Erik A. Polta 

RPA-Solutions LLC 1 Apr 2015 

2300 Miramonte Drive 

Sherwood, AR 72120 

 

U.S. Department of Transportation 

Docket Management System 

1200 New Jersey Ave., SE 

Washington, DC 20590 

 

Re: Exemption Request Under Section 333 of the FAA Reform Act and Part 11 of the Federal Aviation 

Regulations 

 

Dear Sir or Madam: 

 

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the “Reform Act”) and 14 

C.F.R. Part 11, RPA-Solutions (Owner Erik A. Polta), seeks an exemption from Federal Aviation 

Regulations (“FARs”) detailed below for the commercial uses of UAS platforms in the national airspace. 

 

This request is being written to obtain the “Blanket” COA authorized with the 333 exceptions (by meeting 

all “Blanket” COA requirements) and to obtain the required 333 exemptions to be able to apply for 

separate COA(s) when required for flights in or near restricted or controlled airspace in the future. The 

long term goal for this requested exemption would support the business establishment for a UAS training 

program primarily focused on safely integrating UAS operations in the public safety sector as they pertain 

to police, homeland security, and firefighting support. Other commercial ventures like real estate and 

agriculture pursuits would also be explored as RPA-Solutions looks to investigate the technology safely 

while learning and developing best practices for UAS usage by developing proven operational risk 

management methods and stringent safety protocols. While pursuing these other ventures RPA-Solutions 

Pilot in Command (PICs) and Visual Observers (VOs) will learn through experience the best way to 

develop courseware and teach UAS operations in a formal training environment. Without the ability to 

pursue commercial applications legally, it will be difficult for anyone to develop the skills and experiences 

to safely teach UAS operations in the future. RPA-Solutions will leverage the existing experience of its 

employees and their skills, knowledge and ability gained while teaching full-scale aircraft operations to 

United States Air Force C-130 aircrew members along with specialty experiences gained by Erik Polta 

(Owner/Operator of RPA-Solutions) while operating on-board aircraft systems for intelligence, 

surveillance and reconnaissance (ISR) operations in support of counter-drug operations while serving on 

Active Duty in the California Air National Guard. Additionally all RPA-Solutions UAS operators have 

previous experiences operating small UAS platforms for personal and recreational use. This past 

experience combined with a legal avenue to pursue commercial UAS operations will help RPA-Solutions 

obtain the relevant and recent experience necessary to develop a formal UAS training program that 

meets the real-world need for safe UAS operations integrated into the national airspace in the future while 

leveraging their past experience gained while operating United States Air Force C-130 aircraft as 

instructor navigators. 

All UAS aircraft utilized will be light weight (less than 30 lbs.) and battery powered. A PC-or tablet 

computer based ground control station, and associated communications equipment will be used for 

telemetry and mission purposes in most cases. Both commercial off the shelf systems (COTs) as well as 
custom developed solutions (with COTs frames/ESCs and motors) will be utilized, but all systems will 

have the following minimum systems onboard: 

 Battery monitoring including MAH consumed and estimated battery life remaining 

 GPS position with GPS logging for black box and mission re-creation capabilities 

 First Person View systems for determining UAS position and video/picture farming (visual line of 

sight will be maintained at all times) 

 Video downlink capability 

 FCC HAM Callsign transmit capability 

 GPS automated (return to home) capabilities 

 GPS Hover (Hold Position or Loiter modes) integrated into flight controller 

 All up takeoff weight less than 30 lbs. 

COTS systems will be primarily used because of their tested reliability by the original equipment 

manufacturer (OEM). RPA-Solutions will conduct its own assessment of each UAS platform by 

conducting flight tests to develop checklists, flight safety practices, and emergency procedures. Technical 

manuals and data provided by the OEM will be utilized to develop and improve these products. The 

primary reason for COTS platforms is because of their availability to the general RPA-Solutions customer 

base and their relatively inexpensive cost. Custom built UAS platforms may also be developed as realworld experiences are gained through COTS platform use. Both rotary wing (multi-rotor) and fixed wing 

applications will be explored depending on the mission set and operational need. 

 

The UAS platforms will be operated in the field with both a Pilot in Command (PIC) and a ground-based 

Visual Observer (VO) in accordance with FAA Policy N 8900.227 Section 14 "Operational Requirements 

for UAS" with the following additional restrictions: 

 

 For Standard “Blanket” COA issued with 333 Exemption the following restriction will apply: 

 All operations will occur at no more than 200’ AGL 

 Flights will be conducted in Day VFR conditions 

 PIC/VO will maintain visual line of sight (VLOS) with UAS and UAS will remain at no greater than 

1/2 NM from the PIC at all time 

 UAS operations will maintain the following distances away from airports and heliports 

▪ 5 nautical miles (NM) from an airport having an operational control tower 

▪ 3 NM from an airport with a published instrument flight procedure, but not an 

operational tower 

▪ 2 NM from an airport without a published instrument flight procedure or an 

operational tower 

▪ 2 NM from a heliport with a published instrument flight procedure 

 If operations will be conducted over private property permission of the land owner will be obtained 

 If required, all permits will be obtained from state and local government prior to operations 

 The UAS will not be operated at air shows or over an open-air assembly of people 

 The UAS will not be operated over heavily trafficked roads 

 Operations will be limited to day, visual meteorological conditions 

 UAS will remain within Visual Line of Sight at no greater than 1/2 NM of the PIC at all 

 While the UAS is airborne, the VO will be positioned within voice distance to the PIC 

The PIC and VO will meet the following requirements: 

All flights will be conducted with one Pilot in Command (PIC) and one Visual Observer (VO) and they will 

meet the following minimum standards:

 Graduates of the United States Air Force Undergraduate Navigator Training

 Graduates of the United States Air Force Combat Flight Planning System Administrators Course

 Graduates of the United States Air Force C-130 E/H Instructor Navigator Course

 Be current or formally qualified as C-130 E/H Navigator Flight Examiner

 Will have a minimum of 1500 hours C-130 E/H navigator primary time

 Will have a minimum of 250 hours C-130 E/H navigator instructor time

 Current or previous qualification as Federal OPM PD of Navigator Instructor (GS-2183-12) (Attached)
 For a complete list of qualifications see attached OPM Position Classification Standard for Air 

Navigation Series, GS-2183

Proof of flying hours will be provided for Erik A. Polta in this correspondence and available for other PICs 

and VOs at any time upon FAA request. Furthermore Erik A. Polta (Owner/Operator of RPA-Solutions 

possesses an Amateur Radio License (Technician Class) issued by the Federal Communications 

Commission. Call sign “KG5FUD”. (license attached) 

For a complete list of all PICS and VOs qualifications please see attached OPM circular Air Navigation 

Series Description GS-2183 (Appendix C) These qualification should meet all requirements listed in 

FAA Policy N 8900.227 Section 16. 

All RPA-Solutions personnel meet all the qualifications listed in the GS-2183 Air Navigation job 

description at the instructor level. In summary, after reviewing the attached OPM job description and 

reviewing the qualifications being submitted we believe without a doubt that our knowledge, skills, and 

experience should meet the FAA-recognized equivalent of the FAA private pilot’s license as it applies to 

UAS operations. All personnel have been trained to have the appropriate level of understanding of 14 

CFR (especially Part 91 subpart B) applicable to the airspace where UAS operate. Furthermore all RPASolutions personnel understand the importance and responsibility to control their aircraft to the same 

standards as the pilot of a manned aircraft. 

All flying currency training will be tracked for RPA-Solutions PICs and VOs. A Basic familiarization flight 

syllabus will be developed for all UAS platforms. A currency requirement will be developed and tracked 

for takeoff, landings, and emergency procedures. If manufacturer specific training is offered it will be 

completed, but in most cases the whole purpose behind RPA-Solutions waiver request is to use its 

existing experienced aircrew members to develop such standards. 

