Exemption Request Pursuant to Public Law 112-95, Section 333 of the FAA Reform Act and Part 11 of the Code of Federal Regulations from: 14 CFR 21 subpart H; 14 C.F.R. 45.23; 14 C.F.R. 45.29; 47.3(b)(2); 14 CFR 47.31(c);14 C.F.R §§ 61.113(a) & (b); 14 C.F.R. 91.103(b); 14 CFR 91.109(a); 14 CFR 91.119(d)(1); 14 CFR 91.121; 14 CFR 91.131(b)(1); 14 CFR 91.131(d)(1)&(2); 91.151(b), CFR 91.203(a)&(b); 14 C.F.R. 91.403(b)&(c); 14 CFR 91.405; 14 CFR 91.407; 14 CFR 91.409; 14 CFR 91.417; 14 C.F.R. 91.7; CFR 91.9(b)(2)

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the "Reform Act") and 14 CFR Part 11, Slope Control LLC of Virginia , operator of a small Unmanned Aircraft System (UAS), hereby applies for an exemption from the listed Federal Aviation Regulations ("FARs") to allow commercial operation of its UAS, so long as such operations are conducted within and under the conditions outlined herein or as may be established by the FAA as required by Section 333.

Intended applications of UAS:

1. Right of Way inspection.

2. Infrastructure monitoring of gas lines, damns, bridges and buildings, towers and power lines.

3. Clean Air Act and Clean Water Act monitoring of point source emission of solids, liquids and gases.

4. Agriculture and Timber - Mapping and evaluation of geography, flora, and
fauna

.

5. Construction Site Visual Inspection and mapping - Enables better site planning and more precise autonomous machine control.

6. Emergency Observation - Assist police and fire personnel with reconnaissance in a support capacity and as directed under official supervision.

7. Environmental Monitoring - Applicant can provide visual evidence of pollution, construction, development impact on surrounding wildlife, and
other man made effects on land.8. Flood Monitoring - Provide visual evidence of flood, rising water, and drainage impact on client’s land over a period of time at specific elevations and coordinates unreachable by foot or vehicle.

9. Real Estate - Aerial photography and/or video for public and/or private use including real estate, architecture, land surveying, engineering and other related professional activities.

10. Research and Development of engine powered utility quadcopter which will have extend range, duration, and payload. One anticipated benefit to the public is transmission line right of way maintenance with an aerial side trimming saw.

Benefit to the Public

All ten of the activities mentioned above can be successfully performed with UAS while using less fuel and endangering fewer pilots and people on the ground, than can be achieved by traditional aircraft.

Research and development of an engine powered machine provides a template for a gas turbine powered quadcopter, which will have a much smaller size than a traditional helicopter. A single engine and variable pitch rotors is a template the petitioner thinks is viable on a larger scale machine. Variable pitch rotor quadcopters like the Curtis Youngblood Stingray 500, HobbyKing Reaper 500 and the WL Toys V383 Gallop 500 use single electric motors rather than multiple electric motors and the power is distributed mechanically. The central power plant and mechanical distribution to the rotors is a platform which the petitioner thinks is suited to much bigger machines that the common multi out runner motor layout. Petitioner’s patent number US6957731 B2 entitled Drive System for Stability and
Directional Control of Vehicles and Aircraft can allow for broader operating parameters than variable pitch rotors can offer on their own. 6957731 anticipates a hybrid drive of engine and motors.

