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1676 International Drive • Penthouse

McLean, VA 22102

Tel: 703.336.8800

mckennalong.com

Northern Virginia

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Mark E. McKinnon

703.336.8708

Matthew J. Clark

703.336.8714

Email Address

mmckinnon@mckennalong.com

mclark@mckennalong.com

April 21, 2015

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, RTI Group, LLC ("RTI"), hereby applies for an exemption from the Federal 

Aviation Regulations ("FARs") identified below, to operate small unmanned aerial vehicles (i.e., 

"small unmanned aircraft" or "UAS") for aerial data collection. The data will be used in support of, 

inter alia, RTI's forensic evaluation and infrastructure inspection work. The FAA has previously 

issued grants of exemption in circumstances similar to those presented in this Petition for 

Exemption.

In addition to this Petition for Exemption, RTI will also submit the following supporting 

documents (hereinafter referred to as "operating documents"):

 RTI UAS Operations Manual;

 DJI Phantom 2 Vision User's Manual; 

 Smart Flight Battery Safety 

Guidelines;

 DJI Quick Start Guide; 

 DJI Pilot Training Guide;

 DJI Inspire 1 User's Manual

 DJI Inspire 1 Safety Guidelines

 DJI Inspire 1 Maintenance Manual 

 DJI Intelligent Flight Battery Safety 

Guidelines

RTI submits these operating documents as confidential documents pursuant to 14 C.F.R. 

§ 11.35(b), as the materials contain confidential commercial and proprietary information that RTI

has not and will not share with others. The information contained in these documents is not 

generally available to the public and is protected from release under the Freedom of Information Act, 

5 U.S.C. § 552 et seq.

U.S. Department of Transportation

Docket Management System

1200 New Jersey Ave., SE

Washington, DC 20590

Re: Petition of RTI Group, LLC, for an Exemption Pursuant to Section 333 of the 

FAA Modernization and Reform Act of 2012
 

U.S. Department of Transportation

April 21, 2015

Page 2

For your convenience, this Petition is organized as follows:

I. Description of Petitioner

II. Description of Proposed Operation

III. Relevant Statutory Authority

IV. RTI'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 in RTI's Operating 

Documents 

V. Regulations From Which Exemption is Sought

A. 91.9(c), 45.23(b) and 45.27(a): Aircraft Marking and Identification Requirements

B. 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2); 91.417(a) and (b): Maintenance 

Inspections

C. 61.113, 61.101(e)(4) and (5): Private and Recreational Pilot Privileges and 

Limitations

D. 91.7(a): Civil Aircraft Airworthiness

E. 91.9(b)(2): Civil Aircraft Flight Manual in the Aircraft and 91.203(a) and (b): 

Carrying Civil Aircraft Certification and Registration

F. 91.103: Preflight Action

G. 91.109(a): Flight Instruction

H. 91.119(b) and (c): Minimum Safe Altitudes

I. 91.121: Altimeter Settings

J. 91.151(a): Fuel Requirements for Flight in VFR Conditions 

VI. Drug and Alcohol Program

VII. Public Interest

VIII. Privacy

IX. National Security

X. Federal Register Summary

XI. Conclusion
 

U.S. Department of Transportation

April 21, 2015

Page 3

I. DESCRIPTION OF PETITIONER

Headquartered in Stevensville, Maryland, RTI is a pioneering, global accident and failure 

investigation and safety management consultancy serving the legal and insurance markets. With 

origins dating back to 1975, RTI provides forensic engineering services to high-risk industries and 

transportation operations, including aviation, marine, rail, utilities, nuclear, and construction.

The RTI group of companies is a well-established multidisciplinary technical services 

consultancy specializing in accident and failure investigation as well as safety-related applications 

and education. RTI professionals are innovative leaders in the technical analysis and reconstruction 

of transportation and industrial accidents, offering well over thirty years of experience in conducting 

forensic investigations. Cases have ranged from small to large loss matters, including complex 

claims and litigation, conducted on behalf of corporations, attorneys, insurance companies, and 

government agencies. RTI is an established international resource of highly qualified experts who 

provide each client with bespoke forensic engineering and scientific investigations, laboratory 

testing, system safety analysis, computer accident reconstructions, and forensic visual presentations.