Personnel Qualifications: Additionally, the PIC and VO will perform maintenance on the system and will 

develop procedures and checklists for all UAS platforms operated. Due to the simplicity of these 

systems, we do not anticipate the need for a supplemental pilot or depot level maintenance. Should major 

maintenance be required for a COTS platform, it will be returned to the OEM for repair or required 

maintenance. Custom built platforms will be maintained by RPA-Solutions PICs and VOs. 

Granting RPA-Solutions the exemption requests furthers the public interest because the primary 

customer for RPA-Solutions will be law enforcement and public safety professionals. Erik Polta wishes to 

further his support of law enforcement and public safety based on his previous experiences as a Mission 

Sensor Operator (MSO) in the California Air National Guard Counter Drug Task Force. During his time 

with the California Air National Guard, Erik Polta accumulated approximately 250 hours in the RC-26 

aircraft where he operated sensors and trained law enforcement officers how to properly utilize state of 

the art aerial surveillance tools in the heavily congested Los Angeles Class B airspace. After leaving the 

California Air National Guard, Erik Polta did consulting work with Patriot Technologies Group where he 

developed courseware to support Americas premiere training, consulting and airborne operations for 

Homeland Security and law enforcement customers. Erik Polta through his RPA-Solutions business 

venture wishes to continue his efforts to train public safety assigned personnel on safely and effectively 

integrating UAS platforms into their day to day mission and safely into the national airspace system. 

Additionally, this exemption request furthers the public interest because Congress has already 

pronounced that it is in the public’s interest to integrate commercially flown UASs into the national 

airspace system, hence the passing of the Reform Act. Additionally RPA-Solutions will conduct research 

into safe UAS operations every time it flies one of its UAS platforms. Flight data, visual inspections, 

recorded observations and flight analyses will be compiled to further enhance current safety protocols 

and give RPA-Solutions UAS operators the real-world, relevant and current experiences to develop 

courseware and train future UAS operators. Allowing RPA-Solutions to log more flight time, legally, while 

pursuing commercial interests, directly relates to its research and its ability to further enhance current 

safety measures. Finally, the public has an interest in reducing the danger and emission associated with 

current aerial surveillance capture methods, namely, full size helicopters and other manned ISR assets. 

RPA-Solutions UASs are battery powered and create no emissions. If a RPA-Solutions UAS crashes 

there is no fuel to ignite and explode. The impact of RPA-Solutions lightweight UAS platforms is far less 

than a full size manned aircraft. The public’s interest is furthered by minimizing ecological and crash 

impacts by permitting aerial capture and analysis through RPA-Solutions lightweight UAS platforms. 

 
A RPA-Solutions exemption will not adversely affect safety. Quite the contrary, for the reasons stated, 

allowing RPA-Solutions to log more flight time in the national airspace will allow RPA-Solutions to 

innovate and implement new safety protocols and better determine best practices for operational risk 

management by leveraging their existing experiences as C-130 formal training unit instructors with real 

world and timely experiences operating UAS platforms. In addition, RPA-Solutions submits the following 

representations of enhancements to current aerial imaging and capture techniques utilizing full-scale 

manned aircraft: 

 RPA-Solutions UAS platforms weigh less than 30 pounds complete with various sensor payloads: 

 RPA-Solutions only operates its UAS platforms below 200 feet. (Separate COA required for 

flights at or below 400’ AGL) 

 RPA-Solutions UAS platforms only operate for 5-20 minutes per flight; 

 RPA-Solutions lands its UAS platforms when they reach 30% battery power 

 RPA-Solutions PICs operate RPA-Solutions UAS platforms by line of sight (Separate COA 

required for Beyond visual line of sight) 

 RPA-Solutions remote control pilots have video backup should they somehow lose sight with the 

UAS platform 

 RPA-Solutions staffs each flight with a remote control PIC and VO with line of sight 

communication between the two 

 RPA-Solutions UASs have GPS flight modes whereby they hover or loiter should remote control 

link be lost 

 RPA-Solutions actively analyses electronic flight data and other sources of information to 

constantly update and enhance safety protocols including thorough flight debriefs to discuss 

lessons learned and to capture best practices 

 GPS coordinates displayed by the flight controller are checked against known coordinates for 

UAS operations based on measured (off-board GPS) or determined by aeronautical chart prior to 

each flight. Throughout the flight GPS coordinates are verified by the VO and all navigation and 

aircraft systems are cross checked for accuracy. If at any time abnormalities are exhibited by the 

onboard flight controller, manual (non-GPS assisted) control will be established by the PIC and 

the mission will be terminated. 

 Local weather forecasts will be checked and a thorough weather brief will be conducted prior to 

each flight to ensure VMC conditions can be maintained. Furthermore GPS reliability and solar 

activity will be confirmed for possible interference issues 

 RPA-Solutions utilizes.current or previously qualified USAF trained instructor navigators and uses 

past instructor experience with full-scale aircraft to develop and implement safety protocols and 

checklists 

 RPA-Solutions conducts thorough operational risk management for each flight, but has highly 

regimented protocols that are strictly controlled whenever operating near airports and populated 

areas. (Separate COA Required) 

 RPA-Solutions conducts extensive briefings prior to flight, during which safety carries primary 

importance 

 RPA-Solutions always obtains all necessary permissions and permits prior to operation 

 RPA-Solutions has procedures in place to abort flights in the event of safety breaches or potential 

danger. 
RPA-Solutions safety protocols provide a level of safety at least equal to existing rules, and in nearly 

every instance, greater than existing rules. It is important to note that absent the integration of commercial 

UAS platforms into our national airspace system, helicopters and full-scale manned aircraft are the 

primary means of aerial imaging and analysis. It is far safer to operate a battery powered lightweight 

UAS. First, the potential loss of life is diminished because UAS platforms carry no people on board. 

Second, there is no fuel on board a UAS and thus the potential for fire or explosions is greatly diminished. 

Third, the small size and extreme maneuverability of RPA-Solutions UAS platforms allow our remote 

control PICs to avoid hazards. 

We submit that the combination of the UAS's light weight, fully qualified flight crew and strict operation 

under the guidelines established in 8900.227, the FAA can have confidence that RPA-Solutions 

operations will have an equivalent or greater level of safety of manned aircraft performing the same 

mission. 

 

Spectrum Management: 

Erik A. Polta, owner and operator of RPA-Solutions has been awarded an Amateur Radio License 

(Technician Class) which allows him transmission authorization in the following frequency bands: 

 900 MHz 

 400 MHz 

 1.3 GHz 

 2.4 GHz 

 5.8 GHz 

Anytime a mission radio frequency requirement exists requiring HAM technician privileges, Erik Polta will 

serve as the PIC or directly manipulate all radio frequency (RF) equipment pieces or ensure that another 

properly FCC licensed PIC or VO is in charge of the transmitting equipment. 

RPA-Solutions is focused on providing training, based on the experiences it gains while operating small 

unmanned commercially available off the shelf (COTS) aerial vehicles which are easy to use, reliable, 

simple, and affordable. RPA-Solutions will seek consulting roles where appropriate and desires to 

leverage experience gained operating these UAS platforms to develop formal training regimens that will 

ultimately be approved by the Federal Aviation Administration. Our customer focus will range from police, 

fire, and homeland security professionals - to farmers, ranchers, construction companies, oil and electric 

power providers, forest/wildlife managers and real estate professionals. 

