UNITED STATES OF AMERICA DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION WASHINGTON, DC

IN THE MATTER OF THE PETITION FOR EXEMPTION OF: Daniel Standridge FOR AN EXEMPTION SEEKING RELIEF FROM THE REQUIREMENTS OF TITLE 14 OF THE CODE OF FEDERAL REGULATIONS SECTIONS 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), AND 91.417(a) & (b) CONCERNING COMMERCIAL OPER
ATION OF DJI PHANTOM 2 VISION+ UNMANNED AIRCRAFT SYSTEMS PURSUANT TO SECTION 333 OF THE FAA MODERNIZATION AND REFORM ACT OF 2012 (PUBLIC LAW 112-95)

Submitted on June 21, 2015 Daniel Shawn Standridge 253 Shady Grove Rd Sparta Mo 65753 Tel: (409) 223-2410

TABLE OF CONTENTS Page GLOSSARY OF ABBREVIATIONS...................................................................................3SUMMARY...........................................................................................................................4
INTRODUCTION AND INTERESTS OF PETITIONER....................................................4
BACKGROUND....................................................................................................................5
BASIS FOR PETITION.........................................................................................................5
NAME AND ADDRESS OF PETITIONER.............................................................8 THE SPECIFIC SECTIONS OF 14 C.F.R. FROM WHICH Daniel Shawn Stan

dridge SEEKS EXEMPTION...............................................................8 THE EXTENT OF RELIEF Daniel Shawn Standridge SEEKS AND THE REA

SON Daniel Shawn Standridge SEEKS THE RELIEF..................................11 THE REASONS WHY GRANTING Daniel Shawn Standridge’s REQUEST WOULD BE IN THE PUBLIC INTEREST .........................................................15 THE REASONS WHY GRANTING THE EXEMPTION WOULD NOT AD

VERSELY AFFECT SAFETY............................................................19 SUMMARY THAT CAN BE PUBLISHED IN THE FEDERAL REGISTER......34 ANY ADDITIONAL INFORMATION, VIEWS, OR ARGUMENTS AVAILABLE TO SUPPORT Daniel Shawn Standridge’S REQUEST...............................34 CONCLUSION...................................................................................................................35 APPENDICES........................................................................................37

GLOSSARY OF ABBREVIATIONS AGL Above Ground Level AOI Area of Interest

2ATC Air Traffic Control ATO Air Traffic Organization AV Aerial Vehicle CFR Code of Federal Regulations COA Certificate of Authorization FAA Federal Aviation Administration FAR Federal Aviation Regulation GCS Ground Control Station GPS Global Positioning System LOL Loss of Link NAS National Airspace System NOTAM Notice to Airman PIC Pilot In Command Section 333 FAA Modernization and Reform Act of 2012 (FMRA) Sec

tion 333 SO Safety Observer SOP Standard Operating Procedures UA Unmanned Aircraft UAS Unmanned Aircraft System VFR Visual Flight Rules VLOS Visual Line of Site VMC Visual Meteorological Conditions VTOL Vertical Takeoff and Landing

SUMMARY

3Daniel Shawn Standridge seeks exemption from the requirements of 14 C.F.R §§ 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b), to operate an Unmanned Aircraft System pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA). This exemption will permit Daniel Shawn Standridge to operate an Unmanned Aircraft System (UAS) for the com

mercial purpose of conducting aerial video and photography of construction sites, real es

tate, motion picture and television, search and rescue while aiding law enforcement and government entities over certain areas of the United States.
INTRODUCTION AND INTERESTS OF THE PETITIONER Daniel Shawn Standridge provides its clients with expertise and knowledge in ad

vanced technologies and solutions to increase efficiency, productivity and effectiveness. Daniel Shawn Standridge has over 7 years of professional experience in Information Tech

nology and is recognized as an expert in network infrastructure and project management. He has over 27 years recreational/hobby experience in all aspects of aerial video and pho

tography. The objective of Daniel Shawn Standridge’s aerial video and photography opera

tions is to provide high quality imaging for a variety of commercial, public, and residential uses, specifically targeting:

• Sourcing GIS tagged aerial images for use in Computer Assisted Mass Ap

praisal (CAMA) systems.

