1 Peter T Booth

FAA Private Pilot
Certificate Number: 2735103
10 Hubbell Ave. Oneonta, NY 13820

December 1, 2015

Mr. James Williams Manager, Flight Standards Service Unmanned Aircraft System Integration Office
Federal Aviation Administration 800 Independenc e Ave, SW Washington, DC 20591

U.S. Department of Transportation, Docket Operation West Building Ground Floor, Room w12

- 140 1200 New Jersey Avenue, SE Washington, DC 20590

RE: Request for exemption from multiple regulatory provisions to allow
the use of a small

- unmanned aerial system in remote locations to assist private agencies in the evaluation of environmental stressors within the Upper Susquehanna, and Greater NYC Watersheds.

Dear Mr. Williams:

I, Peter T Booth, (Petitioner) FAA Private Pilot # 27 35103

, Do hereby, and respectfully, request an exemption from several provisions of Title 14 of the Code of Federal Regulations (C

. F

. R

. ) to permit the use of small unmanned aerial systems (sUAS) to assist in the evaluation of
environmental stressors within the upper Susquehanna, and greater NYC watersheds located in Otsego, and Delaware county NY. This Request is motivated primarily by the desire to maximize the efficiency, and therefore efficacy of small scale localized environmental mapping. An exemption would enable me to provide local conservation and ecological agencies with much needed up to date environmental mapping for the purpose of monitoring change, land usage change, and a number of other
environmental factors within this sensitive watershed. Th ese same aerial surveys have been conducted in the past resulting in full

- scale aircraft flying at dangerously low altitudes over a large lake lined on all sides with private residences. Accordingly, the grant of an exemption is consistent with Congress’ i ntent, reflecting in Section 333 of the FAA modernization and Reform Act of 2012 (Modernization Act) 1 , that safe systems be permitted in the national airspace prior to the issuance of final regulations governing general use of these systems. 2 A summary o f this request suitable for publication in the federal register is provided as Appendix A.2 Appendix B provides the manufacturers information regarding the design, aircraft performance, and fail

- safe features. I have provided
manufacturer information rel ated to operating limitations, normal emergency procedures, and maintenance and inspection procedures.

Appendix C provides my best practices operations manual for flights that will be conducted under this Exemption Request.

Background Information:

I, P eter T Booth, am an undergraduate student at SUNY, Oneonta. I am majoring in Geography/GIS in a capacity as to be supportive to environmental research scientists. Agencies connected to the SUNY system frequently approach me to assist their research by crea ting small

scale localized environmental maps of key areas within their field of study. I have developed specific safe sUAS operating procedures that do not require altitudes in excess of 400’ AGL, or for the UAV to leave my line of sight at any time.

Pro posed Operations Requiring Exemption: Aerial surveying Remote sensing Agricultural support Real Estate Photography Aerial filmmaking and photography Construction site inspections and monitoring Wildlife and forestry monitoring Educational and research oper ations

I seek this exemption in support of these operations.

Regulatory Basis for Exemption Request: (How granting will be in the public interest) In addition to the waiver authority provided in §333 of the Modernization Act, the FAA may grant an exempti on under 49 U.S.C. §44701(f) if it has determined that such an exemption is in the public interest. The FAA has imposed a separate requirement in its procedural regulations, providing that the petitioner shall explain why granting the exemption would not

a dversely affect safety of how the exemption would provide at least an equivalent level of safety as compliance with underlying regulation. In this

case , approval of this exemption would advance the public interest by providing a much

- needed temporal resolu tion increase in environmental monitoring of two large sensitive watersheds. The first being the Upper Susquehanna water shed which eventually drains into the Chesapeake Bay; the second is the Delaware River watershed, which provides drinking

water to mill ions of NYC residents. These mapping missions have, in the3 past, been conducted using full scale aircraft which at best are unnecessarily expelling 100LL aviation gasoline exhaust over sensitive watersheds, while contributing to problematic noise pollution in residential areas. At worst these flights, conducted at approximately 500’ AGL, are recklessly endangering human lives on the ground, and the lives of the airplane’s crew. By contrast the sUAS in question can perform these mapping missions with zero ri sk of damaging the ecosystems in question, while providing data a t greater detail than can be achieved with full

- scale aircraft. The 400’ AGL ceiling of these operations represents an altitude at which a full scale aircraft, were it to be flying there, wou ld be in violation of

FAA 14 CFR § 91.119 (a) (b) and (c) Minimum Safe Altitudes: General

. Thus the sUAS does not pose any threat to the NAS provided full

- scale operators remain in compliance with this law. As described more fully below, there is a notewo rthy increase in public safety by employing the sUAS to conduct these types of operations, over continued usage of their full