As described fully below, the requested exemption would permit the operation of a UAS under controlled conditions in the NAS that would be a) limited b) controlled c) predetermined and d) will provide safety enhancements to the already safe operations in the industry presently using conventional aircraft. Approval of this exemption would thereby enhance safety and fulfill the Secretary of Transportation's and the FAA Administrator's responsibilities to "....establish requirements for the safe operation of such aircraft systems in the national airspacesystem. Regulations from which the exemption is requested:

14 CFR 21 subpart H;

14 C.F.R. 45.23;

14 C.F.R. 45.29;

14C.F.R 47.3(b)(2);

14 CFR 47.31(c)

14 C.F.R §§ 61.113(a) & (b)

14 C.F.R. 91.103(b)

14 CFR 91.109(a)

14 CFR 91.119(d)(1)

14 CFR 91.121

14 CFR 91.131(b)(1)

14 CFR 91.131(d)(1)&(2)

14 C.F.R. 91.151(b)

14 CFR 91.203(a)&(b)

14 C.F.R. 91.403(b)&(c)

14 CFR 91.405

14 CFR 91.407

14 CFR 91.409

14 CFR 91.417

14 CFR 91.9(b)(2)

The Petitioner will operate the UAS in line of sight within a predetermined area owned and/operated by the property representative. Given the small size of theUAS and the controlled environment provided, the proposed operations will adhere
to the Reform Act's safety requirements. The approval of this application presents no national security issues. Regarding the level of safety surrounding the proposed operations and the public benefit, reduction in environmental impacts, including but not limited to reduced emissions and noise. The grant of the requested exemption is in the public interest. Accordingly, the Petitioner requests that the FAA grant the requested exemption with minimum delay.

AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY

The operation limitations proposed for an equivalent or higher level of safety because operations will further enhance the safety of persons, property and also
manned aircraft in the NAS. These limitations and conditions to which the Petitioner, hereafter referred to as the operator, agrees to adhere to when conducting commercial operations under the FAA issued exemption limitations, and as set forth in the Flight Operations Manual (FOM) include: 1. The small UAS, as specifically designated and described in this petition, will weigh less than 55 lbs including payload. 2. The UAS will be operated within visual line of sight (VLOS) at all times by the operator or visual observers. (VO). 3. The UAS will remain close enough to the operator so that human vision unaided by any device other than corrective lenses will be used. 4. The UAS will not be operated over persons not directly involved in the operation unless those persons remain under a covered structure. 5. The UAS will only be operated during daylight (official sunrise to official sunset of local operation area) unless specific authorization from the FAA is granted prior to operations. 6. The operator may use VOs for certain operations and will ensure each VO is trained on procedures listed in the operator's FOM. 7. The UAS will not be operated at a speed exceeding 87 knots (100 miles per hour) using ground speed 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. 8. The UAS will be operated at an altitude of no more than 400 feet above ground level (AGL). Altitude will be measured in feet AGL. If an object to be inspected, such as an antenna, exceeds 4 00 feet AGL, the operator will limit the flight to within 200 feet higher than the structure being photographed. The operator will notify the FAA and local authorities of the proposed plan to include date, time, location and height of the object to be inspected prior to operations. The UA willbe flown in safe manner in close proximity to the object as to not interfere with
traffic in the NAS.

9. The UAS will not be operated unless visibility is greater than day requirements listed in 14 CFR 91.155 for the Class of airspace at the operator's ground station, on location. 10. The UAS will not be operated in Class A airspace (18,000 feet and above). 11. The operator will receive ATC permission prior to operations in Class B, C, D and E airspace. 12. The operator will ensure that any VOs, if used, will only monitor one UAS at any given time. 13. The operator will not allow operations from a moving vehicle or aircraft, except for watercraft on the water. 14. The operator will not conduct any careless or reckless operations. A flight will be terminated immediately as possible if the safety of the operation cannot be
maintained. 15. Prior to each flight, the operator will 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. 16. The operator will not operate any UA if a physical or mental condition would prevent the safe operation of that aircraft. 17. When using a VO or VOs, the operator and VO must be able to communicate at all times. Radio communications or communication-assisting devices may be used. Electronic messaging or texting will not be permitted during flight operations. Daisy- chaining of VOs for the purpose of expanding the operations area will not be permitted. 18. The operator will be responsible to see and avoid all other users of the NAS in which the UAS is operating. 19. The holder of this exemption will be responsible to ensure its aircraft areproperly registered in accordance with 14 CFR Part 47, and have identification (NNumber) markings in accordance with 14 CFR Part 45, Subpart C. Markings must be as large as practicable. 20. The UAS operator will be designated before the flight and cannot transfer his or her designation for the duration of the flight unless a medical duress or unforeseen emergency is preventing safe operation of the UAS. In which case the VO, who has been deemed qualified and trained in the operation of the UAS, will operate the controls to land the UA in a predetermined "emergency plan" set forthby the operator who was granted this exemption. The holder of this exemption must ensure that VOs, if used, can perform the duties required of aVO.

