Aug. 28, 2017 Study Session

LAKEWOOD CITY COUNCIL STUDY SESSION AGENDA Monday, August 28, 2017 7:00 P.M. City of Lakewood City Council Chambers 6000 Main Street SW Lakewood, WA 98499 ______Page No. CALL TO ORDER

ITEMS FOR DISCUSSION:

( 3) 1. Tacoma-Pierce County Health Department update. – Dr. Anthony Chen, Director – (Memorandum)

(21) 2. Unmanned aerial system update. – (Memorandum)

ITEMS TENTATIVELY SCHEDULED FOR THE SEPTEMBER 5, 2017 REGULAR CITY COUNCIL MEETING:

1. Youth Council Report.

2. Proclamation declaring September 11, 2017 as patriot day and day of remembrance. – Police Chief Mike Zaro

3. Lakewood’s Phlebotomy Program. – Mr. Greg Frederickson, Regional Administrator, National Highway Transportation Safety Administration

4. Commute Trip Program Award. – Ms. Charmaine Riley, Communications and Marketing Specialist and Ms. Karen Henderson, Employer Services Coordinator, Pierce Trips Program, Pierce Transit

5. Clover Park School District Report.

6. Appointing members to the Parks and Recreation Advisory Board. – (Motion – Consent Agenda)

7. Authorizing the execution of an agreement with Clover Park School District for purchasing fuel from September 1, 2017 through August 31, 2018. – (Motion- Consent Agenda)

The Council Chambers is accessible to persons with disabilities. Equipment is available for the hearing impaired. Persons requesting special accommodations or language interpreters should contact the City Clerk’s Office, 589-2489, as soon as possible in advance of the Council meeting so that an attempt to provide the special accommodations can be made.

http://www.cityoflakewood.us City Hall will be closed 15 minutes after adjournment of the meeting. Lakewood City Council Agenda -2- August 28, 2017 Page No.

8. Adopting the 2017 Comprehensive Plan amendments. – (Ordinance – Regular Agenda)

9. Authorizing the execution of a Memorandum of Understanding with the Lakewood Water District relative to backflow prevention device testing and inspections. – (Motion – Regular Agenda)

REPORTS BY THE CITY MANAGER

COUNCIL COMMENTS

ADJOURNMENT

http://www.cityoflakewood.us City Hall will be closed 15 minutes after adjournment of the meeting.

Lakewood City Council Public Health is Good for All of Us

Anthony L-T Chen, MD, MPH Director Aug. 28, 2017

003 Plan for Today

Show & Tell. Share the Health Department’s story. • Talk about how we connect with your residents. • Learn from you how you have connected with us.

Lakewood City Council– Aug. 28, 2017 004 I Am Public Health

Lakewood City Council – Aug. 28, 2017 005 Vision and Mission

Our Vision Healthy People in Healthy Communities.

Our Mission To protect and improve the health of all people and places in Pierce County.

Lakewood City Council– Aug. 28, 2017 006 Healthy Air

Take a deep breath—indoors our outside—and you don’t have to worry about your asthma symptoms setting in.

That’s public health!

Lakewood City Council– Aug. 28, 2017 007 Healthy Water

You turn on your tap and get safe and reliable drinking water. And you can safely swim, fish and harvest shellfish in the waters of Pierce County.

That’s public health!

Lakewood City Council– Aug. 28, 2017 008 Healthy Communities

Your child goes to school, and you don’t have to worry about whooping cough.

That’s public health!

Lakewood City Council– Aug. 28, 2017 009 Healthy Places

You can safely walk, run, ride or drive on your streets—for recreation or transportation. And you can safely enjoy the environment all around you.

That’s public health!

Lakewood City Council– Aug. 28, 2017 010 Healthy Food

You go out to eat and don’t have to worry about getting sick. You have convenient access to healthy and nutritious food—at school, at work, and where you live.

That’s public health!

Lakewood City Council– Aug. 28, 2017 011 Healthy Families

Your family gets connected to the resources they need to support healthy choices—where they live, learn, work, and play.

That’s public health!

Lakewood City Council– Aug. 28, 2017 012 013 Lakewood City Council– Aug. 28, 2017 014 Presentation or meeting name 015 Lakewood City Council– Aug. 28, 2017 016 Lakewood City Council– Aug. 28, 2017 017 Lakewood City Council– Aug. 28, 2017 018 Public Health is All Around Us

Lakewood City Council– Aug. 28, 2017 019 Thank you!

Lakewood City Council– Aug. 28, 2017 020 To: Mayor and City Councilmembers

From: Chief Michael Zaro

Through: John J. Caulfield, City Manager

Date: 8-3-17

Subject: Unmanned Aerial System

Mayor Anderson and Councilmembers,

Over the last year the police department has been in the process of developing an Unmanned Aerial System (UAS) program. This would allow us to operate Unmanned Aerial Vehicles (UAVs) for a variety of public safety reasons to include searching large areas for missing people, assessing damage in hazardous conditions, or assistance in the service of search warrants. We have developed a draft policy and received full approval from the FAA for our program (documents attached). The policy development was done with input from the Public Safety Advisory Committee and with the tenets of safety, transparency, and privacy in mind. Our goal is to have full implementation by the end of September 2017.

Respectfully,

Michael Zaro Police Chief

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X.X UNMANNED AIRCRAFT SYSTEM (UAS) Policy

PHILOSOPHY: The Lakewood Police Department strives to deliver the very best police services to the public, which includes taking advantage of advanced technological tools. The Department recognizes the particular value in using UA Systems to conduct a number of law enforcement operations. The Department will ensure that the use of this technology is operated in a safe manner and in full compliance with the United States Constitution, the Washington State Constitution, as well as federal, state, and local laws governing search and seizure.

Definitions:

A. Unmanned aircraft (UA) - means an aircraft operated without the possibility of direct human intervention from within or on the aircraft. UA is capable of sustaining directed flight whether preprogrammed or remotely controlled. For the purpose of this policy, UA for the Lakewood Police Department is a “small unmanned aircraft” defined by FAA. Unless otherwise specified or authorized, unmanned aircrafts (UA) the Department will operate shall weigh less than 55 pounds on takeoff, including everything that is on board or otherwise attached to the aircraft in compliance with the legal definition of small UA. B. Unmanned Aircraft System (UAS) – means an unmanned aircraft and its associated elements (including communication links and the components that control the unmanned aircraft) that are required for the safe and efficient operation of the unmanned aircraft. C. National airspace system (NAS) - Is the airspace, navigation facilities and airports of the United States along with their associated information, services, rules, regulations, policies, procedures, personnel and equipment. D. Remote Pilot – is a holder of a remote pilot airman certificate issued by FAA or a person, appointed as a LPD Remote Pilot and trained and internally certified by the LPD under the provision of the Certificate of Authorization (COA) issued by the FAA. E. Remote Pilot In Command (RPIC) - is a remote pilot responsible for the operation of a UAS. The RPIC is directly responsible for, and is the final authority as to, the operation of that UAS.

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F. UAS Operator – is a person who flies a UA remotely using a controlling device for the UA. RPIC is usually the UAS Operator but RPIC may designate another person to remotely fly as long as the designated UAS Operator is under effective direct supervision of the RPIC. G. Visual observer – means a person who is designated by the RPIC to assist the RPIC/or the person manipulating the flight controls of the UAS to see and avoid other air traffic or objects aloft or on the ground. H. Certificate of Waiver or Authorization (COA) – is an authorization issued by the FAA to a public operator for a specific UA activity. After a complete application is submitted, FAA conducts a comprehensive operational and technical review. If necessary, provisions or limitations may be imposed as part of the approval to ensure the UA can operate safely with other airspace users. I. Part 107 – refers to Federal Aviation Regulation Part 107 (from Titles 14 Code of Federal Regulations), which governs the operations of UAV. The title of the chapter is “Small Unmanned Aircraft Systems” and it contains many subsections including operating rules and remote pilot certification.

