August 5

, 2015

Exemption No. 12337 Regulatory Docket No. FAA

– 20 15

– 2054

Mr. Rod Coll Eagle Eye Aeronautical Imaging LLC

855 Pleasant Street

Walla Walla , WA 99362

Dear Mr. Coll :

This letter is to inform you that we have granted your request for exemption. It transmits our decision, explains its basis, and gi ves you the conditions and limitations of the exemption, including the date it ends.

By letter dated May 18, 2015 , you petitioned the Federal Aviation Administration (FAA) on

behalf of Eagle Eye Aeronautical Imaging LLC ( hereinafter petitioner or operator ) for an exemption . The petitioner requested to operate an unmanned ai rcraft system (UAS) to

conduct aerial imaging and video of real estate for marketing and inspections of vertically developed structures such as wind turbines, cell towers, power lines a nd aerial imagery of agricultural lands to aid rural farmers with crop analysis

.

See Appendix A for the petition submitted to the FAA des cribing the proposed operations and

the regulations that the petitioner seeks an exemption

.

The FAA has determined that good cause exists for not publishing a summary of the petition in the Federal Register because the requested exemption would not set a precedent, and any delay in acting on this petition would be detrimental to the petitioner

.

Airworthiness Certifica tion

The UAS proposed by the petitioner are the DJI Phantom 2 +

, DJI Phantom 3, and 3D

R obotics Solo

.2

The petitioner requested relief from 14 CFR part 21, C ertification procedures for products and parts, Subpart H

— Airworthiness Certificates

. In accordance with the statutory criteria provided in Section 333 of P ublic Law 112

− 95 in reference to 49 U

. S

. C

. § 44704, and in consideration of the size, weight, speed, and limited operating area associated with the

aircraft and its operation, the Secre tary of Transportation has determined that this aircraft

meets the conditions of Section 333. Therefore, the FAA finds that the requested relief from

14 CFR part 21

, C ertification procedures for products and parts, Subpart H

— Airworthiness Certificates

, and any associated noise certification and testing requirements of part 36, is

not necessary.

The Basis for Our Decision

You have requested to use a UAS for aerial data collection 1

. The FAA has issued grants of exemption in circumstances similar in all material respects to those presented in your petition. In Grants of Exemption No s

. 11062 to Astraeus Aerial ( see Docket No. FAA−2014−0352), 11109 to Clayco, Inc. ( see Docket No. FAA

− 2014

− 0507), 11112 to VDOS Global, LLC ( see Docket No. FAA−2014−0382), and 11213 to Aeryon Lab s , Inc. ( see Docket No. FAA−2014−0642), the FAA found that the enhanced safety achieved using an unmanned aircraft (UA) with the specifications described by the petitioner and carrying no passengers or crew, rather t han a manned aircraft of significantly greater proportions, carrying crew in addition to flammable fuel, gives the FAA good cause to find that the UAS operation enabled by this exemption is in the public interest.

Having reviewed your reasons for requesti ng an exemption, I find that

—

 They are similar in all material respects to relief previously requested in Grant of Exemption Nos. 11062, 11109, 11112, and 11213 ;

 The reasons stated by the FAA for granting Exemption Nos. 11062, 11109, 11112, and

11213 also apply to the situation you present; and

 A grant of exemption is in the public interest.

Our Decision

In consideration of the foregoing, I find that a grant of exemption is in the public interest. Therefore, pursuant to the authority contained in 49 U.S.C. 106(f), 40113, and 44701, delegated to me by the Administrator, Eagle Eye Aeronautical Imaging LLC is granted an exemption from 14 CFR §§ 61.23(a) and ( c ), 61.101(e)(4 ) and (5), 61.113(a), 61.315(a)

, 91.7(a), 91.119(c), 91.121, 91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2), and 91.417(a) and (b), to the extent necessary to allow the petitioner to operate a UAS to perform

1 Aerial data collection includes any remote sensing and measuring by an instrument(s) aboard the UA. Examples include imagery (photography, video, infrared, etc.), electronic measurement (precision surveying, RF analysis, etc.), chemical measurement (particulate measurement, etc.), or any other gathering of data by

instruments aboard the UA.3

aerial data collection

. This exemption is subject to the conditions and limitations listed

below.

Conditions and Limitations

In this grant of exemption, Eagle Eye Aeronautical Imaging LLC is hereafter referred to as

the operator.

Failure to comply with any of the conditions and limitations of this grant of exemption will be grounds for the immediate suspension or rescission of this exemption.

1. Operations authorized by this grant of exemption are limited to the DJI Phantom 2 +

, DJI Phantom 3, 3D R obotics Solo when weighing less than 55 pounds including payload. Propose d operations of any other aircraft will require a new petition or a petition to amend this exemption

.

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 kn ots (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 re commended 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.