21. Documents for UAS operations and maintenance will be made available to the FAA upon request. If a discrepancy exists between the conditions and limitations in this exemption and the procedures outlined in the FOM, the conditions and limitations herein take precedence and must be followed. Otherwise, the operator must follow the procedures as outlined in the FOM. The operator may update or revise its operating documents. It is the operator's responsibility to track such revisions and present revised documents to the FAA or any law enforcement official upon request. If the operator determines that any update or revision would affect the basis upon which the FAA granted an 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. 22. Any UAS that has undergone maintenance or alterations that affect UAS operations or flight characteristics, e.g. replacement of a flight critical component, must undergo an operational check flight prior to conducting further operations under this exemption. Operational check flights may only be conducted by a qualified operator familiar with the specific UAS being checked and must remain 500 feet from any persons unless they remain under a covered structure. (NPRM wording) The operational check flight must be conducted in such a manner so as to not pose an undue hazard to persons and property. 23. The operator is responsible for maintaining and inspecting the UAS to ensure that it is in a condition for safe operation. 24. The operator must follow the UAS manufacturer's maintenance; overhaul, replacement, inspection, and life limit requirements for the aircraft and aircraft
components. 25. The holder of this exemption will follow manufacturer's safety bulletins for each UAS operated under this exemption. 26. The holder of this exemption will ensure that each operator is 17 years or older,
a US citizen and has a state issued driver's license. 27. The holder of this exemption will require that its operators demonstrate the ability to safely operate the UAS in a manner consistent with how the UAS will be operated in this petition, including evasive and emergency maneuvers and maintaining appropriate distances from persons, vessels, vehicles and structures. Qualification flight hours and currency may be logged in a manner consistent with 14 CFR 61.51 (b). Flights for the purposes of training the operator's and VOs (training, proficiency, and experience- building) and determining the ability to safely operate the UAS in a manner consistent with how the UAS will be operated,will be permitted. However, training operations may only be conducted during dedicated training sessions. During training, proficiency, and experience-building flights will be conducted 500 feet from any persons that are not intended to be part of such training operations unless those persons remain under a covered structure.

28. The operator will use UAS that have safety features allowing it to return to a preset location if it loses communications with its ground station. The operator will set this pre- determined location within the private or controlled-access property as to minimize any possible contact with objects.

29. The operator is prohibited from beginning a flight (considering wind and forecast weather conditions) unless there is enough available power for the UA to conduct the intended operation and to operate after that with at least 25% energy reserves or with the reserve power recommended by the manufacturer, whichever is greater. The operator will perform training tests, in a designated training area as prescribed herein, to assess the true energy characteristics of the specific UAS battery system to determine the actual flight time for reserve battery power. Said energy tests will deem the "safety" operating procedure for actual emergencies and useful flight time. 30. The exemption holder will ensure that operators and VOs have a copy of this exemption, the FOM and applicable aircraft registrations located at the ground station during operations. These documents will be made available to the Administrator or any law enforcement official upon request.

