1

Doede D Barth Colby Ready Store 141 South Main Street Morton, I llinois 61550 Telephone: 309
- 231
- 9107 DoedeBarth@gmail.com 2 5
- Jun
- 2015 U. S. Department of Transportation , Docket Operations West Building, Ground Floor, Room W12
- 140 1200 New Jersey

Ave., SE Washington, DC 20590 Re: Exemption Request Section 333 of the FAA Reform Act and Part 11 of the Federal Aviation Regulations 14 CFR part 21, Subpart H; 14 CFR part 36 ; 14 C.F.R. §91.203 ; C.F.R. §91.405 (a) ; 407 (a) (1); 409 (a) (2); 417(a) & (b); 1 4 C.F.R. § 45.23 (a) and (b) ; "PI C must hold either an airline transport, commercial, private, recreational, or sport pilot certificate"; 14 CFR § 61.56; C.F.R. 2 § 61.113 (a) and (b) ; "visual line of sight"; 14 C.F.R. §91.7(a); 14 C.F.R. § 91.9 (b) (2); 14 C.F.R. § 91.103; 14 C.F.R. §91.109; 14 C.F.R. §91.119; 14 C.F.R. §91.121 ; 14 C.F.R. § 91.151(b) Dear Sir or Madam: Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the Reform Act) and 14 C.F.R. Part 11, I llinois Dron es, a developer and operator of Small Unmanned Aircraft Sy stems (“sUAS ”) equipped to conduct aerial data collection for hire using remote sensin g and measuring b y instruments recorded aboard and transmitted to the ground b y i ts growing fleet of fixed wing and multirotor s UA S s for:

- imagery

(photography , video, infrared, etc.) ;

- electronic measurement (precision surveying, RF anal ys is, etc.) ;

- chemical measurement (particulate measurement, etc.) ;

- other gathering of data b y other instruments placed and to be placed aboard the sUASs ;

- aerial photography and video for the motion picture , television and commercial video industry ;

- search and rescue services for hire ;

- accident and disaster insurance compensation evaluation;

- construction, transportation, communication, distribution, utility and risk2 management services

- and other services as requested for by customers ' for their needs, hereb y applies for an exemption from the below listed Federal Aviation Regulations (“FARs”) to allow commercial operation of its sUASs, so long as such operations are conducted within and under the conditions outlined by an Exemption or as may be established by the FAA as required by Sec tion 333 or other legislation governing sUASs in the future
. T he requested E xemption would permit the operation of small, unmanned and relativel y inexpensive sUAS s under controlled conditions in airspace that is and will be in compliance with current and future definitions and limitations for sUAS vehicles defined and enforced by the FAA. A list of propoosed sUASs is included in Appendix A , B and C
. The exemptions herein requested would provide enhanced safety , decreased ecological impact and increased financial savings to the citizens and businesses of the United States of America , as well as enhancements to the quality and quantity

of the aerial data and video/photography gathered by

using light weight highl y mobile and nimble aircraft with electricity for fuel instead that replaces the use of costly heav y aircraft, dangerous fuels, time consuming preparation to and from airports, and large areas for take off s, launches and landings that conventional aircraft, rotorcraft and satellites need in deplo yi ng their services. By using low environmentally impacting sUASs in the United States of America , advantages to helping the infrastructure and econom y of the USA to thrive , sUASs can be deplo yed from small land based on
- road or off
- road vehicle s on location quickly and efficiently with savings in fuel , time and overall manpower. sUASs

– as outlined in this exemption

– can be used for the betterment of the general public , as follows:3

**F or**  **agricultural crop and conditions**  **surveying** of small and large areas, the sUASs data that is gathered can be deployed quickly to the customer and can provide nearl y instanaeous information to the farmer so that she can react as quickly as to possible pending threats to crops and enhance decisions for harvesting and drainage concerns
. **For manufacturing**  **and production facilities** , sUASs can survey current layouts of buildings more efficiently and in minute detail so that layout projections o f current land use and locations for new facilities for planning and development can result in better and more cost efficient products and services
. **For inspection of building**  **s** , real estate, traffic flow, security, bridges, towers, lighting, stadiums, lak es and streams, drainage, pollution impact, and more in all types of industries and situations, sUASs can get up close and personal to problem areas. **For search and rescue** , for first responders and for disaster evaluation after an event, when a sUAS in th e hands of a skilled Pilot In Command , the sUAS can quickl y be depoloyed and get to the scene when time counts. sUASs can provide both close up and wide angle live vi deo in mere seconds to determine survivors, safety considerations to those responding, hazards that are present on site scope of the disaster that no other vehicle or machine can provide. **For real estate services**  , sUASs can provide initial data for determination of many factors for developers, buye rs, sellers, and government agencies by providing data for condition s of the land or inaccessible or difficult accessible areas (e.g. steep roofs, steeple conditions, shingle conditions, unstable terrain, impassable terrain, etc.) . The sUASs provid e safer environments vs. ladders and scaffolding, less expensive aerial data gathering operations and more immediate and situation ally tailored data, and with photo and video information.4

**In life or death situations** , use of sUASs equipped with First Person View (FPV) in the hands of a skilled FPV pilot, can save lives b y searching for survivors of a catastroph ic event without a human or canine risking their lives if it isn't necessary or deemed impossible to do so (and without endangering not a single cubic inch of airspace b y exempting FPV for use for h ire in life threatening situations) . Also use of FPV on an sUAS equipped with payload carrying capabilities can deliver to victims in those situations ( described above ) food, water , items for comfort and safety and communication devices that can save their lives , the lives of the responders and enhance the chances of a positive outcome of the ir rescue. Approval of this portion of this exemption would thereb y enhance safety , save lives and fulfill the Secretary

of Transportation’s (the FAA Administrator’s) responsibilities to “...establish requirements for the safe operation of such aircraft sy stems in the national airspace s ys tem.” Section 333(c) of the Reform Act. The name and address of the applicant is: Name: Doede D Barth Address: 141 South Main Street, Morton, I llinois 61550 Telephone: 309
- 231
- 9107 (cell phone) Email: DoedeBarth@gmail.com Qualifications of Applicant: The applicant and operator of Illinois Drones holds a single engine land private pilot certificate with 3 rd Class Medical
. Qualifications of Chief PIC: The PI C offers a wide range qualifications:

- successful takeoffs and landings in simulators in over 200 aircraft including fixed wing, single and multi rotorcraft, glid er s, tow planes

- successful landing and takeoffs in simulators on aircraft carriers, domestic and foreign runway s, grass strips, water, dirt, and the moon and other planets using NASA approved software that mimics the properties of low gravity moons and planets. Using the same software5

the chief PIC has successfully launched scratch built rockets and manuall y controlled spacecraft to insert into stable orbits and also to repeatedl y dock with the I SS International Space Station manually
.

- nearl y a thousand of hours in total simulator time in acrobatic, single and multiengine, turbine, constant speed, jet, and rocket vehicles.

- unknown total simulator time (1000+ hours?) in sUAS simulator software using the same control that are used throughout the industry and as seen on other granted FAA exemptions for approved sUAS applicants. Also the chief PIC has built and flown remote controlled vehicles assembled from kit form and "from scratch " fixed wing aircraft and multirotor aircraft
. Regulations from which the exemption is requested: 14 CFR part 21, Subpart H 14 CFR part 36 14 C.F.R. §91.203 C.F.R. §91.405 (a) ; 407 (a) (1); 409 (a) (2); 417(a) & (b) 14 C.F.R. § 45.23 (a) and (b) "P IC must hold either an airline transport, commercial, private, recreational, or sport pilot certificate" 14 CFR § 61.56 C.F.R. 2 § 61.113 (a) and (b) "visual line of sight" 14 C.F.R. §91.7(a) 14 C.F.R. § 91.9 (b) (2) 14 C.F.R. § 91.103 14 C.F.R. §91.109 14 C.F.R. §91.119 14 C.F.R. §91.121 14 C.F.R. § 91.151(b) This exemption application is submitted to enhance Congress’ goal in passing Section 333(a) through (c) of the Reform Act.
T he Secretary

is required to determine which ty pes of sUAS s do not create a hazard to users of the NAS or the public or pose a threat to national security based upon : The sUAS ’s size, weight, speed, and operational capability ;6

Operation of the sUAS in close proximity to airports and populated areas Operation of the sUAS within visual line of sight of the operator.
I f the Secretary

determines that such vehicles “may operate safel y in the national airspace sy stem, the Secretary

shall establish requirements for the safe operation of such aircraft in the national airspace s ys tem.” Id. §333(c) Equivalent Level Of Safety
. All of I lli nois Drones’ sUASs are either fixed wing or rotorcraft, each weighing less than 55 lbs. including payload. All will operate under normal conditions at a speed of no more than 8 7 knots. Rotorcraft All the rotorcraft each have the capability to

- hover and move vertically and horizontally

simultaneously

- autonomous or manual flight at the hands of PI C

- if transmitter or receiver signal is lost, the aircraft will autonomously , at the determination of the PIC before flight , react ny one of these methods : o to land immediately

where it lost signal (not recommended) or o to hover where it lost signal (not recommended) or o to return to launch site and hover at 10 meters above ground (preferred) or o to return to launch site and land (2 nd preference)

- when signal is reg ained the PI C will take over the flight controls manuall y and if safe to do so will fly

directl y home to determine cause of loss of signal

- the PI C will program the sUAS before flight to autonomously react to one of these methods when battery

reaches a preset perce ntage of battery life remaining: o to land immediately

where it is (not recommended) or o to hover where it is (not recommended) or o to return to launch site and hover at 10 meters above ground (preferred) or o to return to launch site and land (2 nd pre ference)
.7

All I llinois Drones sUASs will operate onl y within the parameters described in either the Illinois Drones' General Flight Safety Manual and Checklist or the Flight Safety Manual s and Checklists provided b y the rotorcraft manufacturer s , or in the case of our sUAS built craft, b y following standard prodecures and checklists provided in our Manual
. All operations conducted by I llinois Drones will be within the confines of FAA regulations and rulings, and also to the principle that the sUAS s wil l “not create a hazard to users of the national airspace sy stem or the public” and that when faced with a decision that continued flight will, in the opinion of the PI C, encounter a possibility to harm life, limb or another's property, the PIC is directed to immediatel y and as safel y as possible sacri fice the sUAS ("ditch the aircraft") to protect other persons or property . T he small size of the sUASs involved in I llinois Drones' operations and the restricted sterile environment within which they will oper ate places the applicant in the center of that zone of safety (an equivalent level of safety) in which Congress envisioned when it directed that the FAA must, b y exemption, allow commercial operations of sUAS s to commence immediatel y. D ue to the size of the sUAS s and the restricted areas in which the relevant sUASs will operate, approval of th is application presents no national security issue. Limitations and Conditions Illinois Drones agrees to be bound to the following points when conducting commercial operations under an FAA issued exemption including : 1 All sUASs will operate under normal non - emergency conditions at speed s less than 8 7

knots 2 All sUASs will weigh less than 55 lbs. including payload 3 All non
- emergency sUAS flights wi ll be operated within line of sight of a pilot in command (PI C) and a visual observer (VO) 4 F lights will be terminated at a battery power reserve depending upon the characteristics of the flight path , wind conditions and distance from launch site that are evaluated8 by the PIC before the flight has begun and programmed into the Flight Control software 5 F lights will be operated at an altitude of less than 400 feet AGL 6 M inimum crew for each operation other than for film and television will consist of the

sUAS Pilot and a Visual Observer 7 For film and television flights and for flights carrying special sensors that need

monitoring during flight , minimum crew will consist of the sUAS Pilot, a Visual Observer and the S pecial S ensor Operator or Camera Operator 8 The sUAS pilot will have at minimum a current US state issued Drivers License and be

in compliance with restrictions stated on the license. 9 The Visual O bserver will have at minimum a current US state issued Drivers L icense

and be in complianc e with restrictions stated on the license. 10 The sUAS Pilot will be Pilot in Command (PI C) and will not hand over his PI C status

midflight unless the PI C has a personal emergency that requires immediate handover or is training another student Pilot or the particular flight complexity requires a Pilot and Copilot 11 The sUAS will only operate within the confines of the route , altitudes and way points that w ere s decided before the flight began and confined to the parameters of the “Sterile Area” as defined in the prebriefing
. 12 If the flight environment requires the establishment of a “Security Perimeter” for the flight operations area , the flight will at all times be a flight flown within the confines of those pre established perimeters
. 13 A briefing wil l be conducted in regard to the planned sUAS operations with all involved

persons prior to each flight activity
. 14 It will be mandatory that all personnel who will be performing duties within the boundaries of the safety perimeter will be present for th e preflight briefing
. 15 For an y flight requiring it , the operator will file a Form FAA 7711
- 2
- Certificate of

Waiver or Authorization Application , or its equivalent, with the appropriate Flight Standards District Office. 16 The operator will obtain the consent of all persons involved in the conduct of the sUAS

flight and preparation of it and ensure that onl y consenting pe rsons will be allowed9 within the required distance away from the flight operation, and this radius may be reduced or expanded based up on an equivalent level of safety determination, as deemed safe b y the PI C at the prebriefing
. 17 Only

w ith the advanced permission of the relevant FSDO, operations may be conducted within the influence of airport control with modified minimums as required by the FSDO
. 18 The operator will submit a written Plan of Activities to the FSDO three days before the

proposed operations as required for operations requiring it
. 19 Pilot and visual observer will have each been trained in their part b y the operator i n the

safe operation of sUAS s generall y and receive up to date information on each particular sUAS flight worthiness to be operated. 20 The Visual Observer and P ilot will at all times be able to communicate b y voice without

use of electronic or amplifying devices
. 21 Written and/or oral permission from relevant property holders within the secrity perimeter of the flight area will be obtained before flight
. 22 Permission from relevant owners of property close to the flight area will be obtained if it

is a close quarters flight and within flight safety zones determined b y P IC and by regulation of FAA and exemptions to special flight rules
. 23 All required permissions and permits will be obtained as required from terri torial, state,

county or city jurisdictions, including local law enforcement, fire, or other appropriate governmental agencies before flight
. Given the clear direction in Section 333 of the Reform Act, the authority contained in the Federal Aviation Act, as amended ; the strong equivalent level of safety surrounding the proposed operations, and the significant public benefit, including enhanced safety, reduction in environmental impacts, and reduced emissions associated with allowing sUAS s, the grant of the requested exemptions is in the public interest. Accordingl y, the applicant respectfull y requests that the FAA grant the requested exemption without delay
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**Aircraft and Equivalent Level Of Safety** The applicant proposes that the e xemption requested herein provide for at least an equivalent or even higher level of safety to operations under the current regulatory structure because the proposed operations represent a safety enhancement to the already safe operations conducted with conventional aircraft. **We request exemption from 14 CFR part 21, Certification procedures for products and**  **parts, Subpart H**

**—**

**Airworthiness Certificates.** Reason for Exemption: The statutory criteria provided in Section 333 of P.L . 112
- 95 in reference to 49 USC § 44704, and in con sideration of the small size of usually less than 5 feet across , weight under 55 lbs , speed s less than 87 knots , and designated and limited operating area of each flight usuall y less than 30 minutes associated with the sUASs aircraft and its operation, Ill inois Drones is in compliance with exemptions given to other entities for Part 21. The Federal Aviation Act (49 U.S.C.§44701 (f)) and Section 333 of the Reform Act both authorize the FAA to exempt aircraft from the requirement for an airworthiness certifi cate, upon consideration of the size, weight, speed, operational capability , and proximity to airports and populated areas of the particular sUAS. In all cases, an anal ys is of these criteria demonstrates that the sUAS operated without an airworthiness certificate, in the restricted environment and under the conditions proposed will be at least as safe, or safer, than a conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate without the restrictions and conditions propose d.
**We request exemption from 14 CFR part 36 for any associated noise certification and**  **testing requirements.** Reason for Exemption: T he FAA has found that similar size, weight and speeds of sUASs as proposed b y petitioner that relief from 14 CFR part 21, and an y associated noise certification and testing requirements of part 36, is not necessary
. **We request exemption from 14 C.F.R. §91.203**  **Civil aircraft: Certifications required.**11

