# ATTACHMENT 1FAA FORM 7711

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- ESA

- 109

- COA

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DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION 

### CERTIFICATE OF WAIVER OR AUTHORIZATION

ISSUED TO Florida State University Florida State University

- Center for Disaster Risk Policy 113 Collegiate Loop 637 Bellamy Tallahassee, FL 32306

- 2250
This certificate is issued for the operations specifically described hereinafter. No person shall conduct any operation pursuant to the authority of this certificate except in accordance with the standard and special provisions contained

in this certifica te, and such other requirements of the Federal Aviation Regulations not specifically waived by this

certificate.

OPERATIONS AUTHORIZED Operation of the 3DRobotics Y6 2014, Unmanned Aircraft System (UAS) at or below 400 feet Above Ground Level (AGL) in Cla ss G airspace in the vicinity of Tallahassee, FL under the jurisdiction of Tallahassee Approach Control. See Attachment 1.

LIST OF WAIVED REGULATIONS BY SECTION AND TITLE

N/A

STANDARD PROVISIONS 1. A copy of the application made for this certificat e shall be attached and become a part hereof. 2. This certificate shall be presented for inspection upon the request of any authorized representative of the Federal Aviation Administration, or of any State or municipal official charged with the duty of en forcing local laws or regulations. 3. The holder of this certificate shall be responsible for the strict observance of the terms and provisions contained

herein.
4. This certificate is nontransferable.

Note

- This certificate constitutes a waiver of those Federal rules or regulations specifically referred to above. It does not constitute a waiver of any State law or local ordinance.

SPECIAL PROVISIONS

Special Provisions are set forth and attached.

The certificate 2014

- ESA

- 109 is effective from Octobe r 6 , 2014 to October 5 , 2016 and is subject to cancellation at any time upon notice by the Administrator or his/her authorized representative.

BY DIRECTION OF THE ADMINISTRATOR

FAA Headquarters, AJV

- 115 Jacqueline R. Jackson

(Region) (Signature)

October 6 , 2014 Manager, UAS Tactical Operations Section

(Date) (Title)FAA FORM 7711

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COA Number : 2014

- ESA

- 109

- COA

Issued To : Florida State University , referred herein as the “proponent”

Address : Florida State University

- Center for Disaster Risk Policy

113 Collegiate Loop 637 Bellamy Tallahassee, FL 32306

- 2250

Activity : Operation of the 3DRobotics Y6 2014 , Unmanned Aircraft System (UAS) at or below 400 feet Above Ground Level (AGL) in Class G airspace in the vicini ty of Tallahassee, FL under the jurisdiction of Tallahassee Approach Control. See Attachment 1.

Purpose : To prescribe UAS operating requirements in the National Airspace System (NAS) for the purpose of modeling the integration of sUAS remote sensing cap abilities with local, state, and federal disaster management operations.

.

Dates of Use : This COA is valid from October 6 , 2014 through October 5 , 2016

. Should a renewal become necessary, the proponent shall advise the Federal Aviation Administration (FAA ), in writing, no later than 45 business days prior to the requested effective date.

Public Aircraft

1. A public aircraft operation is determined by statute, 49 USC §40102(a)(41) and §40125.

2. All public aircraft flights conducted under a COA must comply wit h the terms of the

statute.

3. All flights must be conducted per the declarations submitted on COA on

- line.FAA FORM 7711

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### STANDARD PROVISIONS

A. General

.

The review of this activity is based up on current understanding of UAS operations and the ir impact in the NAS . This CO A will not be considered a pr ecedent for future operations. ( As changes in or understanding of the UAS industry occur
, limitations and conditions for operations will be adjusted

. )

All personnel connected with the UAS operation must read and comply with th e contents of this authorization and its provisions.

A copy of the COA including the special limitations must be immediately available to all operational personnel at each operating location whenever UAS operations are being

conducted.

This authorizatio n may be canceled at any time by the Administrator, the person authorized to grant the authorization, or the representative designated to monitor a specific operation. As a general rule, this authorization may be canceled when it is no longer required, the re is an abuse of its provisions, or when unforeseen safety factors develop. Failure to comply with the authorization is cause for cancellation. The proponent will receive written notice of

cancellation.

During the time this COA is approved and active, a site safety evaluation/visit may be accomplished to ensure COA compliance, assess any adverse impact on ATC or airspace,

and ensure this COA is not burdensome or ineffective. D eviations, accidents/incidents/mishaps, complaints, etc

., will prompt a COA revi ew or site visit to

address the issue . Refusal to allow a site safety evaluation/visit may result in cancellation of

the COA. Note: This section does not pertain to agencies that have other existing agreements in place with the FAA.

B. Airworthiness Certific ation

.

