April 17, 2015 

 Exemption No. 11356 

 Regulatory Docket No. FAA−2014−1086 

Mr. Brian Dyer 

Agent for Petitioner 

Remote Pilot Systems, LLC 

200 Barr Harbor Drive 

West Conshohocken, PA 19428 

Dear Mr. Dyer: 

This letter is to inform you that we have granted your request for exemption. It transmits our 

decision, explains its basis, and gives you the conditions and limitations of the exemption, 

including the date it ends. 

The Basis for Our Decision 

By letter dated December 15, 2014, you petitioned the Federal Aviation Administration 

(FAA) on behalf of Boyd Instrument and Supply Company, Inc. (hereinafter petitioner or 

operator) for an exemption. The exemption would allow the petitioner to operate an 

unmanned aircraft system (UAS) to conduct aerial surveys and inspections in Pennsylvania 

surface mines and mineral quarries. 

See Appendix A for the petition submitted to the FAA describing the proposed operations and 

the regulations that the petitioner seeks an exemption. 

The FAA has determined that good cause exists for not publishing a summary of the petition 

in the Federal Register because the requested exemption would not set a precedent, and any 

delay in acting on this petition would be detrimental to the petitioner. 
2 

Airworthiness Certification 

The UAS proposed by the petitioner is an Aibotix X–6. 

In accordance with the statutory criteria provided in Section 333 of Public Law 112−95 in 

reference to 49 U.S.C. § 44704, and in consideration of the size, weight, speed, and limited 

operating area associated with the aircraft and its operation, the Secretary of Transportation 

has determined that this aircraft meets the conditions of Section 333. Therefore, the FAA 

finds that the relief from 14 CFR part 21, Certification procedures for products and parts, 

Subpart H—Airworthiness Certificates, and any associated noise certification and testing 

requirements of part 36, is not necessary. 

The Basis for Our Decision 

You have requested to use a UAS for aerial data collection. The FAA has issued grants of 

exemption in circumstances similar in all material respects to those presented in your petition. 

In Grants of Exemption Nos. 11062 to Astraeus Aerial (see Docket No. FAA−2014−0352), 

11109 to Clayco, Inc. (see Docket No. FAA−2014−0507), 11112 to VDOS Global, LLC (see

Docket No. FAA−2014−0382), and 11213 to Aeryon Labs, Inc. (see Docket No. 

FAA−2014−0642), the FAA found that the enhanced safety achieved using an unmanned 

aircraft (UA) with the specifications described by the petitioner and carrying no passengers or 

crew, rather than a manned aircraft of significantly greater proportions, carrying crew in 

addition to flammable fuel, gives the FAA good cause to find that the UAS operation enabled 

by this exemption is in the public interest. 

Having reviewed your reasons for requesting an exemption, I find that— 

 They are similar in all material respects to relief previously requested in Grant of 

Exemption Nos. 11062, 11109, 11112, and 11213; 

 The reasons stated by the FAA for granting Exemption Nos. 11062, 11109, 11112, and 

11213 also apply to the situation you present; and 

 A grant of exemption is in the public interest. 

Our Decision 

In consideration of the foregoing, I find that a grant of exemption is in the public interest. 

Therefore, pursuant to the authority contained in 49 U.S.C. 106(f), 40113, and 44701, 

delegated to me by the Administrator, Boyd Instrument and Supply Company, Inc. is granted 

an exemption from 14 CFR §§ 61.23(a) and (c), 61.101(e)(4) and (5), 61.113(a), 61.315(a), 

91.7(a), 91.119(c), 91.121, 91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2), and 

91.417(a) and (b), to the extent necessary to allow the petitioner to operate a UAS to perform 

aerial data collection. This exemption is subject to the conditions and limitations listed below. 
3 

Conditions and Limitations 

In this grant of exemption, Boyd Instrument and Supply Company, Inc. is hereafter referred to 

as the operator. 

Failure to comply with any of the conditions and limitations of this grant of exemption will be 

grounds for the immediate suspension or rescission of this exemption. 

1. Operations authorized by this grant of exemption are limited to the Aibotix X–6 when 

weighing less than 55 pounds including payload. Proposed operations of any other 

aircraft will require a new petition or a petition to amend this exemption. 

2. Operations for the purpose of closed-set motion picture and television filming are 

not permitted. 

3. The UA may not be operated at a speed exceeding 87 knots (100 miles per hour). The 

exemption holder may use either groundspeed or calibrated airspeed to determine 

compliance with the 87 knot speed restriction. In no case will the UA be operated at 

airspeeds greater than the maximum UA operating airspeed recommended by the 

aircraft manufacturer. 

4. The UA must be operated at an altitude of no more than 400 feet above ground level 

(AGL). Altitude must be reported in feet AGL. 

5. The UA must be operated within visual line of sight (VLOS) of the PIC at all times. 

This requires the PIC to be able to use human vision unaided by any device other than 

corrective lenses, as specified on the PIC’s FAA-issued airman medical certificate or 

U.S. driver’s license. 

6. All operations must utilize a visual observer (VO). The UA must be operated within 

the visual line of sight (VLOS) of the PIC and VO at all times. The VO may be used 

to satisfy the VLOS requirement as long as the PIC always maintains VLOS 

capability. The VO and PIC must be able to communicate verbally at all times; 

electronic messaging or texting is not permitted during flight operations. The PIC must 

be designated before the flight and cannot transfer his or her designation for the 

duration of the flight. The PIC must ensure that the VO can perform the duties 

required of the VO. 