• Aerial acquisitions used for inspections of public and private structures.

• Increase public knowledge of UAS and promote safe UAS operations.

• Search and Rescue operations with law enforcement

4• Motion picture and television. BACKGROUND Unmanned Aircraft Systems: DJI Phantom 2 Vision+ UAS Daniel Shawn Standridge seeks an exemption to operate DJI system for compensa

tion or hire within the NAS. The DJI Phantom 2 Vision+ is a vertical takeoff and landing (VTOL) Unmanned Aircraft (UA) with a Ground Control Station (GCS) utilizing electron

ic tablet or smart phone systems. The DJI Phantom 2 Vision+ has a maximum gross weight of approximately 2 pounds 11 ounces, while having a length of 16 inches width of 16 inch

es, height of 8 inches, and a maximum speed of approximately 29 knots. The DJI Phantom 2 Vision+ UAS is equipped with four main rotors; driven by Lithium Polymer battery powered electric motors. The DJI Phantom 2 Vision+ UAS will be operated by Daniel Shawn Standridge and is registered in accordance with 49 U.S.C. 44103, Registration of Aircraft , as well as 14 C.F.R Part 47, Aircraft Registration , and marked in accordance with 14 C.F.R. Part 45, Identification and Registration Marking

. BASIS FOR PETITION Petitioner, Daniel Shawn Standridge, pursuant to the provisions of the Federal Avi

ation Regulations (14 C.F.R. § 11.61) and the FAA Modernization and Reform Act of 2012 (FMRA), Section 333, Special Rules for Certain Unmanned Aircraft Systems , hereby peti

tions the Administrator to commercially operate the DJI Phantom 2 Vision+ UAS in the National Airspace System (NAS), and for an exemption from the requirements of 14 C.F.R

5§§ 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a) (2), and 91.417(a) & (b). In consideration of the speed, weight, size, and limited operating area associated with the unmanned aircraft and its operation, Daniel Shawn Standridge’s operation of DJI Phantom 2 Vision+ UAS meets the conditions of FMRA Section 333 and therefore, will not require an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. Accordingly, Daniel Shawn Standridge requests relief from Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b), as these sections set forth re

quirements for maintenance that only apply to aircraft with an airworthiness certificate. Daniel Shawn Standridge submits that the requested relief is proper since an equiv

alent level of safety will be ensured. Daniel Shawn Standridge will perform maintenance, alterations, or preventive maintenance on the UAS using the methods, techniques, and practices prescribed in the operating documents (i.e., Monthly Maintenance Log, and DJI Phantom 2 Vision+ Instruction Manual). Furthermore, Daniel Shawn Standridge will doc

ument and maintain all maintenance records for the DJI Phantom 2 Vision+ UAS. Relief from certain requirements of Section 61.113(a) and (b), entitled Private pilot privileges and limitations: Pilot in command , is requested by Daniel Shawn Standridge to the extent necessary to allow a Pilot in Command (PIC) holding a Sport Pilot or higher level certificate, as well as an airman medical certificate or State issued Drivers License, and who has demonstrated, by meeting minimum flight- hour and currency requirements, that the PIC is able to safely operate the DJI Phantom 2 Vision+ UAS in a manner consis

6tent with this exemption, including evasive and emergency maneuvers and maintaining ap

propriate distances from people, vessels, vehicles and structures. Daniel Shawn Standridge seeks relief from Section 91.7(a), entitled Civil aircraft airworthiness , because the DJI Phantom 2 Vision+ UAS does not require an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. As such, Daniel Shawn Stan

dridge submits that he will ensure that the DJI Phantom 2 Vision+ UAS is in airworthy condition, prior to every flight, by determining that the UAS is in compliance with the op

erating documents (i.e., Monthly Maintenance Log, and DJI Phantom 2 Vision+ Instruction Manual), and that the aircraft is in a condition for safe flight. Daniel Shawn Standridge also seeks an exemption from the requirements of Sec