Principal: The operation of UAS shall be in full compliance with federal and state regulations at all times and in a safe manner

A. The Lakewood Police Department will operate its UAS under the provisions set by the COA and FAA rules. B. The Lakewood Police Department will operate UAS for the following government missions: a. Situational awareness: To assist decision makers in understanding the nature, scale, and scope of a critical incident such as a Hazmat Spill, Natural, or Man-Made Disaster. b. Search and Rescue: Assist with missing person investigations, Amber and Silver Alerts, and other search and rescue missions. c. Tactical Deployment: To help provide situational awareness to support the tactical deployment of Officers and equipment during emergency situations. To the extent possible, this will be done under a judicial search warrant. d. Crime Scene Investigation: To document, measure, locate, and/or assist in the investigation of crime scenes.

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e. Traffic Collision Investigation and Reconstruction: To document, measure, locate, and/or assist in the investigation of vehicle collision scenes. f. Search Warrant: To collect evidence of a criminal offense under an approved judicial search warrant. C. The Lakewood Police Department UAS will not be weaponized. D. Locations of Use: The Lakewood Police Department will use UAS in the following geographical boundaries. a. Inside the lateral boundaries of Pierce County when operated under COA. b. Outside of Pierce County when operated under Emergency COA or in accordance with Part 107.

Practice:

A. Program Coordinator: The Chief of Police will appoint the program coordinator who will be responsible for the management of the Lakewood Police Department UAS (Unmanned Aircraft Systems) Program. The program coordinator will ensure that policies and procedures conform to current laws, regulations, and best practices and will have the following responsibilities. a. Applies and obtains FAA Certificate of Waiver or Authorization (COA) for the Department. Ensure the COA is current and supervise and maintain the Department UAS operations in accordance with the COA. b. Responsible for training, certification, and currency of the LPD UAS Pilots. c. Develops and maintains local protocols for the UAS operations in the NAS (National Air Space). d. Develops UAS maintenance program for the department. e. Maintains records relating to the Department UAS pilot training and maintenance program. f. Ensures that established protocols are followed by monitoring and providing periodic reports on the program to the Chief of Police. B. Remote Pilot:

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a. Upon selection, Remote Pilot will attend the LPD UAS training which consists of ground school and practical sessions. b. The LPD Remote Pilot will obtain their FAA Remote Pilot license with small UAS rating. c. Upon the issuance of FAA Remote Pilot license, the remote pilot must turn in a copy of the remote pilot license to the Program Coordinator for the purpose of records keeping. d. Conduct preflight inspection, to include specific aircraft and control station systems checks, to ensure the UAS is in a condition for safe operation. e. Remote pilot will adhere to laws, rules, protocols and the Department policy, but may deviate from these requirements in response to an in-flight emergency. f. It is the RPIC responsibility to maintain uninterrupted communication with the air traffic controller by radio or phone to ensure the safety of the UAS operation. g. Must report to the FAA within 10 days of any operation that results in at least serious injury, loss of consciousness, or property damage of at least $500. C. Flight/Operational Rules: a. All flights will be approved by the on-duty Supervisor or Command Duty Officer. b. All flights will be documented in the flight log noting the reason for the flight, flight length, general location, RPIC, and approving Supervisor. c. The program coordinator will develop a monthly report of the flight log information for posting to the City’s website or social media. d. The flight log will be periodically reviewed by the Patrol Specialty Lieutenant to ensure compliance with department policy and applicable laws and regulations. e. Where there are specific and articulable grounds to believe the UAS will collect evidence of criminal wrongdoing and if the UAS will intrude upon reasonable expectations of privacy, the

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Department will secure a search warrant prior to conducting the flight, unless exigent circumstances exist. f. The persons involved in operating UAS will adhere to all laws and regulations relating to the operation of UAS unless specific rules were waived by FAA via the COA issued to the Lakewood Police Department. g. The RPIC and/or UAS operators will not operate in a careless or reckless manner. D. Use of Cameras: a. For practical application of UAS, The Lakewood Police Department UAS will be equipped with cameras capable of taking videos and still images. b. Live-feed viewing, recording, storing, and viewing of recorded images will be done in compliance with the law and applicable Department polices in support of the Department philosophy noted in the beginning of this section. E. FLIR (Forward Looking Infrared) Camera: a. The Lakewood Police Department may use FLIR to support various missions such as but not limited to, search and rescue, apprehension of dangerous subjects or wildlife, surveillance of open fields; especially the City Parks, which are closed after dusk. Prohibited Use: b. Department UAS video or photo surveillance shall not be used: 1. To conduct random surveillance. 2. To harass or intimidate any individuals or groups. 3. To conduct personal business of any type. F. Training Area: a. Training of UAS will be conducted in the air space directly above the lateral boundaries of property owned by the City of Lakewood or in the designated area of Fort Steilacoom Park. Training area may be extended to the other areas of Fort Steilacoom Park as long as the training doesn’t pose unnecessary risk to the public. Officers in charge of the training should consider the time of day and time of week in conducting training outside of designated training area.

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b. Training of UAS is permitted in the air space directly above the lateral boundaries of property not owned by the City of Lakewood as long as the owner(s) or the agents of the owner(s) of the property give permission. G. Retention of UAS Data: a. Data collected by the UAS shall be retained as provided in the established records retention schedule.

027 FAA FORM 7711-1 UAS COA Attachment Page 1 of 32 2017-CSA-117-COA

DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION

CERTIFICATE OF WAIVER OR AUTHORIZATION Lakewood Police Department 9401 Lakewood Drive SW Lakewood, WA 98499 This certificate is issued for the operations specifically described hereinafter. No person shall conduct any operation pursuant to the authority of this certificate except in accordance with the standard and special provisions contained in this certificate, and such other requirements of the Federal Aviation Regulations not specifically waived by this certificate. OPERATIONS AUTHORIZED Operation of small Unmanned Aircraft System(s) weighing less than 55 lbs. in Class D, E and G airspace, at or below 400 feet Above Ground Level (AGL) within the confines of Pierce County (excluding Restricted Airspace R-6703 and JBLM training areas outside Class D airspace), WA as depicted in Attachment 1, under the jurisdiction of the Tacoma Narrows Airport Traffic Control Tower (TIW ATCT), McChord Airport Traffic Control Tower (TCM ATCT), Gray Army Airfield (GRF ATCT), Seattle Terminal Radar Approach Control Facility (SEA TRACON) and the Seattle Air Route Traffic Control Center (Seattle ARTCC). See Special Provisions. LIST OF WAIVED REGULATIONS BY SECTION AND TITLE N/A STANDARD PROVISIONS 1. A copy of the application made for this certificate shall be attached and become a part hereof. 2. This certificate shall be presented for inspection upon the request of any authorized representative of the Federal Aviation Administration, or of any State or municipal official charged with the duty of enforcing local laws or regulations. 3. The holder of this certificate shall be responsible for the strict observance of the terms and provisions contained herein. 4. This certificate is nontransferable. Note-This certificate constitutes a waiver of those Federal rules or regulations specifically referred to above. It does not constitute a waiver of any State law or local ordinance. SPECIAL PROVISIONS

Special Provisions are set forth and attached.

The certificate 2017-WSA-228 is effective from July 29, 2017 to July 28, 2019 and is subject to cancellation at any time upon notice by the Administrator or his/her authorized representative.

BY DIRECTION OF THE ADMINISTRATOR

FAA Headquarters, AJV-115 Scott J. Gardner (Region) (Signature)

July 28, 2017 Acting Manager, UAS Tactical Operations Section

(Date) (Title) FAA Form 7711-1 (7-74)

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COA Number: 2017-CSA-117-COA

Issued To: Lakewood Police Department, referred herein as the “proponent”

Address: 9401 Lakewood Drive SW Lakewood, WA 98499

Activity: Operation of small Unmanned Aircraft System(s) weighing less than 55 lbs. in Class D, E and G airspace, at or below 400 feet Above Ground Level (AGL) within the confines of Pierce County (excluding Restricted Airspace R-6703 and JBLM training areas outside Class D airspace), WA as depicted in Attachment 1, under the jurisdiction of the Tacoma Narrows Air Traffic Control Tower (TIW ATCT), McChord Air Traffic Control Tower (TCM ATCT), Gray Army Airfield (GRF ATCT), Seattle Terminal Radar Approach Control Facility (SEA TRACON) and the Seattle Air Route Traffic Control Center (Seattle ARTCC). See Special Provisions.

