Andres	Penso

8400	Rosebay	Lane	#203 Manassas,	VA (845) 800

- 3604 gybo102@gmail.com

May	30 ,	2015

U.S	Department	of	Transportation Docket	Operations 1200	Jersey	Ave,	SE Washington,	D.C	20590

Re:	Exemption	Reques t	Section	333	of	the	FAA	Reform	Act	and	Part	11	of	the Federal	Aviation	Regulations	from	14	C.F.R.	45.23(b);14	CFR	Part	21;14	CFR 61.113	(a)	&	(b);	91.7	(a);91.9	(b)	(2);91.103(b);	91.109;91.119;	91.121; 91.151(a);91.203(a)	&	(b);91.405	(a);	91.407(a)	(1); 91.409	(a)	(2);91.417 (a)	&	(b).

To	Whom	It	May	Concern:

Andres	Penso	herby	petitions	the	Secretary	of	Transportation	and	Federal	Aviation Administration	for	exemption	to	the	above	referenced	and below	more	fully described	Federal	Aviation	Regulations (“FARs”),	that	currently	may	or	may	not apply	to	the	recreational/business	operations	of model	aircraft	including	small unmanned	aerial	systems	(“UASs).

Pursuant	to	Section	333	of	the	FAA	Modernization	and	Reform	Act	of	2012	and	the procedures	contained within	14	C.F.R.	11,	Petition	that	I,	Andres	Penso,	an	owner and	operator	of	small	unmanned	aircraft,	be	exempted	from	the	Federal	Aviation Regulations	(“FARs”)	listed	below	so	that	I,	Andres	Penso,	may	operatemy	small ultra	lightweight	unmanned	aircraft	system	(“UAS”)	commercially	in	airspace regulated	by	the	Federal	Aviation	Administration	(“FAA”).

As	described	herein	I,	Andres	Penso	a	former	Aviation	Electronics Technician	with the	U.S	Navy; very	experienced	in	flying	hobby	helicopters	and	fixed	wing	ai rcraft for	recreational	purposes.	I	currently	have	a	DJI	Inspire	1	quadcopter	UAS with intent to	conduct	aerial photography/Inspection/	included	but	not	limited	to	the following;	Business	Operations: over	land,	waterways,	and	oceans ;	operationover/in	nonr estricted National	Parks, National	Forests,	flight	in nonnavigable

airspace,	using	nonintrusive recording devices,	operation	in	otherwise	unrestricted U.S.	States/Territories	for	aerial videography/cinematography	for	commercial operation	and	to	enhance	aca demic community	awareness	for	those	individuals	and companies	unfamiliar	with	the geographical	layout	of	such	areas.

As	described	more	fully	below,	the	requested	exemption	would	permit	the operation	of	UAS	under	controlled	conditions	in airspace	that	is	1 )	limited ;	2) predetermined	in	areas	away	from	general	public,	airports,	heliports	and	vehicular traffic	for	community	videos,	and	within	property	boundaries	for	individual homeowner	real	estate	listing	videos/photos ;	and	3)	controlled	as	to	access.	The

exemption	would	also	provide	safety	enhancements	to	the	already	safe	operations within	the	aerial	photography,	film	and	television	industry	presently	using conventional	aircraft	and	small,	unmanned	and	relatively	inexpensive	UASs.

Currently,	similar	lightwe ight,	remote	controlled	UAS's	are	legally	operated	by unmonitored	amateur	hobbyists	with	no	safety	plan	or	controls	in	place	to	prevent catastrophe.	I	operate	my	UAS	within	all safety	protocols	and	controls to	avoid	and prevent	public	hazard,	as	well	as	ma nned	aircraft	hazards/catastrophe.	This	will	act to	further	safety	protocols	exclusive	to	lightweight	UAS's	specific	to	aerial	video	and photography	usage	as	I	record	flight	data	and	other	information	gained	through permitted	flight	operations	to	share	with	the	FAA	through	any	required	FAA	reports to	assist	with	future	protocol	and	safety	regulation.

