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MARK E. MCKINNON

703.336.8708

EMAIL ADDRESS

mmckinnon@mckennalong.com

January 19, 2014

U.S. Department of Transportation

Docket Management System

1200 New Jersey Ave., SE

Washington, DC 20590

Re: Petition of Contend Corp. for an Exemption Pursuant to Section 333 of the 

FAA Modernization and Reform Act of 2012

To Whom it May Concern:

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 ("Reform 

Act") and 14 C.F.R. Part 11, Contend Corp. ("Contend") hereby applies for an exemption from 

the Federal Aviation Regulations ("FARs") identified below, to allow commercial filming, 

cinematography and videography using small unmanned aerial vehicles (i.e., "small unmanned 

aircraft" or "UAS").

This petition for exemption is made based on information outlined in this Petition for 

Exemption, as well as the accompanying Contend's UAS Operations Manual (hereinafter 

"Contend's Ops Manual") and S900 User Manual (hereinafter "S900 Manual")1. Contend

submits these supporting materials as confidential documents pursuant to 14 C.F.R. § 11.35(b), 

as the materials contain confidential commercial and/or proprietary information that Contend has 

not and will not share with others. Additionally, these documents contain operating conditions 

and procedures that are not generally available to the public and are protected from release under 

the Freedom of Information Act, 5 U.S.C. § 552 et seq., and any other requirements established 

by the FAA pursuant to Section 333 of the Reform Act.

 

1

The term "S900 Manual" includes all relevant manufacturer publications, including, but not 

limited to: operations and flight manuals, user guides, component maintenance manuals, pilot 

training manuals, service information letters and, safety/service bulletins. 
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January 19, 2014

Page 2

For your convenience, this Petition is organized as follows:

I. Description of Petitioner

II. Description of Proposed Operations

III. Relevant Statutory Authority

IV. Contend's Proposed UAS Operations Meet the Requirements of Section 333 of the 

Reform Act

A. Approval is Warranted Based on the UAS's Size, Weight, Speed, and 

Operational Capability

B. Approval is Warranted Based on the Operational Restrictions Set Forth in 

the Ops Manual

V. Regulations From Which Exemption is Requested

A. 14 C.F.R. Part 21, Subpart H – Airworthiness Certificates and 14 

C.F.R. § 91.203

B. 14 C.F.R. Part 27 Airworthiness Standards: Normal Category 

Rotorcraft

C. 14 C.F.R. § 91.7(a): Civil Aircraft Airworthiness

D. 14 C.F.R. § 91.9(b)(2): Civil Aircraft Flight Manual in the Aircraft and 14 

C.F.R. § 91.203(a) and (b): Carrying Civil Aircraft Certification and 

Registration

E. 14 C.F.R. §§ 91.9(c), 45.23(b) and 45.27(a): Aircraft Marking and 

Identification Requirements

F. 14 C.F.R. § 91.103: Preflight Action

G. 14 C.F.R. § 91.109(a): Flight Instruction

H. 14 C.F.R. § 91.119: Minimum Safe Altitudes

I. 14 C.F.R. § 91.121: Altimeter Settings

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

Conditions 

K. 14 C.F.R. § 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2); 91.417(a) and (b): 

Maintenance Inspections

L. 14 C.F.R. Part 61, 14 C.F.R. § 61.3, 14 C.F.R. § 61.113: Private Pilot 

Privileges and Limitations

VI. Drug and Alcohol Program

VII. Public Interest

VIII. Privacy

IX. Federal Register Summary

X. Conclusion
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January 19, 2014

Page 3

I. DESCRIPTION OF PETITIONER

Contend is an innovative film production company with a proven track record of 

delivering cutting edge content. Contend covers the entire scope of film production, strategy, 

and development through writing and physical production. The company is headquartered in 

Los Angeles, California with an additional office in Chicago, Illinois. Contend produces content 

in diverse formats, from short-form web-series to feature documentaries, to scripted and 

unscripted TV shows. Contend employs award winning produces, directors, and writers and 

specialists for a multi-disciplinary approach to its projects. Contend seeks to bring this same 

dedication and commitment to excellence to all aspects of its air operations. 

The contact information for Petitioner is as follows:

Philip Alberstat

Chief Operating Officer,

Contend LLC

23801 Calabasas Road, Suite 2026

Calabasas CA, 91302

philip@contendco.com

Telephone- (310) 770-6814

II. DESCRIPTION OF PROPOSED OPERATION

Contend intends to use the DJI Spreading Wings S900 small UAS for film and 

cinematography work. Contend has tailored its operations to meet the requirements established 

by the FAA in its Grant of Exemption to Astreaus Aerial, Reg. Docket No. FAA-2014-0352. 

The proposed UAS operations will be conducted in accordance with the conditions and 

limitations of this Petition for Exemption, Contend's Operations Manual, and the DJI S900 User 

Manual. 

