1001 Pennsylvania Avenue, NW, Washington, DC 20004-2595  p202 624-2500  f202 628-5116

Marc L. Warren

(202) 624-2531

mwarren@crowell.com

September 30, 2015

VIA FDMS

Ms. Cheryl Collins

Program Manager, Docket Operations

Docket Management Facility

U.S. Department of Transportation

1200 New Jersey Avenue, SE

West Building Ground Floor, Room W12-140

Attn: FAA Dockets

Washington, DC 20590

Re: General Electric Global Research – Petition for Exemption

Dear Ms. Collins:

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (“FMRA”)1

and 14 C.F.R. Part 11, General Electric Global Research (“GEGR”), an unincorporated operating

component of General Electric Company (“GE”), petitions for an exemption from the Federal

Aviation Regulations identified herein to authorize GEGR to operate small unmanned aircraft

systems (“sUAS”) for research and development on sensors and capabilities for aerial data

collection and for aerial data collection to support GE business activities.

2

 GEGR’s sUAS

operations will be conducted under the safeguards described in this petition and as may be

further established by FAA.

FAA has now issued over 1,700 Section 333 exemptions to various commercial

enterprises for sUAS applications ranging from aerial photography and cinematography to

precision agriculture and flare stack, bridge and tower inspections.3 Indeed, FAA has granted

 

1

Pub. L. No. 112-95, § 333, 126 Stat. 76. 

2

 This exemption request is based on the information provided in this petition and the user

manuals for GEGR’s Altavian Nova F6500, Altavian Nova R8400, AscTec Falcon 8, DJI S1000, DJI Phantom 3, DJI

Inspire, and Allied Drones AT28 sUAS and the Airware Flight Operations Manual and Regulatory Reference Guide

(collectively, the “Manuals”), copies of which are either already on file with FAA or will be shortly. See, e.g., In the

Matter of the Petition of Blue-Chip Unmanned Aerial Solutions, Inc., Grant of Exemption No. 11172A (Jul. 20, 2015),

Docket No. FAA-2014-0787 (DJI Inspire 1, DJI S1000, DJI Phantom 3, and Altavian Nova F6500); In the Matter of the

Petition of Trihydro Corporation, Grant of Exemption No. 11735 (Jun. 2, 2015), Docket No. FAA-2015-0854 (Altavian

Nova R8400); In the Matter of the Petition of Unmanned Experts, Inc., Grant of Exemption No. 12075 (Jul. 17,

2015), Docket No. FAA-2015-1370 (AscTec Falcon 8); and In the Matter of the Petition of Wild Rabbit Productions,

LLC, Grant of Exemption No. 11440A (Jul. 10, 2015), Docket No. FAA-2015-0168 (Allied Drones sUAS). 

3

See FAA, Authorizations Granted Via Section 333 Exemptions (rev. Sept. 30, 2015), 

https://www.faa.gov/uas/legislative_programs/section_333/.
FAA Dockets

September 30, 2015

Page 2

hundreds of Section 333 exemptions for aerial data collection in circumstances that are similar

in all material respects to those proposed here.4 In issuing those exemptions and other Section

333 grants, FAA found that “the enhanced safety achieved using an unmanned aircraft (UA)

with the specifications described by the petitioner ... gives the FAA good cause to find that the

UAS operation enabled by this exemption is in the public interest.”

5

 The same public interest

and safety justifications apply to GEGR’s petition, and should enable FAA to grant it on an

expedited basis.

I. Petitioner

Founded in 1892, GE is one of the world’s largest infrastructure and technology 

companies, with operating divisions focusing on, among other areas, power generation and 

distribution, healthcare equipment and systems, aviation propulsion systems, railway 

locomotives, and oil and gas extraction and processing systems. GEGR has been a primary 

research organization for the Company for over one-hundred years; scientists and engineers 

employed by GEGR work across a broad spectrum of technologies to develop innovative 

solutions to technical challenges across the range of GE businesses and other advanced 

technology areas. 

