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5. Guidelines for the ability of the FPV flyer to see the aircraft throughout the entire flight.
6. Guidelines for communications, such as requiring that the FPV flyer and VOs have preplanned terminology and procedures to ensure the UA remains under control and within VLOS during any event when the safe operation of the aircraft is in question.
7. If the CBO wishes to address FPV operations for UA more than 55 pounds in its safety guidelines, the FAA recommends the CBO develop guidelines specific to such operation.
3.3.2.4 UA Maintenance, Inspections, and Minimum Conditions for Safe Operation.
3.3.2.4.1 Recommended Safety Guidelines. A comprehensive set of safety guidelines should include guidance for UA maintenance, inspections, and minimum conditions for safe operations to ensure recreational flyers are taking proper care of their UA between flights. The following are suggestions for guidance that a CBO may provide in its safety guidelines.
1. Guidance that a UA and its associated elements should be maintained in accordance with the manufacturer’s instructions. For homebuilt UA or those without manufacturer instructions, safety guidelines should provide general maintenance guidance. Refer to AC 107-2, Paragraph 7.2.1.1 and Paragraph 7.3.5, Benefits of Recordkeeping, for further recommendations.
2. Guidance regarding frequency of checking for software updates and updating UA software prior to flight.
3. Guidelines for checking flight-critical systems (e.g., rotors, battery, controls) for damage prior to flight and guidance to repair or replace those discrepancies if any damage is found.
4. Guidance to test control links prior to flight and to not attempt flight if command and control signal strength is, or is anticipated to be, inadequate for the duration of the flight.
5. Guidelines for moving parts, such as servos and rotors to move freely or respond to controls as expected.
6. Guidance for all systems to have adequate energy supply (electrical or fuel) to complete the planned flight safely.
7. Guidelines that guidance systems and instruments (e.g., Global Positioning System (GPS), compass, altimeter) must be accurate and performing as expected.
8. Guidance that automated features (e.g., return to home, autoland) are functioning correctly and as expected.
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9. Guidelines for carrying external loads, such as how external loads should be attached to the aircraft, the recommended weight limit of external loads, and that such loads do not negatively affect the balance or control of the aircraft.
10. Guidelines for flying site suitability, such as checking the expected flight path for other people, aircraft, and obstacles.
Note: When addressing maintenance and inspections in comprehensive safety guidelines, CBOs may build on the recommendations of the manufacturer. A sample inspection chart can be found in AC 107-2, Appendix C, Small UAS Maintenance and Inspection Best Practices.
3.3.2.5 Night Flight. Under 49 U.S.C. § 44809(a)(3), recreational flyers or VOs must maintain VLOS throughout the flight, including when operating at night. For UA operations at night, the FAA strongly recommends CBOs develop comprehensive safety guidelines that include equipping UA with anti-collision lights that can be seen from 3 statute miles away and to arrange lights on the UA in such a way that allows recreational flyers to determine the orientation and flight path of the aircraft. Alternatively, the safety guidelines can also permit recreational flyers to conduct operations at night without requiring UA lighting in areas that are sufficiently illuminated so that recreational flyers can maintain VLOS of the aircraft throughout the flight and identify any potential ground or airborne hazards. Lastly, night flight presents visual perception challenges to aircraft operators. CBOs are highly encouraged to include guidelines to make recreational flyers aware of these physiological challenges for night operations. For an explanation of the physiological challenges of night operations, CBOs may refer to FAA-H-8083-3, Airplane Flying Handbook, Chapter 11, Night Operations.
3.3.2.6 Determining a Recreational Flyer’s Medical Condition.
3.3.2.6.1 Recommended Safety Guidelines. Comprehensive safety guidelines should include certain criteria that recreational flyers should consider in ascertaining whether they are fit for flight prior to conducting any limited recreational aircraft operation. For example, in their guidelines, CBOs can address operating a UA, serving as a VO, or participating in the operation of a UA if the person knows, or has reason to know, that they have a physical or mental condition that would interfere with the safe operation of the UA.
3.3.2.6.2 Alcohol or Drug Use. The FAA highly recommends that comprehensive safety guidelines address how the use of alcohol or drugs would interfere with the recreational flyer’s ability to operate the UA safely.
3.3.2.6.3 Illness, Medication, Stress, Alcohol, Fatigue, Emotion (IMSAFE). The FAA also recommends the inclusion of the IMSAFE checklist for recreational flyers in CBO guidelines:
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• Illness—Is the recreational flyer suffering from any illness or symptoms that might affect the safe operation of the UAS?
• Medication—Is the recreational flyer taking any drugs (prescription or other) that might affect the safe operation of the UAS?
• Stress—Is the recreational flyer experiencing any psychological or emotional factors which might adversely affect his or her performance?