7. This exemption and all documents needed to operate the UAS and conduct its 

operations in accordance with the conditions and limitations stated in this grant of 

exemption, are hereinafter referred to as the operating documents. The operating 

documents must be accessible during UAS operations and made available to the 

Administrator upon request. If a discrepancy exists between the conditions and 

limitations in this exemption and the procedures outlined in the operating documents, 
4 

the conditions and limitations herein take precedence and must be followed. 

Otherwise, the operator must follow the procedures as outlined in its operating 

documents. The operator may update or revise its operating documents. It is the 

operator’s responsibility to track such revisions and present updated and revised 

documents to the Administrator or any law enforcement official upon request. The 

operator must also present updated and revised documents if it petitions for extension 

or amendment to this grant of exemption. If the operator determines that any update or 

revision would affect the basis upon which the FAA granted this exemption, then the 

operator must petition for an amendment to its grant of exemption. The FAA’s UAS 

Integration Office (AFS-80) may be contacted if questions arise regarding updates or 

revisions to the operating documents. 

8. Any UAS that has undergone maintenance or alterations that affect the UAS operation 

or flight characteristics, e.g. replacement of a flight critical component, must undergo 

a functional test flight prior to conducting further operations under this exemption. 

Functional test flights may only be conducted by a PIC with a VO and must remain at 

least 500 feet from other people. The functional test flight must be conducted in such 

a manner so as to not pose an undue hazard to persons and property. 

9. The operator is responsible for maintaining and inspecting the UAS to ensure that it is 

in a condition for safe operation. 

10. Prior to each flight, the PIC must conduct a pre-flight inspection and determine the 

UAS is in a condition for safe flight. The pre-flight inspection must account for all 

potential discrepancies, e.g. inoperable components, items, or equipment. If the 

inspection reveals a condition that affects the safe operation of the UAS, the aircraft is 

prohibited from operating until the necessary maintenance has been performed and the 

UAS is found to be in a condition for safe flight. 

11. The operator must follow the UAS manufacturer’s maintenance, overhaul, 

replacement, inspection, and life limit requirements for the aircraft and aircraft 

components. 

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

bulletins. 

13. Under this grant of exemption, a PIC must hold either an airline transport, 

commercial, private, recreational, or sport pilot certificate. The PIC must also hold a 

current FAA airman medical certificate or a valid U.S. driver’s license issued by a 

state, the District of Columbia, Puerto Rico, a territory, a possession, or the Federal 

government. The PIC must also meet the flight review requirements specified in 

14 CFR § 61.56 in an aircraft in which the PIC is rated on his or her pilot certificate. 
5 

14. The operator may not permit any PIC to operate unless the PIC demonstrates the 

ability to safely operate the UAS in a manner consistent with how the UAS will be 

operated under this exemption, including evasive and emergency maneuvers and 

maintaining appropriate distances from persons, vessels, vehicles and structures. PIC 

qualification flight hours and currency must be logged in a manner consistent with 

14 CFR § 61.51(b). Flights for the purposes of training the operator’s PICs and VOs 

(training, proficiency, and experience-building) and determining the PIC’s ability to 

safely operate the UAS in a manner consistent with how the UAS will be operated 

under this exemption are permitted under the terms of this exemption. However, 

training operations may only be conducted during dedicated training sessions. During 

training, proficiency, and experience-building flights, all persons not essential for 

flight operations are considered nonparticipants, and the PIC must operate the UA 

with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119. 

15. UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All 

operations must be conducted under visual meteorological conditions (VMC). Flights 

under special visual flight rules (SVFR) are not authorized. 

16. The UA may not operate within 5 nautical miles of an airport reference point (ARP) as 

denoted in the current FAA Airport/Facility Directory (AFD) or for airports not 

denoted with an ARP, the center of the airport symbol as denoted on the current FAApublished aeronautical chart, unless a letter of agreement with that airport’s 

management is obtained or otherwise permitted by a COA issued to the exemption 

holder. The letter of agreement with the airport management must be made available 

to the Administrator or any law enforcement official upon request. 

17. The UA may not be operated less than 500 feet below or less than 2,000 feet 

horizontally from a cloud or when visibility is less than 3 statute miles from the PIC. 

18. If the UAS loses communications or loses its GPS signal, the UA must return to a predetermined location within the private or controlled-access property. 

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

20. The PIC is prohibited from beginning a flight unless (considering wind and forecast 

weather conditions) there is enough available power for the UA to conduct the 

intended operation and to operate after that for at least five minutes or with the reserve 

power recommended by the manufacturer if greater. 

21. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All 

operations shall be conducted in accordance with an ATO-issued COA. The 

exemption holder may apply for a new or amended COA if it intends to conduct 

operations that cannot be conducted under the terms of the attached COA. 
6 

22. All aircraft operated in accordance with this exemption must be identified by serial 

number, registered in accordance with 14 CFR part 47, and have identification (NNumber) markings in accordance with 14 CFR part 45, Subpart C. Markings must be 

as large as practicable. 