The unmanned aircraft must be shown to be airworthy to conduct flight operations in the

NAS. Florida State University has made its own determination that the 3DRobotics Y6 2014 unmanned aircraft is airworthy . The 3DRobotics Y6 2014 must be opera ted in strict compliance with all provisions and conditions contained in the Airworthiness Safety Release, including all documents and provisions referenced in the COA application.

1. A configuration control program must be in place for hardware and/ or softw are changes

made to the UAS to ensure continued airworthiness . If a new or revised Airworthiness Release is generated as a result of changes in the hardware or software affecting the operating characteristics of the UAS, notify the UAS Integration Office of the changes as soon as practical.FAA FORM 7711

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a. Software and hardware changes should be documented as part of the normal maintenance procedures

. Software changes to the aircraft and control station as well as hardware system changes are classified as major changes unles s the agency has a

formal process , accepted by the FAA . These changes should be provided to the UAS Integration office in summary form at the time of incorporation.

b. Major modifications or changes, performed under the COA, or other authorizations that could potentially affect the safe operation of the system must be documented and provided to the FAA in the form of a new AWR , unless the agency has a formal

process , accepted by the FAA

.

c. All previously flight proven systems to include payloads, m ay be installed or removed as required, and that activity recorded in the unmanned aircraft and ground control stations logbooks by persons authorized to conduct UAS maintenance Describe any payload equipment configurations in the UAS logbook that will res ult in a weight and balance change, electrical loads, and or flight dynamics , unless the agency has a formal process, accepted by the FAA.

d. For unmanned aircraft system discrepancies, a re cord entry should be made by an appropriately rated person to docume nt the finding in the logbook. No flights may be conducted following major changes, modificati ons or new installations unless the party responsible for certifying airworthine ss has determined the system is safe to operate in the NAS and a new AWR is genera ted , unless the agency has a formal process, accepted by the FAA

. The succe ssful completion of these tests must be recorded in the appropriate logbook , unless the agency has a formal process, accepted by the FAA

.

2. The 3DRobotics Y6 2014 must be operated in strict compliance with all provisions and conditions contained within the spectrum analysis assigned and authorized for use within the defined operations area.

3. All items contained in the application for equipment frequency allocation must be adhered to, including the assigned frequencies and antenna equipment characteristics. A ground operational check to verify the control station can communicate with the aircraft (frequency integration check) must be conducted prior to the launch of the unmanned

aircra ft to ensure any electromagnetic interference does not adversely affect control of the

aircraft.

4. The use of a Traffic Collision Avoidance System (TCAS) in any mode while operating an unmanned aircraft is prohibited.

C. Operations.

1. Unless otherwise authori zed as a special provision , a maximum of one unmanned aircraft

will be controlled :

a. I n any defined operating area

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b. From a single control station, and

c. B y one pilot at a time.

2. A Pilot

- in

- Command ( PIC) is the person who has final authority and responsibility for the operation and safety of flight, has been designated as PIC before or during the flight, and holds the appropriate category, class, and type rating, if appropriate, for the conduct of the flight. The responsibility and authority of the PIC as descr ibed by 14 CFR 91.3, Responsibility and Authority of the Pilot

- in

- Command, apply to the unmanned aircraft PIC. The PIC position may rotate duties as necessary with equally qualified pilots. The individual designated as PIC may change during flight. Note: T he PIC can only be the

PIC for one aircraft at a time. For Optionally Piloted Aircraft ( OPA ) , PIC must meet UAS guidance requirements for training, pilot licensing, and medical requirements when operating OPA as a UAS.

3. The PIC must conduct a pre

- takeoff briefing as applicable prior to each launch. The briefing should include but is not limited to the :

a. C ontents of the COA,

b. A ltitudes to be flown,

c. M ission overview including handoff procedures,

d. F requencies to be used,

e. F light time, including reserve fuel r equirements,

f. C ontingency procedures to include lost link, divert, and flight termination, and

g. H azards unique to the flight being flown.

Note: Flight C rew M ember (UAS). In addition to the flight crew members identified in 14 CFR

P art 1, Definitions and Abb reviations, an Unmanned Aircraft System flight crew member s include pilots, sensor

/payload operators, and visual observers and may include other persons as appropriate or required to ensure safe operation of the aircraft.