Contend's filming operations will be conducted in a controlled area, away from spectators 

and persons not involved in the filming. In addition, the filming will be conducted during 

daylight, VFR conditions, at altitudes below 400' AGL. As set forth below, Contend's operations 

provide an equivalent level of safety that is superior to performing the same work using fixed 

wing aircraft or helicopters. 

III. RELEVANT STATUTORY AUTHORITY

This Petition for Exemption is submitted pursuant to Section 333(a) through (c) of the 

FAA Modernization and Reform Act of 2012 ("Reform Act"). Congress has directed the FAA 

"to safely accelerate the integration of civil unmanned aircraft systems into the national airspace 
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January 19, 2014

Page 4

system." Pursuant to Section 333 of the Reform Act, the FAA Administrator is to permit 

unmanned aircraft systems to operate in the National Air Space ("NAS") where it is safe to do so 

based on the following considerations:

● The UAS's size, weight, speed and operational capability;

● Operation of the UAS in close proximity to airports and populated areas; and

● Operation of the UAS within the visual line of sight of the operator.

Additionally, the FAA Administrator has general authority to grant exemptions from the 

agency's safety regulations and minimum standards when the Administrator decides a requested 

exemption is in the public interest. See 49 U.S.C. § 106(f) (defining the authority of the 

Administrator); 49 U.S.C. § 44701(f) (permitting exemptions from §§ 44701(a), (b) and 

§§ 44702 – 44716, et seq.). A party requesting an exemption must explain the reasons why the 

exemption: (1) would benefit the public as a whole, and (2) would not adversely affect safety (or 

how it would provide a level of safety at least equal to the existing rules). See 14 C.F.R. § 11.81 

(petitions for exemption).

IV. CONTEND'S PROPOSED UAS OPERATIONS MEET THE REQUIREMENTS OF _

SECTION 333 OF THE REFORM ACT

The small UAS operations proposed by Contend in this Petition for Exemption qualify for 

expedited approval pursuant to Section 333 of the Reform Act as each of the statutory criteria and 

relevant factors are satisfied.

A. Approval is Warranted Based on the UAS's Size, Weight, Speed, and 

Operational Capability

A Grant of Exemption is appropriate for operations conducted using the DJI S900 due to 

its size weight, speed, and operational capability. 

● The S900 weighs less than 8 pounds, and has a maximum take-off weight of less than 18 

pounds. 

● The UA will not be flown at a speed in excess of 30 miles per hour;

● The UA will not be flown at an altitude that exceeds 400 feet AGL;

● All flights will be flown in such a way that they can be safely terminated with a reserve 

battery power of 20% of the battery's maximum charge;
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January 19, 2014

Page 5

● Altitude information will be generated by equipment onboard the UA as specified using

GPS triangulation, digitally encoded barometric altimeter, radio altimeter, or any 

combination thereof. This information will be transmitted to the pilot via telemetric data 

feed.

● The UAS will have system redundancies and independent functionality to ensure the 

overall safety and predictability of the system. If connection to the remote control or 

ground control station is lost, failsafe systems will permit the UAS to return to a 

predetermined location and safely land without injury or damage.

● The radio frequencies used for operations and control of the UAS will comply with the 

Federal Communications Commission ("FCC") or other appropriate government 

oversight agency requirements.

If the same operations were conducted using a helicopter, the aircraft's take-off weight

would likely exceed 6,000 pounds. The difference in weight between the S900 and a helicopter 

significantly reduces the potential harm to the participating and non-participating individuals or 

property in the event of an accident or incident. In addition, the risk to the onboard pilot and 

camera operator is eliminated. While the motion picture industry has a strong safety history, 

there have been a number of notable tragedies resulting from aerial filming which could have 

been avoided if UAS technology had been available. See NTSB Report AAR-84-14 (three 

persons killed and six injured during filming on a closed set using a helicopter).

B. Approval is Warranted Based on the Operational Restrictions Set Forth in the 

Ops Manual

The Contend's Ops Manual and S900 Manual for the selected UAS will contain all the 

procedures and limitations necessary to safely and successfully perform the operations specified 

in this Petition for Exemption. To assist the FAA in making a safety assessment of Contend's

proposed operations, below is a summary of operational limitations and conditions that will 

ensure an equivalent or higher level of safety to operations conducted under current regulatory 

guidelines:

1. The UAS weighs less than 18 pounds, fully loaded. 

2. Minimum crew for each operation will consist of a pilot, who will be Pilot-in 

Command ("PIC") of the UAS, and one or more Visual Observers ("Observer") as 

necessary to safely conduct the mission. 
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January 19, 2014

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3. The UAS shall be operated within Visual Line of Sight ("VLOS") of the PIC and 

Observer at all times. The PIC must use human vision unaided by any device 

other than corrective lenses. 