Following decades of experience serving clients worldwide, RTI has developed a solid 

reputation for excellence across the forensic engineering field. Consistent with that reputation, RTI 

continually seeks new and innovative ways to better serve its clients. New UAS technologies have

tremendous potential in the field of forensic engineering and related infrastructure inspections. 

UASs provide a versatile platform for capturing high-resolution imagery of infrastructure, and also 

provide a means to survey large areas quickly and safely. For these reasons, RTI seeks an exemption 

allowing commercial operation of UASs for aerial data collection.

In accordance with 14 C.F.R. § 11.81(a), RTI provides the following information in support 

of its Petition for Exemption. 

The contact information for Petitioner is as follows:

Jeremy Reynolds, Chief Operations Officer

RTI Group, LLC

401 Log Canoe Circle

Stevensville, MD 21666 

Phone: 410.571.0712 

Fax:. 410.571.0713

Email: jeremy.reynolds@rtiforensics.com

II. DESCRIPTION PROPOSED OPERATION

RTI seeks an exemption pursuant to Section 333 of the Reform Act to use the DJI Phantom 2 

Vision and the DJI Inspire 1 UASs for aerial data collection in support of RTI's forensic evaluation 

infrastructure inspection work. The proposed operations will occur under tightly controlled 

conditions on private property where RTI has received permission to fly from the landowner or 
 

U.S. Department of Transportation

April 21, 2015

Page 4

his/her authorized representative. The UAS will be operated in accordance with the requirements 

contained in the accompanying RTI operating documents, and in accordance with the requirements 

of an applicable Certificate of Waiver or Authorization ("COA"). 

Examples of the type of work the aerial data will support include: 

 Assisting Accident First Responders: RTI anticipates using UASs to assist first responders in 

documenting and surveying accident scenes. 

 Aviation and Rail Accident Investigation: RTI intends to use UASs to conduct site and 

debris field mapping in the aftermath of aviation, railroad and other transportation related 

accidents. 

 Accident Investigations/Analysis: RTI intends to employ UASs to survey and map broad 

views of large areas in support of its accident investigation/analysis activities. UASs would 

also be used to survey and map areas affected by catastrophic events such as tornados, 

hurricanes, earthquakes, flooding, and collapse of large structures. Additionally, UASs may

be used to survey and inspect fire and explosion damages. 

 Infrastructure Inspections: RTI intends to use UASs to capture high-resolution imagery of 

infrastructure to include items such as flare stacks, elevated oil/gas pipelines, 

powerlines/power infrastructure, wells, tanks, columns, tower structures, antenna systems, 

tall monuments, water towers, dams, power transmission or communication systems, wind 

turbines, agricultural silos, signs/billboards, light poles, bridges, rooftops, building façades,

and other industrial plant/site infrastructure. While some of this infrastructure is accessible 

using specialized climbing gear, ladders and man lifts, these methods expose inspecting 

engineers and consultants to significant falling risks and the possibility of causing damage to 

the structure being inspected. In other instances, structural features are inaccessible using

these conventional inspection methods, and the structure is located in an area where fullscale aircraft cannot fly. UASs will aid in documenting the observable infrastructure 

conditions that are simply not accessible by any other safe or practical means. 