All communications regarding GEGR’s petition should be directed to:

Marc L. Warren

Crowell & Moring LLP

1001 Pennsylvania Ave NW

Washington, DC 20004

mwarren@crowell.com

with a copy to: Donald S. Ingraham

Legal Counsel

GE Global Research

One Research Circle

Niskayuna, New York 12309

Ingraham@ge.com

II. Section 333

GEGR’s petition is consistent with Congress’s goal set forth in Section 333 of the FMRA, 

which directs the Secretary of Transportation to consider whether certain UAS may operate 

safely in the national airspace system (“NAS”) before completion of the rulemakings required 

under Section 332 of that legislation. In making this determination, the Secretary is required to 

determine which types of UAS do not create a hazard to users of the NAS or the public or pose 

a threat to national security in light of the following: (1) the UAS’ size, weight, speed, and 

 

4

 See, e.g., In the Matter of the Petition of AUV, LLC, Grant of Exemption No. 12078 (Jul. 17, 2015), 

Docket No. FAA-2015-1170 (“Exemption No. 12078”); In the Matter of the Petition of Vertical Access LLC, Grant of 

Exemption No. 11943 (Jun. 30, 2015), Docket No. FAA-2015-1406 (“Exemption No. 11943”); and In the Matter of 

the Petition of RTI Group, LLC, Grant of Exemption No. 11946 (Jun. 30, 2015), Docket No. FAA-2015-1455

(“Exemption No. 11946”).

5

See, e.g., Exemption No. 12078 at 2; Exemption No. 11943 at 2; and Exemption No. 11946 at 2.
FAA Dockets

September 30, 2015

Page 3

operational capability; (2) operation of the UAS in close proximity to airports and populated 

areas; and (3) operation of the UAS within visual line of sight of the operator.6 To implement 

Section 333, FAA has the authority to issue exemptions from its safety regulations and 

minimum standards when the Administrator decides a requested exemption is in the public 

interest.7

GEGR’s proposed sUAS operations meet the requirements of, and qualify for expedited 

approval under, Section 333. GEGR’s sUAS weigh less than 55 pounds, will operate at less than 

400 feet above ground level (“AGL”), within visual line of sight (“VLOS”), at speeds of no more 

than 87 knots, and will generally comply with the same conditions and limitations FAA 

established in issuing previous Section 333 grants.

8

 As further explained in Section IV, infra, all 

of GEGR’s sUAS will use the Airware flight control system.

 

Operations conducted under these safeguards will provide at least an equivalent level of 

safety compared to the current regulatory structure. Moreover, GEGR’s operations will not 

“create a hazard to users of the national airspace system or the public or pose a threat to 

national security” due to the size of the sUAS and the restricted areas in which they will 

operate.9

III. Regulations from Which an Exemption is Requested

GEGR requests an exemption from the following regulations to the extent necessary for

GEGR to conduct the operations described in this petition: 

 14 C.F.R. §§ 61.23(a) and (c)

 14 C.F.R. §§ 61.101(e)(4) and (5)

 14 C.F.R. § 61.113(a) 

 14 C.F.R. § 61.315(a) 

 14 C.F.R. § 91.7(a)

 14 C.F.R. § 91.119(c)

 14 C.F.R. § 91.121

 14 C.F.R. § 91.151(a)(1)

 14 C.F.R. § 91.405(a)

 14 C.F.R. § 91.407(a)(1)

 14 C.F.R. §§ 91.409(a)(1) and (2)

 14 C.F.R. §§ 91.417(a) and (b)

 

6

FMRA § 333(a). 

7

See 49 U.S.C. § 106(f) and 49 U.S.C. § 44701(f).

8

See supra note 3.

9

See, e.g., In the Matter of the Petition of Astraeus Aerial, Grant of Exemption No. 11062 (Sept. 25, 

2014), Docket No. FAA-2014-0352 (“Exemption No. 11062”) at 8 (citing FMRA § 333(b)).
FAA Dockets

September 30, 2015

Page 4

The following subsections describe GEGR’s request for an exemption from each of these

regulations and demonstrate how GEGR’s operations will provide for at least an equivalent

level of safety compared to the current regulatory structure that applies to manned aircraft.

A. 14 C.F.R. §§ 61.23(a) and (c) – Medical certificates: Requirement and

duration

Sections 61.23(a) and (c) generally require pilots of manned aircraft to hold a FAA

medical certificate in order to exercise pilot privileges. As of March 24, 2015, however, FAA

determined as a matter of policy that operators holding a valid driver’s license in lieu of a third

class medical certificate may conduct commercial sUAS operations under a Section 333 grant.

10

 

Accordingly, GEGR requests an exemption from these provisions to the extent necessary to give

GEGR the same relief from medical certificate requirements that FAA has afforded to hundreds

of other operators pursuant to Section 333.

