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 F AA Reform Act and Part 11 of the Federal Aviation Regulations

Dear Sir or Madam:

Pursuant to Section 333 of the FAA Modernizati on and Reform Act of 2012 (the “Reform Act”) and 14 C.F.R. Part 11, RPA-Solutions (O wner 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 t he 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 su pport the business establishment for a UAS training program primarily focused on safely integrating UAS operat ions in the public safety sector as they pertain to police, homeland security, and firefighting suppor t. Other commercial ventures like real estate and agriculture pursuits would also be explored as RPA-So lutions 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. Wh ile pursuing these other ventures RPA-Solutions Pilot in Command (PICs) and Visual Observers (VOs) will learn throug h experience the best way to develop courseware and teach UAS oper ations in a formal training environment. Without the ability to pursue commercial applications legally, it will be di fficult for anyone to develop the skills and experiences to safely teach UAS operations in t he future. RPA-Solutions will levera ge the existing experience of its employees and their skills, knowle dge and ability gained wh ile 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-Soluti ons) while operating on-board airc raft systems for intelligence, surveillance and reconnaissance (ISR) operations in support of counter-drug operations while serving on Active Duty in the California Air National Guar d. Additionally all RPA-Solutions UAS operators have previous experiences operating small UAS platform s 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 ex perience necessary to develop a fo rmal UAS training program that meets the real-world need for safe UAS operations integr ated into the national airspace in the future while leveraging their past experience gained while operat ing 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 co ntrol station, and associated communi cations equipment will be used for telemetry and mission purposes in most cases. Both commercial off the shelf sy stems (COTs) as well ascustom developed solutions (with COTs frames/ESC s 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 t heir 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 utiliz ed to develop and improve these products. The primary reason for COTS platforms is because of t heir 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 us e. Both rotary wing (m ulti-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 Ex emption 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 di stances away from airports and heliports

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

▪ 3 NM from an airport with a published inst rument 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 Fo rce Undergraduate Navigator Training

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

 Graduates of the United States Air Forc e 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 Fe deral OPM PD of Navigator Instructor (GS-2183-12) (Attached) For a complete list of qualifications see a ttached OPM Position Classification Standard for Air Navigation Series, GS-2183

Proof of flying hours will be provided for Erik A. Polt a in this correspondence and available for other PICs and VOs at any time upon FAA request. Furthermore Er ik 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 qualific ations 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 perso nnel meet all the qualifications list ed in the GS-2183 Air Navigation job description at the instructor level. In summary, a fter reviewing the attached OPM job description and reviewing the qualifications being submitted we belie ve 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 t he airspace where UAS operate. Furthermore all RPASolutions personnel understand the importance and resp onsibility to control their aircraft to the same standards as the pilot of a manned aircraft.

All flying currency training will be trac ked for RPA-Solutions PICs and VO s. A Basic familiarization flight syllabus will be developed for all U AS platforms. A currency requirem ent will be developed and tracked for takeoff, landings, and emergency procedures. If manufacture r specific training is offered it will be completed, but in most cases the whole purpose b ehind RPA-Solutions waiver request is to use its existing experienced aircrew memb ers 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 platfo rms 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 w ill be returned to the OEM for repair or required maintenance. Custom built platforms will be ma intained by RPA-Solu tions PICs and VOs.

Granting RPA-Solutions the exemption requests fu rthers the public interest because the primary customer for RPA-Solutions will be law enforcement and pu blic 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 Polt a accumulated approximately 250 hours in the RC-26 aircraft where he operated sensors and trained law enfor cement officers how to properly utilize state of the art aerial surveillance tools in the heavily conge sted Los Angeles Class B airspace. After leaving the California Air National Guard, Erik Polta did consul ting 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 publ ic safety assigned personnel on safely and effectively integrating UAS platforms into their day to day mi ssion and safely into the national airspace system. Additionally, this exemption request furthers t he 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 Ac t. 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 co mpiled to further enhance current safety protocols and give RPA-Solutions UAS operators the real-wor ld, relevant and current experiences to develop courseware and train future UAS operators. Allowing R PA-Solutions to log more flight time, legally, while pursuing commercial in terests, 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 creat e 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 adv ersely 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 bet ter 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 opera te for 5-20 minutes per flight;

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

 RPA-Solutions PICs operate RPA-Solutions U AS 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 f light data and other sources of information to constantly update and enhance safe ty protocols including thorou gh flight debriefs to discuss lessons learned and to capture best practices

 GPS coordinates displayed by the flight contro ller 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 coordinat es are verified by the VO and all navigation and aircraft systems are cross checked for accuracy. If at any time abnormalitie s are exhibited by the onboard flight controller, manual (non-GPS assist ed) control will be established by the PIC and the mission will be terminated.

