U. S. Department of Transportation Docket Operations

West Building Ground Floor, Room w12-140

1200 New Jersey Ave, SE Washington, DC 20590

IN THE MATTER OF THE PETITION FOR EXEMPTION OF: 

MARK VERSCHELDEN

FOR AN EXEMPTION SEEKING RELIEF FROM THE REQUIREMENTS OF TITLE 14 OF THE 

CODE OF FEDERAL REGULATIONS SECTIONS 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 

91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), AND 91.417(a) & (b) CONCERNING COMMERCIAL

OPERATION OF DJI PHANTOM 2 VISION PLUS AND DJI INSPIRE 1 UNMANNED AIRCRAFT

SYSTEMS PURSUANT TO SECTION 333 OF THE FAA MODERNIZATION AND REFORM ACT

OF 2012 (PUBLIC LAW 112-95) 

Submitted on DECEMBER 27, 2015 

 

 

MARK VERSCHELDEN

1413 SANTA PAULA DR.

MODESTO, CA 95355

(209)404-3900

Email: markver010@gmail.com
TABLE OF CONTENTS 

Page 

GLOSSARY OF 

ABBREVIATIONS.................................................................................................................3 

SUMMARY............................................................................................................................. 4 

INTRODUCTION AND INTERESTS OF PETITIONER......................................................4 

BACKGROUND.....................................................................................................................5 

BASIS FOR PETITION...........................................................................................................5 

NAME AND ADDRESS OF PETITIONER................................................................6 

THE SPECIFIC SECTIONS OF 14 C.F.R. FROM WHICH 

MARK VERSCHELDEN SEEKS EXEMPTION........................................................7 

THE EXTENT OF RELIEF MARK VERSCHELDEN SEEKS AND 

THE REASON MARK VERSCHELDEN SEEKS THE RELIEF........................9

 

THE REASONS WHY GRANTING MARK VERSCHELDEN REQUEST

WOULD BE IN THE PUBLIC INTEREST .............................................................10

THE REASONS WHY GRANTING THE EXEMPTION WOULD NOT 

ADVERSELY AFFECT SAFETY..............................................................................12 

CONCLUSION.......................................................................................................................19 

 
GLOSSARY OF ABBREVIATIONS

AGL Above Ground Level 

AOI Area of Interest 

ATC Air Traffic Control 

ATO Air Traffic Organization

AV Aerial Vehicle 

CFR Code of Federal Regulations 

COA Certificate of Authorization 

FAA Federal Aviation Administration 

FAR Federal Aviation Regulation 

GCS Ground Control Station 

GPS Global Positioning System 

LOL Loss of Link 

NAS National Airspace System 

NOTAM Notice to Airman 

PIC Pilot In Command 

Section 333 FAA Modernization and Reform Act of 2012 (FMRA) 

SO Safety Observer 

SOP Standard Operating Procedures 

UA Unmanned Aircraft 

UAS Unmanned Aircraft System 

VFR Visual Flight Rules 

VLOS Visual Line of Site 

VMC Visual Meteorological Conditions 

VTOL Vertical Takeoff and Landing 

DJI UAV manufacturer

ESC Electronic speed control

FPV First Person View 

LI-PO Lithium Polymer battery

RCV Radio Controlled vehicle 
 

SUMMARY

MARK VERSCHELDEN seeks exemption from the requirements of 14 C.F.R §§ 61.113(a) & (b), 

91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b), to 

operate an Unmanned Aircraft System pursuant to Section 333 of the FAA Modernization and Reform 

Act of 2012 (FMRA). This exemption will permit MARK VERSCHELDEN to operate an Unmanned 

Aircraft System (UAS) for the commercial purpose of conducting aerial video and photography for 

marketing, real estate photography, commercials, special events, wedding cinematography, and 

landscape over certain areas of the United States. 

INTRODUCTION AND INTERESTS OF THE PETITIONER

My name is MARK VERSCHELDEN, and I am a professional photographer and State Certified Real 

Estate Appraiser. MARK VERSCHELDEN provides clients with the highest quality digital content for 

use in their commercial & industrial projects, enhanced real estate marketing and precision agricultural

needs. MARK VERSCHELDEN has 26 years of real estate inspection experience and 12 years of radio 

controlled helicopter experience. MARK VERSCHELDEN is recognized as an expert in this field and 

in the past has supplied clients with aerial video and photography using commercial aircraft.

The objective of MARK VERSCHELDEN'S aerial video and photography operations is to provide 

high quality imaging for a variety of commercial, industrial, agricultural and residential uses for clients 

in a manner safe from all obstacles and people at all times. MARK VERSCHELDEN will also provide 

knowledge of UAS and promote safe UAS operations in the real estate field.
BACKGROUND 

Unmanned Aircraft Systems: DJI Phantom 2 Vision Plus, DJI Inspire 1 UASs

MARK VERSCHELDEN seeks an exemption to operate DJI systems for compensation or hire within 

the NAS. The DJI Phantom 2 Vision Plus and DJI Inspire 1 are vertical takeoff and landing (VTOL) 

Unmanned Aircraft (UA) with a Ground Control Station (GCS) utilizing electronic tablet or smart 

phone systems. The DJI Phantom 2 Vision Plus has a maximum gross weight of approximately 2 

pounds 14 ounces, while having a length of 16 inches width of 16 inches, height of 8 inches, and a 

maximum speed of approximately 29 knots. The DJI Inspire 1 has a maximum gross weight of 6 

pounds 7.5 ounces, a length of 17.3 inches, width of 17.7 inches, height of 11.8 inches, and a maximum 

speed of approximately 42 knots. The DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs are equipped 

with four main rotors; driven by Lithium Polymer battery powered electric motors. 

The DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs that will be operated by MARK 

VERSCHELDEN will be registered in accordance with 49 U.S.C. 44103, Registration of Aircraft, as 

well as 14 C.F.R Part 47, Aircraft Registration, and marked in accordance with 14 C.F.R. Part 45, 

Identification and Registration Markings. 

BASIS FOR PETITION 

Petitioner, MARK VERSCHELDEN, pursuant to the provisions of the Federal Aviation Regulations 

(14 C.F.R. § 11.61) and the FAA Modernization and Reform Act of 2012 (FMRA), Section 333, Special 

Rules for Certain Unmanned Aircraft Systems, hereby petitions the Administrator to commercially

operate the DJI Phantom 2 Vision Plus, DJI Inspire 1 UASs in the National Airspace System (NAS), 

and for an exemption from the requirements of 14 C.F.R §§ 61.113(a) & (b), 91.7(a), 91.121, 

91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b). 

In consideration of the speed, weight, size, and limited operating area associated with the unmanned 

aircraft and its operation, MARK VERSCHELDEN operation of DJI Phantom 2 Vision Plus and DJI 

Inspire 1 UASs meets the conditions of FMRA Section 333 and therefore, will not require an 

airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. 

