April 9, 2015

 Exemption No. 11317

 Regulatory Docket No. FAA−2014−1054

Mr. Gregory S. Winton, Esq.

Counsel for Altavian, Inc.

The Aviation Law Firm

1997 Annapolis Exchange Parkway

Suite 300

Annapolis, MD 21401

Dear Mr. Winton:

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

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

including the date it ends.

The Basis for Our Decision

By letter dated December 12, 2014, you petitioned the Federal Aviation Administration 

(FAA) on behalf of Altavian, Inc. (hereinafter petitioner or operator) for an exemption. The 

exemption would allow the petitioner to operate an unmanned aircraft system (UAS) to 

conduct aerial acquisitions and research over certain rural areas of the United States.

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

the regulations that the petitioner seeks an exemption.

Discussion of Public Comments:

A summary of the petition was published in the Federal Register on January 8, 2015, 

(80 FR 1068). The FAA received two comments. The Air Line Pilots Association, 

International (ALPA) and the National Agricultural Aviation Association (NAAA) both 

opposed the petition.
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ALPA expressed concern regarding several aspects of the petition. ALPA noted that the 

anticipated operation is expected to occur below 1,200 feet above the surface in rural

areas. ALPA stated that the petition does not define “rural areas” nor does it offer a means to control 

the airspace or areas of operations. Specifically, ALPA stated “there must be means both to 

ensure that the sUAS remains within the defined airspace and to ensure that the hazard of 

other aircraft intruding on the operation is mitigated.” 

The FAA believes the limitations under which the petitioner will operate (i.e., visual line one 

sight (VLOS) and at or below 400 feet above ground level (AGL)) are sufficient mitigations 

to this risk so that the operations will not adversely affect safety.

Regarding the petitioner’s statement that the pilot in command (PIC) and observer will be 

able to communicate by voice, ALPA stated the pilot and observer should be able to maintain 

a visual observation of the aircraft and area of operation when using voice communication. 

NAAA stated UAS observers must be present and able to communicate with the operator 

from the most minimal distance possible. The conditions and limitations regarding PIC and 

visual observer communications address those concerns.

ALPA asserted the UAS’s lithium polymer batteries have numerous associated fire and 

explosion hazards as outlined in DOT/FAA/AR−09/55, “Flammability Assessment of 

Lithium-Ion and Lithium-Ion Polymer Battery Cell Designed for Aircraft Power Usage 

(January 2010),” and that the safe carriage of the batteries and the mitigations in place for 

known risks should be addressed. The referenced study was primarily conducted to determine 

how certain battery cells react in a fire situation aboard manned airplanes. Given the size of 

the battery and the operating conditions of the UAS, the FAA concludes that the use of a 

lithium polymer battery will not pose an undue safety risk for the proposed operations.

ALPA commented that command and control (C2) link failures are one of the most common 

failures on a UAS, and that lost link mitigations should require safe modes to prevent 

fly-aways or other scenarios. The FAA has inserted conditions and limitations in this 

exemption to mitigate the risk associated with such failures.

ALPA also noted that the petitioner’s proposed operations are for “compensation or hire,” and 

therefore contends the pilot must hold at least a current FAA commercial pilot certificate with 

an appropriate category and class rating for the type of aircraft being flown, as well as specific 

and adequate training on the UAS make and model intended to be used. Similarly, ALPA 

asserted a current second-class airman medical certificate should be required. NAAA also 

commented on pilot qualification, stating—

Just as manned aircraft pilots are required to undergo a rigorous training 

curriculum and show that they are fit to operate a commercial aircraft, so too 

must UAS operators. Holding a commercial certificate holds UAS operators to 

similar high standards as commercial aircraft operators and ensures they are 
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aware of their responsibilities as commercial operators within the NAS. 

Medical requirements ensure they have the necessary visual and mental acuity 

to operate a commercial aircraft repeatedly over a sustained period of time.

The FAA has reviewed the knowledge and training requirements of sport, recreational, 

private and commercial certificates and concluded that a UAS PIC holding a minimum of a 

sport pilot certificate, and operating under this exemption, would not adversely affect 

operations in the NAS or present a hazard to persons or property on the ground.

Although the petitioner did not request an exemption from § 91.113, ALPA noted the 

petitioner must specify a means to meet see and avoid requirements in § 91.113 given the 

absence of an onboard pilot. The FAA notes that all flights must be operated within VLOS of 

the PIC and VO.

Regarding the fuel requirements of § 91.151, ALPA argued that using batteries as the only 

source of an aircraft’s power is a substantial shift from traditional methods of propulsion, and 

requires further research to determine best safety practices. 

Regarding §§ 91.405(a), 91.407(a)(1), 91.409(a)(2), and 91.417(a) and (b), ALPA opposed 

the petitioner’s attempt to avoid compliance with established aircraft maintenance and 

recordkeeping requirements. ALPA states the UAS should comply with the same level of 

safety as other aircraft operated commercially in the NAS. The FAA finds that adherence to 

the petitioner’s operating documents, as required by the conditions and limitations below, is 

sufficient to ensure that safety is not adversely affected.

ALPA also expressed concern that the petitioner’s request is not for a single specific 

operation or location, but for all operations of the same general type. ALPA stated that this 

results in a considerable increase in the FAA’s oversight tasks. The FAA notes ALPAs 

concern and in order to minimize potential impact to the NAS, the FAA requires that each

operator secure a Certificate of Authorization or COA which covers specific details of the 

petitioners operation. The FAA recognizes that UAS integration will generate new NAS 

access demand and will review and adjust accordingly. 

NAAA noted that its members operate in low level airspace, and therefore clear low level 

airspace is vital to the safety of these operators. NAAA stated that seeing and avoiding other 

aircraft and hazardous obstructions is the backbone for agricultural safety, and that 

agricultural pilots depend on pilots of other aircraft to perform their see and avoid functions to 

prevent collisions. NAAA believes UAS operations at low altitudes will increase the potential 

for collision with agricultural aircraft. 

The FAA recognizes these concerns and has incorporated associated conditions and 

limitations into this exemption, including: (a) a Notice to Airmen (NOTAM) issued for all 

operations;, (b) operations conducted within VLOS of the pilot in command (PIC) and the 

VO,; and (c) the UAS PIC must always yield right-of-way to manned aircraft.
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NAAA stated that FAA airworthiness certification should be a requirement for all unmanned 

aircraft to operate within the NAS. NAAA recommended UAS be equipped with ADS-B or 

similar identification and positioning systems, strobe lights, high-visibility markings and 

registration numbers. NAAA also recommended UAS be operated strictly within the line-ofsight of the ground controller, with the assistance of a VO and well clear of any low-flying 

manned aircraft. 

As discussed below, Section 333 of the FAA Modernization and Reform Act of 2012 

authorizes the Secretary of Transportation to determine, considering a number of factors laid 

out in the statute, that an airworthiness certificate is not necessary for certain operations. The 

Secretary has made that determination in this case and therefore the aircraft operated by the 

petitioner will not need to be certificated by the FAA.

Airworthiness Certification

The UAS proposed by the petitioner is the Altavian Nova F6500.

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

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

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

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

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

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

requirements of part 36, is not necessary.

The Basis for Our Decision

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

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

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

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

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

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

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

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

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

by this exemption is in the public interest.

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

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

Exemption Nos. 11062, 11109, 11112, and 11213;
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• The reasons stated by the FAA for granting Exemption Nos. 11062, 11109, 11112, and 

11213 also apply to the situation you present; and 

• A grant of exemption is in the public interest.

Our Decision

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

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

delegated to me by the Administrator, Altavian, Inc. is granted an exemption from 14 CFR §§ 

61.23(a) and (c), 61.101(e)(4) and (5), 61.113(a), 61.315(a), 91.7(a), 91.119(c), 91.121, 

91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2), and 91.417(a) and (b), to the 

extent necessary to allow the petitioner to operate a UAS to perform aerial data collection. 

This exemption is subject to the conditions and limitations listed below.

Conditions and Limitations

In this grant of exemption, Altavian, Inc. is hereafter referred to as the operator.

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

grounds for the immediate suspension or rescission of this exemption.

1. Operations authorized by this grant of exemption are limited to the Altavian Nova 

F6500 when weighing less than 55 pounds including payload. Proposed operations of 

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

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

not permitted. 

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

exemption holder may use either groundspeed or calibrated airspeed to determine 

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

airspeeds greater than the maximum UA operating airspeed recommended by the 

aircraft manufacturer.