4. All operations will be conducted in compliance with Title 14 CFR Part 91. Special attention should be given to:

a. § 91.3 Responsibility and authority of t he pilot in command

b. § 91.13 Careless or reckless operation

c. § 91.17 Alcohol or drugs

d. § 91.103 Preflight Actions

e. § 91.111 Operating near o ther aircraft.

f. § 91.113 Right

- of

- way rules: Except water operations

g. § 91.115 Right

- of

- way rules: Water o perations

h. § 91.119 Minimum safe altitudes: GeneralFAA FORM 7711

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i. § 91.123 Compliance with ATC clearances and instructions.

j. § 91.133 Restricted and prohibited areas

k. § 91.137 Temporary flight restrictions in the vicinity of disaster/hazard areas

l. § 91.145 Management of aircraft operations in the vicinity of aerial demonstrations and major sporting events

m. § 91.151 Fuel requirements for flight in VFR conditions

n. § 91.1 55 B asic VFR weather minimums

o. § 91.159 VFR cr uising altitude or flight level

p. § 91.209 Aircraft Lights

q. § 91.213 Inoperative instruments and equipment

r. § 91.215 ATC transponder and altit ude reporting equipment and use

s. Appendix D to Part 91

— Airports/Locations: Sp ecial Operating Restrictions

5. Unless otherwise authorized as a special provision, a ll operations must be conducted in

v isual m eteorological c onditions (VMC) during daylight hours in compliance with Title

14 of the Code of Federal Regulations ( CFR ) P art 91 §91.155 and the following:

6. Special Visual Flight Rules ( VFR ) operations are not authorized.

a. VFR cloud clearances specified in 14 CFR P art 91 §91.155 , must be maintained, except in Class G airspace where Class E airspace visibility requirements must be

ap plied, but not less than 3 statute miles ( S M ) flight visibility and 1000’ ceiling

.

b. Flights conducted under Instrument Flight Rules (IFR) in Class A airspace shall

remain clear of clouds. NOTE: Deviations from IFR clearance necessary to comply with this p rovision must have prior ATC approval

.

c. Chase aircraft must maintain 5 NM flight visibility.

7. Night operations are prohibited unless otherwise authorized as a special provision.

8. Operations (including lost link procedures) must not be conducted over popula ted areas, heavily trafficked roads, or an open

- air assembly of people.

D. Air Traffic Control (ATC) C ommunications

.

1. The pilot and/or PIC will maintain direct, two

- way communication with ATC and have the ability to maneuver the unmanned aircraft in response to ATC instructions , u nless addressed in the Special Provision Section.FAA FORM 7711

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a. When required, ATC will assign a radio frequency for air traffic control during flight.

The use of l and

- line and /or cellular telephones is prohibited as the primary means for

i n

- fli ght communication with ATC

.

2. The PIC must not accept an ATC clearance requiring the use of visual separation, sequencing, or visual approach.

3. When necessary, transit of airways and routes must be conducted as expeditiously as possible. The unmanned aircra ft must not loiter on V ictor a irways, jet routes, Q and T
routes, IR routes, or VR r outes.

4. For flights operating on an IFR clearance at or above 18,000 feet mean sea level (MSL), the PIC must ensure positional information in reference to established Natio nal Airspace System (NAS) fixes, NAVAIDs , and/or waypoints is provided to ATC . The use of latitude/longitude positions is not authorized , except oceanic flight operations

.

5. If equipped, the unmanned aircraft must operate with :

a. A n operational mode 3/A trans ponder with altitude encoding, or mode S transponder (preferred) set to an ATC assigned squawk

.
b. P osition/navigation and anti

- collision lights on at all times during flight unless stipulated in the special provisions or the proponent has a specific exemptio n from 14

C F R P art 91.209

.

6. Operations that use a Global Positioning System (GPS) for navigation must check

Receiver Autonomou s Integrity Monitoring (RAIM) notices prior to flight operations. Flight into a GPS test area or degraded RAIM is prohibited for t hose aircraft that use GPS as their sole means for navigation

.

E. Safety of Flight

.

1. The proponent or delegated representative is responsible for halting or canceling activity

in the COA area if, at any time, the safety of persons or property on the ground or in the air is in jeopardy, or if there is a failure to comply with the terms or conditions of this

authorization

.

2. ATC must be immediately notified in the event of any emergency, loss and subsequent restoration of command link, loss of PIC or observer visual contact, or any other malfunction or occurrence that would impact safety or operations

.

3. Sterile Cockpit Procedures :

a. Critical phases of flight include all ground operations involving :

(1) T axi (movement of an aircraft under its own power on the surface of an airport)

. (2) T ake

- off and landing (launch or recovery)

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(3) A ll other flight operations in which safety or mission accomplishment might be compromised by distractions

.
b. No crewmember may perform any duties during a critical phase of flight not required

for the safe operation of the aircraft.

c. No crewmember may engage in, nor may any PIC permit, any activity during a critical phase of flight which could :

(1) D istract any crewmember from the performance of his/her duties

, or

(2) I nterfere in any way with the proper c onduct of those duties.

d. The pilot and/or the PIC must not engage in any activity not directly related to the operation of the aircraft. Activities include, but are not limited to, operating UAS sensors or other payload systems.

e. The use of cell phones or ot her electronic devices is restricted to communications pertinent to the operational control of the unmanned aircraft and any required

communic ations with Air Traffic Control

.

4. See

- and

- Avoid

.