Purpose: To prescribe UAS operating requirements in the National Airspace System (NAS) for the purpose of training and Operational Missions.

Dates of Use: This COA is valid from July 29, 2017 through July 28, 2019. Should a renewal become necessary, the proponent shall advise the Federal Aviation Administration (FAA), in writing, no later than 45 business days prior to the requested effective date.

Public Aircraft 1. A public aircraft operation is determined by statute, 49 USC §40102(a)(41) and §40125. 2. All public aircraft flights conducted under a COA must comply with the terms of the statute. 3. All flights must be conducted per the declarations submitted on COA on-line.

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STANDARD PROVISIONS

A. General.

The review of this activity is based upon current understanding of UAS operations and their impact in the NAS. This COA will not be considered a precedent for future operations. (As changes in or understanding of the UAS industry occur, limitations and conditions for operations will be adjusted.)

All personnel connected with the UAS operation must read and comply with the contents of this authorization and its provisions.

A copy of the COA including the special limitations must be immediately available to all operational personnel at each operating location whenever UAS operations are being conducted.

This authorization may be canceled at any time by the Administrator, the person authorized to grant the authorization, or the representative designated to monitor a specific operation. As a general rule, this authorization may be canceled when it is no longer required, there is an abuse of its provisions, or when unforeseen safety factors develop. Failure to comply with the authorization is cause for cancellation. The proponent will receive written notice of cancellation.

During the time this COA is approved and active, a site safety evaluation/visit may be accomplished to ensure COA compliance, assess any adverse impact on ATC or airspace, and ensure this COA is not burdensome or ineffective. Deviations, accidents/incidents/ mishaps, complaints, etc. will prompt a COA review or site visit to address the issue. Refusal to allow a site safety evaluation/visit may result in cancellation of the COA. Note: This section does not pertain to agencies that have other existing agreements in place with the FAA.

B. Airworthiness Certification.

The unmanned aircraft must be shown to be airworthy to conduct flight operations in the NAS. The Lakewood Police Department has made its own determination that the unmanned aircraft is airworthy. The UAS must be operated in strict compliance with all provisions and conditions contained in the Airworthiness Safety Release, including all documents and provisions referenced in the COA application.

1. A configuration control program must be in place for hardware and/or software changes made to the UAS to ensure continued airworthiness. If a new or revised Airworthiness Release is generated as a result of changes in the hardware or software affecting the operating characteristics of the UAS, notify the UAS Integration Office of the changes as soon as practical.

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a. Software and hardware changes should be documented as part of the normal maintenance procedures. Software changes to the aircraft and control station as well as hardware system changes are classified as major changes unless the agency has a formal process, accepted by the FAA. These changes should be provided to the UAS Integration office in summary form at the time of incorporation.

b. Major modifications or changes, performed under the COA, or other authorizations that could potentially affect the safe operation of the system must be documented and provided to the FAA in the form of a new AWR, unless the agency has a formal process, accepted by the FAA.

c. All previously flight proven systems to include payloads, may be installed or removed as required, and that activity recorded in the unmanned aircraft and ground control stations logbooks by persons authorized to conduct UAS maintenance Describe any payload equipment configurations in the UAS logbook that will result in a weight and balance change, electrical loads, and or flight dynamics, unless the agency has a formal process, accepted by the FAA.

d. For unmanned aircraft system discrepancies, a record entry should be made by an appropriately rated person to document the finding in the logbook. No flights may be conducted following major changes, modifications or new installations unless the party responsible for certifying airworthiness has determined the system is safe to operate in the NAS and a new AWR is generated, unless the agency has a formal process, accepted by the FAA. The successful completion of these tests must be recorded in the appropriate logbook, unless the agency has a formal process, accepted by the FAA.

2. The UAS must be operated in strict compliance with all provisions and conditions contained within the spectrum analysis assigned and authorized for use within the defined operations area.

3. All items contained in the application for equipment frequency allocation must be adhered to, including the assigned frequencies and antenna equipment characteristics. A ground operational check to verify the control station can communicate with the aircraft (frequency integration check) must be conducted prior to the launch of the unmanned aircraft to ensure any electromagnetic interference does not adversely affect control of the aircraft.

4. The use of a Traffic Collision Avoidance System (TCAS) in any mode while operating an unmanned aircraft is prohibited.

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C. Operations.

1. Unless otherwise authorized as a special provision, a maximum of one unmanned aircraft will be controlled: a. In any defined operating area, b. From a single control station, and c. By one pilot at a time.

2. A Pilot-in-Command (PIC) is the person who has final authority and responsibility for the operation and safety of flight, has been designated as PIC before or during the flight, and holds the appropriate category, class, and type rating, if appropriate, for the conduct of the flight. The responsibility and authority of the PIC as described by 14 CFR 91.3, Responsibility and Authority of the Pilot-in-Command, apply to the unmanned aircraft PIC. The PIC position may rotate duties as necessary with equally qualified pilots. The individual designated as PIC may change during flight. Note: The PIC can only be the PIC for one aircraft at a time. For Optionally Piloted Aircraft (OPA), PIC must meet UAS guidance requirements for training, pilot licensing, and medical requirements when operating OPA as a UAS.

3. The PIC must conduct a pre-takeoff briefing as applicable prior to each launch. The briefing should include but is not limited to the a. Contents of the COA, b. Altitudes to be flown, c. Mission overview including handoff procedures, d. Frequencies to be used, e. Flight time, including reserve fuel requirements, f. Contingency procedures to include lost link, divert, and flight termination, and g. Hazards unique to the flight being flown.

Note: Flight Crew Member (UAS). In addition to the flight crew members identified in 14 CFR Part 1, Definitions and Abbreviations, an Unmanned Aircraft System flight crew members include pilots, sensor/payload operators, and visual observers and may include other persons as appropriate or required to ensure safe operation of the aircraft.

4. All operations will be conducted in compliance with Title 14 CFR Part 91. Special attention should be given to: a. § 91.3 Responsibility and authority of the pilot in command b. § 91.13 Careless or reckless operation c. § 91.17 Alcohol or drugs d. § 91.103 Preflight Actions

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e. § 91.111 Operating near other aircraft. f. § 91.113 Right-of-way rules: Except water operations g. § 91.115 Right-of-way rules: Water operations h. § 91.119 Minimum safe altitudes: General i. § 91.123 Compliance with ATC clearances and instructions. j. § 91.133 Restricted and prohibited areas k. § 91.137 Temporary flight restrictions in the vicinity of disaster/hazard areas l. § 91.145 Management of aircraft operations in the vicinity of aerial demonstrations and major sporting events m. § 91.151 Fuel requirements for flight in VFR conditions n. § 91.155 Basic VFR weather minimums o. § 91.159 VFR cruising altitude or flight level p. § 91.209 Aircraft Lights q. § 91.213 Inoperative instruments and equipment r. § 91.215 ATC transponder and altitude reporting equipment and use s. Appendix D to Part 91—Airports/Locations: Special Operating Restrictions

5. Unless otherwise authorized as a special provision, all operations must be conducted in visual meteorological conditions (VMC) during daylight hours in compliance with Title 14 of the Code of Federal Regulations (CFR) Part 91 §91.155 and the following:

6. Special Visual Flight Rules (VFR) operations are not authorized.

a. VFR cloud clearances specified in 14 CFR Part 91 §91.155, must be maintained, except in Class G airspace where Class E airspace visibility requirements must be applied, but not less than 3 statute miles (SM) flight visibility and 1000’ ceiling.

b. Flights conducted under Instrument Flight Rules (IFR) in Class A airspace shall remain clear of clouds. NOTE: Deviations from IFR clearance necessary to comply with this provision must have prior ATC approval.

c. Chase aircraft must maintain 5 NM flight visibility.