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

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

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

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

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

U.S. driver’s license.

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

the visual line of sight (VLOS) of the PIC and VO at all times. The VO may be used 
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to satisfy the VLOS requirement as long as the PIC always maintains VLOS 

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

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

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

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

required of the VO.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

revisions to the operating documents.

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

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

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

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

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

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

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

in a condition for safe operation.

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

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

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

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

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

UAS is found to be in a condition for safe flight.
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11. The operator must follow the UAS manufacturer’s maintenance, overhaul, 

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

components.

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

bulletins.

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

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

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

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

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

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

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

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

operated under this exemption, including evasive and emergency maneuvers and 

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

to the Administrator or any law enforcement official upon request.

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

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

18. If the UAS loses communications or loses its GPS signal, the UA must return to a predetermined location within the private or controlled-access property.
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19. The PIC must abort the flight in the event of unpredicted obstacles or emergencies.

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

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

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

power recommended by the manufacturer if greater.

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

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

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

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

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

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

as large as practicable.

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

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

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

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

official upon request.

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

activities at all times. 

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

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

persons, vessels, vehicles, and structures unless:

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

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

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

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

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

of nonparticipating persons; and,

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

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

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

present an undue hazard.

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

nonparticipating persons under this exemption.
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27. All operations shall be conducted over private or controlled-access property with 

permission from the property owner/controller or authorized representative. 

Permission from property owner/controller or authorized representative will be 

obtained for each flight to be conducted.

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

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

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

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

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

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

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

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

as documented in this grant of exemption.

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

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

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

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

must include at least the following:

a. Dates and times for all flights;

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

under this grant of exemption;

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

the UAS;

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

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

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

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

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

g. Signature of exemption holder or representative; and

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

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

essential to accomplish the operation.

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

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

exemption holder’s MPTOM.
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Unless otherwise specified in this grant of exemption, the UAS, the UAS PIC, and the UAS 

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

parts 45, 47, 61, and 91.

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

Sincerely,

/s/

John Barbagallo

Acting Deputy Director, Flight Standards Service
UNITED STATES OF AMERICA

DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION

WASHINGTON, DC 

Regulatory Docket No. _______________

IN THE MATTER OF THE PETITION FOR EXEMPTION OF:

ALTAVIAN, INC.

FOR AN EXEMPTION SEEKING RELIEF FROM THE REQUIREMENTS OF

TITLE 14 OF THE CODE OF FEDERAL REGULATIONS

SECTIONS 14 C.F.R 91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), AND

91.417(a) & (b) CONCERNING COMMERCIAL OPERATION OF THE

NOVA F6500 UNMANNED AIRCRAFT SYSTEM

PURSUANT TO SECTION 333 OF

THE FAA MODERNIZATION AND REFORM ACT OF 2012 (PUBLIC LAW 112-95)

Submitted on December 12, 2014

GREGORY S. WINTON, ESQ.

JARED M. ALLEN, ESQ.

THE AVIATION LAW FIRM

1997 Annapolis Exchange Parkway

Suite 300

Annapolis, Maryland 21401

Tel: (301) 294-8550

Fax: (866) 568-9886

Attorneys for Petitioner
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TABLE OF CONTENTS

Page

GLOSSARY OF ABBREVIATIONS .................................................................................3

SUMMARY.........................................................................................................................4

INTRODUCTION AND INTERESTS OF PETITIONER .................................................4

BACKGROUND .................................................................................................................5

BASIS FOR PETITION ......................................................................................................6

NAME AND ADDRESS OF PETITIONER.................................................................7

THE SPECIFIC SECTIONS OF 14 C.F.R. FROM WHICH ALTAVIAN, INC.

SEEKS EXEMPTION ...................................................................................................8

THE EXTENT OF RELIEF ALTAVIAN, INC. SEEKS AND THE REASON 

ALTAVIAN, INC. SEEKS THE RELIEF ..................................................................10

THE REASONS WHY GRANTING ALTAVIAN, INC.'S REQUEST WOULD BE 

IN THE PUBLIC INTEREST .....................................................................................11

THE REASONS WHY GRANTING THE EXEMPTION WOULD NOT 

ADVERSELY AFFECT SAFETY..............................................................................15

SUMMARY THAT CAN BE PUBLISHED IN THE FEDERAL REGISTER..........33

ANY ADDITIONAL INFORMATION, VIEWS, OR ARGUMENTS AVAILABLE 

TO SUPPORT ALTAVIAN, INC.'S REQUEST ........................................................34

CONCLUSION.................................................................................................................34
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GLOSSARY OF ABBREVIATIONS

AGL Above Ground Level

AOI Area of Interest

ATC Air Traffic Control

ATO Air Traffic Organization

AV Aerial Vehicle 

C.F.R. Code of Federal Regulation

COA Certificate of Authorization

FAA Federal Aviation Administration

FAR Federal Aviation Regulation

GCS Ground Control Station

LOL Loss of Link

NAS National Airspace System

NOTAM Notice to Airman

PIC Pilot In Command

Section 333 FAA Modernization and Reform Act of 2012 (FMRA) Section 333

SOP Standard Operating Procedures

UA Unmanned Aircraft

UAS Unmanned Aircraft System

VFR Visual Flight Rules

VLOS Visual Line of Site

VMC Visual Meteorological Conditions

VO Visual Observer
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SUMMARY

Altavian, Inc. seeks exemption from the requirements of 14 C.F.R §§ 91.151(a)(1), 

91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b), to operate an Unmanned 

Aircraft System pursuant to Section 333 of the FAA Modernization and Reform Act of 2012

(FMRA). This exemption will permit Altavian, Inc. to operate an Unmanned Aircraft System

(UAS) for the commercial purpose of conducting aerial acquisitions and research over certain 

rural areas of the United States.

INTRODUCTION AND INTERESTS OF THE PETITIONER

Altavian, Inc. (hereinafter referred to as “Altavian”) is an unmanned aircraft solutions 

provider that integrates engineering and manufacturing with services that enable the technology 

for federal, state, local, and commercial clients. Altavian is focused on providing solutions for

utilizing unmanned aircraft to safely and efficiently collect data that is precise, accurate, and 

timely. 

Altavian’s mission is to use unmanned aircraft to simplify and increase the effectiveness 

of data collection in: Natural Resources and Conservation, Construction and Infrastructure, 

Precision Agriculture, as well as Inspection and Monitoring.

As set forth in this Petition, Altavian seeks to commercially operate its Nova F6500 UAS 

over certain rural areas of the United States for the purpose of conducting aerial acquisitions and 

research.
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BACKGROUND

Unmanned Aircraft System: Altavian Nova F6500 UAS

Altavian seeks an exemption to operate the Altavian Nova F6500 UAS (also known as 

the Nova Block III UAS), for compensation or hire within the national airspace system (“NAS”). 

The Nova F6500 UAS is comprised of an amphibious unmanned aircraft (UA) and a

transportable ground control station. The Nova F6500 UA has a maximum gross weight of 

approximately fifteen (15) pounds, while having a wingspan of 108 inches and a length of 65 

inches. The Nova F6500 UA is equipped with a single propeller driven by a Lithium Polymer 

battery powered electric motor. 

The Nova F6500 UA that will be operated by Altavian will be registered in accordance 

with 49 U.S.C. 44103, Registration of Aircraft, as well as 14 C.F.R Part 47, Aircraft 

Registration, and marked in accordance with 14 C.F.R. Part 45, Identification and Registration 

Marking.
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Figure 1: The Nova F6500 UA.

Previous Sec. 333 Grant Of Exemption and the

Proven Operational History of the Nova F6500 UAS

On December 10, 2014, Woolpert, Inc. was granted two exemptions pursuant to Sec. 333, 

FMRA, to commercially operate the Nova F6500 UAS (also known as the Nova Block III) for 

the purpose of conducting precision aerial surveys over certain rural areas of the state of Ohio 

(Regulatory Docket No. FAA-2014-0506, Exemption No. 11111) and Ship Island, Mississippi 

(Regulatory Docket No. FAA-2014-0398, Exemption No. 11114). As such, the Nova F6500 

UAS has already been granted exemptions pursuant to Sec. 333, FMRA, to operate commercially

in the NAS for the purpose of performing aerial acquisitions. 

In addition to receiving an Airworthiness Release Qualification Level 3 from the U.S. 