Unmanned aircraft have no on

- board pilot to perform see

- and

- avo id responsibilities ; therefore, when operating outside of active restricted and warning areas approved for

aviation activities , provisions must be made to ensure an equivalent level of safety exists

for unmanned operations. Adherence to 14 CFR P art 91 § 91. 111

, § 91. 113 and §91.115

, is required

.

a. The proponent and/or delegated representatives are responsible at all times for

collision avoidance with all aviation activities and the safety of persons or property on the surface with respect to the UAS.

b. UAS pilo ts will ensure there is a safe operating distance between aviation activities

and unmanned aircraft at all times.

c. Any crew member responsible for performing see

- and

- avoid requirements for the UA

must have and maintain instantaneous communication with the PIC

.

d. UA operations will only be conducted within Reduced Vertical Separation Minimum (RVSM) altitudes , when appropriately equipped or having received a clearance unde r an FAA deviation

. NOTE: UA operations should not plan on an en

- route clearance in

RVSM altitudes, without being RVSM equipped.

e. Visual observers must be used at all times except in Class A

, airspace, active

Restricted A reas, and Warning areas designated for aviation activities

. (1) O bservers may either be ground

- based or in a chase plane.FAA FORM 7711

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(2) If the chase aircraft is operating more than 100 feet above/below and/or more than

1⁄2 NM laterally of the unmanned aircraft , the chase aircraft PIC will advise the controlling ATC facility.

f. T he PIC is responsible to ensure visual observers are:

(1) A ble to see t he aircraft and the surrounding airspace throughout the entire flight

, and

(2) A ble to provide the PIC with the UA’s flight path, and proximity to all aviation

activities and other hazards ( e.g., terrain, weather, structures) sufficiently to

exercise ef

fective control of the UA to :

(a) Comply with CFR P arts 91.11 1, 91.113 and 91. 115

, and

(b) P revent the UA from creating a collision hazard.

5. Observers must be able to communicate clearly to the pilot any instructions required to remain clear of conflicting traffic , usin g standard phraseology as listed in the

Aeronautical Information Manual when practical

.

6. A PIC may rotate duties as necessary to fulfill operational requirements ; a PIC must be designated at all times

.

7. Pilots flying chase aircraft must not concurrently pe rform observer or UA pilot duties.

8. Pilot and observers must not assume concurrent duties as both pilot and observer

.

9. The required number of ground observers will be in place during flight operations.

10. The use of multiple successive observers (d aisy chai ning ) is prohib i ted unless otherwise

authorized as a special provision

.

11. The dropping or spraying of aircraft stores, or carrying of hazardous materials (including ordnance) outside of active Restricted, Prohibited, or Warning Areas approved for

aviation a ctivities is prohibited unles s specifically authorized as a special provisi on

.

F. Cre w member Requirements

.

1. All crewmembers associated with the operation of the unmanned aircraft, including chase operations, must be qualified or must be receiving formal trai ning under the direct supervision of a qualified instructor, who has at all times, responsibility for the operation

of the unmanned aircraft.

2. Pilots and observers must have an understanding of, and comply with, Title 14 Code of Federal Regulations, and/ or agency directives and regulations , applicable to the airspace where the unmanned aircraft will operate.FAA FORM 7711

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3. Pilots , supplemental pilots, and observers must maintain a current second class (or higher) airman medical certificate that has been issued under 14 C FR P art 67, or an FAA accepted agency equivalent based on the application

.

4. At a minimum, t he use of alcohol and/or drugs in violation of 14 CFR P art 91 § 91.17 applies to UA pilots and observers

.

5. At a minimum, observers must receive training on rules and responsibilities described in

14 CFR P art 91 §91.111

. §91.113 and §91.115 , regarding cloud clearance, flight visibility, and the pilot controller glossary, including standard ATC phraseology and

communication.

6. Recent Pilot Experience (Currency). The prop onent must provide documentation , upon request, showing the pilot/supplemental pilot/PIC maintains an appropriate level of recent pilot experience in either the UAS being operated or in a certified simulator. At a minimum, he/she must conduct three takeoff s (launch) and three landings (recovery) in the specific UAS within the previous 90 days (excluding pilots who do not conduct launch/recovery during normal/emergency operations). If a supplemental pilot assumes the role of PIC, he/she must comply with PIC rating requirements.

7. A PIC and/or supplemental pilot ha ve the ability to assume the duties of an internal or an external UAS pilot at any point during the flight.

8. A PIC may be augmented by supplemental pilots

.