**(a)** Except as provided in§ 91.715 , no person may operate a civil aircraft unless it has within it the following: **(1)** An appropriate and current airworthiness certificate. **(2)** An effective U.S. registration certificate issued to its owner **(b)** No person may operate a civil aircraft unless the airworthiness certificate required by paragraph (a) of this section or a special flight authorization issued under§ 91.715 is displayed at the cabin or cockpit entrance so that it is legible to passengers or crew
. **(c)** No person may operate an aircraft with a fuel tank installed within the passenger compartment or a baggage compartment unless the installation was accomplished pursuant topart 43 of this chapter , and a copy of FAA Form 337 authorizing that installation is on board the aircraft. **(d)** No person may operate a civil airplane (domestic or foreign) into or out of an airport in the United States unless it complies with the fuel venting and exhaust emissions requirements ofpart 34 of this chapter
. Reason for Exemption: We are not required to have an airworthiness certificate, we don't have a cabin and we don't have fuel tanks or exhaust emissions. The Federal Aviation Act (49 U.S.C.§44701 (f)) and Section 333 of the Reform Act both authorize the FAA to exempt aircraft from the requirement for an airworthiness certificate, upon consideration of the size, weight, speed, operational capability , and proximity to airports and populated areas of the particular sUAS. In all cases, an anal ys is of these criteria demonstrates that the sUAS operated without an airworthiness certificate, in the restricted environment and under the conditions proposed will be at least as safe, or safer, than a conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate without the restrictions and conditions proposed. Equivalent Level of Safety We will keep an y documents required in this exemption at the ground control point where the PI C is flying the sUAS so the PI C will have immediate access to them, to the extent they are applicable to the sUAS. The FAA has issued numerous exemptions to this regulation. A representative sample of other exceptions includes Exemption Nos. 9565, 9665, 9789, 9789A, 9797, 9797A, 9816A, and 10700. **We request exemption from 14 C.F.R. §91.405 (a)**  **; 407 (a) (1); 409 (a) (2); 417(a) & (b): Maintenance Inspections** 12

These regulations require that an aircraft operator or owner “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 p rescribed in part 43 of this chapter...,” and others shall inspect or maintain the aircraft in compliance with Part 43. These appl y onl y to aircraft with an airworthiness certificate and so will not apply to the applicant. Equivalent Level of Safety: Maintenance will be accomplished by the operator pursuant to the flight manual and operating handbooks supplied by

the manufacturers of the sUAS or the components, software and electronics manufacturers The sUASs are very

lim ited in size and will carry a small payload of sensors and/or cameras and operate onl y in restricted small areas for limited periods of time. If mechanical issues arise the sUAS can land immediately and will be operating from no higher than 400 feet AGL.
T he operator and PIC will ensure that each sUAS is in working order . Before, during or after each flight the PIC is required to provide a check of all sy stems and note in the aircraft log abnormal characteristics of performance and appearance and, prior t o initiating flight, check the logs of the sUAS to familiarize him with those abnormalites and if action has been taken or not. The PI C is the person most familiar with the aircraft and best suited to maintain the aircraft in an airworth y condition to pro vide the equivalent level of safety. **We request exemption from 14 C.F.R. § 45.23**  **(a) and (b). Marking of the Aircraft** 

**(a)** Each operator of an aircraft must display on that aircraft marks consisting of the Roman capital letter “N” (denoting United States registration) followed by the registration number of the aircraft. Each suffix letter used in the marks displayed must also be a Roman capital letter. **(b)** When marks include only the Roman capital letter “N” and the registration number is displayed on limi ted, restricted or light
- sport category aircraft or experimental or provisionally certificated aircraft, the operator must also display13 on that aircraft near each entrance to the cabin, cockpit, or pilot station, in letters not less than 2 inches nor more than 6 inches high, the words “limited,” “restricted,” “light
- sport,” “experimental,” or “provisional,” as applicable.

. Reason For Exemption: Two inch lettering anywhere on the craft will be impossible to fit on the aircraft. The size of the rotorcraft s UAS is small and unmanned and as such, does not have an entrance to the cabin, cockpit, or pilot station ex cept on the ground
. Equivalent Level of Safety : The equivalent leve l of safety will be provided b y marking each of their sUASs with the N number if that applies and the word "Experimental" somewhere on the sUAS as large as practical to comply

with §45.23. The FAA has issued the following exemptions to this regulation to Exemptions Nos. 10700, 8738, 10167 and 10167A. **We request exemption from the recent FAA rule shown in**  **Exemption No. 11817 Regulatory Docket No. FAA** 

**– 2015** 

**– 1095**  **that an sUAS "PIC**  **must hold either an airline transport, commercial, private, recreational, or sport pilot certificate"**  **a nd**  **we further**  **request an exemption from 14 CFR §**  **61.56: 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**  **"** (unless of course it is an sUAS certificate) **.** The recent addition to the Section 333 exemption process of the Sport certification as an additional avenue of certification in an exemption for an sUAS Pilot does not in any way enhance or show any equivalent level of safety to the National Airspace S ys tem. Reason for exemption: All exemptions before us have not addressed the following issues and we ask for a special review for our exemption of the pilot certification requirement because the requirement does not address the negative impact that continuing this requirement has on the level of safety to the National Airspace S ys tem, the level of safety of the FAA certified pilots flying in it, the level of safety for14

the passengers fl yi ng in the commercial airline s ystem, the level of safety of the General Aviation pilots and passeng ers, the level of safety of the student pilots , the level of safety of those on the ground impacted by accidents, the level of safety of sUAS Pilots, and the level of survivability

of the sUAS industry that would result in unsafe practices in handing out e xemptions for this rule that doesn’t address the following: Shown in Appendix D are 90 Test Bank questions from the FAA website for L ight Sport Pilot's license with an extra column on the left showing our evaluation of the question s if it pertains to an e quivalent level of safety in operating an sUAS
. Our findings are as follows: Requiring an sUAS pilot to hold an FAA Pilot Certificate as of the date of this request for exemption does not enhance the equivalent level of safety as required by

directives from Congress. In fact, by f ocusing on the wrong solutions takes away a ssets of money

and time from the real problem: the proper training of the sUAS Pilot in weather, aeronautical charts, the classes of airspace and the simulated and actual fl yi ng of sUASs
. 1) Of the 90 questions presented on the FAA website as a sampling of the knowledge needed for a Light Sport Pilot l icense, we found none of the questions pertain to the skill level of providing safety in fl yi ng an sUAS. 2) 92.2%
- of the 90 questi ons are invalid and would not be applicable to sUAS operations. Onl y 7 of the questions (7.8%) presented in the FAA test bank pertain to some knowledge that would help an sUAS pilot
- and those are knowledge based in weather and map reading 2) To acquire and maintain a Light Sport Pilot license, it would cost the operator or pilot approximately $5,000 to satisfy a requirement that only

provides 7.8% of the knowledge a PI C needs to fl y an sUAS. It also takes away man y hours studying s ys tems and knowledge that the sUAS pilot would never use in his sUAS flying. 3) Virtually

zero of the airline transport, commercial, private, recreational, or sport pilot certificate License graduates would be able to successfully fl y an sUAS after receiving th eir15

respective certificate . But 100% of the airline transport, commercial, private, recreational, or sport pilot certificate License graduates would be able to fly an aircraft in their certificate class after graduation
. Zero of the sUAS pilots would be able to fl y an sUAS after getting an airline transport, commercial, private, recreational, or sport pilot certificate License. 4) Virtually

zero of the recurring training and flight requirements of the airline transport, commercial, private, recreational, or sport pilot certificate holders would enable the airline transport, commercial, private, recreational, or sport pilot certificate license holder to more successfull y fl y an sUAS after receiving their respective recurrent training but 100% of the airline transport, commercial, private, recreational, or sport pilot certificate holders would be able to fly

an aircraft in their certificate class after that training
- better
. Zero of the sUAS pilots would be able to fl y an sUAS better after ge tting an airline transport, commercial, private, recreational, or sport pilot recurrent training. 5) An evaluation of 356 questions from a test bank for private pilot (Appendix F) resulted in 69% invalid question s as it pertains to sUAS flight knowledge but zero of the questions even ask about an y relevant sUAS sy stems or s UAS s kills. 6) If one were to remove the 86 or so aeronautical map reading and weather related questions from the private pilot test bank (that we feel are essential knowl edge for the sUAS pilot), of the 270 remaining questio ns, fully 85% of the question s will never be used b y the sUAS pilot. 7) At of cost of $5,000 for a Sport license , onl y $ 40 0 worth (8%) of the entire expense and hours spent is a valid expense and does not address one aircraft s ys tem or characteristic of sUAS equipment or flight. Nearly 100% of the time a student pilot spends on earning his airline transport, commercial, private, recreational, or sport pilot certificate would be better spent on sUAS sy stems , simulations , electronics and actual flying
. 8) For a Private Pilot license costing about $12,000 very little knowledge, resources and time is valid for an sUAS pilot and does not address one system or characteristic of sUAS equipment or16

flight. Ne arl y 100% of the time a student pilot spends on earning his certificate would be better spent on sUAS sy stems and flight time. These numbers are staggeringl y opposite of what an equivalent level of safety was intended b y Congress when it ordered the Secre tary of the Department of Transportation to SEC. 333. SPECIAL RULES FOR CERTAIN UNMANNED AIRCRAFT SYSTEMS. (c) REQUIREMENTS FOR SAFE OPERATION.

—If the Secretary determines under this section that certain unmanned aircraft s ys tems may

operate safel y in th e national airspace sy stem, the Secretary

shall establish requirements for the safe operation of such aircraft s ys tems in the national airspace s ys tem. Requiring certification to hold an airline transport, commercial, private, recreational, or sport pilot certificate does not provide that intent from Congress to the Secretary Of Transportation and is counterproductive to the safety of the National Airspace System and does not ehance the security of the country. Yes, this Section 333 has to do with the equipment but inherent in the machines is the quality

of the operator, the Pilot in Command. To not address the level of skill that an sUAS pilot must have is negligent. To require a licensing s ys tem that holds nearl y zero advantage to the sUAS flight envel ope and piloting skill is negligent. Equivalent Level of Safety: Just as an operator of a aircraft rental business requires that a renter demonstrate s his abilities in flight before renting , I llinois Drone s requires that a PI C can operate its sUAS s with precision and accuracy under normal and emergency conditions through verbal and actual flight testing. Illinois Drones requires the PI C to have basic knowledge of

- weather sy stems and development ,

- sUAS flight manuals and limitations

- the operator's Il linois Drones Manual for operations and limitations,

- all sUAS sy stems and components of the sUAS he is flying by pointing to the electronic components and programming the flight on our software ,17

- PI C sUAS handhelf controls and intimiately familiar with each switch, knob and button, and the procedures used in normal flight and emergencies The PI C is also required to keep on location a NWS weather radio or smart phone with local radar ap that provides current up to the minute conditions and forecasting r eports, and to check specific weather components like wind and precipitation before the preflight briefings so that he can relay conditions to the VO and participants
. N one of these items are ever discussed or a d dress ed as the skills needed to fly an sUAS and these knowledge points are never required in an y licensing of an airline transport, commercial, private, recreational, or sport pilot certificate
. E xcept for 7 .8 % +/
- of questions for sport pilot or 15% for private pilot school, for example , the prospective sUAS pilot has a zero requirement of time in aircraft but is required to shell out $5,000
- $12,000 or more to satisfy this requirement that leaves the certificate holder with zero capability of actually

successfully fl yi ng a sUAS. A gra duate of any FAA pilot certificate license or course from Light Sport Pilot to airline transport would result in virtually

zero ability

to fl y an sUAS , whether the current license is for Light Sport Pilot as well as any airline transport, commercial, private, recreational , acrobtic , military supersonic or fighter jet, Space Shuttle or Rocket Jockey flight ticket s . Many 5 year old sUAS pilots can land on a dime if asked while just any brand new FAA certificate holder would be hard pressed to even hover on e inch above ground or take off with a STOLsUAS fixed wing if you handed them a transmitter control box. No other certificate requires zero time in an aircraft except sUAS which is an uneven requirement and actuall y endangers the National Airspace S ys tem tremendously
. Therefore, is is the responsibility of the Department of Transportation to enhance the safety of the National Airspace S ystem by allowing, in lieu of an airline transport, commercial, private,18

recreational, or sport pilot, that the operator of an sUAS commercial business require all its Pilots to pass a ground school exclusively pertaining to sUAS:

- components of airframe , electric motors, GPS and electronics

- simulator time until they can fl y acrobatically with no crashes to understand controls and flight characteristics of sUASs

- weather basics

- FAA aeronautical map reading interpretation

- Classes of the National Airspace and its impact on sUAS flights

- p ractical demonstration of abilities in handling sUAS of ty pe to be flown An immensely

measurable greater level of safety is achieved when proper education and time are spent on training sUAS Pilots of the sy stems of the sUAS rather than making him spend ten to a thousand times the money that an entire sUAS aircraft costs just in learning how to take off land a vehicle that is of little worth to his sUAS piloting abilities
. We therefore feel that we can demonstrate to the Department of Transportation, the FAA, Congress , an y other regulatory agency that is concerned with the National Airspace S ys tem, and all holders of FAA certificates that have never flown an sUAS that the requirement of holding and maintaining an airline transport, commercial, private, recreational, or s port pilot license does not enhance or provide an equivalent a level of safety to the National Airspace S ys tem as it pertains to the skill of flying an sUAS. In fact, we can prove as we have here that requiring that an sUAS pilot spend his time and mone y resources on non - valid licensing requirements acutally causes a negative impact on the National Airspace Sy stem when those same resources of time and money can be saved dramaticall y in costs and the time spent on sUAS targeted resources available today , right now, as of this writing will increase the level of safety t o the National Airspace Sy stem and its security . **WE request exemption from 14 C.F.R. 2**  **§ 61.113 (a) and (b)**  **Private pilot privileges and limitations: Pilot in command.** 19

**(a)** Except as provided in paragraphs (b) through (h) of this section, no person who holds a private pilot certificate may act as pilot in command of an aircraft that is carrying passengers or property for compensation or hire; nor may that person, for compensation or hire, act as pilot in command of an aircraft. **(b)** A private pilot may , for compensation or hire, act as pilot in command of an aircraft in connection with any business or emplo ym ent if: Reason for Exemption: We are not operatin g as private pilots , tho ugh th e operator of this request holds a private pilot certificate. We do not operate in vehicles that carry people. We are fl yi ng unmanned vehicles
. The FAA does not have a valid safe program in place for giving us sUAS flying certificates that make each of u s a safe pilot, so at this time we must devise our own safety methods outside of existing FARs that have nothing to do with our machines but evey thing to do with procedures that are tried and true. We agree with the procedures wholeheartedl y except the re quirement to spend thousands of dollars on training that does nothing for our sUAS pilots except burn their money and time up that could be spent learning about sUASs. We do not want to spend out money and time getting certified in aircraft smokes, belche s fumes like a sick cow, weighs up to thousands of times more than we need to do our business, and in the end is no use to us in our profession; rather we would spend some of those resources of time and money

on developing safe fl yi ng and educational materials for our pilots and the sUASs we fly to make the National Airspace S ys tem much much safer. We are using 14 C.F.R. 2 § 61.113 (a) and (b) as our method for asking that we be paid for our services while following all the safety and procedural regulations that the FAA is giving us. In this interim time w e request that we may fl y our sUASs for hire in a safe and sane manner if we provide what materials and skill levels we demand our pilots to posesse according to the rules that apply to our sUAS s so that we can earn a living helping people and businesses solve problems by

using our sUASs as one of our tools for the betterment of the United States of America. Equivalent Level of Safety:20

Because of the small size, weight, lower speeds, lower altitudes, because we have in place highl y structured flight parameters education, testing and flight procedures, and because we are confined to a relativel y s mall area in which we are allowed to operate, we operate at an equivalent level of safety in prov iding man y of the same services as our bigger counterparts. **We request exemption from the rule that the PIC must have "visual line of sight" (VLOS)**  **of the sUAS at all times during the flight even during special evaluations of life threatening**  **rescue ope rations**  **.** Applicant understands the reasoning of VLOS and agrees with its purpose and intent aimed primarily at ensuring safety , since a PI C using "First Person View" ("FPV") can’t see the aircraft he or she is fl yi ng and find s it harder to “ **see and avoid** ” other aircraft , people, animals and property in the vicinity . The PI C needs to see his aircraft in relation to surrounding terrain and the developing situations that may change rapidl y when other aircraft , people, animals and property in the vicinity encroach upon the secured perimeter unexpectedly
. We agree with the rulings that require VLOS in normal business operations. Reason for Exemption: We also know that Congr ess has directed the Secretary of the Department of Transportation, in SEC. 333. SPECIAL RULES FOR CE RTAIN UNMANNED AIRCRAFT SYSTEMS:

(b) ASSESSMENT OF UNMANNED AIRCRAFT SYSTEMS.