Army, the Nova F6500 UAS is currently operating safely within the NAS pursuant to 

approximately fifteen (15) Certificates of Authorization (“COA”) granted by the Federal 

Aviation Administration (“FAA”) to the Middle Tennessee State University; Sinclair 

Community College in Dayton, Ohio; the U.S. Army Corps of Engineers (Jacksonville District

and Mobile District); Mississippi State University for the Pearl River Basin; and the University 

of Florida. The U.S. Army Corps of Engineers will be operating the Nova F6500 UAS pursuant 

to additional COAs in the foreseeable future, pending approval by the FAA.

BASIS FOR PETITION

Petitioner, Altavian, Inc., by and through undersigned counsel, pursuant to the provisions 

of the Federal Aviation Regulations (14 C.F.R. § 11.61) and the FAA Modernization and Reform 

Act of 2012, Section 333, Special Rules for Certain Unmanned Aircraft Systems, hereby 

petitions the Administrator to operate the Nova F6500 UAS in the national airspace system, and 

for an exemption from the requirements of 14 C.F.R §§ 91.151(a)(1), 91.405(a), 91.407(a)(1), 

91.409(a)(1) & (a)(2), and 91.417(a) & (b).
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In consideration of the size, weight, speed, and limited operating area associated with the 

unmanned aircraft and its operation, Altavian’s operation of the Nova F6500 UAS meets the 

conditions of Section 333 and will not require an airworthiness certificate in accordance with 14 

C.F.R. Part 21, Subpart H. 

Therefore, Altavian requests relief from Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & 

(a)(2), 91.417(a) & (b), as these sections set forth requirements for maintenance that only apply 

to aircraft with an airworthiness certificate. 

Altavian submits that the requested relief is proper since an equivalent level of safety will 

be ensured. Altavian, as the manufacturer of the Nova F6500 UAS, will use its technicians to 

perform maintenance, alterations, or preventive maintenance on the unmanned aircraft system

using the methods, techniques, and practices prescribed in the manufacturer’s maintenance 

manual. Furthermore, Altavian will document and maintain all maintenance records for the 

Nova F6500 UAS. 

Altavian also seeks an exemption from the requirements of Section 91.151(a)(1), Fuel 

requirements for flight in VFR conditions. Altavian submits that safety will not be affected by 

terminating flights of the battery powered Nova F6500 UA after 80 minutes of continuous 

operation, with 10 minutes remaining battery power. 

In accordance with 14 C.F.R. § 11.81, Altavian provides the following information in 

support of its petition for exemption:

A. Name And Address Of The Petitioner.

The name and address of the Petitioner is:

Altavian, Inc.

1724 NE 2nd Street 

Gainesville, Florida 32609
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The point of contact for this Petition and specific contact information is as follows:

Gregory S. Winton, Esq.

The Aviation Law Firm

1997 Annapolis Exchange Parkway, Suite 300

Annapolis, Maryland 21401

Tel: (301) 294-8550 | Fax: (866) 568-9886

Email: Greg@aviationlawexperts.com

B. The Specific Sections Of 14 C.F.R. From Which Altavian Seeks Exemption.

1. Altavian Seeks Exemption From The Requirements Of Section 91.151(a)(1).

Section 91.151, entitled Fuel requirements for flight in VFR conditions, subsection (a)(1), 

states the following:

(a) No person may begin a flight in an airplane under VFR conditions unless (considering 

wind and forecast weather conditions) there is enough fuel to fly to the first point of 

intended landing and, assuming normal cruising speed--

(1) During the day, to fly after that for at least 30 minutes[.]

2. Altavian Seeks Exemption From The Requirement Of Section 91.405(a). 

Section 91.405, entitled Maintenance required, subsection (a), states the following:

Each owner or operator of an aircraft—

(a) Shall have that aircraft inspected as prescribed in subpart E of this part and shall 

between required inspections, except as provided in paragraph (c) of this section, have 

discrepancies repaired as prescribed in part 43 of this chapter[.]

3. Altavian Seeks Exemption From The Requirements Of Section 91.407(a)(1).

Section 91.407, entitled Operation after maintenance, preventive maintenance, 

rebuilding, or alteration, subsection (a)(1), states the following:

(a) No person may operate any aircraft that has undergone maintenance, preventive 

maintenance, rebuilding, or alteration unless--

(1) It has been approved for return to service by a person authorized under § 43.7 of this 

chapter[.]
9

4. Altavian Seeks Exemption From The Requirements Of Sections 91.409(a)(1) 

And 91.409(a)(2).

Section 91.409, entitled Inspections, subsection (a), states the following:

(a) Except as provided in paragraph (c) of this section, no person may operate an aircraft 

unless, within the preceding 12 calendar months, it has had --

(1) An annual inspection in accordance with part 43 of this chapter and has been 

approved for return to service by a person authorized by § 43.7 of this chapter; or

(2) An inspection for the issuance of an airworthiness certificate in accordance with part 

21 of this chapter.

5. Altavian Seeks Exemption From The Requirements Of Sections 91.417(a) 

And 91.417(b).

Section 91.417, entitled Maintenance records, subsections (a) and (b), state the 

following:

(a) Except for work performed in accordance with §§ 91.411 and 91.413, each registered 

owner or operator shall keep the following records for the periods specified in paragraph 

(b) of this section:

(1) Records of the maintenance, preventive maintenance, and alteration and records of the 

100-hour, annual, progressive, and other required or approved inspections, as appropriate, 

for each aircraft (including the airframe) and each engine, propeller, rotor, and appliance 

of an aircraft. The records must include--

(i) A description (or reference to data acceptable to the Administrator) of the work 

performed; and

(ii) The date of completion of the work performed; and

(iii) The signature, and certificate number of the person approving the aircraft for return 

to service.

(2) Records containing the following information:

(i) The total time in service of the airframe, each engine, each propeller, and each rotor.

(ii) The current status of life-limited parts of each airframe, engine, propeller, rotor, and 

appliance.
10

(iii) The time since last overhaul of all items installed on the aircraft which are required 

to be overhauled on a specified time basis.

(iv) The current inspection status of the aircraft, including the time since the last 

inspection required by the inspection program under which the aircraft and its appliances 

are maintained.

(v) The current status of applicable airworthiness directives (AD) and safety directives 

including, for each, the method of compliance, the AD or safety directive number and 

revision date. If the AD or safety directive involves recurring action, the time and date 

when the next action is required.

(vi) Copies of the forms prescribed by § 43.9(d) of this chapter for each major alteration 

to the airframe and currently installed engines, rotors, propellers, and appliances.

(b) The owner or operator shall retain the following records for the periods prescribed:

(1) The records specified in paragraph (a)(1) of this section shall be retained until the 

work is repeated or superseded by other work or for 1 year after the work is performed.

(2) The records specified in paragraph (a)(2) of this section shall be retained and 

transferred with the aircraft at the time the aircraft is sold.

(3) A list of defects furnished to a registered owner or operator under § 43.11 of this 

chapter shall be retained until the defects are repaired and the aircraft is approved for 

return to service.

C. The Extent Of Relief Altavian Seeks And The Reason Altavian Seeks The Relief.

1. Extent Of Relief Altavian Seeks And The Reason Altavian Seeks Relief From 

Section 91.151(a)(1).

Relief from Section 91.151(a)(1) is requested to the extent required to allow flights of the 

battery powered Nova F6500 UA during daylight hours in visual flight rules (VFR) conditions to 

continue for a total duration of 80 minutes, with 10 minutes of battery power remaining. 

Altavian seeks the requested relief because without an exemption from Section 91.151(a)(1), the

flight time duration of the battery powered Nova F6500 UA will be reduced by one third, which 

would severely constrain the practicality of any aerial acquisition and research operations that

Altavian proposes to conduct pursuant to this Petition.
11

Significantly, as set forth below, the technical specifications of the Nova F6500 UAS, the 

Nova Operations Manual, and Altavian’s proposed operating limitations, ensure that Altavian 

will safely operate the battery powered Nova F6500 UA during daylight hours in VFR conditions 

for a total duration of 80 minutes, with 10 minutes of battery power remaining. 

2. Extent Of Relief Altavian Seeks And The Reason Altavian Seeks Relief From 

Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b).

Since Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) only 

apply to aircraft with an airworthiness certificate, Altavian requests relief from these Sections 

because the Nova F6500 UAS does not require an airworthiness certificate. As set forth more

fully below, the Nova F6500 UAS meets the conditions of Section 333 for operation without an 

airworthiness certificate. Accordingly, Altavian, which manufactures the Nova F6500 UAS, will 

use Altavian technicians to perform maintenance, alterations, or preventive maintenance on the 

unmanned aircraft system using the methods, techniques, and practices prescribed in the 

manufacturer’s maintenance manual. Furthermore, Altavian will document and maintain all

maintenance records for the Nova F6500 UAS. 