- scale counterparts. Granting this exemption is in the public interest. Environmental monitoring is a process that is heavily reli ant on analyzing trends that can occur within the frame of hours, days, and weeks. Though there is a wealth of satellite data available from online resources, and government databases, these images cannot by design be timely enough to capture, for example, the before and after mapping of an isolated local storm event. By monitoring changes at this scale, and with this kind of temporal resolution

, we gain a more complete picture of how fluvial systems respond to storm events. The more comprehensive our under standing of these events, the more effective we can be in our efforts to design mitigation. Since many of these areas are not only watersheds for major cities, but also the homes of

ma n y people, it stands that these efforts minimize loss of property, and

t herefore minimize economic losses through insurance claim , and FEMA

response

.

Granting an Exemption will not Adversely Affect Safety: Since the operation profile of environmental mapping excludes possibility of equivalency determination with the standard s surrounding model aircraft, It is difficult to argue that the sUAS being operated for the purpose of environmental mapping falls under the operations controlled by the Academy of Model Aeronautics. Similarly the operation profile of the
sUAS for environm ental mapping is not comparable to the operational profile of a full

- scale aircraft, thus the sUAS cannot be compared to them. As such I believe that it makes more sense to focus on why the proposed usage of petitioner’s sUAS would not adversely affect saf ety, which is in the spirit of §11.81(e) require ments

. Granting an Exemption will not adversely affect safety. All sUAS operations will be conducted over isolated wilderness areas, and privately held lands with the consent of the landowners. These operati ons will be solely conducted during daylight hours, at altitudes well below those,4 which will interact with general aviation. All operations will be conducted at greater than 5 miles from airports or helipads, in the event that it becomes necessary to cond uct operations within this proposed 5 mile ring, The local airport or helipad control tower will be contacted prior to operations; also under this circumstance the local airborne radio frequencies will be monitored for the duration of the sUAS operation. Approval of exemptions allowing commercial operation of sUAS’s in the environmental mapping industry will enhance safety by reducing risk. Conventional operations using small single engine aircraft operating from the local uncontrolled field, involve an ag eing Cessna 150. This aircraft has a gross weight of 1600 lbs. It carries 26 gallons of 100LL avgas, and at best glide rate it must land within approximately đ mile if it is flying t 500’agl, which is 100’ higher than the sUAS would be flying. Noting that the areas where I will be conducting mapping operations are in remote wilderness areas, or over a body of water with a minimum width of 1 mile, this means
that a C

- 150 from the airfield located more than 10 miles from my area of study would not be in compl iance with CFR’s and therefore conducting this same operation in an unsafe manner. Thus using an sUAS for this operation would have a discernible increase in safety over traditional aerial survey practice. The operations of sUAS’s weighing less than 55lb s., conducted as outlined above, will provide an equivalent level of safety supporting the grant of exemptions requested herein, including 333 Aircraft Exemption Status exempting the applicant from conventional aircraft requirements and allowing commercial operations. These lightweight aircraft operate at low speeds, close to the ground, and in a controlled environment. As a result, they are far safer than conventional operations conducted by full

scale aircraft carrying people.

§ 91.119 Minimum safe alt itudes: General. Except when necessary for takeoff or landing, no person may operate an aircraft below the following

altitudes: (a) Anywhere. An altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on t he surface. (b) Over congested areas. Over any congested area of a city, town, or settlement, or over any open air assembly of persons, an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet of the aircraft. (c) Over other than congested areas. An altitude of 500 feet above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure. (d) Helicopters, powered parachutes, and weight

- shift

- control aircraft. If the operation is conducted without hazard to persons or property on the surface

— (1) A helicopter may be operated at less than the minimums prescribed in paragraph (b) or (c) of this section, provid ed each person operating the helicopter complies with any routes or altitudes specifically prescribed for helicopters by the FAA; and (2) A powered parachute or weight

- shift

- control aircraft may be operated at less than the minimums prescribed in paragraph (c) of this section. [Doc. No. 18334, 54 FR 34294, Aug. 18, 1989, as amended by Amdt. 91

- 311, 75 FR 5223 , Feb. 1, 2010]5
The Petitioner Requests Relief From the Following:

14 C.F.R. 14 C.F.R. Part 21 , Subpart H 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. 91.121 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)

NOTES: How the operator will maintain an equivalent level of safety or have no adverse impact on safety: Notes regarding: 14 C.F.R. Part 21, Subpart H

In accordance wit h the statutory criteria provided in section 333 of
PL 112

- 95 in reference to 49 USC 440704, and in consideration of the size, weight, speed, and limited operating area associated with the aircraft and its operation, I request that this aircraft exemption meets the conditions of Section 333. Therefore, if granted Section 333 relief of 14 C.F.R. part 21, and any associated noise certification and testing requirements of part 36, is not necessary.

