control a radio controlled model

aircraft’s flight path. Advanced systems offer software for entering navigable waypoints. The

flight data waypoints may be saved to autopilot’s/GPS memory for programmed flight.

Essential Flight Systems are any systems or components necessary to maintain 

stable flight within a model aircraft’s flight envelope. (This includes primary R/C systems 

and any stabilization or gyros required to maintain stability and heading in certain

types of model aircraft that would be uncontrollable/unstable without their use).

Failsafe Systems are designed to minimize or prevent damage and safely terminate a

flight when a radio controlled model aircraft loses radio signal. Modern radio systems can

be programmed to position servos to a desired control setting in the event of radio signal 

failure.

First Person View (FPV) refers to the operation of a radio controlled (R/C) model aircraft 

using an onboard camera’s cockpit view to orient and control the aircraft. (AMA Document 

#550).

Flight Envelope is defined as the range of airspeeds, attitudes and flight maneuvers which 

a model aircraft can safely perform/operate for its intended use.

Non-Essential Flight Systems are any systems or components that are not necessary to 

maintain stable flight within the model aircraft’s intended flight envelope. (This includes

autopilot or stabilization systems that can be activated and deactivated in flight by the pilot 

without affecting manually controlled stable flight).

R/C Test Flight requires an AMA Pilot to manually operate an R/C transmitter to control

a model aircraft’s flight path and determine if the aircraft is capable of maintaining stable 

flight within its safe intended flight envelope.

Stabilization Systems are designed to maintain intended model aircraft flight attitudes. 

The pilot can install, program and/or activate a system to stabilize yaw, pitch, or roll or any 

one attitude or combination of attitudes. Systems are often based on rate/heading hold 

gyros or inertial motion sensors utilizing multi-axis gyros and accelerometers for

attitude stabilization.

Visual Line of Sight (VLOS) is the distance at which the pilot is able to maintain visual

contact with the aircraft and determine its orientation and attitude without enhancements 

other than corrective lenses.
Academy of Model Aeronautics | sUAS Safety Program Page 11

Academy of Model Aeronautics National 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 airport 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 Program 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 any 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 aeromodeling 

community. 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.