7. Night operations are prohibited unless otherwise authorized as a special provision.

8. Operations (including lost link procedures) must not be conducted over populated areas, heavily trafficked roads, or an open-air assembly of people.

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D. Air Traffic Control (ATC) Communications.

1. The pilot and/or PIC will maintain direct, two-way communication with ATC and have the ability to maneuver the unmanned aircraft in response to ATC instructions, unless addressed in the Special Provision Section.

a. When required, ATC will assign a radio frequency for air traffic control during flight. The use of land-line and/or cellular telephones is prohibited as the primary means for in-flight communication with ATC.

2. The PIC must not accept an ATC clearance requiring the use of visual separation, sequencing, or visual approach.

3. When necessary, transit of airways and routes must be conducted as expeditiously as possible. The unmanned aircraft must not loiter on Victor airways, jet routes, Q and T routes, IR routes, or VR routes.

4. For flights operating on an IFR clearance at or above 18,000 feet mean sea level (MSL), the PIC must ensure positional information in reference to established National Airspace System (NAS) fixes, NAVAIDs, and/or waypoints is provided to ATC. The use of latitude/longitude positions is not authorized, except oceanic flight operations.

5. If equipped, the unmanned aircraft must operate with a. An operational mode 3/A transponder with altitude encoding, or mode S transponder (preferred) set to an ATC assigned squawk b. Position/navigation and anti-collision lights on at all times during flight unless stipulated in the special provisions or the proponent has a specific exemption from 14 CFR Part 91.209.

6. Operations that use a Global Positioning System (GPS) for navigation must check Receiver Autonomous Integrity Monitoring (RAIM) notices prior to flight operations. Flight into a GPS test area or degraded RAIM is prohibited for those aircraft that use GPS as their sole means for navigation.

E. Safety of Flight.

1. The proponent or delegated representative is responsible for halting or canceling activity in the COA area if, at any time, the safety of persons or property on the ground or in the air is in jeopardy, or if there is a failure to comply with the terms or conditions of this authorization.

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2. ATC must be immediately notified in the event of any emergency, loss and subsequent restoration of command link, loss of PIC or observer visual contact, or any other malfunction or occurrence that would impact safety or operations.

3. Sterile Cockpit Procedures. a. Critical phases of flight include all ground operations involving (1) Taxi (movement of an aircraft under its own power on the surface of an airport) (2) Take-off and landing (launch or recovery) (3) All other flight operations in which safety or mission accomplishment might be compromised by distractions b. No crewmember may perform any duties during a critical phase of flight not required for the safe operation of the aircraft. c. No crewmember may engage in, nor may any PIC permit, any activity during a critical phase of flight which could (1) Distract any crewmember from the performance of his/her duties or (2) Interfere in any way with the proper conduct of those duties. d. The pilot and/or the PIC must not engage in any activity not directly related to the operation of the aircraft. Activities include, but are not limited to, operating UAS sensors or other payload systems. e. The use of cell phones or other electronic devices is restricted to communications pertinent to the operational control of the unmanned aircraft and any required communications with Air Traffic Control.

4. See-and-Avoid. Unmanned aircraft have no on-board pilot to perform see-and-avoid responsibilities; therefore, when operating outside of active restricted and warning areas approved for aviation activities, provisions must be made to ensure an equivalent level of safety exists for unmanned operations. Adherence to 14 CFR Part 91 §91.111, §91.113 and §91.115, is required.

a. The proponent and/or delegated representatives are responsible at all times for collision avoidance with all aviation activities and the safety of persons or property on the surface with respect to the UAS.

b. UAS pilots will ensure there is a safe operating distance between aviation activities and unmanned aircraft at all times.

c. Any crew member responsible for performing see-and-avoid requirements for the UA must have and maintain instantaneous communication with the PIC.

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d. UA operations will only be conducted within Reduced Vertical Separation Minimum (RVSM) altitudes, when appropriately equipped or having received a clearance under an FAA deviation. NOTE: UA operations should not plan on an en-route clearance in RVSM altitudes, without being RVSM equipped.

e. Visual observers must be used at all times except in Class A, airspace, active Restricted Areas, and Warning areas designated for aviation activities. (1) Observers may either be ground-based or in a chase plane. (2) If the chase aircraft is operating more than 100 feet above/below and/or more than ½ NM laterally of the unmanned aircraft, the chase aircraft PIC will advise the controlling ATC facility.

f. The PIC is responsible to ensure visual observers are; (1) Able to see the aircraft and the surrounding airspace throughout the entire flight, and (2) Able to provide the PIC with the UA’s flight path, and proximity to all aviation activities and other hazards (e.g., terrain, weather, structures) sufficiently to exercise effective control of the UA to: (a) Comply with CFR Parts 91.111, 91.113 and 91.115, and (b) Prevent the UA from creating a collision hazard.

5. Observers must be able to communicate clearly to the pilot any instructions required to remain clear of conflicting traffic, using standard phraseology as listed in the Aeronautical Information Manual when practical.

6. A PIC may rotate duties as necessary to fulfill operational requirements; a PIC must be designated at all times.

7. Pilots flying chase aircraft must not concurrently perform observer or UA pilot duties.

8. Pilot and observers must not assume concurrent duties as both pilot and observer.

9. The required number of ground observers will be in place during flight operations.

10. The use of multiple successive observers (daisy chaining) is prohibited unless otherwise authorized as a special provision.

11. The dropping or spraying of aircraft stores, or carrying of hazardous materials (including ordnance) outside of active Restricted, Prohibited, or Warning Areas approved for aviation activities is prohibited unless specifically authorized as a special provision.

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F. Crewmember Requirements.

1. The proponent shall conduct and document initial training at a specific training site that will allow for the conduct of scenario-based training exercises. This training should foster a high level of flight proficiency and promote efficient, standardized coordination among pilots, visual observers, and ground crew members. To ensure safety and compliance, the training site should be well clear of housing areas, roads, non-participating persons, and watercraft. When the proponent has determined that sufficient training scenarios have been completed to achieve an acceptable level of competency, the proponent is authorized to conduct UAS public aircraft operations in accordance with Title 49 USC §§ Part 40125 at any location within the National Airspace System under the provisions of this COA. 2. All crewmembers associated with the operation of the unmanned aircraft, including chase operations, must be qualified or must be receiving formal training under the direct supervision of a qualified instructor, who has at all times, responsibility for the operation of the unmanned aircraft.

3. Pilots and observers must have an understanding of, and comply with, Title 14 Code of Federal Regulations, and/or agency directives and regulations, applicable to the airspace where the unmanned aircraft will operate.

4. With the exception of operations conducted in accordance with the public aircraft statute as promulgated in 49 U.S.C. § 40102(a)(41), Pilots, supplemental pilots, and observers must maintain a current second class (or higher) airman medical certificate that has been issued under 14 CFR Part 67, or an FAA accepted agency equivalent based on the application with the exception of operations conducted in accordance with the public aircraft statute as promulgated in 49 U.S.C. § 40102(a)(41).

5. At a minimum, the use of alcohol and/or drugs in violation of 14 CFR Part 91 §91.17 applies to UA pilots and observers.

6. At a minimum, observers must receive training on rules and responsibilities described in 14 CFR Part 91 §91.111. §91.113 and §91.115, regarding cloud clearance, flight visibility, and the pilot controller glossary, including standard ATC phraseology and communication.

7. Recent Pilot Experience (Currency). With the exception of operations conducted in accordance with the public aircraft statute as promulgated in 49 U.S.C. § 40102(a)(41) the proponent must provide documentation, upon request, showing the pilot/supplemental pilot/PIC maintains an appropriate level of recent pilot experience in either the UAS being operated or in a certified simulator. At a minimum, he/she must conduct three takeoffs (launch) and three landings (recovery) in the specific UAS within the previous 90 days (excluding pilots who do not conduct launch/recovery during normal/emergency operations). If a supplemental pilot assumes the role of PIC, he/she must comply with PIC rating requirements.

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8. A PIC and/or supplemental pilot have the ability to assume the duties of an internal or an external UAS pilot at any point during the flight.