— In making the determination under subsection (a), the Secretary shall dete rmine, at a minimum

— (1) which types of unmanned aircraft sy stems, 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 user s of the national airspace s ys tem or the public or pose a threat to national security; We interpret this to mean that the Secretary must determine which sUASs do not create a hazard in line of sight operation, but also understand that this does not specificall y prohibit the Secretary to determine which sUASs will not contribute to a hazard when operating under non line of sight operation, in other words, those sUASs that are using First Person View (FPV) technology
.21

When an emergency

situation occur s that is life threatening to one or more victims of a tragic event such as building collapses; areas ravaged b y tornados, or floods, or earthquakes, or tsunamis ; or areas surrounding transportat ion accidents that involve vehicle s including trains, automob iles, planes, trucks, etc ; or in and around industrial accidents with questionable structure integrity or dangerous air quality ; or in other situations that are trapping people in unusual places that require fast evaluation of the situation over a possibly jumbled and confusing terrain, a specially trained and skilled sUAS pilot with FPV experience can provide real time live and recorded video data to First Responders in fire, police and medical fields , and enhance the chances of positive outcome to life an d property for those affected whether as a victim or a responder
. Equivalent Level of Safety: Allowing Illinois Drones to operate for hire specially designe d sUASs using FPV onl y during life threatening situation s would dramatically increase the level of safety to the victims, the First Responders , and the general Public surrounding the event by being able to provide aerial data as far as 400 feet AGL or as close as possible to the situation that can help Responders quickl y assess the situation through the video and/or and other data gathering from the sUAS so that the appropriate officials can then determine the best plan of action in calling for an y particular action, such as evacuation or other options as the case may be
. Only an appropriatel y skilled FPV PI C would be a allowed to operate an Illinois Drones FPV sUASs. A skilled FPV PIC is one with man y hours of FPV training with specific dedicated Rescue sUAV s. He is a PI C who can pass a rigorous demonstration of skill in FPV fl ight in close quarters and unusual flight situations. This skill would be required to show proficiency often and require practice at regular intervals to maximize and enhance safety of those responding and involved in a wide range of unusual event s . He wi ll work closely with agaencies that don't have the money , skill or manpower to have sUASs in their budget for full time funding. Illinois Drones' FPV PI C Manual For Emergency Situations lists the required skills and knowledge an FPV PI C must have to be ab le to respond to an emergency situation. At all times22

it is the FPV PI C' s determination whether any situation is within the skill and education of the FPV PI C
. **We request exemption from 14 C.F.R. §91.7(a): Civil aircraft airworthiness.**  Reason for Exemption: The regulation requires that no person may operate a civil aircraft unless it is in airworthy condition. As there will be no airworthiness certificate issued for the aircraft, should this exemption be granted, no FAA regulatory stand ard will exist for determining airworthiness. Equivalent Level of Safety: Given the size of the aircraft and the requirements contained in the Manual for maintenance and use of safety check lists prior to each flight, an equivalent level of safety will be provided. **We request exemption from 14 C.F.R. § 91.9 (b) (2): Civil Aircraft Flight Manual in the**  **Aircraft.** Section 91.9 (b) (2) provides: No person may

operate a U.S.¬registered civil aircraft ... (2) For which an Airplane or Rotorcraft Flight Manual is n ot required b y §21.5 of this chapter, unless there is available in the aircraft a current approved airplane or Rotorcraft Flight Manual, approved manual material, markings, and placards, or any combination thereof. Reason For Exemption: The sUAS carrying an Airplane or Rotorcraft Flight Manual is useless because the PI C is not on the aircraft and therefore if reference to the manual is needed during flight it would be inaccessible. Also some sUASs are so small that either the Manual would preclude the sUAS from taking off due to weight, or the Manual would be so small that it would be unreadable. Equivalent Level of Safety: T he flight manual , operations manual and Il linois Drones manuals will be kept at the ground control point where the pilot flying the sUAS will have immediate23

access to it. The FAA has issued the following exemptions to this regulation: Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 32827, and 10700. **We request exemption from 14 C.F.R. § 91.103: Preflight action**  R equires each pilot in command to take certain actions before flight to insure the safety of flight including IFR procedures and airport statistics
. Reason for Exemption: We don't operate IF R and do not fly on airport property

unless certain other procedures are followed. Equivalent Level of Safety: The PIC will take all actions including reviewing weather, flight battery

requirements, landing and takeoff clear areas , emergency procedures and distances and aircraft performance data before initiation of flight that will provide at least an equal level of safety . **We request exemption from 14 C.F.R. §91.109: Flight instruction:**  § 91.109 Flight instruction; Simulated instrument flight and certain flight tests. **(a)** No person may

operate a civil aircraft (except a manned free balloon) that is being used for flight instruction unless that aircraft has full y functioning dual controls. Reason for Exemption: Flight instruction is vital in learning sUASs flight characteristics. Some of Illinois Dron es controls have a special plug
- in to enable dual control of the sUASs that can be be handed off during flight to a copilot in training. These controls are used for training purposes and for more dif ficult procedures certain sUASs can be configured for dual controls and full copilot interaction. As this function is not available in all of our sUAS controllers, we ask for this exemption. Equivalent Level of Safety: An increasing number of computer driven simulation software is available with an ever better simulation of real conditions of actual flight characteristic s . The controllers used in this software24

are the actual controller s used in real sUAS flights. Safe simulation and practice flight s will be carried out in controlled environments as training
. All simulations will be carried out on a computer using the sUAS' controls. An y practice flying will take place in a safe environm ent, with no risk to human life
. In 'normal' sUASs, flight control is accomplished through the use of one control box that communicates with the aircraft via radio communications. The FAA has approved exemptions for flight training without fully functional dual controls for a number of aircraft and for flight instruc tion in experimental aircraft. See Exemption Nos.5778K & 9862A.
**We request exemption from 14 C.F.R. §91.119: Minimum safe altitudes**  Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 91.119 (b) requires that when o ver an y congested area of a city, town, or settlement, or over an y open air assembly of persons, an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet of the aircraft must be maintained
. Section 91.119 (d) allows certain aircraft to be operated at less than the minimums prescribed, provided the person operating it complies with any route or alti tudes prescribed by the FAA. **Without Parachute Launcher** T he exemption we request is the authority to operate at altitudes up to 400 AGL, or not more than 200 above an elevated platform from which we operate. As set forth herein, our s UAS s will never operate at higher than 400 AGL. It will be operated in a restricted area with security perimeter if needed , where buildings and pe ople will not be exposed to operations without their pre obtained consent and fully compl y with established procedures described in the exemption. **With Redundant**  **Parachute Launcher s**  **see Appendix**  **D** This exemption request is for speciall y equipped multirotor sUASs in the Illinois Drone fleet
. The exemption we request is the authority to operate at a horizontal radius less than Section25

91.119 (d) requires (2,000 ft) but only when fl yi ng an sUAS equipped with a dual parachute laun cher sy stem whose impact components at touch
- down will be : less than 10 mph and less than 30 ft
- lbs and a free fall equivalent of less than 4.2 feet
. We will still maintain maximum altitudes below 400 feet AGL, or not more than 200 feet above an elevated platform to allow maximum time for the parachute ejected from the launcher mounted on the sUAS to fully deplo y . Full deploy

ment of a single parachute is rated at about 35 vertical feet and if one parachute fails to deploy the other will still provide the touchdown impact components described above. Where there is no failure of one parachute the standard operating procedure is to fire both parachutes in tandem to make to impact energies half of that listed above. W ith a fully

functioning parachute laun cher sy stem and operating at a horizontal distance less than 2,000 ft horizontal radius from an y congested area of a city, town, or settlement, or over any open air assembl y of persons , the sUAS will be operated at a speed at all times less than a horizontal speed as follows:

Distance from edge of congested area of a city, town, or settlement, or over an y open air assembly of persons vs horizontal speed 2,000 ft to 1,000 ft Distance from edge 40 knots maximum (46 mph) 999 ft to 500 ft Distance from edge 20 knots maximum (23 mph) 499 ft to 5 0 ft Distance from edge 10 knots maximum (11 mph) 4 9 feet or less Distance from edge No Fl y Zone Furthermore, under the exemption described here, the PI C and VLOS assistant will be stationed to comply

with the VLOS limitation . A 1 00 foot secure protected sterile environment with the26

100 foot radius will be created for take off and landings and will be enforced by extra personnel if penetration of nonparticipating people occur within the sterile area that is located within the 2,000 foot horizontal radius from an y congested area of a city, town, or settlement, or over any open air assembl y of persons
. **Route of Flight:** Orange traffic cones will be stationed along the rout e of travel of the sUAS on the ground every

100 horizontal feet along its predetermined route within the 2,000 foot radius of the congested area of a city , town, or settlement, or over any open air assembly of persons , the cones of which will be marked with placards notifyingpassersby that sUAS activity

is being conducted overhead . The name and phone number of the operator will be written on the placard. The PI C will be required to fly the sUAS within 20 feet of the imaginary centerline of the cones made by drawing a line from cone to cone and extended up to the 400 foot AGL limitation of the sUAS. Equivalent Level of Safety: No flight will be taken without the permission of the property owner , event organizer or local officials. Because of the advance notice to the property owner and participants in the a ctivity , and the well marked route of the sUAS with bri ght orange construction cones, and with placards explaining the sUAS operation overhead, and the name and phone number of the operator on the placards , all affected individuals will be aware of the planned flight operations , its route of travel and landing areas as set forth in the Manual. Also, an enhanced level of safety will occur because of the redundant emergency parachutes that can be deployed nearl y instaneously b y remote control of the pilot or the VO if necessary in an inflight emergency
. Compared to flight operations with aircraft or rotorcraft weighing far more than the maximum 55lbs. proposed herein and the sUAS' lack of flammable fuel, any risk associated with these operations is far less than those presentl y presented with conventional aircraft operating at or below 500 AGL.27

In addition, the low and slow altitude , size and speed characteristics of the sUAS will ensure separation between s UAS s operations and the operations of conventional aircraft that must comply with Section 91.119. **We request exemption from 14 C.F.R. §91.121 Altimeter Settings**  This regulation requires each person operating an aircraft to maintain cruising altitude by reference to an altimeter that is set “...to the elevation of the departure airport or an appropriate altimeter setting available before departure.”
Equivalent Level of Safety : As the sUAS has a ceiling of 400 feet AGL, altimeter adjustments are not necessary because the pressure is read as a base at ground level and that is used for altitude reporting. Equivalent Level of Safety: Our on
- screen display

shows exact AGL at all times. Also our software allows us to preset the maximum allowable altitude from which no manual or programmed setting can override. An equivalent level of safety will be achieved b y the operator, pursuant to the sUAS' Manual and Safety Checklist, confirming the altitude of the launch site shown on the altitude indicator is 0 AGL before flight and confirming what the altitude ceiling has be en set at . **We request exemption from 14 C.F.R. § 91.151(b**  **): Fuel Requirements for Flight in VFR Conditions**  § 9 1.151 Fuel requirements for flight in VFR conditions. **(b)** No person may

begin a flight in a rotorcraft under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, a ssuming normal cruising speed, to fl y after that for at least 20 minutes. Reason for Exemption: Depending upon the battery powering the sUAS s, the upwind speeds during flight, the varying altitudes required of the event, the weight of the sUAS and the battery amp - hour ratings, duration of flight can be calculated before flight to some degree of accuracy . In many configurations t o28

meet the 2 0 minute reserve requirement in 14 CFR §91.151 (b) , sUAS flights would be grounded before even started. A 2 0 minut e reserve limitation on the sUAS ’s proposed flight in many cases grounds the whole flight. Applicant believes that an exemption from 14 CFR §91.151(b ) falls within the scope of prior exemptions. See Exemption 10673 (allowing Lockheed Martin Corporation to operate without compliance with FAR 91.151 (a)). Operating the small sUAS s in a tightly controlled area where only people and property owners or participants who have signed waivers will be allowed, with less than 2 0 minutes of reserve energy , does not en gender the type of risks that 14 CFR § 91.151 was intended to alleviate given the size , weight and speed of sUAS s and their normal range of less than a mile and flight times of less than 20 minutes average
. Additionally , limiting sUAS flights to to time rather than battery reserves w ould greatl y reduce the utility for which the sUASs are designed to work
. Equivalent Level of Safety: An equivalent level of safety can be achieved by limiting flights to a percentage of battery

power remaining that will allo w the sUAS to return home at its greatest distance from the launch point when battery levels fall below a certain parameter . Furthermore, Illinois Drones has flight controlling software that when the battery reaches a preset percentage level

– set by

the PI C before the flight begins depending upon that particular flight's characteristics

– the sUAS will perform one of the preset options:

- to land immediately

where it is

- to hover where it is

- to return to launch site and hover at 10 meters above ground

- to re turn to launch site and land. This feature would be more than adequate to return the sUAS to its planned landing zone from any where in its limited operating area. Similar exemptions have been granted to other operations, including Exemptions 2689F, 5745, 10673, and 10808.29

Pursuant to 14 C.F.R. Part 11, the following summary is provided for publication in the Federal Register, should it be determined that publication is needed: Applicant seeks an exemption from the following rules: 14 CFR part 21, Subpart H; 14 CFR part 36 ; 14 C.F.R. §91.203 ; C.F.R. §91.405 (a) ; 407 (a) (1); 409 (a) (2); 417(a) & (b); 14 C.F.R. § 45.23 (a) and (b) ; "PIC must hold either an airline transport, commercial, private, recreational, or sport pilot certificate"; 14 CFR § 61.56; C.F.R. 2 § 61.113 (a) and (b) ; "visual line of sight"; 14 C.F.R. §91.7(a); 14 C.F.R. § 91.9 (b) (2); 14 C.F.R. § 91.103; 14 C.F.R. §91.109; 14 C.F.R. §91.119; 14 C.F.R. §91.121 ; 14 C.F.R. § 91.151(b) in order to operate commerciall y small unmanned vehicle s of 55 lbs or less equipped to conduct aerial data collection for hire using remote sensing and measuring b y instrument(s) aboard its various sUASs for imagery (photograph y, video, infrared, etc.); electronic measurement (precision surveying, RF analy sis, etc.); chemical measurement (particulate measurement, etc.); other gathering of data b y other instruments aboard the sUASs; aerial photograph y and video for the motion picture, television and commercial video industry ; search and rescue services for hire; disaster and insurance compensation evaluation; and other services as requested for customers' needs. Approval of exemptions allowing commercial operations of sUASs in the se capacities will enhance safety

by reducing risk and savi ng lives in certain situations . Conventional o perations using jet , rocket , turbine, lighter than air gases or piston power aircraft , balloons and satellites operate at higher costs and manpower and at greater risks associated with vehicles that weigh 100's to 1000's of times more than the sUASs used as described in this exemption
. In contrast, an sUAS weighing fewer than 55 lbs. and powered b y batteries eliminates a vast amount of all that risk , is much greener for the planet, does not contribute hardly at all to climate change, and reduces the dependence on foreign energy
. The sUAS s carry no passengers or crew and does not expose them to the risks associated with manned aircraft flights.30

The operation of sUAS s conducted in the strict conditions outline d in this request for exemption provide an equivalent or in many cases, a much greater level of safety supporting the grant of the exemptions requested herein, including exempting the applicant from the requirements of Part 21 and allowing commercial operations. These lightweight aircraft operate at slow to zero ground speeds, close to the ground, and in a controlled environment and are far safer than and more resilient and useful for the operations described in the exemption than those of co nventional operations that are conducted with turbine s, reciprocating engines, rotorcraft, fixed wing craft, rockets, satellites , fossil fuels and nuclear power sources
. Privacy All flights will occur over property with the property owner’s prior consent and knowl edge. Adherence to the criteria provided in Section 333 of the Reform Act of 2012
-- size, weight, speed, operating capabilities, proximity to airports and populated areas and operation within visual line of sight except in emergency situations , and nation al security

– provide more than adequate justification for the grant of the requested exemptions allowing commercial operation of applicant’s sUASs in the industries first shown above and pursuant to the I llino is Drones Manual
. The Petitioner is prepared to modify or amend any

part of this request to satisfy the need for an equivalent level of safety. Please contact us at any time if you require additional information or clarification. We look forward to working with yo ur office. Sincerel y, Doede D Barth Operator of Illinois Drones Morton, IL31 

# Appendix **A List of sUASs**  available to I llinois Drone for operations as described in the request for exemption depending upon specific flight operation s needed to produce data requested from customer
. Note: each sUAS except three (Andy1 , Andy 2, Andy 3 ) have been approved for flight by the U.S. Department of Transportation as indicated with the Exemption Number in the column next to the sUAS name. The 'Andy series all use high quality components and structural design (see Appendix B) that meet or exceed the componenets from the manufacturers listed below that are already approved by the USDOT.

sUAS Name Previousaly Approved by Exemption Number 3D Robotics AeroM 11824 3DR Iris+ 11859 3DRobotics IRI S+ 11861 3DRobotics X
- 8M 11824 DJIInspire 1 11834 DJIPhantom 2 11809 DJIPhantom Vision +. 11860 DJIPhantom Vision 2 and DJIPhantom 3 11867, 11860, 11866 DJIS1000 11860 DJIS8 00 11818 Andy 1 kit built from 3D robotics Andy 2 Built from components from 4 manufacturers and local hardware store32 

# Appendix B Andy1 Tested and Passed From ORDER 8130.34C, SUBJ: Airworthiness Certification of Unmanned Aircraft Systems and Optionally

Piloted Aircraft Appendix A Page 4 (Vehicle) Flight Test Flight operations must be conducted within the visual line of sight of the pilot/observer. Initial flight testing will be completed upon accumulation of (3) flight hours, (10) takeoffs an d landings, or when the aircraft is deemed controllable and safe for operation, whichever occurs later. Following satisfactory

completion of initial flight testing, the operations manager or chief pilot must certify

in the aircraft records that the aircraf t has been shown to comply with § 91.319(b) with the following, or a similarly worded, statement: **I certify that the prescribed flight test has been completed and the aircraft is controllable throughout its normal range of**  **speeds and throughout all maneu vers to be executed, has no**  **hazardous operating characteristics or design features, and is safe for operation. The following aircraft operating data has**  **been demonstrated during the flight testing: speeds Vx ______, and Vy ______, and the weight ______ an**  **d CG location ______ at which they were obtained.**  We hereb y certify

that the Quad Kit assembled by I llinois Drones aka "Andy 1" passes the test as described in " ORDER 8130.34C, SUBJ: Airworthiness Certification of Unmanned Aircraft Systems and Optionally Piloted Aircraft Appendix A Page 4 ". Furthermore, according t o the " FEDERAL AVIATION ADMINISTRATION , Public Guidance for Petitions for Exemption Filed under Section 333 " page 5 :

"The FAA will only

grant exemptions for UAS under the operational control of the petitioner (person or organization). Exemptions will not be granted to a UAS manufacturer unless the manufacturer intends to maintain operational control of the UAS." Illino is Drones will comply with this requirement and intend s to maintain operational control of the UAS "Andy 1"
. 