 

The FAA has previously issued grants of exemption in circumstances substantially similar to 

those presented in this Petition for Exemption, including, but not limited to: 

 Exemption No. 11230 to Montico, Inc. (Tower inspections and mapping operations to an 

existing tower structure) (Docket No. FAA-2014-0604);

 Exemption No. 11225 to Oceaneering International, Inc. (Safety inspection and aerial 

surveying);

 Exemption No. 11217 to Notus Access Group (Aerial inspections of wind turbine blades and 

towers) (Docket No. FAA-2014-0954);
 

U.S. Department of Transportation

April 21, 2015

Page 5

 Exemption No. 11206 to BNSF Railway Co. (Remote aerial viewing of railroad 

infrastructure and operations) (Docket No. FAA-2014-0704);

 Exemption No. 11191 to Singer's Creation (Aerial photography for inspection of home 

exteriors) (Docket No. FAA-2014-0915);

 Exemption No. 11185 to Commonwealth Edison Company (Electric transmission and 

distribution utility system monitoring, powerline inspections, and damage assessments) 

(Docket No. FAA-2014-0855);

 Exemption No. 11175 to State Farm Automobile Insurance (Roof inspections) (Docket No. 

FAA-2014-0876);

 

 Exemption No. 11156 to Total Safety U.S., Inc. (Flare stack inspections) (Docket No. FAA2014-0610); and

 Exemption No. 11109 to Clayco (Aerial imaging, surveying and monitoring of construction 

sites) (Docket No. FAA-2014-0507). 

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 system." 

Pursuant to Section 333 of the Reform Act, the FAA Administrator is to permit unmanned aircraft 

systems to operate in the 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).
 

U.S. Department of Transportation

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Page 6

IV. RTI'S PROPOSED UAS OPERATIONS MEET THE REQUIREMENTS OF SECTION 333 OF THE 

REFORM ACT

RTI's proposed operations 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

The FAA has previously determined that a Grant of Exemption is appropriate for operations 

conducted using the DJI Inspire 1 and the DJI Phantom 2 (including the Vision and Vision+ 

models), due to their size, weight, speed, and operational capability. See e.g.,

 Exemption No. 11224 to NextEra Energy, Inc. (DJI Phantom 2 Vision+ and DJI Inspire 1)

 Exemption No. 11230 to Montico, Inc. (DJI Phantom 2 Vision+)

 Exemption No. 11228 to Steven Zeets (DJI Phantom 2 and DJI Phantom 2 Vision+)

 Exemption No. 11218 to Saratoga Aerial Vehicle (DJI Phantom 2 Vision+)

 Exemption No. 11215 to Mike Johnson (DJI Phantom 2 Vision+)

Specifically, the FAA has found the following characteristics of the DJI Phantom 21and DJI 

Inspire 12to warrant approval for a Grant of Exemption:

 The DJI Phantom 2 Vision weighs less than 3 lbs (including the battery).

 The DJI Inspire 1 weighs less than 6 lbs (including the battery).

 Maximum flight speed for the DJI Phantom 2 Vision is 15 m/s (29 knots).

3

 Maximum flight speed for the DJI Inspire 1 is 22 m/s (~43 knots).

 Both the DJI Inspire 1 and the DJI Phantom 2 Vision has the capability to operate safely 

after experiencing certain in-flight contingencies or failures and uses an auto-pilot system to 

maintain UAS stability and control. The UASs are also able to respond to a loss of GPS or a 

lost-link event with a pre-coordinated, predictable, automated flight maneuver. These safety 

features provide an equivalent level of safety compared to a manned aircraft performing a 

similar operation and mitigate the risk of command and control link failures.

4

 The Inspire 1 

 

1 Manufacturer specifications for the DJI Phantom 2 Vision are located in Attachment A. 

2 Manufacturer specifications for the DJI Inspire 1 are located in Attachment B. 

3

Exemption No. 11195 to FalconSkyCam at pg. 10.

4

Id. at pg. 3.
 

U.S. Department of Transportation

April 21, 2015

Page 7

also has geofencing capabilities to ensure the aircraft remains within a defined area of 

operation.

 Altitude information will be generated by equipment onboard the UAs 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 radio frequencies used for operations and control of the UASs comply with the Federal 

Communications Commission ("FCC") and other appropriate government oversight agency 

requirements. Both UASs operate within the 2.4 GHz frequency band. 

