Jean Smith 

4 78 Higgins Lane 

Stevensville, Montana 59870 

406-777-7088 

Jeannie2411 @gmail.com 

Date: November 12,2015 

U.S. Department of Transportation 

Docket Management System 

1200 New Jersey Ave., 

SE Washington, DC 20590 

Petition of Jean Smith for Exemption Pursuant to Section 333 

of the FAA Reform Act 

Pursuant to Section 333 ofthe FAA Modernization and Reform Act of2012 (the Reform Act) 

and 14 C.F.R. Part 11 Jean Smith, operator of Small Unmanned Aircraft Systems ("sUASs") 

equipped to conduct aerial photography and videography, News gathering, Aerial Surveying, 

training, hereby applies for an exemption from the listed Federal Aviation Regulations ("FARs") 

to allow commercial operation of its sUASs, so long as such operations are conducted within and 

under the conditions outlined herein or as may be established by the FAA as required by Section 

333.1 

As described more fully below, the requested exemption would permit the operation of small, 

unmanned and relatively inexpensive sUAS under controlled conditions in airspace that is 1) 

limited 2) predetermined and 3) controlled. The proposed exemption, if granted, would allow 

Jean Smith to conduct commercial operations of small unmanned aircraft systems ("UAS") 

meeting or exceeding all of the operational and safety requirements Congress has set forth in 

Section 333. Page 2. Jean Smith asks that if any part of this request is deemed not in 

compliance, that part be removed and process the remaining of this request as applicable. 

Jean Smith is a media/technology company owned and run by Jean Smith. Jean Smith majored in 

Photography. She started flying gliders at the age of 14 and went on to get her Private Pilot 

rating. She received Woman Pilot of the Year in Indiana, and is the only Mother/Daughter to 

have received the honor 

Jean Smith plans to exploit the capabilities of Unmanned Aerial Systems to offer a multitude of 

services, including: 

- Aerial surveying 

- Event PhotographyNideography 

- Agriculture purposes 

- Real Estate Photography 

- Aerial filmmaking and photography 

- Construction site inspections and monitoring 
-News Gathering 

Statutory Authority Section 333, titled "Special Rules for Certain Unmanned Aircraft Systems", 

provides a mechanism for seeking expedited FAA authorization of safe civil UAS operations in 

the NAS. Section 333(a) states that the FAA "shall determine if certain unmanned aircraft 

systems may operate safely in the national airspace system before completion of the 

(comprehensive) plan and rulemaking required by section 332(b)(l) of this Act or the guidance 

required by section 3 34 of this Act." In Section 3 3 2(b )( 1 ), Cmigress made it clear that Section 

333 provides a mechanism for "expedited operation authorization" if several factors are met. 

Petitioner meets all requirements to permit FAA approval of commercial UAS operations. 

The Petitioner Requests Relief from the Following: 

Regulations from which the exemption is requested: 

14 C.F.R. Part 21 

14 C.F.R. 45.23 (b) 

14 C.F.R. 61.113(a) and (b) 

14 C.F.R. 91.7 (a) 

14 C.F.R. 91.9 (b) (2) 

14 C.F.R. 91.109 

14 C.F.R. 91.119 

14 C.F.R. 91.121Page 3 

14 C.F.R. 91.151(a) 

14 C.F.R 91.203 (a) & (b) 

14 C.F.R. 91.205 (b) 

14 C.F.R. 91.215 

14 C.F.R. (91.401- 91.417) 

Unmanned Aircraft System sUASs are oftentimes seen as superior to helicopters due to the 

smaller devices cheaper equipment and personnel cost, reduced noise and as such, a much 

smaller environmental impact which promotes public safety. 

We are petitioning for exemption to enable Jean Smith to operate the DJI Phantom 2, DJI 

Phantom 3, 3DR Solo equipped with a three-axis camera gimbal and using a High-Def camera. 

This sUAS has the failsafe function of the autopilot system which means when the 

communication between the Main Controller and the transmitter is disconnected, the outputs of 

all command sticks from controller will go to the center position. If the GPS signal is good 

enough, the system will automatically trigger Return to Home and will land safely. 