## ANDY 1

**A KT -**  **AC3DR -**  **06 DIY Quad Kit**  **by 3D Robotics** 

## Parts List and Component Specs

– Andy 133

This kit includes the complete parts to assemble one Quad frame with the Pixhawk autopilot sy stem, including motors, propellers, electronic speed controllers (ESCs), power module, u
- blox GPS with compass, and GPS mast.

3DR DIY Quadcopter Kit 2 x B l a c k P ro p Ar

m s 2 x B lu e P ro p Ar

m s B o dy P l at e s Pixhawk Autopilot with Power Module P o w e r D i s trib ut i o n B o ard u - blox GPS with Compass GP S M a s t T hre a dl o c k e r 4 x 8 8 0 kV B r

u s h l e s s M o t o r s 4 x E S C s 4 x 1 0 x 4
. 7 P ro p e l l e r s A s s e mb l y H ardw are **Flight Control System** Model Pixhawk **GPS** u - blox GPS with compass **Motors Type** Brushless **Motor Velocity** Constant 80 kV **Propellers Configuration** Quad **Size** 10 x 4.7 **General Completion Level**  Assembly required. Receiver, transmitter, flight batteries,34 and battery

charger required **Packaging Info Package Weight**  4.6 lb **Box Dimensions (LxWxH)** 13.1 x 10.4 x 4.3" Note: Please visit the 3DR website for assembl y i nstructions35 

# Appendix C Andy2 Tested and Passed From ORDER 8130.34C, SUBJ: Airworthiness Certification of Unmanned Aircraft Sy stems and Optionally

Piloted Aircraft Appendix A Page 4 (Vehicle) Flight Test Flight operations must be conducted within the visual line of sight of the pilot/observer. Initial flight testing will be completed upon accumulation of (3) flight hours, (10) takeoffs and landings, or when the aircraft is deemed controllable and safe for operation, whichever occurs later. Following satisfactory

completion of initial flight testing, the operations manager or chief pilot must certify

in the aircraft records that the aircraft has been shown to comply with § 91.319(b) with the following, or a similarly worded, statement: **I certify that the prescribed flight test has been completed and the aircraft is controllable throughout its normal range of**  **speeds and throughout all maneuvers to be executed, has no hazardous operating characteristics or de**  **sign features, and is safe for operation. The following aircraft operating data has**  **been demonstrated during the flight testing: speeds Vx ______, and Vy ______, and the weight ______ and**  **CG location ______ at which they were obtained.** We hereb y certify that the Quad Kit assembled by I llinois Drones aka "Andy 2" passes the test as described in " ORDER 8130.34C, SUBJ: Airworthiness Certification of Unmanned Aircraft Systems and Optionally Piloted Aircraft Appendix A Page 4 ". Furthermore, according t o the " FEDERAL AVIATION ADMINISTRATION , Public Guidance for Petitions for Exemption Filed under Section 333 " page 5 :

"The FAA will only

grant exemptions for UAS under the operational control of the petitioner (person or organization). Exemptions will not be granted to a UAS manufacturer unless the manufacturer intends to maintain operational control of the UAS." Illinois Drones will comply with this requirement and intends to maintain operational control of the UAS "Andy 2". 

## ANDY **2** Below: Andy 2 with camera mount usi n g Droid Planner software loaded onto a Google nexus tablet as the Flight Planner software and 3D Robotics APM 2.6 controller hardware/software. Completely

tested with flawless history of flight and control.36

All components are of the highest qualithy available at the time of assembly with careful workmanship at each step
.



## Parts List and Component Specs

– Andy 2 **Airframe** Quant Supplier Reference 1/2" Square Aluminum Tubing (35cm each) 140cm Hardware Store n/a 1/8" Aluminum Plate 6" x 6" 2 Hardware Store n/a M4 Stainless Steel Bolts and L ock Nuts (2 per arm) 8 Hardware Store n/a Rubber Washers 16 Hardware Store n/a KT -AC3DR - 05 Quad Frame Kit 1 3D Robotics 

## Motors iPower iBM2217Q 880kv Brushless Motor **iPower Q -**  **series brushless motors are designed specifically** 

**for use in multi rotor a ircraft.**  **iPower motors are constructed of quality**  **components, making them a smooth, po** **werful, and efficient motor for y our**  **multicopter application.** Each 2217 motor features 450mm long motor wires and 3.5mm male gold bullet connectors pre - installed. Also in cluded is an accessory package with mount plate, bolt - on style prop adapter, and a set of female 3.5mm gold bullet connectors for your ESC. **iPower 2217Q Specifications:** KV: 930 Internal Resistance: 95mΩ 4 Altitude Hobbies37

No - Load Current: .6A Ma x Current: 20.0A Continuous Current: 14.8A **Max Watts: 290W** Lipo Cells: 2 - 4s **Weight: 94g** (with hardware) Dimensions: 28x36mm Wi re length: 450mm Shaft Diameter: 4.0mm Recommended Prop: 11x4.5 / 11x4.5R Recommended ESC: 30A iPeaka iQ 30A Brushless ESC w/ SimonK Firmware **iPeaka iQ series ESCs** are specially designed for use in multi - rotor aircraft and **now come pre**  **- loaded with**  **SimonK firmware!**  This firmware allows use up to 400Hz refresh rates and provides nearly instantaneous flight controller response. ESCs featuring SimonK firmware are truly plug n' play as all the parameters are preconfi gured to ensure optimum performance and operability. No programming required. **Al l iPeaka ESCs with SimonK firmware are created with**  **the approval of SimonK, and a portion of the proceeds are donated to the SimonK development fund.**  However, we encourage our customers to support Simon Kirby's hard work and donate to his fund by clicking here. **Features:** Pre - loaded SimonK firmware; allows use up to 400Hz refresh rates Extremely low output resistance for efficient operat ion Plug n' play -- no programming required Smooth, linear throttle operation **Specifications:** Input Voltage: 2 - 4s Lipo Output Current: 30A Continuous, 40A Burst (10 Sec.) BEC Output: 2A, 5.0v Dimensions: 48 x 26 x 11 mm We ig ht: 25g  A**  **lthough the SimonK firmware should recognize the**  **default throttle range on most radio sy stems, we**  **suggest manually**

**calibrating the range before the first use. Please follow these steps:**  Remove propellers for safety before calibrating throttle range Mo ve throttle stick to ful l on your TX Connect battery power to multicopter 4 Altitude Hobbies38

Listen for beep, then move throttle stick to low You will hear confirmation beeps and the ESCs will now be armed **The ESC has now been calibrated to recognize y our**  **radio's high and low throttle positions. Ma ke sure to**  **individually**

**calibrate the throttle range on each of y our**  **ESCs to ensure equal operation during flight.** Spektrum DX6i Tx and Rx Key Features  Airplane and helicopter programming  Proven DSMX® 2.4GHz technology  Includes AR610 6 - channel DSMX® receiv er  10 - mo del m em ory  ModelMatchTM technology  ServoSyncTM technology  Adjustable dual rates and expo  2 swashplate types  3 wing types  2 programmable mixes  2 - position flap  5 - point heli throttle and pitch curves  Normal, stunt and hold heli modes  Gy ro adjust  Revolution mixing  Differential  Digital trims  Sub trim  Travel adjust  Throttle cut  Trainer mode  Integrated timer  Sim pleScrollTM programming interface  Model copy  Servo monitor  Servo reverse  Contrast adjustment  Compatible with DSM2® † and DSMX® receivers 

# Overvie **w** The 6
- channel DX6i includes software for airplanes and helicopters as well as benefits like ModelMatchTM technology and 10
- mo del memory. Programming the DX6i is about as intuitive as it gets. The combination of its Simple ScrollTM interface, easy
- to - read LCD screen and simplified menu navigation will immediately put first
- time programmers at ease. Many programming functions like throttle curves and expo are graphically depicted to give you a clearer picture of the changes you're making. **Airplane Func tions**  1 Horizon Hobby39

 3 Wing types: normal, dual aileron and delta  2 Tail types: normal and V
- tail  2 Programmable mixes  Dual rates and expo  Travel adjust  Differential  Sub trim  Flaps **Helicopter Functions**
 2 Swashplate types: 1 servo normal, 3
- servo 120  2 Programmable mixes  Normal, stunt and hold modes  Dual rates and expo  Travel adjust  Sub trim  Gy ro adjust  5
- point throttle and pitch curves  Swashplate mix  Revo mix **Includes A R610 Receiver**  The 6
- channel AR610 combines the speed and precision of DSMX control with the signal security of an active amplified antenna. This antenna enables the receiver to "see around" reflective materials on a mo del and avoid polarization blind spots. Because it’s amplified, it can pick out its transmitter’s signal with remarkable clarity in noisy 2.4G Hz environments. The AR610 also includes a data port for use with Spektrum telemetry modules and the Flight Log signal monitor. Specs Modulation: DSM2, DSMX Band: 2.4GHz Computer Radio: Yes Model T ype: Airplane
Modes: Switchable between Mode 1 and Mode 2 Channels: 640

Programming Features: Helicopter & Airplane Range: Full Transmitter (Tx) Battery T ype: 4 AA Batteries (Included) APM 2.6 Set APT
- KI T
- 0003 APM 2.6+ Assembled (Cables enter from side) SEN
- KI T
- 0003 APM Power Module with XT60 Connectors Kit GPS
- KI T
- 0003 3DR uBlox GPS with Compass Kit The ArduPilot Mega 2.6 is a complete open source autopilot system and the bestselling technology that won the prestigious 2012 Outback Challenge UAV compet ition. This version is ready to use, with no assembly required. It allows the user to turn any fixed, rotary wing or multirotor vehicle (even cars and boats) into a fully autonomous vehicle; capable of performing programmed GPS missions with waypoints. T his revision of the board has no onboard compass, which is designed for vehicles (especially multicopters and rovers) where the compass should be placed as far from power and motor sources as possible to avoid magnetic interference. (On fixed wing aircraft it's often easier to mount APM far enough away from the motors and ESCs to avoid magnetic interference, so this is not as critical, but APM 2.6 gives more flexibility in that positioning and is a good choice for them, too). This is designed to be used wit h the 3DR uBlox GPS with Compass (see option below), so that the GPS/Compass unit can be mounted further from noise sources than APM itself. Description: Arduino Compatible!

 Can be ordered with top entry pins for attaching connectors vertically, or as si de entry pins to slide your connectors in to either end horizontally  Includes 3 - axis gyro, accelerometer and magnetometer, along with a high - performance barometer  Onboard 4 MegaByte Dataflash chip for automatic datalogging  Optional off - board GPS, uBlox LEA - 6H module with Compass.  One of the first open source autopilot systems to use Invensense's 6 DoF Accelerometer/Gyro MPU - 6000.  Barometric pressure sensor upgraded to MS5611 - 01BA03, from Measurement Specialties.  Atmel's ATMEGA2560 and ATMEGA32U - 2 chips for processing and usb functions respectively. 1 3D Robotics41

Data Sheet:

 3 - Axis Gyro  3 - Axis Accelerometer  High Resolution Altimeter  5Hz GPS Module  Dimension: Approx 70.5x45x13.5mm  Weight: 31g Package

 1 x APM 2.6 Flight Control Board using The Honey

well HMC5883Lis a surface
- mount, multi
- chip module designed for **low -**  **field magnetic sensing** with a digital interface for applications such as lowcost compassing and magnetometry . The HMC5883Lincludes our state
- of
theart, high
- resolution HMC118X s eries magneto
- resistive sensors plus an ASI C containing amplification, automatic degaussing strap drivers, offset cancellation, and a 12
- bit ADC that enables 1° to 2° compass heading accuracy . The I 2C serial bus allows for easy interface. The HMC5883Lis a 3.0x3.0x0.9mm surface mount 16
- pin leadless chip carrier (L CC). Applications for the HMC5883Linclude Mobile Phones, Netbooks, Consumer Electronics, Auto Navigation Sy stems, and Personal Navigation Devices. The HMC5883L utilizes Honey

well’s Anisotropic M agnetoresistive (AMR) technology

that provides advantages over other magnetic sensor technologies. These anisotropic, directional sensors feature precision in
- axis sensitivity and linearity. These sensors’ solid
- state construction with very low cross
- axis sensitivity

is designed to measure both the direction and the magnitude of Earth’s magnetic fields, from milli
- gauss to 8 gauss. Honey

well’s Magnetic Sensors are among the most sensitive and reliable low
- field sensors in the industry
. Also: MS5611
- 01BA03 **Barometric Pressure Sensor** , with stainless steel cap DA5611
- 01BA03_011 www.meas
- spec.com Oct. 26, 2012 000056111624 ECN1742 1/20 • High resolution module, 10 cm • Fast conversion down to 1 ms • Low power, 1 μA (standby < 0.15 μA) • QFN package 5.0 x 3.0 x 1.0 mm3 • Supply

voltage 1.8 to 3.6 V • Integrated digital pressure sensor (24 bit ΔΣ ADC) • Operating range: 10 to 1200 mbar,
- 40 to +85 °C • I2 C and SPI interface up to 20 MHz • No external components (Internal oscillator) • Excellent long term stabili ty DESCRIPTION The MS5611
-42 01BA is a new generation of high resolution altimeter sensors from MEAS Switzerland with SPIand I2 C bus interface. This barometric pressure sensor is optimized for altimeters and variometers with an altitude resolution of 10 cm. The sensor module includes a high linearity pressure sensor and an ultra low power 24 bit ΔΣ ADC with internal factory calibrated coefficients. It provides a precise digital 24 Bit pressure and temperature value and different operation modes that allow th e user to optimize for conversion speed and current consumption. A high resolution temperature output allows the implementation of an altimeter/thermometer function without any

additional sensor. The MS5611
- 01BA can be interfaced to virtually an y microcontroller. The communication protocol is simple, without the need of programming internal registers in the device. Small dimensions of only

5.0 mm x 3.0 mm and a height of only 1.0 mm allow for integration in mobile devices. This new sensor module generation is based on leading MEMS technology and latest benefits from MEAS Switzerland proven experience and know
- how in high volume manufacturing of altimeter modules, which have been widel y used for over a decade. The sensing principle employed leads to very low hy steresis and high stability of both pressure and temperature signal. **Power** Turnigy 4000mAh 4S 20C L ipo Pack Turnigy batteries are known the world over for performance, reliability and price. It’s no surprise to us that Turnigy Lipoly packs are the go - to pack for those in the know. Turnigy batteries deliver the full rated capacity at a price everyone can afford. Turnigy batteries are equipped with heavy duty discharge leads to minimise resistance and sustain high current loads. Turnigy batteries stand up to the punishing extremes of aerobatic flight and RC vehicles. Each pack is equipped with gold plated connectors and JST - XH style balance connectors. All Turnigy Lipoly batteries packs are assembled using IR matched cells. You won’t find a better deal in Lipoly batteries anywhere! **Spec.** Minimum Capacity: **4000mAh** Configuration: **4S1P / 14.8v / 4Cell** Constant Discharge: **20C** Peak Discharge (10sec): **30C** Pack Weight: **437g** Pack Size: **142 x 50 x 28mm**  Charge Plug: **JST -**  **XH** 2 Hobby King43

Discharge Plug: **4mm Bullet -**  **connector** HXT 4mm Gold Connector w/ Plug Cover 1 Altitude Hobbies
4.0mm Gold Bullet Connectors (3 pairs) 7 Altitude Hobbies
**Misc** 16 AWG Wire, Red and Black Hardware Store n/a 10cm M
- M Servo Wires Hobby King
10cm M
- F Servo Wires Hobby King Propellers 10
- 4.5 Local RC Store **Radios** TEL - KIT - 0004 3DR Radio Set Frequency: 915 Mhz 1 3D Robotics Andy 2 with camera mount usig Google nexus loaded with Flight Planner software and 3D Robotics APM hardware/software. Completel y tested with flawless history of flight and control.4445 

# Appendix **D Redundant Parachute Landing System**  Landing Characteristics BULLET
- LIKE LAUNCH TRAJECTORY To avoid entaglement, Skycat ejects the parachute like a bullet, away from the airframe and propellers. FUSE® technology releases the piston in a fraction of a second. Permit
- free operation and eas y airline travelling is possible because no explosives or CO2 gas ca psules are used. The design is also servo
- free. Replacing the low
- cost FUSE® is possible without any special tools, and it only takes a few minutes to repack the device for another launch. SCALABLE AND ADAPTABLE Skycat can be installed on almost any airf rame. Multiple parachute sizes are available for small and large UAVs. Up to 3 units can be installed to get more drag and better redundancy. NO MI SHAP LAUNCHES The deplo y action is typically set to require the use of both forefingers, to avoid accidentall y activating the device on the ground or during normal flight. Dual radio configurations are supported. FAILOVER BATTERY OPTI ON If you want total independence of the UAVs flight power status, a dedicated battery is supported as an option. In addition, you can optionally use multiple independent receivers, powered from same or different BECs, for added radio (launch command) channel reliability
. PATENT
- PENDING DESI GN To launch the parachute, an electric jolt is conducted through our**patent -**  **pending Skycat FU**  **SE®** trigger assembly, which mechanicall y and immediately releases all piston energy at46

once. We believe this is mechanically the fastest and most reliable miniature release mechanism there exists. 