Notes regarding: 14 C.F.R. 45.23 (b) . Marking of the Aircraft Given the size of the sUAV, Two

- inch lettering will not be possible. UA will be identified by serial number, registered in accordance with 14 C.F.R. part 47, subpart C. Markings will be as large as practicable.

Notes regarding: 14 C.F.R. 61.113(a) and (b) Private pilot privileges and limitations, pilot in command 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 ac t 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 opera tions require that the PIC must hold at least a Private Pilot Certificate issued by the FAA 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 c onduct a
business.6 Notes regarding: 14 C.F.R. 91.7 (a) Civil Aircraft Airworthiness Petitioner’s request is based on the fact that no airworthiness certificate will be issued for the UAS. Petitioner’s UAS will not require an
airworthiness certificate in accordance with 14 C.F.R. part 21, Subpart H. Based on the fact that an airworthiness certificate will not be issued, exemption § 91.7 (a) is not necessary.

Notes regarding: 14 C.F.R. 91.9 (b) (2) Civil aircraft flight manual, marking & placard Certifica tions required: The original intent of these regulations are to display an aircraft’s airworthiness, certification, and registration documents so they would be easily available to inspectors and passengers. Based on the FAA Memorandum subject “Interpretat ion regarding whether certain required documents may be kept at an unmanned aircraft’s control station,” dated August 8, 2014, the requested relief from 14 C.F.R. §§91.9(b)(2) and 91.203(a) and (b) is not necessary. Notes regarding: 14 C.F.R. 91.109 Flight instruction; Simulated instrument & certain flight tests Small UAS’s by design do not have fully functioning dual controls. Fight control is accomplished through the use of a control box that communicates with the aircraft via radio. Aircraft being consid ered for use by petitioner allow the UAS Instructor to place the aircraft into “loiter” mode (fixed altitude stationary hold). In the event of a student losing control, the UAS instructor can quickly via alternate equipment (not in the
hands of the student ) place the aircraft into a mode that then allows the instructor to bring the aircraft back under control and return it to the predefined landing zone. Petitioner does not describe training scenarios where a dual set of controls would be utilized or requi red, i.e. Dual flight instruction. Rather petitioner maintains soul PIC duties over his fleet of sUAV’s. Since petitioner has no intention of providing formalized training scenarios that will require dual control, he does not seek relief from 14 C.F.R § 9 1.109.

Notes regarding: 14 C.F.R. 91.119 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

p hotography 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 ha s 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

p ersons, vehicles and structures is minimal compared to manned aircraft, which should be considered in granting the exemption.7 Notes regarding: 14 C.F.R. 91.121 The regulation requires that aircraft shall maintain cruising altitudes by
reference to an alti meter 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 take off 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.

Notes regarding: 14 C.F.R. 91.151(a) The regulation provides that no person may begin a flight in an airp lane 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 sUAV is battery operated and the maximum duration of flight from a single battery charge is 15 minutes with a 20% reserve. Since the aircraft will never fly more than 1/8 NM from the point of intended landing, a full battery charge at launch w ill 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".

Notes regarding: 14 C.F.R. 91.203 (a) & (b) 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 5.3 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 sa fety and meet the intent of 91.203, we propose that documents deemed appropriate for this aircraft by the FAA will be co

located with the crew at the ground control station and available for inspection upon request. In order to identify the aircraft, we p ropose 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.

Notes regardi ng: 14 C.F.R. 91.205 (b) Instrument and equipment requirements. The majority of these regulations are not applicable to an electric
sUAS . Since most of them are relevant to internal combustion engines and or VFR nighttime flying lighting requirements. Sinc e the sUAS in use by8 the petitioner neither use internal combustion engines, nor will they ever be used for nighttime flights, the petitioner seeks relief from this requirement. Notes regarding: 14 C.F.R. 91.215 ATC transponder and altitude reporting equip ment and use. Since the Petitioner’s sUAV will not be used in any airspace as defined by 14 C.F.R. § 91.215, the Petitioner seeks relief from this regulation.