 Local weather forecasts will be checked and a t horough weather brief will be conducted prior to each flight to ensure VMC conditions can be ma intained. Furthermore GPS reliability and solar activity will be confirmed for possible interference issues

 RPA-Solutions utilizes.current or previously qualified USAF train ed instructor navigators and uses past instructor experience with full-scale aircra ft to develop and implement safety protocols and checklists

 RPA-Solutions conducts thorough operational ri sk management for each flight, but has highly regimented protocols that are st rictly 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 flight s in the event of safety breaches or potential danger.RPA-Solutions safety protocols provide a level of sa fety at least equal to existing rules, and in nearly every instance, greater than existing rules. It is import ant 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 fa r safer to operate a battery powered lightweight UAS. First, the potential loss of life is diminish ed because UAS platforms carry no people on board. Second, there is no fuel on board a UAS and thus the potent ial 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 qualifi ed 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-So lutions 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 requ iring HAM technician privileges, Erik Polta will serve as the PIC or directly manipulate all radio fr equency (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, bas ed on the experiences it gains while operating small unmanned commercially available off the shelf (COTS) aer ial 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 Administra tion. Our customer focus will range from police, fire, and homeland security professionals - to farmers, ranchers, construction companies, oil and electric power providers, forest/wildlife manag ers 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 exempt ion 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 prov isions required to obtain the “blanket” COA which is offered with the 333 exemption and to cover the possib ility for future COAs. We look forward to working with your office. Please contact us at any time if y ou 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 DescriptionsAPPENDIX A EXEMPTION REQUESTS AND EQUIVALENT LEVEL OF SAFETY RPA-Solutions requests an exemption from the follo wing 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 issuan ce 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 is sued for the following purposes: (a) Research and development. Testing new aircraft design concepts, new aircraft equipment, new aircraft installations, new ai rcraft 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 includi ng flights to show compliance for issuance of type and supplemental type certificates, flights to subst antiate 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 w ould expect that an experimental certificate would permit our commercial pu rpose as well. None of our UAS platform s will carry persons or property, will not carry fuel, and will only fly under strict operational re quirements. Combined with the fact that the UAS weighs less than 30 pounds and is constructed primar ily 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 certificat e, with the registration number assigned to the aircraft and a registration certific ate must be aboard the aircraft. Addi tionally, subparagr aph (b) provides that the airworthiness certificate be "displayed at the cabin or cockpit ent rance so that it is legible to passengers or crew." At less than 30 lbs., the R PA-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 id entify the UAS, we propose that the information found on airworthiness and registration cert ificates 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 di splay "N" and the aircraft's registration number in letters at least 3 inches high. Additionally, the airc raft 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 "EXPERIMENTA L" on the top of the airc raft, where the PIC, VO and others in the vicinity of the aircra ft while it is preparing for launch will be able to see the designation.Additionally, we feel that the permanent placard di scussed in the previous pa ragraph will provide the UAS's registration information sh ould 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 t hat flight manual information is available to the aircrew while o perating the aircraft. We request an ex emption to this requirement since our UAS platforms are not only too small to carry do cumentation, but also t he documentation would not be available to the crew. To obtain an equivalent leve l of safety and meet the in tent of 91.9, we propose that a current, approved RPA-Solutions Flight M anual or OEM instruction manual (available upon request) must be available to the crew at the ground st ation 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 priv ate pilot certificate may ac t as pilot in command of an aircraft for compensation or hire. Subparagraph (b) a llows a private pilot to act as pilot in command of an aircraft in connection with any business or employm ent 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 requirement s of 8900.227 paragraph 16 (c) (2) (c) "Operations without a pilot certificate" in whic h 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 St ates Air Force Undergraduate Navigator Training Program, which is essentially a 16 month ground school, that not only expos es students to all facets of air navigation, but also grants them the opportunity to directly manipulat e 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 instru ment approaches. Additionally we will require all PICs and VOS to be current or previously qualified United St ates 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 consider ing the weight of the UAS platforms we will operate; the proposed locations for UAS testing, and the fact t hat all operations will be conducted within visual line of sight in Day, VMC conditions. Since the UAS cann ot carry passengers or property, we feel we meet the intent of 61.113 Subparagraph (b) even though the int ent of this application is to conduct a business. All RPA-Solutions PICs and VOs w ill be able to show documented currency for the type of UAS platform being operated. That currency will document at a mi nimum 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 in strument flight and certain flight tests The regulation provides that "No person may operate a civ il 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 bo th 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 techniqu e 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 populat ed areas the aircraft cannot be operated closer than 500 feet to any person, vessel, vehicle, or structur e. 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 f light and the associated risks to persons and property on the ground. We maintain that due to the small size of the R PA-Solutions UAS platforms, the hazard to persons, vessels, vehicles, and structures is not comparabl e to manned aircraft and should be considered in granting the exemption. Consideration about risks re lated to ground impacts. RPA-Solutions will not be operated over congested areas nor over any open air as sembly of persons. In the event of power unit failure and operating at 200 feet altitude, the PI C will be able to conduct an emergency landing withoutundue 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 cr uising 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 or der to de-conflict with ot her 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 t he point of launch. To provide an equivalent level of safety, all RPA-Solutions UAS platforms will have onboard instrum entation that will display the current AGL altitude of the UAS for both the PIC and VO. Since the aver age flight will be around 20 minutes, even rapid changes in barometric pressure will have lim ited 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 f light 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 provi de 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 UA S platforms will never fly more than 1/2 nm from the point of intended landing, a full battery charge at la unch will ensure that we easily meet the reserve energy requirement of this paragr aph. 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 primar ily 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 per form maintenance and inspection of the aircraft and "be authorized to approve the aircraft for return to servic e." 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-Soluti ons 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 pro peller, and updating software and firmware. All other maintenance will be performed by the OEM when approp riate. 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 construc ted of G-10 plastic, Styrofoam, and carbon fiber, requiring the crew to meet the same medical require ments as a commercial pilot carrying passengers in a large full-scale aircraft is an unnecessary requi rement. We propose that the minimum medical requirements be vision corrected to 20/20 and a valid, stat e issued driver's license. Due to the size and weight of the aircraft, the greatest haz ard of our proposed operation will be driving to the launch site. A licensed driver is medically qualified to operate a much larger vehicle su ch 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 becom e 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 Instruct or Navigator Course (1999)