4. The Observer designated for any operation will be in constant voice contact with 

the PIC.

5. The additional requirements identified in the exemption grant shall be added to 

the Contend's Ops Manual. The Ops Manual will be maintained and made 

available to the Administrator upon request. If a discrepancy exists between the 

conditions and limitations in the granted exemptions and the Contend's Ops 

Manual, the conditions and limitations in the granted exemptions shall take 

precedence and must be followed. Otherwise, Contend's must follow the 

procedures outlined in their Ops Manual.

6. Maximum total flight time for each operational flight will be limited to the 

amount of time the UAS can be flown and still maintain a reserve battery power 

of no less than 20%.

7. Flights will be operated at an altitude of no more than 400 feet AGL and will 

never enter navigable controlled airspace without prior written authorization and 

approval from the FAA.

8. Lateral distances from participating persons, as defined in Order 8900.1 V3, C8, 

S1, will be maintained in accordance with the provisions of that Chapter. 

9. Flights will be operated at a lateral distance of at least 500 feet from any 

nonparticipating persons, unless that person is in a position where he or she is 

shielded from the UAS and any possible debris resulting from UAS failure. 

Flight will be terminated if a nonparticipating person within 500 feet of the UAS 

leaves a shielded position. At no time will the UAS be conducted so close to 

persons or objects to present an undue hazard to the PIC or Observer, per § 

91.119(a). 

10. Flights will be limited to a speed of 30 miles per hour.

11. Prior to each flight the PIC shall inspect the UAS to confirm that it is in a 

condition safe for flight. The PIC shall not operate the UAS if the inspection 

reveals a condition that affects the safe operation of the UAS until the necessary 

maintenance has been performed and the UAS is found to be in a condition for 

safe flight. The Ground Control Station ("GCS") shall be included in the preflight 
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January 19, 2014

Page 7

inspection. All maintenance and alternations must be properly documented in the 

UAS records.

12. 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 in accordance with Contend's Ops Manual. 

The PIC who conducts the functional test flight must make an entry in the UAS 

aircraft records of the flight. The requirements and procedures for a functional test 

flight and UAS record entry shall be included in the Contend's Ops Manual.

13. The UAS will be operated and maintained according to the Manufacturer's 

Manuals and any required manufacturer Safety/Service Bulletins. 

14. Prior to the operation, there will be a Mission Plan setting forth the operational 

limitations and conditions for the mission, as well as key personnel contact 

information and a description of any potential hazards on or in the vicinity of the 

survey site. 

15. Contend will obtain an Air Traffic Organization ("ATO") issued Certificate of 

Waiver or Authorization, otherwise known as a COA, prior to conducting any 

operations under this grant of exemption. This COA will require Contend to 

request a Notice to Airman ("NOTAM") with an appropriate ATC facility 

between 48 and 72 hours before the flight. 

16. All required permissions and permits will be obtained from territorial, state, 

county or city jurisdictions, including local law enforcement, fire or other 

appropriate governmental agencies.

17. Contend will coordinate its operations with the applicable Flight Standards 

District Office ("FSDO"). This requirement may be waived or modified by 

agreement with the applicable FSDO. 

18. If the UAS loses communication with the pilot, it will have the capability to 

return to a pre-determined location within the operational area and land safely.

19. Contingency plans will be in place to safely terminate flight if there is a loss of 

communication between the PIC and the Observer.

20. The UAS will have the capability to safely abort flight in the case of unpredicted 

obstacles or emergencies.

21. PICs and Observers will have at least a current Class III Medical Certificate.
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January 19, 2014

Page 8

22. Prior to conducting operations for filming, the PIC will have accumulated and 

logged, in a manner consistent with 14 CFR § 61.51(b), a minimum of 200 flight 

cycles and 25 hours total time as a UAS rotorcraft pilot and at least 10 hours 

logged as a UAS pilot with a similar UAS type. 

23. Prior to conducting operations for filming, the PIC will have accumulated and 

logged, in a manner consistent with 14 CFR § 61.51(b), a minimum of 5 hours as 

UAS pilot operating the make and model of UAS to be utilized for operations 

under the exemption and three take-offs and three landing in the preceding 90 

days.

24. Operations shall occur during daytime VFR Meteorological Conditions; flights 

under special visual flight rules ("SVFR") shall not be conducted.

25. The UA shall remain clear and yield the right of way to all other manned 

operations and activities at all times (including, but not limited to, ultralight 

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

26. UAS Operations under Instrument Flight Rules, at night, or beyond VLOS are 

prohibited. 

V. REGULATIONS FROM WHICH EXEMPTION IS REQUESTED

The Federal Aviation Act expressly grants the FAA the authority to issue exemptions. 