## Descent metrics for a 2.5 m2 and IFC
- 48
- S parachutes Drone weight, kg Descent speed,

m/ s Im

pact energy, joules Freefall equivalent,

meters 3.5 4.6 37 1.08 4 5.1 52 1.32 4.5 5.4 65 1.47 5 5.7 80 1.63 5.5 5.9 97 1.8 6 6.2 115 1.96 7 6.7 157 2.29 8 7.2 205 2.61 9 7.6 260 2.94 10 8 321 3.27 11 8.4 388 3.59 12 8.8 461 3.92 No parachute, comparison:

10 50 12 500 ∞ (infinity)47



## Descent metrics for a 4 m2 and IFC
- 60
- S parachutes Drone weight, kg Descent speed,

m/ s Im

pact energy, joules Freefall equivalent,

meters 3.5 3.4 20 0.59 4 4 32 0.81 4.5 4.3 42 0.94 5 4.5 51 1.03 5.5 4.8 63 1.17 6 5 75 1.27 7 5.3 98 1.43 8 5.7 130 1.65 9 6.1 167 1.9 10 6.4 205 2.09 11 6.7 247 2.29 12 7 294 2.5 No parachute, comparison:

10 50 12 500 ∞ (infinity) Opale Paramodels 2.5 m2 parachute is rated up to 4 kg / 8.9 lbs Opale Paramodels 4.0 m2 parachute is rated up to 5 kg / 11 lbs Fruity Chutes IFC
- 48
- S (Equals Opale 2.5m2) is rated up to 9 kg / 19.9 lbs Fruity Chutes IFC
- 60
- S (Equal to Opale 4m2) is rated up to 11 kg / 24.3 lbs48 

# Applendix E **Bank: (Light Sport Pilot) Airm**  **an Knowledge Test Question Bank** The FAA computer
- assisted testing s ys tem is supported by a series of supplement publications. These publications, available through several aviation publishers, include the graphics, legends, and maps that are needed to successfull y respond to certain test items. Use the following URL to download a complete list of associated supplement books: http://www.faa.gov/pilots/testing/supplements/ The Learning Statement Reference Guide for Airman Knowledge Testing contains listings of learning statements with their associated codes. It can be located at: http://www.faa.gov/training_testing/testing/media/LearningStatementReferenceGuide.pdf

1. PL T131 LSP N/A What is ground effect?

A) The result of the interference of the surface of the Earth with the airflow patterns about an aircraft. B) The result of an alteration in airflow patterns increasing induced drag about the wings of an aircraft. C) The result of the disruption of the airflow patterns about the wings of an aircraft to the point where the wings will no longer support the aircraft in flight. 2. PL T131 LSP N/A An aircraft leaving ground effect during takeoff will

A) experience a reduction in ground friction and require a slight power reduction. B) experience an increase in induced drag and a decrease in performance. C) require a lower angle of attack to maintain the same lift coefficient. 3. PL T241 LSP N/A What is the relationship of lift, drag, thrust, and weight when the airplane is in

straight
- and
- level flight? A) L ift equals weight and thrust equals drag. B) Lift, drag, and weight equal thrust. C) L ift and weight equal thrust and drag. 4. PL T116 LSP49

N/A An ATC clearance means an authorization by ATC for an aircraft to proceed under specified conditions within A) controlled airspace. B) uncontrolled airspace. C) published Visual Flight Rules (VFR) routes. 5. PL T497 LSP N/A When a distress or urgency condition is encountered, the pilot of an aircraft with a coded radar beacon transponder, who desires to alert a ground radar facility, should squawk code A) 7700. B) 7600. C) 75 00. 6. PL T124 LSP N/A Which combination of atmospheric conditions will reduce aircraft takeoff and climb

performance? A) Low temperature, low relative humidity , and low density altitude. B) High temperature, low relative humidity , and low density alti tude. C) High temperature, high relative humidity , and high density altitude. 7. PL T019 LSP N/A (Refer to figure 8.) Determine the pressure altitude at an airport that is 1,386 feet

MSLwith an altimeter setting of 29.97. A) 1,341 feet MSL
. B) 1,451 feet MSL. C) 1,562 feet MSL. 8. PL T132 LSP N/A What does the red line on an airspeed indicator represent?

A) Maneuvering speed. B) Turbulent or rough
- air speed. C) Never
- exceed speed. 9. PL T023 LSP N/A Under what condition is indicated altitude the same as true altitude?

A) If the altimeter has no mechanical error. B) When at sea level under standard conditions. C) When at 18,000 feet MSLwith the altimeter set at 29.92. 10. PL T023 LSP N/A What is pressure altitude?

A) The indicated altitude c orrected for position and installation error. B) The altitude indicated when the barometric pressure scale is set to 29.92. C) The indicated altitude corrected for nonstandard temperature and pressure.50 11. PL T253 LSP N/A To properl y purge water from th e fuel s ys tem of an aircraft equipped with fuel tank

sumps and a fuel strainer quick drain, it is necessary to drain fuel from the A) fuel strainer drain. B) lowest point in the fuel sy stem. C) fuel strainer drain and the fuel tank sumps. 12. PL T337 L SP N/A The pitot sy stem provides impact pressure for which instrument?

A) Altimeter. B) Vertical
- speed indicator. C) Airspeed indicator. 13. PL T190 LSP N/A Which condition is most favorable to the development of carburetor icing?

A) An y temperature b elow freezing and a relative humidity of less than 50 percent. B) Temperature between 32 and 50 °F and low humidity
. C) Temperature between 20 and 70 °F and high humidity
. 14. PL T253 LSP N/A On aircraft equipped with fuel pumps, when is the auxiliary electric driven pump

used? A) All the time to aid the engine
- driven fuel pump. B) In the event engine
- driven fuel pump fails. C) Constantly

except in starting the engine. 15. PL T478 LSP N/A One purpose of the dual ignition sy stem on an aircraft engine is to provide for

A) improved engine performance. B) uniform heat distribution. C) balanced cylinder head pressure. 16. PL T115 LSP N/A If a pilot suspects that the engine (with a fixed
- pitch propeller) is detonating during

climb
- out after takeoff, th e initial corrective action to take would be to A) lean the mixture. B) lower the nose slightly to increase airspeed. C) apply carburetor heat. 17. PL T478 LSP N/A The uncontrolled firing of the fuel/air charge in advance of normal spark ignition is

kn own as A) combustion. B) preignition. C) detonation.51 18. PL T435 LSP N/A (Refer to figure 21.) What is the recommended communications procedure for

departure at Currituck County Airport (area 3)? A) Broadcast intentions prior to taxi and announcing runway of departure. B) Calling the Elizabeth City tower on 120.5. C) Radio need not be used. 19. PL T204 LSP N/A Inbound to an airport with no tower, FSS, or UNICOM in operation, a pilot should

self
- announce on MULTICOM frequency A) 123.0. B) 122.9. C) 122.7. 20. PL T204 LSP N/A Inbound to an airport with no tower, FSS, or UNICOM in operation, a pilot should

self
- announce on MULTICOM frequency A) 20 miles out. B) 10 miles out. C) 5 miles out. 21. PL T147 LSP N/A A below glide slope indication from a tri
- color VASIis a

A) red light signal. B) pink light signal. C) green light signal. 22. PL T064 LSP N/A (Refer to figure 72, area 4 and legend 1.) For information about the parachute

jumping operations at Li ncoln Regional/ Harder (LHM) Airport, refer to A) notes on the border of the chart. B) the Airport/Facility

Directory
. C) the Notices to Airmen (NOTAM) publication. 23. PL T163 LSP N/A (Refer to figure 27.) In flight and approaching the Bry n (Pvt) Airstrip (area 2) the weather minimums are A) 1 statute mile visibility. B) 3 statute miles in all airspace. C) no visibility , remain clear of clouds. 24. PL T040 LSP N/A (Refer to figure 76.) The airspace surrounding the Gila Bend AF AUX Airport

(GBN) (area 6) is classified as Class A) B. B ) C.52 C) D. 25. PL T194 LSP N/A An ATC radar facility issues the following advisory to a pilot fl yi ng on a heading of 270°: `TRAFFI C 3 O` CL OCK, 2 MILES, EASTBOUND...` Where should the pilot look for this traffic? A) North. B) South. C) West. 26. PL T 064 LSP APPLIES (Refer to figure 27.) The Devils Lake East MOA (area 1) is a

A) meteorological observation area. B) military

observation area. C) military

operations area. 27. PL T170 LSP N/A A go
- around from a poor landing approach should

A) not be attempted unless circumstances make it absolutely necessary . B) generall y be preferable to last minute attempts to prevent a bad landing. C) not be attempted after the landing flare has been initiated regardless of airspeed. 28. PL T257 LSP N/A The best speed to use for a glide is one that will result in the greatest glide distance

for a given amount of A) altitude. B) fuel. C) drag. 29. PL T219 LSP N/A Name the four fundamentals involved in maneuvering an aircraft.

A) Power, pitch, bank, and trim. B) Thrust, lift, turns, and glides. C) Straight
- and
- level flight, turns, climbs, and descents. 30. PL T477 LSP N/A The direct cause of every stall is excessive

A) angle of attack. B) density altitude. C) upward vertical velocity
. 31. PL T103 LSP N/A What is the antidote when a pilot has the hazardous attitude of `Invulnerability `?

A) It can not be that bad. B) It could happen to me. C) It will not happen to me.53 32. PL T099 LSP APPLIES The most effective method of scanning for other aircraft for collision avoidance

during daylight hours is to use A) regularly

spaced concentration on the 3
- , 9
- , and 12
- o'clock positions. B) a series of short, regularly spaced eye movements to search each 10
- degree sector. C) peripheral vision by

scanning small s ectors and utilizing offcenter viewing. 33. PL T012 LSP N/A Given the following.

True course 050 True Heading 040 True airspeed 75 kts Groundspeed 65 kts Determine the wind direction and speed. A) 105° and 16 knots. B) 355° and 16 knots. C) 355° and 10 knots. 34. PL T012 LSP N/A (Refer to figure 22.) What is the estimated time en route from Mercer County

Regional Airport (area 3) to Minot International (area 1)? The wind is from 330° at 25 knots and the true airspeed is 100 knots. Add 3
- 1/2 minut es for departure and climb
- out. A) 48 minutes. B) 44 minutes. C) 52 minutes. 35. PL T064 LSP N/A (Refer to figure 25, area 2.) What minimum altitude is necessary to vertically

clear the obstacle on the southeast side of Winnsboro Airport b y 500 feet? A) 823 feet MSL
. B) 1,013 feet MSL. C) 1,403 feet MSL. 36. PL T064 LSP N/A (Refer to figure 22, area 2.) Which airport is located at approximately 47° 41 minutes 00 seconds N latitude and 101° 36 minutes 00 seconds W longitude? A) Fischer. B) Crooked Lake. C) Johnson. 37. PL T011 LSP N/A (Refer to figure 26, area 2.) What is the base of Class B airspace at Lakeview (30F)

Airport?54 A) 3000. B) 4000. C) 1700. 38. PL T116 LSP N/A (Refer to figure 23.) Weather information is available at the Coeur d` Alene (COE)

Airport (area 2) A) at the automated flight service station on the field. B) from AWOS 3 135.075. C) from UNICOM (CTAF) on 122.8. 39. PL T371 LSP N/A With respect to the certification of airmen, which is a category of aircraft? A) Gy roplane, helicopter, airship, free balloon. B) Airplane, rotorcraft, glider, lighter
- than
- air. C) Single
- engine land and sea, multiengine land and sea. 40. PL T377 LSP N/A How long does the Airworthiness Certificate of an aircraft remain valid?

A) As long as the aircraft has a current Registration Certificate. B) Indefinitel y, unless the aircraft suffers major damage. C) As long as the aircraft is maintained and operated as required b y Federal Aviation Regulations. 41. PL T378 LSP N/A May

a pilot operate an aircraft that is not in compliance with an Airworthiness Directive (AD)? A) Yes, AD's are only

voluntary
. B) Yes, if allowed b y the AD. C) Yes, under VFR conditions only
. 42. PL T163 LSP APPLIES The minimum flight visibility requirement for a sport pilot is A) 1 statute mile. B) 3 statute miles. C) 5 statute miles. 43. PL T431 LSP APPLIES Which is true with respect to formation flights? Formation flights are

A) authorized when carryingpassengers for hire, with prior arrangement with the pilot in command of each aircraft in the formation. B) not authorized, except by arrangement with the pilot in command of each aircraft. C) not authorized, unless the pilot in command of each aircraft is trained and found competent in formation.55 44. PL T414 LSP APPLIES Which aircraft has the right
- of
- way over all other air traffic? A) A balloon. B) An aircraft in distress. C) An aircraft on final approach to land. 45. PL T291 LSP N/A To best determine general forecast weather conditions over several state s (region),

the pilot should refer to A) Aviation Area Forecasts. B) Weather Depiction Charts. C) Satellite Maps. 46. PL T072 LSP N/A (Refer to figure 15.) What is the valid period for the TAF for KMEM?

A) 1200Z to 1200Z. B) 1200Z to 1800Z. C) 1800Z to 1800Z. 47. PL T076 LSP N/A (Refer to figure 17.) What wind is forecast for STL at 9,000 feet?

A) 230° true at 32 knots. B) 230° true at 25 knots. C) 230° magnetic at 25 knots. 48. PL T059 LSP N/A (Refer to figure 12.) The wind direction and veloci ty at KJFK is from A) 180° true at 4 knots. B) 180° magnetic at 4 knots. C) 040° true at 18 knots. 49. PL T063 LSP N/A What information is provided by the Radar Summary

Chart that is not shown on other weather charts? A) L ines and cells of hazardous thunderstorms. B) Ceilings and precipitation between reporting stations. C) Areas of cloud cover and icing levels within the clouds. 50. PL T518 LSP N/A A pilot can expect a wind
- shear zone in a temperature inversion whenever the

windspeed at 2,000 to 4,000 feet above the surface is at least A) 10 knots. B) 15 knots. C) 25 knots.56 51. PL T021 LSP N/A (Refer to figure 68.)