Notes regarding: 14 C.F.R. (91.401

- 91.417) The regulation provides that the operator is prim arily 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 maintenan ce 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 flig ht 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

- boa rd computer. The manufacturer or their designated repair facility will perform all other maintenance . The PIC will document work performed in accordance with 91.417. We feel that due to the size, construction, and simplicity of the aircraft, the PI C can ensure an equivalent level of safety.

Appendix A: Summary for Federal Register Publication

Pursuant to 14 C.F.R Part 11, the following summary is provided for publication in the Federal Register should the FAA determine that the publication is nee ded.

Petitioner: Peter T Booth, FAA Private Pilot certificate number# 2735103

Sections of 14 C.F.R. Affected:
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 .121 14 C.F.R. 91.151(a)9 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)

Description of relief sought: Petitioner seeks relief from the requirements of 333 Aircraft Exemption Status, 14 C.F.R., 61.113 (a)&(b), 91.119(c), 91.121, 91.151, 91.405(a), 91.407(a), 91.409(a), and 91.417(a)&(b) to conduct sUAS operations of permitted remote locations belonging to the clients of Petitioner. In general, sUAS operations are intended to be conducted in areas remote
from con gested areas and airports. The nature of operations anticipated by petitioner require that the sUAS be flown at relatively low altitudes. Expected in most instances not to exceed 50 meters ( 165 feet ) AGL. In no instances will flights be conducted at altitu des exceeding 120 meters (393.701 feet) AGL. Accordingly the risk of interference with other
aircraft is non

- existent provided that civil aircraft are in compliance with regulation § 91.119 Minimum safe altitudes requirements.

Appendix B: Specific types, makes, models:

3D Robotics SOLO (How the operator will maintain an equivalent level of safety or have no adverse impact on safety):
3D Robotics X8 (manual available upon request)
3D Robotics IRIS+ (manual available upon request)
Excelsior UAV Silver Six with 3D Robo tics Pix hawk flight controller This is a unique six prop UAV designed and built by the petitioner. It has builder serial number EXUAV0002. This machine has a total weight of 2.7 kilograms ( approximately 6 lbs.), This sUAS uses the 3D Robotics Pixhawk autopilot/fl ight controller. (manual available upon request) The Pixhawk has been installed following the exact guidelines set forth by manufacturer. The Silver six has undergone over 200 cycles of flight and
flown more than 25 incident free hours.

Appendix C: Best practices f or safe operation of sUAS:

The UA may not be operated at a speed exceeding 30 MPH . The PIC may use either groundspeed or calibrated airspeed to determine compliance
with the 30 MPH speed restriction. In no case will the UA be operated at airspeeds greater than the maximum UA operating airspeed recommended by the aircraft manufacturer.

The UA must be operated at an altitude of no more than 400 feet above ground level (AGL). Altitude must be reported in feet AGL.1

0 The UA 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 or
U.S. driver’s license.

All operations mus t utilize a visual observer (VO). The UA must be operated within the visual line of sight (VLOS) of the PIC and VO at all times. The VO may be used to satisfy the VLOS requirement as long as the PIC always maintains VLOS capability. The VO 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 ensur e that the VO can perform the duties required of
the VO.

The operating documents must be accessible during UAS operations and made available to the Administrator upon request.

The sUAS will be operated strictly in accordance with the manufacturer’s pub lished guidelines for safe operation.

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 prior to conducting further operations under this exemption. Functional test flights may only be conducted by a PIC with a VO and must remain at least 500 feet from other people. The functional test flight must be conducted in such a manner so as to not pose an undue hazard to persons and property.

The operator is responsible for maintaining and inspecting the UAS to ensure that it is in a condition for safe operation.

Prior to each flight, the PIC must conduct a pre

- flight inspection and
determine the UAS is in a conditio n for safe flight. The pre

- flight inspection must account for all potential discrepancies, e.g. inoperable components, items, or equipment. If the inspection reveals a condition that affects the safe operation of the UAS, the aircraft is prohibited from op erating until the necessary maintenance has been performed and the UAS is found to be in a condition for safe flight.

The operator must follow the UAS manufacturer’s maintenance, overhaul, replacement, inspection, and life limit requirements for the aircr aft and aircraft components.1

1 Each UAS operated under this exemption must comply with all manufacturer safety bulletins.

Under this grant of exemption, a PIC must hold either an airline transport, commercial, private, recreational, or sport pilot certific ate. The PIC must
also hold a current FAA airman medical certificate or a valid U.S. driver’s license issued by a state, the District of Columbia, Puerto Rico, a territory, a possession, or the Federal

The PIC must also meet the flight review requirements specified in 14 CFR § 61.56 in an aircraft in which the PIC is rated on his or her pilot
certificate.