This statutory authority, by its terms, includes exempting civil aircraft, as the term is defined 

under § 40101 of the Act, including UASs, from its safety regulations and minimum standards 

when the Administrator decides a requested exemption is in the public interest.2

Contend seeks an exemption from several interrelated provisions of Title 14 of the Code 

of Federal Regulations ("14 C.F.R") Parts 21, 45, 61 and 91 for purposes of conducting the 

requested operations using a UAS. Listed below are: 1) the specific sections of 14 C.F.R for 

which exemption is sought, and 2) the operating procedures and safeguards that Petitioner has 

established which will ensure a level of safety better than or equal to the rules from which 

exemption is sought.3

 

2

See 49 U.S.C. § 44701(f) (authorizing the grant of exemptions from requirements of regulations 

prescribed pursuant to Sections 44701(a) and (b) and Sections 44702 - 44716).

3

See 14 C.F.R § 11.81(e), which requires a petition for exemption to include:

{footnote continued}
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January 19, 2014

Page 9

A. 14 C.F.R. Part 21, Subpart H – Airworthiness Certificates and 14 C.F.R. §

91.203(a)(1)

The FAA has stated that no exemption is needed from this section if a finding is made 

under the Reform Act that the UAS selected provides an equivalent level of safety when 

compared to aircraft normally used for the same application. These criteria are met, and 

therefore no exemption is needed. See Grant of Exemption to Astraeus Aerial, Docket No. FAA2014-0352 at 13-14, 22. If, however, the FAA determines that there are some characteristics of 

the chosen UAS that fail to meet the requirements of the Reform Act, an exemption is requested.

Equivalent Level of Safety

The Contend’s use of the S900 is safe when taking into account its size, weight, speed, 

and operational capability. As set forth in the description of proposed operations in Section II, 

the UAS weighs less than 18 pounds and will be flown at less than 30 miles per hour and 

completely outside controlled airspace. Additionally, the S900 carries neither pilots nor 

passengers, carries no explosive materials or flammable liquid fuels, and operates exclusively 

within the parameters stated in the Ops Manual. 

Operations conducted under this exemption will be closely controlled and monitored by 

the operator and will be conducted in compliance with local public safety requirements, to 

provide security for the area of operation. Contend will also provide the FAA with advance 

notice of all operations via NOTAMs and coordination with the local FSDO, as necessary. In all 

cases, operation of the S900 under the proposed conditions will be at least as safe as, or safer 

than, conventional rotorcraft operating with an airworthiness certificate.

Further, the UAS does not need a means to communicate with other aircraft or ATC, 

because those capabilities will be possessed by the PIC and Observer, who are not onboard the 

UAS. See Grant of Exemption, Docket FAA-2014-0352 at 13. In addition, no sense-and-avoid 

technology is necessary for the UAS because it will be operated at all times in VFR conditions 

and within VLOS of the PIC and Operator. See id.

B. 14 C.F.R. Part 27 Airworthiness Standards: Normal Category 

Rotorcraft

 

{continued from previous page}

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 you seek exemption.
U.S. Department of Transportation

January 19, 2014

Page 10

Title 14 C.F.R. Part 27 sets forth the procedural requirements for airworthiness 

certification of normal category rotorcraft. To the extent that Contend's small UASs would 

otherwise require certification under Part 27, Petitioner seeks an exemption from Part 27's 

airworthiness standards for the same reasons identified in the request for exemption from 14 

C.F.R. Part 21, Subpart H, supra.

C. 14 C.F.R. § 91.7(a): Civil Aircraft Airworthiness

Inasmuch as there will be no airworthiness certificate issued for the UAS, Contend seeks 

an exemption from 14 C.F.R. § 91.7(a), which requires that a civil aircraft be in airworthy 

condition to be operated. The FAA has stated that no exemption is required for 14 C.F.R. § 

91.7(a) to the extent that the requirements of Part 21 are waived or found inapplicable. See

Grant of Exemption to Astraeus Aerial, Docket No. FAA-2014-0352 at 13-14, 22. Accordingly, 

Petitioner requests that the requirements for § 91.7(a) be treated in accordance with Section 

V(A), supra.

D. 14 C.F.R. § 91.9(b)(2): Civil Aircraft Flight Manual in the Aircraft and 14 

C.F.R. § 91.203(a) and (b): Carrying Civil Aircraft Certification and 

Registration

Title 14 C.F.R. § 91.9(b)(2) and § 91.203(a) and (b) require the operator to carry 

airworthiness documents and other aircraft manuals onboard the aircraft. Pursuant to 14 C.F.R. § 

91.9(b)(2):

(b) No person may operate a U.S.-registered civil aircraft –

...

(2) For which an Airplane or Rotorcraft Flight Manual is required by § 21.5 of 

this chapter, unless there is available in the aircraft a current approved Airplane 

or Rotorcraft Flight Manual, approved manual material, markings, and placards, 

or any combination thereof.