GIVEN: WEIGHT MOMENT Gy roplane basic weight 1,315 150.1 (oil included) Pilot weight 140 Passenger weight 150 27 gal fuel 16 2 The CG is located A) outside the CG envelope; the maximum gross weight is exceeded. B) outside the CG envelope; the maximum gross weight and the gross
- weight moment are exceeded. C) within the CG envelope; neither maximum gross weight nor gross - weight moment is exceeded. 52. PL T251 LSP N/A How should a balloon fuel sy stem be checked for leaks prior to flight?

A) L isten and smell. B) Check all connections with a lighted match. C) Cover all connections and tubing with soap y water. 53. PL T254 LSP N/A All fuel tanks should be fired during preflight to determine

A) the burner pressure and condition of the valves. B) that the pilot light functions properl y on each tank. C) if there are any l eaks in the tank. 54. PL T251 LSP N/A If ample propane is available, within which temperature range will propane vaporize

sufficiently

to provide enough pressure for burner operation during flight? A) 0 to 30 °F. B) 10 to 30 °F. C) 30 to 90 °F. 55. PL T254 LSP N/A While in flight, frost begins for ming on the outside of the fuel tank in use. This would most likely

be caused by A) water in the fuel. B) a leak in the fuel line. C) vaporized fuel instead of liquid fuel being drawn from the tank into the main burner. 56. PL T393 LSP N/A A balloon flight through a restricted area is

A) permitted at certain times, but only with prior permission by the appropriate authority
.57 B) permitted anyt ime, but caution should be exercised because of high
- speed military aircraft. C) never permitted. 57. PL T1 83 LSP N/A What is a potential hazard when climbing at maximum rate?

A) The envelope may

collapse. B) Deflation ports may

be forced open. C) The rapid flow of air may extinguish the burner and pilot light. 58. PL T219 LSP N/A It may

be possible to make changes in the direction of flight in a hot air balloon by A) fl yi ng a constant atmospheric pressure gradient. B) operating at different flight altitudes. C) operating above the friction level, if there is no gradient wind. 59. PL T125 LSP N/A What is a hazard of rapid descents?

A) Wind shear can cavitate one side of the envelope, forcing air out of the mouth. B) The pilot light cannot remain lit with the turbulent air over the basket. C) Aerodynamic forces may collapse the envelope. 60. PL T130 LS P N/A In a balloon, best fuel economy in level flight can be accomplished by A) riding the haze line in a temperature inversion. B) short blasts of heat at high frequency
. C) long blasts of heat at low frequency
. 61. PL T184 LSP N/A When landing a free balloon, what should the occupants do to minimize landing

shock? A) Be seated on the floor of the basket. B) Stand with knees slightly bent, in the center of the gondola, facing the direction of movement. C) Stand back
- to - back and hold onto the load ri ng. 62. PL T041 LSP N/A (Refer to figure 22, area 1.) A balloon launched at Flying S Airport drifts southward

towards the lighted obstacle. If the altimeter was set to the current altimeter setting upon launch, what should it indicate if the balloon is to clear the obstacle at 500 feet above the top? A) 1,531 feet MSL
. B) 1,809 feet MSL. C) 3,649 feet MSL. 63. PL T012 LSP58

N/A (Refer to figure 23, area 2.) If a balloon is launched at Ranch Aero (Pvt) Airport with

a reported wind from 220° at 5 knots, wh at should be its approximate position after 2 hours of flight? A) Near Hackney

(Pvt) Airport. B) Crossing the railroad east of Treeport Airport. C) 3
- 1/2 miles southwest of Rathdrum. 64. PL T445 LSP APPLIES Which preflight action is specificall y required of the pilot prior to each flight?

A) Check the aircraft logbooks for appropriate entries. B) Become familiar with all available information concerning the flight. C) Review wake turbulence avoidance procedures. 65. PL T017 LSP N/A (Refer to figure provided.) What approximate lift/drag ratio will the glider attain at

68 MPH in still air? A) 10.5:1. B) 21.7:1. C) 28.5:1. 66. PL T222 LSP N/A What corrective action should the sailplane pilot take during takeoff if the towplane

is still on the ground and the sailplane is airborne and drifting to the left? A) Crab into the wind b y holding upwind (right) rudder pressure. B) Crab into the wind so as to maintain a position directly behind the towplane. C) Establish a right wing low drift correction to remain in the flightpath of the towplane. 67. PL T012 LSP N/A (Refer to figure 27.) If a glider is launched over Barnes County Airport with

sufficient altitude to glide to Jamestown Airport (area 4), how long will it take for the flight at an average of 4 0 MPH groundspeed? A) 20 minutes. B) 27 minutes. C) 48 minutes. 68. PL T012 LSP N/A (Refer to figure 25, area 1.) A glider is launched over Caddo Mills Airport with

sufficient altitude to glide to Airpark East Airport, south of Caddo Mills. How long wi ll it take for the flight at an average of 35 MPH groundspeed? A) 31 minutes. B) 27 minutes. C) 25 minutes. 69. PL T064 LSP N/A (Refer to figure 27, area 3.) Identify the airspace over Sprague Airport.59 A) Class G airspace
- surface up to but not inclu ding 18,000 feet MSL. B) Class G airspace
- surface up to but not including 700 feet MSL, Class E airspace

- 700 feet to 14,500 feet MSL
. C) Class G airspace
- surface up to but not including 1,200 feet AGL, Class E airspace
- 1,200 feet AGL up to but not including 18,000 feet MSL. 70. PL T161 LSP APPLIES Unless otherwise specified, Federal Airway s include that Class E airspace extending

upward from A) 700 feet above the surface up to and including 17,999 feet MSL. B) 1,200 feet above the surface up to and including 17,999 feet MSL. C) the surface up to and including 18,000 feet MSL. 71. PL T511 LSP N/A During which period is a sea breeze front usuall y most suitable for soaring flight?

A) Shortly

after sunrise. B) During the middle of the morning. C) During the afternoon. 72. PL T120 LSP N/A Which is considered to be the most hazardous condition when soaring in the vicinity

of thunderstorms? A) Static electricity. B) Lightning. C) Wind shear and turbulence. 73. PL T125 LSP N/A An airship desc ending through a steep temperature inversion will

A) show no change in superheat as altitude is lost. B) show a decrease in superheat as altitude is lost. C) become progressivel y lighter, thus becoming increasingl y more difficult to drive down. 74. PL T012 LSP N/A (Refer to figure 25.) An airship passes over the Quitman VOR
- DME area 2) at 0940

and then over the intersection of the powerline and Victor 114 at 0948. Approximately

what time should the flight arrive over the Bonham VORTAC (area 3)? A) 1109. B) 1117. C) 1138. 75. PL T132 LSP N/A What is the effect of advancing the throttle in flight?

A) Both aircraft groundspeed and angle of attack will increase. B) Airspeed will remain relativel y constant but the aircraft will climb.60 C) The aircra ft will accelerate, which will cause a turn to the right. 76. PL T222 LSP N/A Prior to lift off the pilot should verify

A) the wing is fully

pressurized. B) a forward speed of approximately 20 MPH. C) the propeller RPM is 4500 or greater. 77. PL T125 LSP N/A Decreasing engine RPM in a powered parachute while in flight, will result in a

A) decrease in airspeed and a descent. B) descent. C) descent and an increase in airspeed. 78. PL T346 LSP N/A The steering bars

A) are used during taxi operations with the parachute stowed. B) control the outboard trailing edge of the parachute. C) control the main landing gear brakes. 79. PL T114 LSP N/A One of the functions of the wing`s crossbar is to

A) hold the wings open. B) provide surface to grip and control the aircraft. C) provide an attachment point for the carriage. 80. PL T147 LSP N/A (Refer to figure 48.) While on final approach to a runway equipped with a standard 2
- bar VASI, the lights appear as shown b y illustration D. This means that the ai rcraft is A) above the glide slope. B) below the glide slope. C) on the glide slope. 81. PL T123 LSP N/A Why

should gy

roplane operations within the cross
- hatched portion of a Height vs. Velocity chart be avoided? A) The rotor RPM may

build excessively high if it is necessary to flare at such low altitudes. B) Sufficient airspeed may not be available to ensure a safe landing in case of an engine failure. C) Turbulence near the surface can dephase the blade dampers causing geometric unbalanced conditions on the rotor system. 82. PL T123 LSP61

N/A Why

should gy

roplane operations within the cross
- hatched portion of a Height vs. Velocity chart be avoided? A) The rotor RPM may

build excessively

high if it is necessary

to flare at such low altitudes. B) Sufficient airspeed may not be available to ensure a safe landing in case of an engine failure. C) Turbulence near the surface can dephase the blade dampers causing geometric unbalanced conditions on the rotor s ys tem. 83. PL T011 LSP N/A (Refer to figure 40.) Determine the total takeoff distance required for a gy roplane to clear a 50
- foot obstacle if the temperature is 95 °F and the pressure altitude is 1,700 feet. A) 1,825 feet. B) 1,910 feet. C) 2,030 feet. 84. PL T149 LSP N/A Select the true statement concerning gy roplane taxi procedures. A) Taxi speed should be limited to no faster than a brisk walk in ideal conditions. B) The cyclic stick should be held in the neutral position at all times. C) The cyclic stick should be held slightl y aft of neutral at all times. 85. PL T149 LSP N/A What precaution should be taken while taxiing a gy roplane? A) The cyclic stick should be held in the neutral position at all times. B) Avoid abrupt control movements when blades are turning. C) The cyclic st ick should be held slightl y aft of neutral at all times. 86. PL T259 LSP N/A If ground resonance is experienced during rotor spin
- up, what action should you

take? A) Taxi to a smooth area. B) Make a normal takeoff immediately
. C) Close the throttle and slowly raise the spin
- up lever. 87. PL T486 LSP N/A Select the true statement concerning gy roplane taxi procedures. A) Avoid abrupt control movements when blades are turning. B) The cyclic stick should be held in the neutral position at all times. C) The cyclic stick should be held slightl y aft of neutral at all times. 88. PL T149 LSP N/A Select the true statement concerning gy roplane taxi procedures. A) Avoid abrupt control movements when blades are turning. B) The cyclic stick should be held in th e neutral position at all times.62 C) The cyclic stick should be held slightl y aft of neutral at all times. 89. PL T470 LSP N/A During the transition from pre
- rotation to flight, all rotor blades change pitch

A) simultaneously

to the same angle of inciden ce. B) simultaneousl y but to different angles of incidence. C) in sequence to the same angle of incidence. 90. PL T260 LSP N/A During the transition from pre
- rotation to flight, all rotor blades change pitch

A) simultaneously

to the same angle of incid ence. B) simultaneousl y but to different angles of incidence. C) to the same degree at the same point in the cycle of rotation.63



# Appendix F Private Pilot Test Bank
n/a What is the definition of a high
- performance airplane An airplane with an engine of more than 200 horsepower n/a The pilot in command is required to hold a type

rating in which aircraft Aircraft having a gross weight of more than 12500 pounds n/a A Third
- Class Medical Certificate is issued to a

36
- year - old pilot on August 10 this year To exercise the privileges of a Private Pilot Certificate the medical certificate will be valid until midnight on August 31 3 years later
n/a Each person who holds a pilot certificate or a

medical certificate shall present it for inspection

upon the request of the Administrator the National Transportation Safety Board or any federal state or local law

enforcement officer n/a Susceptibility to carbon monoxide poisoning increases as altitude increases n/a A pilot should be able to overcome the symptoms

or avoid future occurrences of hyperventilation by slowing the breathing rate breathing into a bag or talking aloud n/a Which would most likely result in hyperventilation Emotional tension anxiety or fear n/a Rapid or extra deep breathing while using oxygen

can cause a condition known as hyperventilation n/a What preparation should a pilot make to adapt the eyes for night flying Avoid bright white lights at least 30 minutes before the flight applies What effect does haze have on the ability to see

traffic or terrain features during flight All traffic or terrain features appear to be farther away than their actual distance applies No person may attempt to act as a crewmember of a civil aircraft with 04 percent by weight or mo re alcohol in the blood n/a Under what condition if any may a pilot allow a

person who is obviously under the influence of drugs to be carried aboard an aircraft In an emergency or if the person is a medical patient under proper care applies A person may not act as a crewmember of a civil

aircraft if alcoholic beverages have been consumed by that person within the preceding 8 hours n/a 4 With respect to the certification of aircraft a class of aircraft is Airplane rotorcraft glider balloon n/a With r espect to the certification of airmen a category of aircraft is Airplane rotorcraft glider lighter
- than
- air n/a With respect to the certification of aircraft a Normal utility acrobatic64 category of aircraft is n/a With respect to the certification of airmen a class of aircraft is Single
- engine land and sea multiengine land and sea n/a What exception if any permits a private pilot to act

as pilot in command of an aircraft carrying passengers who pay for the flight If a donation is made to a charitable organization for the flight n/a What document(s) must be in your personal

possession or readily accessible in the aircraft while operating as pilot in command of an aircraft An appropriate pilot certificate and an appropriate current medical certificate i f required
n/a To act as pilot in command of an aircraft carrying

passengers the pilot must have made at least three takeoffs and three landings in an aircraft of the same category class and if a type rating is required of the same type within the

precedi ng 90 days applies If a certificated pilot changes permanent mailing

address and fails to notify the FAA Airmen Certification Branch of the new address the pilot is entitled to exercise the privileges of the pilot certificate for a period of only 30 days after the date of the move
n/a If a recreational or private pilot had a flight review

on August 8 this year when is the next flight

review required August 31 2 years later n/a Each recreational or private pilot is required to have a biennial flight revie w n/a If a recreational or private pilot had a flight review

on August 8 this year when is the next flight

review required August 31 2 years later
n/a To act as pilot in command of an aircraft carrying

passengers a pilot must show by logbook endorsement the satisfactory completion of a flight review or completion of a pilot proficiency check

within the preceding 24 calendar months applies The definition of nighttime is the time between the end of evening civil twilight and the beginning of mo rning civil twilight n/a If recency of experience requirements for night

flight are not met and official sunset is 1830 the latest time passengers may be carried is 1929 n/a The term 'angle of attack' is defined as the angle between the wing chord line and the relative wind n/a The angle of attack at which an airplane wing stalls will remain the same regardless of gross weight n/a One of the main functions of flaps during approach and landing is to increase the angle of descent without increasing the airspeed65

n/a What is the purpose of the rudder on an airplane To control yaw n/a What is the relationship of lift drag thrust and

weight when the airplane is in straight
- and
- level

flight Lift equals weight and thrust equals drag n/a The four forces acting on an airplane in flight are lift weight thrust and drag n/a Which would provide the greatest gain in altitude

in the shortest distance during climb after takeoff VX n/a After takeoff which airspeed would the pilot use to

gain the most altitude in a given peri od of time VY n/a Which V
- speed represents maneuvering speed VA n/a When are the four forces that act on an airplane in equilibrium During unaccelerated flight n/a What force makes an airplane turn The horizontal component of lift n/a Which basic flight maneuver increases the load

factor on an airplane as compared to straight
- and
level flight Turns n/a The amount of excess load that can be imposed on

the wing of an airplane depends upon the speed of the airplane
n/a If an airplane weighs 2300 pounds what

approximate weight would the airplane structure be required to support during a 60° banked turn

while maintaining altitude 4600 pounds
n/a Why

is frost considered hazardous to flight Frost spoils the smooth flow of air over the wings thereby d ecreasing lifting capability n/a How

will frost on the wings of an airplane affect takeoff performance Frost will disrupt the smooth flow of air over the wing adversely affecting its lifting capability n/a What is ground effect The result of the interfer ence of the surface of the Earth with the airflow

patterns about an airplane n/a What causes an airplane (except a T
- tail) to pitch

nosedown when power is reduced and controls are

not adjusted The downwash on the elevators from the propeller slipstream is reduced and elevator

effectiveness is reduced n/a What determines the longitudinal stability of an airplane The location of the CG with respect to the center of lift n/a An airplane said to be inherently stable will require less effort to control n/a T he left turning tendency of an airplane caused by

P
- factor is the result of the propeller blade descending on the right producing more thrust than the ascending blade

on the left n/a When does P
- factor cause the airplane to yaw to When at high angles of attack66 the left n/a In what flight condition is torque effect the greatest

in a single
- engine airplane Lo w airspeed high power high angle of attack n/a As altitude increases the indicated airspeed at

which a given airplane stalls in a particular

configuration will remain the same regardless of altitude n/a During an approach to a stall an increased load

factor will cause the airplane to stall at a higher airspeed n/a In what flight condition must an aircraft be placed in order to spin Both wings are stalled n/a What aircraft inspections are required for rental

aircraft that are also used for flight instruction Annual and 100
- hour inspections n/a An aircraft had a 100
- hour inspection when the

tachometer read 1259.6
- when is the next 100
- hour

inspectio n due 1359.6 hours. n/a Maintenance records show the last transponder

inspection was performed on September 1 1993 The next inspection will be due no later than September 30 1995 n/a When are non
- rechargeable batteries of an

emergency locator transmitter (ELT) required to be

replaced When 50 percent of their useful life expires n/a When the ELT has been in use for more than 1 cumulative hour When the ELT has been in use for more than 1 cumulative hour n/a If an alteration or repair substantially affects an

aircraft's operation in flight that aircraft must be test flown by an appropriately
- rated pilot and approved for return to service prior to being operated with passengers aboard
n/a An aircraft's annual inspection was performed on