Granting	my	request	comports	with	the	Secretary	of	Transportation’s	(FAA Administrator’s)	responsibilities	and	authority	to	not	only	integrate	UAS's	into	the national	airspace	system,	but	to	“...establish	requirements	for	the	safe	operation	of such	aircraft	systems	[UAS's]	in	the	national	airspace	system”	under	Section	333(c) of	the	Reform	Act	specific	to	the	use	of	UAS's	for	commercial	purposes.	Further	I	will conduct	my	operations	in	compliance	with	the	protocols	described	herein	or	as otherwise	established	by	the	FAA.

For	the	reasons	stated	below	I	respectfully	request	the	grant	of	an	exemption allowing	me	to	operate	ultra	lightweight,	remote	controlled	UAS’ s	for	academic community	awareness,	general	aerial	photography,	and	to	enhance	real	estate listing	videos	for	homeowners	who	cannot	afford	expensive	manne d	aircraft	for	the
same	purpose .	Both	with	public	safety	in	mind by	keeping	heavier	manned	aircraft

co ntaining	combustible	fuel	that	that	poses potential	public	hazard.**I.** Contact	Information:

Andres	Penso 8400	Rosebay	Lane	#	203 Manassas,	Virginia	20109 Mobile:	(845)	800

- 3604 Email: gybo102@gmail.com

**II.** The	Specific	Sections	of	Title	14	of	the Code	of	Federal	Regulations	From Which Andres	Penso Requests	Exemption	are:

14	CFR	21 ; 14	C.F.R.	45.23(b) ; 14	CFR	61.113	(a)	&	(b) ; 14	C.F.R.	91.7	(a) ; 14	C.F.R.	91.9	(b)	(2) ; 14	C.F.R.	91.103 ; 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.	91.405	(a) ; 14	CFR	407	(a)	(1) ; 14	CFR	409	(a)	(2) ;	and, 14	CFR	417	(a)	&	(b).

**III.** The	Extent	of	relief	Andres Penso seeks	and	the	Reason	He	Seeks Such	Relief:

I, Andres	Penso,	submit	this	application	in	accordance	with	the	Reform Act,	112	P.L.	95	§§ 331334, seeking	relief	from	any	currently	applicable	FARs operating	to	prevent me	Andres	Penso,	contemplated	commercial cinematic, academic	and	other	flight	operations	within	the	national	airspace syste m.	The Reform	Act	in	Section	332	provides	for	such	integration	of	civil unmanned	aircraft systems	into	our	national	airspace	system	as	it	is	in	the public’s	interest	to	do	so.	My ultra	light	weight	UAS	meets	the	definition	of	“small unmanned	aircraft”	as	d efined in	Section	331	and	therefore	the	integration	of	my ultra	light	weight	UAS	is expressly	contemplated	by	the	Reform	Act.	I	would	like to	operate	my	ultra lightweight	UAS	prior	to	the	time	period	by	which	the	Reform Act	requires	the	FAA to	promulgate	rules	governing	such	craft.	Thereby, providing	direct	experience	and valuable	information	for	formal	regulation	that can	be	administered	uniformly	to	all UAS	aerial	video	and	photography.	The Ref orm	Act	guides	the	Secretary	in determining	the	types	of	UASs that	may operate	safely	in	our	national	airspacesystem.	Considerations	include:	The weight,	size,	speed	and	overall	capabilities	of

the	UAS's ;	Whether	the	UAS	will be	operated	near	airports	or	heavily	populated

areas ;	and,	Whether	the	UAS	will be	operated by	line	of	sight.	112	P.L.	95	§	333	(a). Each	of	these	items	reflect	in favor	of	an	exemption	for	me Andres	Penso .	My	UAS utilizes	four	(4) counter	rotating propellers	for	balance,	control	and	stability.	My UAS	is equipped	with	GPS	and	auto	return	safety technology.	Weighing	less	than seven	(7)	pounds	(far	below	the	maximum	55	pound	limit) ; including	camera with gimbal.