Aircraft Gross weights are less than 164 oz. with battery and the 3 Axis Camera Gimbal and 

Camera 

A Pre-flight inspection will be performed by the PIC in accordance with the factory instruction 

manual. An added step will be the inspection of the propellers. A propeller will be replaced if it 

has any nicks and cracks with a manufacturers authorized propeller. 
The sUAS will be maintained in accordance with the manufacturer's instruction manual and only 

manufacturer's authorized replacement parts will be used. 

FCC Information 

This transmitters used for controlling the sUAS complies with part 15 of the FCC rules. 

Operation is subject to the following two conditions: 

(1) This device may not cause harmful interference, and (2) this device must accept any 

interference 

received, including interference that may cause undesired operation. 

The radio transmitters used for controlling the sUAS is wireless technology which has been 

tested and found to be compliant with the applicable regulations governing a radio transmitters in 

the 2.400GHz to 2.4835GHz frequency range. 

Antenna Separation Distance 

When operating our transmitters, the PIC will maintain a separation distance of at least 

5 em between his body (excluding fingers, hands, wrists, ankles and feet) and the antenna to 

meet RF exposure safety requirements as determined by FCC regulations. 

Pilot in Command and Observer Qualifications and Duties 

The PIC will maintain at least a Sport Pilot Certificate and a current Class III medical certificate 

or drivers license, plus at least 1 hours flying time and 3 takeoffs and landings within the 

previous 90 days in the type ofUAS utilized in operations. The PIC will have at least 20 hours 

total time and at least 10 hours flying Radio Controlled Model Aircraft of which will be 5 hours 

flying sUAS's. 

Training will be conducted at a local Controlled Access flying field. Jean Smith has the ability to 

safely train new sUAS Pilots. The PIC instructor will be at all times be able assume control of 

the sUAS. 

The PIC is responsible for the safe and efficient operation of the aircraft. Specific duties include 

all preflight preparation, in flight operation, post flight requirements, all procedures including but 

not limited to: 

Safe in flight operations 

Risk Mitigation to Persons and property 

Airfield Suitability 

The Observer must have the visual acuity to observe the sUA V and be able to communicate 

clearly with the PIC. 

The Observers duties are; 

warning the PIC of any impending obstacles in the flight path ofthe sUAS. 

warning the PIC of any deviations in the planned flight path of the sUAS. 

warning the PIC should any unauthorized personnel appear in the area of the planned flight. 

The Observer will have the authority to order the PIC to terminate the flight should he feel the 

flight cannot be conducted safely. 
General Operating Standards 

Jean Smith will only operate its sUAS in line of sight of a pilot and/or observer and will operate 

at sites that are a 'sufficient distance' from hazard areas. Such operations will insure that the 

s U AS will "not create a hazard to users of the national airspace system or the public." 

• Before an operation of a sUA V within 5NM of an airport with a control tower, the control 

tower will be called to gain permission to operate the sUAS. The PIC will give the position, 

altitude and the times the sUAS will be operated. The sUAS will not be operated at an altitude of 

over 400 feet AGL. Weather minimums will be 3 miles visibility and a 1000 foot ceiling. 

Before an operation of a sUAS within 5NM of a non-tower controlled, airport operators will be 

notified and the PIC will give the right of way to avoid flying in the proximity of full-scale 

aircraft. At no time will the sUAS be operated within the final approach course and the takeoff 

course of any runway. The sUAS will not be operated at an altitude of over 400 feet AGL. 

Weather minimums will be 3 miles visibility and a 1000 foot ceiling. 

• Maximum flight time for each operational flight will be 30 minutes. 

• Flights will be terminated at 25% battery power reserve should that occur prior to the 30 minute 

limit. 

• The sUA V will be programmed so that it will be operated at an altitude of no more than 400 

feetAGL. 

• Minimum crew for each operation will consist of the sUAS Pilot, and Visual Observer. I 

• The sUA V operated by the petitioner weighs less than 55 pounds, including the 

payload (i.e. camera, lens, and gimbals). 

• The sUAV will operate at speeds of no more than 40 knots, can hover, and can simultaneously 

move vertically and horizontally. 

• Given the small size of the sUAV and the restricted sterile environment within which they will 

operate, our sUAV operations adhere to the Reform Act's safety requirements. 

The UAS, powered by batteries, is smaller, lighter and more maneuverable than larger aircraft 

running on combustible fuel, it operates at lower altitudes with no people on board and will 

thereby reduce current risk levels and thereby enhance safety and diminish the likelihood of 

death or serious bodily injury. With a small payload and maximum flight time of only 20 

minutes, this is offers little or no risk to national security. 