Pursuant to 14 C.F.R. § 91.203(a) and (b):

(a) Except as provided in § 91.715, no person may operate a civil aircraft unless it 

has within it the following:

(1) An appropriate and current airworthiness certificate...

(b) No person may operate a civil aircraft unless the airworthiness certificate 

required by paragraph (a) of this section or a special flight authorization issued 

under § 91.715 is displayed at the cabin or cockpit entrance so that it is legible to 

passengers or crew.
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January 19, 2014

Page 11

Given the small size and configuration of the UAS, it would be impossible to keep 

airworthiness documents and other aircraft manuals on board the UAS because there is simply no 

room and the UAS has no cabin or cockpit. 

Equivalent Level of Safety

In an FAA Office of Chief Counsel's Opinion dated August 8, 2014, and prepared by 

Dean E. Griffith, Attorney, AGC-220, it was acknowledged that the intent of 14 C.F.R. 91.9(b) 

and 91.203(a) and (b) is met if the pilot of the unmanned aircraft has access to the UAS flight 

manual, registration certificate, and other required documents from the ground control station 

from which he or she is operating the aircraft.4 As this FAA Office of Chief Counsel Opinion 

clarifies, the intent of the rule is to ensure the pilot has access to these key documents during 

flight. Therefore, an equivalent level of safety will be achieved by ensuring that the pilot has 

access to the documents at the ground control station from which he or she is piloting the UAS. 

E. 14 C.F.R. §§ 91.9(c), 45.23(b) and 45.27(a): Aircraft Marking and 

Identification Requirements

Contend seeks an exemption from the aircraft marking and identification requirements 

contained in 14 C.F.R. §§ 91.9(c), 45.23(b) and 45.27(a).

● 14 C.F.R. § 91.9(c), Civil Aircraft Flight Manual, Marking and Placard requirements, 

provides that:

No person may operate a U.S.-registered civil aircraft unless that aircraft is 

identified in accordance with Part 45 of this chapter.

● 14 C.F.R. § 45.23(b), Markings of the Aircraft, states:

When marks include only the Roman capital letter "N" and the registration 

number is displayed on limited, restricted or light-sport category aircraft or 

experimental or provisionally certificated aircraft, the operator must also 

display on that aircraft near each entrance to the cabin, cockpit, or pilot 

station, in letters not less than 2 inches nor more than 6 inches high, the 

words "limited," "restricted," "light-sport, "experimental," or "provisional," 

as applicable.

 

4 Memorandum from Mark Bury, FAA Assistant Chief Counsel for International Law, 

Legislation and Regulation, to John Duncan, FAA Flight Standards Service (Aug. 8, 2014); see 

also Docket No. FAA-2014-0352 at 16-18. 
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January 19, 2014

Page 12

● 14 C.F.R. § 45.27(a), Rotorcraft, states:

Each operator of a rotorcraft must display on that rotorcraft horizontally on 

both surfaces of the cabin, fuselage, boom, or tail the marks required by 

§ 45.23.

In a previous Grant of Exemption, the FAA determined that exemption from these 

requirements was warranted provided that the aircraft "have identification (N-Number) markings 

in accordance with 14 C.F.R Part 45, Subpart C if the markings are as large as practicable." 

FAA Docket No. FAA-2014-0352.

Equivalent Level of Safety

All UA flown by Contend will bear N-number markings that are as large as practicable in 

accordance with 14 C.F.R. Part 45, Subpart C.5 

F. 14 C.F.R. § 91.103: Preflight Action

Contend seeks an exemption from 14 C.F.R. § 91.103, which requires a PIC to become 

familiar with specific information before each flight, including information contained in the 

FAA-approved Flight Manual on board the aircraft. While the PIC will be familiar with all 

information necessary to safely conduct the flight, an exemption is requested to the extent that an 

FAA-approved Flight Manual is required.

Equivalent Level of Safety

An equivalent level of safety will be provided by following the Contend's Ops Manual 

and the S900 Manual. The PIC will perform a series of checklists designed to identify any 

defects or inoperable components in accordance with the Contend's Operations Manual, 

including checklists covering Pre-Flight, Launch, Landing, and Post-Flight procedures. The PIC 

will also be required to review weather, flight requirements, battery charge, landing and takeoff 

distance, UA performance data, and contingency landing areas—before initiation of flight. 

Contend's Operations Manual and the S900 Users Guide will be kept at the GCS and will be 

accessible to the PIC at all times while operating the UAS.