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

weight would likely exceed 6,000 pounds. The difference in weight between the DJI Phantom 2 and 

DJI Inspire 1 (which carries no passengers, crew, or flammable fuel), significantly reduces the 

potential harm to the participating and non-participating individuals or property in the event of an 

accident or incident.

B. Approval is Warranted Based on the Operational Restrictions in RTI's 

Operating Documents 

RTI's operating documents contain all the procedures and limitations necessary to safely and 

successfully perform the proposed operations. To assist the FAA in making a safety assessment of 

RTI's proposed operations, below is a summary of operational limitations and conditions that RTI

will adhere to, and which will ensure an equivalent or higher level of safety to operations conducted 

under current regulatory guidelines:

1. Operations authorized by the grant of exemption will be limited to the DJI Phantom 2 Vision 

and the DJI Inspire 1 when weighing less than 55 pounds including payload. Proposed 

operations of any other aircraft will require a new petition or a petition to amend this grant. 

2. Operations for the purpose of closed-set motion picture and television filming are not 

permitted.

3. The UA may not be operated at a speed exceeding 87 knots (100 miles per hour). The 

exemption holder may use either groundspeed or calibrated airspeed to determine 

compliance with the 87 knot speed restriction. In no case will the UA be operated at 

airspeeds greater than the maximum UA operating airspeed recommended by the aircraft 

manufacturer.

4. 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.
 

U.S. Department of Transportation

April 21, 2015

Page 8

5. 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.

6. All operations must 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 ensure that the VO 

can perform the duties required of the VO.

7. This exemption and all documents needed to operate the UAS and conduct its operations in 

accordance with the conditions and limitations stated in this grant of exemption, are 

hereinafter referred to as the operating documents. The operating documents must be 

accessible during UAS operations and made available to the Administrator upon request. If a 

discrepancy exists between the conditions and limitations in this exemption and the 

procedures outlined in the operating documents, the conditions and limitations herein take 

precedence and must be followed. Otherwise, the operator must follow the procedures as 

outlined in its operating documents. The operator may update or revise its operating 

documents. It is the operator’s responsibility to track such revisions and present updated and 

revised documents to the Administrator or any law enforcement official upon request. The 

operator must also present updated and revised documents if it petitions for extension or 

amendment to this grant of exemption. If the operator determines that any update or revision 

would affect the basis upon which the FAA granted this exemption, then the operator must 

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

(AFS-80) may be contacted if questions arise regarding updates or revisions to the operating 

documents.

8. Any UAS that has undergone maintenance or alterations that affect the UAS operation 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.

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

condition for safe operation.

10. Prior to each flight, the PIC must conduct a pre-flight inspection and determine the UAS is in 

a condition 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 operating 

until the necessary maintenance has been performed and the UAS is found to be in a 

condition for safe flight.
 

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April 21, 2015

Page 9

11. The operator must follow the UAS manufacturer’s maintenance, overhaul, replacement, 

inspection, and life limit requirements for the aircraft and aircraft components.

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

bulletins.

13. Under this grant of exemption, a PIC must hold either an airline transport, commercial, 

private, recreational, or sport pilot certificate. 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 Colombia, 

Puerto Rico, a territory, a possession, or the Federal government. 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. 

14. 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 experiencebuilding) 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 operations are considered nonparticipants, and the PIC must operate 

the UA with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119.

15. UAS operations may 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.

16. 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 issued 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.

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

from a cloud or when visibility is less than 3 statute miles from the PIC.

18. If the UAS loses communications or loses its GPS signal, the UA must return to a predetermined location within the private or controlled-access property.
 

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

20. 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 operate after that for at least five minutes or with the reserve power recommended by the 

manufacturer if greater.

21. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All 

operations shall be conducted in accordance with an ATO-issued 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.

22. All aircraft operated in accordance with this exemption must be identified by serial number, 

registered in accordance 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.

23. Documents used by the operator to ensure the safe operation and flight of the UAS and any 

documents 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 request.

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

all times.