The name and contact information of the applicant is: 

 

RPA-Solutions 

RPA-Solutions.net 

Attn: Erik A. Polta 

Phone: 760-707-3806 

Email: RPA.Solutions.net@gmail.com 

 

The regulations from which the exemption is requested are as follows: 

 

14 CFR Part 21 14 CFR 91.203 

14 CFR 45.23, 45.29 14 CFR 91.9 

14 CFR 61.113, 61.133 14 CFR 91.109, 91.119 

14 CFR 91.121, 91.151 14 CFR Subpart E (91.401 - 91.417) 

FAA Policy 8900.227 Paragraph 16(c)(4) FAA Policy 8900.227 Paragraph 16(e)(1) 
We are prepared to modify or amend any part of this request to satisfy the need for an equivalent level of 

safety. We submit this request to include all provisions required to obtain the “blanket” COA which is 

offered with the 333 exemption and to cover the possibility for future COAs. We look forward to working 

with your office. Please contact us at any time if you require additional information or clarification. 

 

 

 Sincerely, 

 

 Erik A. Polta 

 Owner/Operator RPA-Solutions 

 

Appendices: 

A. Exemption Request and Equivalent Level of Safety 

B. Owner RPA-Solutions: Erik A. Polta Specific qualifications 

C. OPM.GOV Air Navigation Series Description GS-2183 

D. Erik A. Polta USAF Flying History Report 

E. Erik A. Polta FCC HAM License 

F. RPA-Solutions Small Unmanned Aerial Systems Descriptions 

 
APPENDIX A 

EXEMPTION REQUESTS AND EQUIVALENT LEVEL OF SAFETY 

RPA-Solutions requests an exemption from the following regulations as well as any additional regulations 

that may technically apply to the operation of RPA-Solutions UAS platforms: 

14 CFR Part 21, Subpart H: Airworthiness Certificates 

This part establishes the procedures for the issuance of an airworthiness certificate. While the FAA 

continues to work to develop airworthiness standards for UAS, we request an experimental certificate be 

issued for the RPA-Solutions under either or both of the following provisions: 

21.191 Experimental certificates. 

Experimental certificates are issued for the following purposes: 

(a) Research and development. Testing new aircraft design concepts, new aircraft equipment, new 

aircraft installations, new aircraft operating techniques, or new uses for aircraft. 

(b) Showing compliance with regulations. Conducting flight tests and other operations to show 

compliance with the airworthiness regulations including flights to show compliance for issuance of type 

and supplemental type certificates, flights to substantiate major design changes, and flights to show 

compliance with the function and reliability requirements of the regulations. 

 

Since the experimental certificate can be used for commercial purposes such as market surveys, sales 

demonstrations, and customer crew training, we would expect that an experimental certificate would 

permit our commercial purpose as well. None of our UAS platforms will carry persons or property, will not 

carry fuel, and will only fly under strict operational requirements. Combined with the fact that the UAS 

weighs less than 30 pounds and is constructed primarily out of G-10 plastic, Styrofoam, and carbon fiber, 

we propose that RPA-Solutions UAS platforms will be at least as safe, if not safer, than a conventionally 

certificated aircraft performing the same mission. If an experimental airworthiness certificate is not 

appropriate for this application, then we request an exemption of 14 CFR Part 21, Subpart H, and the 

requirement for an airworthiness certificate in general, citing the equivalent level of safety outlined in the 

previous paragraph. 

14 CFR 91.203(a) & (b) Civil aircraft: Certifications required.

The regulation provides that an airworthiness certificate, with the registration number assigned to the 

aircraft and a registration certificate must be aboard the aircraft. Additionally, subparagraph (b) provides 

that the airworthiness certificate be "displayed at the cabin or cockpit entrance so that it is legible to 

passengers or crew." At less than 30 lbs., the RPA-Solutions UAS platforms are too small to carry 

documentation, do not have an entrance, and are not capable of carrying passengers or crew. To obtain 

an equivalent level of safety and meet the intent of 91.203, we propose that documents deemed 

appropriate for this UAS by the FAA will be co-located with the crew at the ground control station and 

available for inspection upon request. In order to identify the UAS, we propose that the information found 

on airworthiness and registration certificates be permanently affixed to the UAS or its’ corresponding 

ground station via placard: 

Manufacturer: OEM or (RPA-Solutions) 

Model: OEM or (RPA-Solutions) 

Serial Number: OEM or (RPA-Solutions) 

Additionally, any video downlink feed will broadcast the FCC registered callsign to Erik Polta, (KG5FUD) 

which is listed in the FCC database. All transmitting equipment which requires HAM license privileges to 

operate will be affixed with a label listing Callsign and address. 

 

Registered to: 

Erik Polta (RPA-Solutions) 

2300 Miramonte Dr 

Sherwood, AR 72120 

If found please contact: (760) 707–3806 

 

14 CFR 45.23 Display of marks; general and 45.29 Size of marks. 

These regulations provide that each aircraft must display "N" and the aircraft's registration number in 

letters at least 3 inches high. Additionally, the aircraft must display the word "EXPERIMENTAL" in letters 

at least 2 inches high near the entrance to the cabin, cockpit, or pilot station. As previously stated, RPASolutions UAS platforms do not have an entrance in which the word "EXPERIMENTAL" can be placed, 

and may not have a registration number assigned to it by the FAA. We propose to achieve an equivalent 

level of safety by including the word "EXPERIMENTAL" on the top of the aircraft, where the PIC, VO and 

others in the vicinity of the aircraft while it is preparing for launch will be able to see the designation. 
Additionally, we feel that the permanent placard discussed in the previous paragraph will provide the 

UAS's registration information should it be found on the ground. 

 

14 CFR 91.9 Civil aircraft flight manual, marking, and placard requirements. 

This regulation provides that no person may operate an aircraft unless a current, approved flight manual 

is in the aircraft. We assume that the intent of this requirement is to ensure that flight manual information 

is available to the aircrew while operating the aircraft. We request an exemption to this requirement since 

our UAS platforms are not only too small to carry documentation, but also the documentation would not 

be available to the crew. To obtain an equivalent level of safety and meet the intent of 91.9, we propose 

that a current, approved RPA-Solutions Flight Manual or OEM instruction manual (available upon 

request) must be available to the crew at the ground station anytime the UAS is in or preparing for flight. 

14 CFR 61.113 Private pilot privileges and limitations: Pilot in Command and 61.133 Commercial 

pilot privileges and limitations. 

The regulation provides that no person that holds a private pilot certificate may act as pilot in command of 

an aircraft for compensation or hire. Subparagraph (b) allows a private pilot to act as pilot in command of 

an aircraft in connection with any business or employment if: (1) The flight is only incidental to that 

business or employment; and (2) The aircraft does not carry passengers or property for compensation or 

hire. Our proposed operations meet the requirements of 8900.227 paragraph 16 (c) (2) (c) "Operations 

without a pilot certificate" in which the PIC is required to complete "FAA private pilot ground instruction" 

and pass "the FAA Private Pilot written examination." Since there are currently no means available for 

the pilot of a UAS to gain the experience in an equivalent category and class in order to apply for a 

commercial pilot's license, we propose to generate an equivalent level of safety by requiring our pilots and 

VOs to be graduates of the United States Air Force Undergraduate Navigator Training Program, which is 

essentially a 16 month ground school, that not only exposes students to all facets of air navigation, but 

also grants them the opportunity to directly manipulate aircraft controls, giving them a pilot familiarization 

phase that includes at least 20 hours of instruction covering basic flight maneuvers, including takeoffs, 

landings, stalls, spins, and introduces them to instrument approaches. Additionally we will require all PICs 

and VOS to be current or previously qualified United States Air Force Instructor Navigators. We believe 

this qualification should meet or exceed the FAA-recognized UAS PIC/VO equivalent for obtaining the 

FAA private pilot certificate, especially when considering the weight of the UAS platforms we will operate; 

the proposed locations for UAS testing, and the fact that all operations will be conducted within visual line 

of sight in Day, VMC conditions. Since the UAS cannot carry passengers or property, we feel we meet 

the intent of 61.113 Subparagraph (b) even though the intent of this application is to conduct a business. 