Accordingly, MARK VERSCHELDEN requests relief from Sections 91.405(a), 91.407(a)(1), 

91.409(a)(1) & (a)(2), and 91.417(a) & (b), as these sections set forth requirements for maintenance 

that only apply to aircraft with an airworthiness certificate. 

MARK VERSCHELDEN submits that the requested relief is proper since an equivalent level of safety

will be ensured. MARK VERSCHELDEN will use experienced personnel or technicians to perform 

maintenance, alterations, or preventive maintenance on the UASs using the methods, techniques, and 

practices prescribed in the operating documents (i.e., Monthly Maintenance Log, and DJI Phantom 2 

Vision Plus and DJI Inspire 1 Instruction Manual). Furthermore, MARK VERSCHELDEN will 

document and maintain all maintenance records for the DJI Phantom 2 Vision Plus and DJI Inspire 1 

UASs. 

Relief from certain requirements of Section 61.113(a) and (b), entitled Private pilot privileges and 

limitations: Pilot in command, is requested by MARK VERSCHELDEN to the extent necessary to 

allow a Pilot in Command (PIC) holding a private pilot or higher level certificate, as well as an airman 

medical certificate, and who has demonstrated, by meeting minimum flight- hour and currency
requirements, that the PIC is able to safely operate the DJI Phantom 2 Vision Plus and DJI Inspire 1 

UASs in a manner consistent with this exemption, including evasive and emergency maneuvers and 

maintaining appropriate distances from people, vessels, vehicles and structures. 

MARK VERSCHELDEN seeks relief from Section 91.7(a), entitled Civil aircraft airworthiness, 

because the DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs do not require an airworthiness 

certificate in accordance with 14 C.F.R. Part 21, Subpart H. As such, MARK VERSCHELDEN submits 

that he will ensure that the DJI Phantom 2 Vision Plus and DJI Inspire 1UASs are in an airworthy

condition, prior to every flight, by determining that the UASs are in compliance with the operating 

documents (i.e., Monthly Maintenance Log, and DJI Phantom 2 Vision Plus and DJI Inspire 1 

Instruction Manual), and that the aircraft are in a condition for safe flight. 

MARK VERSCHELDEN also seeks an exemption from the requirements of Section 91.121, entitled 

Altimeter Settings, as the DJI Phantom 2 Vision Plus and DJI Inspire 1 UAs will not have a typical 

barometric altimeter onboard. However, altitude information of the DJI Phantom 2 Vision Plus and DJI

Inspire 1 UASs will be provided to the PIC via Global Positioning System (GPS) equipment and radio 

communications telemetry data link, which downlinks from the UA to the GCS for active monitoring of 

the flight path. This altitude information, combined with MARK VERSCHELDEN operation of the DJI

Phantom 2 Vision Plus and DJI Inspire 1 UASs within visual line of sight, at or below DJI Phantom 2 

Vision Plus AGL, will ensure a level of safety equivalent to Section 91.121. 

Additionally, MARK VERSCHELDEN seeks an exemption from the requirements of Section 

91.151(b), entitled Fuel requirements for flight in VFR conditions. MARK VERSCHELDEN submits 

that safety will not be affected by operation of the DJI Phantom 2 Vision Plus and DJI Inspire 1 UAs 

during daylight hours in visual meteorological conditions (VMC) under visual flight rules (VFR), with 

enough battery power to fly for a total duration of approximately 15.5 minutes to the first point of 

intended landing and, assuming normal cruising speed, to fly after that for at least 4.5 minutes. 

In accordance with 14 C.F.R. § 11.81, MARK VERSCHELDEN provides the following information in 

support of its petition for exemption: 

A. Name And Address Of The Petitioner.

The name and address of the Petitioner and point of contact is:

MARK VERSCHELDEN

1413 SANTA PAULA DR.

MODESTO, CA 95355

(209)404-3900

 Email: markver010@gmail.com
B. The Specific Sections Of 14 C.F.R. from Which MARK VERSCHELDEN Seeks Exemption.

1. MARK VERSCHELDEN Seeks Exemption From The Requirements Of Section 61.113(a) 

And (b).

Section 61.113, entitled Private pilot privileges and limitations: Pilot in command, Subsections 

(a) and (b) prescribe the following, in relevant part:

a. No person who holds a private pilot certificate may act as a pilot in command (PIC) of 

an aircraft that is carrying passengers or property for compensation or hire; nor may that 

person, for compensation or hire, act as PIC of an aircraft. 

b. A private pilot may, for compensation or hire, act as PIC of an aircraft in connection 

with any business or employment if— 

i. The flight is only incidental to that business or employment; and

ii. The aircraft does not carry passengers or property for compensation or hire. 

2. MARK VERSCHELDEN Seeks Exemption From The Requirements Of Section 91.7(a). 

Section 91.7, entitled civil aircraft airworthiness, subsection (a), states the following: (a) No 

person may operate a civil aircraft unless it is in an airworthy condition.

3. MARK VERSCHELDEN Seeks Exemption From The Requirements Of Section 91.121. 

Section 91.121, entitled Altimeter settings, subsection (a), states the following, in part:

a. Each person operating an aircraft shall maintain the cruising altitude or flight level of 

that aircraft, as the case may be, by reference to an altimeter that is set, 

when operating-- 

Below 18,000 feet MSL, to—

i. The current reported altimeter setting of a station along the route and within 100 

nautical miles of the aircraft;

ii. If there is no station within the area prescribed in paragraph (a)(1)(i) of this 

section, the current reported altimeter setting of an appropriate available station; 

iii. In the case of an aircraft not equipped with a radio, the elevation of the departure 

airport or an appropriate altimeter setting available before departure.

4. MARK VERSCHELDEN Seeks Exemption From The Requirements Of Section 91.151(b). 

Section 91.151, entitled Fuel requirements for flight in VFR conditions, subsection (b), states 

the following: 

(b) No person may begin a flight in a rotorcraft under VFR conditions unless (considering wind 

and forecast weather conditions) there is enough fuel to fly to the first point of intended 

landing and, assuming normal cruising speed, to fly after that for at least 20 minutes.

5. MARK VERSCHELDEN Seeks Exemption From The Requirement Of Section 91.405(a).

Section 91.405, entitled Maintenance required, subsection (a), states the following: Each owner 

or operator of an aircraft— 

(a) Shall have that aircraft inspected as prescribed in subpart E of this part and shall between 

required inspections, except as provided in paragraph (c) of this section, have discrepancies 

repaired as prescribed in part 43 of this chapter[.] 

6. MARK VERSCHELDEN Seeks Exemption From The Requirements Of Section 91.407(a)

Section 91.407, entitled Operation after maintenance, preventive maintenance, rebuilding, or 

alteration, subsection (a)(1), states the following: (a) No person may operate any aircraft that 

has undergone maintenance, preventive maintenance, rebuilding, or alteration unless-- (1) It

has been approved for return to service by a person authorized under § 43.7 of this chapter [.]