Low level oblique photos and video from several angles are far more effective than ground based 

imagery for displaying the characteristics of large, complex properties with several buildings and 

large trees. The applicants in the past have chartered 2-seat full-sized helicopters for this 
purpose, which has proven more costly than many potential clients have been able to afford. The 

benefits of reduced cost and improved quality of presentation from the UA will be valuable to 

and benefit many buyers and sellers of real property as well as mitigating risk by not carrying 

personnel for flight operations. 

(a) No flight will be made with a Gross weight exceeding 55 pounds; 

(b) All operations must occur in FAA allowed Class of airspace at no more than 400 ft AGL, at 

an airspeed of no more than 40 knots and no further than Visual line of sight from the PIC; 

(c) All operations must utilize a visual observer (VO). The VO and PIC must be able to 

communicate by voice at all times during a flight operation; 

(d) All required permits will be obtained from state and local government prior to operation; 

EXEMPTION REQUESTS AND EQUIVALENT LEVEL OF SAFETY 

Jean Smith requests an exemption from the following regulations as well as any additional 

regulations that may technically apply to the operation of the sUAs System: 

14 CFR Part 21, Airworthiness Certificates 

This part establishes the procedures for the issuance of an airworthiness certificate. While the 

FAA continues to work to develop airworthiness standards for Unmanned Aerial Systems, we 

request an experimental certificate be issued for the DJI Inspire, DJI S900, DJI Phantom 2, DJI 

Phantom 3, 3DR Solo under either or 

both of the following provisions: 

21.191 Experimental certificates. Experimental certificates are issued for the following purposes: 

(a) Research and development. Testing new aircraft design concepts, new aircraft equipment, 

new aircraft installations, new aircraft operating techniques, or new uses for aircraft. 

(b) Showing compliance with regulations. Conducting flight tests and other operations to 

show compliance with the airworthiness regulations including flights to show compliance for 

issuance of type and supplemental type certificates, flights to substantiate major design 

changes, and flights to show compliance with the function and reliability requirements of the 

regulations. Since the experimental certificate can be used for commercial purposes such as 

market surveys, sales demonstrations, and customer crew training, we would expect that an 

experimental certificate would permit our commercial purpose as well. The aircraft will not carry 

persons or property, will not carry fuel, and will only fly under strict operational requirements. 

Combined with the UA's light weight, being constructed primarily of carbon fiber and plastic, we 

propose that the UA will be at least as safe, if not safer, than a conventionally certificated 

aircraft performing the same mission. If an experimental airworthiness certificate is not 

appropriate for this application, then we request an exemption of 14 CFR Part 21, Subpart H, 

and the requirement for an airworthiness certificate in general, citing the equivalent level of 

safety outlined in the previous paragraph. 
14 CFR 45.23 Display of marks; general and 45.29 Size of marks. 

These regulations provide that each aircraft must display "N" and the aircraft's registration 

number in letters at least 3 inches high. Additionally, the aircraft must display the word 

"EXPERIMENTAL" in letters at least 2 inches high near the entrance to the cabin, cockpit, or 

pilot station. The sUAV does not have an entrance in which the word "EXPERIMENTAL" can 

be placed, and may not have a registration number assigned to it by the FAA. We propose to 

achieve an equivalent level of safety by including the word "EXPERIMENTAL" in the placard 

on the top of the aircraft, as shown above, where the PIC (Pilot In Control), VO (Visual 

Observer) and others in the vicinity of the aircraft while it is preparing for launch will be able to 

see the designation. Additionally, we feel that the permanent placard discussed in the previous 

paragraph will provide the aircraft's registration information at the ground station. Finally, we 

will display at the ground station a high contrast flag, sign or banner that contains the words 

"Unmanned Aircraft in Use" in letters 3 inches high or greater. Since the aircraft will operate 

within Line of Sight of the ground station, the banner should be visible to anyone that observes 

the aircraft and chooses to investigate its point of origin. 

14 CFR 61.113 Private pilot privileges and limitations: Pilot in Command and 61.133 

Commercial pilot privileges and limitations. 

The regulation provides that no person that holds a Private Pilot certificate may act as pilot in 

Command of an aircraft for compensation or hire. Subparagraph (b) allows a private pilot to act 

as pilot in command 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. Our proposed operations require that the PIC 

must hold at least a Sport Pilot Certificate with a Drivers License and since the aircraft cannot 

carry passengers or property, we feel we meet the intent of 61.113 Subparagraph (b) even though 

the intent of this application is to conduct a business. 