All RPA-Solutions PICs and VOs will be able to show documented currency for the type of UAS platform 

being operated. That currency will document at a minimum three takeoff (launches) and three landings 

within the previous 90 days. This currency program will be developed and updated for each UAS platform 

being operated. Individual training records for each PIC and VO will be available at the FAAs request. For 

a full list of USAF Navigator qualifications please see the attached OPM circular for Air navigation (GS2183 appendix C)

 

14 CFR 91.109 Flight instruction; Simulated instrument flight and certain flight tests 

The regulation provides that "No person may operate a civil aircraft that is being used for flight instruction 

unless that aircraft has fully functioning dual controls." The RPA-Solutions ground control stations are all 

based on a small hand-held computer or laptop and while it does not offer a second set of "controls," both 

the PIC and VO are fully qualified pilots (They will both meet the same standard) and able to operate the 

RPA-Solutions controls. With both the PIC and VO being capable to control RPA-Solutions UAS 

platforms during flight, we feel that this technique meets the intent 91.109 and provides an equivalent 

level of safety. 

14 CFR 91.119 Minimum safe altitudes: General. 

The regulation provides that over sparsely populated areas the aircraft cannot be operated closer than 

500 feet to any person, vessel, vehicle, or structure. Since the UAS will be operating at a maximum of 

200 feet AGL, we cannot comply with this requirement. To provide an equivalent level of safety we will 

obtain permission of the land owner when flying over private property. Furthermore, the land owner will be 

briefed of the expected route of flight and the associated risks to persons and property on the ground. 

We maintain that due to the small size of the RPA-Solutions UAS platforms, the hazard to persons, 

vessels, vehicles, and structures is not comparable to manned aircraft and should be considered in 

granting the exemption. Consideration about risks related to ground impacts. RPA-Solutions will not be 

operated over congested areas nor over any open air assembly of persons. In the event of power unit 

failure and operating at 200 feet altitude, the PIC will be able to conduct an emergency landing without 
undue hazard to persons or property on the ground. Emergency procedures and suitable alternate 

landing locations will be researched and thoroughly briefed during mission planning and prior to any UAS 

operational or training flights. 

14 CFR 91.121 Altimeter settings. 

The regulation provides that aircraft shall maintain cruising altitudes by reference to an altimeter setting 

available within 100 nautical miles of the aircraft. The aircraft will fly below 200 feet AGL and will not 

need to maintain hemispherical cruising altitudes in order to de-conflict with other aircraft. As such, an 

appropriate altimeter measurement presented to the pilot should be Above Ground Level and should be 

based on the barometric pressure at the point of launch. To provide an equivalent level of safety, all 

RPA-Solutions UAS platforms will have onboard instrumentation that will display the current AGL altitude 

of the UAS for both the PIC and VO. Since the average flight will be around 20 minutes, even rapid 

changes in barometric pressure will have limited effect on the safety of the flight. 

14 CFR 91.151 Fuel requirements for flight in VFR conditions.

The regulation provides that no person may begin a flight in an airplane under day-VFR conditions unless 

there is enough fuel to fly to the first point of intended landing and to fly after that for at least 30 minutes. 

We feel the intention of this paragraph is to provide a reserve of energy as a safety buffer for go-arounds 

and other delays to landing. 

All RPA-Solutions UAS platforms are battery operated and the maximum duration of flight from a single 

battery charge is no more than 1 hour. Since our UAS platforms will never fly more than 1/2 nm from the 

point of intended landing, a full battery charge at launch will ensure that we easily meet the reserve 

energy requirement of this paragraph. We request an exemption to the word "fuel" and ask for an 

equivalent interpretation with the word "energy". In all cases our standard protocol will be to land with 

30% battery remaining. 

14 CFR Subpart E (91.401 - 91.417) - Maintenance, Preventive Maintenance, and Alterations 

The regulation provides that the operator is primarily responsible for maintaining the aircraft in an 

airworthy condition, including compliance with part 39 and 43. Paragraphs 91.407 and 91.409 require 

that the aircraft be "approved for return to service by a person authorized under 43.7" after maintenance 

and inspection. It is our intention that the PIC perform maintenance and inspection of the aircraft and "be 

authorized to approve the aircraft for return to service." The PIC will ensure that the aircraft is in an 

airworthy condition prior to flight and conduct detailed inspections after every 10 flight hours. Additionally, 

the flight controller systems on board all RPA-Solutions UAS platforms conducts an automated preflight 

prior to each launch and alerts the crew if there are any anomalies. Maintenance performed by the PIC is 

limited to repairing small cracks, replacing a propeller, and updating software and firmware. All other 

maintenance will be performed by the OEM when appropriate. The PIC will document work performed in 

accordance with 91.417. We feel that due to the size, construction, and simplicity of the UAS, the PIC 

can ensure an equivalent level of safety. 

8900.227 Paragraph 16(c) (4) PIC Medical and Paragraph 16(e) (1) Observer Medical. 

This policy provides that both the PIC and VO must have a valid FAA second-class medical certificate 

issued under Part 67 in order to perform as a pilot or observer. Since all RPA-Solutions UAS platforms 

weigh less than 30 pounds and are primarily constructed of G-10 plastic, Styrofoam, and carbon fiber, 

requiring the crew to meet the same medical requirements as a commercial pilot carrying passengers in a 

large full-scale aircraft is an unnecessary requirement. We propose that the minimum medical 

requirements be vision corrected to 20/20 and a valid, state issued driver's license. Due to the size and 

weight of the aircraft, the greatest hazard of our proposed operation will be driving to the launch site. A 

licensed driver is medically qualified to operate a much larger vehicle such as a Light Sport Aircraft. The 

20/20 vision requirement will ensure that the PIC and VO can see and avoid air traffic. Given the unlikely 

event that both the PIC and VO become medically incapacitated while the UAS platform is in flight, all 

UAS platforms operated by RPA-Solutions will recover autonomously to the landing location designated 

prior to launch without crew intervention upon reaching low battery thresholds. 
APPENDIX B 

Erik A. Polta 

List of formal qualifications 

Erik A. Polta (Owner/Operator/PIC/VO for RPA-Solutions) 

Master Navigator Rating USAF 

Graduate Joint Undergraduate Navigator Training (1995) 

Graduate Fighter Electronic Combat Officer Course (1999) 

Graduate USAF Portable Flight Planning Software Administrators Course (1999) 

Graduate USAF C-130E/H Instructor Navigator Course (1999) 

C-130 Formal Training Course Manager – 53rd Airlift Squadron, Little Rock AFB, AR 2000-2003 

Over 3200 flight hours logged on USAF Aircraft as mission navigator 

Over 2500 hours in C-130E/H aircraft as mission navigator 

Over 700 hours in USAF Aircraft as Instructor Navigator with over 20 years of aviation experience 

Over 250 hours in California Air National Guard RC-26 as Mission Sensor Operator 

Over 100 hours logged operating small UAS platforms (fixed wing and multirotor) via line of sight and first 

person view (FPV) devices – All AMA guidelines followed for hobby/recreational purposes 

FCC Amateur Radio (HAM) technician class license 

For a complete list of qualifications please see attached OPM circular for Series Description GS-2183 

(appendix C) Erik A. Polta has held the qualifications listed in the OPM GS-2183 description for over 12 

years 

 
APPENDIX C 

OPM.GOV Air Navigation Series Description GS-2183 
Air Navigation Series, GS-2183 TS-84 January 1988 

Position Classification Standard for 

Air Navigation Series, GS-2183

Table of Contents 

SERIES DEFINITION...................................................................................................................................2

SERIES COVERAGE....................................................................................................................................2

EXCLUSIONS...............................................................................................................................................2

TITLES .........................................................................................................................................................3

OCCUPATIONAL INFORMATION.............................................................................................................4

GRADING POSITIONS ................................................................................................................................9

BENCHMARKS ..........................................................................................................................................10

NAVIGATOR (INSTRUCTOR), GS-2183-12, BMK #1 ...........................................................................10

WEAPON SYSTEMS SPECIALIST (INSTRUCTOR), GS-2183-12, BMK #2 .........................................12

U.S. Office of Personnel Management 1
Air Navigation Series, GS-2183 TS-84 January 1988 

SERIES DEFINITION 

This series includes positions responsible for assisting the pilot in aircraft operations by 

determining, planning, and performing the navigational aspects of the flight. Positions in this 

series require knowledge of the various methods of air navigation, and skill in using navigational 

instruments, equipment, and systems in conjunction with flight instruments to direct the 

movement and positioning of the aircraft to accomplish a specific mission or assignment. Some

positions may require knowledge of the use and deployment of fighter aircraft ordnance; skill to 

conduct preflight checks, recognize malfunctions, and coordinate delivery with the pilot; and 

knowledge of weapon ballistics and skill to operate related avionics systems for fighter aircraft. 