I	consider	safety	as	foremost	with	each	flight.	My	small	unmanned	aircraft	is d esigned	to	hover	in	place	via	GPS	and	operate	in	less	than	a	10	m/s	wind	knot (approx	22 mph)	wind.	For	safety,	stability	and	fear	of	financial	loss	I	will	not	fly in	winds	exceeding	7	m/s	(15	mph).	Built	in	safety	systems	include	a	GPS	mode that	allows	my	UAS	to	hover	in	place	when	radio	controls	are	lost.	With	three modes	to	choose	from,	I	utilize	the	Positioning	Mode	f or	aerial videography/photography.	This	is	the	safest,	most	reliable	and	stable	mode	to prevent	accident	and	hazard.	When	pilot	communication	is	lost	UAS	is	designed slowly	descend	to	point	of	takeoff	,	or	near	the	control	tran smitter	when	utilizing Dynamic	Mode.	I	do	not	operate	my	UAS	near	airports,	Hospitals	nor	Police heliports,	and	do	not	operate	near	areas	where	general	public	is	within	fifty	to one	hundred	(50100) yards	depending	on	location,	conditions	and	weather.	I

am constantly	on	alert	for	any	manned	aircraft	(Police/Medical	helicopters,	etc.) and	prepared	to	land/abort	immediately	to	the	nearest	and	safest	ground	point should	a	manned	aircraft	approach	my	location	or	I	suspect	manned	aircraft may approach	near	my	loc ation.	My	UAS	is	capable	of	vertical	and	horizontal operations, and	are	flown	only	within	my	line	of	sight,	as	the	remote	control	pilot. Utilizing battery	power	rather	than	combustible	fuels,	flights	generally	last between	eight	(8) to	twelve	(12)	minutes, with	an	altitude	under	two	hundred	fifty(250)	feet.

I	utilize	a	fresh	fully	charged	battery	with	each	flight	as	a	safety	precaution ;	full flight	time	limit	for	each	battery	is	eighteen	(18)	to	twenty two (22)	minutes	as tested.	I	do	not	operate	my	UAS	at	or	below	manufacture	recommend	minimum charge	levels	for	operation ;	preferring	to	remain	well	within	a	safe operating	range to	insure	adequate	communication	between	radio	control	and	UAS	to	eliminate potential	for	crash,	loss	of	control	or	hazard.	Reserve	batteries	are	at	hand	with	each exercise	to	insure	replacement	for	sufficient	safe	level	of operation.	I	do not	believe in	taking	risk	that	may	cause	a	crash,	that	could create	hazard	to	the public/property/manned	aircraft,	and	have	no	desire	to	lose an valuable investment.	I	have	clocked	numerous	practice	flights	in	remote	areas	as	a hobbyist simulating	flights	for	future	commercial	use	to	gain	familiarization	with the characteristics	of	this	specific	UAS's	performance	under	different temperature	and weather	conditions.	I	also	practice	computerized	simulated flights	to	maintain adequate	skills	and	response	refl ex	time.	All	for	the	sake	of safety.

I	am	extremely	cautious	when	operating	of	my	UAS/ultra	lightweight	unmanned aircraft	and	will	not	“create	a	hazard	to	users	of	the	national	airspace	system	orthe	public.”	112	P.L.	95	§	333	(b).	Given	the	small	size	an d	weight	of	my	UAS	it

falls	well	within	Congress’s	contemplated	safety	zone	when	it	promulgated	the Reform	Act	and	the	corresponding	directive	to	integrate	UAS's	into	the	national airspace	system.	My	UAS,	the	DJI	Inspire	1,	used	in	hobby	flight,	has	a	demo nstrable safety	record	and	does	not	pose	any	threat	to	the	general	public or	national	security.