11

B. 14 C.F.R. §§ 61.101(e)(4) and (5); 61.113(a); and 61.315(a) – Pilot Privileges

and Limitations

Section 61.113(a) limits private pilots to conducting non-commercial operations.

Similarly, Sections 61.101(e)(4) and (5) prohibit a recreational pilot from acting as pilot in

command of an aircraft for compensation or hire or in furtherance of a business. Section

61.315(a) authorizes a sport pilot certificate holder to act as pilot in command of a light-sport

aircraft, subject to certain restrictions specified in Section 61.315(c), including a prohibition on

doing so for compensation or hire or in furtherance of a business, among other restrictions. 

FAA has already determined, however, that a private, recreational or sport pilot certificate is

sufficient to conduct commercial sUAS flights in a wide variety of operational environments.

12

 

Since GEGR will be conducting its sUAS operations for compensation in furtherance of its

business, GEGR requests an exemption from these provisions to the extent necessary. GEGR

notes that FAA has provided such relief to hundreds of other Section 333 operators.13

Consistent with the operating conditions and limitations specified in similar Section 333 

grants,14 GEGR will utilize only pilots holding a FAA airline transport, commercial, private, 

recreational, or sport pilot certificate and at least a valid U.S. driver’s license. The sUAS will be 

operated within VLOS of the pilot-in-command (“PIC”) at all times, and all operations will utilize 

 

10

 See, e.g., In the Matter of the Petition of EnviroMINE, Inc., Grant of Exemption No. 11227 (Mar. 

24, 2015), Docket No. FAA-2014-0678 at 4, 8; see also FAA, FAA Summary Grants Speed UAS Exemptions (Apr. 9, 

2015), https://www.faa.gov/news/updates/?newsId=82485. 

11 See supra note 3.

12 Id.

13 Id.

14 See, e.g., Exemption Nos. 12078, 11943, and 11946.
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Page 5

a visual observer (“VO”), who will be able to communicate verbally with the PIC at all times 

during the operation. And because the area of operation will be controlled and restricted in 

accordance with the safeguards contained in the Manuals and the FAA-approved conditions 

and limitations described in Section VI, infra, permitting the sUAS operations as requested 

would provide for the level of safety otherwise achieved through these Part 61 provisions. 

Accordingly, grant of the requested exemption, subject to the conditions and limitations 

specified herein, would not adversely affect the safety of the NAS.

C. 14 C.F.R. § 91.7(a) – Civil aircraft airworthiness

Section 91.7(a) prohibits any person from operating a civil aircraft unless it is in an

airworthy condition. FAA has stated that no exemption is required for 14 C.F.R. § 91.7(a) to the

extent that the airworthiness certificate requirements of Part 2115 are waived or inapplicable. 

Such airworthiness certificate requirements are inapplicable here, insofar as GEGR’s sUAS

provide for an equivalent level of safety when compared to manned aircraft, consistent with

the relevant language of the FMRA and the precedent FAA has established under Section 333.

16

 

D. 14 C.F.R. § 91.119(c) – Minimum Safe Altitudes

Section 91.119 establishes safe altitudes for operation of civil aircraft. Specifically,

Section 91.119(c) provides that except when necessary for takeoff or landing, no person may

operate an aircraft below an altitude of 500 feet above the surface except over open water or

sparsely populated areas and that in such cases, the aircraft may not be operated closer than

500 feet to any person, vessel, vehicle or structure. As detailed in previous Section 333 grants,

however, FAA has determined that adherence to certain safety measures is sufficient to

warrant an exemption from Section 91.119(c) for sUAS operations.

17

 Consistent with the relief

provided to other sUAS operators under Section 333, GEGR requests an exemption to the

extent necessary to permit GEGR to operate below an altitude of 500 feet AGL and closer than

500 feet to any person, vessel or structure. An equivalent level of safety will be achieved given

the size, weight and speed of GEGR’s sUAS, as well as the locations where it will be operated

(i.e., nowhere near other aircraft). In addition, consistent with the flexibility that FAA has

already provided to other Section 333 operators for aerial data collection,

18 GEGR requests

permission to operate a minimum distance of 200 feet from any non-participating persons so

 

15 FAA has concluded that no exemption from Part 21, Subpart H (Airworthiness Certificates) is 

needed if the agency makes a finding under the FMRA that the UAS selected provides an equivalent level of safety 

when compared to aircraft normally used for the same application. As these criteria are met here, no exemption is 

needed. See, e.g., Exemption No. 11062 at 13-14, 22. But to the extent FAA determines that there are some 

characteristics of GEGR’s sUAS that may not meet this standard, an exemption is requested. 