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 ti mes ;

e lectronic 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 dutie s 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 of4

exemption, are hereinafter referred to as the operating documents. The o perating

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 responsibi lity 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 FA A’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 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 c onducted 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 p re

- 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.

11. The operator must follow the UAS manufacturer’s maintenance, overhaul, repl acement, 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 transpo rt, 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 Col u mbia, Puerto Rico, a territory, a possession, or the Federal5

government. The PIC must also meet the flight revi ew 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 qualif ication 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 (traini ng, proficiency, and experience

- building) and determining the PIC’s ability to safely o perate 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

traini ng, proficie ncy, 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 symbo l as denoted on the current

FAA

- published aeronautical chart, unless a letter of agreem ent 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. Th e 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 sign al, the UA must return to a

pre

- determin ed location within the pr ivate or controlled

- access property.

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) ther e 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 Auth orization (COA). All operations shall be cond ucted in accordance with an ATO

- issued COA. The6

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 aircra ft 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 practic able.

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 must be conducted at least 500 feet from all nonparticipating persons, vessels, vehicles, and structures unless:

a. Barriers or structures are present that suffi ciently 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 persons leave such protectio n and are within 500 feet of the UA, flight operations must cease immediately in a manner ensuring the safety of nonparticipating persons ; and

b. 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 hazard.

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

27. All operations shall be conducted over private or control led

- access property with permission from the property owner/controller or authorized representative. Permission from property owner/controller or authorized representative will be obtained for each flight to be conducted.

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 FA A's UAS Integration Office (AFS− 80) within 24 hours. Accidents must be7

reported to the National Transportation Safety Board (NTSB) per instructions

contained on the NTSB Web site: www.ntsb.gov

.

If this exemption permits operations for the purpose of closed

- set motion picture and television filming and production, the following additional conditions and limitations apply.

29. The operator must have a motion picture and television operations manual (MPTOM) as documented in this grant of exemption.

30. 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 a rea 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:

a. Dates and times for all flights;

b. Name and phone number of the operator for the UAS aerial filming conducted under this grant of exemption;

c. Name a nd phone number of th e person responsible for the on

- scene operation of the UAS;

d. Make, model, and serial or N− Number of UAS to be used;

e. Name and certificate number of UAS PICs involved in the aerial filming;

f. A statement that the operator has obtained permi ssion 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;

g. Signature of exemption holder or representative; and

h. 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.

31. Flight operations may be conducted closer than 500 feet from participa ting 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 applica ble parts of 14 CFR including, but not limited to,
parts 45, 47, 61, and 91.8

This exemption terminates on August 31, 2017 , unless sooner superseded or rescinded.

Sincerely,

/s/

John S. Duncan Director, Flight Standards Service

Enclosures

### May

18, 2015

U. S. Department of Tr ansportation Docket Management Sy stem 1200 New Jersey

Av e. Wa shington, DC 20590

RE: Exemption Request Section 333 of the F AA Reform Act and Part 1 1 of the Federal

Av iation Regulations

Dear Sir or Madam:

Pursua nt to the Section 333 of the F AA Modernization and Reform Act of 2 012 (the "Reform Act"), Rod Coll on behalf of Eagle Ey e Aeronautical Imaging LLC (the "applicant"), the operator of Unmanned Aircraft Sy stems ("UAS") seeks an exemption from the Federal Av ia tion Regulations ("F

ARs") to allow for commercial operation for aerial imaging and video of Real Estate for Marketing and inspections of vertically developed structures such as Wi nd T urbines,

Cell T owers, Power lines and Aerial Imagery of Agricultural land s to aid rural farmers with crop analy sis.

Applicant:

Eagle Ey e Aeronautical Imaging LLC,

Rod Coll

Attachments: Petition for exemption/rule making

Regulations from which the exemption is requested: 14 CFR Part 21 subpart H 14 CFR 45.23 (b)

14 CF R 91.7 (a) 14 CFR 91.9 (b) (2)

14 CFR 91.103

14 CFR 91.109

14 CFR 91.1 19 (c)

14 CFR 91.121 14 CFR 91.203 (a) and (b) 14 CFR 91.405 (a) 14 CFR 91.407 (a) (1) 14 CFR 91.409 (a) (2) 14 CFR 91.417 (a) and (b)

### Extent of relief I seek, and reasons wh y:

14 CFR Part 21 subpart H

The UAS to be operated carries neither pilot nor passenger and carries no explosive materials or flammable liquids. Given the size, weight, speed, and limited operating area associated with the aircraft to be utilized, I req uest exception. In the restricted environment and under the conditions proposed operation will be at least as safe, or safer , than a conventional aircraft operating with an airworthiness certificate without said restrictions.

14 CFR 91.7 (a)

As there will be no airworthiness certificate for the aircraft, should this exemption be granted,

no F AA regulatory

standard will exist for determining airworthiness. Given the size of the

aircraft for maintenance and use of safety check list prior to each flight an equivalent level of safety will be provided.