The operator may not permit any PIC to operate unless the PIC demonstrates the ability to safely operate the UAS in a manner consistent
with how the UAS will be operated under this exemption, including evasive and emergency maneuvers and maintaining appropriate distances from persons, vessels, vehicles and structures. PIC qualification flight hours and currency must be logged in a manner consistent with 14 CFR § 61.51(b). Flights for the purposes of training the operator’s PICs and VOs (training, proficiency, and experience

- building) and determining the PIC’s ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption are permitted under the terms of this exemption. However, training operations may only be conducted during dedicated training sessions. During training, proficiency, and experience

- building flights, all persons not essential for flight opera tions are considered nonparticipants, and the PIC must operate the UA with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119.

UAS operations will not be conducted during night, as defined in 14 CFR § 1.1. All operations must be conducted under visual meteorological conditions (VMC). Flights under special visual flight rules (SVFR) are not

authorized.

The UA may not operate within 5 nautical miles of an airport reference point (ARP) as denoted in the current FAA Airport/Facility Directory (AFD) or for airports not denoted with an ARP, the center of the airport symbol as denoted on the current

FAA

- published aeronautical chart, unless a letter of agreement with that airport’s management is obtained or otherwise permitted by a COA is sued to the exemption holder. The letter of agreement with the airport management must be made available to the Administrator or any law enforcement official upon request.1

2 The UA may not be operated less than 500 feet below or less than 2,000
feet horizon tally from a cloud or when visibility is less than 3 statute miles
from the PIC.

If the UAS loses communications or loses its GPS signal, the UA must return to a pre

- determined location within the private or controlled

- access property.

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

The PIC is prohibited from beginning a flight unless (considering wind and forecast weather conditions) there is enough available power for the UA to conduct the intended operation and to o perate after that for at least five minutes or with the reserve power recommended by the manufacturer if greater.

Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All operations shall be conducted in accordance with an ATO

- issu ed COA. The exemption holder may apply for a new or amended COA if it intends to conduct operations that cannot be conducted under the terms of
the attached COA.

All aircraft operated in accordance with this exemption must be identified by serial number, registered in ac cordance with 14 CFR part 47, and have identification (N

− Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must be as large as practicable.

Documents used by the operator to ensure the safe operation and flight of the UAS and any doc uments required under 14 CFR §§ 91.9 and 91.203 must be available to the PIC at the Ground Control Station of the UAS any time the aircraft is operating. These documents must be made available to the Administrator or any law enforcement official upon reque st.

The UA must remain clear and give way to all manned aviation operations
and activities at all times.

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

vehicle.

All Flight operations must be conducted at least 500 feet from all nonpart icipating persons, vessels, vehicles, and structures unless: 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 persons1

3 leave such protection and are within 500 feet of the UA, flight operations must cease immediately in a manner ensuring the safety of nonparticipating persons; and

The owner /controller of any vessels, vehicles or structures has granted permission for operating closer to those objects 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 hazar d.

The PIC, VO, operator trainees or essential persons are not considered nonparticipating persons under this exemption.

All operations shall be conducted over private or controlled

- access property with permission from the property owner/controller or

au thorized representative. Permission from property owner/controller or authorized representative will be obtained for each flight to be conducted.

Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries of the opera tional 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 Web site: www.ntsb.gov.

At least 3 days before aerial filming, the operator of the UAS affected by this exemption must submit a written Plan of Activities to the local Flight Standards District Office (FSDO) with jurisdiction over the area of proposed filming. The 3

- day notificatio n may be waived with the concurrence of the FSDO. The plan of activities must include at least the following: Dates and times for all flights; Name and phone number of the operator for the UAS aerial filming conducted under this grant of exemption;

Name an d phone number of the person responsible for the on

- scene operation of the UAS; Make, model, and serial or N

− Number of UAS to be used; Name and certificate number of UAS PICs involved in the aerial filming; A statement that the operator has obtained permis sion from property owners and/or local officials to conduct the filming production event; the list of those who gave permission must be made available to the inspector upon request; Signature of exemption holder or representative; and A description of the flight activity, including maps or diagrams of any area, city, town, county, and/or state over which filming will be conducted and the altitudes essential to accomplish the operation.1

4 Flight operations may be conducted closer than 500 feet from participat ing persons consenting to be involved and necessary for the filming production, as specified in the exemption holder’s MPTOM.

Unless otherwise specified in this grant of exemption, the UAS, the UAS PIC, and the UAS operations must comply with all applicab le parts of 14 CFR including, but not limited to, parts 45, 47, 61, and 91.