14 CFR 91.7 Prohibits the Operation of an aircraft without an airworthiness certificate. As 

no such certificate will be applicable in the form contemplated by the F ARs, this Regulation is 

inapplicable. 

14 CFR 91.9 Civil aircraft flight manual, marking, and placard requirements. 

This regulation provides that no person may operate an aircraft unless a current, approved flight 

manual is in the aircraft. We assume that the intent of this requirement is to ensure that flight 

manual information is available to the aircrew while operating the aircraft. We request an 

exemption to this requirement since the aircraft is not only too small to carry documentation, the 

documentation would not be available to the crew during flight operations. To obtain an 

equivalent level of safety and meet the intent of 91.9, we propose that a current, approved sU AS 

Flight Manual must be available to the crew at the ground station anytime the aircraft is in, or 

preparing for, flight. 

14 CFR 91.109 Flight Instruction; Simulated instrument flight and certain flight tests 

The regulation states that "No person may operate a civil aircraft that is being used for flight 

instruction unless that aircraft has fully functioning dual controls." Training will be conducted at 

a local Limited Access flying field. Jean Smith has the ability to provide "Safe Dual Training". 

The PIC instructor will be at all times be able assume control of the sUAV. 
91.119 Minimum safe altitudes: 

General. The regulation states that over sparsely populated areas the aircraft cannot be operated 

closer than 500 feet to any person, vessel, vehicle, or structure. Since the typical mission of the 

sUAS would be photography or survey of persons, vessels, vehicles or structures it would be 

necessary to operate closer than 500 feet to the items listed. Operations will only be flown over 

property or persons where permission has been obtained and careful pre-planned flight path has 

been performed. The aircraft will be operated at a low altitude allowing, if a power unit fails, an 

emergency landing without undue hazard to persons or property on the surface. Therefore we 

maintain that due to the small size of the UAS, the hazard to persons, vehicles and structures is 

minimal compared to manned aircraft, which should be considered in granting the exemption. 

CFR 91.121 Altimeter settings. 

The regulation requires that aircraft shall maintain cruising altitudes by reference to an altimeter 

setting available within 100 NM of the aircraft. The sUAS will always fly below 400 feet AGL 

and will not need to maintain cruising altitudes in order to prevent conflict with other aircraft. An 

Above Ground Level altimeter measurement above the takeoff point is transmitted via radio 

from the sUAS on-board computer to the display screen held by the PIC, providing a constantly 

updated AGL readout. 

14 CFR 91.151 Fuel requirements for flight in VFR conditions. 

The regulation provides that no person may begin a flight in an airplane under day-vFR 

conditions unless there is enough fuel to fly to the first point of intended landing and to fly after 

that for at least 30 minutes. We feel the intention of this paragraph is to provide an energy 

reserve as a safety buffer for delays to landing. The sUAS is battery operated and the maximum 

duration of flight from a single battery charge is 20 minutes with a 25% reserve. Since the 

aircraft will never fly more than line of sight from the point of intended landing, a full battery 

charge at launch will ensure that we meet the reserve energy requirement of this paragraph. We 

request an exemption to the word "fuel" and ask for an equivalent interpretation with the word 

"energy". 

14 CFR 91.203(a) & (b) Civil aircraft: Certifications required. 

The regulation provides that an airworthiness certificate, with the registration number assigned 

to the aircraft and a registration certificate must be aboard the aircraft. Additionally, 

subparagraph (b) provides that the airworthiness certificate be "displayed at the cabin or cockpit 

entrance so that it is legible to passengers or crew." At a maximum gross weight of 6.1 pounds, 

the sUAS is too small to carry documentation, does not have an entrance, and is not capable of 

carrying passengers or crew. To obtain an equivalent level of safety and meet the intent of 

91.203, we propose that documents deemed appropriate for this aircraft by the FAA will be with 

the crew at the ground control station and available for inspection upon request. In order to 

identify the aircraft, we propose that the information found on airworthiness and registration 

certificates be permanently affixed to the aircraft via placard containing the following 

information plus the word "EXPERIMENTAL" to satisfy the requirement of 14 CFR 45.23. 