14 CFR 91.9 (b) (2)

Given the size and configuration, the UAS has no ability to carry a flight manual on the aircraft. There is no room, capacity , or pilot on board to adequately carry flight manual. A e quivalent level of safety

will be maintained by

keeping the flight manual at ground control point where the pilot will have immediate access to it.

14 CFR 91.103

As F AA approved flight manuals will not be provided for the aircraft an exemption will be

needed. Normal procedures including but not limited to; reviewing weather , flight battery requirement, landing and takeoff distances, along will all of those found in attachment "DJI Pilot Tr aining". An equivalent level of safety will be provided by

esta blished pre

- flight protocols to properly match

the machine.

14 CFR 91.109

UAS and remotely

piloted aircraft do not have fully functional dual controls. Flight control is

achieved through the use of a control box that communicates with the aircraft via radio communications.

The equivalent level of safety provided because neither a pilot nor passenger will be carried in the aircraft, and by

the speed and size of the aircraft.

### 14 CFR 91.1 13 (a) and (b)

I can achieve an equivalent level of safety as a chieved by

current regulations because my UAS does not carry

pilot nor passenger . While helpful, a pilots' license will not ensure remote control piloting skills.

14 CFR 91.121 The UAS may

not have a barometric altimeter , but instead does have a GPS alt itude read out. I believe an exemption may be needed. An equivalent level of safety is achieved by

the operator receiving live flight data monitoring and confirming current altitude along with altitude of

launch site shown on the GPS altitude indicator

.

14 CFR 91.203 (a) and (b)

Similar to, 14 CFR 91.9 (b) (2), given the size and configuration, the UAS has no ability to

carry certificate and registration documents on the aircraft. There is no room, capacity , or pilot on board to adequately

such document s. An equivalent level of safety will be achieved by keeping these documents, to the extent they are applicable to the UAS, at the ground control point where pilot has immediate access to them.

14 CFR 91.405 (a), 14 CFR 91.407 (a) (1), 14 CFR 91.409 (a ) (2), 14 CFR 91.417 (a) and (b) Given these section only

apply to aircraft with an airworthiness certificate, theses sections do not apply to this applicant. As a safety precaution, operator will perform pre

- flight inspections

and ensure UAS is in workin g condition before initiating each flight.

Rod Coll is seeking relief from all F ARs above preventing applicant from conducting aerial imaging at levels less than 400ft and at speeds well under 100mph, and with a maximum flight time of 25 minutes,. The UA S ’ to be used are DJI Phantom 2 Plus , Phantom 3, 3DR Solo and

other models which are all below 5lbs pounds weight to include imaging equipment. These

UAS' meet the definition of "small unmanned aircraft" found in section 331 "The Reform Act".

In order to o btain high quality photography

and video the UAS will be used at speeds much less than it's top speed of 55 MPH. Due to the UAS being battery powered there are no combustible fuels on board. Maximum flight time for these particular UAS is a 25 minutes batt ery life and flights will be terminated within 25% of battery life remaining. Given the size, weight, speed, and limited operating area associated wi th the aircraft to be utilized I find this exception to be reasonable with an equivalent, or greater , level of safety to be reached by

the operator

.

Safety :

1) I do not operate within 5 miles of an airport unless prior contact to Air Tr affic Control or the airport manager has been made and authorized.

### 2) I land my

UAS prior to manufacturer recommended mini mum level of battery power 3) I pilot my

UAS through remote control by line of sight 4) My UAS uses GPS and a flight safety feature whereby

it returns to a pre

- programmed position and then slowly

lands if communication with the remote control pilot is lo st. 5) I actively

analy ze flight data and other sources of information to constantly update and

enhance safety protocols. 6) I conduct extensive pre

- flight inspections during which safety carries primary

importance. 7) I alway s obtain all necessary permi ssions prior to operation. 8) I have procedures in place to abort flights in the event of safety breaches or potential danger

and or inclement weather

.

Public Interest

The use of a UAS in the real estate industry provides both buy ers and sellers a high er level of service. For a buy er a higher level of marketing and advertising is achieved, appealing to more buy ers, resulting in a quicker sale of their home. Quicker home sales also helps accelerate the

economy as a whole. Buy ers experience the benefit of encompassing a whole property

, sometimes several acres, in one photo or a short video. Not only does this benefit the specific home seller or home buy er , but it benefits the general public because it is much more efficient than traditional way s of using a plane or helicopter to achieve the same result. W e can now provide this level of service while being conservative with fuel, time, emissions, noise, and other resources. Considering size, weight, speed, and absence of combustible fuels, my UAS will poses much less of a safety concern for the general public when compared to larger

manned aircraft.

Thank y ou for y our consideration,

Rod Coll