7. MARK VERSCHELDEN Seeks Exemption From The Requirements Of Sections 

91.409(a)(1) And 91.409(a)(2). 

Section 91.409, entitled Inspections, subsection (a), states the following: 

(a) Except as provided in paragraph (c) of this section, no person may operate an aircraft unless, 
within the preceding 12 calendar months, it has had -- 

(1) An annual inspection in accordance with part 43 of this chapter and has been approved for 

return to service by a person authorized by § 43.7 of this chapter; or 

(2) An inspection for the issuance of an airworthiness certificate in accordance with part 21 of 

this chapter. 

8. MARK VERSCHELDEN Seeks Exemption From The Requirements Of Sections 

91.417(a) And 91.417(b). 

Section 91.417, entitled Maintenance records, subsections (a) and (b), state the following: 

a. Except for work performed in accordance with §§ 91.411 and 91.413, each registered 

owner or operator shall keep the following records for the periods specified in paragraph 

(b) of this section: Records of the maintenance, preventive maintenance, and alteration 

and records of the 100-hour, annual, progressive, and other required or approved 

inspections, as appropriate, for each aircraft (including the airframe) and each engine, 

propeller, rotor, and appliance of an aircraft. The records must include—

i. A description (or reference to data acceptable to the Administrator) of the work 

performed; and

ii. The date of completion of the work performed; and

iii. The signature, and certificate number of the person approving the aircraft for 

return to service.

Records containing the following information:

1. The total time in service of the airframe, each engine, each propeller, and 

each rotor.

2. The current status of life-limited parts of each airframe, engine, propeller, 

rotor, and appliance. 

3. The time since last overhaul of all items installed on the aircraft which 

are required to be overhauled on a specified time basis. 

4. The current inspection status of the aircraft, including the time since the 

last inspection required by the inspection program under which the 

aircraft and its appliances are maintained. 

5. The current status of applicable airworthiness directives (AD) and safety 

directives including, for each, the method of compliance, the AD or 

safety directive number and revision date. If the AD or safety directive 

involves recurring action, the time and date when the next action is 

required. 

6. Copies of the forms prescribed by § 43.9(d) of this chapter for each major 

alteration to the airframe and currently installed engines, rotors, 

propellers, and appliances. 

b. The owner or operator shall retain the following records for the periods prescribed: 

i. The records specified in paragraph (a)(1) of this section shall be retained until 

the work is repeated or superseded by other work or for 1 year after the work is 

performed. 

ii. The records specified in paragraph (a)(2) of this section shall be retained and 

transferred with the aircraft at the time the aircraft is sold. 

iii. A list of defects furnished to a registered owner or operator under § 43.11 of this 

chapter shall be retained until the defects are repaired and the aircraft is 

approved for return to service. 
C. The Extent Of Relief MARK VERSCHELDEN Seeks And The Reason MARK 

VERSCHELDEN Seeks The Relief. 

1. Extent Of Relief MARK VERSCHELDEN Seeks And The Reason MARK 

VERSCHELDEN Seeks Relief From Section 61.113(a) And (b). 

Relief from Section 61.113(a) and (b) entitled Private pilot privileges and limitations: Pilot in 

command, is requested to the extent necessary to allow a PIC holding a private pilot or higher 

level certificate, as well as a current and valid airman medical certificate, and who has met 

certain flight-hour and currency requirements, to conduct the proposed UAS flight operations 

for compensation or hire. 

This relief is requested since the limitations set forth in Section 61.113(a) and (b) state that a 

private pilot may, for compensation or hire, act as PIC of an aircraft in connection with any 

business or employment if: (1) The flight is only incidental to that business or employment; and 

(2) The aircraft does not carry passengers or property for compensation or hire. 

As set forth more fully below, MARK VERSCHELDEN submits that an equivalent level of 

safety will be maintained because no PIC will be allowed to operate the DJI Phantom 2 Vision 

Plus UAS or DJI Inspire 1 UAS unless that PIC has met certain flight-hour and currency

requirements, demonstrating that the PIC is able to safely operate either the DJI Phantom 2 

Vision Plus or DJI Inspire 1 UAS in a manner consistent with the operations specifications as 

described in this exemption, including evasive and emergency maneuvers, as well as 

maintaining appropriate distances from people, vessels, vehicles and structures. 

Further, MARK VERSCHELDEN submits that all flights of the DJI Phantom 2 Vision Plus and 

DJI Inspire 1 UASs, conducted by the PIC pursuant to the grant of this Petition: (1) will be 

incidental to MARK VERSCHELDEN' business; and (2) will not carry passengers or property 

for compensation or hire.

2. Extent Of Relief MARK VERSCHELDEN Seeks And The Reason MARK 

VERSCHELDEN Seeks Relief From Section 91.7(a).

Relief from Section 91.7(a) entitled Civil aircraft airworthiness, is requested to the extent 

required to allow MARK VERSCHELDEN to determine that the DJI Phantom 2 Vision Plus

and DJI Inspire 1 UASs are in airworthy condition prior to every flight by ensuring that the 

UAS is in compliance with the operating documents (i.e., MARK VERSCHELDEN Aerial 

Operations Manual, Monthly Maintenance Log, and DJI Phantom 2 Vision Plus and DJI Inspire 

1 Instruction Manual). MARK VERSCHELDEN seeks the requested relief because the DJI 

Phantom 2 Vision Plus and DJI Inspire 1 UASs do not require an airworthiness certificate in 

accordance with 14 C.F.R. Part 21, Subpart H. Therefore, MARK VERSCHELDEN will ensure 

that the DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs are in airworthy condition based 

upon its compliance with the operating documents (i.e., Monthly Maintenance Log, and DJI 

Phantom 2 Vision Plus and DJI Inspire 1 Instruction Manual) prior to every flight, and further, 

determine that the aircraft are in condition for safe flight, as stated in the conditions and 

limitations below.

3. Extent Of Relief MARK VERSCHELDEN Seeks And The Reason MARK 

VERSCHELDEN Seeks Relief From Section 91.121.

Relief from Section 91.121, entitled Altimeter settings, may be required to allow flight 

operations of the DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs, which utilize a 

barometric pressure sensor, GPS equipment, and a radio communications telemetry data link to 

downlink altitude information from the UA to the PIC at the ground control station (GCS). 

Since the FAA requires that any altitude information concerning UAS operations be reported to 

air traffic control (ATC) in feet above ground level (AGL), MARK VERSCHELDEN seeks the 

requested relief because the DJI Phantom 2 Vision Plus and DJI Inspire 1 UA’s altimeter may be 

set on the ground to zero feet AGL, rather than the local barometric pressure or field altitude, 
before each flight.