Also included are positions responsible for providing ground and flight instruction in air 

navigation. 

This standard supersedes the classification criteria for navigator positions contained in the 

standard for the Aircraft Operation Series, GS-2181, issued December 1967 (TS-71) and revised 

May 1979 (TS-35). 

SERIES COVERAGE 

This series primarily covers civilian technician positions in armed forces reserve organizations. 

In addition to being members of the reserves, employees in this series occupy full-time civilian 

positions in their particular unit. Positions specifically covered by this series include (1) 

navigators for heavy multiengine transport or tanker aircraft and (2) weapon systems specialists 

in fighter or reconnaissance aircraft. The positions covered require application of basic air 

navigation knowledge and skills and, in addition, the knowledge and skills associated with the 

particular aircraft and missions assigned to the unit. 

Some positions covered by this series serve as flight crew members in support of unit flying 

assignments. Other positions have the additional responsibility for providing ground and flight 

instruction in the procedures and techniques for navigating the aircraft. Instructor positions are 

covered since their career relationships are in the aircraft operation field, and the positions have 

as their paramount requirement experience and training in air navigation. 

There may be other positions not described above which require air navigation knowledge and 

skills. Such positions may be classified in this series when no other series is more appropriate. 

 

EXCLUSIONS 

1. Positions which primarily involve piloting of fixed or rotary wing aircraft, or performing 

related staff work which requires primarily the application of pilot knowledge and skills, are 

classified in the Aircraft Operation Series, GS-2181.

U.S. Office of Personnel Management 2
Air Navigation Series, GS-2183 TS-84 January 1988 

2. Positions of flight crew members, such as flight engineer, aerial refueling technician, and 

aircraft loadmaster, are classified in the Aircrew Technician Series, GS-2185. 

3. Positions concerned with the collection, evaluation, and preparation of aeronautical 

information for dissemination in publications concerning safe navigation and related 

operations are classified in the Navigational Information Series, GS-1361. 

4. Positions which involve primarily the maintenance or repair of aircraft components, such as 

navigational systems, and which have as their paramount requirement the application of 

knowledge and skills gained through trade or craft experience, are graded under the Federal 

Wage System. 

5. Positions which require primarily a professional knowledge of education and training, or a 

practical knowledge of the principles and techniques of education and training in 

combination with a knowledge of the subject, occupation, or field in which education, 

instruction, and training are given, are classified in an appropriate series in the Education 

Group, GS-1700, when they have their career relationships in the education and training 

field. 

TITLES 

Authorized titles for positions primarily concerned with the performance of flight crew 

navigational duties are: 

 Navigator

 Weapon Systems Specialist

For positions primarily concerned with providing ground and flight instructions and evaluations, 

the parenthetical (Instructor) suffix is added. 

Other specialized positions in the Air Reserve Technician program appropriately classified to 

this series may have other titles as indicated in FPM Supplement (Internal) 930-71, Recruitment 

of Air Reserve Technicians Through Competitive Examination.

For positions that meet the criteria for titling in the General Schedule Supervisory Guide, 

Supervisory is prefixed to the basic position title. 

U.S. Office of Personnel Management 3
Air Navigation Series, GS-2183 TS-84 January 1988 

OCCUPATIONAL INFORMATION 

Air Navigation

Strictly defined, air navigation is the process of determining the geographical position, and 

maintaining the desired direction, of an aircraft relative to the surface of the earth. Navigation 

information, which is the work product of positions in this occupation, is expressed in terms of 

position, direction, distance, and time. These are the four basic reference points used by 

navigators to direct the movement of the aircraft over long distances or to position it at a 

particular location and time to perform a specific assignment. 

The "science" or "art" of navigation is common to both aviation and marine operations. Many of 

the methods, instruments, and equipment used are identical. However, certain unique conditions 

are encountered in air navigation that have a special impact on the work of the navigator. These 

include: the great speed involved, limited endurance (i.e., fuel constraints), need for continued 

motion once airborne, and the direct impact of weather on the aircraft. These conditions, in turn, 

impose special knowledge and skills requirements for the air navigator. 

Military Setting

The military environment adds yet another dimension to the work of some positions in this series 

because of the unique requirements of certain military missions or assignments. For example, 

certain training assignments involve navigation without the use of conventional radio 

navigational aids (since these would not be available in combat situations) to perform tactical 

airdrops of personnel or supplies. Such assignments have no direct counterpart in the general 

field of navigation, and require detailed preflight planning and selection of navigation methods 

that can be accomplished quickly and accurately during flight. 

Two basic types of positions are covered under this series. The first type are the navigators for 

heavy multiengine aircraft where the missions include cargo or personnel airlift, airdrop of 

supplies and personnel, search and rescue, and in-flight refueling. The second category includes 

positions, designated as weapon systems specialists, assigned to certain fighter and 

reconnaissance aircraft. Both types of positions have in common the responsibility for assisting 

the pilot in flying a preplanned route to a specific destination or rendezvous point, or to position 

the aircraft at some predetermined point and time to accomplish a specific mission. 

Navigator

For navigators, major crew tasks and responsibilities include: 

-- Generating mission planning data, including: analyzing and determining fuel 

requirements; selecting the most advantageous route, when not otherwise preplanned or 

dictated by operational requirements; plotting the route of flight and preparing 

navigational charts taking into account airspeed, distance, method of navigation, altitudes 

U.S. Office of Personnel Management 4
Air Navigation Series, GS-2183 TS-84 January 1988 

used, weather conditions, and terrain; constructing the navigation portion of the mission 

briefing of crew members; and coordinating with the pilot on preparation of the flight 

plan. 

-- Performing preflight check of navigational equipment and systems; 

-- Monitoring adherence to air traffic clearances and standard departure procedures during 

takeoff and climb phases; 

-- Maintaining the flight log, computing expected time of arrival at destination or 

rendezvous point, and advising the pilot of progress; 

-- Monitoring fuel consumption in flight; 

-- Preparing, on over-water missions, the airborne report of aircraft position and in-flight 

weather conditions; 

-- Assisting the pilot during low-level flight in seeing and avoiding obstacles and locating 

navigation references both with and without the use of night vision devices; 

-- Establishing, for search and rescue missions, search pattern (e.g., creeping line) 

computing headings, times, and turns required; 

-- Computing, for aerial delivery missions, the proper positioning of the aircraft to drop 

cargo or personnel, considering conditions at the drop zone and parachute ballistics 

determine release point; 

-- Navigating tanker aircraft for rendezvous with receiver aircraft over the refueling point 

and providing control and separation of tanker and multiple receiver aircraft; and 

-- Monitoring altitude and position of the aircraft during descent, using radar and approved 

approach procedures, and, in emergencies, computing approach data for the pilot. 