July 12 this year
- th e next annual inspection will be

due no later than July 31 next year
n/a Com

pletion of an annual inspection and the return of the aircraft to service should always be indicated by an appropriate notation in the aircraft maintenance records n/a No person may use an ATC transponder unless it

has been tested and inspected within at least the

preceding 24 calendar months n/a When activated an emergency locator transmitter (ELT) transmits on 121.5 and 243.0 MHz n/a When must the battery in an emergency locat or

transmitter (ELT) be replaced (or recharged if the

battery is rechargeable) After one
- half of the battery's useful life67

n/a When may an emergency locator transmitter (ELT) be tested During the first 5 minutes after the hour n/a Which procedure is recommended to ensure that

the emergency locator transmitter (ELT) has not

been activated Monitor 121.5 before engine shutdown applies Preventive maintenance has been performed on an

aircraft
- what paperwork is required The signature certificate number and kind of certificate held by the person approving the work and a description of the work must be entered in the aircraft maintenance records n/a Which operation would be described as preventive maintenance Replenishing hydraulic fluid n/a What regulation allows a private pilot to perform

preventive maintenance 14 CFR Part 43.7 applies What should an owner or operator know about Airworthiness Directives (AD's) They are mandatory applies May

a pilot operate an aircraft that is not in compliance with an Ai rworthiness Directive (AD) Yes if allowed by the AD applies Which records or documents shall the owner or

operator of an aircraft keep to show compliance with an applicable Airworthiness Directive Aircraft maintenance records n/a In addition to a valid Airworthiness Certificate

what documents or records must be aboard an

aircraft during flight Operating limitations and Registration Certificate applies Who is responsible for determining if an aircraft is in condition for safe flight The pilot in command applies The responsibility for ensuring that an aircraft is

maintained in an airworthy condition is primarily

that of the owner or operator applies Who is responsible for ensuring Airworthiness

Directives (AD's) are complied with Owner or operator applies The airworthiness of an aircraft can be determined by a preflight inspection and a review of the maintenance records n/a Where may an aircraft's operating limitations be found In the current FAA
- approved flight manual approved manual material markings and placards

or any combination thereof applies How

long does the Airworthiness Certificate of an

aircraft remain valid As long as the aircraft is maintained and operated as required by Federal Aviation Regulations n/a Who is primarily responsib le for maintaining an

aircraft in airworthy condition Owner or operator applies Which preflight action is specifically required of

the pilot prior to each flight Become familiar with all available information concerning the flight68

n/a In addition to other preflight actions for a VFR

flight away from the vicinity of the departure airport regulations specifically require the pilot in

command to determine runway lengths at airports of intended use and the aircraft n/a Preflight action as required for al l flights away

from the vicinity of an airport shall include an alternate course of action if the flight cannot be completed as planned applies During the preflight inspection who is responsible

for determining the aircraft is safe for flight The pilot in command applies How

should an aircraft preflight inspection be accomplished for the first flight of the day Thorough and systematic means recommended by the manufacturer n/a Flight crewmembers are required to keep their

safety belts and shoulder harnesses fastened during takeoffs and landings n/a With certain exceptions safety belts are required to

be secured about passengers during taxi takeoffs and landings applies Unless otherwise specifically authorized no person

may operate an aircraft that has an experimental

certificate over a densely populated area or in a congested airway applies No person may operate an aircraft in acrobatic flight when over any congested area of a city town or settlement n/a What is the lowest altitude permitted for acrobatic flight 1500 feet AGL n/a In which class of airspace is acrobatic flight prohibited Class E airspace below 1500 feet AGL n/a No person may operate an aircraft in acrobatic

flight when the flight visibility is less than 3 miles n/a What should be the first action after starting an aircraft engine Adjust for proper RPM and check for desired indications on the engine gauges n/a One purpose of the dual ignition system on an

aircraft engine is to provide for im proved engine performance
n/a During the run
- up at a high
- elevation airport a

pilot notes a slight engine roughness that is not affected by the magneto check but grows worse during the carburetor heat check
- under these circumstances what would be the most logical

initial action Check the results obtained with a leaner setting of the mixture
n/a The basic purpose of adjusting the fuel/air mixture at altitude is to decrease the fuel flow in order to compensate for decreased air density n/a While cruising at 9500 feet MSL the fuel/air

mixture is properly adjusted
- what will occur if a descent to 4500 feet MSL is made without readjusting the mixture The fuel/air mixture may become excessively lean69

n/a The presence of carburetor ice in an aircraft

equipped with a fixed
- pitch propeller can be veri fied by applying carburetor heat and noting a decrease in RPM and then a gradual increase in RPM n/a Which condition is most favorable to the

development of carburetor icing Tem perature between 20 and 70 °F and high

humidity n/a Generally speaking the use of carburetor heat tends to decrease engine performance n/a If an aircraft is equipped with a fixed
- pitch

propeller and a float
- ty

pe carburetor the first indication of carburetor ice would most likely be loss of RPM n/a Applying carburetor heat will enrich the fuel/air mixture n/a The operating principle of float
- ty pe carburetors is based on the difference in air pressure at the venturi throat and the air inlet n/a If the grade of fuel used in an aircraft engine is

lower than specified for the engin e it will most

likely cause detonation n/a Detonation occurs in a reciprocating aircraft engine when the unburned charge in the cylinders explodes instead of burning normally n/a If a pilot suspects that the engine (with a fixed
pitch propeller) is detonating during climb
- out after takeoff the initial corrective action to take

wo uld be to lower the nose slightly to increase airspeed n/a The uncontrolled firing of the fuel/air charge in

advance of normal spark ignition is known as pre - ignition n/a What is one procedure to aid in cooling an engine that is overheating Enrichen the fuel mixture n/a What action can a pilot take to aid in cooling an

engine that is overheating during a climb Reduce rate of climb and increase airspeed
n/a If the engine oil temperature and cylinder head

tem perature gauges have exceeded their normal operating range the pilot may have been operating

with too much power and with the mixture set too lean
n/a Excessively high engine temperatures will cause loss of power - exces sive oil consumption and possible permanent internal engine damage n/a An abnormally high engine oil temperature

indication may be caused by the oil level being too low n/a For internal cooling reciprocating aircraft engines

are especially dependent on the circulation of lubricating oil n/a Which would most likely cause the cylinder head

tem perature and engine oil temperature gauges to exceed their normal operating ranges Using fuel that has a lower
- than
- specified fuel rating70

n/a What type fuel can be substituted for an aircraft if

the recommended octane is not available The next higher octane aviation gas n/a On aircraft equipped with fuel pumps when is the

auxiliary electric driven pump used In the event engine
- driven fuel pump fails n/a Filling the fuel tanks after the last flight of the day

is considered a good operating procedure because

this will prevent moisture condensation by eliminating airspace in the tanks n/a A precaution for the operation of an engine

equipped with a constant
- speed prope ller is to avoid high manifold pressure settings with low RPM n/a How

is engine operation controlled on an engine equipped with a constant
- speed propeller The throttle controls power output as registered on the manifold pressure gauge and the propeller control regulates engine RPM n/a What is an advantage of a constant
- speed propeller Permits the pilot to select the blade angle for the mo st efficient performance n/a Should it become necessary to handprop an

airplane engine it is extremely important that a

competent pilot be at the controls in the cockpit n/a Which factor would tend to increase the density

altitude at a given airport An increase in ambient temperature n/a Under what condition is pressure altitude and

density altitude the same value At standard temperature n/a What effect does high density altitude as compared

to low density altitude have on propeller efficiency

and why Efficiency is reduced because the propeller exerts less force at high density altitudes than at low

density altitud es n/a What is pressure altitude The altitude indicated when the barometric pressure scale is set to 29.92 n/a What is density altitude The pressure altitude corrected for nonstandard tem perature n/a What effect does high density altitude have on aircraft performance It reduces climb performance n/a If the outside air temperature (OAT) at a given

altitude is warmer than standard the density

altitude is higher than pressure altitude applies Which combination of atmospheric conditions will

reduce aircraft takeoff and climb performance High temperature high relative humidity and high density altitude applies What effect if any does high humidity have on aircraft performance It decreases performance n/a What is the specific fuel requirement for fli ght

under VFR during daylight hours in an airplane Enough to fly to the first point of intended landing and to fly after that for 30 minutes at

normal cruising speed71

n/a What is the specific fuel requirement for flight

under VFR at night in an airplane En ough to fly to the first point of intended landing and to fly after that for 45 minutes at

normal cruising speed n/a Deviation in a magnetic compass is caused by the magnetic fields within the aircraft distorting the lines of magnetic force n/a In the Northern Hemisphere a magnetic compass

will normally indicate initially a turn toward the

we st if a right turn is entered from a north heading n/a In the Northern Hemisphere if an aircraft is

accelerated or decelerated the magnetic compass will normally i ndicate correctly when on a north or south heading n/a During flight when are the indications of a

magnetic compass accurate Only in straight
- and
- level unaccelerated flight n/a In the Northern Hemisphere the magnetic compass

will normally indicate a turn toward the south

when the aircraft is decelerated w hile on a west heading n/a If the pitot tube and outside static vents become

clogged which instruments would be affected The altimeter airspeed indicator and vertical speed indicator n/a The pitot syste m provides impact pressure for which instrument Airspeed indicator n/a What is an important airspeed limitation that is not

color coded on airspeed indicators Maneuvering speed n/a What is the maximum flaps
- extended speed 100 MPH n/a If an altimeter setting is not available before flight

to which altitude should the pilot adjust the

altimeter The elevation of the departure area
n/a If a pilot changes the altimeter setting from 30.11

to 29.96 what is the approximate change in

indication Altimeter will indicate 150 feet lower n/a Under which condition will pressure altitude be equal to true altitude When standard atmospheric conditions exist n/a Altimeter setting is the value to w hich the barometric pressure scale of the altimeter is set so

the altimeter indicates true altitude at field elevation n/a What is true altitude The vertical distance of the aircraft above sea level applies What is absolute altitude The vertical distance of the aircraft above the surface n/a If it is necessary to set the altimeter from 29.15 to

29.85 w hat change occurs 700
- foot increase in indicated altitude72

n/a Under what condition is indicated altitude the same as true altitude When at sea level under standard conditions n/a If a flight is made from an area of low pressure

into an area of high pressure without the altimeter setting being adjusted the altimeter will indicate lower than the actual altitude above sea level n/a Under what condition will true altitude be lower than indicated altitude In colder than stan dard air temperature n/a How

do variations in temperature affect the

altimeter Increasing temperature will increase pressure n/a A turn coordinator provides an indication of the

mo vement of the aircraft about the yaw and roll axes n/a Every physical process of weather is accompanied by or is the result of a heat exchange n/a What causes variations in altimeter settings

between weather reporting points Unequal heating of the Earth n/a What are the standard temperature and pressure values for sea leve l 15 °C and 29.92 inches Hg
n/a The wind at 5000 feet AGL is southwesterly while

the surface wind is southerly. This difference in direction is primarily due to friction between the

wind and the surface The development of thermals depends upon solar heating applies Convective circulation patterns associated with sea breezes are caused by cool dense air moving inland from over the water applies An almond or lens
- shaped cloud which appears

stationary but which may contain winds of 50 knots or more is referred to as a lenticular cloud applies Crests of standing mountain waves may be marked

by stationary lens
- shaped clouds known as standing lenticular clouds n/a Possible mountain wave turbulence could be anticipated when winds of 40 knots or greater blow across a mo untain ridge and the air is stable applies What is meant by the term 'dewpoint' The temperature to which air must be cooled to become saturated applies Clouds fog or dew will always form when water vapor condenses applies What are the pr ocesses by which moisture is added to unsaturated air Evaporation and sublimation applies The suffix 'nimbus' used in naming clouds means a rain cloud applies Clouds are divided into four families according to their height range73

n/a What is the approximate base of the cumulus

clouds if the surface air temperature at 1000 feet MSL is 70 °F and the dewpoint is 48 °F 6000 feet MSL applies What cloud types would indicate convective turbulence Towering cumulus clouds applies What clouds have the greatest turbulence Cumulonimbus applies Which weather phenomenon signals the beginning

of the mature stage of a thunderstorm Precipitation beginning to fall applies The conditions necessary for the formation of cumulonimbus clouds are a lifting action and unstable moist air applies What conditions are necessary for the formation of thunderstorms High humidity lifting force and unstable conditions applies During the life cycle of a thunderstorm which

stage is characterized predominately by

dow ndrafts Dissipating applies Thunderstorms reach their greatest intensity during the mature stage applies Thunderstorms which generally produce the most

intense hazard to aircraft are squall line thunderstorms applies A nonfrontal narrow band of active thunderst orms that often develop ahead of a cold front is a known

as a squall line applies What feature is normally associated with the

cumulus stage of a thunderstorm Continuous updraft applies Which weather phenomenon is always associated with a thunderstorm Lightning applies The boundary between two different air masses is referred to as a front applies One of the most easily recognized discontinuities across a front is a change in temperature n/a One weather phenomenon which will always occur

when flying across a front is a change in the wind direction applies Steady precipitation preceding a front is an indication of stratiform clouds with little or no turbulence applies What are characteristics of a moist unstable air mass Cumuliform clouds and showery precipitation applies What are characteristics of unstable air Turbulence and good surface visibility applies A stable air mass is most likely to have which Smooth air74 characteristic n/a Moist stable air flowing upslope can be expected to produce stratus type clouds applies If an unstable air mass is forced upward what type clouds can be expected Clouds with considerable vertical development and associated turbulence applies What measurement can be used to determine the stability of the atmospher e Actual lapse rate applies What would decrease the stability of an air mass Warming from below applies What is a characteristic of stable air Stratiform clouds n/a A temperature inversion would most likely result

in which weather condition An increase in temperature as altitude is increased applies The most frequent type of ground or surface
- based

tem perature inversion is that which is produced by terrestrial radiation on a clear relatively still night applies Which weather conditions should be expected

beneath a low
- level temperature inversion layer when the relative humidity is high Smooth air poor visibility fog haze or low clouds applies What feature is associated with a temperature inversion A stable layer of air applies What situation is mo st conducive to the formation of radiation fog Warm moist air over low flatland areas on clear calm nights applies In which situation is advection fog most likely to form An air mass moving inland from the coast in winter applies Lo w - level turbulence can occur and icing can

become hazardous in which type of fog Steam fog applies What types of fog depend upon wind in order to exist Advection fog and upslope fog n/a Upon encountering severe turbulence which flight

condition should the pilot attempt to maintain Level flight attitude applies Where does wind shear occur At all altitudes in all directions applies When may hazardous wind shear be expected In areas of low
- level temperature inversion frontal zones and clear air turbulence n/a A pilot can expect a wind
- shear zone in a

tem perature inversion whenever the windspeed at 2000 to 4000 feet above the surface is at least 25 knots
n/a If there is thunderstorm activity in the vicinity of

an airport at w

hich you plan to land which hazardous atmospheri c phenomenon might be expected on the landing approach Wind
- shear turbulence75

applies One in
- flight condition necessary for structural icing to form is visible moisture applies In which environment is aircraft structural ice most

likely to have the highest accumulation rate Freezing rain n/a The presence of ice pellets at the surface is

evidence that there is a tem perature inversion with freezing rain at a

higher altitude applies For aviation purposes ceiling is defined as the height above the Earth's surface of the lowest broken or overcast layer or vertical visibility into

an obscuration applies From

which primary source should information be obtained regarding expected weather at the estimated time of arrival if your destination has no

Terminal Forecast Area Forecast
n/a To best determine general forecast weather

conditions over several states the pilot should refer

to Aviation Area Forecasts
n/a The section of the Area Forecast entitled 'VFR

CLDS/ WX' contains a general description of cloudiness and weather significant to flight operations broken dow

n by states or other geographical areas
n/a To determine the freezing level and areas of

probable icing aloft the pilot should refer to the Inflight Aviation Weather Advisories n/a AI RMET' s are advisories of significant weather

phenomena but of lower intensities than Sigmets and are intended for dissemination to All pilots n/a Which in
- flight advisory would contain

information on severe icing not associated with

thunderstorms SIGMET n/a SIGMET's are issued as a warning of weather

conditions hazardous to which aircraft All aircraft n/a What is indicated when a current CONVECTIVE