D. The Reasons Why Granting Altavian’s Request Would Be In The Public 

Interest; That Is, How It Would Benefit The Public As A Whole.

Granting the present Petition will further the public interest by allowing Altavian to

safely, efficiently, and economically perform aerial acquisitions and research over the United 

States, commercially, in support of government entities, agriculture, scientific studies, wildlife 

monitoring, forestry, and the oil and gas industries. Additionally, use of the Nova F6500 UAS 

will decrease congestion of the NAS, reduce pollution, and provide significant benefits to the 

economy. Notably, the benefits of the proposed operation of the Nova F6500 UAS will be 

realized without implicating any privacy issues. 
12

1. The Public Will Benefit From The Aerial Acquisition And Research 

Performed.

Altavian submits this Petition to commercially operate the Nova F6500 UAS and perform 

aerial acquisition and research throughout the United States, in support of government entities, 

agriculture, scientific studies, wildlife monitoring, forestry, mining, and the oil and gas 

industries. The Nova F6500 UAS will provide safe, efficient, and economical aerial acquisition 

and research operations to further each of these fields, all of which are critical to the well-being 

of the general public.

The specific operations that Altavian will perform with the Nova F6500 UAS 

demonstrate how the requested exemption will directly benefit the above-referenced industries 

and the public. In agriculture, the aerial acquisition performed by the Nova F6500 UAS will be 

used to predict crop yields, research and prevent crop disease, and increase crop yields. In the oil 

and gas industry, the Nova F6500 UAS will be used to aid in facility inspections, surveying and 

planning new worksites, volumetric analysis, and performing right of way analysis. The Nova 

F6500 UAS will also further environmental management by researching invasive species, 

mapping deforestation, and surveying point source pollution.

2. The Public Will Benefit From Decreased Congestion Of The NAS.

The Nova F6500 UA is battery powered and serves as a safe, efficient, and economical 

alternative to the manned aircraft traditionally utilized to obtain aerial imagery. By reducing the 

amount of manned aircraft needed to perform aerial acquisitions, an exemption allowing the use 

of a Nova F6500 UAS would reduce the amount of manned aircraft in the NAS, reduce noise and 

air pollution, as well as increase the safety of life and property in the air and on the ground. 

Furthermore, by reducing the number of manned aircraft operating in the NAS, 

congestion around airports caused by arriving and departing aircraft will be reduced. The Nova 
13

F6500 UA does not require an airport to takeoff or land. Likewise, a reduction of manned 

aircraft conducting aerial survey missions would result in fewer aircraft that must be handled by 

air traffic control during the ground, takeoff, departure, arrival, and landing phases of flight 

operations. 

3. The Public Will Benefit From The Safety And Efficiency Of The Nova F6500 

UAS.

Conducting aerial acquisitions with the Nova F6500 UAS, instead of manned aircraft,

will greatly benefit the public by drastically reducing the levels of air and noise pollution generated 

during traditional aerial survey flight operations. By using battery power and an electric motor, the 

Nova F6500 UAS produces no air pollution, and is the most viable environmentally conscious 

alternative to the cabin class, six cylinder internal combustion twin engine aircraft that are 

typically utilized for aerial acquisitions, while burning approximately 20-30 gallons per hour of 

leaded aviation fuel. The Nova F6500 UA, while reducing the carbon footprint of aerial 

acquisitions, also eliminates noise pollution, as its battery powered electric motor is barely audible 

during the take-off phase, and cannot be heard when operating more than 100 feet above ground 

level. 

By using the Nova F6500 UAS to perform aerial acquisitions, the substantial risk to life 

and property in the air and on the ground, which is usually associated with traditional manned 

aircraft flight operations, will be substantially reduced or completely eliminated. Aside from the 

lack of aircrew members located onboard the aircraft, the Nova F6500 UA (weighing 

approximately fifteen (15) pounds at its maximum gross weight with a wingspan of 108 inches and 

a length of 65 inches, with no fuel on board), has less physical potential for collateral damage to 

life and property on the ground, and in the air, compared to the manned aircraft that typically 
14

conduct aerial acquisitions (weighing approximately 6,500 pounds with a wingspan of 

approximately 40 feet, a length of 34 feet, and a fuel capacity of 180 gallons).

4. Performing Aerial Acquisition Operations With The Nova F6500 UAS 

Will Benefit The Economy. 

In addition to being safe and efficient, the Nova F6500 UAS is also an economical 

alternative to using manned aircraft to conduct aerial acquisitions. As such, operation of the 

Nova F6500 UAS will allow United States based companies, like Altavian, to remain 

competitive and contribute to growth of the U.S. economy. Specifically, with the rising cost of 

aviation fuel and the Environmental Protection Agency (“EPA”) regulatory actions phasing out 

leaded fuels, U.S. owned and operated companies must adopt new and alternative technology in 

order to remain competitive. Operating the battery powered Nova F6500 UAS is one such 

technology that not only allows companies greater operational flexibility compared to manned 

aircraft, but provides such flexibility without the high operational cost of a traditional manned 

aircraft. 

By operating the Nova F6500 UAS, companies such as Altavian can remain competitive 

and profitable, and therefore provide greater job stability to employees and contractors, which 

will ultimately contribute to growth of the U.S. economy. Improved financial performance of 

U.S. companies, through commercial use of the Nova F6500 UAS, provides a stable workforce 

that increases consumer spending; improves local, state, and federal tax revenues; and allows 

companies to invest in research and development in order to remain competitive both in the 

United States and abroad. 

5. There Are No Privacy Issues.

Like the manned aerial acquisition flight operations that have been conducted for 

decades, the proposed operation of the Nova F6500 UAS will not implicate any privacy issues. 
15

Specifically, the Nova F6500 UAS will be operated only in rural areas, and in accordance with 

all Federal Aviation Regulations, including the minimum altitude requirements of 14 C.F.R. § 

91.119. Most significantly, the Nova F6500 UAS will not be operated closer than 500 feet to 

any person, vessel, vehicle, or structure, which is not directly involved in the operation.

E. The Reasons Why Granting The Exemption Would Not Adversely Affect Safety, Or 

How The Exemption Would Provide A Level Of Safety At Least Equal To That 

Provided By The Rule From Which Altavian Seeks Exemption.

1. Reasons Why The Nova F6500 UAS Meets The Conditions Of The FAA 

Modernization and Reform Act of 2012 (FMRA) Section 333.

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

unmanned aircraft and its operation, Altavian’s operation of the Nova F6500 UAS meets the 

conditions of FMRA Section 333, and will not require an airworthiness certificate in accordance 

with 14 C.F.R. Part 21, Subpart H. 

Section 333 provides authority for UAS to operate without airworthiness certification and 

sets forth requirements for considering whether a UAS will create a hazard to users of the NAS 

or the public, or otherwise pose a threat to national security. Specifically, FMRA Section 333 

states the following, in part:

(a) In General.--Notwithstanding any other requirement of this subtitle, and not later 

than 180 days after the date of enactment of this Act, the Secretary of Transportation 

shall determine if certain unmanned aircraft systems may operate safely in the national 

airspace system before completion of the plan and rulemaking required by section 332 of 

this Act or the guidance required by section 334 of this Act.

(b) Assessment of Unmanned Aircraft Systems.--In making the determination under 

subsection (a), the Secretary shall determine, at a minimum--

(1) which types of unmanned aircraft systems, if any, as a result of their size, 

weight, speed, operational capability, proximity to airports and populated areas, 

and operation within visual line of sight do not create a hazard to users of the 

national airspace system or the public or pose a threat to national security; and
16

(2) whether a certificate of waiver, certificate of authorization, or airworthiness 

certification under section 44704 of title 49, United States Code, is required for 

the operation of unmanned aircraft systems identified under paragraph (1).

(c) Requirements for Safe Operation.--If the Secretary determines under this section that 

certain unmanned aircraft systems may operate safely in the national airspace system, 

the Secretary shall establish requirements for the safe operation of such aircraft systems 

in the national airspace system.