• Alcohol—Has the recreational flyer been drinking within the last 8 hours?
Depending on the amount of alcohol consumed, full metabolization can take up to 24 hours. Recreational flyers should be aware that as little as one ounce of liquor, one bottle of beer, or four ounces of wine can impair flying skills.
• Fatigue—Has the recreational flyer received sufficient sleep and adequate rest in the recent past?
• Emotion—Is the recreational flyer emotionally upset?
3.3.2.7 Emergency Procedures.
3.3.2.7.1 Recommended Safety Guidelines. An emergency is the actual or impending loss of control of a UA or violation of an operational limitation. The FAA recommends that comprehensive safety guidelines address potential in-flight emergencies involving recreational flying, such as:
1. Sustained loss, weak or intermittent radio signal; control signals experiencing interference; or a UA not responding predictably to control inputs.
2. Loss of power or propulsion.
3. Loss of navigation (GPS) or loss of sight of the UA.
4. Flight instruments losing performance or displaying incorrect information.
5. Unanticipated people or aircraft entering the area of operation.
6. Parts or attachments on the UA becoming loose or breaking off.
7. Electrical arcing, or battery or component fires.
8. Unexpected weather (e.g., high winds, sudden storms, fog).
3.3.2.7.2 Responsibility for Safety. The FAA recommends that the comprehensive safety guidelines emphasize that the recreational flyer is responsible for the safety of the flight during emergencies. While CBOs may encourage use and familiarization with common automated recovery features (e.g., return to home, autoland), such features may not be sufficient to address an emergency.
While conducting a hazard identification assessment or risk assessment is not necessary for developing acceptable safety guidelines, some CBOs may find it helpful to consult the recommended methods for assessing potential hazards
3-8 and planning appropriate emergency procedures found in AC 107-2, Appendix A, Risk Assessment Tools.
3.3.2.8 Safety Incident Reporting Program. To support and promote a safety culture among all CBOs and recreational flyers, the FAA recommends that comprehensive safety guidelines address safety incidents. For the purpose of this AC, a “safety incident” is defined as an occurrence associated with the operation of the aircraft that affects or could affect the safety of operations.
CBOs may consider including a safety incident reporting program for recreational flyers. Gathering such data may provide substantial benefits to CBOs, as the data would enable better understanding of the trends and risks that may be posed by UA operations. CBOs could then use the data to identify appropriate mitigations.
3.3.2.9 Safety Guidelines for Certain UA Operations. In addition to general guidelines addressed throughout this AC, comprehensive safety guidelines should include safety procedures, standards, limitations, and guidelines for specific types of operations that will be conducted by recreational flyers operating under that CBO’s safety guidelines, such as, but not limited to:
1. UA more than 55 pounds including the weight of anything attached to or carried by the aircraft.
Note: CBO standards and limitations for UA more than 55 pounds must be approved by the FAA. Large UA may only be operated from a fixed site. Refer to 49 U.S.C. § 44809(c)(3).
2. Turbine engine operations.
3. Combat simulations.
4. Racing operations.
5. Aerobatics.
6. Training.
7. Research conducted by institutions of education.
Note: Whether or not the specific operations listed here are considered recreational depends on the specific situation. Each individual pilot bears the responsibility for compliance with the 49 U.S.C.
§ 44809(a)(1) requirement that the operation must be conducted for a recreational purpose.
4-1 CH APTER 4. FIXED SITES AND CBO AVIATION EVENTS
4.1 Fixed Sites.
4.1.1 Fixed sites are established under 49 U.S.C. § 44809(c). Title 49 U.S.C. § 44809(c)(1) states, “The Administrator shall establish a process to approve, and publicly disseminate the location of, fixed sites at which a person may carry out recreational unmanned aircraft system operations.” This AC establishes that process. A fixed site is a designated piece of airspace in which UAS may operate up to authorized altitudes within Class B, C, or D airspace or within the lateral boundaries of the surface area of Class E airspace designated for an airport may operate from a reference point in uncontrolled Class G airspace above 400 feet AGL, may operate UA over 55 pounds, or may conduct CBO aviation events. Fixed sites may be authorized on a temporary or permanent basis.
Recognized CBOs and affiliated educational institutions (schools), through their CBO partner, may request authorization for a fixed site by following the guidance in paragraph 4.1.5 below.
Note: An educational institution must be affiliated with a recognized CBO in order to obtain a fixed site. The CBO, on behalf of the school, would apply for the fixed site.
4.1.2 The FAA may only issue a fixed site in Class B, C, D, or G airspace, or in airspace that is “within the lateral boundaries of the surface area of Class E airspace designated for an airport.” With respect to Class E operations, the FAA interprets the language in 49 U.S.C.