**IV. How**  **Andres	Penso’s Request	Will	Benefit	the	Public	As	A	Whole:** 

Aerial	videography	for	geographical	awareness	and	for	real	estate	marketing has been	around for	a	long	time	through	manned	fixed	wing	aircraft	and helicopters.	For small	budget	real	estate	companies	and	average	homeowners the	expense	of	such aerial	videography	is	cost	prohibitive.	Only	large companies	and	high	end	Realtors or	luxury	homeowners	c an	afford	to	absorb su ch	expense,	depriving	nonluxury homeowners	and	lower	budget	Realtors from	a	valuable	marketing	tool.

Congress	has	already	proclaimed	that	it	is	in	the	public’s	interest	to	integrate commercially	flown	UAS's	into	the	national	airspace system,	hence	the	passing of	the	Reform	Act.	Granting	my	exemption	request	furthers	the	public	interest through	academic/visual	awareness	of	the	geographical	benefits	in	and	around the State	of Virginia .	My	ultra	light	weight	UAS	is	battery	powered	and	cr eates no emissions	that	can	harm	the	environment.	The	consequence	of	my	ultra	light weight UAS	crashing	is	far	less	than	a	full	size	helicopter	or	fixed	wing	aircraft; which	are heavy,	contain	combustible	f uel	and	can	cause	catastrophic devastation	to	the public.

Manned	aircraft	can	pose	a	th reat	to	the	public	through	potential	catastro phic crash	that	many	local	communities	have	experienced	in	the	past	with	military aircraft	and	medical/police	helicopter	crashes.	These	have	resulted	in	a	loss	of life and	endangered	the	public	with	combustible	fuel	that	burned	on	impact.	My UAS
poses	no	s uch	threat	since	size	and	lack	of	combustible	fuel	alleviates	any potential threat	to	the	public.	Additionally,	this	actually	furthers	the	public’s interest	by making	it	safer	for	business	to	conduct	aerial	photography	and	videography	without such	risks.

**V.	Reasons	Why	Andre	Penso’s	Exemption	Will	Not	Adversely	Affect Safety	Or	How	The	Exemption	Will	Provide	a	Level	of	Safety	At	Least**  **Equal	To	Existing	Rule:**

My	exemption	will	not	adversely	affect	safety.	Quite	the	contrary,	for	the reasons stated	permitting	me	to	log	more	flight	time	in	FAA	controlled	airspace, with communication	with	the	FAA,	will	allow	me	to	contribute	to	the	innovation and implementation	of	new	and	novel,	as	of	yet	undiscovered	safety	protocols for development	in	cooperation	with	the FAA.	In	addition	I	submit	the	following representations	of	enhancements	to	current	aerial	videography	and	photography:A.	My	UAS	weighs	less	than	7	pounds	complete	with	a	small	ultra	light	weight high	quality	camera ; B.	I	only	operate	my	UAS	below	300	fee t	(well	within	the	400	foot permissible	ceiling	set	by	the	FAA	Modernization	and	Reform	Act	of	2012) ; C.	My	UAS	only	operates	for	18

- 22minutes	per	flight; D. I	land	my	UAS	prior	to	3 0%	Battery	Remaining; E.	I	pilot	my	UAS	through	remote	control	only	by	lin e	of	sight; F.	I	pilot	my UAS	only	with	a	visual	observer	and but	also use	a	dual controller	setup. The	second	controller	is	solely	used	for	operating	the Inspire	1’s	camera/gimble. G. My	UAS	has	Failsafe	RTH ,	a flight	safety	feature	whereby it	hovers	an d then	slowly	lands	if	communication	with	the	remote	control	pilot	is	lost	for 3 seconds ; H.	My	UAS	has	GPS	and	a	Vision	Positioning	System	utilizing	two	sonar sensors	and	one	monocular	camera	for	positioning	and	to	identify	the current	aircraft’s	positi on ; I.	My	UAS	has	a	flight	recorder	and	I	actively	analyze	flight	data	and	other sources	of	information	to	constantly	update	and	enhance	safety protocols ; J.	I	only	operate	in	reasonably	safe	environment	that	are	strictly	controlled, are	away	from	power	li nes,	elevated	lights,	airports	and	actively	populated