Considering the limited altitude of the proposed operations, relief from 14 CFR 91.121 is 

sought to the extent necessary to comply with the applicable conditions and limitations stated 

below. As more fully set forth herein, an equivalent level of safety will be maintained since the 

DJI Phantom 2 Vision Plus and DJI Inspire 1 UAs are equipped with a barometric pressure 

sensor and GPS equipment, which automatically ensures that a ground level pressure setting 

will be established prior to each flight, and provides the PIC with altitude information of the UA

on the heads-up display of the GCS. 

4. Extent Of Relief MARK VERSCHELDEN Seeks And The Reason MARK 

VERSCHELDEN Seeks Relief From Section 91.151(b). 

Relief from Section 91.151(b) entitled Fuel requirements for flight in VFR conditions, is

requested to the extent required to allow flights of the battery powered DJI Phantom 2 Vision 

Plus and DJI Inspire 1 UAs during daylight hours in visual meteorological conditions (VMC), 

under visual flight rules (VFR), for a total duration of 15.5 minutes to the first point of intended 

landing and, assuming normal cruising speed, to fly after that for at least 4.5 minutes. MARK 

VERSCHELDEN seeks the requested relief because without an exemption from Section 

91.151(b), the flight time duration of the battery powered DJI Phantom 2 Vision Plus and DJI 

Inspire 1 UAs will severely constrain the practicality of any aerial video or still photo flight 

operations that MARK VERSCHELDEN proposes to conduct pursuant to this Petition.

Significantly, as set forth below, the technical specifications of the DJI Phantom 2 Vision Plus

and DJI Inspire 1 UASs, the DJI Phantom 2 Vision Plus and DJI Inspire 1 operating documents, 

and MARK VERSCHELDEN proposed operating limitations, ensure that MARK 

VERSCHELDEN will safely operate the battery powered DJI Phantom 2 Vision Plus and DJI 

Inspire 1 UAs during daylight hours in visual meteorological conditions (VMC), under visual 

flight rules (VFR), with enough battery power to fly for a total duration of 13.5 minutes to the 

first point of intended landing and, assuming normal cruising speed, to fly after that for at least 

4.5 minutes. 

5. Extent Of Relief MARK VERSCHELDEN Seeks And The Reason MARK 

VERSCHELDEN Seeks Relief From Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & 

(a)(2), And 91.417(a) & (b).

Since Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) only apply

to aircraft with an airworthiness certificate, MARK VERSCHELDEN requests relief from these 

Sections because the DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs do not require 

airworthiness certificates. As set forth more fully below, the DJI Phantom 2 Vision Plus and DJI

Inspire 1 UASs meet the conditions of FMRA Section 333 for operation without an 

airworthiness certificate.

Accordingly, MARK VERSCHELDEN will use trained technicians to perform maintenance, 

alterations, or preventive maintenance on the UASs using the methods, techniques, and 

practices prescribed in the UAS operating documents (i.e., MARK VERSCHELDEN Aerial 

Operations Manual, Monthly Maintenance Log, and DJI Phantom 2 Vision Plus and DJI Inspire 

1 Instruction Manual). Furthermore, MARK VERSCHELDEN will document and maintain all 

maintenance records for the DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs. 

D. The Reasons Why Granting MARK VERSCHELDEN Request Would Be In The Public 

Interest: That Is, How It Would Benefit The Public As A Whole.

Granting the present Petition will further the public interest by allowing MARK 

VERSCHELDEN to safely, efficiently, and economically perform aerial video and 

photography of construction sites, real estate, and landscape over certain areas of the United 
States.

Additionally, use of the DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs will 

decrease congestion of the NAS, reduce pollution, crashes and accidents caused by pilot error 

and provide significant benefits to the economy. Notably, the benefits of MARK 

VERSCHELDEN’ proposed operation of the DJI Phantom 2 Vision Plus and DJI Inspire 1 

UASs will be realized without implicating any privacy issues.

1. The Public Will Benefit From Decreased Congestion Of The NAS.

The DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs are battery powered and serve as a 

safe, efficient, and economical alternative to the manned aircraft traditionally utilized to obtain 

aerial imagery. By reducing the amount of manned aircraft needed to perform aerial 

acquisitions, an exemption allowing the use of a DJI Phantom 2 Vision Plus or DJI Inspire 1 

UAS would reduce the amount of manned aircraft in the NAS, reduce noise and air pollution, as 

well as increase the safety of life and property in the air and on the ground. 

Furthermore, by reducing the number of manned aircraft operating in the NAS, congestion 

around airports caused by arriving and departing aircraft will be reduced. The DJI Phantom 2 

Vision Plus and DJI Inspire 1 UAs do not require an airport to takeoff or land. Likewise, a 

reduction of manned aircraft conducting aerial video and photography missions would result in 

fewer aircraft that must be handled by air traffic control during the ground, takeoff, departure, 

arrival, and landing phases of flight operations. 

2. The Public Will Benefit From The Safety And Efficiency Of The DJI Phantom 2 Vision 

Plus and DJI Inspire 1 UASs. 

Conducting aerial acquisitions with the DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs, 

instead of manned aircraft, will greatly benefit the public by drastically reducing the 

levels of air and noise pollution generated during traditional aerial video and still photography 

flight operations. By using battery power and electric motors, the DJI Phantom 2 Vision Plus

and DJI Inspire 1 UASs produce no air pollution, and is the most viable environmentally

conscious alternative to the cabin class, six cylinder internal combustion engine aircraft that are 

typically utilized for aerial video and photography, while burning approximately 20-30 gallons 

per hour of leaded aviation fuel. The DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs, while 

reducing the carbon footprint of aerial acquisitions, also eliminates noise pollution, as the UASs 

are propelled by battery powered electric motors, rather than an internal combustion engine. 

By using the DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs to perform aerial acquisitions, 

the substantial risk to life and property in the air and on the ground, which is usually associated 

with traditional manned aircraft flight operations, will be substantially reduced or completely

eliminated. Aside from the lack of flight crew members located onboard the aircraft, the DJI 

Phantom 2 Vision Plus and DJI Inspire 1 UAs (weighing approximately 2 pounds 14 ounces 

and 6 pounds 7.5 ounces respectively, at their maximum gross weights with lengths of 16 inches 

and 17.3 inches respectively, widths of 16 inches and 17.7 inches respectively, and with no fuel 

on board), has less physical potential for collateral damage to life and property on the ground, 

and in the air, compared to the manned aircraft that typically conduct similar operations 

(weighing approximately 6,000 pounds with a wingspan of approximately 42 feet, a length of 

34 feet, and a fuel capacity of 180 gallons).

3. Performing Aerial Video and Photography Operations With The DJI Phantom 2 Vision 

Plus and DJI Inspire 1 UASs Will Benefit The Economy.