In seeking this exemption, Altavian submits that the Nova F6500 UAS can operate safely 

in the NAS pursuant to FMRA Section 333, as demonstrated by: (a) the safe operational history

and current use of the Nova F6500 UAS in the NAS; (b) the characteristics of the Nova F6500

UAS; (c) the private pilot certification requirement; and (d) the specific operating limitations.

a. The Nova F6500 UAS Has A Proven History Of Operation In The 

NAS Pursuant To A Certificate Of Authorization (“COA”).

The Nova F6500 UAS has already been granted exemptions pursuant to Sec. 333 to 

operate commercially in the NAS for the purpose of performing aerial acquisitions. On 

December 10, 2014, Woolpert, Inc. was granted two exemptions pursuant to Sec. 333 to 

commercially operate the Nova F6500 UAS (also known as the Nova Block III) for the purpose 

of precision aerial surveys over certain rural areas located within the state of Ohio (Regulatory 

Docket No. FAA-2014-0506, Exemption No. 11111) and Ship Island, Mississippi (Regulatory 

Docket No. FAA-2014-0398, Exemption No. 11114). 

In addition to receiving an Airworthiness Release Qualification Level 3 from the U.S. 

Army, the Nova F6500 UAS is currently operating safely within the NAS pursuant to 

approximately fifteen (15) Certificates of Authorization (“COA”) granted by the Federal 

Aviation Administration (“FAA”) to the Middle Tennessee State University; Sinclair 

Community College in Dayton, Ohio; the U.S. Army Corps of Engineers (Jacksonville District

and Mobile District); Mississippi State University for the Pearl River Basin; and the University 
17

of Florida. The U.S. Army Corps of Engineers will be operating the Nova F6500 UAS pursuant 

to additional COAs in the foreseeable future, pending approval by the FAA. 

b. The Specifications Of The Nova F6500 UAS Demonstrate Its Safe 

Characteristics. 

The Nova F6500 UAS does not create a hazard to users of the NAS or the public, or 

otherwise pose a threat to national security considering its size, weight, speed, and operational 

capability. 

i. Technical Specifications Of The Nova F6500 UAS.

Unmanned Aircraft 

System

The Nova F6500 is an Unmanned Aircraft System that is comprised 

of an amphibious unmanned aircraft and a transportable ground 

station.

Unmanned Aircraft 

Dimensions

Wingspan: 108 in.

Length: 65 in.

Engine

(Propulsive Unit)

Engine (Propulsive Unit)

(1) Altavian Inc. P/N : 30027 (Electric)

FAA Engine Type Cert: None

Propulsive Unit Type: 25V, 11 Amp Hour capacity, Lithium ion 

battery powered, direct drive electric motor

Motor, Electric Sub-Assembly:

Manufacturer: NeuMotor

Model: 1509

2.0 HP Peak Power Direct Drive

10 oz. Wt.

Motor, Controller Sub-Assembly:

Manufacturer: Castle Creation

Model: Phoenix Ice 100

Type: Speed Controller

100 Amps Maximum

4.6 oz. Wt.
18

Motor, Battery:

Manufacturer: MaxAmps, Inc.

Type: Lithium Ion

11 Amp hour

22.2V (nominal)

Fuel Not Applicable.

NOTE: The Nova F6500 UAS is powered by a Lithium 

Polymer rechargeable battery, Altavian P/N 30142.

Engine (Propulsive Unit) 

Limits

Maximum Power Output: 2.0 HP

Maximum RPM: 60,000 RPM (reduced to a propeller RPM of 

7,200)

Maximum Motor Temperature: 170 °F (77 °C)

NOTE: The motor temperature is not displayed to the 

operator.

Maximum motor, controller sub-assembly

temperature: 194 °F (90 °C)

Minimum voltage, motor battery during pre-flight engine run up 

after 3 sec. at max throttle: 22.6V

Propeller and 

Propeller Limits

(1) Altavian Inc. P/N 30360

FAA Propeller Type Certificate: None

Propeller Type: 2-blade, hinged (folding), carbon fiber reinforced 

plastic, fixed pitch, tractor

Propeller Sub-Assembly:

Manufacturer: Aeronaut

Model: CAM 15x13

Diameter (Nominal): 15 in.

Battery Command & 

Control

Nova Air Vehicle Battery P/N 30142 powers the motor, and battery 

command and control.

Airspeed Limits Vne (Never Exceed Speed) 58 knot (30 m/s)

Vno (Maximum Structural Cruising Speed) 48 knots (25 m/s)

Va (Maneuvering Speed) 48 knots (25 m/s)

Landing Speed: 27 knots (14 m/s)
19

Empty Weight C.G. 

Range

20.2 – 21.7 inches aft of datum

Datum Front of Motor Case

Mean Aerodynamic 

Chord (MAC)

13 in. long with leading edge 21.2 in. from nose

Leveling Means Not Applicable.

Maximum Weights Ramp 15 lbs.

Takeoff 15 lbs.

Landing 15 lbs.

Empty Weight 8.35 lbs.

NOTE: Empty Weight Excludes weight of battery and 

payload modules.

Frequencies 902-928 MHz (ISM Band)

2.4 GHz (ISM Band)

NOTE: FCC license is not required to utilize the above 

frequencies; uplink and downlink are on the 900Mhz band. If 

video is utilized, uplink, downlink, and video are all on 

2.4 Ghz.

Computer Software Avionics embedded processor, P/N 30138

Minimum Crew (1) The Nova F6500 UAS can be operated by a single operator.
20

Number of Seats (0) Not Applicable.

Fuel Capacity Not Applicable.

Oil Capacity Not Applicable.

Max. Operating Altitude 1,200 ft. AGL 

Control Surface 

Movements

Wing Flaps N/A 

Aileron Up 30° Down 30°

“V” tail elevator action Up 60° Down 60°

“V” tail rudder action Up 60° Down 60°

“V” tail max. combination 

Rudder elevator action Up 60° Down 60°

Nominal Endurance 90 minutes above 32 °F (0 °C)

45 minutes below 32 °F (0 °C)

Ambient Outside Air 

Temperature (OAT)

Maximum OAT: 120 °F (49 °C)

Minimum OAT At Altitude: -20 °F (-29 °C)

Wind Limitation 19 knots

Maintenance This Nova F6500 UAS must be maintained in accordance with the 

manufacturer’s maintenance manual, or later FAA accepted revision.
21

ii. The Nova F6500 UAS Autonomous Flight And Navigation

Modes Enable The UAS To Remain Within A Defined 

Operational Area.

A complete description of the autonomous modes and methods of navigation for the 

Nova F6500 UAS is provided in the Nova F6500 UAS Operator Manual at pages 7-2 through 7-

4. A copy of the Nova F6500 UAS Operator Manual, which contains proprietary information, is 

attached hereto as Exhibit A, and is to be held in a separate file pursuant to 14 C.F.R. § 

11.35(b)1.

iii. The Nova F6500 UAS Is Designed For Complete Autonomy 

From Launch To Landing Even In The Unlikely Event Of Loss 

 Of The Control Link Or Navigation.

Although a degradation or loss of the control link, and/or degradation or loss of the 

source of navigation, is unlikely, it is a situation that is well planned for and therefore, is a 

benign event. The Nova F6500 UA is designed for complete autonomy from launch to landing 

with a line of sight operator in the loop monitoring the airframe. 

The Nova F6500 unmanned aircraft (UA) uses a two-stage failsafe approach for all 

avionics failure conditions, including the event of a loss of communications (“Lost Link”). Upon 

loss of the communication signal, the Nova F6500 UA will attempt to reacquire the link. If after 

10 seconds the link has not been reacquired, the Nova F6500 UA will continue to attempt to 

reacquire the link while maintaining the current altitude and navigating to the home waypoint, 

which is the same as the location of the ground control station. Once at the home waypoint, the 

Nova F6500 UA will loiter while continuing its attempt to reacquire the link for 300 seconds (to 

allow for rebooting of the ground control station, if needed). The Nova F6500 UA will then 

continue to attempt to re-acquire the link while it navigates through the landing procedure. 

 

1 Exhibits to this Petition contain proprietary information, and in accordance with 14 C.F.R. § 

11.35(b), are not to be included in the Federal Docket Management System (FDMS).
22

The landing procedure for Lost Link is identical to a normal landing procedure. The 

Nova F6500 UA will descend from “minimum safe altitude” to a breakout altitude (site specific) 

while continuing to loiter around the rally point. Once at the breakout altitude, the Nova F6500

UA will depart the loiter along a tangential path toward the touchdown spot. The Nova F6500

UA will descend on glide slope from the tangent point to the touchdown spot, slowing down to 

flair speed (12m/s) in the final moments before touchdown and automatically flare 3 meters

above the ground.