23. Documents used by the operator to ensure the safe operation and flight of the UAS and 

any documents required under 14 CFR §§ 91.9 and 91.203 must be available to the 

PIC at the Ground Control Station of the UAS any time the aircraft is operating. These 

documents must be made available to the Administrator or any law enforcement 

official upon request. 

24. The UA must remain clear and give way to all manned aviation operations and 

activities at all times. 

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

26. All Flight operations must be conducted at least 500 feet from all nonparticipating 

persons, vessels, vehicles, and structures unless: 

a. Barriers or structures are present that sufficiently protect nonparticipating persons 

from the UA and/or debris in the event of an accident. The operator must ensure 

that nonparticipating persons remain under such protection. If a situation arises 

where nonparticipating persons leave such protection and are within 500 feet of 

the UA, flight operations must cease immediately in a manner ensuring the safety 

of nonparticipating persons; and 

b. The owner/controller of any vessels, vehicles or structures has granted permission 

for operating closer to those objects and the PIC has made a safety assessment of 

the risk of operating closer to those objects and determined that it does not 

present an undue hazard. 

The PIC, VO, operator trainees or essential persons are not considered 

nonparticipating persons under this exemption. 

27. All operations shall be conducted over private or controlled-access property with 

permission from the property owner/controller or authorized representative. 

Permission from property owner/controller or authorized representative will be 

obtained for each flight to be conducted. 

28. Any incident, accident, or flight operation that transgresses the lateral or vertical 

boundaries of the operational area as defined by the applicable COA must be reported 

to the FAA's UAS Integration Office (AFS-80) within 24 hours. Accidents must be 

reported to the National Transportation Safety Board (NTSB) per instructions 

contained on the NTSB Web site: www.ntsb.gov. 
7 

If this exemption permits operations for the purpose of closed-set motion picture and 

television filming and production, the following additional conditions and limitations apply. 

29. The operator must have a motion picture and television operations manual (MPTOM) 

as documented in this grant of exemption. 

30. At least 3 days before aerial filming, the operator of the UAS affected by this 

exemption must submit a written Plan of Activities to the local Flight Standards 

District Office (FSDO) with jurisdiction over the area of proposed filming. The 3-day 

notification may be waived with the concurrence of the FSDO. The plan of activities 

must include at least the following: 

a. Dates and times for all flights; 

b. Name and phone number of the operator for the UAS aerial filming conducted 

under this grant of exemption; 

c. Name and phone number of the person responsible for the on-scene operation of 

the UAS; 

d. Make, model, and serial or N-Number of UAS to be used; 

e. Name and certificate number of UAS PICs involved in the aerial filming; 

f. A statement that the operator has obtained permission from property owners 

and/or local officials to conduct the filming production event; the list of those 

who gave permission must be made available to the inspector upon request; 

g. Signature of exemption holder or representative; and 

h. A description of the flight activity, including maps or diagrams of any area, city, 

town, county, and/or state over which filming will be conducted and the altitudes 

essential to accomplish the operation. 

31. Flight operations may be conducted closer than 500 feet from participating persons 

consenting to be involved and necessary for the filming production, as specified in the 

exemption holder’s MPTOM. 

Unless otherwise specified in this grant of exemption, the UAS, the UAS PIC, and the UAS 

operations must comply with all applicable parts of 14 CFR including, but not limited to, 

parts 45, 47, 61, and 91. 

 
8 

This exemption terminates on April 30, 2017, unless sooner superseded or rescinded. 

Sincerely, 

/s/ 

John S. Duncan 

Director, Flight Standards Service 

 
1

REMOTE PILOT SYSTEMS LLC

200 BARR HARBOR DRIVE

W CONSHOHOCKEN, PA 19428

Submitted electronically

December 15, 2014 

U.S. Department of Transportation 

Docket Management System 

1200 New Jersey Avenue SE 

Washington, DC 20590 

RE: Petition for Exemption from 14 CFR Parts 61.113 (a) and (b) 

14 CFR Parts 91.119 (c), 91.121, 91.151 (b), 91.405 (a) and (b), 91.407 (a) (1), 

91.409(a) (1), 91.409 (a) (2), 91.417 (a) and (b), according to Section 333 of the 

FAA Reform Act of 2012

Dear Sir or Madam: 

Boyd Instrument and Supply Company, Inc. (Boyd) is applying for an exemption 

from regulations detailed below in order to conduct aerial surveys and inspections in 

Pennsylvania surface mines and mineral quarries with a small unmanned aircraft 

system manufactured by Aibotix, model X-6. The manufacturer states that it has 

developed the X-6 for survey of challenging sites such as quarries, sand pits, landfills, 

coal stockpiles, and similar surface mines, and has documented its use with negative 

waypoints, more than 300 feet below the pilot’s position, where manned survey 

aircraft cannot fly.

NAME OF PETITIONER 

Mr. Roy Boyd 

Boyd Instrument and Supply Company, Inc. 

443B Easton Road 
2

Horsham, PA 19044 

Telephone 215-443-9996 

AGENT FOR PETITIONER 

For technical and administrative questions on this petition, please contact: 

Mr. Brian Dyer 

Remote Pilot Systems LLC 

Telephone 484-680-7310 

Email: brian.dyer@remotepilotsystems.com

Submitted separately as confidential documents under 14 CFR Section 11.35 (b) are:

A – Aibot X-6 User Manual

B – Boyd Flight Operations Manual (BFOM)

These documents contain proprietary information that is not available to the public and 

are protected from release under the Freedom of Information Act 5 USC 552 et.seq.