areas ; K.	I	conduct	extensive	preflight	inspections	and	protocol	per	the	Inspire	1 User	Manual ; L.	I	always	obtains	all	necessary	permissions	prior	to	operation ; M.	I	immediately	abort	flights	in	the	event	of	potential	danger; N.	I	only	operate	my	UAS	well	within	“flight	environment	requirements5”	& visual	meteorological	conditions	(VMC) O.	I	will	not	operate	my	UAS	less	than	500	feet	below	or	less	than	2,000	feet horizontally	from	a	cloud	or	when	visibi lity	is	less	than	3	statute	miles from	the	PIC. P.	Only	I,	Andres	Penso,	act	as	Pilot	in	Command	during	flights ; Q.	I	follow	the	UAS	manufacturer’s	aircraft/component,	maintenance, overhaul,	replacement,	inspection,	and	life	limit	requirements. R.	The	operating	documents/manual	will	be	accessible	during	UAS operations	and	made	available	upon	request.

My	safety	protocols provide	a	level	of	safety	equal	to	or	exceeding	existing rules.	It	is important	to	note	that	absent	the	integration	of	commercial	UAS	into our	national airspace	system,	helicopters	are	the	primary	means	of	aerial	video and	photography for	community	awareness,	real	estate,	and	marketing purposes.	While	the	safety record	of	such	helicopters	is	remarkably	astounding, there	have	been	incidents i nvolving	loss	of	life	as	well	as	extensive	property damage ;	it	is	far	safer	to	operate	a battery	powered	ultra	light	weight	UAS.

● First,	the	potential	loss	of	life	is	diminished	because	UAS's	carry	nopeople	on	board	and	I	only	operates	my	UAS	in	specifi c	areas	away	from mass

populations.

● Second,	there	is	no	fuel	on	board	a	UAS	and	thus	the	potential	for	fire	or explosions	is	greatly	diminished.

● Third,	the	small	size	and	extreme	maneuverability	of	my	UAS	allow	me	to remotely	pilot	away	from	and	avoid hazards	quickly	and	safely.

● Fourth,	given	its	small	size	and	weight,	even	when	close	enough	to capture amazing	images,	my	UAS	need	not	be	so	close	to	the	objects they	are	focused	on through	the	technology	and	use	of	post	editing software	allowing	pan	and zoom. Accordingly,	my	UAS	has	been	experimentally	operated	for	familiarization and	competency	and	will	continue	to	operate	at	and	above	current	safety	levels.

**VI.	A	Summary	The	FAA	May	Publish	in	the	Federal	Register:** A.	14	C.F.R.	21	and	14	C.F.R.	91:	Ai rworthiness	Certificates,	Manuals	and The	Like. 14	C.F.R.	21,	Subpart	H,	entitled	Airworthiness	Certificates,	sets	forth requirements	for	procure ment	of	necessary	airworthiness certificates in relation	to	FAR	§	91.203(a)(1).	The	size,	weight	and	enclosed