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

Over 3200 flight hours logged on U SAF Aircraft as mission navigator

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

Over 700 hours in USAF Aircraft as Instructor Navi gator 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 (f ixed 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 lis ted in the OPM GS-2183 description for over 12
yearsAPPENDIX C OPM.GOV Air Navigation Series Description GS-2183Air 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

EX CLUSIONS

............................................................................................................................... ................ 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 1Air Navigation Series, GS-2183 TS-84 January 1988



## SERIES DEFINITION

This series includes positions responsible for assisting the pilot in aircraft operations by
determ ining, planning, and perform i ng the navigational aspects of the flight. Positions in this series require knowledge of the various m e thods of air navigation, and skill in using navigational
instrum e nts, equipm ent, and system s in conjunction with flight instrum e nts to direct the

m ovem e nt and positioning of the aircraft to accom p lish a specific m i ssion or assignm ent. Som e positions m a y require knowledge of the use and deploym ent of fighter aircraft ordnance; skill to conduct preflight checks, recognize m a lfunctions, and coordinate delivery with the pilot; and knowledge of weapon ballistics and skill to operate related avionics system s 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 Decem ber 1967 (TS-71) and revised May 1979 (TS-35).



## SERIES COVERAGE

This series prim arily covers civilian technician positions in arm e d f o rces reserve organizations. In addition to being m e m b ers of the reserves, em ployees in this series occupy full-tim e civilian positions in their particular unit. Positions specifically covered by this series include (1) navigators for heavy m u ltiengine transport or tanker aircraft and (2) weapon system s specialists in fighter or reconnaissance aircraft. The pos itions covered require application of basic air navigation knowledge and skills and, in addition, the knowledge and skills associated with the particular aircraft and m i ssions assigned to the unit.