Thank you for your time and attention. We look forward to working with you at FAA.

Sincerely,

(electronically signed)

Brian Dyer
3

DESCRIPTION OF PETITIONER...................................................................... 4

BACKGROUND ................................................................................................ 4

DESCRIPTION OF UNMANNED AIRCRAFT SYSTEM...................................... 6

RF SPECTRUM .................................................................................................. 7

EXTENT OF RELIEF SOUGHT AND WHY....................................................... 7

CFR CODE FROM WHICH EXEMPTION IS REQUESTED................................ 8

PILOT IN COMMAND AND CREW................................................................. 11

OPERATION OF THE UNMANNED AIRCRAFT ............................................ 12

BENEFIT TO THE PUBLIC ............................................................................. 14

REASONS WHY THE EXEMPTION WOULD NOT ADVERSELY AFFECT 

SAFETY .......................................................................................................... 14

ADDITIONAL INFORMATION TO SUPPORT THE REQUEST....................... 15

SUMMARY FOR PUBLICATION...................................................................... 15

ATTACHED: AIBOTIX X-6 DEPICTED WITH SURFACE MINES.................... 16
4

DESCRIPTION OF PETITIONER 

Boyd Instrument and Supply Company, Inc., based near Philadelphia, was founded in 

1986 to support survey and construction clients with precision measurement products, 

professional service, and training. Today the company is specialized in positioning 

solutions and supports hundreds of clients in a five-state area of the Mid-Atlantic. Boyd 

operates a Real Time Kinematic (RTK) network in the region. The company wishes to 

conduct aerial survey of rural or remote stone quarries by small unmanned aircraft 

systems, and has prepared operations manuals and specifications which will enable it to 

comply with FAA requirements and ensure the safety of people and property. Principals 

have been trained by Aibotix, the small unmanned aircraft manufacturer, and also have 

pilot experience in manned aircraft. Since its beginning, Boyd has supported the 

development of safety cultures for its civil engineering client base. The company is 

woman-owned and is operated by members of the family that founded it. 

BACKGROUND

Pennsylvania is one of the top ten states in the country for production of 

aggregate/crushed stone, with shipments of more than one billion dollars. There are 

nearly 700 surface mines, or quarries, in the state. Stockpile survey is regularly 

conducted by third-party contractors for compliance, accounting control, and 

management of the quarry. Boyd plans to fly missions over industrial mineral quarries 

for the purpose of stockpile volume determination, blasting survey, and inclined 

conveyor equipment inspection.

Stockpile accidents, fatal and non-fatal, are prevalent within the mining industry. The

National Institute for Occupational Safety & Health (NIOSH) reports that, “Slope 

stability accidents are one of the leading causes of fatalities at U.S. surface mining 

operations.”

Survey personnel and mining personnel who accompany them are exposed to risks of 

fall, slide, and encounter with heavy equipment. These risks can be mitigated by 

spending less time on or near the stockpile. In this hazardous environment, we 

believe that the use of a small unmanned aircraft offers a faster and safer alternative 

to human measurement and inspection.
5

Surface mine acreage for survey has already been permitted for the use of explosives 

and is sited away from population, roadways, airports, and low-flying aircraft. Access 

to sites is strictly controlled by safety protocols. These protocols are enforced by the 

Mine Safety and Health Administration (MSHA) and state agencies. 

Stockpile survey techniques are of three general types: 

1. Terrestrial total stations and GPS with prism and reflector or 

reflectorless;

2. Terrestrial laser scanners, fixed-position or mobile; 

3. Aerial photogrammetry by manned aircraft. 

All three practices involve risk. The first technique, total stations and GPS, is timeconsuming and requires ground survey teams to ascend the stockpile with an 

instrument, accompanied by an experienced quarry employee. The second technique, 

terrestrial laser scanner, involves setting up scanners on the ground or transporting 

them around in the quarry by vehicle for good measurement angles. At vehicle level 

there are obstacles to view which complicate accurate measurement. The following 

hazards accompany ground survey techniques:

• Stockpiles are marginally stable surfaces, may conceal voids, and expose people 

to falls and slides.

• Moisture and freezing change slope stability and allow it to stand at a steeper 

angle, then suddenly stress and collapse.

• Exposure to injury is not limited to standing on the top: loading out by heavy 

equipment at the bottom or face can create slides and collapse of overhangs, 

and interaction with heavy vehicles is a hazard.

• The top of piles and terraces or benches cannot be accurately surveyed unless 

measured from above as well as from lateral angles.

Because of these factors, ground access to stockpiles and equipment is hazardous and 

is regulated by MSHA and by Pennsylvania mining law. 

The third technique, aerial survey by manned aircraft, allows a top view but oblique 

angle viewing is challenging. Descent into the quarry is not an option. Many survey 

targets are 500 or more feet below nearby ground level. 
6

By comparison, the SUAS rotorcraft can see all necessary angles for survey and 

inspection without climbing the stockpile or conveyer, or using manned aircraft.

