March 24th, 2015

U.S. Department of Transportation

Docket Management System

1200 New Jersey Ave., SE

Washington, DC 20590

Dear Sir or Madam

Attached please find Sky Eye L.L.C.’s (“Sky Eye”) request for an exemption from the listed Federal 

Aviation Regulations to allow commercial operation of its Small Unmanned Aircraft Systems, hereby 

referred to as “UAS” for aerial imaging for the purpose of aerial photography and videography of real 

estate, personal property, and safety and monitoring of secured, controlled environment construction 

sites. This exemption request is exclusively for the use of the UAS manufactured by DJI, Inc., A Shenzhen 

based company in China. 

Also attached to this letter is the Sky Eye UAs Flight Manual (“Manual”), which is the product of several 

flight manuals gathered from companies recently granted Section 333 exemption. This flight manual 

outlines the operating requirements, limitations, and technical specifications for the Sky Eye system. Sky 

Eye has reviewed this manual and found it to be acceptable for UAS operations at its project sites. 

Applicant submits this Manual as proprietary information pursuant to 14 CFR 11.35 (b). The Manual 

contains operating conditions and procedures that are not available to the public and are protected 

from release under the Freedom of Information Act 5 USC 552 et. Seq.

Thank you for your time and consideration, and please let me know if you have any questions

Sincerely,

Ryan Patrick Kelly

Ryan Patrick Kelly

Founder

Sky Eye L.L.C 

March 24th, 2015
U. S. Department of Transportation 

Docket Management System 

1200 New Jersey Ave., SE 

Washington, DC 20590

Re: Exemption Request Section 333 of the FAA Reform Act and Part 11 of the Federal Aviation 

Regulations from 14 C.F.R. 45.23(b); 14 CFR Part 21; 14 CFR 61.113 (a) & (b); 91.7 (a); 91.9 (b) 

(2); 91.103(b); 91.109; 91.119; 91.121; 91.151(a); 91.203(a) & (b); 91.405 (a); 91.407(a) (1); 

91.409 (a) (2); 91.417 (a) & (b).

Dear Sir or Madam:

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the Reform 

Act) and 14 C.F.R. Part 11, Sky Eye LLC ("Sky Eye"), a design/build and construction firm, hereby 

applies for an exemption from the listed Federal Aviation Regulations ("FARs") to allow 

commercial operation of its Small Unmanned Aircraft Systems ("UAS") for aerial imaging for 

safety and monitoring of secured and controlled environment construction sites, 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.

As detailed in this document and the attached Flight Manual, the requested exemption 

would permit the operation of UAS under controlled conditions in airspace that is 1) limited 2) 

predetermined 3) controlled as to access and 4) would provide safety enhancements to the 

already best practices safety protocols followed by Sky Eye at each one of its construction sites. 

Approval of this exemption would thereby enhance safety and fulfill the Secretary of 

Transportation's (the FAA Administrator's) responsibilities to "...establish requirements for the 

safe operation of such aircraft systems in the national airspace system." Section 333(c) of the 

Reform Act.

The name and address of the applicant is:

Sky Eye LLC

Ryan Patrick Kelly

PH: 860-597-2742

Email: RyanPKelly@Techie.Com

Address: 95 Culver Ln, Portland Connecticut, 06480

Regulations from which the exemption is requested:
14C.F.R.Part21

14 C.F.R. 45.23(b)

14C.F.R.61.113(a)&(b)

14C.F.R.91.7(a)

14 C.F.R. 91.9 (b)(2)

14 C.F.R. 91.103

14 C.F.R. 91.109

14 C.F.R. 91.119

14 C.F.R. 91.121

14C.F.R.91.151(a)

14C.F.R.91.203(a)&(b)

14C.F.R.91.405(a)

14 C.F.R. 407 (a) (1)

14C.F.R.409(a)(2)

14C.F.R.417(a)&(b)

I. STATUTORY AUTHORITY FOR EXEMPTIONS

The Federal Aviation Act expressly grants the FAA authority to issue exemptions. This statutory 

authority includes exempting civil aircraft, as the term is defined under §40101 of the Act, 

including UAS, from the requirement that all civil aircraft must have a current airworthiness 

certificate.