SIGMET forecasts thunderstorms Thunderstorms obscured by massive cloud layers n/a What information is containe d in a CONVECTIVE SIGMET Tornadoes embedded thunderstorms and hail 3/4 inch or greater in diameter n/a When the term 'light and variable' is used in

reference to a Winds Aloft Forecast the coded

group and windspeed is 9900 and less than 5 knots n/a What values are used for Winds Aloft Forecasts True direction and knots n/a Radar weather reports are of special interest to

pilots because they indicate location of precipitation along with type intensity and cell movement of precipitation76

n/a What informati on is provided by the Radar

Summary Chart that is not shown on other weather

charts Lines and cells of hazardous thunderstorms n/a What does the heavy dashed line that forms a large

rectangular box on a radar summary chart refer to Severe weather watch area n/a To obtain a continuous transcribed weather

briefing including winds aloft and route forecasts for a cross
- country flight a pilot should monitor a Transcribed Weather Broadcast (TWEB) on an NDB or a VOR facility n/a Individual forecasts for specific routes of flight can

be obtained from which weather source Transcribed Weather Broadcasts (TWEB) n/a Transcribed Weather Broadcasts (TWEB's) may be mo nitored by tuning the appropriate radio receiver to certain VOR and NDB frequencies n/a What service should a pilot normally expect from

an En Route Flight Advisory Service (EFAS)

station Actual weather information and thunderstorm activity along the route n/a How

should contact be established with an En Route Flight Advisory Service (EFAS) stati on and what service would be expected Call Flight Watch on 122.0 for information regarding actual weather and thunderstorm activity along proposed route n/a What should pilots state initially when telephoning

a weather briefing facility for preflight weather

information Identify themselves as pilots
n/a A weather briefing that is provided when the

information requested is 6 or more hours in advance of the proposed departure time is an outlook briefing n/a When telephoning a weather briefing facility for

preflight weather information pilots should state the aircraft identification or the pilot n/a To get a complete weather briefing for the planned

flight the pilot should request a standard briefing n/a Which type weather briefing should a pilot request

when departing within the hour if no preliminary weather information has been received Standard briefing n/a Which type of weather briefing should a pilot

request to supplement mass disseminated data An abbreviated briefing
n/a An aircraft is loaded 110 pounds over maximum

certificated gross weight
- If fuel (gasoline) is drained to bring the aircraft weight within limits how much fuel should be drained 18.4 gallons n/a Which items are included in the empty weight of an aircraft Unusable fuel and undrainab le oil n/a An airplane has been loaded in such a manner that

the CG is located aft of the aft CG limit
- one undesirable flight characteristic a pilot might difficulty in recovering from a stalled condition77 experience with this airplane would be n/a Loadin g an airplane to the most aft CG will cause the airplane to be less stable at all speeds n/a Unless otherwise authorized two
- way radio

communications with Air Traffic Control are

required for landings or takeoffs at all tower controlled airports regardless of weather conditions n/a Prior to starting each maneuver pilots should visually scan the entire area for collision avoidance n/a Except in Alaska during what time period should

lighted position lights be displayed on an aircraft Sunset to sunrise n/a What procedure is recommended when climbing or

descending VFR on an airway Execute gentle banks left and right for continuous visual scanning of the airspace applies Responsibility for collision avoidance in an alert area rests with all pilots applies The most effective method of scanning for other

aircraft for collision avoidance during daylight

hours is to use a series of short regularly spaced eye movements to search each 10
- degree sector applies Which technique should a pilot use to scan for

traffic to the right and left during straight
- and
- level

flight Sy stematically focus on different segments of the sky for short intervals applies How

can you determine if another aircraft is on a collision course with your aircraft There will be no app arent relative motion between your aircraft and the other aircraft applies During operations within controlled airspace at

altitudes of less than 1200 feet AGL the minimum horizontal distance from clouds requirement for

VFR flight is 2000 feet applies In which type of airspace are VFR flights prohibited Class A applies An operable 4096
- code transponder with an

encoding altimeter is required in which airspace Class A Class B (and within 30 miles of the Class B primary airport) and Class C applies An oper able 4096
- code transponder and Mode C

encoding altimeter are required in Class B airspace and within 30 miles of the Class B primary airport applies What minimum pilot certification is required for

operation within Class B airspace Private Pilot Certificate or Student Pilot Certificate with appropriate logbook

endorsements applies An ATC clearance provides authorization to proceed under specified traffic conditions in controlled airspace applies What minimum radio equipment is required for

operation within Class C airspace Two - way radio communications equipment a 4096
- code transponder and an encoding altimeter applies Two - way radio communication must be Class C78 established with the Air Traffic Control facility having jurisdiction over the area prior to entering

which class airspace applies Which initial action should a pilot take prior to entering Class C airspace Contact approach control on the appropriate frequency applies Under what condition may an aircraft operate from

a satellite airport within Class C airspace The pilot must contact ATC as soon as practicable after takeoff applies All operations within Class C airspace must be in an aircraft equipped with a 4096
- code transponder with Mode C encoding capability applies The normal radius of the outer area of Class C airspace is 20 nautical miles applies The vertical limit of Class C airspace above the

primary airport is normally 4000 feet AGL applies Airspace at an airport with a part
- time control

tower is classified as Class D airspace only when the associated control tower is in operation applies No person may take off or land an aircraft under

basic VFR at an airport that lies within Class D

airspace unless the ground visibility at that airport is at least 3 miles applies Normal VFR operations in Class D airspace with

an operating control tower require the ceiling and

visibility to be at least 1000 feet and 3 miles applies A non - tower satellite airport within the same Class

D airspace as that designated for the primary

airport requires radio communications be established and maintained with the primary airport applies The lateral dimensions of Class D airspace are based on the instrument procedures for which the controlled airspace is established n/a What minimum flight visibi lity is required for

VFR flight operations on an airway below 10000 feet MSL 3 miles n/a When requesting weather information for the

following morning a pilot should request an outlook briefing applies The minimum distance from clouds required for

VFR operations on an airway below 10000 feet MSL is 500 feet below 1000 feet above and 2000 feet horizontally n/a The minimum flight visibility required for VFR

flights above 10000 feet MSL and more than 1200 feet AGL in controlled airspace is 5 miles applie s Unless otherwise specified Federal Airways

include that Class E airspace extending upward

from 1200 feet above the surface up to and including 17999 feet MSL79

n/a The width of a Federal Airway from either side of the centerline is 4 nautical miles applies Outside controlled airspace the minimum flight

visibility requirement for a recreational pilot flying VFR above 1200 feet AGL and below 10000 feet MSL during daylight hours is 1 mile applies What minimum visibility and clearance from

clouds are re quired for VFR operations in Class G airspace at 700 feet AGL or below during daylight hours 1 mile visibility and clear of clouds
n/a During operations outside controlled airspace at

altitudes of more than 1200 feet AGL but less than 10000 feet MSL the minimum flight visibility for

VFR flight at night is 3 miles
n/a During operations outside controlled airspace at

altitudes of more than 1200 feet AGL but less than 10000 feet MSL the minimum distance below clouds requirement for VFR flight at night is 500 feet applies What minimum visibility and clearance from

clouds are required for a recreational pilot in Class G airspace at 1200 feet AGL or below during daylight hours 1 mile visibility and clear of clouds
n/a Outside controlled airspace the minimum flight

visibility requirement for VFR flight above 1200 feet AGL and below 10000 feet MSL during

daylight hours is 1 mile
n/a What are the minimum requirements for airplane

operations under special VFR in Class D airspace

at night The pilot must be instrument rated and the airplane must be IFR equipped applies A special VFR clearance authorizes the pilot of an

aircraft to operate VFR while within Class D airspace when the visibility is at least 1 mile and the aircraft can remain clear of clouds
n/a What AT C facility should the pilot contact to

receive a special VFR departure clearance in Class

D airspace Air Traffic Control Tower applies What action should a pilot take when operating

under VFR in a Military Operations Area (MOA) Exercise extreme caution when military activity is being conducted applies Under what condition if any may pilots fly through a restricted area With the controlling agency's authorization applies Except when necessary for takeoff or landing what

is the minimum safe altitude for a pilot to operate

an aircraft anywhere An altitude allowing if a power unit fails an emergency landing without undue hazard to persons or property on the surface n/a Which cruising altitude is appropriate for a VFR Odd thousandths plus 500 feet80 flight on a magnetic course of 135° n/a The numbers 9 and 27 on a runway indicate that

the runway is oriented approximately 090° and 270° magnetic n/a When should pilots decline a land and hold short (LAHSO) clearance When it will compromise safety n/a Who has f

inal authority to accept or decline any land and hold short (LAHSO) clearance Pilot
- in
- command n/a Where is the 'Available Landing Distance' (ALD)

data published for an airport that utilizes Land and Hold Short Operations (LAHSO) published Airport/Facility Directory (A/FD) n/a Who should not participate in the Land and Hold

Short Operations (LAHSO) program Student pilots n/a What is the minimum visibility for a pilot to

receive a land and hold short (LAHSO) clearance 3 statute miles appli es Which aircraft has the right
- of
- way o ver the other aircraft listed Glider applies What action is required when two aircraft of the

same category converge but not head
- on The aircraft on the left shall give way n/a A seaplane and a motorboat are on crossing

courses - if the motorboat is to the left of the seaplane which has the right
- of
- way The seaplane applies Which aircraft has the right
- of
- way o ver all other air traffic An aircraft in distress n/a When flying in the airspace underlying Class B

air space the maximum speed authorized is 200 knots n/a When flying in a VFR corridor designated through

Class B airspace the maximum speed authorized is 200 knots n/a Unless otherwise authorized what is the maximum

indicated airspeed at which a person may operate an aircraft below

10000 feet MSL is 250 knots applies A lighted heliport may be identified by a green yellow and white rotating beacon applies A military air station can be identified by a rotating beacon that emits two quick white flashes betwee n green flashes applies An airport's rotating beacon operated during

daylight hours indicates that weather at the airport

located in Class D airspace is below basic VFR weather minimums n/a How

can a military airport be identified at night Dual peaked (two quick) white flashes between green flashes81

n/a Each pilot of an aircraft approaching to land on a

runway served by a visual approach slope indicator (VASI) shall maintain an altitude at or above the glide slope n/a An above glide slope indication fr om a tri
- color VASI is an am ber light signal n/a A below glide slope indication from a pulsating

approach slope indicator is a pulsating red light n/a An on glide slope indication from a tri
- color VASI is a green light signal n/a A below glide slope indication from a tri
- color VASI is a red light signal n/a VFR approaches to land at night should be accomplished the same as during daytime n/a A slightly high glide slope indication from a

precision approach path indicator is three white lights and one red light n/a To set the high intensity runway lights on medium

intensity the pilot should click the microphone seven times then click it five times n/a Airport taxiway edge lights are identified at night by blue omnidirectional lights n/a What is the mo st effective way to use the eyes during night flight Scan slowly to permit off center viewing
n/a During a night flight you observe a steady red light

and a flashing red light ahead and at the same altitude
- what is the general direction of movement

of the other aircraft The other aircraft is crossing to the left
n/a During a night flight you observe steady red and

green lights ahead and at the same altitude
- what is the general direction of movement of the other

aircraft The other aircraft is approaching head
- on n/a The best method to use when looking for other traffic at night is to look to the side of the object and scan slowly n/a The most effective method of scanning for other

aircraft for collision avoidance during nighttime

hours is to use periph eral vision by scanning small sectors and utilizing offcenter viewing
n/a During a night flight you observe a steady white

light and a flashing red light ahead and at the same altitude
- what is the general direction of movement

of the other aircraft The other aircraft is flying away from you
n/a Which is the correct traffic pattern departure

procedure to use at a noncontrolled airport Com ply with any FAA traffic pattern established for the airport82

applies What action if any is appropriate if the pilot

d eviates from an ATC instruction during an emergency and is given priority File a detailed report within 48 hours to the chief of the appropriate ATC facility if requested n/a If instructed by ground control to taxi to Runway 9 the pilot may proceed via taxiways and across runways to but not onto Runway 9 n/a Automatic Terminal Information Service (ATIS) is the continuous broadcast of recorded information concerning noncontrol information in selected high
- activity terminal areas n/a After landing at a tower - controlled airport w hen should the pilot contact ground control When advised by the tower to do so n/a When flying HAWK N666CB the proper

phraseology for initial contact with McAlester

AFSS is 'M C ALESTER RADIO HAWK SIX SIX SIX CHARLIE BRAVO RECEIVING ARDMORE

VORTAC OVER n/a The correct method of stating 4500 feet MSL to AT C is 'FOUR THOUSAND FIVE HUNDRED n/a The correct method of stating 10500 feet MSL to AT C is 'ONE ZERO THOUSAND FIVE HUNDRED' n/a From

whom should a departing VFR aircraft request radar traffic information during ground

operations Ground control on initial contact n/a TRSA Service in the terminal radar program

provides sequencing and separation for participating VFR aircraft n/a Basic radar service in the terminal radar pr ogram is best described as safety alerts traffic advisories and limited vectoring to VFR aircraft n/a A steady green light signal directed from the

control tower to an aircraft in flight is a signal that the pilot is cleared to land n/a If the aircraft's radio fails what is the

recommended procedure when landing at a

controlled airport Observe the traffic flow enter the pattern and look for a light signal from the tower n/a When should pilots decline a land and hold short (LAHSO) clearance When it will c om promise safety n/a Who has final authority to accept or decline any

land and hold short (LAHSO) clearance Pilot
- in
- command n/a Where is the 'Available Landing Distance' (ALD)

data published for an airport that utilizes Land and Hold Short Operations (LAHSO) published Airport/Facility Directory (A/FD) n/a Who should not participate in the Land and Hold

Short Operations (LAHSO) program Student pilots n/a What is the minimum visibility for a pilot to

receive a land and hold short (LAHSO) clearance 3 st atute miles83

n/a When activated an emergency locator transmitter (ELT) transmits on 121.5 and 243.0 MHz n/a When may an emergency locator transmitter (ELT) be tested During the first 5 minutes after the hour n/a Which procedure is recommended to ensure that

the emergency locator transmitter (ELT) has not

been activated Monitor 121.5 before engine shutdown n/a When making routine transponder code changes

pilots should avoid inadvertent selection of which

codes 7500 7600 7700 n/a When operating under VFR below 18000 feet MSL unless otherwise authorized w hat transponder code should be selected 1200 n/a Unless otherwise authorized if flying a transponder

equipped aircraft a recreational pilot should squawk which VFR code 1200 n/a If Air Traffic Control advises that radar service is

terminated when the pilot is departing Class C airspace the transponder should be set to code 1200 n/a When departing behind a heavy aircraft the pilot

should avoid wake turbulence by maneuvering the aircraft above and upwind from the heavy aircraft n/a When landing behind a large aircraft the pilot

should avoid wake turbulence by staying above the large aircraft's final approach path and landing beyond the large aircraft's touchdown

point n/a Wingtip vortices created by large aircraft tend to sink below the aircraft generating turbulence n/a Wingtip vortices are created only when an aircraft is developing lift n/a The greatest vortex strength occurs when the generating aircraft is heavy clean and slow n/a The wind cond ition that requires maximum caution

when avoiding wake turbulence on landing is a light quartering tailwind
n/a When taking off or landing at an airport w here heavy aircraft are operating one should be particularly alert to the hazards of wingtip vortices because this turbulence tends to sink into the flightpath of aircraft operating below the aircraft generating the turbulence n/a Prior to entering an Airport Advisory Area a pilot should contact the local FSS for airport and traffic advisories applies A blue segmented circle on a Sectional Chart

depicts which class airspace Class D applies Pilots flying over a national wildlife refuge are

requested to fly no lower than 2000 feet AGL84

n/a FAA advisory circulars containing subject matter

specifically related to Air Traffic Control and General Operations are issued under which subject

number 90 n/a FAA advisory circulars (some free others at cost) are available to all pilots and are obtained by ordering those desired from the Government Printing Office n/a FAA advisory circulars containing subject matter

specifically related to Airspace are issued under

which subject number 70 n/a FAA advisory circulars containing subject matter

specifically related to Airmen are issued under

which subject number 60
n/a When the course deviation indicator (CDI) needle

is centered during an omnireceiver check using a VOR test signal (VOT) the omnibearing selector (OBS) and the TO/FROM indicator should read 0° FROM or 180° TO regardless of the pilot's position from the VOT applies How

many satellites make up the Global Positioning System (GPS) 24 applies What is the minimum number of Global

Positioning System (GPS) satellites that are observable by a user anywhere on earth 5 applies How

many Global Positioning System (GPS) satellites are required to yield a three dimensional position (latitude longitude and altitude) and time

solution 4