9. A PIC may be augmented by supplemental pilots.

10. PIC Ratings.

The PIC must hold, at a minimum, a current FAA remote pilot airman certificate or the FAA accepted agency equivalent, based on the application or 14 CFR Part 61.under all operations with the exception of operations conducted in accordance with the public aircraft statute as promulgated in 49 U.S.C. § 40102(a)(41)

11. PIC Recent Flight Experience (Currency). a. For those operations that require a certificated pilot or FAA accepted agency equivalent, based on the application with the exception of operations conducted in accordance with the public aircraft statute as promulgated in 49 U.S.C. § 40102(a)(41):, the PIC must have flight reviews 14 CFR Part 61.56, and if the pilot conducts takeoff, launch, landing or recovery the PIC must maintain recent pilot experience in manned aircraft per 14 CFR Part 61.57,; Recent Flight Experience: Pilot in Command. . b. For operations approved for night or IFR through special provisions, the PIC must maintain minimum recent pilot experience per 14 CFR Part 61.57, Recent Flight Experience: Pilot in Command, as applicable.

12. Supplemental pilots must have, at a minimum, successfully completed the remote pilot airman certificate or the FAA accepted agency equivalent, based on the application with the exception of operations conducted in accordance with the public aircraft statute as promulgated in 49 U.S.C. § 40102(a)(41). The remote pilot airman certificate are valid for two years from the date of completion, at which time the written examination must be repeated. If a supplemental pilot assumes the role of PIC, he/she must comply with PIC rating, currency, medical, and training requirements listed in this document.

13. Ancillary personnel such as systems operators or mission specialists must be thoroughly familiar with and possess operational experience of the equipment being used. If the systems being used are for observation and detection of other aircraft for collision avoidance purposes, personnel must be thoroughly trained on collision avoidance procedures and techniques and have direct communication with the UAS pilot, observer, and other crewmembers.

14. The Agency will ensure that Crew Resource Management (CRM) training is current for all crew members before flying operational or training missions. The CRM program must consist of initial training, as well as CRM recurrent training during every recurrent

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training cycle, not to exceed a 12 month interval between initial training and recurrent training or between subsequent recurrent training sessions.

G. Notice to Airmen (NOTAM).

1. A distant (D) NOTAM must be issued when unmanned aircraft operations are being conducted. This requirement may be accomplished a. Through the proponent’s local base operations or NOTAM issuing authority, or b. By contacting the NOTAM Flight Service Station at 1-877-4-US-NTMS (1-877-487- 6867) not more than 72 hours in advance, but not less than 48 hours prior to the operation, unless otherwise authorized as a special provision. The issuing agency will require the: (1) Name and address of the pilot filing the NOTAM request (2) Location, altitude, or operating area (3) Time and nature of the activity.

2. For proponents filing their NOTAM with the Department of Defense: The requirement to file with an Automated Flight Service Station (AFSS) is in addition to any local procedures/requirements for filing through the Defense Internet NOTAM Service (DINS).

3. Due to the immediacy of some tactical operations, it is understood by the Federal Aviation Administration that this NOTAM notification may be reduced to no less than 30 minutes prior to these operations.

H. Data Reporting.

1. Documentation of all operations associated with UAS activities is required regardless of the airspace in which the UAS operates. This requirement includes COA operations within Special Use airspace. NOTE: Negative (zero flights) reports are required.

2. The proponent must submit the following information through UAS COA On-Line on a monthly basis: a. The number of flights conducted under this COA. (A flight during which any portion is conducted in the NAS must be counted only once, regardless of how many times it may enter and leave Special Use airspace between takeoff and landing) b. Aircraft operational hours per flight c. Ground control station operational hours in support of each flight, to include Launch and Recovery Element (LRE) operations

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d. Pilot duty time per flight e. Equipment malfunctions (hardware/software) affecting either the aircraft or ground control station f. Deviations from ATC instructions and/or Letters of Agreement/Procedures g. Operational/coordination issues h. The number and duration of lost link events (control, vehicle performance and health monitoring, or communications) per aircraft per flight.

I. Incident/Accident/Mishap Reporting.

Immediately after an incident or accident, and before additional flight under this COA, the proponent must provide initial notification of the following to the FAA via the UAS COA On- Line forms (Incident/Accident).

1. All accidents/mishaps involving UAS operations where any of the following occurs: a. Fatal injury, where the operation of a UAS results in a death occurring within 30 days of the accident/mishap b. Serious injury, where the operation of a UAS results in a hospitalization of more than 48 hours, the fracture of any bone (except for simple fractures of fingers, toes, or nose), severe hemorrhage or tissue damage, internal injuries, or second or third- degree burns c. Total unmanned aircraft loss d. Substantial damage to the unmanned aircraft system where there is damage to the airframe, power plant, or onboard systems that must be repaired prior to further flight e. Damage to property, other than the unmanned aircraft.

2. Any incident/mishap that results in an unsafe/abnormal operation including but not limited to a. A malfunction or failure of the unmanned aircraft’s on-board flight control system (including navigation) b. A malfunction or failure of ground control station flight control hardware or software (other than loss of control link) c. A power plant failure or malfunction d. An in-flight fire e. An aircraft collision f. Any in-flight failure of the unmanned aircraft’s electrical system requiring use of alternate or emergency power to complete the flight g. A deviation from any provision contained in the COA

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h. A deviation from an ATC clearance and/or Letter(s) of Agreement/Procedures i. A lost control link event resulting in (1) Fly-away, or (2) Execution of a pre-planned/unplanned lost link procedure.

3. Initial reports must contain the information identified in the COA On-Line Accident/Incident Report.

4. Follow-on reports describing the accident/incident/mishap(s) must be submitted by providing copies of proponent aviation accident/incident reports upon completion of safety investigations. Such reports must be limited to factual information only where privileged safety or law enforcement information is included in the final report.

5. Public-use agencies other than those which are part of the Department of Defense are advised that the above procedures are not a substitute for separate accident/incident reporting required by the National Transportation Safety Board under 49 CFR Part 830 §830.5.

6. This COA is issued with the provision that the FAA be permitted involvement in the proponent’s incident/accident/mishap investigation as prescribed by FAA Order 8020.11, Aircraft Accident and Incident Notification, Investigation, and Reporting.

FLIGHT STANDARDS SPECIAL PROVISIONS

A. Contingency Planning

1. Point Identification. The proponent must submit contingency plans that address emergency recovery or flight termination of the unmanned aircraft (UA) in the event of unrecoverable system failure. These procedures will normally include Lost Link Points (LLP), Divert/Contingency Points (DCP) and Flight Termination Points (FTP) for each operation. LLPs and DCPs must be submitted in latitude/longitude (Lat/Long) format along with a graphic representation plotted on an aviation sectional chart (or similar format). FTPs or other accepted contingency planning measures must also be submitted in latitude/longitude (Lat/Long) format along with a graphic representation plotted on an aviation sectional chart, or other graphic representation acceptable to the FAA. The FAA accepts the LLPs, DCPs, FTPs, and other contingency planning measures, submitted by the proponent but does not approve them. When conditions preclude the use of FTPs, the proponent must submit other contingency planning options for consideration and approval. At least one LLP, DCP, and FTP (or an acceptable alternative contingency planning measure) is required for each operation. The proponent must furnish this data with the initial COA application. Any subsequent changes or modifications to this data must be provided to AJV-13 for review and consideration no later than 30 days prior to proposed flight operations.

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2. Risk Mitigation Plans. For all operations, the proponent must develop detailed plans to mitigate the risk of collision with other aircraft and the risk posed to persons and property on the ground in the event the UAS encounters a lost link, needs to divert, or the flight needs to be terminated. The proponent must take into consideration all airspace constructs and minimize risk to other aircraft by avoiding published airways, military training routes, NAVAIDs, and congested areas. In the event of a contingency divert or flight termination, the use of a chase aircraft is preferred when the UAS is operated outside of Restricted or Warning Areas. If time permits, the proponent should make every attempt to utilize a chase aircraft to monitor the aircraft to a DCP or to the FTP. In the event of a contingency divert or flight termination, the proponent will operate in Class A airspace and Special Use airspace to the maximum extent possible to reduce the risk of collision with non-participating air traffic.