The Administrator may grant an exemption from a requirement of a regulation prescribed 

under subsection (a) or (b) of this section or any sections 44702-44716 of this title if the 

Administrator finds the exemption in the public interest. 49 U.S.C. §44701(f) See also 49 USC 

§44711(a); 49 USC §44704; 14 CFR §91.203(a)(1).

Section 333(b) of the Reform Act assists the Secretary in determining whether UAS may operate 

in the National Airspace System (NAS) without creating a hazard to the user, the public, or a 

threat to national security. In making this determination, the Secretary must consider:

• The UAS's size, weight, speed, and operational capability;

• Whether the UAS operates within the visual line of sight of the operator

• Whether the UAS operates outside of highly populated areas and away from close proximity 

to airports
Reform Act §333(a). If the Secretary determines that a UAS "may operate safely in the national 

airspace system, the Secretary shall establish requirements for the safe 2 operation of such 

aircraft in the national airspace system." Id. §333(c).

Sky Eye's UAS are multirotor vehicles, weighting 10 or fewer lbs. including pay load. They 

operate under normal conditions at a speed of no more than 50 knots and have the capability 

to hover, and move in the vertical and horizontal plane simultaneously. The UAS will operate 

only in the pilot's visual line of sight at all times and will operate only within the sterile area.

Given the small size of the UAS involved and the restricted and sterile environment within 

which they will operate, our application falls squarely within the zone of safety (an equivalent 

level of safety) in which Congress envisioned that the FAA must, by exemption, allow 

commercial operations of UAS to commence immediately,

Also due to the small size of the UAS and the low altitudes and restricted areas in which our 

UAS will operate, approval of the application presents no national security issue.

Given the clear direction in Section 333 of the Reform Act, the authority contained in the 

Federal Aviation Act, as amended; the strong equivalent level of safety surrounding the 

proposed operations, and the significant public benefit, including enhanced safety, the grant of 

the requested exemptions is in the public interest. Accordingly, Sky Eye respectfully requests 

that the FAA grant the requested exemption without delay.

II. PUBLIC INTEREST

This exemption application is expressly submitted to fulfill Congress' goal in passing Section 

333(a) through (c) of the Reform Act. This law directs the Secretary of Transportation to 

consider whether certain unmanned aircraft systems may operate safely in the NAS before 

completion of the rulemaking required under Section 332 of the Reform Act. By granting an 

exemption the FAA will fulfill Congress's intent of allowing UAS to operate with significant 

safety precautions in low risk environments.

The use of UAS on a construction site can significantly reduce the risk to workers of falls while 

inspecting, surveying, or monitoring site progress. UAS can inspect, photograph, and collect 

data on hard to get to areas that otherwise would require worker inspection. 

Additionally, UAS could replace the use of helicopters and small aircraft to monitor sites. The 

UAS we propose to fly in this application are under five pounds, and carry no combustible 

material on board, as opposed to the much larger conventionally powered small aircraft. 

Shifting to UAS from helicopters presents a marked safety increase for our workers and the 

public.

Lastly, UAS reduce the environmental impact by dramatically decreasing the energy used for 

aerial imaging and data collection over a construction site. Our UAS use rechargeable lithium 
ion batteries, as opposed to fossil fuels burned in operation of small aircraft that are many 

hundreds of times heavier.

III. EQUIVALENT LEVEL OF SAFETY

Sky Eye proposes that the exemption requested herein apply to civil aircraft that have the 

characteristics and that operate with the limitations listed herein. These limitations provide for 

at least an equivalent or even higher level of safety to operations under the current regulatory 

structure because the proposed operations represent a safety enhancement to the already safe 

protocols followed on construction sites and imaging and surveying operations conducted with 

helicopters and other conventional aircraft.

Sky Eye will be bound by the following limitations when conducting its UAS operations under an 

FAA issued exemption:

1. The UAS will be less than 20 pounds.

2. Flights will be operated within visual line of sight of a pilot.

3. Maximum total flight time for each operational flight will be 18 minutes. The UAS calculates 

battery reserve in real time, and will return to its ground station with at least 20% battery 

power reserve should that occur prior to the 30 minute limit.

4. Flights will be operated at an altitude of 200 feet AGL, never exceeding 400 feet AGL.

5. Crew for each operation will consist of the UAS pilot who will keep the UAS within his/her

visual line of sight at all times. As well as a camera operator focusing on photo/video 

composition.