31. All operations shall be conducted over private or controlled-access property with permission from the property owner/controller or authorized representative. 32. The exemption holder will be responsible to report to the FAA any small UAS operation that results in:

(1) any injury to a person; or (2) damage to property other than the small unmanned aircraft. The report would have to be made within 10 days of the operation that resulted in injury or damage to property. Accidents will be reported to the National Transportation Safety Board (NTSB) per instructions contained on the NTSB Web site: www.ntsb.gov. Current NTSB accident reporting is required when 1) Any person suffers death or serious injury. 2) Any UAS with max gross takeoff weight exceeding 300 pounds sustains substantial damage.

Operations for closed-set motion picture and television filming and production include the following limitations: 33. The operator must have a motion picture and television operations manual (MPTOM) in his/her possession.34. At least 3 days before aerial filming, the operator of the UAS must submit a
written Plan of Activities to the local Flight Standards District Office (FSDO) with jurisdiction over the area of proposed filming. The 3-day notification 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; c. Name and phone number of the person responsible for the on-scene operation of the UAS; d. Make, model, and serial or N-Number of UAS to be used; e. A statement that the operator has obtained permission 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; f. Signature of operator or representative; and g. 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. 35. Flight operations may be conducted over/near participating persons consenting to be involved and necessary for the filming production, as specified in the operator's MPTOM. Regulations from which the exemption is requested:

Lastly, application of these same criteria demonstrates that there is no credible threat to national security posed by the UAS, due to its size, speed of operation, location of operation, nearly silent operation, lack of explosive materials or flammable liquid fuels, and inability to carry a substantial external loa d.

14 CFR 45.23 and 14 CFR 45.29 : Marking

The Diatone Blade 250 measures 10 inches diagonally and is only 2 inches tall with no body panels, so markings are not viable.

The Slope Control Air Gasoline Air Tractor will be marked experimental.

14 CFR 47.3(b)(2) and 14 CFR 47.31(c) and 14 CFR 91.203(a)(2): Registration required

This regulation states in part: No person may operate an aircraft that is eligible for registration under 49 U.S.C. 44101- 44104 unless the aircraft is carrying aboard thetemporary authorization required by §47.31(c). Part 91.203(a)(2) reads similar. The Petitioner will be operating small UAS. Placing registration paperwork inside the UA will be impractical. An equivalent level of safety can be achieved by the Petitioner ensuring that all temporary or permanent registration paperwork for the UAS being operated is located on site at the ground station as stated in item 30 in
this document.

14 C.F.R §§ 61.113(a) & (b) 14 CFR Part 61 in its current form applies to manned aircraft. 14 CFR 61.3 refers specifically to flight crew members who is defined in Part 1. 1 as a pilot, flight engineer, or flight navigator assigned to duty "in an aircraft" during flight time; therefore no exemptions from Part 61 is being sought for as it is not applicable at the time of this exemption request.

14 CFR 91.103(b) Section 91.103 requires each pilot to preflight an aircraft before flight to insure the safety of flight. As FAA approved rotorcraft flight manuals will not be used, an exemption is requested. However, an equivalent level of safety will be provided. The PIC will take all actions, including reviewing weather, flight battery requirements, landing and takeoff distances, and aircraft performance data before commencement of flight.

14 CFR 91.109(a): Flight Instruction

Section 91.1 09(a) provides that no 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. The Petitioner will be operating small UAS that do not have fully functional dual controls. Flight control is accomplished through the
use of a control box transmitter that communicates with the aircraft via radio communications. The equivalent level of safety is provided by the fact that neither a pilot nor passengers will be carried in the aircraft and by the size and speed of the aircraft. Flight instruction is accomplished by handing the transmitter between the instructor and trainee or by the use of a buddy box system. Instruction will also be accomplished in accordance with item 27 in this document.