G. 14 C.F.R. § 91.109(a): Flight Instruction

Contend seeks an exemption from 14 C.F.R. § 91.109(a), which provides in pertinent part 

that "[n]o person may operate a civil aircraft (except a manned free balloon) that is being used 

 

5

See, e.g., FAA Docket No. FAA-2014-0352, at 14. 
U.S. Department of Transportation

January 19, 2014

Page 13

for flight instruction unless that aircraft has fully functioning dual controls." UASs and remotely 

piloted aircraft, by their design, do not have functional dual controls. Instead, flight control is 

accomplished through the use of a device that communicates with the aircraft via radio 

communications. Accordingly, an exemption will be required for the flight instruction 

requirements of 14 C.F.R. § 91.109(a). 

Equivalent Level of Safety

Given the size and speed of the UAS that Contend intends to use, an equivalent level of 

safe training can still be performed without dual controls because no pilot or passengers are 

aboard the UAS, and as required by the Contend's Ops Manual, all persons will be a safe 

distance away in the event that the UAS experiences any difficulties during flight instruction. 

Moreover, as required by the Contend's Ops Manual, all flight training will be conducted in 

controlled and sterile environment. As a whole, the safety procedures provided for in Contend's

Ops Manual ensure that the proposed UAS operations provide an equivalent or higher level of 

safety than that provided by the flight instruction regulations. 

H. 14 C.F.R. § 91.119: Minimum Safe Altitudes

Contend requests an exemption from the minimum safe altitude requirements of 14 

C.F.R. § 91.119. Section 91.119 prescribes the minimum safe altitudes under which aircraft may 

not operate, including 500 feet above the surface and away from any person, vessel, vehicle, or 

structure in non-congested areas. See 14 C.F.R. § 91.119(c). Section 91.119(d) allows for a 

helicopter to operate at less than those minimum altitudes when it can be operated "without 

hazard to persons or property on the surface," provided that "each person operating the helicopter 

complies with any routes or altitudes specifically prescribed for helicopters by the FAA."

An exemption is required because in order to perform the intended filming, the UAS will 

need to be operated lower than 400 feet AGL. Further, due to the nature of the proposed 

operations, persons involved in the flight, as defined in Order 8900.1 V3, C8, S1 may be closer 

than 500 feet. 

Equivalent Level of Safety

Compared to flight operations with rotorcraft weighing far more than the maximum 

weights proposed herein, and given the lack of flammable fuel with the UASs, any risk 

associated with these operations is far less than those that presently exist with conventional 

aircraft. An equivalent level of safety will be achieved given the size, weight, and speed of the 

S900, as well the controlled location where the operations will occur. In order to avoid any risk 

to manned aircraft, flight operations will be restricted to 400 feet AGL or below. As set forth in 

the Ops Manual, the UASs will be operated in a restricted area, and all flights will be operated at 

a lateral distance of at least 500 feet from any nonparticipating persons, unless that person is in a 
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January 19, 2014

Page 14

position where he or she is shielded from the UAS and any possible debris resulting from UAS 

failure. As required by the Ops Manual, flights will be terminated if a nonparticipating person 

within 500 feet of the UAS leaves a shielded position. 

Further, UAS operations will occur at least 500 feet away from vehicles or structures 

unless the property owner/controller has granted permission and the PIC has made a safety 

assessment of the risk of operating closer to those objects and, operations near the PIC or 

Observer will not present an undue hazard per § 91.119(a). Further, pursuant to the Grant of 

Exemption to Astreaus Aerial, Reg. Docket No. FAA-2014-0352, Contend requests permission 

to conduct operations as close as 200’ from non-participating persons with the consent of the 

Administrator. By following the restrictions set forth in Contend’s Operations Manual, these 

operations can be conducted with an equivalent level of safety. 

I. 14 C.F.R. § 91.121: Altimeter Settings

Contend seeks an exemption from 14 C.F.R. § 91.121, which requires a person operating 

an aircraft to maintain cruising altitude or flight level by reference to an altimeter that is set to 

the elevation of the departure airport or barometric pressure. An exemption is required to the 

extent that the UASs do not have a barometric altimeter, but rather a GPS altitude read out.

Equivalent Level of Safety 

The FAA has stated that an equivalent level of safety to the requirements of 14 C.F.R. § 

91.121 can be achieved in circumstances where: (1) the UASs will be operated at 400 feet AGL 

or below, (2) within VLOS, (3) where GPS based altitude information is relayed in real time to 

the operator at a ground-based on-screen display and, (4) where prior to each flight, a zero 

altitude initiation point is established for the PIC to confirm accuracy of the onboard GPS. See 

Grant of Exemption to Astraeus Aerial, Docket No. FAA-2014-0352 at 21. 

The S900 meets all these operational characteristics. Moreover, as required by Contend's

Operations Manual, the PIC will be required to calibrate the aircraft's GPS compass prior to each 

flight operation. Like the Grant of Exemption to Astraeus Aerial, the UASs Contend intends to 

use, and the safety mitigation procedures contained in the Operations Manual, both ensure that 

an equivalent level of safety will be achieved, and a grant of exemption to the requirements of § 

191.121 is therefore appropriate.