6. The UAS pilot will be trained in flight, operations, and safety procedures.

7. The UAS will only operate within a confined secure area with a safety circumference of 

100ft.

8. A briefing will be conducted in regard to the planned UAS operations prior to each day's 

production activities. It will be mandatory that all personnel who will be performing duties 

within the boundaries of the safety perimeter be present for this briefing.

9. All onsite personnel will consent to the UAS flyover on site by waiver, and the operator will 

obtain additional verbal or written consent of all persons who will be allowed within 100 feet of 

the flight operation.

10. The pilot will have been trained in operation of UAS generally and received up-to-date 

information on the particular UAS to be operated.

11. Written and/or oral permission from the relevant property holders will be obtained.
12. All required permissions and permits will be obtained from territorial, state, county or city 

jurisdictions, including local law enforcement, fire, or other appropriate governmental agencies.

13. If the UAS loses communications or loses its GPS signal, it will have capability to return to a 

pre-determined location within the Security Perimeter and land.

14. The UAS will have the capability to abort a flight in case of unpredicted obstacles or 

emergencies. The UAS also hosts an on-board parachute that can be deployed in the event of 

motor loss or emergency. Once the parachute is engaged, the unit's motors turn off, and the 

platform floats to the ground.

IV. DESCRIPTION OF SPECIFIC REGULATIONS

14 CFR Part 21, Subpart H: Airworthiness Certificates 14 C.F.R. §91203(a)(1)

Subpart H, entitled Airworthiness Certificates, establishes the procedural requirements for the 

issuance of airworthiness certificates as required by FAR §91.203 (a) (1). Given the size and 

limited operating area associated with the aircraft to be utilized by the Sky Eye, 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. Our small UAS will be 

operated at low speed in a controlled environment, at least five miles from an airport and more 

than three miles from any city or densely populated area. 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 helicopter) operating with an airworthiness certificate 

without the restrictions and conditions proposed.

The UAS to be operated hereunder is less than 10 lbs. fully loaded, carries neither a pilot nor 

passenger, carries no explosive materials or flammable liquid fuels, and operates exclusively 

within a secured area as set out in the Manual. Like other civil aircraft, operations under this 

exemption will be tightly controlled and monitored by the operator, pursuant to the Manual's 

requirements, and under the requirements and in compliance with local public safety 

requirements, to provide security for the area of operation as is currently done on active 

construction sites. The FAA will have advance notice of all operations.

These safety enhancements, which already apply to civil aircraft operated in connection with 

construction sites, 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. 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, lack of explosive materials or flammable liquid fuels, and ability to carry an external 

load no greater than two lbs,

14 C.F.R. 45.23(b): Marking of the Aircraft

This regulation requires certain experimental, provisionally certificated aircraft, or light-sport 

category aircraft to be marked with letters between 2 inches and 6 inches high "limited," 

"restricted," "light-sport," "experimental," or "provisional," near each entrance to a cabin, 

cockpit, or pilot station.

Even though the UAS will have no airworthiness certificate, an exemption may be needed as 

the UAS will have no entrance to the cabin, cockpit or pilot station on which the word 

"Experimental" can be placed. Given the size of the UAS, two-inch lettering will be impossible. 

The word "Experimental" will be placed on the fuselage in compliance with §45.29 (f).

The equivalent level of safety will be provided by having the UAS marked on its fuselage as 

required by §45.29 (f) where the pilot, observer and others working with the

UAS will see the identification of the UAS as "Experimental." The FAA has issued the following 

exemptions to this regulation: Exemptions Nos. 10700, 8738,10167 and 10167A.

14 CFR 61.113 (a) & (b): Private pilot privileges and limitations: Pilot in command

Sections 61.113 (a) & (b) limit private pilots to non-commercial operations. Because the UAS 

will not carry a pilot or passengers, the proposed operations can achieve the equivalent level of 

safety of current operations by requiring the pilot operating the aircraft to have completed a 

UAS flight training course of 100 hours before flying a UAS (See Section F of the Manual for

more details). Unlike a conventional aircraft that carries the pilot and passengers, the UAS is 

remotely controlled with no living thing or cargo on board. The area of operation is controlled 

and restricted, and all flights are planned and coordinated in advance as set forth in the 

Manual. The risks associated with the operation of the UAS are so diminished from the level of 

risk associated with commercial operations contemplated by Part 61 when drafted, that 

allowing operations of the UAS as requested with a pilot who has met the minimum 

requirements stated in Section F of the Manual exceeds the present level of safety achieved by 

14 C.F.R. §61.113 (a) & (b).

14 C.F.R. 91.7 (a): Civil aircraft airworthiness

The regulation requires that no person may operate a civil aircraft unless it is in airworthy 

condition. As there will be no airworthiness certificate issued for the aircraft, should this 

exemption be granted, no FAA regulatory standard will exist for determining airworthiness. 