9. PIC Ratings. Rating requirements for t he UAS PIC depend on the type of operation conducted. The requirement for the PIC to hold, at a minimum, a current FAA private pilot certificate or the FAA accepted agency equivalent, based on the application o f 14 CFR Part 61

, is predicated on various fac tors including the l ocation of the planned operations

, m ission profile , s ize of the unmanned aircraft

, and w hether or not the operation is conducted within or beyond visual line

- of

- sight.

a. The PIC must hold, at a minimum, a current FAA private pilot certi ficate or the FAA accepted agency equivalent, based on the application or 14 CFR Part 61. under all operations:

(1) Approved for flight in Class A, B, C, D, E, and G ( more than 400 feet above ground level (AGL)) airspace

. (2) Conducted under IFR (FAA instrument rat ing required

, or the FAA accepted agency equivalent, based on the application or 14 CFR Part 61

. (3) Approved for night operations

. (4) Conducted at or within 5 NM of a joint use or public airfields

. (5) Requiring a chase aircraft

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(6) At any time the FAA has determined the need based on the UAS characteristics, mission profile, or other operational parameters

.
b. Operations without a pilot certificate may be allowed when all of the following

conditions are met:

(1) The PIC has successfully completed, at a minimum, FAA private p ilot ground instruction and passed the written examination , or the FAA accepted agency equivalent, based on the application. Airman Test reports are valid for the 24

- calendar month period preceding the month the exam was completed, at which

time the instr uction and written examination must be repeated.

(2) Operations are during daylight hours.

(3) The operation is conducted in a sparsely populated location.

(4) The operation is conducted from a privately owned airfield, military installation,

or off

- airport location

. (5) Operations are approved and conducted solely within visual line

- of

- sight in Class G airspace.

(6) Visual line

- of

- sight operations are conducted at an altitude of no more than 400

feet A bove Ground Level (AGL) in class G airspace at all times.

c. The FAA may require specific aircraft category and class ratings in manned aircraft depending on the UAS seeking approval and the characteristics of its flight controls

interface.

10. PIC Recent Flight Experience (Currency).

a. For those operations that require a certifica ted pilot or FAA accepted agency equivalent, based on the application , the PIC must have flight reviews 14 CFR Part

61.56

, and if the pilot conducts takeoff, launch, landing or recovery the PIC must maintain recent pilot experience in manned aircraft per 1 4 CFR Part 61.5 7 ,; Recent Flight Experience: Pilot in Command.

b. For operations approved for night or IFR through special provisions , the PIC must

maintain minimum recent pilot experience per 14 CF R P art 61.57 , Recent Flight Experience: Pilot in Command, as applicable.

11. Supplemental pilots must have, at a minimum, successfully completed private pilot ground school and passed the written test or the FAA accepted agency equivalent, based on the application . The ground school written test results are valid for two years from the date of completion, at which time the instruction and written examination must be repeated. If a supplemental pilot assumes the role of PIC, he/she must comply with PIC rating , currency, medical, and training requirements listed in this document

.

12. Ancillary personnel such as systems operators or mission specialists must be thoroughly familiar with and possess operational experience of the equipment being u sed . If the systems being u sed are for observation and detection of other aircraft for collisionFAA FORM 7711

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avoidance purposes, personnel must be thoroughly trained on collision avoidance procedures and techniques and have direct communication with the UAS pilot, observer,

and other crewmembers

.

13. The Agency will ensure that Crew Resource Manageme nt (CRM) training is current for all crew members before flying operational or training missions. The CRM program must consist of initial training, as well as CRM recurrent training during every recurrent training cycle , not to exceed a 12 month interval between initial training and recurrent training or between subsequ ent recurrent training sessions.

G. Notice to Airmen (NOTAM)

.

1. A distant (D) NOTAM must be issued when unmanned aircraft operations are being

conducted

. This requirement may be accomplished:

a. T hrough the proponent’s local base operations or NOTAM issuing authority

, or

b. B y contacting the N O TAM Flight Service Station at 1

- 877

- 4

- US

- NTMS (1

- 877

- 487

- 6867) not more than 72 hours in advance, but not less than 48 hours prior to the operation , unless oth erwise authorized as a special provision

. The issuing agency will require the :

(1) Name and a ddress of the pilot filing the NOTAM request

(2) Location, a ltitude

, or operating a rea

(3) Time and nature of the activity

.

2. For proponents filing their NOTAM with the Departm ent of Defense : Th e requirement to

file with an Automated Flight Service Station ( AFSS ) is in addition to any local procedures/requirements for filing through the Defense Internet NOTAM Service ( DINS )

.

H. Data Reporting

.

1. Documentation of all operations asso ciated with UAS activities is required regardless of the airspace in which the UAS operates

. Th is requirement includes COA operations

within S pecial U se a irspace

. NOTE: Negative ( zero flights) reports are required.