§ 44809(c)(2)(A) to only include Class E airspace that contacts the surface area of a Class E airport, known as Class E2 airspace. Therefore, the statute does not authorize the FAA to approve a fixed site that would allow operation any other kind of Class E airspace, which includes Class E extensions to Class B, C, D, and E surface areas designated for an airport (known as Class E3 and E4 airspace); and also includes Class E airspace that begins between 700 and 1,200 feet AGL (known as Class E5 airspace).
4.1.3 Compliance with the requirements of 14 CFR part 89 for remote identification is required at fixed sites. For more details, see paragraph 1.7.4.
4.1.4 As stated in paragraph 3.1.1, a CBO “provides programming and support for any local charter organizations, affiliates, or clubs” and “provides assistance and support in the development and operation of locally designated model aircraft flying sites.” For example, a CBO should assist an affiliated educational institution conducting a build and fly event in establishing a fixed site and provide guidance for the development and operation of UA weighing over 55 pounds.
4.1.5 A CBO must be recognized before it may apply for a fixed site. A CBO itself, or on behalf of a school affiliate, may submit a request for a fixed site to the FAA. When a fixed site has received FAA authorization, recreational flyers will be able to use the site to conduct recreational operations using any UA (including UA weighing more than 55 pounds), conduct a CBO aviation event, and if so located, operate in controlled airspace (i.e., Class B, C, or D airspace or within the lateral boundaries of the surface
4-2 area of Class E airspace designated for an airport) without additional airspace authorization for that site. For Class G airspace operations, establishment of a fixed site permits the operation of UA of more than 55 pounds, the conduct of a CBO aviation event, and operations above 400 feet AGL, if requested. These operations are subject to the parameters of a mutually agreed-upon operating procedure with the ATC facility as needed. Interested CBOs, or those on behalf of affiliated schools, may request authorization for a fixed flying site by submitting their request through the FAADroneZone website at https://faadronezone-access.faa.gov/. Any request submitted to the FAA for the authorization of a fixed site should include the following information:
1. Latitudes and longitudes that define the boundaries of the proposed site. Text, picture, and geographic files are generally acceptable file formats for depicting the requested area.
2. Maximum altitudes requested for operations at the site.
3. Dates and hours of operation at the site to indicate if the site is permanent or temporary.
4. Description of operations, such as:
• Large (more than 55 pounds) UA operations.
• Turbine engine operations.
• Combat simulations.
• Racing operations.
• Aerobatics.
5. Airspace classification.
6. Nearest airport.
7. Photos of site location.
8. Previous l etter of agreement or authorization, as applicable.
9. Other information as needed to thoroughly explain the operation, additional safety parameters, unique circumstances, or other pertinent factors.
4.1.6 A request submitted to the FAA for operations at a fixed site should clearly indicate the kinds of operations anticipated to take place at the fixed site (e.g., routine flying, aerobatics or air races) and include any information pertinent to the operations
(e.g., additional safety procedures, nonparticipant stand-off distances, event supervision, etc.). These safety procedures should address the kinds of operations anticipated and how they will be followed at the fixed site. The FAA will review the submitted documents and determine whether it is appropriate to issue an authorization for the fixed site. If the FAA needs additional information, the FAA will contact the requester.
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4.1.7 Special instructions for educational institutions regarding fixed sites include:
4.1.7.1 Educational institutions wishing to obtain a fixed site must affiliate with a CBO, and the CBO in turn will apply for the fixed site on the educational institution’s behalf. Operations may only include those that the parent CBO’s safety guidelines match the school’s operations conducted at the fixed site.
Specifically, operations of UAs over 55 pounds must follow the safety guidelines of a CBO that has FAA-approved standards and limitations for operations of UA over 55 pounds. Normally, operations below 400 feet AGL and less than 55 pounds do not need a fixed site to conduct operations. This also applies to Class B, C, D, and E airspace designated for an airport with LAANC authorization below the grid altitudes depicted on the “Visualize it:
See the FAA UAS Data on a Map” website (https://faa.maps.arcgis.com) may be obtained more quickly and easily than an approval for a fixed site.
4.1.7.2 Educational institutions intending to operate UA over 55 pounds must comply with standards and limitations developed by their associated CBO and approved by the FAA (refer to 49 U.S.C. § 44809(c)(3)(A)). A CBO may include with its standards and limitations certain processes, inspections, and testing to approve individuals and aircraft to fly UAs over 55 pounds. A school must follow these same processes, inspections, and testing. Schools wishing to operate UA over 55 pounds should coordinate with their CBO having safety guidelines for operations of UA over 55 pounds to determine how best to comply with the standards and limitations developed and approved by the FAA. The FAA realizes that there could be an additional burden on the school and CBO for a CBO inspector to travel, inspect, and approve UA over 55 pounds for an educational institution’s build and fly program or research aircraft. Since a CBO should assist in support of development and operations of model aircraft of its affiliates and at flying sites as mentioned in paragraph 4.1.4 above, it is advisable for the CBO to evaluate and determine how a school complies with its safety guidelines.
