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PWA (400ft AGL)Celery Bog Nature Area??? (400ft AGL)Davis Ferry Park (just outside of KLAF airspace)Requesting 700 ft AGL, limit flight to 650 AGL... From JAN 20th 2026 - Dec 31st 2026
Davis Ferry Park is a small strip of land located between North 9th Street Rd and south of the Davis Ferry Bridge. The bridge is a means of access to cross the Wabash River for pedestrians walking along the Wabash Heritage TrailThe takeoff/landing area of the operation would be south of the parking lot for the parkThere are transmission lines that run along the west side of the road leading up to the parking lot; other than this, the area south of the parking lot is very open. There is approximately a 1000ft of takeoff space stretching from the south of the parking lot to the road. The width of the takeoff area is approximately 115ft at its narrowest point between N 9th Street Rd and the parking lot access road and 215ft at its widest pointThe airspace is Class E with floor 700ft above surface that laterally abuts 1200ft or higher Class E airspaceThe closest, notable obstruction is a cell phone tower located approximately 1.3 miles (6,858ft) to the northeast of the takeoff/landing area. It should not be a problem. Please view the below picture for perspective on the distance between the obstruction and the operation areaAdditionally, the area is mostly just a bunch of corn fields. Aidan Tottori obtained verification from Davis Ferry Park to fly at this location for previous operations. The nearest private residence to the operational area is approximately 0.85 miles away. This is relevant to know in the event that the drone were to crash on to their property.
Wingspan - 6.43 ft Fuselage length - 3.51 ftFuselage Height - .59 ftApprox. Weight: 9.26 lbsFlight Duration: 120 minutes (2 hours)Cruise Speed: 44.7 mph
Allows the user to fly within controlled airspaceQuick process through LAANCOperates within Part 107Associated with operations outside of normally defined bounds of Part 107Only the Authorization is needed for this operation. The reason being, we will be operating in Class G airspace where we do not need an airspace authorization to operate in. However since we are exceeding 400 ft AGL which is outside of Part 107 regulations, we need an airspace waiver.Section number and title: 14 CFR Part 107.51 (b)
Concept of Operations (CONOPS) & operational hazard and risk analysis submitted by applicantThe CONOPS to understand the proposed sUAS operation, location, limitations, and proposed procedures. The applicants risk analysis document and each hazard’s efects before mitigations are applied as provided in the waiver application, and the severity and likelihood of each hazards efects after mitigations are applied. FAA orders 8040.4 and 8040.6 provide examples and instructions on performing a risk assessment and defnitions which may be used for severity and likelihood. The rationale and supporting data provided by the applicant to substantiate how each mitigation reduces the severity or likelihood of each hazards efects or risk to an acceptable level. The applicant’s predicted operational risk after mitigations are applied to the sUAS operation Question 1: Describe how the small unmanned aircraft (sUA) will not pose a hazard to aircraft,
persons on the ground, and others’ property when operating at altitudes other
than those prescribed in § 107.51(b).1. We have decided to operate in a desolate, open area, where those on the ground surrounding the flight area will be alerted of the operation. The sUA will not pose a hazard to aircraft as a NOTAM will be put out of our operation. Furthermore, we will have the area surrounded with Visual Observers, where we will be communicating with the RPIC, in order to keep them out of possible paths of aircraft, and/or other obstacles. The audible noise emitted from aircraft motors will alert the VOs, where the aircrafts altitude will be immediately lowered to 100 ft AGL. The RPIC will be observing their data and flight mapping, ensuring the sUA yields to any obstacles, hazards, or aircraft. If there was ever a scenario where there was imminent threat of collision, the RPIC will maintain its altitude and adjust its flight pattern if necessary. In no case will the sUA be descended when another aircrafts altitude is lower than that of the sUA. A simple turn will be acceptable for this scenario.Question 2: Describe the anti-collision lighting used on the sUA, in order for it to be seen by crewmembers in other aircraft from a distance of at least 1 statute mile (sm) during daytime operations and 3sm if conducting nighttime operations.I