Given the size of the aircraft and the requirements contained in the Manual for maintenance 

and use of safety checklists prior to each flight, as set forth in Section B and Section G, an 

equivalent level of safety will be provided.

14 CFR 91.9 (b)(2): Civil aircraft flight manual, marking, and placard requirements
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 flight manual at the ground 

control point where the pilot flying the UAS will have immediate access to it. The FAA has 

issued the following exemptions to this regulation: Exemption Nos. 8607, 8737, 

8738,9299,9299A, 9565,9565B, 10167,10167A, 10602,32827, and 10700.

14 C.F.R. 91.103: Preflight Action

This regulation requires each pilot in command take certain actions before flight to ensure the 

safety of flight. An exemption is needed from this requirement as the pilot will take separate 

preflight actions, including checking for weather conditions, checking flight battery 

requirements, checking takeoff and landing distances, and all other actions in the

Preflight Checklist in the Manual. These actions will provide an equivalent level of safety.

14 C.F.R. 91.109: Flight Instruction

Section 91.103 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.

By design, UAS and remotely piloted aircraft do not have fully functional dual controls. Flight 

control is accomplished through the use of a control box that communicates with the aircraft 

via radio communications. The FAA has previously approved exemptions for aircraft without 

fully functional dual controls. See Exemption Nos.5778K & 9862A. The equivalent level of safety 

provided by the fact that neither a pilot nor passengers will be carried in the aircraft, the ability 

to control the UAS via radio signals from the controller, and by the size and speed of the 

aircraft.

14 C.F. R. 91.119: Minimum Safe Altitudes

Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 91.119 (d) 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. This exemption is for a multirotor craft that flies similarly to a helicopter, with vertical take 

off and vertical landing, which will typically operate at altitudes of 200 AGL, so an exemption 

may be needed to allow such operations. The UAS will never operate at altitude higher than 

400 AGL and will be in a restricted area with security perimeter, where buildings and people will

not be exposed to operations without their pre-obtained consent. See Manual for detailed 

procedures.

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 any 

onsite personnel as outlined in the Manual, 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 10 lbs. proposed herein and carrying flammable fuel, any risk associated 

with our operations is far less than those presently presented with helicopters and other 

conventional aircraft operating at or below 500 AGL in the construction industry. In addition, 

the low-altitude operations of the UAS will ensure separation between these small- UAS 

operations and the operations of conventional aircraft that must comply with Section 91.119.

14 C.F.R. 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 UAS may 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 Manual and Safety 

Check list, confirming the altitude of the launch site shown on the GPS altitude indicator before 

flight.

14 CFR 91.151 (a): Fuel requirements for flight in VFR conditions

Section 91.151 (a) outlines fuel requirements for beginning a flight in VFR conditions. Our UAS 

is limited to operations in sterile and controlled environments as outlined in the Manual, and 

has a limited range and flight time which require an exemption from 14 CFR 91.151(a).

The battery powering the UAS provides approximately 18 minutes of powered flight. To meet 

the 18 minute reserve requirement in 14 CFR §91.151, UAS flights would be limited to 

approximately 5 minutes in length. Given the limitations on the UAS's proposed flight area and 

the location of its proposed operations within a predetermined area, a longer time frame for 

flight in daylight or night VFR conditions is reasonable.

Sky Eye believes that an exemption from 14 CFR §91.151(a) falls within the scope of prior 

exemptions. See Exemption 10673 (allowing Lockheed Martin Corporation to operate without 

compliance with FAR 91.151 (a)). Operating the small UAS, in a tightly controlled area where 

only people and property owners or official representatives who have signed waivers will be 

allowed, with less than 30 minutes of reserve fuel, does not engender the type of risks that 

Section 91.151(a) was intended to alleviate given the size and speed of the small UAS. 