14 CFR 91.205(a), (b), (c) Instrument and Equipment Requirements 
This regulation provides a minimum set of instruments and equipment required for day and night 

VFR flight. Due to the small size of the sUAS it would be impossible to carry many of these 

instruments. 91.205 (b) 4,5,6,7,8,13,14,16,17 are not applicable as the sUAS has no 

Reciprocating engines or seats. 91.205 (b) 2,3,9 are provided on the hand held controller. 

91.205(b) 1 is not applicable as the maximum available speed ofthe sUAS is less than the 

maximum required by this exemption and has no effect on performance. 91.205 (b) 10 is not 

applicable as the landing gear position can be verified visually before landing. 91.205 (b) 15 Due 

to the size it would be impossible for the sUAS to carry any known ELT. 91.205 (c) Much of this 

equipment is too heavy to be carried by the sUAS. We feel that visual contact with the sUAS and 

indications provided via the controller that all critical information can be monitored. 

14 CFR Subpart E (91.401- 91.417)- Maintenance, Preventive Maintenance, Alterations 

The regulation provides that the operator is primarily responsible for maintaining the aircraft in 

an airworthy condition, including compliance with part 39 and 43. Paragraphs 91.407 and 91.409 

require that the aircraft be "approved for return to service by a person authorized under 43.7" 

after maintenance and inspection. It is our intention that the PIC perform maintenance and 

inspection of the aircraft and "be authorized to approve the aircraft for return to service." The 

PIC will ensure that the aircraft is in an airworthy condition prior to every flight and in addition 

conduct detailed inspections after every two hours of flight. Maintenance performed by the PIC 

is limited to repairing small cracks, replacing a propeller, checking electrical connections and 

updating software and firmware for the on-board computer. All other maintenance will be 

performed by the manufacturer or their designated repair facility. We feel that due to the size, 

construction, and simplicity of the aircraft, the PIC can ensure an equivalent level of safety. 

Safety and Benefits of the UAS 

Jean Smith will be using the UAS in a variety of applications that generally require expensive 

full-size manned aircraft to complete. Small, light, unmanned aerial vehicles offer myriad 

benefits over the use of full-sized manned aircraft for electric power line inspection, 

oil/gas pipeline inspection, advanced agriculture, film and still photography, just to name a few. 

Replacing significantly larger manned aircraft carrying crew and flammable fuel with small UAS 

carrying no passengers or crew creates a much greater margin of safety for the pilots and crew. 

By granting Jean Smith's requested exemptions, the FAA will help drive 

development of safe and successful commercial UAS operations and will advance the public 

knowledge base for such operations. Jean Smith is committed to promoting the UAS research 

efforts of policymakers including the FAA, NASA, DOD and DARPA by sharing data from its 

commercial UAS operations and serving as a resource for future UAS research operations. Thus, 

the FAA has good cause to grant this Petition. 

Conclusion 

As pointed out in this application, all the SUAs which our company would use, under 

authorization by the US DOT-FAA, are small, light-weight devices operated within the line of 

sight of the Pilot-in-Command (PIC), less than 400 feet above the ground and outside 5 miles 

from any airport, heliport, seaplane base, spaceport, or other location with aviation activities, 

unless the air traffic control authorities (ATC) have been notified and have authorized each flight 

within a radius of this distance. 
All our SUAs have proven capability for controlled flight. They are devices offered for general 

sale on the market around the world and have often been used as Model Aircraft in the USA. 

We are certain that the studies conducted until now by the FAA, about Section 332, Public Law 

112-95, 2014, have already provided you with the assurances on the airworthiness of SUAs 

such as ours. 

For the foregoing reasons, the exemptions requested herein should be granted Jean Smith should 

be permitted to conduct small UAS operations in accordance with its 

manuals and all other operating parameters deemed necessary and appropriate by the FAA. 

The submission of this application and its contents is the best demonstration that indeed it is 

possible to pursue the authorization process so that some SUAs may be used for legitimate 

commercial activities and under reasonably safe conditions. If any individual aspect of this 

request for exemption be unacceptable we ask that it be struck alone and the remainder of the 

exemption be allowed as requested. 

Signed 

Jean Smith 

Note: Jean Cassidy was my maiden name, Smith is my married name. Both last names on 

Driver's License. 

Attached: 

Pilot's license (under maiden name) 

Marriage License 

Driver's License 
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