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

Conditions 

Contend requests an exemption from 14 C.F.R. § 91.151(a)'s fuel requirements for flight 

in VFR conditions. Section 91.151 states:
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(a) No person may begin a flight in an airplane under VFR conditions unless 

(considering wind and forecast weather conditions) there is enough fuel to fly to the 

first point of intended landing and, assuming normal cruising speed –

(1) During the day, to fly after that for at least 30 minutes; or

(2) At night, to fly after that for at least 45 minutes.

Here, the technological limitations on UAS battery power means that no meaningful 

flight operations can be conducted while still maintaining a 30-minute battery reserve. An 

exemption from the fuel requirements of 14 C.F.R. § 91.151(a) is therefore required. 

Equivalent Level of Safety

The FAA has stated that an equivalent level of safety can be achieved by requiring that 

each UAS operation be completed within 30 minutes flight time or with 20% battery power 

remaining, whichever occurs first. See Grant of Exemption to Clayco, Inc., Docket No. FAA2014-0507 at 15. Contend's Ops Manual conforms to this limitation, and therefore provides an 

equivalent level of safety. 

The UASs that Contend will use under this grant of exemption will include low battery 

warning system. The amount of battery reserve power remaining will be transmitted to the PIC 

via telemetric data feed, which downlinks from the UAS to a ground-based-on-screen display. 

As required by Contend's Ops Manual, the PIC will promptly fly the UAS back to the home 

launch location or pre-determined abort location where the UAS may safely land, while still 

maintaining a minimum of 20% reserve battery power. Contend submits that the procedures 

requiring flights to be safely terminated once the batteries fall below 20% capacity, combined 

with the requirement that flights only be conducted within a secure, isolated area, using a UAS 

weighting less than 18 pounds, and within VLOS of the PIC and Observer(s), ensure that the 

proposed operation will provide an equivalent or higher level of safety to that provided by the 

regulations from which exemption is sought. 

K. 14 C.F.R. § 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2); 91.417(a) and (b): 

Maintenance Inspections

Contend seeks an exemption from the maintenance inspection requirements contained in 

14 C.F.R. § 91.405(a), 91.407(a)(1), 91.409(a)(2); 91.417(a) and (b). These regulations specify 

maintenance and inspection standards in reference to 14 C.F.R. Part 43. See, e.g., 14 C.F.R. § 

91.405(a) (stating that each owner or operator of an aircraft "[s]hall have the aircraft inspected as 

prescribed in subpart E of this part and shall between required inspections ...have discrepancies 

repaired as prescribed in part 43 of this chapter"). An exemption from these regulations is 

needed because Part 43 and these sections only apply to aircraft with an airworthiness certificate, 

which the UAS to be operated under this grant of exemption will not have. 
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Equivalent Level of Safety

An equivalent level of safety will be achieved because maintenance and inspections will 

be performed in accordance with the S900's Manuals and any required manufacturer Safety or 

Service Bulletins. Further, as required by Contend's Operations Manual, the PIC will conduct a 

pre-flight inspection of the UAS and all associated equipment to account for all discrepancies 

and/or inoperable components. Maintenance will be performed and verified to address any 

conditions potentially affecting safe operation of the UAS and no flights will occur unless, and 

until all flight critical components of the UAS have been found to be airworthy and in a 

condition safe for operation. A functional test flight will be conducted following the replacement 

of any flight-critical components. As required by Contend's Ops Manual, the PIC who conducts 

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

Contend's Operations Manual also includes requirements to follow the manufacturer’s 

UAS aircraft/component, maintenance, overhaul, replacement, inspection, and life limit 

requirements for the following applicable components: powertrain system (powerplant), 

propellers, avionics and control surfaces (including ailerons/elevons), structures & airframe, 

camera system, electrical systems (including batteries), GCS, hazard accessories, and spare parts. 

Further, Contend's Ops Manual also includes procedures to document and maintain a record of 

the UAS maintenance, preventative maintenance, alterations, status of replacement /overhaul 

component parts, and the total time in service of the UASs used under this grant of exemption. 

As a whole, the maintenance and inspection procedures required in Contend's Ops Manual 

ensure that an equivalent or higher level of safety will be achieved. 

L. 14 C.F.R. § 61.113: Private Pilot Privileges and Limitations

Contend seeks exemption from 14 CFR § 61.113, which restricts private pilot certificate 

holders from flying aircraft for compensation or hire, and would also require a second class 

medical certificate. The purpose of Part 61 is to ensure that the skill and competency of any PIC 

matches the airspace in which the PIC will be operating, as well as requiring certifications if the 

private pilot is carrying passengers or cargo for hire. In this case, while the UASs will be 

operated as part of a commercial operation, it carries neither passengers nor cargo. In the Grant 

of Exemption in FAA Docket No. FAA-2014-0352, the FAA determined that the unique 

characteristics of UAS operation outside of controlled airspace did not warrant the addition cost 

and restrictions attendant with requiring a the PIC to have a commercial pilot certificate and 

class II medical certificate. 