Som e positions covered by this series serve as flight crew m e m b ers in support of unit flying assignm ents. 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 param ount requirem e nt experience and training in air navigation.

There m a y be other positions not described a bove which require air navigation knowledge and skills. Such positions m a y be classif i ed in this series when no other series is m o re appropriate.



## EXCLUSIONS

1. Positions which prim arily involve piloting of fixed or rotary wing aircraft, or perform i ng related staff work which requires prim arily the application of pilot knowledge and skills, are
classified in the Aircraft Operation Series, GS-2181

.

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

2. Positions of flight crew m e m b ers, such as flight engineer, aerial refueling technician, and
aircraft loadm a ster, are classified in the Aircrew Technician Series, GS-2185

.

3. Positions concerned with the collection, evaluation, and preparation of aeronautical
inform ation for dissem i nation in publications concerning safe navigation and related operations are classified in the Navigational Inform ation Series, GS-1361

.

4. Positions which involve prim arily the m a intenance or repair of aircraft com ponents, such as navigational system s, and which have as their param ount requirem e nt the application of knowledge and skills gained through trade or craft experience, are graded under the Federal
W a ge System

.

5. Positions which require prim arily a professi onal knowledge of education and training, or a practical knowledge of the principles and techniques of education and training in

com b ination 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 f o r positions prim arily concerned with the perf orm a nce of f

light crew navigational duties are:



### Navigator Weapon Systems Specialist

For positions prim arily 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 m a y have other titles as indicated in FPM Supplem ent (Internal) 930-71, Recruitment of Air Reserve Technicians Through Competitive Examination.

For positions that m eet the criteria f o r titling in the General Schedule Supervisory Guide

, Supervisory is pref ixed to the basic position title.

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



## OCCUP A T IONAL INFORMA T ION

Air Navigation

Strictly defined, air navigation is the proce ss of determ ining the geographical position, and

m a intaining the desired direction, of an aircraft relative to the surface of the earth. Navigation
inform ation, which is the work product of positions in this occupation, is expressed in term s of position, direction, distance, and tim e. These are the four basic reference points used by navigators to direct the m ovem e nt of the aircraft over long distances or to position it at a particular location and tim e to perform a specific assignm ent.

The "science" or "art" of navigation is com m on to both aviation and m a rine operations. Many of
the m e thods, instrum e nts, and equipm ent used are identical. However, certain unique conditions are encountered in air navigation that have a special im pact on the work of the navigator. These include: the great speed involved, lim ited endurance (i.e., fuel constraints), need for continued

m o tion once airborne, and the direct im pact of weather on the aircraft. These conditions, in turn,
im pose special knowledge and skills requirem e nts for the air navigator.



### Military Setting

The m ilitary environm ent adds yet another dim e nsion to the work of som e positions in this series because of the unique requirem e nts of certain m ilitary m i ssions or assignm ents. For exam ple, certain training assignm ents involve naviga tion without the use of conventional radio navigational aids (since these would not be available in com b at situations) to perform tactical airdrops of personnel or supplies. Such assignm ents have no direct counterpart in the general field of navigation, and require detailed preflight planning and selection of navigation m e thods
that can be accom p lished quickly and accurately during flight.

Two basic types of positions are covered under this series. The first type are the navigators for heavy m u ltiengine aircraft where the m i ssions 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 system s specialists, assigned to certain fighter and reconnaissance aircraft. Both types of positions have in com m on the responsibility for assisting the pilot in flying a preplanned route to a specifi c destination or rendezvous point, or to position
the aircraft at som e predeterm i ned point and tim e to accom p lish a specific m i ssion.



### Navigator

For navigators, m a jor crew tasks and responsibilities include:

-- Generating m i ssion planning data, including: analyzing and determ ining fuel requirem e nts; selecting the m o st advantage ous route, when not otherwise preplanned or dictated by operational requirem e nts; plo tting the route of flight and preparing navigational charts taking into account airsp eed, distance, m e thod of navigation, altitudes

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

used, weather conditions, and terrain; constructing the navigation portion of the m i ssion briefing of crew m e m b ers; and coordinating with the pilot on preparation of the flight plan.