Quarries and surface mines are segregated from populated areas and further separated 

by no-trespass buffer zones. Safety practices onsite are intensely monitored by 

supervisory personnel and by MSHA inspectors and the state. Property perimeters are 

strictly controlled due to danger, including frequent explosive use at about half of the 

sites, sometimes more than a million pounds per year, to reach site material 

production of more than two million tons. Aircraft overflying surface quarries are 

vulnerable to flyrock and shockwaves. 

The use of small electric multirotor aircraft for low-altitude survey and inspection in 

surface mines outside the U.S. has been found to improve accuracy, reduce personal 

risk, and reduce reliance on manned aircraft. With appropriate planning, surface 

mines offer a sterile environment in which to operate a small unmanned aircraft:

personnel and equipment onsite are under supervision and VLOS flight operations fit 

well within mine boundaries. Zones for flight operation can be kept clear. Using an 

SUAS lets the pilot and survey crew work at a safer standoff from danger, in less time 

than other ground-based techniques. The risks of manned aircraft flight for survey are 

avoided, and the use of the NAS is consistent with the safety of other users. 

DESCRIPTION OF UNMANNED AIRCRAFT SYSTEM 

Boyd Instrument wishes to fly the Aibotix X-6, an electric multirotor, as its survey 

aircraft. Aibotix in Germany has delivered more than 200 aircraft since 2011. The

flight control system used with the aircraft is designed and manufactured in Germany, 

has undergone continuous improvement and development since 2008, and several 

thousand units have been delivered for industrial applications.

If the radio control link is lost, emergency failsafe is designed to prevent flyaway, to 

hover independent of GPS signal then perform a controlled descent. If GPS signal is 

sufficient, the aircraft can automatically return to the takeoff point. The flight control 

system can fly pre-programmed waypoints for photogrammetry yet respond 

immediately to pilot stick overrides in case of route adjustment or emergency.
7

Its radio control system incorporates telemetry which is displayed on the pilot’s 

handheld controller and may be announced by voice. The X6 aircraft is optimized for 

aerial survey and incorporates safety features to reduce pilot workload. The aircraft is 

less than four feet in diameter, made of carbon-fiber reinforced polymer in highvisibility green, with protective blade guards surrounding the six rotors, and is 

designed for a maximum takeoff weight of less than 12 pounds and flight time of 

about thirty minutes with its dual battery power. Maximum speed is about 55 MPH, 

but Boyd treats this limitation as an emergency reserve, and plans no flying at greater 

than 25 MPH. The aircraft carries no flammable liquid fuel.

System redundancies are described in the BFOM.

RF SPECTRUM 

Radio control and video transmission systems meet FCC requirements for operation 

in the unlicensed spectrum of the 2.4 and 5.8 Ghz ranges. Manufacturer warnings 

about interference from devices operating at or near these frequencies or their 

harmonics are documented in the Boyd Flight Operations Manual (BFOM), along 

with procedures to ensure radio safety with the SUAS. 

EXTENT OF RELIEF SOUGHT AND WHY 

Petitioner asks for relief from regulations tabled below, which by its authority the 

FAA has previously granted in exemption certificates number 11062 along with six 

others described as “in commonality”, and in number 11109, which are for use of 

electric rotorcraft. Boyd’s Flight Operation Manual (BFOM) incorporates the 

conditions and limitations of these grants of exemption, and in some cases imposes 

stricter limits on its own operations. Boyd has consulted with district management of 

the federal MSHA in the development of its safety procedures for use in regulated 

surface mines.
8

CFR CODE FROM WHICH EXEMPTION IS REQUESTED

14 CFR 

PART

SUMMARY OF 

REGULATION

REASON FOR 

EXEMPTION REQUEST 

EQUIVALENT LEVEL OF 

SAFETY 

61.113 (a) Private pilot privileges 

and limitations: Pilot in 

command. 

Holder of private pilot 

certificate may not act 

as pilot in command for 

compensation or hire.

Flying for compensation on 

engineering survey missions is 

central to purpose of 

exemption request. 

Characteristics of aircraft, 

VLOS, class G airspace, under 

400 ft AGL, trained visual 

observer in radio 

communication with pilot; 

remote site, quarry industry 

safety protocols enhanced by 

Boyd's flight safety plan; PIC 

with private pilot certificate, 

currency in the aircraft listed 

on the certificate, 3rd class 

medical, pilot training, testing, 

proficiency with similar and 

same model UA; and 

inspection/maintenance are 

defined in the Boyd Flight 

Operations Manual (BFOM) 

and will ensure equivalent 

levels of safety. 

61.113 (b) Private pilot privileges 

and limitations: Pilot in 

command. 

Holder of private pilot 

certificate may act as 

pilot in command for 

compensation or hire if 

flight is incidental to 

business or employment 

and does not carry 

passengers for 

compensation or hire.

Flying for compensation on 

engineering survey missions is 

central to purpose of 

exemption request, not 

incidental to business or 

employment. 