In addition to being safe and efficient, the DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs 

are also an economical alternative to using manned aircraft to conduct similar aerial 

operations. As such, operation of the DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs 

will allow United States based companies, like Verschelden Photography to remain competitive 

and contribute to growth of the U.S. economy. Specifically, with the rising cost of aviation fuel 
and the Environmental Protection Agency (“EPA”) regulatory actions phasing out leaded 

aviation fuels, U.S. owned and operated companies must adopt new and alternative technology

in order to remain competitive. Operating the battery powered DJI Phantom 2 Vision Plus and 

DJI Inspire 1 UASs is one such technology that not only allows companies greater operational 

flexibility compared to manned aircraft, but provides such flexibility without the high 

operational cost of a traditional manned aircraft.

By operating the DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs, companies such as

Verschelden Photography can remain competitive and profitable, and therefore, provide greater 

job stability to employees and contractors, which will ultimately contribute to growth of the 

U.S. economy. Improved financial performance of U.S. companies, through commercial use of 

the DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs, provides a stable workforce that 

increases consumer spending; improves local, state, and federal tax revenues; and allows 

companies to invest in research and development in order to remain competitive both in the 

United States and abroad. 

4. There Are No Privacy Issues.

Similar to the manned aerial acquisition flight operations that have been conducted for decades, 

MARK VERSCHELDEN proposed operation of the DJI Phantom 2 Vision Plus and DJI Inspire 

1 UASs would not implicate any privacy issues. Specifically, the DJI Phantom 2 Vision Plus

and DJI Inspire 1 UASs will be operated only in compliance with operating documents (i.e., 

MARK VERSCHELDEN Aerial Operations Manual, Monthly Maintenance Log, and DJI 

Phantom 2 Vision Plus and DJI Inspire 1 Instruction Manual) which requires property owner 

involvement as well as local law enforcement notification, and in accordance with the Federal 

Aviation Regulations, including the minimum altitude requirements of 14 C.F.R. § 91.119. 

E. The Reasons Why Granting The Exemption Would Not Adversely Affect Safety, Or How The 

Exemption Would Provide A Level Of Safety At Least Equal To That Provided By The Rule 

From Which MARK VERSCHELDEN Seeks Exemption. 

1. Reasons Why The DJI Phantom 2 Vision Plus and DJI Inspire 1 UAs Meet The Conditions 

Of The FAA Modernization and Reform Act of 2012 (FMRA) Section 333.

In consideration of the size, weight, speed, and limited operating area associated with the 

unmanned aircraft and its operation, MARK VERSCHELDEN’ operation of the DJI Phantom 2 

Vision Plus and DJI Inspire 1 UASs meet the conditions of FMRA Section 333, and will not 

require an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. Section 

333 provides authority for a UAS to operate without airworthiness certification and sets forth 

requirements for considering whether a UAS will create a hazard to users of the NAS or the 

public, or otherwise pose a threat to national security. Specifically, FMRA Section 333 states 

the following, in part: 

a. In General. --Notwithstanding any other requirement of this subtitle, and not later than 

180 days after the date of enactment of this Act, the Secretary of Transportation shall 

determine if certain unmanned aircraft systems may operate safely in the national 

airspace system before completion of the plan and rulemaking required by section 332 

of this Act or the guidance required by section 334 of this Act.

b. Assessment of Unmanned Aircraft Systems. --In making the determination under 

subsection (a), the Secretary shall determine, at a minimum—

i. Which types of unmanned aircraft systems, if any, as a result of their size, 

weight, speed, operational capability, proximity to airports and populated areas, 

and operation within visual line of sight do not create a hazard to users of the 
national airspace system or the public or pose a threat to national security; and 

whether a certificate of waiver, certificate of authorization, or airworthiness 

certification under section 44704 of title 49, United States Code, is required for 

the operation of unmanned aircraft systems identified under paragraph (1).

c. Requirements for Safe Operation. --If the Secretary determines under this section that 

certain unmanned aircraft systems may operate safely in the national airspace system, 

the Secretary shall establish requirements for the safe operation of such aircraft systems 

in the national airspace system.

In seeking this exemption, MARK VERSCHELDEN submits that the DJI Phantom 2 

Vision Plus and DJI Inspire 1 UASs can operate safely in the NAS pursuant to FMRA

Section 333, as demonstrated by: (a) the characteristics of the DJI Phantom 2 Vision 

Plus and DJI Inspire 1 UASs; (b) the pilot certification requirement; and (c) the specific 

operating limitations. 

i. The Specifications Of The DJI Phantom 2 Vision Plus and DJI Inspire 1 

UASs Demonstrate Its Safe Characteristics.

The DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs do not create a hazard to 

users of the NAS or the public, or otherwise pose a threat to national security

considering its size, weight, speed, and operational capability. 

ii. Technical Specifications Of The DJI Phantom 2 Vision Plus and DJI Inspire 

1 UASs.

The DJI Phantom 2 Vision Plus and DJI Inspire 1 Specifications and Data Sheet, 

attached hereto as Appendix A and B, set the technical specifications of the DJI 

Phantom 2 Vision Plus and DJI Inspire 1 UASs forth. 

iii. The DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs Autonomous Flight 

And Navigation Modes Enable The UASs To Remain Within A Defined 

Operational Area. 

The DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs may be operated in both 

manual and fully autonomous flight modes. A complete description of the flight

and navigational modes of the DJI Phantom 2 Vision Plus and DJI Inspire 1 

UASs is provided at pages 25-35 of the DJI Phantom 2 Vision Plus and pages 

12-16 and 45-50 of the DJI Inspire 1 User Manuals, attached hereto as Exhibit C 

and D. 

iv. The DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs Are Designed For

Automatic Return To Home Point Or Hover In The Event Of Loss Of The 

Control Link Or Navigation.

When the Control Link is lost, the DJI Phantom 2 Vision Plus and DJI Inspire 1 

UAs will remain stationary, in flight, for 3 seconds or more. If, after 3 seconds, 

the DJI Phantom 2 Vision Plus and DJI Inspire 1 UAs do not reacquire control 

link data from the GCS, the UAs will assume that the Control Link is lost and 

the UAs will return to the home position (i.e., failsafe mode) via GPS, and will 

descend to the takeoff position and shutdown. 

A complete description of the Failsafe Functions of the DJI Phantom 2 Vision 

Plus UAS are set forth at pages 27 through 29 and for the DJI Inspire 1 at pages 

13 through 15 of the DJI Phantom 2 Vision Plus and DJI Inspire 1 User Manuals, 

attached hereto as Exhibit C and D.

v. The DJI Phantom 2 Vision Plus and DJI Inspire 1 GCS And It’s Operation.