Weapon Systems Specialist

Weapon systems specialists perform pre-mission planning tasks that are similar to those of the 

navigator in that they involve many of the same techniques and procedures as well as the use of 

similar data for the solution of navigational problems. Due to the nature of the mission, 

however, certain duties are unique to the weapon systems position. Tasks and responsibilities 

include: 

-- Performing preflight check of aircraft ordnance; 

-- Computing film requirements and operating sensor systems for photo-reconnaissance 

missions; 

U.S. Office of Personnel Management 5
Air Navigation Series, GS-2183 TS-84 January 1988 

-- Assisting the pilot in preflight check and inspection of the aircraft; 

-- Operating aircraft equipment (e.g., radios, navigational equipment) to assist the pilot in 

air and ground operation; 

-- Monitoring the aircraft's altitude, airspeed, fuel consumption, and weapon status during 

all phases of a mission; 

-- Maintaining visual, night vision device, and radar area surveillance, advising the pilot of

potential threats, or employing electronic countermeasures; 

-- Operating target acquisition systems and advising pilot of target position; 

-- Computing bombing data to adjust for altitude, airspeed, wind conditions, and bomb 

ballistics; 

-- Coordinating with the pilot on ordnance delivery; and 

-- Assisting the pilot during aerial refueling operations. 

Knowledge and Skills

This section discusses the knowledge and skills required for the basic aircrew positions of 

navigator and weapon systems specialist. Unless otherwise indicated, the knowledge and skills 

described are generally applicable to both kinds of positions. 

-- Knowledge of the various methods of air navigation (dead reckoning, celestial, radio, 

pressure pattern, grid, or inertial), and skill in applying the appropriate method to the 

mission involved to generate planning data; 

 -- Knowledge of flight instruments and navigational equipment and their functions and 

interfaces, and skill to program, operate, and cross-check systems and analyze possible 

causes of malfunctions or discrepancies; 

-- Knowledge of instrument flight procedures, air traffic procedures, airway routes and 

structures, oceanic routes, and use of navigational aids, and skill in using this knowledge 

to plan routes to be flown and monitor progress of flights; 

-- Knowledge of the effect of weather/atmospheric conditions on flight operations, and skill 

in considering these factors in mission planning and in compensating for them during 

flight; 

-- Knowledge of techniques and sources of data for fuel planning, and skill to determine 

fuel requirements, monitor consumption in flight, and analyze performance; 

U.S. Office of Personnel Management 6
Air Navigation Series, GS-2183 TS-84 January 1988 

-- Knowledge of tactical flight formation and low-level flight procedures, and skill in using 

station-keeping radar and night vision devices to monitor position and navigate; 

-- Knowledge of the factors affecting parachute ballistics for missions involving aerial 

delivery of cargo or personnel, and skill to determine the air release point and coordinate 

with the pilot during airdrop operations; 

-- Knowledge of navigational procedures relative to aerial refueling tracks, and skill to 

position the tankers for rendezvous with receiver aircraft; 

-- Knowledge of the ordnance for fighter aircraft and its uses and deployment, and skill to 

conduct preflight checks, recognize malfunctions, and coordinate delivery with the pilot 

(weapon systems specialist); 

-- Knowledge of weapon ballistics and skill to operate related avionics systems for fighter 

aircraft (weapon systems specialist); and 

-- Knowledge of the function and operation of sensor/photo equipment for photo 

reconnaissance missions, and skill to employ these systems under exacting conditions. 

Instructor Positions

Reserve training programs: Reserve training programs at the unit level provide the specialized 

training and experience needed to upgrade and maintain full performance level skills of assigned 

crew members. Those without prior experience or training are required to complete training in 

active duty or reserve forces military schools, and then receive advanced training in their 

specialty for the particular aircraft and mission involved. Reservists with previous related 

experience may be provided refresher training at the unit level, depending on the quality of their 

prior experience and training. Though all reservists are trained in at least the basics of their 

specialty, they nonetheless require extensive ground and flight training to master and maintain 

skills required to perform effectively the full scope of responsibilities. 

Instructor assignments: Irrespective of their particular specialty, instructor positions in this 

series have in common the requirement for: (1) demonstrated mastery of the full performance 

level knowledge and skills of the specialty; and (2) knowledge of the methods of instruction and 

skill to apply this knowledge to ground and airborne training of reservists. 

Instructors in this series follow prescribed programs of instruction in terms of course content, 

coverage, and scope of material presented. The instructor may adapt lesson material to meet the 

needs of particular students and/or supplement existing training materials with approved texts. 

However, the overall program of instruction is standardized according to the type of aircraft 

assigned and/or the missions performed by the unit. 

Instructors are selected from among the best qualified navigators and weapon systems 

specialists. Prior to designation as instructors, they are required to undergo formal training in the 

U.S. Office of Personnel Management 7
Air Navigation Series, GS-2183 TS-84 January 1988 

methods of instruction, complete on-the-job training including practice instruction, and pass a 

flight evaluation. Typical duties of instructors include: 

-- Reviewing prior training and experience records of newly assigned reservists to 

determine and plan the type and level of training necessary to achieve the required level 

of proficiency or skill; 

-- Preparing individual developmental records, along with a training syllabus with projected 

units of training required; 

-- Planning and conducting ground training, including simulator and procedures training on 

operational mission requirements, equipment operation, correct method for performing 

aircrew specialty duties, and applicable emergency procedures; 

-- Scheduling and participating in flights with reservists to observe in-flight performance, 

demonstrate proper procedures and techniques, and evaluate progress; 

-- Recommending military reclassification actions for reservists; 

-- Maintaining records of ground and flight training provided to reservists, analyzing 

progress, and preparing required training reports; and 

-- Performing various other administrative functions concerned with the unit training 

program, such as scheduling reservists for training periods; interviewing candidates for 

navigator positions; acquiring training aids, course materials, and training equipment; 

and insuring that technical orders/publications are properly maintained and pertinent 

changes are brought to the attention of the reservists. 

Flight examining functions are performed by fully qualified instructors who are authorized to 

administer flight evaluations for their particular aircrew specialty. Typical flight examining 

duties include: 

-- Evaluating the performance of aircrew members completing initial training; 

-- Instructing, evaluating, and examining rated instructors; 

-- Providing periodic flight evaluations of rated aircrew members; and 

-- Administering requalification evaluations. 

Flight examining activities may also include the performance of standardization/evaluation 

duties, which include: 

-- Insuring that established standards of flight proficiency are maintained through 

evaluation or observation; 

U.S. Office of Personnel Management 8
Air Navigation Series, GS-2183 TS-84 January 1988 

-- Evaluating performance during operational and training flights on a no-notice basis; 

 -- Analyzing evaluation data for adverse trends in performance; 

-- Evaluating ground and flight training programs; 

-- Recommending improvements in aircrew procedures; 

-- Attending critiques of flight evaluations; and 

-- Reviewing aircraft incidents, operational hazards, and accident reports and making 

appropriate recommendations to the supervisor. 

 

GRADING POSITIONS 

The grade level material discusses the work of these positions in terms of: 

-- Knowledge and skills required; 

-- Nature and purpose of assignments; and 

-- Degree of hazard involved. 

Also considered in the development of this standard, but not addressed in specific detail, are the 

factors of supervision received, guidelines, nature and purpose of contracts, and physical 

demands. These factors are not treated separately in the grade level material, because they either 

tend to have a constant value, or vary so slightly from one position to another as to have no 

significant utility in distinguishing among grade levels. For example, the demands placed on 

these positions for performance either as a flight crew member or as an instructor are such that 

close supervision is rarely possible or even feasible. This high degree of freedom from

supervision has been taken into account in the development of the grade level material. Also, 

while the specific content of the guidelines used in the work (e.g., the flight manuals and aircrew 

training manuals) varies among different assignments, the nature and type of guidance provided 

(in terms of its specificity and applicability to the work) usually varies only slightly. 

The following section contains descriptions of representative instructor positions in each of the 

specializations. These benchmark descriptions are composites of the typical instruction and 

flight examining duties and responsibilities found in a range of specific assignments. 