1. LLP Procedures. (1) LLPs are defined as a point, or sequence of points where the aircraft will proceed and hold at a specified altitude, for a specified period of time, in the event the command and control link to the aircraft is lost. The aircraft will autonomously hold, or loiter, at the LLP until the communication link with the aircraft is restored or the specified time elapses. If the time period elapses, the aircraft may autoland, proceed to another LLP in an attempt to regain the communication link, or proceed to an FTP for flight termination. LLPs may be used as FTPs. In this case, the aircraft may loiter at the LLP/FTP until link is re-established or fuel exhaustion occurs. (2) For areas where multiple or concurrent UAS operations are authorized in the same operational area, a segregation plan must be in place in the event of a simultaneous lost link scenario. The segregation plan may include altitude offsets and horizontal separation by using independent LLPs whenever possible.

2. DCP Procedures. (1) A DCP is defined as an alternate landing/recovery site to be used in the event of an abnormal condition that requires a precautionary landing. Each DCP must incorporate the means of communication with ATC throughout the descent and landing (unless otherwise specified in the Special Provisions) as well as a plan for ground operations and securing/parking the aircraft on the ground. This includes the availability of ground control stations capable of launch/recovery, communication equipment, and an adequate power source to operate all required equipment. (2) For local operations, the DCP specified will normally be the airport/facility used for launch and recovery; however, the proponent may specify additional DCPs as alternates. (3) For transit and/or mission operations that are being conducted in Class A airspace or Class E airspace above flight level (FL)-600, DCPs will be identified during the flight to be no further than one hour of flight time at any given time, taking into consideration altitude, winds, fuel consumption, and other factors. If it is not

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possible to define DCPs along the entire flight plan route, the proponent must identify qualified FTPs along the entire route and be prepared to execute flight termination at one of the specified FTPs if a return to base (RTB) is not possible. (4) It is preferred that specified DCPs are non-joint use military airfields, other government-owned airfields, or private-use airfields. However, the proponent may designate any suitable airfield for review and consideration.

3. Flight Termination Procedures. (1) Flight termination is the intentional and deliberate process of performing controlled flight into terrain (CFIT). Flight termination must be executed in the event that all contingencies have been exhausted and further flight of the aircraft cannot be safely achieved or other potential hazards exist that require immediate discontinuation of flight. FTPs or alternative contingency planning measures must be located within power off glide distance of the aircraft during all phases of flight and must be submitted for review and acceptance. The proponent must ensure sufficient FTPs or other contingency plan measures are defined to accommodate flight termination at any given point along the route of flight. The location of these points is based on the assumption of an unrecoverable system failure and must take into consideration altitude, winds, and other factors. (2) Unless otherwise authorized, FTPs must be located in sparsely populated areas. Except for on- or near-airport operations, FTPs will be located no closer than five nautical miles from any airport, heliport, airfield, NAVAID, airway, populated area, major roadway, oil rig, power plant, or any other infrastructure. For offshore locations, the proponent must refer to appropriate United States Coast Guard (USCG) charts and other publications to avoid maritime obstructions, shipping lanes, and other hazards. Populated areas are defined as those areas depicted in yellow on a VFR sectional chart or as determined from other sources. (a) It is preferred that flight termination occurs in Restricted or Warning Areas, government-owned land, or offshore locations that are restricted from routine civil use. However, the proponent may designate any suitable location for review and consideration. (b) The proponent is required to survey all designated areas prior to their use as an FTP. All FTPs will be reviewed for suitability on a routine and periodic basis, not to exceed six months. The proponent assumes full risk and all liability associated with the selection and use of any designated FTP. (c) It is desirable that the proponent receive prior permission from the land owner or using agency prior to the use of this area as an FTP. The proponent should clearly communicate the purpose and intent of the FTP. (d) For each FTP, plans must incorporate the means of communication with ATC throughout the descent as well as a plan for retrieval/recovery of the aircraft. (e) Contingency planning must take into consideration all airspace constructs and minimize risk to other aircraft by avoiding published airways, military

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training routes, NAVAIDs, and congested areas to the maximum extent possible. (f) In the event of a contingency divert or flight termination, if time permits, the use of a chase aircraft is preferred when the UA is operated outside of Restricted or Warning Areas. (g) In the event of a contingency divert or flight termination or other approved contingency measures, the proponent will operate in Class A airspace and Special Use airspace to the maximum extent possible to reduce the risk of collision with non-participating air traffic.

B. Night Operation Limitations.

The following measures are considered adequate to ensure an acceptable level of safety for UAS night operations.

Night small UAS operations Special Provisions. Small UAS operations may be conducted at night, as defined in 14 CFR § 1.1, provided:

1. All operations under the approved COA must use one or more visual observers (VO);

2. Prior to conducting operations that are the subject of the COA, the remote pilot in command (PIC) and VO must be trained to recognize and overcome visual illusions caused by darkness, and understand physiological conditions which may degrade night vision. This training must be documented and must be presented for inspection upon request from the Administrator or an authorized representative;

3. The sUA must be equipped with lighted anti-collision lighting visible from a distance of no less than 3 statute miles. The intensity of the anti-collision lighting may be reduced if, because of operating conditions, it would be in the interest of safety to do so.

Note: Night, as defined in 14 CFR § 1.1 is equal to approximately 30 minutes after sunset until 30 minutes before sunrise.

C. Miscellaneous Flight Standard Provisions.

1. Minimum Safe Altitude Operations

A waiver from the requirements of 14 CFR 91.119(b) and (c) is approved as follows:

a. Except for those operations where it is necessary to safeguard human life, no person may operate a small unmanned aircraft over a human being unless that human being is: i. Directly participating in the operation of the small unmanned aircraft; or ii. Located under a covered structure or inside a stationary vehicle that can provide

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reasonable protection from a falling small unmanned aircraft b. The groundspeed of the small UAS must not exceed 100 mph/87 knots c. The proponent must comply with 91.119(a). d. The proponent must report any accident/incident resulting in any human injury during COA operations over human beings.

Note: People “directly participating in the operation of the small unmanned aircraft” may include qualified non-crewmembers, as defined in 49 USC 40125.

e. For those operations where it is necessary to operate over a human being in order to safeguard human life, the remote pilot in command must not operate any lower or in proximity to human beings necessary to accomplish the operation.

2. The proponent must comply with the aircraft registration requirements set forth in Title14 Code of Federal Regulations § 47.3 prior to conducting flight operations authorized under this COA. Refer to United States Code Title 49 §§ 44101-44104 for law requiring aircraft registration in the United States.

AIR TRAFFIC CONTROL SPECIAL PROVISIONS

A. Coordination Requirements. 1. Special Use Airspace a. Coordination and de-confliction between Military Training Routes (MTR) and Special Use Airspace (SUA) is the operator’s responsibility. When identifying an operational area the operator must evaluate whether an MTR or SUA will be affected. In the event the UAS operational area overlaps an MTR or SUA, the operator will contact the scheduling agency as soon as practicable in advance to coordinate and de-conflict. Approval from the scheduling agency is required for regulatory SUA, but not for MTR’s and non-regulatory SUA. If no response to coordination efforts, the operator must exercise extreme caution and remain vigilant of all MTRs and/ or non-regulatory SUAs. b. Scheduling agencies for MTRs are listed in the Area Planning AP/1B Military Planning Routes North and South America. If unable to gain access to AP/1B contact the FAA at email address mailto:[email protected] with the IR/VR routes affected and the FAA will provide the scheduling agency information. Scheduling agencies for SUAs are listed in the FAA JO 7400.8. 2. When filing the required NOTAM, the area of operation defined in the NOTAM must only be for the defined incident perimeter/operation area using a VOR Radial/DME fix or lat/long and radius (normally ¼ mile), and the maximum altitude (AGL) to be flown, and not for the entire area as identified in this COA. 3. Any Proposed UAS operation within the confines of Joint Base Lewis McChord is required to be coordinated in advance with Base Operations at the appropriate airfield.