Boyd pilots specialize in

understanding the quarry 

environment in which they 

operate. Safety training specific 

to quarry operations, led by 

experienced site safety 

personnel, conducted in 

accordance with MSHA 

regulations, and SUAS training 

with adherence to BFOM will 

ensure equivalent level of 

safety. 
9

14 CFR 

PART 

SUMMARY OF 

REGULATION 

REASON FOR EXEMPTION 

REQUEST 

EQUIVALENT LEVEL OF 

SAFETY 

91.119 (c) Minimum safe altitudes 

over other than 

congested area; 500 

foot limits

Operating closer than 500 feet to a 

person, vehicle, or structure may be 

necessary for survey and equipment 

inspection. 

People will not be allowed 

over, under or within 500 feet 

laterally of the aircraft in flight. 

Some flights may require the 

participation or guidance of 

quarry personnel, positioned as 

close as 200 feet. Boyd will 

brief them on safety and obtain 

necessary consent. Quarry site 

safety rules require wearing 

protective helmets, clothing 

and footwear. Vehicles are 

hardened against impact with 

rock and other quarry material. 

Reinforced structures contain 

conveyors to be inspected and 

a safety case is planned in the 

BFOM. 

91.121 Altimeter settings, 

barometric equivalents

Procedures to set and confirm 

barometric altitude do not provide 

for operation of remote telemetry to 

SUAS pilot which displays altitude 

derived from GPS signals. Flight 

control systems onboard the SUAS 

control altitude with a static 

barometer and report its GPS values 

to the pilot.

An onboard air pressure sensor 

and software resolve height 

differences as small as one 

centimeter. Altitude is 

controlled by measuring air 

pressure and the z-­-axis 

accelerometer/GPS values.

The starting point is a relative 

height measurement calculated 

by the flight controller. 

Altitude above ground from 

GPS is displayed on the pilot's 

handheld controller by 

telemetry, and alarms can 

signal conditions of interest. 

400 feet AGL is the maximum 

permissible in the BFOM, 

which describes altimeter 

procedures.
10

14 CFR 

PART 

SUMMARY OF 

REGULATION 

REASON FOR EXEMPTION 

REQUEST 

EQUIVALENT LEVEL OF 

SAFETY 

91.151 (b) Fuel requirements for 

flight in VFR 

conditions. 

Rotorcraft under VFR 

must carry enough fuel 

to reach first landing 

point and then another 

20 minutes.

The X6 multirotor is designed to fly 

for a maximum of 30 minutes with 

its 2 batteries. 

Battery voltage under load is 

displayed on the pilot's 

handheld controller during 

flight. The X6 uses 2 lithium 

polymer batteries of a multi-­-

cell design, connected in 

parallel for redundancy and 

optimal current delivery. 

Battery chemistry does not 

support adequate current 

discharge below about 3 v per 

cell. Circuitry in the onboard 

flight controller measures 

voltage and will start a failsafe 

procedure to land before 

summed minimums are 

reached. In the event that one 

or more cells fail, these 

minimums may be reached 

sooner than expected, due to 

rapid current drain against a 

smaller number of functioning 

cells. Boyd pilots are trained to 

monitor voltage and recognize 

abnormal discharge in flight 

and to land sooner than forced. 

If 20 minutes of flighttime or 

25% of reserve voltage under 

load is reached, pilot must 

commence landing. 

91.405 (a) Maintenance required.

Required inspections 

and discrepancies 

repaired between 

required inspections 

pertains to certificated 

manned aircraft and 

procedures conducted 

by licensed maintenance 

personnel. 

In the absence of certification 

requirements for SUAS and SUAS 

maintenance personnel, reasonable 

alternatives must be developed to 

maintain equivalent levels of safety. 

Boyd will document 

maintenance, overhaul, 

replacement and inspection 

requirements in the absence of 

manufacturer's requirements; 

will document and maintain 

maintenance records and 

technician qualification criteria 

in the BFOM. 

91.405 (b) Maintenance records. 

Maintenance personnel 

to make appropriate 

entries.

Qualifications for maintenance 

personnel for SUAS were not 

contemplated by these regulations, 

and a reasonable alternative must be 

developed to maintain equivalent 

levels of safety. 

Qualifications, competence and 

testing for maintenance 

personnel are defined in the 

BFOM. Maintenance 

personnel so qualified will 

make appropriate entries.
11

14 CFR 

PART 

SUMMARY OF 

REGULATION 

REASON FOR EXEMPTION 

REQUEST 

EQUIVALENT LEVEL OF 

SAFETY 

91.407 (a) 

(1)

Operation after 

maintenance, preventive 

maintenance, 

rebuilding, or alteration. 

There is no authorization procedure 

for a person who can approve a 

return to service of an SUAS, and a 

reasonable alternative must be 

developed to maintain equivalent 

levels of safety. 

Procedures for the PIC to test 

then approve a return to 

service after maintenance are 

defined in the BFOM. 

91.409 (a) 

(1)

Inspections, annual Annuals conducted by a qualified 

inspector require authorization 

criteria for that inspector, not yet 

defined for SUAS. A reasonable 

alternative must be developed to 

maintain equivalent levels of safety. 

Schedules for inspection and 

responsibilities of the PIC and 

qualified technician are 

described in the BFOM. 

91.409 (a) 

(2)

Inspections, 

airworthiness

Issuance of airworthiness certificates 

for SUAS under 55 pounds operated 

VLOS is not contemplated by these 

regulations 

Airworthiness is the final 

responsibility of the PIC, 

supported by the technician as 

defined in the BFOM. 