2. The proponent must submit the following i nformation through UAS COA On

- Line on a monthly basis:

a. The number of flights conducted under this COA. (A flight during which any portion is conducted in the NAS must be counted only once, regardless of how many times it may enter and leave Special Use air space between takeoff and landing)

b. Aircraft operational hours per flight

c. Ground control station operational hours in support of each flight, to include Launch and Recovery Element (LRE) operationsFAA FORM 7711

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d. Pilot duty time per flight

e. Equipment malfunctions (hardware /software) affecting either the aircraft or ground

control station

f. Deviations from ATC instructions and/or Letters of Agreement/Procedures

g. Operational/coordination issues

h. The number and duration of lost link events (control, vehicle performance and health monitoring, or communications) per aircraft per flight.

I. Incident/Accident/Mishap Reporting.

Immediately after an incident or accident, and before additional flight under this COA, the proponent must provide initial notification of the following to the FA A via the UAS COA On

Line forms (Incident/Accident).

1. All accidents/mishaps involving UAS operations where any of the following occurs:

a. Fatal injury, where the operation of a UAS results in a death occurring within 30 days of the accident/mishap

b. Serious in

jury, where the operation of a UAS results in a hospitalization of more than 48 hours, the fracture of any bone (except for simple fractures of fingers, toes, or nose), severe hemorrhage or tissue damage, internal injuries, or second or third

degree burns

c. Total unmanned aircraft loss

d. Substantial damage to the unmanned aircraft system where there is damage to the airframe, power plant, or onboard systems that must be repaired prior to further flight

e. Damage to property, other than the unmanned aircraft.

2. Any incident/mishap that results in an unsafe/abnormal operation including but not

limited to :

a. A malfunction or failure of the unmanned aircraft’s on

- board flight control system (including navigation)

b. A malfunction or failure of ground control station flight c ontrol hardware or software (other than loss of control link)

c. A power plant failure or malfunction

d. An in

- flight fire

e. An aircraft collision

f. Any in

- flight failure of the unmanned aircraft’s electrical system requiring use of alternate or emergency power to c omplete the flight

g. A deviation from any provision contained in the COAFAA FORM 7711

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h. A deviation from an ATC clearance and/or Letter(s) of Agreement/Procedures

i. A lost control link event resulting in

(1) Fly

- away, or

(2) Execution of a pre

- planned/unplanned lost link procedure

.

3. Initial reports must contain the information identified in the COA On

- Line Accident/Incident Report.

4. Follow

- on reports describing the accident/incident/mishap(s) must be submitted by providing copies of proponent aviation accident/incident reports upo n completion of safety investigations. Such reports must be limited to factual information only where privileged safety or law enforcement information is included in the final report.

5. Public

- use agencies other than those which are part of the Department o f Defense are advised that the above procedures are not a substitute for separate accident/incident reporting required by the National Transportation Safety Board under 49 CFR P art 830 §830.5.

6. This COA is issued with the provision that the FAA be permitte d involvement in the proponent’s incident/accident/mishap investigation as prescribed by FAA Order 8020.11, Aircraft Accident and Incident Notification, Investigation, and Reporting.



### FLIGHT STANDARDS SPECIAL PROVISIONS

A. Contingency Planning

1. Point Iden tification . The proponent must submit contingency plans that address emergency recovery or flight termination of the unmanned aircraft (UA) in the event of unrecoverable system failure. These procedures will normally include Lost Link Points (LLP), Divert/ Contingency Points (DCP) and Flight Termination Points (FTP) for each operation. LLPs and DCPs must be submitted in latitude/longitude (Lat/Long) format along with a graphic representation plotted on an aviation sectional chart (or similar format). FTPs or other accepted contingency planning measures must also be submitted in latitude/longitude (Lat/Long) format along with a graphic representation plotted on an aviation sectional chart, or other graphic representation acceptable to the FAA. The FAA

accepts the LLPs, DCPs, FTPs, and othe r contingency planning measures

, submitted by the proponent but does not approve them. When conditions preclude the use of FTPs, the proponent must submit other contingency planning options for consideration and approval. At l east one LLP, DCP, and FTP (or an acceptable alternative contingency planning measure) is required for each operation. The proponent must furnish this data with the initial COA application. Any subsequent changes or modifications to this data must be provi ded to AJV

- 13 for review and consideration no later than 30 days prior to proposed flight operations.FAA FORM 7711

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2. Risk Mitigation Plans . For all operations, the proponent must develop detailed plans to mitigate the risk of collision with other aircraft and the risk p osed to persons and property on the ground in the event the UAS encounters a lost link, needs to divert, or the flight needs to be terminated. The proponent must take into consideration all airspace constructs and minimize risk to other aircraft by avoidin g published airways, military training routes, NAVAIDs , and congested areas. In the event of a contingency divert or flight termination, the use of a chase aircraft is preferred when the UAS is operated outside of Restricted or Warning Areas. If time permi ts, the proponent should make every attempt to utilize a chase aircraft to monitor the aircraft to a DCP or to the FTP. In the event of a contingency divert or flight termination, the proponent will operate in Class A airspace and Special Use airspace to t he maximum extent possible to reduce the risk of

collision with non

- participating air traffic.

a. LLP Procedures

. (1) LLPs are defined as a point, or sequence of points where the aircraft will proceed and hold at a specified altitude, for a specified period of t ime, in the event the command and control link to the aircraft is lost. The aircraft will autonomously hold, or loiter, at the LLP until the communication link with the aircraft is restored or the specified time elapses. If the time period elapses, the air craft may autoland, proceed to another LLP in an attempt to regain the communication link, or proceed to an FTP for flight termination. LLPs may be used as FTPs. In this case, the aircraft may loiter at the LLP/FTP until link is re

- established or fuel

exha ustion occurs.