16 See, e.g., id.

17 See, e.g., supra note 3. 

18 See supra note 4.
FAA Dockets

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long as sufficient barriers exist to protect such persons from debris in the event of an

accident.19

E. 14 C.F.R. § 91.121 – Altimeter Settings

Section 91.121 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.” Since GEGR’s sUAS will not be

equipped with a typical barometric altimeter, GEGR requests relief from this provision

consistent with the relief that FAA has already granted to other sUAS operators flying at

similarly low altitudes.20 GEGR will operate the sUAS within VLOS at or below 400 feet AGL and

provide altitude information to the PIC via a digitally encoded telemetric data feed that

downlinks from the aircraft to a ground-based on-screen display. The altitude information will

be generated by equipment installed on the sUAS, and prior to each flight a zero altitude

initiation point will be established and confirmed for accuracy by the PIC. 

F. 14 C.F.R. § 91.151(a) – Fuel Requirements for Flight in VFR Conditions

Section 91.151(a) prohibits an individual from beginning “a flight in an airplane under

VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel

to fly to the first point of intended landing, and, assuming normal cruising speed – (1) During

the day, to fly after that for at least 30 minutes; or (2) At night, to fly after that for at least 45

minutes.” But provided certain operational parameters are established, FAA has found that

good cause exists for granting exemptions from this provision for operations in a multitude of

contexts.

21

 

GEGR will be operating a less than 55-pound sUAS in tightly-controlled environments at

speeds below 87 knots and within VLOS. Combined with the fact that GEGR will not conduct

operations unless its sUAS has enough available power for the intended mission, and will not

continue unless there is at least five minutes of power remaining, relief from Section 91.151(a)

is warranted, in accordance with the conditions and limitations specified in Section VI, infra. 

 

19 See In the Matter of the Petition of Team 5, LLC, Grant of Exemption No. 11158 (Jan. 29, 2015), 

Docket No. FAA-2014-0783, at 16-17; In the Matter of the Petition of Picture Factory, Inc., Grant of Exemption No. 

11178 (Feb. 18, 2015), Docket No. FAA-2014-0794, at 23; In the Matter of the Petition of Shotover Camera Systems, 

L.P., Grant of Exemption No. 11159 (Jan. 30, 2015), Docket No. FAA-2014-0784, at 12; see also FAA Order 8900.1, 

Vol. 3, Ch. 8, Sec. 1 (allowing certain relief from 14 C.F.R. § 119(c) in the filming context, including the 200 ft. 

minimum distance standard requested herein).

20 See supra note 3. 

21 Id.
FAA Dockets

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G. 14 C.F.R. §§ 91.405(a); 91.407(a)(1); 91.409(a)(1) and (2); and 91.417(a) and

(b): Maintenance Inspections

These provisions 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 prescribed in part 43

of this chapter. . .,” and that other persons shall inspect or maintain the aircraft in compliance

with Part 43. Under Section 333, however, FAA has established safety measures for certain

sUAS operations sufficient to warrant an exemption from these provisions.22

GEGR will strictly adhere to the maintenance- and inspection-related requirements set

forth in its Manuals, which are consistent with applicable conditions and limitations described

in Section VI, infra. 

IV. Unmanned Aircraft System

GEGR proposes to fly Altavian Nova F6500, Altavian Nova R8400, AscTec Falcon 8, DJI

S1000, DJI Phantom 3, DJI Inspire, and Allied Drones AT28 sUAS. These sUAS are batterypowered vehicles weighing less than 55 pounds that will be flown in accordance with strict

operating safeguards as more fully described in Section VI, infra, as well as those described in

the Manuals. The sUAS will operate at a speed of no more than 87 knots and have the

capability to hover, and move in the vertical and horizontal plane simultaneously. 

GEGR will incorporate the Airware flight control system into its sUAS. Airware’s systems

are commercial grade, engineered to enable safe and reliable commercial UAS applications and

have been built from the ground up by leading aerospace engineers consistent with industry

best practices. The system’s safety features include geofencing, a full suite of contingency

management functions, user and flight plan management and approval functionality, and many

more. These and other safety features will ensure the safety of persons and property within

and surrounding the limited operating area. In the event the sUAS loses communications or its

GPS signal, it will have the capability to return to a pre-determined location and land. The sUAS

will also have the capability to abort a flight in the event of unpredicted obstacles or

emergencies. Comprehensive descriptions of GEGR’s sUAS and their specifications and

capabilities are contained in the Manuals. 