91.417 (a) Maintenance records. Regulations do not contemplate 

requirements or approval processes 

for maintenance and inspection of 

uncertificated SUAS, however a 

reasonable alternative must be 

developed to maintain equivalent 

levels of safety. 

The operator will maintain 

records according to the 

procedures specified in the 

BFOM. 

91.417 (b) Maintenance records. Retaining and transferring records of 

maintenance and defects according 

to standards prescribed for 

authorized maintenance and 

inspection is not contemplated in the 

regulations for SUAS. A reasonable 

alternative is necessary to maintain 

equivalent levels of safety. 

Records and documentation 

will be kept for all maintenance 

performed, defects, and for all 

components specified in the 

BFOM. 

PILOT IN COMMAND AND CREW 

The PIC must hold a private pilot certificate and a third-class medical, be current in 

the aircraft named on the certificate, and be in compliance with the training and 
12

testing specified in the BFOM. He must remain in radio communication with a visual 

observer who is in compliance with the training and testing specified in the operator’s 

manual. The pilot must be able to acquire the aircraft with his own vision according 

to eye standards for a third-class airman medical certificate. He must operate within 

visual line of sight only, and be able to see the attitude and orientation of the aircraft 

himself. If GPS or magnetometer operation is compromised, certain safety features 

may not function, and the pilot must understand by his training and experience how 

to recover control. The BFOM stresses that preventing and dealing with flight 

emergencies is a skill that pilots must learn, practice, and refresh to maintain their 

qualification with Boyd.

OPERATION OF THE UNMANNED AIRCRAFT 

The aircraft will be under the operational control of the petitioner. All operations will 

be according to the BFOM, but any FAA conditions and limitations take precedence.

1. The aircraft used for survey operations by Boyd will be only the Aibotix X6 

as described in the BFOM, unless the FAA approves an amendment to this 

petition.

2. The PIC will hold a private pilot certificate, a third-class medical certificate, 

and must meet flight review requirements in an aircraft in which the PIC is 

rated, according to 14 CFR § 61.56.

3. Boyd pilots will operate at least three (3) nautical miles outside populated 

areas, at less than 400 feet AGL and at speeds under 25 miles per hour, in 

class G airspace, in daylight hours only and within visual line of sight of the 

PIC, at least five (5) nautical miles or more away from airports as denoted on 

current FAA-published charts, and use a BFOM-qualified visual observer in 

radio communication with the PIC.

4. Manufacturer’s limitations of the aircraft will not be exceeded, and Boyd’s 

operations will adhere to power reserves and lower operational limits 

described in the BFOM.

5. Preflight inspection by the PIC, and inspection and maintenance procedures 

will be followed according to the BFOM, and will be properly documented 

and signed for by an authorized technician who has completed training 

specified in the BFOM.
13

6. Test flights by the PIC in connection with maintenance requirements will be 

documented.

7. Manufacturer systems and safety bulletins will be followed, and flight critical 

components will be monitored and replaced when specified in the BFOM.

8. Discrepancies discovered between inspections will be documented by Boyd 

maintenance personnel.

9. If visibility is less than three (3) statute miles from the PIC, the aircraft may 

not be operated less than 500 feet below a cloud, or less than 2000 feet 

horizontally from a cloud. 

10. The PIC must follow emergency procedures as described in the BFOM in 

event of lost link, degraded navigation signals, or appearance of 

unauthorized persons within the secure flight perimeter.

11. A commercial Certificate of Authorization will be obtained by FAA’s 

designated procedure before any operations are conducted, and Notices to 

Airmen will be filed in accordance with FAA requirements.

12. An N-Number will be obtained for all aircraft operated, and displayed as 

required.

13. RF spectrum will be used in compliance with FCC requirements.

14. Documents required by 14 CFR 91.9 and 91.203 will be available to the PIC 

at the point of flight and control, and will be produced upon request by any 

authority.

15. The aircraft will remain clear of and yield right of way to all manned aviation 

operations and activities at all times.

16. The PIC will operate the aircraft from a stationary ground position and not 

from any moving device or vehicle.

17. No operation over congested or densely populated areas is allowed, whether 

these areas are depicted on aeronautical charts or not. 

18. The safety of people and property is paramount, and no operations may be 

conducted within 500 feet of non-participants or their property unless 

conducted according to safety procedures in the BFOM which are approved 

by the FAA.

19. All operations will be conducted over controlled-access property, that is, 

mineral quarries, for which permission has been obtained prior to flight, and 

for which safety briefings have been completed according to the BFOM.

20. All incidents, accidents, and transgressions of allowed flight boundaries will 

be reported as required by FAA and NTSB.
14

BENEFIT TO THE PUBLIC 

The proposed exemption will allow the operator to mitigate safety risks for those who 

must conduct regular surveys of hazardous stockpiles of minerals; will reduce the risk 

of climb and fall during equipment inspection; will help quarry operators plan safe use 

of explosives; will reduce the number of flights of manned aircraft for regular survey 

thereby diminishing the danger of such use, both to those onboard as well as to 

people and property under the flight path; and will reduce the environmental impact 

of fossil fuel use in aircraft. 