A complete description of the operation and specifications of the DJI Phantom 2 

Vision Plus and DJI Inspire 1 GCS and flight control software is provided at 
pages 32 through 43 of the DJI Phantom 2 Vision Plus User Manual and pages 

40 through 47 of the DJI Inspire 1 User Manual. DJI Phantom 2 Vision Plus and 

DJI Inspire 1 User Manuals are attached hereto as Exhibits C and D.

vi. Flight Operations Of DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs 

Are Limited To The Line Of Sight Of A Certificated Pilot in Command With 

A Safety Observer. 

MARK VERSCHELDEN will only utilize certificated pilots who possess a 

current and valid airman medical certificate to act as a pilot in command (PIC) of 

the DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs. Additionally, a safety

observer will assist all pilots during flight time. 

vii. Flights Of DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs Will Be 

Conducted Pursuant To Specific Operating Limitations. 

In seeking this exemption, MARK VERSCHELDEN proposes to commercially

operate DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs for the special 

purpose of conducting aerial video and photography over certain areas of United 

States, pursuant to the following specific operating limitations:

1. Operations authorized by this grant of exemption will be limited to the 

following aircraft described in the operating documents, rotorcraft UASs 

weighing less than 55 pounds maximum gross weight: DJI Phantom 2

Vision Plus and DJI Inspire 1 Unmanned Aircraft Systems. Proposed 

operations of any other aircraft will require a new petition or a petition to 

amend this grant. 

2. UAS operations under this exemption will be limited to conducting 

operations for the purpose of aerial video and photography. 

3. The UAs may not be flown at an indicated airspeed exceeding 20 knots.

4. The UA must be operated at an altitude of no more than 400 feet above 

ground level (AGL), as indicated by the procedures specified in the 

operating documents unless a special request is made and approved by

ATC. All altitudes reported to ATC must be in feet AGL.

5. The UAs must be operated within visual line of sight (VLOS) of the PIC 

at all times. This requires the PIC to be able to use human vision unaided 

by any device other than corrective lenses, as specified on the PIC’s 

FAA-issued airman medical certificate. 

6. The use of first person view (FPV) by the PIC or safety observer (SO) is 

not permitted. 

7. All operations must utilize a safety observer (SO). The SO may be used 

to satisfy the VLOS requirement as long as the PIC always maintains 

VLOS capability. The SO and PIC must be able to communicate verbally

at all times. Electronic messaging or texting is not permitted during 

flight operations. The PIC must be designated before the flight and 

cannot transfer his or her designation for the duration of the flight. The 

PIC must ensure that the SO can perform the functions prescribed in the 

operating documents. 

8. The SO must not perform any other duties beyond assisting the PIC with 

seeing and avoiding other air traffic and other ground based 

obstacles/obstructions and is not permitted to operate the camera or other 

instruments. 

9. The operating documents and the grant of exemption must be accessible 

during UAS operations and made available to the Administrator upon 
request. If a discrepancy exists between the conditions and limitations 

contained in the grant of exemption and the procedures outlined in the 

operating documents, the conditions and limitations contained in the 

grant of exemption take precedence and must be followed. Otherwise, the 

operator must follow the procedures as outlined in its operating 

documents. The operator may update or revise its operating documents. It 

is the operator’s responsibility to track such revisions and present 

updated and revised documents to the Administrator upon request. 

The operator must also present updated and revised documents if it 

petitions for extension or amendment to the grant of exemption. If the 

operator determines that any update or revision would affect the basis 

upon which the FAA granted the exemption, then the operator must 

petition for amendment to its grant of exemption. The FAA’s UAS 

Integration Office (AFS-80) may be contacted if questions arise 

regarding updates or revisions to the operating documents.

10. Prior to each flight the PIC must inspect the UAS to ensure that it is in a 

condition for safe flight. If the inspection reveals a condition that affects 

the safe operation of the UAS, the aircraft is prohibited from operating 

until the necessary maintenance has been performed and the UAS is 

found to be in a condition for safe flight. The Ground Control Station 

must be included in the preflight inspection. All maintenance and 

alterations must be properly documented in the aircraft records.

11. Any UAS that has undergone maintenance or alterations that affect the 

UAS operation or flight characteristics, e.g. replacement of a flight 

critical component, must undergo a functional test flight. The PIC who 

conducts the functional test flight must make an entry in the aircraft 

records. 

12. The pre-flight inspection must account for all potential discrepancies, e.g. 

inoperable components, items, or equipment, not already covered in the 

relevant sections of the operating documents. 

13. The operator must follow the UAS manufacturer’s aircraft/component, 

maintenance, overhaul, replacement, inspection, and life limit 

requirements.

14. The operator must carry out its maintenance, inspections, and record 

keeping requirements, in accordance with the operating documents. 

Maintenance, inspection, alterations, and status of replacement/overhaul 

component parts must be noted in the aircraft records, including total 

time in service, description of work accomplished, and the signature of 

the authorized person returning the UAS to service.

15. Each UASs operated under this exemption must comply with all 

manufacturer Safety Bulletins. 

16. The authorized person must make an entry in the aircraft record of the 

corrective action taken against discrepancies discovered between 

inspections.

17. The PIC must possess at least a private pilot certificate and at least a 

current third-class medical certificate.

18. The operator may not permit any PIC to operate unless the PIC meets the 

operator’s qualification criteria and demonstrates the ability to safely 

operate the UAS in a manner consistent with how the UAS will be 
operated under the exemption, including evasive and emergency 

maneuvers and maintaining appropriate distances from persons, vessels, 

vehicles and structures. PIC qualification flight hours must be logged in a 

manner consistent with 14 C.F.R. § 61.51(b). Flights for the purposes of 

training the operator’s PICs are permitted under the terms of the 

exemption. However, training operations may only be conducted during 

dedicated training sessions. During training, proficiency, and experiencebuilding flights, all persons not essential for flight operations are 

considered nonparticipants, and the PIC must operate the UA with 

appropriate distance from nonparticipants in accordance with 14 C.F.R. § 

91.119. 

19. UAS operations may not be conducted during night, as defined in 14 

C.F.R. § 1.1. All operations must be conducted under visual 

meteorological conditions (VMC). If flight at night is required, a special 

request will be made at the FAA office closest to proposed area of 

operations. Flights under special visual flight rules (SVFR) are not 

authorized. 

20. The UA may not operate within 5 nautical miles of an airport reference 

point as denoted on a current FAA-published aeronautical chart unless a

letter of agreement with that airport’s management is obtained, and the 

operation is conducted in accordance with a NOTAM as required by the 

operator’s COA. The letter of agreement with the airport management

must be made available to the Administrator upon request.

21. The UA may not be operated less than 500 feet below or less than 2,000 

feet horizontally from a cloud or when visibility is less than 3 statute 

miles from the PIC.

22. If the UA loses communications or loses its GPS signal, it must return to 

a pre-determined location within the planned operating area and land or 

be recovered in accordance with the operating documents.