o perational	area	of	my	UAS	permits	exemption	from	Part	21	because

my UAS	meets	(and	exceeds)	an	equivalent	level	of	safety	pursuant	to Section	333	of	the	Reform	Act.	The	FAA	is	authorized	to	exempt aircraft from	the	airworthiness	certificate	requirement	und er	both	the Act	(49 ) U.S.C.	§	44701	(f))	and	Section	333	of	the	Reform	Act.	Both pieces	of legislation	permit	the	FAA	to	exempt	UAS's	from	the airworthiness certificate				requirement	in	consideration	of	the	weight, size,	speed, maneuverability	and	proximity	to	areas	such	as	airports and	dense populations.	My	current	and	projected	UAS's	meet	or exceed	each	of	the elements. 14	C.F.R.	91.7(a)	prohibits	the	operation	of	an	aircraft	without	an airworthiness	certificate.	As	no	such	certi ficate	will	be	applicable	in the form	contemplated	by	the	FARs,	this	Regulation	is	inapplicable. 14	C.F.R.	§	91.9	(b)	(2)	requires	a n	aircraft	flight	manual	in	the aircraft. As	there	are	no	on	board	pilots	or	passengers,	and	given	the size	of the UAS's,	this	Regulation	is	inapplicable.	An equivalent	level	of safety	will be	achieved	by	mai ntaining	a	safety/flight	manual d elineating	areas	of where	safety	can	be	defined. 10	The	FAA	has previously	issued exemptions	to	this	regulation	in	Exemption Nos. 8607,	8737,	8738,	9299,9299A,	9565,	9565B,	10167,	10167A,	10602, 10700	and	32827. 14	C.F.R.	§	91.121	regarding	altimeter	settings	is	inapplicable	in	so	far as	my	UAS	utilizes	electronic	global	positioning	systems	with	a barometric	sensor. 14	C.F.R.	§ 91.203	(a)	and	(b)	provides	for	the carrying	of	civil	aircraft certifications	and	registrations.	They	are inapplicable	for	the	same reasons	described	above.	The	equivalent level	of	safety	will	be	achieved by	maintaining	any	such	required certifications	and registrations	by	me, Andres	Penso.B.	14	C.F.R.	§	45.23:	Marking	of	The	Aircraft

Applicable	Codes	of	Federal	Regulation	require	aircraft	to	be	marked according	to	certain	specificati ons.	My	UAS	are,	by	definition unmanned. They	therefore	do	not	have	a	cabin,	cockpit	or	pilot	station on	which	to	mark	certain	words	or	phrases.	Further,	two	inch lettering	is	difficult	to	place	on	such	small	aircraft	with	dimensions smaller	that	minimal	lettering	requirement.	The	FAA	has	previou sly issued	exemptions	to	this	regulation	through	Exemptions	Nos.	8738, 10167,	10167A	and	10700.

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

Pursuant	to	14	C.F.R.	§§	61.113	(a)	&	(b),	private	pilots	are	limited	to Non commercial	operations.	I,	Andres	Penso	can	achieve	an	equivalent level	of	safety	as	achieved	by	current	Regulations	because my	UAS does	not	carry	any	pilots	or	passengers.	The	risks	attended	to the operation	of	my	UAS	is	far	less	than	the	risk	levels	inher ent	in	the commercial	activities	outlined	in	14	C.F.R.	§	61,	et	seq.	Thus,	allowing me	to	operate	my	UAS	meet	and	exceed	current	safety	levels	in relation	to	14	C.F.R.	§61.113	(a)	&	(b).

D.	14	C.F.R.	91.119:	Minimum	Safe	Altitudes. 14	C.F.R.	§	91.119	prescribes	safe	altitudes	for	the	operation	of	civil aircraft.	It	allows	helicopters	to	be	operated	at	lower	altitudes	in certain	conditions.	My	UAS	will	never	operate	at	an	altitude	greater than	300	AGL ;	safely	below	the	standard of	400	AGL.	I	will	however operate	my	UAS	in	safe	areas	away	from	public	and	traffic,	providing	a level	of	safety	at	least	equivalent	to	or	below	those	in	relation	to minimum	safe	altitudes.	Given	the	size,	weight,	maneuverability	and speed	of	my	UAS,	an equivalent	or	higher	level	of	safety	will	be achieved.