A better compliance model is possible for MSHA regulations on coal and noncoal 

surge and storage pile hazards including entrapment (30 CFR 77.209, 56.9312, and 

citations in the BFOM). The SUAS operation offers safer alternatives to stockpile 

inspection than the manner in which it is currently being done. By staying off the pile 

area and away from reclaiming operations and high conveyor-fed work areas, 

necessary survey and inspection will be performed at lower risk to participants. 

REASONS WHY THE EXEMPTION WOULD NOT ADVERSELY 

AFFECT SAFETY 

The survey aircraft will be operated in accordance with safety protocols defined in the 

BFOM, for which we request approval by the FAA according to its authority granted 

by Congress in Section 333 of the FAA Modernization and Reform Act of 2012. 

The survey aircraft carries no person, cargo, or flammable liquid fuel. Its size and 

weight are a small fraction of any manned aircraft, and its safety systems reflect best 

design practices in the SUAS industry. 

People on the ground inside a quarry are required to wear helmets and safety clothing, 

and operators of heavy vehicles allowed access are protected against rock strike by 

safety cabs. 

As proposed by Boyd, SUAS operations enhance safety procedures and help with 

MSHA compliance. When operated by licensed pilots over a rock quarry, an SUAS 

used for survey and inspection will reduce the risk and duration of exposure to risk 

for employees, contractors, nearby communities and manned aviation. 
15

When properly operated by trained pilots, a well-designed SUAS can stay clear of 

people and property on the ground and in the air. Procedures, airmanship skills, 

training and testing requirements for SUAS personnel in the BFOM will let the 

operator achieve safety levels in the NAS and on the ground which are equivalent to 

or greater than in manned aviation. 

ADDITIONAL INFORMATION TO SUPPORT THE REQUEST

The National Institute for Occupational Safety & Health (NIOSH), Spokane Research 

Laboratory reports that, “Slope stability accidents are one of the leading causes of 

fatalities at U.S. surface mining operations.” NIOSH did a comprehensive analysis to 

identify accidents where unanticipated movement of the ground was the primary cause.

The Mine Safety and Health Administration recorded 11,446 accidents, including 57 

fatalities, at surface mines in the 5 years from 2009 to 2013.

While MSHA classifies accidents as “fall of face or highwall,” “powered haulage,” 

“equipment,” and other categories, NIOSH finds that bench and highwall failures, rock 

falls, waste dump and stockpile failures, and the collapse of unknown underground 

workings explain the accidents, which are up to a third of the totals.

SUMMARY FOR PUBLICATION 

The following summary may be published in the Federal Register: 

=======================================

Petitioner requests an exemption from: 

14 CFR Parts 61.113 (a) and (b) 

14 CFR Parts 91.119 (c), 91.121, 91.151 (b), 91.405 (a) and (b), 91.407 (a) (1), 91.409 

(a) (1), 91.409 (a) (2), 91.417 (a) and (b)
16

in order to operate a small unmanned aircraft system (SUAS) for purposes of surface 

mine stockpile volume survey, inspection of high equipment such as conveyors 

feeding the stockpile, and blasting plan support. Petitioner will operate at an 

equivalent or higher level of safety than manned aircraft. The pilot in command will 

be appropriately qualified with a current private pilot certificate and specialized 

training. Access to surface mine operations is restricted to personnel with safety 

training, safety clothing, and vehicles protected against rock strike. Surface mines for 

survey are located away from populated areas, airports, air traffic, and surface traffic. 

Electronic ground-based survey techniques expose people to risk of rockfall, slide, 

and falling. The Mine Safety and Health Administration regulates access to surge piles, 

stockpiles, and the highwall face and reclaiming areas of surface mines. Manned 

aircraft for aerial survey introduce other risks, and do not supply low-angle views into 

the canyon of a surface mine, which may be 500 or more feet deep. 

The survey aircraft, an Aibotix X6, is an electric multirotor weighing less than 12

pounds, under 4 feet in diameter, equipped with flight control and safety features to 

prevent flyaway from mine premises and to minimize risk to people and property 

allowed within the zone of operations and outside it. 

No flight operations outside the secure areas are allowed, and there are no impacts to 

privacy. 

=============================================

ATTACHED: AIBOTIX X-6 DEPICTED WITH SURFACE MINES
17

Aibot X6.

Innovative and unique.

Robust. Safe. Authentic.

Product Features

• Length/width 1.05 m (3.4 ft.)

• Height .45 m (1.5 ft)

• Housing CFK (Carbon)

• Weight 2.555 g (5.6 lb)

• Max. Payload 2.500 g (5.5 lb)

• Max. Speed 90 Km/h (55.9 mph)

• Climb rate 36 Km/h (22.4 mph)

• Flight height 4000 MAMSL (13123 feet)

• Flight time up to 30 minutes

„We chose Aibotix because it is one of the best aerial platforms available for safe, reliable maneuvering

of important payloads, not only in tight spaces.“ 

Rüdiger Wagner, General Manager of Solutions at Leica’s Geospatial 

Solutions Division.

„In the Aibot X6 we see an innovative product with a 

high value potential for our business segment.“ 

Paul Zachoval Operations Coordinator of Austrian Power Grid AG.

Aibotix GmbH • Ludwig-Erhard Straße 14 • 34131 Kassel • Phone: +49 (0) 561 473949-0 • E-Mail: mail@aibotix.com