COULD BE COMPLETELY WRONG PLEASE DOUBLE-CHECK THIS. The MFE Believer does not come standard with anti-collision lights. This operation will be conducted exclusively during the daytime. The current plan would to be incorporating bright neon tape onto the aircraft in order to identify the attitude and maintain line of sight. We will be issuing a NOTAM, if asked by ATC, for the operation, monitoring ADS-B in, and tuning into KLAF tower frequency 119.6Mhz for traffic notifications. Given these actions, we feel that risk to other aircraft is mitigated enough to proceed without anti-collision lighting. Question 3: Describe how the RPIC will be able to accurately determine the sUA altitude and direction of flight.,We will primarily operate the MFE believer by flying it line-of-sight. We will be able to tell the direction of flight by looking at it. We can also judge the altitude of the believer to a reasonably accurate degree by looking at it. Additionally, the telemetry data we will receive from the MFE believer will give us our absolute altitude and direction of flight.Question 4: Describe the area of operations using latitude/longitude, street address, identifiable landmarks, or other maps to include the distance from and direction to the nearest airport (e.g., 4.8 miles SE of XYZ Airport)The Area of Operation (AO) will take place at 40°28'26.5"N 86°52'15.2"W. The address is N 9th St Rd, Lafayette, IN 47904, approximately 400ft south of the Wabash River. There are no identifiable landmarks within our operational area, as we are just flying over corn fields. The nearest airport is Purdue University Airport, KLAF, which lies approximately 5.13 miles to the southwest of our AO. -HallQuestion 5: In addition to filing a NOTAM, describe how the RPIC will communicate/coordinate with Air Traffic Control (ATC) if required by a Special Provision in your Certificate of Waiver and based on the complexity of your operation.Should contact be necessary, the RPIC will have VOs on standby ready to communicate with KLAF ATC. Their frequency will be given prior and it is 765-743-9687. These VO’s have been trained to accurately communicate with ATC, making sure that communication will be efficient. Our operation is not complex in any nature, so the need to contact ATC will most likely not be enacted.
Lab 06 - Altitude Waiver
Location Ideas
Location Details
Measurement of distance between takeoff/landing location and cell phone tower
Nearest private residence
Team
Lucas Toppe
Hunter Hall
Aiden Tottori
Andrew Lemley
Andrew Heiden
Specs Of MFE Believer
Waiver Vs Authorization
Authorization
Waiver
Waiver relates to where you can fly, airspace authorization relates to how you can fly
Which one(s) do we need to acquire?
What regulation will you be waiving?
Refer to “Part 107 Waiver - Section Specific Evaluation Information” in section 2 of the FAA . List out the specific points that evaluators are looking for in a waiver submitted to fly higher than 400 ft. (Note: if your application requires both an airspace authorization and operational waiver, please list the evaluation points for both)
Visual observer (Working with my visual observer: § 107.33 Visual observer)
Operating limitations: altitude (Fly my sUA higher than 400 feet: § 107.51(b))
Create a as outlined in AC 107-2A, Appendix A, Figure A-2. Review pages A-5 – A-9 for guidance on identifying and assessing risks.
Refer to the document. Copy the five questions below and develop your responses to each of the questions. Refer to the as a guide for answering the five questions.
\Lab 06 - Safety Risk Assessment and Mitigation Steps
Hazard
Cause
Effect
Likelihood (1)
Severity (2)
Risk (3)
Mitigation
Emergency or Contingency Procedures (4)
Manned Aircraft
flying aircraft
UAS has to avoid
low
high
monitor ads-b and KLAF tower on 119.6Mhz. NOTAM
land, fly away (as long as visual is still retained), controlled crash if the situation is dire
Losing visual
aircraft is higher and farther away
aircraft appears smaller
low
high
high
Multiple VO’s
RTH or GCS commands
Trees/ Power Lines
flying too low or too close to obstacles
medium
medium
medium
Multi[ple VO’s
VO’s will tell the pilot to fly away from trees and power lines
Cars
Multiple VO
Lost Link
system failure
loss of control
low
medium
low
Two ways of controlling the aircraft (controller and GCS). Automatic RTH on failsafe.
RTH or GCS commands
Weather - clouds, wind, rain
Bad weather
Either not be able to fly that day or fly with increase caution depending on the conditions
high
medium
medium
Read the METAR and plan accordingly, avoid clouds during operations
RTH in the event
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