-- Perform i ng preflight check of navigational equipm ent and system s;

-- Monitoring adherence to air traffic clearances and standard departure procedures during
takeoff and clim b phases;

-- Maintaining the flight log, com puting expected tim e of arrival at destination or rendezvous point, and advising the pilot of progress;

-- Monitoring fuel consum ption in flight;

-- Preparing, on over-water m i ssions, the airbor ne 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 m i ssions, search pattern (e.g., creeping line)

com puting headings, tim es, and turns required;

-- Com puting, for aerial delivery m i ssions, the proper positioning of the aircraft to drop cargo or personnel, considering conditions at the drop zone and parachute ballistics
determ ine release point;

-- Navigating tanker aircraft for rendezvous with receiver aircraft over the refueling point and providing control and separation of tanker and m u ltiple receiver aircraf t; and

-- Monitoring altitude and position of the aircraf t during descent, using radar and approved approach procedures, and, in em ergencies, com puting approach data for the pilot.



### Weapon Systems Specialist

W eapon system s specialists perform pre-m i ssion planning tasks that are sim ilar to those of the navigator in that they involve m a ny of the sam e techniques and procedures as well as the use of
sim ilar data for the solution of navigational problem s. Due to the nature of the m i ssion, however, certain duties are unique to the weapon system s position. Tasks and responsibilities
include:

-- Perform i ng preflight check of aircraft ordnance;

-- Com puting film requirem e nts and operating sensor system s for photo-reconnaissance

m i ssions;

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

-- Assisting the pilot in pref light check and inspection of the aircraf t;

-- Operating aircraft equipm ent (e.g., radios, navigational equipm ent) to assist the pilot in air and ground operation;

-- Monitoring the aircraft' s altitude, airspeed, fuel consum ption, and weapon status during all phases of a m i ssion;

-- Maintaining visual, night vision device, and radar area surveillance, advising the pilot of potential threats, or em ploying electronic counterm easures;

-- Operating target acquisition system s and advising pilot of target position;

-- Com puting bom bing data to adjust for altitude, airspeed, wind conditions, and bom b 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 system s specialist. Unless otherwise indicated, the knowledge and skills described are generally applicable to both kinds of positions.

-- Knowledge of the various m e thods of air navigation (dead reckoning, celestial, radio, pressure pattern, grid, or inertial), and skill in applying the appropriate m e thod to the

m i ssion involved to generate planning data;

-- Knowledge of flight instrum e nts and navigational equipm ent and their functions and interfaces, and skill to program , operate, and cross-check system s and analyze possible
causes of m a lfunctions or discrepancies;

-- Knowledge of instrum e nt 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 m onitor progress of flights;

-- Knowledge of the ef f

ect of weather/atm o spheric conditions on f light operations, and skill in considering these factors in m i ssion planning and in com p ensating for them during
f light;

-- Knowledge of techniques and sources of data for fuel planning, and skill to determ ine fuel requirem e nts, m onitor consum ption in flight, and analyze perform a nce;

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

-- Knowledge of tactical f light f o rm ation and low-level f light procedures, and skill in using station-keeping radar and night vision devices to m onitor position and navigate;

-- Knowledge of the factors affecting parachute ballistics for m i ssions involving aerial delivery of cargo or personnel, and skill to determ ine the air release point and coordinate with the pilot during airdrop operations;

-- Knowledge of navigational procedures relative to aerial ref u eling tracks, and skill to position the tankers for rendezvous with receiver aircraft;

-- Knowledge of the ordnance f o r f i ghter aircraf t and its uses and deploym ent, and skill to conduct preflight checks, recognize m a lfunctions, and coordinate delivery with the pilot (weapon system s specialist);

-- Knowledge of weapon ballistics and skill to operate related avionics system s for fighter aircraft (weapon system s specialist); and

-- Knowledge of the function and operation of sensor/photo equipm ent for photo
reconnaissance m i ssions, and skill to em ploy these system s under exacting conditions.



### Instructor Positions

Reserve training programs : Reserve training program s at the unit level provide the specialized training and experience needed to upgrade and m a intain full perform a nce level skills of assigned

crew m e m b ers. Those without prior experience or training are required to com p lete training in active duty or reserve forces m ilitary schools, and then receive advanced training in their specialty for the particular aircraft and m i ssion involved. Reservists with previous related experience m a y be provided ref r esher 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 m a ster and m a intain skills required to perform effectively the full scope of responsibilities.