E.	14	C.F.R.	91.405	(a) ;	407	(a)	(1);	409	(a)	(2);	417(a)	&	(b):	Maintenance Inspections.

The	above	cited	Regulations	require,	amongst	other	things,	aircraft	owners	and operators	to	“have	[the]	aircraft	inspected	as	prescribed	in	subpart	E	of	this	part

a nd	shall between	required	inspections,	except	as	provided	in	paragraph	(c)	of	this section,	have discrepancies	repaired	as	prescribed	in	part	43	of	this	chapter.	.	.	.”

These	Regulations	only	apply	to	aircraft	with	an	airworthiness	certificate. They	will not,	therefore,	apply	to	my	UAS.	However,	as	a	safety precaution	Imeticulously	inspect	my	UAS	before	and	after	each	flight	and	maintained	per	the

manufacturer’s	aircraft/component,	maintenance,	overhaul, replacement, inspection,	and	life	limit	requirements.

In	summary,	Andres	Penso	seeks	an	exemption	from	the	following	Regulations:

14	C.F.R.	21,	subpart	H ;	14	C.F.R.	45.23(b);	14	C.F.R.	§§	61.113	(a)	& (b) ;	14	C.F.R.	§	91.7	(a);	14	C.F.R.	§	91.9	(b)(2);	14	C.F.R.	§	91.103(b); 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)	and	(b);	14	C.F.R.	§	91.405	(a);	14 C.F.R.	§	91.407	(a)(1) ;	14	C.F.R.	§	91.409	(a)(2);	14	C.F.R.	§	91.409	(a	) (2) ;	and,	14	C.F.R.	§§	91.417	(a)	&	(b)	to	commercially	operate	my lightweight unmanned	aircraft	system	for	aerial	photography/Inspection/ included	but	not limited	to	the	following;	Business	Operations:	over	land, waterways,	and	oceans ; operation	over/in	nonrestricted	National	Parks, National	Forests,	flight	in nonnavigable	airspace,	using	nonintrusive recording	devices,	operation	in	otherwise unrestricted	U.S. States/Territories	for	aerial	videography/cinematography	for commercial operation	and	to	enhance	academic	community	awareness	for	those individuals	and	companies	u nfamiliar	with	the	geographical	layout	of such	areas. Currently,	area	awareness	and	real	estate	aerial videography/photography	relies primarily	on	the	use	of	larger	aircraft running	on	combustible	fuel,	posing	potential risk	to	the	public.	Granting my	request	for	exemption	will	reduce	current	risk	levels and	thereby enhance	safety.	My	UAS	does	not	contain	potentially	explosive	fuel,	is smaller,	lighter	and	more	maneuverable	than	conventional	photographic aircraft with	much	less	flight	time.	Further, I	operate	at	lower	altitudes	and in	controlled airspace	eliminating	potential	public	risk	flying	to	and	from	established	airfields.	I have	been	analyzing	flight	information	and	will	compile	safety	protocols	and	the implementation	of	a	flight	operations	man ual	that	exceeds	currently	accepted means	and	methods	for	safe	flight.	Formal	collection	of	information	shared	with	the FAA	will	enhance	the	FAA's	internal	efforts	to	establish	protocols	for	complying with	the	FAA	Modernization	and	Reform	Act	of	2012.	Ther e	are	no	personnel	on board	my	UAS	and	therefore	the	likelihood	of	death	or	serious	bodily	injury	is significantly	diminished.	The	operation	of	my	UAS,	weighing	less	than	7	pounds	and travelling	at	lower	speeds	within	limited	areas	will	provide	an	equivale nt	level	of safety	as	that	achieved	under	current	FARs.	Accordingly	I	respectfully	request	that the	FAA	grant	my	exemption	request	and	am	willing	to	cooperate	in	sharing information	to	benefit	the	FAA,	safety	of	manned	aircraft,	and	the	general	public	at l arge.

Respectfully	Submitted, Andres	Penso 8400	Rosebay	Lane	#203 Manassas,	VA	20109