(2) For areas where multiple or concurrent UAS operations are authorized in the same operational area, a segregation plan must be in place in the event of a simultaneous lost link scenario. The segregation plan may include altitude offsets

and h orizontal separation by using independent LLPs whenever possible.

b. DCP Procedures

. (1) A DCP is defined as an alternate landing/recovery site to be used in the event of an abnormal condition that requires a precautionary landing. Each DCP must incorporate the means of communication with ATC throughout the descent and landing (unless otherwise specified in the Special Provisions) as well as a plan for ground operations and securing/parking the aircraft on the ground. This includes the availability of ground con trol stations capable of launch/recovery, communication equipment, and an adequate power source to operate all required equipment.

(2) For local operations, the DCP specified will normally be the airport/facility used for launch and recovery; however, the prop onent may specify additional DCPs as

alternates.

(3) For transit and/or mission operations that are being conducted in Class A airspace

or Class E airspace above flight level (FL)

- 600, DCPs will be identified during the flight to be no further than one hour of flight time at any given time, taking into consideration altitude, winds, fuel consumption, and other factors. If it is notFAA FORM 7711

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possible to define DCPs along the entire flight plan route, the proponent must identify qualified FTPs along the entire route and b e prepared to execute flight termination at one of the specified FTPs if a return to base (RTB) is not possible.

(4) It is preferred that specified DCPs are non

- joint use military airfields, other

government

- owned airfields, or private

- use airfields. However, the proponent may designate any suitable airfield for review and consideration.

c. Flight Termination Procedures

. (1) Flight termination is the intentional and deliberate process of performing controlled flight into terrain (CFIT). Flight termination must be exe cuted in the event that all contingencies have been exhausted and further flight of the aircraft cannot be safely achieved or other potential hazards exist that require immediate discontinuation of flight. FTPs or alternative contingency planning measures must be located within power off glide distance of the aircraft during all phases of flight and must be submitted for review and acceptance. The proponent must ensure sufficient FTPs or other contingency plan measures are defined to accommodate flight term ination at any given point along the route of flight. The location of these points is based on the assumption of an unrecoverable system failure and must take into consideration altitude, winds, and other factors.

(2) Unless otherwise authorized, FTPs must be located in sparsely populated areas. Except for on

- or near

- airport operations, FTPs will be located no closer than five nautical miles from any airport, heliport, airfield, NAVAID, airway, populated area, major roadway, oil rig, power plant, or any other infrastructure. For offshore locations, the proponent must refer to appropriate United States Coast Guard (USCG) charts and other publications to avoid maritime obstructions, shipping lanes, and other hazards. Populated areas are defined as those areas dep icted in yellow on a VFR sectional chart or as determined from other sources.

(a) It is preferred that flight termination occurs in Restricted or Warning Areas,

government

- owned land, or offshore locations that are restricted from routine civil use. However, t he proponent may designate any suitable location for

review and consideration

. (b) The proponent is required to survey all designated areas prior to their use as an FTP. All FTPs will be reviewed for suitability on a routine and periodic basis, not to exceed s ix months. The proponent assumes full risk and all liability associated with the selection and use of any designated FTP.

(c) It is desirable that the proponent receive prior permission from the land owner or using agency prior to the use of this area as an FT P. The proponent should clearly communicate the purpose and intent of the FTP.

(d) For each FTP, plans must incorporate the means of communication with ATC throughout the descent as well as a plan for retrieval/recovery of the aircraft.

(e) Contingency planning mu st take into consideration all airspace constructs and minimize risk to other aircraft by avoiding published airways, militaryFAA FORM 7711

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training routes, NAVAIDs , and congested areas to the maximum extent possible.

(f) In the event of a contingency divert or flight term ination, if time permits, the use of a chase aircraft is preferred when the UA is operated outside of Restricted or Warning Areas.

(g) In the event of a contingency divert or flight termination or other approved contingency measures, the proponent will operate in Class A airspace and Special Use airspace to the maximum extent possible to reduce the risk of

collision with non

- participating air traffic.