Instructor assignments : Irrespective of their particular specialty, instructor positions in this
series have in com m on the requirem e nt for: (1) dem onstrated m a stery of the full perform a nce level knowledge and skills of the specialty; and (2) knowledge of the m e thods of instruction and skill to apply this knowledge to ground and airborne training of reservists.

Instructors in this series follow prescribed program s of instruction in term s of course content, coverage, and scope of m a terial presented. The instructor m a y adapt lesson m a terial to m e et the needs of particular students and/or supplem ent ex isting training m a terials with approved texts. However, the overall program of instruction is standardized according to the type of aircraft assigned and/or the m i ssions perform e d by the unit.

Instructors are selected from am ong the best qualified navigators and weapon system s specialists. Prior to designation as instructors, they are required to undergo form al training in the

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

m e thods of instruction, com p lete on-the-job tr aining including practice instruction, and pass a flight evaluation. Typical duties of instructors include:

-- Reviewing prior training and experience records of newly assigned reservists to
determ ine and plan the type and level of training necessary to achieve the required level
of

prof iciency or skill;

-- Preparing individual developm ental records, along with a training syllabus with projected units of training required;

-- Planning and conducting ground training, includi ng sim u lator and procedures training on operational m i ssion requirem e nts, equipm ent operation, correct m e thod for perform i ng aircrew specialty duties, and applicable em ergency procedures;

-- Scheduling and participating in flights with reservists to observe in-flight perform a nce, dem onstrate proper procedures and techniques, and evaluate progress;

-- Recom m e nding m ilitary reclassif i cation actions f o r reservists;

-- Maintaining records of ground and flight training provided to reservists, analyzing progress, and preparing required training reports; and

-- Perform i ng various other adm i nistrative functions concerned with the unit training

program , such as scheduling reservists for training periods; interviewing candidates for navigator positions; acquiring training aids, course m a terials, and training equipm ent; and insuring that technical orders/publications are properly m a intained and pertinent changes are brought to the attention of the reservists.

Flight exam ining functions are perform e d by fully qualified instructors who are authorized to
adm i nister flight evaluations for their particul ar aircrew specialty. Typical flight exam ining
duties include:

-- Evaluating the perf orm a nce of aircrew m e m b ers com p leting initial training;

-- Instructing, evaluating, and exam ining rated instructors;

-- Providing periodic flight evaluations of rated aircrew m e m b ers; and

-- Adm i nistering requalification evaluations.

Flight exam ining activities m a y also include the perf orm a nce of standardization/evaluation duties, which include:

-- Insuring that established standards of flight proficiency are m a intained through evaluation or observation;

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

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

-- Analyzing evaluation data for adverse trends in perform a nce;

-- Evaluating ground and flight training program s;

-- Recom m e nding im provem e nts in aircrew procedures;

-- Attending critiques of flight evaluations; and

-- Reviewing aircraft incidents, operationa l hazards, and accident reports and m a king appropriate recom m e ndations to the supervisor.



## GRADING POSITIONS

The grade level m a terial discusses the work of these positions in term s of:

-- Knowledge and skills required;

-- Nature and purpose of assignm ents; and

-- Degree of hazard involved.

Also considered in the developm ent of this standard, but not addressed in specific detail, are the factors of supervision received, guidelines, na ture and purpose of contracts, and physical
dem a nds. These factors are not treated separately in the grade level m a terial, 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 am ong grade levels. For exam ple, the dem a nds placed on these positions for perform a nce either as a flight crew m e m b er 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 developm ent of the grade level m a terial. Also, while the specific content of the guidelines used in the work (e.g., the flight m a nuals and aircrew training m a nuals) varies am ong different assignm en ts, the nature and type of guidance provided (in term s of its specif i city and applicability to the work) usually varies only slightly.

The following section contains descriptions of representative instructor positions in each of the specializations. These benchm ark descriptions are com posites of the typical instruction and flight exam ining duties and responsibilities found in a range of specific assignm ents.