Loss of GPS signal will result in a two tiered recovery approach. Upon loss of a GPS 

signal, the Nova F6500 UA will immediately enter a loiter orbit in an attempt to reacquire a 

signal. If after 15 seconds, GPS is not reacquired, the UA will enter tier two. At any time in tier 

one or two, the operator can take over with augmented control and utilize its onboard 

magnetometer to navigate back to the home waypoint through dead-reckoning. During this 

failure mode, the observer will call out UA position and movement back to the operator. Once 

the UA is close enough to resolve orientation, or if operating with a live video payload, the 

operator can engage manual control and perform a manual landing at the pre-decided landing 

site. 

If a cascade of failures has occurred and Lost-Link has also occurred during tier two, the 

Nova F6500 UA will enter into a loiter-land procedure; descending in a loiter while reducing 

speed until contact with the ground at flair speed. During this decent, the Nova F6500 UA is still 

in controlled flight and at touchdown the forward speed should not exceeded 11 m/s with the 

propeller off, minimizing damage to anything that the Nova F6500 UA may contact.

The Nova F6500 UAS Operator Manual at Chapter 9 “Emergency Procedures” fully 

describes the features of the Nova F6500 UA and sets forth the unmanned aircraft’s operation in 
23

the event of a power loss, loss of communications, loss GPS, loss of video link, or software 

crash. A copy of Nova F6500 UAS Operator Manual, which contains proprietary information, is 

attached hereto as Exhibit A, and is to be held in a separate file pursuant to 14 C.F.R. § 11.35(b).

iv. The Nova F6500 Ground Control Station And Its Operation.

A complete description of the operation and specifications of the ground control station 

(GCS) and flight control software for the Nova F6500 UAS is provided in the Nova F6500 UAS 

Operator Manual at Chapter 2. A complete overview of the features and operation of the GCS 

software is provided at Chapter 7. A copy of the Nova F6500 UAS Operator Manual, which 

contains proprietary information, is attached hereto as Exhibit A, and is to be held in a separate 

file pursuant to 14 C.F.R. § 11.35(b).

v. Safe Mobile Operation Of The Nova F6500 UAS.

The Nova F6500 UAS may be safely operated by a Pilot-in-Command (PIC) and safety 

observer co-located with a GCS on a mobile vehicle or watercraft, in order to efficiently perform 

aerial acquisition operations of large areas. As set forth in the Nova Family of Systems 

Operations Manual at page 6-4, additional limitations and requirements apply to mobile 

operations of the Nova F6500 UAS, including the following:

The driver/operator of the vehicle must be licensed and fully understand his/her role in 

the operation.

The mobile vehicle must be organized and clear of any unnecessary debris prior to the 

operation.

Equipment and personnel positioning within the vehicle must be predetermined and 

agreed upon by the team. Each team member must use appropriate safety restraint 

equipment, and such equipment should not interfere with safe flight.

The PIC must have ready communication with the driver/operator of the vehicle as well 

as the safety observer.
24

GCS software must be configured for constant updating of GCS position on the map 

overlay, and the PIC must be kept aware of vehicle position. The GCS must be mounted 

or fixed to the vehicle to ensure that no excess movement will shift the GCS during 

operations.

The route of the moving vehicle must be determined prior to operation and the PIC must 

ensure that no part of the route will obscure the safety observer’s view of the vehicle or 

cause any physical obstacles or obstructions to any member of the flight team.

The Area of Interest (AOI) must be large enough to warrant mobile operations, and the 

aircraft cannot be allowed to exit the AOI under any circumstance. The only change to 

the standard operating procedures (SOP’s) with mobile operations must be an update of 

the LOL (Loss of Link) site. Mobile operations are only permitted if suitable LOL sites 

are within 500 ft. of the PIC at all times. The entire AOI must also meet the “sterile 

environment” of a static site as described on page 4-4 of the Operations Manual, 

otherwise mobile operations are prohibited.

A copy of the Nova Family of Systems Operations Manual, which contains proprietary 

information, is attached hereto as Exhibit B, and is to be held in a separate file pursuant to 14 

C.F.R. § 11.35(b).

c. Flight Operations Of The Nova F6500 UAS Are Limited To The 

Line Of Sight Of A Certificated Private Pilot in Command With 

A Safety Observer.

Altavian will only utilize certificated Private Pilots who possess a valid Airman Medical

Certificate to act as a pilot in command of the Nova F6500 UAS. Additionally, a safety 

observer, who will also possess a valid Airman Medical Certificate, and who has completed a 

private pilot ground school, and passed the FAA private pilot knowledge test, will assist all 

pilots. Additionally, both the pilot in command and safety observer must complete the Altavian 

Nova Operators Course and meet the experience requirements as set forth in the Nova Family of 

Systems Operations Manual. A copy of the Nova Family of Systems Operations Manual, which 

contains proprietary information, is attached hereto as Exhibit B, and is to be held in a separate 

file pursuant to 14 C.F.R. § 11.35(b).
25

d. Flights Will Be Conducted Pursuant To Specific Operating 

Limitations.

In seeking this exemption, Altavian proposes to commercially operate the Nova F6500

UAS for the special purpose of conducting aerial acquisitions over the United States, pursuant to 

the following specific operating limitations:

1) Operations authorized by the grant of exemption will be limited to the following 

aircraft described in the operating documents, which is a fixed-wing aircraft weighing 

less than 15 pounds: Altavian Nova F6500. Proposed operations of any other aircraft will 

require a new petition or a petition to amend the grant. 

2) The Nova F6500 UA may not be flown at an indicated airspeed exceeding 58 knots. 

3) The Nova F6500 UA must be operated at an altitude of no more than 1,200 feet above 

ground level (AGL). All altitudes reported to ATC must be in feet. 

4) The Nova F6500 UA must be operated within visual line of sight (VLOS) of the Pilot 

in Command (PIC) at all times. This requires the PIC to be able to use human vision 

unaided by any device other than corrective lenses, as specified on the PIC’s FAA-issued 

airman medical certificate. 

5) All operations must utilize a Visual Observer (VO). The VO may be used to satisfy 

the VLOS requirement as long as the PIC always maintains VLOS capability. The VO 

and PIC must be able to communicate verbally at all times. The PIC must be designated 

before the flight and cannot transfer his or her designation for the duration of the flight. 

The PIC must ensure that the VO can perform the functions prescribed in the operating 

documents. 

6) The operating documents and the grant of exemption must be maintained and made 

available to the Administrator upon request. If a discrepancy exists between the 

conditions and limitations in the exemption and the procedures outlined in the operating 

documents, the conditions and limitations in the grant of exemption take precedence and 

must be followed. Otherwise, the operator must follow the procedures as outlined in its 

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

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

documents to the Administrator upon request. The operator must also present updated 

and revised documents if it petitions for extension or amendment to the grant of 

exemption. If the operator determines that any update or revision would affect the basis 

upon which the FAA granted the exemption, then the operator must petition for 

amendment to its grant of exemption. The FAA’s UAS Integration Office (AFS-80) may 

be contacted if questions arise regarding updates or revisions to the operating documents. 
26

7) Prior to each flight, the PIC must inspect the Nova F6500 UAS to ensure it is in a 

condition for safe flight. If the inspection reveals a condition that affects the safe 

operation of the Nova F6500 UAS, the Nova F6500 UA is prohibited from operating 

until the necessary maintenance has been performed and the Nova F6500 UAS is found 

to be in a condition for safe flight. The Nova F6500 Ground Control Station must be 

included in the preflight inspection. All maintenance and alterations must be properly 

documented in the aircraft records. 

8) Any Nova F6500 UAS maintenance or alterations that affect the UAS operation or 

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

functional test flight. The PIC who conducts the functional test flight must make an entry 

in the Nova F6500 UA aircraft record of the flight.

9) In addition to the pre-flight inspection section in the operating documents, the preflight 

inspection must also account for all discrepancies, i.e. inoperable components, items, or 

equipment, not already covered in the relevant sections of the operating documents. 

10) The operator must follow the Nova F6500 manufacturer’s UAS aircraft/component, 

maintenance, overhaul, replacement, inspection, and life limit requirements. 