14 CFR 91.119(d)(1): Minimum Safe Altitudes

Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 91.119(d)(1) allows helicopters to be operated at less than the minimums prescribed, provided the person operating the helicopter complies with any route or altitudes prescribed for helicopters by the FAA. As this exemption is for a UASthat is similar to a helicopter and the exemption requests authority to operate at altitudes up to 400 AGL, or not more than 200 above a structure from which filming is planned, an exemption may be needed to allow such operations. As set forth herein, the UAS will never operate at higher than 4 00 AGL with the exception that in circumstances where the UAS is used to survey or photograph a structure whose height exceeds 00 feet AGL, the UAS will not be operated more than 200 feet above the highest point on the structure in accordance with procedures outlined in item 8 of this document.

The equivalent level of safety will be achieved given the size, weight, speed of the UAS as well as the location where it is operated. No flight will be taken without the permission of the property owner or local officials. Because of the advance notice to the property owner and participants in the filming activity, all affected individuals will be aware of the planned flight operations. Compared to flight operations with aircraft or rotorcraft weighting far more than the maximum 55 lbs. proposed herein and the lack of flammable fuel, noise and any risk associated with these operations is far less than those presently presented with conventional aircraft operating at or below 400 AGL. In addition, the low-altitude operations of the UAS will ensure separation between these UAS operations and the operations of conventional aircraft that must comply with Section 91.119. The procedures outlined in this document prohibit flight over persons not involved in operations unless they remain under a covered structure.

14 CFR 91.121: Altimeter Settings

This regulation requires each person operating an aircraft to maintain cruising altitude by reference to an altimeter that is set "...to the elevation of the departure airport or an appropriate altimeter setting available before departure." As the small UAS does not have a barometric altimeter, but instead a GPS altitude read out, an exemption may be needed. An equivalent level of safety will be achieved by the operator, pursuant to the safety check list and live flight data monitoring, confirming the altitude of the launch site shown on the GPS altitude indicator before flight. Flights will be conducted 4 00 feet above that read out or within 200 feet above the highest point of the structure being filmed as outlined in item 8 of
this document

14 CFR 91.131(b)(1): Pilot requirements for Class B airspace

This regulation states that no person may operate a civil aircraft within a Class B airspace unless that person is a private pilot, recreational pilot, sport pilot or is astudent pilot that meets requirements of §61.94 or §61.95 of this chapter. An exemption from this regulation may be required. An equivalent level of safety will be achieved by operating the small UAS at altitudes listed in the limitation section
of this document. The UAS will not be landing or departing from airports in Class B airspace nor flying through Class B airspace. The UAS will be flown in a controlled environment within VLOS. The UAS operator will require ATC permission prior to conducting operations and will give right of way to any
manned aircraft.

14 CFR 91.131 (d)(1 )&(2): Equipment requirements for Class B airspace

The regulation states that no person may operate an aircraft in Class B airspace unless it is equipped with a transponder and after January 1, 2020 an ADS-Bout system. An exemption may be required. Due to the size, weight and payload capacity of the small UAS, installing these systems is not practical. An equivalent level of safety will be achieved by operating the small UAS at altitudes listed in the limitations section of this document. The UAS will not be landing or departing from airports in Class B airspace nor flying through Class B airspace. The UAS will be flown in a controlled environment within VLOS. The UAS operator will require ATC permission prior to conducting operations and will give right of way to any manned aircraft.



### 14 **C.F.R. 91.151 Fuel Requirements for Flight in VFR Conditions**

14 C.F.R. 91.151 prohibits an individual from beginning 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 (2) At night, to fly after

that for at least 45 minutes"

The battery powering the UAS 

### provides approximately 12 minutes of powered flight which is less than the reserve requirement alone by FARs for day or night VFR flight. Given the limitations on the UAS's flight envelope, proposed AOR size, battery life and its ability to land immediately it is reasonable to allow an exception.

### An equivalent level of safety can be achieved by limiting flights to 25% of battery power. This restriction would be more than adequate to return

the UAS 

### to its planned landing zone in the AOR.



### Similar exemptions have been granted to other operations, including Exemptions 2689F, 5745, 10673 and 10808.

Given the experimental nature of the the Slope Control Gasoline Air Tractor, the exemption allows for data accumulation in generating a specification sheet and safe operating instructions while the machine is in development.