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

26. All flight operations conducted closer to nonparticipating persons (persons other than the 

PIC or VO), vessels, vehicles, and structures, than the minimum distance requirements of § 

91.119 (b)

5

and (c)

6

, must be conducted using a tether. The operator must ensure that 

nonparticipating persons remain at least 25 feet away from the maximum distance the UAS 

can travel. If a situation arises where nonparticipating persons comes with 25 feet from the 

maximum distance the UAS can travel, flight operations must cease immediately.7 The PIC 

must make a safety assessment of the risk of operating closer to those objects and determine 

that it does not present an undue hazard. 

 

5

(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. 

6

(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.

7

See discussion of tethered UAS operations in Section V(H), supra. 
 

U.S. Department of Transportation

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Page 11

27. All operations shall be conducted over private or controlled-access property with permission 

from the property owner/controller or authorized representative. Permission from property 

owner/controller or authorized representative will be obtained prior to the beginning of every 

flight.

28. Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries 

of the operational area as defined by the applicable COA must be reported to the FAA’s 

UAS Integration Office (AFS-80) within 24 hours. Accidents must be reported to the 

National Transportation Safety Board (NTSB) per instructions contained on the NTSB Web 

site: www.ntsb.gov.

V. REGULATIONS FROM WHICH EXEMPTION IS SOUGHT

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.8

RTIseeks an exemption from several interrelated provisions of 14 C.F.R. Parts 45, 61 and 91 

for purposes of conducting the requested operations using small UASs, including:

FAR Description

91.9(c); 45.23(b) and 

45.27(a)

Aircraft Marking and Identification Requirements

91.405(a); 91.407(a)(1); 

91.409(a)(1) and (2); 

91.417(a) and (b) 

Maintenance and Inspection Requirements 

61.113; 61.101(e)(4) and (5) Private and Recreational Pilot Privileges and Limitations

91.7(a) Civil Aircraft Airworthiness

91.9(b)(2); 91.203(a) and 

(b)

Carrying Aircraft Flight Manual, Certification and Registration in 

the Aircraft 

91.103 Preflight Action

 

8

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).
 

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Page 12

91.109(a) Flight Instruction

91.119 (b) Minimum Safe Altitudes – Over Congested Areas

91.119(c) Minimum Safe Altitudes - Over Other than Congested Areas

91.121 Altimeter Settings

91.151(a) Fuel Requirements for Flight in VFR Conditions 

Listed below are the specific sections of 14 C.F.R. for which exemption is sought, and 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.9

A. 91.9(c), 45.23(b) and 45.27(a): Aircraft Marking and Identification 

Requirements

RTIseeks 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.

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

 

9

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

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.
 

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April 21, 2015

Page 13

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 prior grants of exemption under Section 333 of the Reform Act, the FAA determined that 

exemption from these requirements was warranted provided that the aircraft "have identification (NNumber) markings in accordance with 14 C.F.R Part 45, Subpart C if the markings are as large as 

practicable."10 All UA flown by Petitioner will bear N-number markings that are as large as 

practicable in accordance with 14 C.F.R. Part 45, Subpart C.11 

B. 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2); 91.417(a) and (b): Maintenance 

Inspections

Petitioner seeks an exemption from the maintenance inspection requirements contained in 14 

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

maintenance and inspection standards in reference to 14 C.F.R. Part 43.12 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. 

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

performed in accordance with the operating documents and any required manufacturer Safety or 

Service Bulletins. Further, as required by the operating documents, 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 the operating documents, the PIC who conducts the functional test 

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

The operating documents also includes requirements to follow the UAS manufacturer’s

maintenance, overhaul, replacement, inspection, and life limit requirements for the aircraft and 

aircraft components. Moreover, the operating documents also include 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 Petitioner's UASs. As a 

whole, the maintenance and inspection procedures required by Petitioner's operating documents 

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

 

10 FAA Docket No. FAA-2014-0352.

11 See, e.g., FAA Docket No. FAA-2014-0352, at 14. 

12 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").
 