Additionally, limiting UAS flights to 10 minutes would greatly reduce the utility for which the 

exemption will be granted.

An equivalent level of safety can be achieved by limiting flights to 30 minutes, or enough 

battery reserve to ensure that the UAS lands at the ground station with at least 20% of battery 

power (as determined by the onboard monitoring system and the pilot), whichever happens 
first. This restriction would be more than adequate to return the UAS to its planned landing 

zone from anywhere in its limited operating area.

Similar exemptions have been granted to other operations, including Exemptions 2689F, 

5745,10673, and 10808.

14 CFR 91.203 (a) & (b): Carrying civil aircraft certification and registration

The regulation provides in part:

(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.

The UAS fully loaded weighs no more than 10 lbs and is operated without an onboard pilot. 

Therefore there is no ability or place to carry certification and registration documents or to 

display them on the UAS.

An equivalent level of safety will be achieved by keeping these documents at the ground flight 

control point where the pilot flying the UAS will have immediate access to them, to the extent 

they are applicable to the UAS. The FAA has issued numerous exemptions to this regulation. A 

representative sample of other exceptions includes Exemption Nos. 9565,9665,9789,9789A, 

9797,9797A, 9816A, and 10700.

14 CFR 91.405 (a); 407 (a)(1); 409 (a)(2); 417 (a) & (b): Maintenance 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, except as 

provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of 

this chapter...," and others shall inspect or maintain the aircraft in compliance with Part 43.

Given that these section and Part 43 apply only to aircraft with an airworthiness certificate, 

these sections will not apply to Sky Eye. Maintenance will be accomplished by the operator 

pursuant to the flight manual and operating handbook as referenced in the Manual. An 

equivalent level of safety will be achieved because these small UASs are very limited in size and 

will carry a small payload and operate only in restricted areas for limited periods of time. If 

mechanical issues arise the UAS can land immediately and will be operating from no higher 

than 400 feet AGL. As provided in the Manual, the operator will ensure that the UAS is in 

working order prior to initiating flight, perform required 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.

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:

Applicant seeks an exemption from the following rules: 14 C.F.R. §21, subpart H; 14 C.F.R 

45.23(b);14 C.F.R. §§ 61.113( a) & (b);91.7

(a); 91.9 (b) (2);91.103(b);91.109; 91.119; 91.121; 91.15l(a);91.203(a) and (b); 91.405 (a); 

91.407 (a) (1); 91.409 (a) (2); 91.409 (a) (2) and 91.417 (a) & (b) to operate commercially a small 

unmanned vehicle (551bs or less) in construction operations.

Approval of exemptions allowing commercial operations of UAS in the construction industry 

enhances safety while reducing risk. Manned aircraft monitoring and surveying creates a 

greater risk because the craft are much larger, have combustible fuel, and carry an onboard 

human pilot. In contrast, a UAS weighing fewer than 10 lbs. and powered by batteries 

eliminates virtually all of that risk given the reduced mass and lack of combustible fuel carried 

on board. The UAS will carry no passengers or crew and, therefore, will not expose them to the 

risks associated with manned aircraft flights.

The operation of small UASs, weighting less than 10 lbs., conducted in the strict conditions 

outlined above, will provide an equivalent level of safety supporting the grant of the 

exemptions requested herein, including exempting the applicant from the requirements of Part 

21 and allowing commercial operations. These lightweight aircraft operate at slow speeds, close 

to the ground, and in a sterile environment and, as a result, are far safer than conventional 

operations conducted with turbine helicopters operating in close proximity to the ground and 

people.

Privacy

All flights will occur over private or controlled access property with the property owner's prior 

consent and knowledge. Images taken will be of individuals who have also consented to being 

filmed or otherwise have agreed to be in the area where aerial photography will take place.

Satisfaction of the criteria provided in Section 333 of the Reform Act of 2012—size, weight, 

speed, operating capabilities, proximity to airports and populated areas and operation within 

visual line of sight and national security - provide more than adequate -justification for the 

grant of the requested exemptions allowing commercial operation of applicant's UASs in 

construction industry pursuant to the Manual appended hereto.
Sincerely,

Ryan Patrick Kelly

Ryan Kelly

Founder

Sky Eye L.L.C