Grade levels for line flight crew positions of navigator or weapon systems specialist, which do 

not perform instructor and/or flight examiner functions, should be determined in relation to the 

benchmark positions. Flight crew positions at the full performance level are classified one grade 

below that reflected by the benchmarks. Grade levels for trainee or developmental positions at 

GS-9 or below may be derived by considering the progress of the individuals involved in relation 

to meeting full performance level requirements. Supervisory positions in this series should be 

evaluated by reference to the General Schedule Supervisory Guide. 

U.S. Office of Personnel Management 9
Air Navigation Series, GS-2183 TS-84 January 1988 

BENCHMARKS 

NAVIGATOR (INSTRUCTOR), GS-2183-12, BMK #1 

Duties

Positions at this level provide ground and flight instruction to reserve navigators in the proper 

procedures and techniques for planning and accomplishing unit flying missions for heavy 

multiengine aircraft, including transport of cargo or personnel, aerial refueling, airdrop of 

equipment or personnel, or search and rescue flights. In addition, some positions perform flight 

examining functions as described in the Occupational Information section of the classification 

standard. 

Knowledge and Skills

Knowledge and skills required for performance of the work include: 

-- Knowledge of the methods of air navigation (e.g., dead reckoning, celestial, or radio) 

appropriate to the flight training mission, and skill to apply this knowledge in planning 

and performing the navigation portion of the mission; 

-- Knowledge of aircraft systems and equipment related to the navigation function, and skill 

to operate systems, cross-check information, and translate navigational data into useful 

and reliable information for the pilot; 

-- Knowledge of basic aerodynamics and the effect of various forces and conditions on flight 

operations, and skill in considering these factors in planning missions and during flight; 

and 

-- Knowledge of methods of instruction and the navigational requirements of assigned 

missions, and skill in using this knowledge in ground training and in-flight instruction of 

navigators. 

 Nature and Purpose of Assignments 

Reviews prior training and experience of reserve navigators to determine amount and type of 

training required to achieve and maintain full qualifications for unit missions. Plans and conducts 

ground training and airborne instruction in navigational characteristics of unit aircraft, navigation 

system operating procedures, and application of navigational methods to mission requirements, 

including the application of emergency procedures. 

Instruction programs for navigators include training in the following duties: 

U.S. Office of Personnel Management 10
Air Navigation Series, GS-2183 TS-84 January 1988 

-- Determining best route to fly, based on established routes, enroute weather conditions, 

and duration of flight; 

-- Planning flight to arrive on schedule and avoid adverse weather; 

-- Using all types of navigational methods and aids, including dead reckoning, pilotage, 

celestial, radar, inertial, and Doppler navigation; 

-- Using navigational instruments such as drift meter, pelorus, sextant, radio compass, and 

loran set; 

-- Computing effect of various factors on course, flying time, and adequacy of fuel supply; 

-- Testing and inspecting navigational instruments and making necessary adjustments; 

-- Maintaining the flight log and providing aircraft position reports; 

-- Advising pilot of alternate landing area (e.g., in case of adverse weather conditions); 

and 

-- Coordinating as required with other crew members in accomplishing the flying mission. 

When assigned as a flight navigator on unit flying missions, performs the above duties. 

Flight examining assignments include: evaluating the performance of reserve navigators 

completing initial training; instructing, evaluating, and examining rated instructors; providing 

periodic flight evaluations of rated navigators; and administering requalification evaluations. 

Some flight examiners are designated as standardization/evaluation flight examiners and have 

additional staff responsibilities related to the overall proficiency of flight crews and adequacy of 

flight training programs. 

Hazard Involved

The degree of hazard involved in the work varies according to the requirements of the particular 

assignment. Assignments involving point-to-point flying to transport equipment or personnel 

typically involve a minimum degree of hazard. Other assignments, such as those involving the 

tactical airdrop of equipment or aerial refueling, involve a substantial degree of hazard while 

those operations are in progress. 

U.S. Office of Personnel Management 11
Air Navigation Series, GS-2183 TS-84 January 1988 

WEAPON SYSTEMS SPECIALIST (INSTRUCTOR), GS-2183-12, BMK #2 

 

Duties

Positions at this level provide ground training and airborne instruction to reserve weapon 

systems specialists in the appropriate methods and techniques for performing flight crew duties. 

Assigned missions are related primarily to tactical fighter operations and aerial reconnaissance. 

In addition, some positions perform flight examining functions as described in the Occupational 

Information section of the classification standard. 

Knowledge and Skills

Knowledge and skills required for performance of the work of this specialization build on the 

basic air navigational skills and techniques described in the benchmark description for Navigator 

(Instructor). Because of aircraft and mission related requirements, additional specialized 

knowledge and skills for these positions include: 

-- Knowledge of various types of ordnance and its use and deployment, and skill to conduct 

preflight checks, recognize malfunctions in fire control systems, and coordinate in-flight 

 delivery procedures with the pilot; 

-- Knowledge of the requirements related to tactical operations (e.g., air-to-air or 

air-to-ground combat), and skill to effectively meet these requirements during flight; 

-- Knowledge of the aircraft systems related to weapons delivery, and skill to operate those 

systems; 

-- Knowledge of the function and operation of sensor/photo equipment for aerial 

reconnaissance missions, and skill to plan missions, conduct preflight checks of systems, 

and employ those systems during flight; and 

-- Knowledge of aircraft defensive systems and skill to program and operate those systems. 

Nature and Purpose of Assignments

The instructor reviews experience and training records of newly assigned reserve weapon 

systems specialists to determine training required to achieve and maintain full performance level 

qualifications in flight crew duties. Plans and conducts ground training and airborne instruction 

in characteristics of unit aircraft, as these relate to the weapons function, aircraft systems 

operations, navigational instruments and equipment operating procedures, and aircraft 

emergency procedures. 

U.S. Office of Personnel Management 12
Air Navigation Series, GS-2183 TS-84 January 1988 

Instruction programs for weapon systems specialists include training in the following duties: 

-- Operating aircraft equipment, such as radar, radar warning equipment, bombing timers, 

or navigation/communication equipment; 

 

-- Assisting the aircraft commander in air and ground operations, aircraft intercept, 

weapons delivery, and reconnaissance; 

-- Monitoring the aircraft's altitude, airspeed, fuel consumption, weapons status, and flight 

instruments throughout the mission; 

-- Utilizing all types of navigational methods of aids, including dead reckoning, visual, 

optical, and electronic systems; 

-- Providing flight data, such as headings, track, ground speed, estimated time of arrival, 

and position; 

-- Computing bombing data to adjust for altitude, airspeed, wind conditions, and ballistics 

of bombs; 

-- Operating and monitoring inertial navigation systems and radar warning equipment for 

weapons employment and threat identification; 

-- Programming and operating aircraft defensive systems; 

-- Monitoring aerial refueling operations; and 

 -- Operating and monitoring sensor/photo systems and equipment for aerial reconnaissance 

missions. 

When assigned as a member of the flight crew, performs the above duties. 

Flight examining assignments for this specialization are similar in scope and type of functions to 

those performed by navigator instructors. 

Hazard Involved

The degree of hazard involved in certain of the combat tactical operations is substantial, since it 

frequently involves low-level, high-speed weapons delivery and gunnery practice. 