14 CFR Part 21, Subpart H and 14 CFR §91.203(a)(1)&(b): Airworthiness

Certificates

Subpart H, entitled Airworthiness Certificates, establishes the procedural requirements for the issuance of airworthiness certificates as required by 14 CFR 91.203(a)(1 ). Given the size and limited operating area associated with the aircraft to be utilized by the Petitioner, an exemption from Part 21 Subpart H meets the requirements of an equivalent level of safety under Part 11 and Section 333 of the Reform Act. The Federal Aviation Act (49 U.S.C.§44701 (f)) and Section 333 of the Reform Act both authorize the FAA to exempt aircraft from the requirement for an airworthiness certificate, upon consideration of the size, weight, speed, operational capability, and proximity to airports and populated areas of the particular UAS. In all cases, an analysis of these criteria demonstrates that the UAS operated without an airworthiness certificate, in the restricted environment and under the conditions proposed will be at least as safe, or safer, than a conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate without the restrictions and conditions proposed.

The UAS to be operated hereunder is less than 55 lbs. fully loaded, carries neither a pilot nor passenger, carries no explosive materials or flammable liquid fuels, and operates exclusively within a secured and designated area. Unlike other civil aircraft, operations under this exemption will be tightly controlled and monitored by both the operator and under the requirements and in compliance with local public safety requirements. These safety enhancements provide a greater degree of safety to the public and property owners than conventional operations conducted with airworthiness certificates issued under 14 C.F.R. Part 21, Subpart H.14 C.F .R. 91.403(b)&(c); 91.405; 91.407; 91.409; 91.417: Maintenance and Inspections.

These regulations require that an aircraft operator or owner "shall have that 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...," and others shall inspect or maintain the aircraft in accordance with Part 43.

Part 43 only applies to aircraft with a US airworthiness certificate or foreign registered aircraft operating in common carriage under provisions of Part 121 or 135. These sections will not apply to the Petitioner who will be operating a small UAS. An equivalent level of safety will be achieved as the UAS will be maintained
in accordance with the UAS manufacturer's instructions and limitations listed in the operator's FOM. The small UAS will carry a small payload and operate in a controlled area for a limited period of time. If mechanical issues arise the UAS can land immediately and will be operating from no higher than 400 feet AGL, without prior FAA authorization. The operator will ensure that the UAS is in working order prior to initiating flight, perform required and preventative maintenance, and keep a log of any maintenance performed. Moreover, the operator is the person most familiar with the aircraft and best suited to maintain the aircraft in an airworthy condition to provide the equivalent level of safety.

14 C.F.R. 91.7(a): Civil Aircraft Airworthiness:

14 C.F.R. 91.7(a) prohibits the operation of an aircraft without an airworthiness certificate. As no such certificate will be applicable in the form contemplated by the FARs, this regulation is inapplicable.

14 CFR 91.9(b)(2): Civil Aircraft Flight Manual in the Aircraft

Section 91.9(b)(2) provides: No person may operate a U.S.-registered civil aircraft ... (2) For which an Airplane or Rotorcraft Flight Manual is not 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. The UAS, given its size and configuration has no ability or place to carry such a flight manual on the aircraft, not only because there is no pilot on board, but because there is no room or capacity to carry such an item on the aircraft. The equivalent level of safety will be maintained by keeping the UAS flight manual at the ground station where the UAS operator will
have immediate access to it.Summary

Petitioner hopes that satisfaction of criteria provided in Section 333 of the Reform Act of 2012 is justification for the grant of the requested exemptions allowing the commercial operation of the Petitioner's UAS. Petitioner hopes to be positive and safe influence in this growing part of aviation. If additional information or revision is needed please contact me.

Regards,

Towles

Thomas Towles Lawson, Jr.

(434) 566-2370

towleslawson@gmail.com