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C. 61.113, 61.101(e)(4) and (5): Private and Recreational Pilot Privileges and 

Limitations

RTIseeks 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 FAA's Section 333 Grant of Exemption to Astraeus Aerial13, 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 fulfillment of the additional requirements for a 

private pilot to become qualified as a commercial pilot would not lead to any additional safety 

benefits when UAS operations are involved. 

More recently, the FAA determined that holders of recreational and sport pilot certificates 

would also have adequate aeronautical knowledge to pilot a UAS. Accordingly, because these 

individuals would also be subject to security screening by the Department of Homeland Security 

("DHS"), the FAA determined that holders of recreational and sport pilot certificates would be 

qualified to serve as the PIC for UAS operations.14 

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

similarly imposed on Astraeus Aerial and other operators in more recently granted exemptions under 

Section 333 of the FAA Reform Act. RTI will operate on private property away from persons and 

property not involved in the operation. RTI will also require all PICs to be thoroughly trained in the 

unique aspects of UAS flight. As set forth in the operating documents, 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 

RTI. The pilot qualification, training, and currency requirements in the operating documents ensure 

that Petitioner's pilots are competent and proficient in the UAS they are operating. The Petitioner's 

training and qualification requirements are consistent with those contained in prior FAA issued 

grants of exemption, and will provide a higher level of competency and proficiency for its pilots and 

will ensure at least an equivalent level of safety.

 

13 Grant of Exemption No. 11062 (FAA Docket No. FAA-2014-0352).

14 See Grant of Exemption No. 11213 to Aeryon Labs, Inc. (Docket No. FAA-2014-0642 at pgs. 

8-9).
 

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D. 91.7(a): Civil Aircraft Airworthiness

Inasmuch as there will be no airworthiness certificate issued for the UASs, RTI seeks an 

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

to be operated. While the petitioner’s UASs will not have an airworthiness certificate, the FAA has 

determined that for the purposes of this exemption the pilot may determine the aircraft is in an 

airworthy condition prior to flight. The operating documents contain procedures which allow the 

PIC to determine whether the aircraft is in a condition safe for flight, and an exemption from § 

91.7(a) is therefore warranted. 

E. 91.9(b)(2): Civil Aircraft Flight Manual in the Aircraft and 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.

Given the small size and configuration of the UASs, 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. 

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 
 

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operating the aircraft.15 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.16 

F. 91.103: Preflight Action

Petitioner 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 FAAapproved 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.

Adherence to the requirements in the operating documents will ensure that the UAS is in an 

airworthy condition prior to flight. The PIC will perform a series of checklists designed to identify 

any defects or inoperable components, which cover pre-flight, take-off, 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. Petitioner's operating documents will be kept at the ground control station and will be 

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

G. 91.109(a): Flight Instruction

Petitioner 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 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). 

 

15 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. 

16 See also Exemption No. 11213 to Aeryon Labs, Inc. at pg. 11:

The petitioner requested relief from 14 CFR § 91.9(b)(2): Civil aircraft flight 

manual, marking, and placard requirements and § 91.203(a) and (b): Civil aircraft: 

Certifications required. The FAA has previously determined that relief from these 

sections is not necessary. See Exemption No. 11062. Relevant materials may be kept 

in a location accessible to the PIC in compliance with the regulations.
 

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Given the size and speed of the UASs that Petitioner intends to use, an equivalent level of 

safe training can still be achieved without dual controls because no pilot or passengers are aboard the 

UAS, and as required by the operating documents, all persons will be a safe distance away in the 

event that the UAS experiences any difficulties during flight instruction. Moreover, all flight 

training will be conducted in controlled and sterile environment. As a whole, the procedures 

provided for in the operating documents ensure that UAS flight instruction can be performed safely.

H. 91.119(b) and (c): Minimum Safe Altitudes

Petitioner requests an exemption from the minimum safe altitude requirements of 14 C.F.R. § 

91.119(b) and 91.119(c), which state:

Except when necessary for takeoff or landing, no person may operate an aircraft 

below the following altitudes: 

(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. 