(h) Flight Standards has determined that the 3DRobotics Y6 2014 aircraft is not a helicopter and does not possess t he ability to maneuver following a power unit failure; therefore, the pilot

- in

- command (PIC) must comply with the requirements in 14 CFR section 91.119(a)(b) and (c).

B. Night Operation Limitations

.

UAS night operations are those operations that occur betw een the end of evening civil twilight and the beginning of morning civil twilight, as published in the American Air Almanac, converted to local time. (Note: this is equal to approximately 30 minutes after sunset until 30 minutes before sunrise).

1. Night op erations are not authorized

.



### AIR TRAFFIC CONTROL S PECIAL PROVISIONS

A. Coordination Requirements.

1. Prior to each flight, the UA Operator will contact Tallahassee Approach at (850) 942

- 8311 to coordinate UAS activity.

2. The UA Operator will provide Tallahas see Approach with a point of contact and phone number for coordination during the operation.

B. Communication Requirements.

1. Air Traffic Control Special Provisions A and C will be used in lieu of direct two

- way communications with ATC.

C. Emergency/Contingency Procedures.

1. Lost Link Procedures:

a. In the event of a lost link, the UAS pilot will immediately notify Tallahassee Approach at (850) 942

- 8311 , state pilot intentions, and comply with the following provisions:FAA FORM 7711

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(1) The UAS will follow procedures stated in Attac hment 2

(2) If lost link occurs within a restricted or warning area, or the lost link procedure above takes the UA into the restricted or warning area

– the aircraft will not exit the restricted or warning areas until the link is re

- established.

(3) The unmanned a ircraft lost link mission will not transit or orbit over populated

areas.

(4) Lost link programmed procedures will avoid unexpected turn

- around and/or altitude changes and will provide sufficient time to communicate and coordinate

with ATC.

(5) Lost link orbit poi nts shall not coincide with the centerline of Victor airways.

2. Lost Communications:

b. The UAS will follow procedures stated in Attachment 3.

D. Operations Area. (See Attachment 1)

1. Operations are to remain within an area bounded by the following points:

a. 302701N/0841032W (SEMINOLE VORTAC SZW120012.1)

b. 302644N/0840920W (SEMINOLE VORTAC SZW118013.1)

c. 302611N/0840919W (SEMINOLE VORTAC SZW120013.4)

d. 302628N/0841032W (SEMINOLE VORTAC SZW122012.4)FAA FORM 7711

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AUTHORIZATION

This Certificate of Waiver or Authorization doe s not, in itself, waive any Title 14 Code of Federal Regulations

, nor any state law or local ordinance. Should the proposed operation conflict with any state law or local ordinance, or require permission of local authorities or property owners, it is the r esponsibility of Florida State University to resolve the matter. This COA does not authorize flight within Special Use A irspace (SUA) without approval from the u sing a gency. Florida State University is hereby authorized to operate the 3DRobotics Y6 2014 Un m anned Aircraft System in the operations area depicted in the Activity section of th is attachment.FAA FORM 7711

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Attachment 1FAA FORM 7711

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Attachment 2

LOST LINK PROCEDURE ( S )



### Loss of Signal Procedures

There are three distinct (and separate) radio links between the 3DR Y6 and the PIC/Observer. Loss of Signal (LoS) on any of these radio links will trigger different procedures.

Flight Controller Radio Loss of Signal In the event the 3DR Y6 loses link with the Turnigy 9XR radio system, the autopilot will initiate an

automatic ‘failsafe’ mode and land the UAV immediately at its current location.

Telemetry Radio Loss of Signal The 3DR Y6 maintains a telemetry radio link between the UAV and the Ground Control Station (GCS) laptop. In the event of a LoS on the telemetry radio, th e PIC will immediately: 1. Declare verbally “Telemetry Loss of Signal”. 2. Attempt to reestablish telemetry link. 3. If the telemetry link cannot be re

- established, the UAV will be ordered to return to the launch point and

land.FAA FORM 7711

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Attachment 3

LOST COMMUNI CATIONS PROCEDURE(S)

Primary communications between the PIC and Observer is verbal (if co

- located) or GMRS (General Mobile Radio Service) handheld two

- way radio. Secondary communications between PIC and Observer is cellular telephone. Primary communicatio ns between PIC and ATC when required is telephone. All operations of the UAV will be in Class G airspace, below 400 feet AGL. In the event of lost communications between the PIC and Observer, two options are available to the PIC:

Lost Communications Optio n 1 The PIC will put the UAV into “Loiter” mode and hold position and altitude. PIC will attempt to
reestablish communications. If successful, the mission can continue. If unsuccessful, the PIC will immediately abort the mission and return the UAV to the l aunch location.

Lost Communications Option 2 The PIC will put the UAV into “Loiter” mode and hold position and altitude. PIC will attempt to
reestablish communications. If successful, the mission can continue. If unsuccessful, the PIC will immediately abo rt the mission and land the UAV at the current position.