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Gray Army Airfield Base Operations: 253-967-6628 McChord Field Base Operations: 253-982-5611

4. Proponent filing and the issuance of the required distant (D) NOTAM, not less than 30 minutes prior to commencing UAS operations, will serve as advance notification for Seattle ARTCC for UAS operations in class G airspace within defined operating area outside of Seattle TRACON designated airspace, for UAS operations conducted under this authorization 400 feet (AGL) and below .

5. For proposed UAS operations in Seattle TRACON Class G and E airspace, more than 4 miles from either GRF or TIW airport (not to exceed 400 feet AGL), proponent filing and the issuance of the required distant (D) NOTAM, prior to commencing UAS operations, will serve as advance notification for Seattle TRACON about UAS operations conducted under this provision.

6. When either TCM, GRF or TIW ATCT’s are closed, proponent must coordinate Class E or G airspace UAS operation within 4 miles of either airport with Seattle TRACON at 206-214-2519 no less than thirty (30) minutes prior to proposed launch.

TCM operating hours - continuous

GRF ATCT operating hours-continuous, except closed on federal holidays.

TIW ATCT operating hours (0800–2000 local time daily)

Coordination will include:

a. The defined perimeter/operation area using a VOR Radial/DME fix or lat/long, radius (TCM - GRF), or appropriate Grid Map Section (TIW - see Attachment 2) where the UAS operation shall occur. b. Coordinate an altitude for UAS operations within the perimeter/operation area (not to exceed 400 feet AGL) , and a lost link procedure that will ensure UAS remains clear of and does not cross over any active runway or taxiway or airport traffic pattern unless otherwise coordinated with Seattle TRACON, and will not interfere with manned flight

c. The NOTAM number and the time for commencing and terminating operations.

d. Based on area of operation, proponent must coordinate use of communication method (i.e. direct VHF radio communication or cell phone), with SEA TRACON. See Air Traffic Special Provision B1 for VHF frequency assignment and Air Traffic Special Provision B2-B3 for other approved methods of required communication.

e. Provide ATC with a reliable on-site cell number to facilitate coordination or immediate termination of UAS flight activities if deemed necessary for the safety of flight.

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f. UAS PIC will notify the appropriate ATC facility(s) within 15 minutes of the end of the flight.

7. For proposed UAS operations in TCM, GRF or TIW ATCT Class D airspace, proponent must file required distant (D) NOTAM - and coordinate with the appropriate facility at least thirty (30) minutes prior to proposed UAS launch.

------TCM ATCT 253-982-6503/2160

TCM ATCT operating hours – continuous ------GRF ATCT 253-967-2897

GRF ATCT operating hours-continuous, except closed on federal holidays ------TIW ATCT 253-851-9480

TIW ATCT operating hours (0800–2000 local time daily

------

Coordination will include:

a. The defined perimeter/operation area using a VOR Radial/DME fix or lat/long, radius (TCM, GRF), or appropriate Grid Map Section (TIW - see Attachment 2) where the UAS operation shall occur.

b. Coordinate altitude for UAS operations within the perimeter/operation area (not to exceed 400 feet AGL) , and a lost link procedure that will ensure UAS remains clear of and does not cross over any active runway or taxiway or airport traffic pattern unless otherwise coordinated with TCM, GRF or TIW ATCT, and will not interfere with manned flight

c. The NOTAM number and the time for commencing and terminating operations.

d. Based on area of operation, proponent must coordinate use of communication method (i.e. direct VHF radio communication or cell phone), with TCM, GRF or TIW ATCT. See Air Traffic Special Provision B1 for VHF frequency assignment and Air Traffic Special Provision B2-B3 for other approved methods of required communication.

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e. Provide ATC with a reliable on-site cell number to facilitate coordination or immediate termination of UAS flight activities if deemed necessary for the safety of flight.

f. UAS PIC will notify the appropriate ATC facility(s) within 15 minutes of the end of the flight.

8. TIW ATCT operating hours are 0800-2000 local time daily. During daylight hours when TIW ATCT is closed Air Traffic Control Special Provision A5 applies. If UAS operation will extend beyond 0800 local time, UAS PIC will contact TIW ATCT at 0800 local time and coordinate UAS operation as per Air Traffic Control Special Provision A7 (30 minute prior coordination requirement is waived for this provision).

9. GRF ATCT is closed on Federal Holidays. During those hours when GRF ATCT is closed, Air Traffic Control Special Provision A5 applies.

10. There are Military Training Route (MTR) Operations 200 feet AGL and above within the UAS Operations Area. Coordination and de-confliction between Military Training Routes (MTR) and Special Use Airspace (SUA) is the operator’s responsibility. When identifying an operational area the operator must evaluate whether an MTR or SUA will be affected. In the event the UAS operational area overlaps an MTR or SUA, the operator will contact the scheduling agency in advance to coordinate and de- conflict. Approval from the scheduling agency for MTR and non-regulatory SUA is not required. If prior coordination and de-confliction does not take place in advance, the operator must exercise extreme caution and remain vigilant of all MTRs and/ or SUAs.

MTR Number Scheduling Agency Phone Number Segments MTR Width

IR-460 4-160th SOAR (A) 253- 966-6558 A-D 4nm IR-461 4-160th SOAR (A) 253- 966-6558 A-D 4nm

VR-331 62nd OSS/OSO 253-982-9925 G-I 5nm

VR-1355 NAS Whidbey Island 360 -257-2877 C-D 4nm Range Schedules

*MTR widths are either side of centerline

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NAS Whidbey Island Range Scheduling Office is open Mon-Fri, 0730-1600(L); closed Sat, Sun, and all Federally-Observed Holidays.

62nd OSS/OSO operating hours are 0715L-1630L.

11. Proponent must cancel all NOTAMs when UAS operations are complete or will not be conducted.

12. The availability of an independent flight termination system, operations area location radius of operations area, ATC approval and altitude of operations, in conjunction with the required coordination in ATC Special Provisions A and D is an acceptable mitigation of 14 CFR 91.215 (b) (2) requirements concerning the absence of a Mode C transponder. This deviation is allowed as authorized by 14 CFR 91.215 (d).

13. ATC may prohibit or terminate UAS operations when manned aircraft are operating in the airport traffic pattern, or any time manned aircraft are practicing or flying approaches into the airport.

14. UAS operations will not be conducted within a 1/2 mile radius of non- controlled airports, heliports, or water landing areas without additionally coordinating with the appropriate airport management approval. For UAS operations on airport property (where applicable), the proponent must receive permission from airport management prior to operations.

15. If a review of NOTAMs during preflight actions (see Standard Provisions paragraphs C4) reveals another proponent operating in all, or part, of the intended operating area, the Lakewood Police Department must de-conflict the intended operating area from the active operating area by contacting that proponent. Contact information may be obtained from the affected air traffic control facility, if not otherwise known.

B. Communication Requirements. 1. Based on area of UAS operation, TCM, GRF or TIW ATCT may require direct two-way radio communication on VHF frequency –

TCM ATCT 124.8 Mhz – TCM Command Post 134.1 Mhz

GRF ATCT 119.325 Mhz _ TIW ATCT 118.5 Mhz -

2. Based on area of operation, the UAS operator shall coordinate with ATC that proponent providing an on-site cell phone number, and proponent being able to immediately communicate via cellphone as an acceptable method of communication in lieu of two way radio when operating within the respective ATCT class D and G and E airspace.

3. During hours when TIW or GRF or TCM ATCT is closed, and UAS operations will be within 4 nm of TIW or GRF airport, the UAS PIC will monitor Airport CTAF

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frequency ( see above ) and make periodic position reports, including UAS position and altitude, during flight operations.

4. If direct two-way communication is not required, Air Traffic Control Special provisions A, C and D will be used in lieu of maintaining direct two-way Communications.

5. When operating within 4nm of Pierce Co Thun Field (KPLU), PIC must monitor respective CTAF frequency (122.8) Mhz and make periodic position reports, including UAS position and altitude, during flight operations.