23. The PIC must abort the flight in the event of unpredicted obstacles or 

emergencies in accordance with the operating documents. 

24. The PIC is prohibited from beginning a flight unless (considering wind 

and forecast weather conditions) there is enough power to fly at normal 

cruising speed to the intended landing point and land the UA with 25% 

battery power remaining. 

25. The operator must obtain an Air Traffic Organization (ATO) issued 

Certificate of Waiver or Authorization (COA) prior to conducting any

operations under the grant of exemption. This COA will also require the 

operator to request a Notice to Airman (NOTAM) not more than 72 hours 

in advance, but not less than 48 hours prior to the operation. All 

operations shall be conducted in accordance with airspace requirements 

in the ATO issued COA including class of airspace, altitude level and 

potential transponder requirements. 

26. All aircraft operated in accordance with the exemption must be identified 

by serial number, registered in accordance with 14 C.F.R. part 47, and 

have identification (N- Number) markings in accordance with 14 C.F.R. 

part 45, Subpart C. Markings must be as large as practicable. 

27. Before conducting operations, the radio frequency spectrum used for 

operation and control of the UA must comply with the Federal 
Communications Commission (FCC) or other appropriate government 

oversight agency requirements. 

28. The documents required fewer than 14 C.F.R. 91.9 and 91.203 must be 

available to the PIC at the Ground Control Station of the UAS any time 

the UAS is operating. These documents must be made available to the 

Administrator or any law enforcement official upon request. 

29. The UA must remain clear and yield the right of way to all manned 

aviation operations and activities at all times. 

30. The UAS may not be operated by the PIC from any moving device or 

vehicle. 

31. Flight operations must be conducted at least 500 feet from all 

nonparticipating persons (persons other than the PIC, SO, operator 

trainees or essential persons), vessels, vehicles, and structures unless:

a. Barriers or structures are present that sufficiently protect 

nonparticipating persons from the UA and/or debris in the event 

of an accident. The operator must ensure that nonparticipating 

persons remain under such protection. If a situation arises where 

nonparticipating persons leave such protection and are within 500 

feet of the UA, flight operations must cease immediately and/or;

b. The aircraft is operated near vessels, vehicles or structures where 

the owner/controller of such vessels, vehicles or structures has 

granted permission and the PIC has made a safety assessment of 

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

does not present an undue hazard, and; 

c. Operations nearer to the PIC, SO, operator trainees or essential 

persons do not present an undue hazard to those persons per § 

91.119(a).

32. All operations shall be conducted over private or controlled-access 

property with permission from the land owner/controller or authorized 

representative. Permission from land owner/controller or authorized 

representative will be obtained for each flight to be conducted.

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

vertical boundaries of the operational area as defined by the applicable 

COA must be reported to the FAA's UAS Integration Office (AFS-80) 

within 24 hours. Accidents must be reported to the National 

Transportation Safety Board (NTSB) per instructions contained on the 

NTSB Website: www.ntsb.gov. 

2. Reasons Why An Exemption From The Requirements Of Section 61.113(a) And (b) Would 

Not Adversely Affect Safety. 

MARK VERSCHELDEN submits that the equivalent level of safety established by Section 

61.113(a) and (b) will be maintained because no PIC will be allowed to operate the DJI 

Phantom 2 Vision Plus and DJI Inspire 1 UASs unless that PIC has demonstrated, by meeting

minimum flight-hour and currency requirements, that the PIC is able to safely operate the DJI 

Phantom 2 Vision Plus or DJI Inspire 1 UAS in a manner consistent with the exemption, 

including evasive and emergency maneuvers and maintaining appropriate distances from 

people, vessels, vehicles and structures.

Considering MARK VERSCHELDEN’ proposed area of operations, and the operating 

limitations set forth-above; the parallel nature of private pilot aeronautical knowledge 

requirements to those of commercial pilot requirements (See Exemption No. 11062); and the 
airmanship skills necessary to safely operate the DJI Phantom 2 Vision Plus or DJI Inspire 1 

UAS, MARK VERSCHELDEN submits that the additional manned airmanship experience of a 

commercially certificated pilot would not correlate to the airmanship skills necessary for 

MARK VERSCHELDEN’ specific proposed flight operations. 

The FAA has previously granted relief from Section 61.113(a) and (b) specific to UAS, in 

circumstances similar, in all material respects, to those presented herein (e.g. Exemption Nos. 

11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110, 11112, 11136, 11138, 11150, 

11153, 11156, 11158, 11159, 11160, 11161). MARK VERSCHELDEN will not allow any PIC 

to operate the DJI Phantom 2 Vision Plus or DJI Inspire 1 UAS unless that PIC has 

demonstrated, by meeting minimum flight-hour requirements or the DJI Phantom 2 Vision Plus

or DJI Inspire 1 UAS training and currency requirements, that the PIC is able to safely operate 

the DJI Phantom 2 Vision Plus or DJI Inspire 1 UAS in a manner consistent with this 

exemption, including evasive and emergency maneuvers and maintaining appropriate distances 

from people, vessels, vehicles and structures. Specifically, the PIC must have accumulated and 

logged, in a manner consistent with 14 C.F.R. § 61.51(b), 25 hours of total time as a UAS 

rotorcraft pilot (with a minimum of 5 hours of those hours as a UAS pilot operating the same 

make and model of UAS to be used for operations under the exemption). In addition to the 

hour requirements, the PIC must accomplish 3 takeoffs and landings in the preceding 90 days 

(for currency purposes). 

As in Exemption Nos. 11062, 11138, and 11153, prior documented flight experience that was 

obtained in compliance with applicable regulations will ensure an equivalent level of safety 

during MARK VERSCHELDEN’ proposed operations. The Administrator has held that prior 

documented flight experience that was obtained in compliance with applicable regulations 

would ensure safe operations, stating as follows:

In Exemption No. 11062, the FAA required that prior to conducting operations for the purpose 

of motion picture filming (or similar operations), the PIC must have accumulated and logged, in 

a manner consistent with 14 CFR 61.51(b), 25 hours of total time as a UAS rotorcraft pilot 

including at least 10 hours logged as a UAS pilot with a multi-rotor UAS. Prior to operations 

under Exemption No. 11062, the PIC must also have accumulated and logged a minimum of 5 

hours as a UAS pilot operating the same make and model of UAS to be used for operations 

under the exemption. For clarification, the FAA considers these minimum hour requirements to 

be inclusive rather than additive; i.e. 5 hours make and model time may be included in the 10 

hours of multi-rotor time and the 10 hours may be included in the total 25 hours of UAS 

rotorcraft time. In addition to the hour requirements, the PIC must accomplish 3 takeoffs and 

landings in the preceding 90 days (for currency purposes). The FAA finds that at a minimum, 

the flight hour requirements in Exemption No. 11062 are appropriate to practice and build 

proficiency in the skills necessary to safely conduct the petitioner’s proposed operations. The 

FAA also finds that prior documented flight experience that was obtained in compliance with 

applicable regulations would satisfy this requirement. Training, proficiency, and experiencebuilding flights can also be conducted under the grant of exemption to accomplish the required 

flight time. During training, proficiency, and experience-building flights the PIC is required to 

operate the UA with appropriate distances in accordance with 14 C.F.R 91.119. 