4.2 CBO Aviation Events. A CBO aviation event is a UA-only aviation event that is organized, sponsored, or hosted by a recognized CBO that generally involves operations other than routine flying and is conducted before an invited assembly of persons.
Examples of such events include, but are not limited to, aerobatic demonstrations (airshows), aerial combat contests, races, or other flight skills competitions or demonstrations. For the purposes of this AC, an invited assembly of persons is intended to mean persons outside of the sponsoring CBO or group that is general in nature and are persons that do not have an interest or stake in the event. Participants, support personnel, fellow club members, and the like are considered interested parties, whereas the general public or members of another CBO are not interested persons.
4.2.1 Educational institutions may, in some circumstances, conduct aviation events. Given the nature of an aviation event that is conducted before an invited assembly of persons (i.e., open to the public), such an event may not necessarily meet the definition of an “educational or research purpose” as defined in the note to 49 U.S.C. § 44809. To meet
4-4 this definition, the FAA will consider whether the event is “a component of the institution’s curricula or research,” whether it is for the instruction of students at the institution or related to a research project or is otherwise an academic activity approved by the institution. Refer to Section 350 of Public Law (PL) 115-254; 49 U.S.C.
§ 44809(note). Typically, if the competition or event affects the outcome of the students’ standing in the class or is otherwise part of the curriculum, and their parent CBO safety guidelines include aviation event guidance, then the school may conduct an aviation event. For example, at the end of an aircraft design course, a university has a competition as part of the final exam. The event is open to all university students and faculty. The invited assembly of persons makes it an aviation event, while the competition itself would be considered a part of the curriculum and hence it would fall within the scope of a recreational purpose. The school would need to conform to the CBO’s aviation event safety guidelines.
4.2.2 If a planned UA-only event will occur at a location that is not already a fixed site, the CBO must request a fixed site authorization for the time and place of the event, unless the event is conducted at or below 400 feet AGL in uncontrolled airspace; or, if the event is conducted in controlled airspace and is conducted with authorization (LAANC), with UA less than 55 pounds, and the CBO has aviation event guidelines in place for such an event. Refer to 49 U.S.C. § 44809(c). Requesters should submit the site-specific information in paragraph 4.1.5 via the FAADroneZone website (https://faadronezoneaccess.faa.gov/) at least 90 days in advance of the event for authorization.
4.2.3 UA-only aviation events conducted under the 49 U.S.C. § 44809 exception, such as races or aerobatic displays, must adhere to its CBO safety guidelines developed in coordination with the FAA. In the case of operations involving UA weighing more than 55 pounds, the CBO standards must be approved by the FAA and the UA must be operated from a fixed site. If a CBO wishes to conduct aviation events periodically, the FAA recommends that the CBO develop safety guidelines for CBO-aviation events as part of its guidelines submitted for recognition. For any public event, the FAA strongly recommends including procedures to protect nonparticipants from all UA participating in the event and identify persons responsible (e.g., safety officer, contest director, etc.) for ensuring the safety of the operations conducted on site.
Note: As mentioned in paragraph 2.2.1, the FAA will not predetermine that all participants in an event are compliant with 49 U.S.C. § 44809(a). Each individual pilot maintains responsibility for compliance with the 49 U.S.C. § 44809(a) requirement for recreational purpose.
4.2.4 When a CBO makes an application for an aviation event at a fixed site via the FAADroneZone website, the CBO should reference its safety guidelines for the aviation event as part of the application. If a CBO has not incorporated aviation events into its safety guidelines, then, that CBO should amend its safety guidelines to include aviation events and submit them to the FAA for review well before the aviation event takes place.
Advisory Circular Feedback Form If you find an error in this AC, have recommendations for improving it, or have suggestions for new items/subjects to be added, you may let us know by contacting the Emerging Technologies Division (AFS-700) at 9-AVS-FS-AFS-700-Correspondence@faa.gov or the Flight Standards Directives Management Officer at 9-AWA-AFB-120-Directives@faa.gov.
Subject: AC 91-57D, Exception for Limited Recreational Operations of Unmanned Aircraft Date: _____________________ Please check all appropriate line items:
An e rror ( proc edural or typographical) has been noted in paragraph ____________ on page _______.
Recommend paragraph _____________ on page __________ be changed as follows:
______________________________________________________________________ ______________________________________________________________________ In a future change to this AC, please cover the following subject:
(Briefly describe what you want added.)
______________________________________________________________________ ______________________________________________________________________ Other comments:
______________________________________________________________________ ______________________________________________________________________ I would like to discuss the above. Please contact me.
Submitted by: Date: ______________________