11) The operator must carry out its maintenance, inspections, and record keeping 

requirements, in accordance with the operating documents. Maintenance, inspection, and 

alterations must be noted in the aircraft logbook, including total flight hours, description 

of work accomplished, and the signature of the authorized Nova F6500 maintenance 

personnel or PIC returning the Nova F6500 to service. 

12) The operator’s Nova F6500 authorized maintenance personnel or PIC must make a 

record entry in the UAS logbook or equivalent document of the corrective action taken 

against discrepancies discovered between inspections. 

13) The operator’s Nova F5600 authorized maintenance personnel, PIC and VO must 

receive and document training referenced in the operating documents. 

14) The UAS operated under the exemption must comply with all manufacturer System 

and Safety Bulletins.

15) The PIC must possess at least a FAA-issued private pilot certificate and a valid FAAissued airman medical certificate. The PIC must also meet the flight review requirements 

specified in 14 C.F.R. 61.56 in an aircraft in which the PIC is rated on his or her pilot 

certificate. 

16) Prior to operating for hire, the PIC and VO must have successfully completed 

Altavian’s training syllabus as outlined in the operating documents. In addition, the PIC 

and VO must also have successfully completed annual (recurrent) training in accordance 

with the operating documents. A record of training must be documented and made 

available upon request by the Administrator. Training, proficiency, and experience-
27

building flights for the purpose of training pilots and VOs to conduct flights authorized 

by the exemption are permitted under the terms of the exemption. 

17) If the Nova F6500 UA loses communications or loses its GPS signal, it must return to 

a pre-determined location within the planned operating area and land, or be recovered in 

accordance with the operating documents. 

18) The PIC must abort the flight in the event of unpredicted obstacles or emergencies 

pursuant to the operating documents. 

19) The operator must obtain an Air Traffic Organization (ATO) issued Certificate of 

Waiver or Authorization (COA) prior to conducting any operations under the grant of 

exemption. This COA will also require the operator to request a Notice to Airman 

(NOTAM) not more than 72 hours in advance, but not less than 48 hours prior to the 

operation. 

20) The Nova F6500 UA operated in accordance with the exemption must be identified 

by serial number, registered in accordance with 14 C.F.R. part 47, and have identification 

(N-Number) markings in accordance with 14 C.F.R part 45, Subpart C. 

21) Before conducting operations, the radio frequency spectrum used for operation and 

control of the Nova F6500 UA must comply with the Federal Communications 

Commission (FCC) or other appropriate government oversight agency requirements. 

22) The documents required under14 C.F.R §§ 91.9 and 91.203 must be available to the 

PIC at the Ground Control Station of the Nova F6500 UAS any time the aircraft is 

operating. These documents must be made available to the Administrator or any law 

enforcement official upon request. 

23) The Nova F6500 UA must remain clear and yield the right of way to all other aircraft 

operations and activities at all times. 

24) If the Nova F6500 UAS is operated from a moving device or vehicle, the operation 

must be in accordance with the operating documents.

25) Nova F6500 UAS operations may not be conducted during night, as defined in 14 

C.F.R. § 1.1. 

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

The Nova F6500 UA may not be operated less than 500 feet below or less than 2,000 feet 

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

27) During operations in the National Airspace System, the UA may not operate within 5 

nautical miles of the geographic center of an airport as denoted on a current FAApublished aeronautical chart unless a letter of agreement with that airport’s management 

is obtained, and the operation is conducted in accordance with a NOTAM as required by 
28

the operator’s COA. The letter of agreement with the airport management must be made 

available to the Administrator upon request.

28) The Nova F6500 UA may not be operated over congested or densely populated areas. 

These areas include but are not limited to the yellow areas depicted on World 

Aeronautical Charts (WAC), Sectional Aeronautical Charts (Sectionals), or Terminal 

Area Charts (TAC). However, aeronautical charts may not reflect pertinent local 

information. Ultimately, it is the PIC’s responsibility to maintain the minimum safe 

altitudes required by 14 C.F.R. § 91.119.

29) Operation of the Nova F6500 UA must be conducted at least 500 feet from all 

persons, vessels, vehicles, and structures not directly involved in the operation. 

30) Operations of the UA may be conducted at distances less than 500 feet from 

participating persons, vessels, vehicles or structures that perform an essential function in 

connection with the special purpose operations. Operations closer than 500 feet from the 

PIC, VO, operator trainees and essential persons, are permitted when operationally 

necessary; but never so close as to present an undue hazard, per 14 C.F.R. § 91.119(a). 

31) Operations of the UA may be conducted at distances less than 500 feet from 

unoccupied vessels, vehicles or structures owned by the land owner/controller when the 

land owner/controller grants such permission and the PIC makes a safety assessment of 

the risk from operations closer to these objects. 

32) All operations shall be conducted with permission from the land owner/controller or 

authorized representative. Permission from land owner/controller or authorized 

representative will be obtained for each flight to be conducted. 

33) Any incident, accident, or flight operation that transgresses the lateral or vertical 

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

the FAA’s UAS Integration Office (AFS-80) within 24 hours. Accidents meeting the 

requirements of 49 C.F.R. part 830 must be reported to the National Transportation 

Safety Board (NTSB) per instructions contained on the NTSB Web site: www.ntsb.gov.

2. Reasons Why An Exemption From The Requirements Of Section 

91.151(a)(1) Would Not Adversely Affect Safety.

A grant of this exemption would ensure the level of safety established by 14 C.F.R. 

Section 91.151(a)(1) because the technical specifications of the Nova F6500 UAS, the Nova 

Operations Manual, and Altavian’s proposed operating limitations ensure that Altavian may 

safely operate the battery powered Nova F6500 UA during daylight hours in VMC for 80 

minutes, landing with 10 minutes of battery power remaining. Furthermore, previous 
29

exemptions granted by the FAA concerning Section 91.151(a)(1) establish that safety is not 

adversely affected when the technical characteristics and operating limitations of a UAS are 

considered.

The Nova F6500 UA is powered by a Lithium Ion 11 Amp hour, 22.2V battery, and is 

protected by two low battery failsafes, while the ground control station (GCS) provides a battery 

indicator on the heads-up display, which indicates the Nova F6500 UA’s current remaining 

battery power measured in volts, providing the PIC with constant awareness of the real-time 

battery voltage during a flight.

The two low battery failsafes that protect the Nova F6500 UA are a “Low AV2battery” 

failsafe and a “Critically low AV battery” failsafe. The “Low AV battery” failsafe flies the UA 

to the location of the ground control station (GCS), or identified Rally point, when the UA

battery reaches a certain threshold of time as configured by the operator (or 20.4V). The 

“Critically low AV battery” shuts the propulsion motor off and lands the UA at its current 

location. This failsafe is triggered if the battery drops below the critical battery voltage as 

configured by the operator, or 19.4V.

Furthermore, an exemption from the requirements of Section 91.151(a)(1) would not 

adversely affect safety because Altavian will only conduct flights during daylight hours in VMC, 

with the duration of each flight not to exceed 80 minutes, as set forth by the Nova Family of 

Systems Operations Manual. A copy of the Nova Family of Systems Operations Manual, which 

contains proprietary information, is attached hereto as Exhibit B, and is to be held in a separate 

file pursuant to 14 C.F.R. § 11.35(b).

 

2 The Nova F6500 UAS Operator Manual defines “AV” as “Aerial Vehicle.” 
30

Likewise, as set forth above, Altavian has proposed specific operating limitations in this 

Petition that will maintain the level of safety established by Section 91.151(a)(1), including the 

following: (1) the Nova F6500 UA will only be operated during daylight hours (i.e. between the 

end of morning civil twilight and the beginning of evening civil twilight, as published in the 

American Air Almanac, converted to local time); (2) Nova F6500 UA will only be operated 

pursuant to visual flight rules (VFR) in visual meteorological conditions (VMC); and (3) the 

duration of each flight shall not exceed 80 minutes.

Significantly, previous exemptions granted by the FAA concerning Section 91.151(a)(1) 

establish that safety is not adversely affected when the technical characteristics and operating 

limitations of the UAS are considered. Relief has been granted for manned aircraft to operate at 

less than the minimums prescribed in Section 91.151(a), including Exemption Nos. 2689, 5745, 

and 10650. Moreover, the FAA has previously granted relief from Section 91.151(a)(1), specific 

to UAS, in circumstances similar, in all material respects, to those presented herein (e.g.

Exemption Nos. 8811, 10808, 10673, 11042, 11062, 11063, 11064, 11065, 11066, 11067, 11080, 

11109, 11110).