As set forth in the attached RTI operating documents, RTI has established a set of procedures 

that adequately mitigate any risk from operating its UAS under tightly controlled conditions that 

warrant a deviation from the minimum distances set forth in these sections. Accordingly, RTI 

requests an exemption from this section of the FARs. 

In particular, RTI requests that the minimum distance requirements of 2000' under subsection 

(b) and 500' under subsection (c) be lowered. At any time the UAS needs to be flown closer than 

these distances to a structure or obstacle that is not the subject of the flight, then RTI will conduct

the operation using a tether. As set forth in the operating documents, the flight location will be 

surveyed before flight, and the distance between the center of the operation (i.e. tether point) and all 

obstacles will be determined. The aircraft will be securely tethered at a point whereby the length of 

the tether is 25' shorter than the distance from the tether point to the closest obstacle. In this way, at 

no time will the UAS be capable of contacting the obstacle. In addition, a perimetersecurity will be 

set up to ensure that no persons can enter closer than 25' from the maximum distance the UAS can 

travel. This method will provide a superior method of safety beyond the arbitrary restriction of 500' 

and 2000' that was designed to ensure the safe operation of helicopters and conventional aircraft. 

In making this request, petitioner is cognizant of the Opinions issued by the FAA Chief 

Counsel's Office addressing the question of what constitutes a "congested area" as that term is used 

in the FARs. The determination of whether an area is "congested" rests on characteristics of the 

area, the presence of persons unassociated with the flight operation, and the characteristics of the 

aircraft. See Memorandum from Rebecca MacPherson, Assistant Chief Counsel for Regulations to 

James Gardner, Manager, Flight Standards Division (June 18, 2012). For example, in that 

memorandum, an inquiry was made whether a helicopter could be used for a large external lift 
 

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operation at an industrial site. The proposed operation would be conducted at the factory, which 

normally has a large number of persons, as well as over an open field, a parking lot, and over a "busy 

road" surrounding the factory. The operator asked whether it would be permissible to operate at 

these locations if they could be turned into "depopulated" areas. The FAA Chief Counsel's Office 

indicated that this could be done, so long as precautions were in place to remove the population from 

the area and prevent persons from approaching while it was being conducted. 

In summary, the fact that the UASs weighs less than 6 lbs (with payload), will be operating 

within VLOS of a PIC and VO, at an airspeed of 87 knots or less with no flammable fuel onboard, 

and the standoff requirements for both participating and nonparticipating persons and property in the 

operating documents, will ensure the protection of persons and property on the ground—which has 

been the purpose of the minimum safe altitudes rule in §91.119 since its inception. 

I. 91.121: Altimeter Settings

To the extent necessary for RTI to conduct the proposed operations, Petitioner requests 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.

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 below 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.17

The UASs that Petitioner intends to use for performing the proposed operations meet all

these operational characteristics. Moreover, the operating documents require the PIC to calibrate the 

aircraft's GPS compass prior to each flight operation. As the FAA has determined in circumstances 

similar to this Petition for Exemption, Petitioner's UASs and the safety mitigation procedures 

contained in the operating documents, 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. 91.151(a): Fuel Requirements for Flight in VFR Conditions 

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

conditions. Section 91.151 states:

(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

 

17 See Grant of Exemption No. 11062 to Astraeus Aerial (FAA-2014-0352 at 21). 
 

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(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. 

The FAA has previously granted relief from the fuel requirements of § 91.151(a) for flight in 

daytime VFR conditions in circumstances similar to those presented in this Petition for Exemption.

18

 

In Exemption No. 11213 to Aeryon Labs, Inc.19, the FAA determined that a requirement prohibiting 

the PIC from beginning a UAS flight unless (considering wind and forecast weather conditions) 

there was enough available power for UAS to operate for the intended operational time and to 

operate after that for at least five minutes or with the reserve power recommended by the 

manufacturer if greater, would ensure an equivalent level of safety to the fuel requirements of § 

91.151(a).