The restrictions Contend has placed on its UAS operations meet or exceed the restrictions 

similarly imposed on Astraeus Aerial in FAA Docket No. FAA-2014-0352. Contend will 

operate away from persons and property not involved in the operation, and flights will be 

conducted using VLOS at 400' AGL or below. A NOTAM will be issued between 48 and 72 

hours before the flight is to occur, and the flight will be coordinated with the applicable FSDO. 
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Equivalent Level of Safety

In addition to these flight restrictions, Contend will further ensure safe operation by 

requiring that any PIC be thoroughly versed not only in airspace and communication issues 

pertaining to all aircraft operators but also in the unique aspects of UAS flight. As set forth in 

the Operations Manual, Pilots will have experience not only in UAS operations generally but 

have logged flight time in the specific make and model used for the operations before they are 

permitted to participate in commercial flights on behalf of Contend. Petitioner believes that this 

system will provide a higher level of competency and proficiency for its pilots. 

VI. DRUG AND ALCOHOL PROGRAM

Contend will have policies in place to ensure that no person may participate in UAS 

flight operations if they are under the influence of alcohol or any drug. 

VII. PUBLIC INTEREST

The public interest will be served by granting Contend's Petition for Exemption. 

Congress has established a national policy that favors early integration of UAS into the NAS in 

controlled, safe working environments such as those proposed in this Petition. Granting this 

Petition for Exemption helps fulfill Congress' goal in passing Section 333(a) through (c) of the 

Reform Act—the FAA Administrator's assessment of whether certain UAS may operate safely in 

the NAS before completion of the statutorily required rulemaking. 

The proposed UAS operations in this Petition for Exemption significantly improve safety 

and reduce risk by alleviating the public's exposure to danger and emissions associated with 

traditional aircraft and helicopter operation. The UASs Petitioner intends to use are battery 

powered and create no emissions. Moreover, in the unlikely event that one of Petitioner's UASs 

crash, there is no fuel to ignite and explode. Any accident involving Petitioner's lightweight 

UASs will present significantly less danger to the pilot and other individuals on the ground than 

one involving a full size helicopter. 

Moreover, the FAA has already found in Grant of Exemption to Astreaus Aerial, Reg. 

Docket No. FAA-2014-0352 that the public interest is served by using UAS to conduct aerial 

film work instead of conventional aircraft. Since Contend will be putting UAS to similar uses, 

the public interest requirement is met by this grant of exemption.

IX. FEDERAL REGISTER SUMMARY

Pursuant to 14 C.F.R. Part 11, the following summary is provided for publication in the 

FEDERAL REGISTER, should it be determined that publication is needed:
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Petitioner seeks an exemption from the following rules in Title 14 of the Code of Federal 

Regulations:

Part 21, Subpart H; Part 27; 45.23(b); 45.27(a); 61.113; 91.7(a); 91.9(b)(2); 91.9(c); 

91.103; 91.109(a); 91.119; 91.121; 91.151(a); 91.203 (a) & (b); 91.405(a); 91.407(a)(1); 

91.409(a)(1) & (2); 91.417 (a) & (b). 

The exemption will enhance safety by reducing risk to the general public and property 

owners from the substantial hazards associated with performing equivalent film work with 

conventional fixed-wing aircraft, rotorcraft, or other methods.

X. CONCLUSION

Contend's Petition for Exemption satisfies the criteria articulated in Section 333 of the 

Reform Act of 2012 including weight, speed, operating capabilities, proximity to airports and 

populated areas, operation within VLOS and national security. The proposed UAS operations 

will benefit the public as a whole by improving safety and reducing risk by alleviating human 

exposure to danger. In consideration of the foregoing, this Petition for Exemption provides the 

FAA with more than adequate justification for granting the requested exemptions allowing 

Contend to perform aerial film work using small UAS. 

We thank you for your prompt consideration of our requested exemptions. Should you 

have any questions, or if you need any additional information to support the requested 

exemptions, please do not hesitate to contact the undersigned.

Very truly yours,

/s/ Mark E. McKinnon 

Mark E. McKinnon 

Mark A. Dombroff

Counsel for Contend

(The following attached items contain proprietary and commercial information exempt from 

disclosure under the Freedom of Information Act, 5 U.S.C. § 522 et seq., and should be held in a 

separate file pursuant to 14 C.F.R. § 11.35(b)). 

Attachment A: Contend's UAS Operations Manual

Attachment B: S900 User Manual