Grade levels for line flight crew positions of navigator or weapon system s specialist, which do not perform instructor and/or flight exam iner f unctions, should be determ ined in relation to the
benchm ark positions. Flight crew positions at the full perform a nce level are classified one grade below that reflected by the benchm arks. Grade levels for trainee or developm ental positions at
GS-9 or below m a y be derived by considering the progress of the individuals involved in relation

to m eeting full perform a nce level requirem e nts. Supervisory positions in this series should be evaluated by reference to the General Schedule Supervisory Guide

.

U.S. Office of Personnel Management 9Air 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 a nd accom p lishing unit flying m i ssions for heavy

m u ltiengine aircraft, including transport of car go or personnel, aerial refueling, airdrop of equipm ent or personnel, or search and rescue fli ghts. In addition, som e positions perform flight

exam ining functions as described in the Occupational Inform ation section of the classification
standard.



### Knowledge and Skills

Knowledge and skills required f o r perf orm a nce of the work include:

-- Knowledge of the m e thods of air navigation (e.g., dead reckoning, celestial, or radio) appropriate to the flight training m i ssion, and skill to apply this knowledge in planning and perform i ng the navigation portion of the m i ssion;

-- Knowledge of aircraft system s and equipm ent related to the navigation function, and skill to operate system s, cross-check inform ation, and translate navigational data into useful
and reliable inf o rm ation f o r the pilot;

-- Knowledge of basic aerodynam i cs and the effect of various forces and conditions on flight operations, and skill in considering these f actors in planning m i ssions and during f light;
and

-- Knowledge of m e thods of instruction and the navigational requirem e nts of assigned

m i ssions, 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 determ ine am ount and type of training required to achieve and m a intain full qualifications for unit m i ssions. Plans and conducts ground training and airborne instruction in naviga tional characteristics of unit aircraft, navigation system operating procedures, and application of navigational m e thods to m i ssion requirem e nts, including the application of em ergency procedures.

Instruction program s for navigators include training in the following duties:

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

-- Determ ining 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 m e thods and aids, including dead reckoning, pilotage, celestial, radar, inertial, and Doppler navigation;

-- Using navigational instrum e nts such as drift m e ter, pelorus, sextant, radio com p ass, and loran set;

-- Com puting effect of various factors on course , flying tim e, and adequacy of fuel supply;

-- Testing and inspecting navigational instrum e nts and m a king necessary adjustm e nts;

-- 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 m e m b ers in accom p lishing the flying m i ssion.

W h en assigned as a flight navigator on unit flying m i ssions, perform s the above duties.

Flight exam ining assignm ents include: evaluating the perform a nce of reserve navigators

com p leting initial training; instructing, evaluati ng, and exam ining rated instructors; providing periodic flight evaluations of rated navigators; and adm i nistering requalification evaluations.
Som e flight exam iners are designated as standa rdization/evaluation flight exam iners and have additional staff responsibilities related to the overall proficiency of flight crews and adequacy of flight training program s.



### Hazard Involved

The degree of hazard involved in the work varies according to the requirem e nts of the particular assignm ent. Assignm ents involving point-to-point flying to transport equipm ent or personnel typically involve a m i nim u m degree of hazard. Other assignm ents, such as those involving the tactical airdrop of equipm ent or aerial refueling, involve a substantial degree of hazard while those operations are in progress.

U.S. Office of Personnel Management 11Air 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 system s specialists in the appropriate m e thods and techniques for perform i ng flight crew duties. Assigned m i ssions are related prim arily to tactical fighter operations and aerial reconnaissance. In addition, som e positions perform flight exam ining functions as described in the Occupational
Inform ation section of the classification standard.



### Knowledge and Skills

Knowledge and skills required f o r perf orm a nce of the work of this specialization build on the basic air navigational skills and techniques described in the benchm ark description f o r Navigator (Instructor). Because of aircraft and m i ssion related requirem e nts, additional specialized knowledge and skills for these positions include:

-- Knowledge of various types of ordnance and its use and deploym ent, and skill to conduct preflight checks, recognize m a lfunctions in fire control system s, and coordinate in-flight delivery procedures with the pilot;

-- Knowledge of the requirem e nts related to tactical operations (e.g., air-to-air or air-to-ground com b at), and skill to effectively m eet these requirem e nts during flight;

-- Knowledge of the aircraft system s related to weapons delivery, and skill to operate those system s;

-- Knowledge of the function and operation of sensor/photo equipm ent for aerial
reconnaissance m i ssions, and skill to plan m i ssions, conduct preflight checks of system s, and em ploy those system s during flight; and

-- Knowledge of aircraf t def e nsive system s and skill to program and operate those system s.