20

 Petitioner's operating documents impose this same requirement and an exemption from 

§ 91.151(a)'s fuel requirements for flight in VFR conditions is therefore appropriate. 

VI. DRUG AND ALCOHOL PROGRAM

RTI 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 RTI'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. 

More importantly however, and as recognized by the FAA in prior grants of exemption

allowing commercial operation of UAS for purposes similar to those described herein, granting the 

requested exemptions will significantly improve safety and reduce risk by alleviating the public's 

exposure to danger and emissions associated with using manned aircraft to perform equivalent aerial 

data collection. Petitioner's UASs 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 aircraft. The use of small UASs 

 

18 See e.g., Exemption Nos. 8811, 10808, and 10673.

19 Docket No. FAA-2014-0642.

20 Exemption No. 11213 at pg. 12.
 

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also improves safety by reducing the risk of serious harm or injury to inspecting engineers and 

consultants. 

Moreover, the aerial data collected using RTI UASs will aid in documenting building and 

structural damage conditions which, if left unchecked, might lead to a falling debris hazard onto the 

public. The public will also benefit from the superior quality of the inspections resulting from aerial 

data collected using UASs. Petitioner's UASs will be capable of documenting conditions that may 

have been otherwise inaccessible using traditional inspection and survey methods. The use of small 

UASs will also reduce the risk of harm to inspecting engineers and consultants by not exposing them 

to hazards associated with inspection of dangerous or unsafe physical conditions often present in 

buildings and structures that have been damaged, exhibit some defect, or are otherwise deteriorating. 

VIII. PRIVACY

All RTI UAS operations will be conducted in accordance with applicable federal, state, or 

local laws regarding privacy. All operations will be conducted over RTI property or private 

controlled-access property with permission from the land owner/controller or authorized 

representative. Permission from land owner/controller or authorized representative will be obtained 

for each flight to be conducted.

IX. NATIONAL SECURITY

No national security issue is presented by the requested exemptions. Given that the UASs

are exceedingly small and lightweight, have lost-link and geo-fencing capabilities, will operate at

very low speeds, have extremely low payload capacities and carry no flammable, explosive or

otherwise dangerous materials, the operations pose no threat to national security.

X. 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:

Petitioner seeks an exemption from the following rules in Title 14 of the Code of Federal 

Regulations:

45.23(b); 45.27(a); 61.113; 61.101(e)(4) and (5); 91.7(a); 91.9(b)(2); 91.9(c); 91.103; 

91.109(a); 91.119(b) and (c); 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 using conventional fixed-wing aircraft or, 

rotorcraft for aerial data collection.
 

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XI. CONCLUSION

RTI'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 operations in this Petition for 

Exemption are similar to those in previously issued grants of exemptions, and they would benefit the 

public as a whole by improving safety. In consideration of the foregoing, this Petition for 

Exemption provides the FAA with all the necessary justification for granting the requested 

exemptions allowing RTI to use small UASs for aerial data collection in support of its forensic 

evaluation and infrastructure inspection work.

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

any questions, or if you need additional information to support the requested exemptions, please do 

not hesitate to contact the undersigned. 

Very truly yours,

Matthew J. Clark

Mark E. McKinnon

Lisa M. Ellman

Attachments 
 

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ATTACHMENT A: DJI PHANTOM 2 VISION SPECIFICATIONS
 

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ATTACHMENT B: DJI INSPIRE 1 SPECIFICATIONS
 

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(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)). 

Attachments: 

RTI UAS Operations Manual

DJI Phantom 2 Vision User's Manual

Smart Flight Battery Safety Guidelines

DJI Quick Start Guide

DJI Pilot Training Guide

DJI Inspire 1 User's Manual

DJI Inspire 1 Safety Guidelines

DJI Inspire 1 Maintenance Manual

DJI Intelligent Flight Battery Safety Guidelines