As FAA has recognized, the limited weight of less than 55-pound sUAS significantly

reduces the potential for harm to participating and nonparticipating individuals or property in

the event of an accident or incident, and the risk to an onboard pilot and crew is eliminated

with the use of sUAS.23

 

22

 Id.

23 Id.
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In addition, prior to each flight, the PIC will conduct a pre-flight inspection of the sUAS,

and maintenance will be performed to address any condition potentially affecting safe

operations. All maintenance and alterations will be documented in the aircraft records. The

safety guidelines specified in the Manuals address the following key areas: (1) individual parts

(e.g., remote controller, compass, parameter settings, battery, storage and transportation,

maintenance and upkeep, etc.); (2) flight environment requirements; (3) flight warnings (e.g.,

failsafe and return to home, low battery, vision positioning system, transformation function,

etc.); (4) pre-flight checklist; and (5) maintenance checks concerning the battery,

transformation system, motors, and vision positioning system.

V. Unmanned Aircraft PIC

As described above, the PIC will be a FAA licensed airman with either an airline

transport, commercial, private, recreational, or sport pilot certificate, that holds a current FAA

airman medical certificate or a valid U.S. driver’s license. The PIC will also meet the flight

review requirements specified in Section 61.56 in an aircraft in which the PIC is rated on his or

her pilot certificate. And, prior to conducting commercial operations under this exemption, the

PIC will have accumulated and logged sufficient UAS-specific flight experience, including at least

12 hours on its sUAS before being designated to operate it commercially. 

In addition, the PIC and the VO will have successfully completed a qualification process

and a sUAS flight demonstration administered by a GEGR-approved and -qualified pilot.

VI. Operation of the Unmanned Aircraft

GEGR will conduct all flights under the requested exemption subject to the following 

conditions and limitations, and as further detailed in the Manuals:

24

A. The sUAS will weigh less than 55 pounds (25 kilograms), including payload.

B. The sUAS will not be flown at a ground speed exceeding 87 knots (i.e. 100 miles per 

hour).

C. Flights will be operated at an altitude of no more than 400 feet AGL. All altitudes

reported to ATC will be in feet AGL.

D. The sUAS will be operated within VLOS of the PIC and/or VO at all times. 

 

24 The conditions and limitations detailed in this section are consistent with those set forth in the 

previous FAA Section 333 grants for operations similar to those GEGR seeks to conduct through this petition. See, 

e.g., supra note 4.
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E. All operations will utilize a VO, who may be used to satisfy the VLOS requirement as long 

as the PIC always maintains VLOS capability. The VO and PIC will be able to 

communicate verbally at all times.

F. The grant of exemption and Manuals will be accessible during GEGR’s sUAS operations

and made available to FAA upon request. If a discrepancy exists between the conditions 

and limitations in the grant of exemption and the procedures outlined in the Manuals, 

the conditions and limitations in the exemption take precedence and will be followed. 

G. Prior to each operation, the PIC will inspect the sUAS to ensure it is in a condition for 

safe flight. If the inspection reveals a condition that affects the safe operation of the 

sUAS, it will not be operated until the necessary maintenance has been performed and 

the sUAS is found to be in a condition for safe flight. The ground control station will also 

be included in the preflight inspection. All maintenance and alterations will be 

documented in the sUAS records.

H. Any sUAS that has undergone maintenance or alterations that affect its operation or

flight characteristics (e.g., replacement of a flight critical component) will undergo a

functional test flight prior to resumption of operations. The PIC who conducts the

functional test flight will make an entry in the sUAS aircraft records of the flight. 

I. GEGR will follow the manufacturer’s sUAS aircraft/component, maintenance, overhaul, 

replacement, inspection, and life limit requirements. 

J. The PIC will possess either an airline transport, commercial, private, recreational, or 

sport pilot certificate, and a current FAA airman medical certificate or a valid U.S. 

driver’s license. The PIC will undergo at least 12 hours of training to ensure that he or 

she can follow these procedures. The PIC will also meet the flight review requirements 

specified in Section 61.56 in an aircraft in which the PIC is rated on his or her pilot 

certificate.