### Nature and Purpose of Assignments

The instructor reviews experience and traini ng records of newly assigned reserve weapon system s specialists to determ ine training required to achieve and m a intain f u ll perf orm a nce level qualifications in flight crew duties. Plans a nd conducts ground training and airborne instruction in characteristics of unit aircraft, as these relate to the weapons function, aircraft system s operations, navigational instrum e nts and equipm ent operating procedures, and aircraft

em ergency procedures.

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

Instruction program s for weapon system s specialists include training in the following duties:

-- Operating aircraft equipm ent, such as radar, radar warning equipm ent, bom bing tim ers, or navigation/com m unication equipm ent;

-- Assisting the aircraft com m a nder in air and ground operations, aircraft intercept, weapons delivery, and reconnaissance;

-- Monitoring the aircraft' s altitude, airspeed, fuel consum ption, weapons status, and flight
instrum e nts throughout the m i ssion;

-- Utilizing all types of navigational m e thods of aids, including dead reckoning, visual, optical, and electronic system s;

-- Providing flight data, such as headings, track, ground speed, estim ated tim e of arrival, and position;

-- Com puting bom bing data to adjust for altitude, airspeed, wind conditions, and ballistics
of bom bs;

-- Operating and m onitoring inertial navigation system s and radar warning equipm ent for

weapons em ploym ent and threat identification;

-- Program m i ng and operating aircraft defensive system s;

-- Monitoring aerial refueling operations; and

-- Operating and m onitoring sensor/photo system s and equipm ent for aerial reconnaissance

m i ssions.

W h en assigned as a m e m b er of the flight crew, perform s the above duties.

Flight exam ining assignm ents for this specialization are sim ilar in scope and type of functions to those perform e d by navigator instructors.



### Hazard Involved

The degree of hazard involved in certain of the com b at tactical operations is substantial, since it frequently involves low-level, high-speed weapons delivery and gunnery practice.

U.S. Office of Personnel Management 13APPENDIX D Erik A. Polta Flying History ReportAPPENDIX E Erik A. Polta HAM LicenseLau**~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!'.IISSIONAPPENDIX F

RPA-Solutions SMALL UNMANNED AERIAL SYSTEM DESCRIPTION

RPA-Solutions will utilize COTS systems for the majority of its market rese arch 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 navi gate. These automated f light modes assist the PIC, but all RPA-Solutions aircraft will have the abilit y to switch to a manual (non-GPS assisted) flight mode should the need arise. At any point if the signal between the Gr ound 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, G PS 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 loca tion 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. Fu rthermore 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 diffe rent payloads will be explored. The following cameras are examples of currently avail able payloads for all RPA-Solutions UAS platforms: electro-optical, thermal, high definition, and multispectral. All co mmercially 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 specif ic 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 dev elop its own custom flight manuals based on all technical data obtainable and will be available upon request.

Propulsion System

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

 Batteries – Lithium polymer and Lithium Ion batteries

Maintenance

RPA-Solutions will develop scheduled maintenance prof iles and manuals when not provided by the OEM. Due to the simplicity of most COTS UAS platforms ther e 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 h oused 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-Solution s 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 Au topilot/flight controllers with built in fault detection to ensure all flight systems are fully operational prior to launch. Che cklists 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 m ap 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 qui ck navigation and data entry while the display screen provides all essential flight data to the operator. Te lemetry 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 sc reen (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 location s and flight sequences for the UAS.

Emergency Procedures and System FailuresSensor Failure – Failure of onboard flight instruments/se nsors 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 comma nd will be alerted for fixed wing operations the PIC can complete a dead-stick landing. For multirotor operations motor fa ilure 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, t he 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 pilo t may instruct the UAS platform to loiter in place until line of sight is re-established, to return to the ta keoff 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 en crypted by the OEM or frequency hopping will be utilized to ensure a solid link between the ground station and UAS platform are maintained.