U.S. Office of Personnel Management 13
APPENDIX D 

Erik A. Polta Flying History Report 

 


APPENDIX E 

Erik A. Polta HAM License 

 
Lau ~1gn I Number urant Uate 

KG5FUD 02-09-2015 

Operator Privileges 

Technician 

l!:xpiration Date 

02-09-2025 

Station Privileges 

PRThIARY 

File Number 

0006662765 

Print Date 

02-10-2015 

Effective Date 

02-09-2015 

THIS LICENSE IS NOT TRANSFEllABLE 

Special Conditions I Endorsements: 

:: NONE 

POLTA, ERIK A 

2300 MIRAMONTE DR 

SHERWOOD, AR 72120 

2 

A~1ATEUR RADIO LICENSE ~ 

FCC Registration Number (FRN): 0024285165 

FCC 660 . May 2007 

(Liccm.ee':. Signature) 

FEDERAL COI\.I!'.ICNICATIONS CO!\.l!'.IISSION 
APPENDIX F 

RPA-Solutions SMALL UNMANNED AERIAL SYSTEM DESCRIPTION 

RPA-Solutions will utilize COTS systems for the majority of its market research due to their relatively low 

cost, wide availability and reasonable reliability provided by OEM market research and testing. Both Multirotor and fixed wing aircraft will be utilized as both have their unique safety challenges and operational 

advantages and disadvantages 

Autopilot system 

The key element of all RPA-Solutions UAS platforms is the inclusion of an autopilot which automatically 

compensates for wind and low level turbulence. All flight operations are GPS and autopilot controlled 

making the system extremely easy to operate and navigate. These automated flight modes assist the 

PIC, but all RPA-Solutions aircraft will have the ability to switch to a manual (non-GPS assisted) flight 

mode should the need arise. At any point if the signal between the Ground Control Station (GCS) and the 

UAS platform is lost, the autopilot functionality will return to the designated home station and loiter or land 

as pre-programmed. In addition to GPS positioning, the autopilot systems operated by RPA-solutions 

include: 3axis gyroscope, 3axis magnetometer, GPS receiver, and static pressure sensor and secure 

radio link to the operator. If signal is lost and cannot be reestablished for some reason, the RPASolutions autopilot will initially return to home location and loiter. Once the battery level reaches a 

critically low level, the auto-pilot will automatically enter landing mode. 

This autopilot/flight controller will also log all flights with a “black box” capability which will be sufficient to 

recreate the flight for training and debriefing purposes. Additionally this recorded flight data can assist in 

the unlikely event of a UAS mishap or accident. Furthermore all video downlink data will be recorded for 

the purposes mentioned above. 

Autonomous flight capability will be evaluated but manual control will always remain primary for all RPASolutions UAS operations and visual line of sight will always be maintained. 

Payloads 

Payloads (sensors, gimbals, and cameras) will also typically be provided by commercial vendors and 

business negotiations for test and evaluation of different payloads will be explored. The following cameras 

are examples of currently available payloads for all RPA-Solutions UAS platforms: electro-optical, 

thermal, high definition, and multispectral. All commercially available off the shelf solutions will be 

considered as long as weight limits can be maintained and aircraft performance sufficient for payload 

capacity. 

Training 

RPA-Solutions will develop extensive training profiles for each UAS platform that will take into account 

both normal and emergency procedures. Mission specific training syllabi will also be developed. PIC and 

VO training will be documented on individual training summaries. 

RPA-Solutions Operating Manual 

RPA-Solutions will utilize OEM User Manuals or develop its own custom flight manuals based on all 

technical data obtainable and will be available upon request. 

Propulsion System 

 Power plant – RPA-Solutions UAS platforms are powered by electric brushless DC motor(s) 

 Batteries – Lithium polymer and Lithium Ion batteries 

Maintenance 

RPA-Solutions will develop scheduled maintenance profiles and manuals when not provided by the OEM. 

Due to the simplicity of most COTS UAS platforms there is very little for the RPA-Solutions Operator to 

maintain. Line replaceable items such as: propellers, motor, electronic speed controllers, damaged wings, 

batteries, etc. can be replaced by the operator. Any significant damage to an RPA-Solutions UAS 

platform will be repaired by the OEM. 
Reliability 

COTS UAS platforms are designed for maximum reliability and performance over their lifecycle. The only 

components which experience routine wear are props, batteries, and motors. For the most part electronic 

components of the RPA-Solutions UAS platforms are protected from environmental conditions and 

contact with any external objects either by being housed inside the UAS fuselage or protected with liquid 

electrical tape. 

Safety 

RPA-Solutions will be using COTS UAS platforms to the maximum extent possible which have several 

design factors which improve safe operations: 

 Most fixed wing platforms are made of foam and will cause minimal damage if it comes into 

contact with another object. 

 Fixed wing propellers will be mounted in the rear of the fuselage limiting any damage to external 

objects in the event of contact. 

 If signal connection is lost between RPA-Solutions and the ground control station, RPA-Solutions 

will return to its designated home location and loiter or land whichever is programmed. 

 RPA-Solutions will utilize Autopilot/flight controllers with built in fault detection to ensure all flight 

systems are fully operational prior to launch. Checklists and safety protocols will be developed to 

ensure these systems are checked for a “go/no-go” status prior to aircraft launch. 

 In the event of low battery RPA-Solutions UAS platforms will conduct an auto-landing. 

 RPA-Solutions’s autopilot reduces the workload on the pilot allowing the pilot to focus on 

situational awareness using the telemetry and map provided by the ground control station. 

Command and Control System

The RPA-Solutions Ground Control Station allows the operator simultaneous control over UAS and 

payloads. User friendly controls allows for quick navigation and data entry while the display screen 

provides all essential flight data to the operator. Telemetry data is transmitted to the command station at 

least once per second. 

Displayed on GCS/OSD: 

UAS Position (latitude/longitude and map overlay) 

Navigation Route and waypoints 

Altitude 

Heading 

Airspeed 

Attitude 

Range to Home Stations 

Time to Home Station 

Date/time 

Power setting (Amps) 

Battery level (Volts) 

Milliamp Hours Consumed 

Time remaining at current power setting (Minutes) 

All instruments have customizable min/max values and position 

Frequency Allocations 

900 MHz, 400 MHz, 1.3 GHz, 2.4 GHz and 5.8 GHz 

Navigation System 

Specific maps can be downloaded to the display screen (such as air sectional and geographic maps) 

which are overlaid with GPS positional data. Waypoints can be created before and during flight 

operations, thus creating specific locations and flight sequences for the UAS. 

Emergency Procedures and System Failures 
Sensor Failure – Failure of onboard flight instruments/sensors will degrade the UAS performance and 

will generally require the PIC to switch to a manual flight mode to recover the UAS and terminate the 

mission. If the UAS experiences a sensor failure, it will respond by alerting the pilot in command and 

maintain loiter at location until action is taken. 

Motor Failure – In case of motor failure, the pilot in command will be alerted for fixed wing operations the 

PIC can complete a dead-stick landing. For multirotor operations motor failure usually results in a force 

landing. 

Airframe Failure – If airframe is damaged in ways that impacts flight characteristics, the RPA-Solutions 

autopilot will attempt to maintain stable flight, but in most cases a safer solution will be for the PIC to 

assume manual control and attempt to land the aircraft as soon as possible. 

Navigation System Failure – In a navigation system failure, degraded GPS will result in the RPASolutions loitering at its current location until GPS signal is restored or the pilot in command takes aided 

control. 

Power Failure – A complete battery failure which results in power loss to the fixed wing UAS platforms 

will result in UAS gliding to the ground. Power failure on multirotor platforms will require a forced landing. 

Low Battery Condition – Pilot in command will be alerted of a low battery condition and will land the 

UAS as soon as possible. Once the critical low level is reached, the RPA-Solutions UAS platforms will 

conduct an autonomous landing. 

Line of Sight Loss – All flight operations will be conducted within visual sight of the pilot. If the pilot’s 

view becomes obstructed and line of sight is lost, the pilot may instruct the UAS platform to loiter in place 

until line of sight is re-established, to return to the takeoff position, or to land at the current position. In 

addition, a moving map display provides an accurate location of the UAS platform and the VO should also 

always have line of sight with the UAS. 

Security 

The system and communication links are either encrypted by the OEM or frequency hopping will be 

utilized to ensure a solid link between the ground station and UAS platform are maintained.