K. Prior to conducting commercial operations under this exemption:

1. The PIC will have accumulated and logged, in a manner consistent with Section 

61.51(b), a minimum of: 12 hours of flying GEGR’s sUAS or 24 flights accrued 

before being designated to operate it for commercial aerial data collection.

During training, proficiency, and experience-building flights, the PIC will operate 

the sUAS with appropriate distance from nonparticipants in accordance with 

Section 91.119.
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2. A flight demonstration, administered by a GEGR-approved and -qualified pilot,

will be successfully completed and documented. This documentation will be

available for review upon request by FAA. 

L. The sUAS will be operated at least 500 feet from all nonparticipating persons, vessels, 

vehicles, or structures unless both of the following conditions are met:

1. Barriers or structures are present that sufficiently protect nonparticipating 

persons in the event of an accident; and 

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

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

assessment of the risk of operating closer to those objects and determined that 

it does not present an undue hazard.

M. If the sUAS loses communications or loses its GPS signal, it will return to a 

predetermined location within the security perimeter and land or be recovered in 

accordance with the Manuals.

N. The sUAS will abort the flight in the event of unpredicted obstacles or emergencies in

accordance with the Manuals.

O. The sUAS will not be operated unless it has enough available power to conduct the 

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

reserve power recommended by the manufacturer, whichever is greater. 

P. GEGR will obtain an Air Traffic Organization (“ATO”) issued Certificate of Waiver or 

Authorization (“COA”) prior to conducting any operations above 200 feet AGL under the

exemption.25 

Q. All sUAS operated in accordance with this exemption will be identified by serial number, 

registered in accordance with 14 C.F.R. Part 47, and have identification (N-Number) 

markings in accordance with 14 C.F.R. Part 45, Subpart C. Markings will be as large as 

practicable.

 

25 Pursuant to its “blanket” COA, FAA will automatically grant a COA for flights at or below 200 feet 

to any UAS operator with a Section 333 exemption for aircraft that weigh less than 55 pounds, operate during 

daytime VFR conditions, operate within VLOS, and stay certain prescribed distances away from airports or 

heliports. See FAA, FAA Streamlines UAS COAs for Section 333 (rev. Mar. 24, 2015), 

https://www.faa.gov/news/updates/?newsId=82245. This blanket COA allows flights anywhere in the country 

except restricted airspace and certain other prohibited areas, and FAA automatically issues it at the time the 

exemption is approved. Id. To the extent GEGR plans to operate its sUAS above 200 ft. AGL, it will apply for a COA 

authorizing it to do so. 
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R. GEGR will follow the procedures established in the Manuals for documenting and 

maintaining records of the sUAS maintenance, preventative maintenance, alterations, 

status of replacement/overhaul component parts, and the total time in service of the 

sUAS. 

S. Each sUAS operated under this exemption will comply with all manufacturer Safety

Bulletins.

T. The preflight inspection section described in the Manuals will account for all 

discrepancies (i.e., inoperable components, items, or equipment).

U. GEGR’s use of radio frequency spectrum for operation and control of the sUAS will

comply with the Federal Communications Commission (“FCC”) or other appropriate 

government oversight agency requirements. 

V. The documents required under Sections 91.9 and 91.203 will be available to the PIC at

the ground control station of the sUAS any time the aircraft are operating. These

documents will be made available to FAA or any law enforcement official upon request.

W. The sUAS will remain clear and yield the right of way to all other manned operations and

activities at all times (including, but not limited to, ultralight vehicles, parachute 

activities, parasailing activities, hang gliders, etc.).

X. sUAS operations will not be conducted during night, as defined in Section 1.1. All

operations will be conducted under visual meteorological conditions (“VMC”). Flights

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

Y. The sUAS will not be operated by the PIC from any moving device or vehicle.

Z. The sUAS will not be operated less than 500 feet below or less than 2,000 feet 

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

AA.The sUAS will not be operated within five nautical miles of an airport reference point 

(“ARP”) as denoted in the current FAA Airport/Facility Directory (“AFD”) or for airports 

not denoted with an ARP, the center of the airport symbol as denoted on the current 

FAA-published aeronautical chart, unless a letter of agreement with that airport’s 

management is obtained or otherwise permitted by a COA issued to GEGR. The letter of 

agreement with the airport management will be made available to FAA and any law 

enforcement official upon request.

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

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