3. Reasons Why An Exemption From The Requirements Of Sections 

91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), And 91.417(a) & 

(b) Would Not Adversely Affect Safety.

In seeking this exemption, Altavian submits that the level of safety with regard to the 

regulatory maintenance and alteration requirements established by Sections 91.405(a), 

91.407(a)(1), 91.409(a)(1) & (a)(2), 91.417(a) & (b) will be met because Altavian, the 

manufacturer of the Nova F6500 UAS, will use its trained technicians to perform maintenance, 

alterations, or preventive maintenance on the unmanned aircraft system using the methods, 
31

techniques, and practices prescribed in the manufacturer’s maintenance manual. Furthermore, 

Altavian will document and maintain all maintenance records for the Nova F6500 UAS. 

Since the Nova F6500 UAS will be inspected as prescribed by the manufacturer’s

maintenance manual, Altavian will maintain the level of safety established by Sections

91.405(a), 91.409(a)(1), and 91.409(a)(2). The Nova F6500 Maintenance Manual sets forth

Scheduled Maintenance Inspection Procedures for each system and component. Inspection 

intervals for the Nova F6500 UAS include preflight and post flight inspections, as well as

scheduled inspections every 25 hours, 50 hours, 75 hours, and 100 hours. 

Likewise, the exemption sought will not adversely affect safety because Altavian will

perform maintenance, alterations or preventive maintenance on the unmanned aircraft system

using the methods, techniques, and practices prescribed by the manufacturer’s maintenance 

manual. The Nova F6500 Maintenance Manual details procedures for each component of the 

unmanned aircraft, including the components of the propulsion system, avionics system, payload 

system, fuselage system, wing, and tail. 

A copy of the Nova F6500 Maintenance Manual, which contains proprietary information, 

is attached hereto as Exhibit C, and is to be held in a separate file pursuant to 14 C.F.R. § 

11.35(b). 

Furthermore, the exemption sought would maintain the level of safety established by 

Sections 91.407, 91.417(a) and 91.417(b) because all maintenance of the Nova F6500 UAS will 

be performed by Altavian trained technicians, who will document and maintain maintenance 

records for the Nova F6500 UAS. Altavian trained technicians are qualified to conduct any and 

all maintenance to ensure the safe operation of the Nova family of UAS, conduct all service 

inspections, and authorize the use of each vehicle in the Nova family of UAS based upon 
32

completion of appropriate inspections. See Nova Family of Systems Operations Manual, Exhibit 

B, at page 3-4. Pursuant to the Nova Family of Systems Operations Manual and the Nova F6500 

Maintenance Manual, a Maintenance Action Form must be completed and saved in the 

maintenance logs for all maintenance that is performed on the UAS. The procedures for 

maintaining the maintenance logs for the UAS are fully set forth in the Nova Family of Systems 

Operations Manual, Exhibit B, at Chapter 5, and the Nova F6500 Maintenance Manual, Exhibit 

C, at Chapter 5.

Significantly, previous exemptions granted by the FAA concerning Sections 91.405(a), 

91.407(a)(1), 91.409(a)(1) & (a)(2), 91.417(a) & (b) establish that safety is not adversely 

affected when the technical characteristics and operating limitations of a UAS are considered. 

The FAA has previously granted relief specific to UAS in circumstances similar, in all material 

respects, to those presented herein (e.g. Exemption Nos. 11062, 11063, 11064, 11065, 11066, 

11067, 11080, 11109, 11110, 11112).

 4. The FAA May Prescribe Any Other Conditions For Safe Operation.

In accordance with Section 333 of the FAA Modernization and Reform Act of 2012

(FMRA) and 14 C.F.R. § 21.16 entitled Special Conditions, Altavian requests that the FAA

prescribe special conditions for the intended operation of the Nova F6500 UAS, which contain 

such safety standards that the Administrator finds necessary to establish a level of safety 

equivalent to that established by 14 C.F.R. Part 21, Subpart H, and 14 C.F.R §§ 91.151(a)(1), 

91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b). Such special conditions will

permit safe operation of the unmanned aircraft for the limited purpose of conducting aerial 

acquisitions over certain rural areas in the United States. FMRA Section 333 sets forth the 

requirements for considering whether a UAS will create a hazard to users of the NAS or the 

public, or otherwise pose a threat to national security; and further, provides the authority for such 
33

UAS to operate without airworthiness certification in accordance with any requirements that 

must be established for the safe operation of the aircraft systems in the NAS. 

Likewise, the Administrator may prescribe special conditions pursuant to 14 C.F.R. 

§ 21.16, for operation of the Nova F6500 UAS, since the airworthiness regulations of 14 C.F.R. 

Part 21 do not contain adequate or appropriate safety standards, due to the novel or unusual 

design features of the aircraft. Section 21.16, entitled Special Conditions, states the following:

If the FAA finds that the airworthiness regulations of this subchapter do not contain 

adequate or appropriate safety standards for an aircraft, aircraft engine, or propeller 

because of a novel or unusual design feature of the aircraft, aircraft engine or propeller, 

he prescribes special conditions and amendments thereto for the product. The special 

conditions are issued in accordance with Part 11 of this chapter and contain such safety 

standards for the aircraft, aircraft engine or propeller as the FAA finds necessary to 

establish a level of safety equivalent to that established in the regulations.

See 14 C.F.R. § 21.16.

Therefore, in accordance with FMRA Section 333 and 14 C.F.R. § 21.16, the FAA may

prescribe special conditions for Altavian’s intended operation of the Nova F6500 UAS, which

contain such safety standards that the Administrator finds necessary to establish a level of safety 

equivalent to that established by 14 C.F.R. Part 21, Subpart H, and 14 C.F.R Sections 

91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b).

F. A Summary That Can Be Published In The Federal Register, stating:

The Rules From Which Altavian Seeks Exemption:

Altavian, Inc. seeks exemption from the requirements of 14 C.F.R Sections 91.151(a)(1), 

91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b).

A Brief Description Of The Nature Of The Exemption Altavian Seeks:

This exemption will permit Altavian, Inc. to commercially operate an Unmanned Aircraft 

System (UAS) for the purpose of conducting aerial acquisitions and research over certain 

rural areas of the United States. 
34

G. Any Additional Information, Views, Or Arguments Available To Support 

Altavian’s Request.

This Petition is made pursuant to the FAA Modernization and Reform Act of 2012

(FMRA) Section 333, which directs the Secretary of Transportation to determine if certain UAS

may operate safely in the NAS. As such, Altavian’s request for exemption may be granted 

pursuant to the authority of FMRA Section 333 and 14 C.F.R. Part 11, as set forth above. 

FMRA Section 333 sets forth the requirements for considering whether a UAS will create 

a hazard to users of the NAS or the public, or otherwise pose a threat to national security; and 

further, provides the authority for such UAS to operate without airworthiness certification. 

As discussed in detail above, the Nova F6500 UAS has in the past, and will continue in 

the future, to operate safely in the NAS without creating a hazard to users of the NAS, or the 

public, or otherwise pose a threat to national security.

CONCLUSION

As set forth herein, Altavian seeks an exemption pursuant to 14 C.F.R. § 11.61 and 

Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA), which will permit safe 

operation of the Nova F6500 UAS commercially, without an airworthiness certificate, for the 

limited purpose of conducting aerial acquisitions over certain areas of the United States. By 

granting this Petition, the FAA Administrator will be fulfilling the Congressional mandate of the 

FAA Modernization and Reform Act of 2012, while also advancing the interests of the public, by 

allowing Altavian to safely, efficiently, and economically operate the Nova F6500 UAS

commercially within the NAS.

WHEREFORE, in accordance with the Federal Aviation Regulations and the FAA 

Modernization and Reform Act of 2012, Section 333, Altavian respectfully requests that the 

Administrator grant this Petition for an exemption from the requirements of 14 C.F.R Sections 
35

91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b), and permit 

Altavian to operate the Nova F6500 UAS for the purpose of conducting aerial acquisitions and 

research over certain rural areas of the United States.

Dated: December 12, 2014

Respectfully submitted,

The Aviation Law Firm

/s/ Gregory S. Winton

____________________________

Gregory S. Winton, Esq.

Jared M. Allen, Esq. 

1997 Annapolis Exchange Parkway

Suite 300

Annapolis, Maryland 21401

Tel: (301) 294-8550

Fax: (866) 568-9886

Attorneys for Petitioner 

cc: James H. Williams, AFS-80

Robert Pappas

Dean Griffith, Esq.