C. Procedural Requirements.

1. UAS operations within the confines of KTCM and KGRF class D airspace are not authorized under the provisions of this COA until 14 days after the effective date of COA. UAS operations within the perimeter of JBLM are not authorized under the provisions of this COA 30 until days after the effective date of COA. These effective dates can be amended by mutual agreement of proponent and Gray Army Airfield Base Operations and McChord Field Base Operations.

2. UAS operation in any portion of R6703 or JBLM training areas that are outside Class D airspace is prohibited.

3. The use of water craft based visual observer is approved with the following requirements:

a. Because the water craft is moving, caution must be used to ensure all of the conditions for land/chase based observers are used.

b. The UAS PIC and the Visual Observer must be co-located.

c. UAS operations from watercraft must be over sparsely populated areas.

d. The lost link profile must be updated to ensure that the UAS does not fly away from the observers and remains within visual line of sight of the UAS PIC and the Visual Observer.

e. Night operations over water must comply with previous requirements and CFR 91.209.

4. All UAS operations must remain within the ground observer visual line of sight.

5. For operations within the confines of the GRF Class E surface Area, the following procedural provision applies:

The UAS PIC must ensure that the UA does not loiter in the vicinity of the runway centerline or the path of any instrument approach procedure unless operationally necessitated. If loitering is required, UAS PIC must announce intentions on GRF / CTAF (119.325) MHz, prior to as well as reporting clear of the area.

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6. Proponent will immediately comply with any instructions from ATC. ATC may at any time prohibit, suspend, or terminate UAS operations when deemed appropriate for safety of manned aircraft operating in class D airspace. ATC will advise when UAS operations may resume.

7. The defined maximum altitude for UAS operations is 400 feet AGL and below. ATC can reduce this altitude if deemed operationally necessary either before or during UAS operations.

8. UAS flight operations are prohibited when other manned aircraft are operating within the defined operating area. UAS operations must remain well clear of airport traffic patterns, and will not cross over any, runway, taxiway, unless otherwise coordinated.

9. Launching, landing, or operating an unmanned aircraft from or on lands and waters Administered by the National Park Service, U.S. Fish and Wildlife Service, U.S. Forest Service, or other agency is prohibited without authorization from the respective agency land manager.

10. This COA authorizes UAS flight operations strictly within a “defined incident perimeter” in direct support of public safety activities as described within this Certificate of Waiver or Authorization.

11. A “defined incident perimeter” is described as a location identified via a Very High Frequency Omnidirectional Range (VOR) Radial/Distance Measuring Equipment (DME) fix. This location has a defined perimeter to be determined based on the scope of the operation and a defined operational ceiling at or below 400 feet Above the Ground (AGL).

12. UAS operations must remain within this “defined incident perimeter” controlled by the proponent at or below 400 feet AGL. The Lakewood Police Department and supporting first responder/safety agencies will discover and manage all risks and associated liabilities that exist within the defined incident perimeter and must be legitimately mitigated to assure the safety of people and property.

13. To reiterate provision stated above (not to supersede) the UAS Operations must be conducted within visual line of sight from the position(s) of the PIC and/or Observer(s) at all times. The PIC and all Observers must maintain sufficient visual contact with the UA in order to determine its attitude, altitude, and direction of flight and ensure that the UA remains within the “defined incident perimeter”. “Out of Sight”, or “Behind the Obstruction” flight operations are prohibited.

14. Pursuit missions outside the secured, defined incident perimeter are prohibited.

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15. UA operations must be offset as needed to ensure the orbit or flight path of the UA does not incur a risk of injury to persons or property along its flight path. A mitigation strategy may include but is not limited to evacuation of persons from within the incident perimeter by legal authority. This Authorization does not waive 91.119.

16. UA flight operations are prohibited when other manned aircraft are operating within the incident perimeter.

17. If an emergency situation occurs that causes the UA to depart the defined incident perimeter/operations area, the PIC must immediately notify the Air Traffic Control facility having jurisdiction over the operating area via phone or on the appropriate Air Traffic Control frequency.

18. The Pilot in Command is authorized to operate at less than the minimums as prescribed in FAR 91-119, paragraph (d) if the operation is conducted without hazard to persons or property on the surface.

19. The presence of observers during scenario based training, other than initial or recurrent Pilot-in-Command and Observer training is authorized provided the following provisions are complied with;  Observers (i.e. the public) will receive a safety briefing that addresses the mission intent, safety barriers, non-interference with any LEA mission personnel, and emergency procedures in the event of an incident or accident.  Observers will be directed to and contained within a specific observation point that ensures risk of injury is minimized and assures non- interference with the sUAS training mission.  Proponent will ensure that observers do not engage in conversations, discussions, interviews or distractions of any crewmember or mission personnel from the performance of his/her duties or interfere in any way with the proper conduct of those duties.  Proponent will limit the number of observers to that which can be adequately monitored and protected by the personnel and resources onsite.  ALL of the existing provisions, conditions and mitigations of this Training COA is implemented and complied with.

D. Emergency/Contingency Procedures.

1. Emergency or Fly-Away Procedures: a. In the event of a Fly-Away or other emergency scenario, the PIC will immediately notify facility where incident occurs TCM ATCT - VHF FREQ 124.8 Mhz - PHONE 253-982-6503/2160 GRF ATCT - VHF FREQ 119.325 Mhz PHONE 253-967-2897 TIW ATCT – VHF FREQ 118.5 Mhz PHONE 253-851-9480

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SEA TRACON PHONE 206-214-2519 SEATTLE ARTCC PHONE 253-351-3520

b. The PIC will state pilot intentions, and provide the following: (1) The nature of the emergency (2) UAS last know position, altitude, and direction of flight (3) Maximum remaining flight time

2. Lost Link Procedures:

a. In the event of a lost link, the PIC will immediately notify the air traffic control facility having jurisdictional control over the operating area where incident occurs. TCM ATCT - VHF FREQ 124.8 Mhz - PHONE 253-982-6503/2160 GRF ATCT - VHF FREQ 119.325 Mhz PHONE 253-967-2897 TIW ATCT – VHF FREQ 118.5Mhz PHONE 253-851-9480 SEA TRACON PHONE 206-214-2519 SEATTLE ARTCC PHONE 253-351-3520

b. Provide the location, maximum altitude, programmed lost link maneuvers, state pilot intentions, and comply with the following provisions: The aircraft autopilot will enter a fail-safe mode within three second of the lost link condition being detected and “auto land. a) The unmanned aircraft lost link mission will not transit or orbit over populated areas. b) Lost link programmed procedures will avoid unexpected turn-around and/or altitude changes and will provide sufficient time to communicate and coordinate with ATC. c) Lost link orbit points shall not coincide with the centerline of Victor airways.

3. Loss of Sight:

If the ground observer or chase aircraft loses sight of the UAS, The UAS PIC must be notified immediately. If the UAS is visually reacquired promptly, the mission may be continued, but never at the expense of safety. If sight of the UAS is not regained promptly, the operations must be canceled, UAS must return to home waypoint and land.

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4. Loss of Communication:

If the visual observer is not within normal speaking distance of the PIC, any loss of communication between the observer and the PIC, the PIC will execute lost link procedures. Once communications are reestablished, the mission may resume.

AUTHORIZATION

This Certificate of Waiver or Authorization does not, in itself, waive any Title 14 Code of Federal Regulations not specifically stated, nor any state law or local ordinance. Should the proposed operation conflict with any state law or local ordinance, or require permission of local authorities or property owners, it is the responsibility of the proponent to resolve the matter. This COA does not authorize flight within Temporary Flight Restrictions, Special Flight Rule Areas, regulatory Special Use Airspace or the Washington DC Federal Restricted Zone (FRZ) without pre-approval. The proponent is hereby authorized to operate small Unmanned Aircraft System in the NAS within the areas defined in the Activity section of this attachment.

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Attachment 1

2016-WSA-228 400 feet AGL-Below Within the confines of Pierce County, WA

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Attachment 2

TIW CLASS D AIRSPACE GRID

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