Exemption No. 11138 at page 15. 

Accordingly, MARK VERSCHELDEN will ensure safe operations by not allowing any PIC to 

operate the DJI Phantom 2 Vision Plus or DJI Inspire 1 UAS unless that PIC has demonstrated, 

by meeting minimum flight-hour and currency requirements, that the PIC is able to safely 

operate the DJI Phantom 2 Vision Plus or DJI Inspire 1 UAS in a manner consistent with the 

exemption, including evasive and emergency maneuvers and maintaining appropriate distances 
from people, vessels, vehicles and structures. 

CONCLUSION

MARK VERSCHELDEN seeks an exemption pursuant to 14 C.F.R. § 11.61 and 

Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA), which will permit 

safe operation of the DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs commercially, without 

an airworthiness certificate, for the limited purpose of conducting aerial video and photography

over certain areas of the United States. By granting this Petition, the FAA Administrator will be 

fulfilling the Congressional mandate of the FAA Modernization and Reform Act of 2012, while 

also advancing the interests of the public, by allowing MARK VERSCHELDEN to safely,

efficiently, and economically operate the DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs 

commercially within the NAS. WHEREFORE, in accordance with the Federal Aviation 

Regulations and the FAA Modernization and Reform Act of 2012, Section 333, MARK 

VERSCHELDEN respectfully requests that the Administrator grant this Petition for an 

exemption from the requirements of 14 C.F.R Sections 61.113(a) & (b), 91.7(a), 91.121, 

91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b), and permit 

MARK VERSCHELDEN to operate the DJI Phantom 2 Vision Plus and DJI Inspire 1 UASs 

commercially for the purpose of conducting aerial video and photography over certain areas of 

the United States. 

Dated: December 27, 2015 

 Submitted by 

 MARK VERSCHELDEN 

 
APPENDIX – A

DJI PHANTOM 2 VISION PLUS TECHNICAL SPECIFICATIONS 

MARK VERSCHELDEN only utilizes safe and reliable UASs. DJI is an industry leader in small UAS 

production. DJI UASs are loaded with ground breaking software enabling the user to set parameters 

which will not allow flight into controlled airspace. Parameters can also be set to limit flight to no 

higher than a predetermined and set altitude as well as limit flight to a predetermined and set distance. 

In addition, DJI software provides real-time altitude and location information to the PIC via the linked 

monitor (smart phone/tablet devices) 

DJI Phantom 2 Vision Plus

1.1 Aircraft 

1.1.1 Supported Battery – DJI 6000AH LiPo Battery

1.1.2 Weight (Battery & Propellers Included) – 2lbs 11.810oz (1242g)

1.1.3 Hover Accuracy (Ready to Fly) – Vertical: .8m; Horizontal: 2.5m 

1.1.4 Max Yaw Angular Velocity - 200/s

1.1.5 Max Tilt Angel - 35 1.1.1.6 Max Ascent Speed – 6m/s

1.1.6 Max Descent Speed – 2m/s

1.1.7 Max Flight Speed – 15m/s (NOT RECOMMENDED) 

1.2 Gimbal 

1.2.1Working Current – Static: 750mA; Dynamic: 900mA

1.2.2 Control Accuracy - ±0.03 

1.2.3 Controllable Range – Pitch: -90 - 0 

1.2.4 Maximum Angular Speed – Pitch: 90/s 

1.3 Camera 

1.3.1Operating Temperature Range - 32F - 104F (0C - 40C)

1.3.2 Sensor Size – 1/2.3” 

1.3.3 Effective Pixels – 14M

1.3.4 Resolution – 4384x3288 

1.3.5 HD Video Recording – 1080p30 & 720p

1.3.6 Recording Field of View - 110/85 
APPENDIX – B

DJI INSPIRE 1 TECHNICAL SPECIFICATIONS 

MARK VERSCHELDEN only utilizes safe and reliable UASs. DJI is an industry leader in small UAS 

production. DJI UASs are loaded with ground breaking software enabling the user to set parameters 

which will not allow flight into controlled airspace. Parameters can also be set to limit flight to no 

higher than a predetermined and set altitude as well as limit flight to a predetermined and set distance. 

In addition, DJI software provides real-time altitude and location information to the PIC via the linked 

monitor (smart phone/tablet devices) 

DJI Inspire 1

1.1 Aircraft

1.1.1 Model – T600

1.1.2 Weight (Battery Included) – 6lbs 7.5291oz (2935g)

1.1.3 Hovering Accuracy (GPS Mode) – Vertical: 0.5m; Horizontal: 2.5m

1.1.4 Max Angular Velocity – Pitch: 300/s; Yaw: 150/s

1.1.5 Max Tilt Angle - 35

1.1.6 Max Ascent Speed – 5m/s

1.1.7 Max Descent Speed – 4m/s

1.1.8 Max Speed – 22m/s (ATTI mode, no wind – NOT RECOMMENDED)

1.1.9 Max Flight Altitude – 4500m

1.1.10 Max Wind Resistance – 10m/s

1.1.11 Max Flight Time – Approximately 18 minutes

1.1.12 Motor Model – DJI 3510

1.1.13 Propeller Model – DJI 1345

1.1.14 Operating Temperature Range – 14F to 104F (-10C to 40C)

1.1.15 Dimensions – 17 1⁄4” x 17 3⁄4” x 12”

1.2 Gimbal

1.2.1 Model – ZENMUSE X3

1.2.2 Output Power (with camera) – Static: 9W; In Motion: 11W

1.2.3 Operating Current – Static: 750mA; In Motion: 900mA

1.2.4 Angular Vibration Range - ±0.03

1.2.5 Mounting – Detachable

1.2.6 Controllable Range – Pitch: -90 to +30; Pan: ±320

1.2.7 Mechanical Range – Pitch: -125 to 45; Pan: ±330
1.2.8 Max Controllable Speed – Pitch: 120/s; Pan: 180/s

1.3 Transmitter

1.3.1 Name – C1

1.3.2 Operating Frequency – 5.728-5.850GHz; 2.400-2.483GHz

1.3.3 Communicating Distance (unobstructed) – 2000m

1.3.4 Output Power – 9W

1.3.5 Operating Temperature Range - 14F to 104F (-10C to 40C)

1.3.6 Battery – 600mAh LiPo 2S

All specifications can be found in the attached user manual or at 

http://www.dji.com/product/inspire-1/spec