tion 91.121, entitled Altimeter Settings , as the DJI Phantom 2 Vision+ UAS will not have a typical barometric altimeter onboard. However, altitude information of the DJI Phantom 2 Vision+ UAS will be provided to the PIC via Global Positioning System (GPS) equipment and radio communications telemetry data link, which downlinks from the UA to the GCS for active monitoring of the flight path. This altitude information, combined with Daniel Shawn Standridge’s operation of the DJI Phantom 2 Vision+ UAS within visual line of sight, at or below 500 feet AGL, will ensure a level of safety equivalent to Section 91.121. Additionally, Daniel Shawn Standridge seeks an exemption from the requirements of Section 91.151(b), entitled Fuel requirements for flight in VFR conditions . Daniel Shawn Standridge submits that safety will not be affected by operation of the DJI Phantom 2 Vision+ UAS during daylight hours in visual meteorological conditions (VMC) under visual flight rules (VFR), with enough battery power to fly for a total duration of approxi

7mately 13 minutes to the first point of intended landing and, assuming normal cruising speed, to fly after that for at least 4.5 minutes. In accordance with 14 C.F.R. § 11.81, Daniel Shawn Standridge provides the fol

lowing information in support of its petition for exemption:
A. Name And Address Of The Petitioner. The name and address of the Petitioner and point of contact is: Daniel Shawn Standridge 253 Shady Grove Rd Sparta Mo 65753 Tel: (409) 223-2410 Email: shawnstandridge@consolidated.net B. The Specific Sections Of 14 C.F.R. From Which Daniel Shawn Standridge Seeks Exemption. 1. Daniel Shawn Standridge Seeks Exemption From The Requirements Of Sec
tion 61.113(a) And (b). Section 61.113, entitled Private pilot privileges and limitations: Pilot in command , subsections (a) and (b) prescribe the following, in relevant part: (a) No person who holds a private pilot certificate may act as a pilot in command (PIC) of an aircraft that is carrying passengers or property for compensation or hire; nor may that person, for compensation or hire, act as PIC of an aircraft. (b) A private pilot may, for compensation or hire, act as PIC of an aircraft in con

nection with any business or employment if— (1) The flight is only incidental to that business or employment; and (2) The aircraft does not carry passengers or property for compensation or hire. 2. Daniel Shawn Standridge Seeks Exemption From The Requirements Of Sec
tion 91.7(a). Section 91.7, entitled Civil aircraft airworthiness , subsection (a), states the follow

ing: (a) No person may operate a civil aircraft unless it is in an airworthy condition.
83. Daniel Shawn Standridge Seeks Exemption From The Requirements Of Sec
tion 91.121. Section 91.121, entitled Altimeter settings, subsection (a), states the following, in part: (a) Each person operating an aircraft shall maintain the cruising altitude or flight level of that aircraft, as the case may be, by reference to an altimeter that is set, when operating-- (1) Below 18,000 feet MSL, to-- (i) The current reported altimeter setting of a station along the route and within 100 nautical miles of the aircraft; (ii) If there is no station within the area prescribed in paragraph (a)(1)(i) of this section, the current reported altimeter setting of an appropriate available station; or (iii) In the case of an aircraft not equipped with a radio, the elevation of the departure airport or an appropriate altimeter setting available before departure. 4. Daniel Shawn Standridge Seeks Exemption From The Requirements Of Sec
tion 91.151(b). Section 91.151, entitled Fuel requirements for flight in VFR conditions , subsection (b), states the following:

(b) No person may begin a flight in a rotorcraft under VFR conditions unless (con

sidering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed, to fly after that for at least 20 minutes. 5. Daniel Shawn Standridge Seeks Exemption From The Requirement Of Sec
tion 91.405(a). Section 91.405, entitled Maintenance required , subsection (a), states the following: Each owner or operator of an aircraft— (a) 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 sec

tion, have discrepancies repaired as prescribed in part 43 of this chapter[.] 6. Daniel Shawn Standridge Seeks Exemption From The Requirements Of Sec
tion 91.407(a)(1)
9Section 91.407, entitled Operation after maintenance, preventive maintenance, re

building, or alteration , subsection (a)(1), states the following: (a) No person may operate any aircraft that has undergone maintenance, preventive maintenance, rebuilding, or alteration unless-- (1) It has been approved for return to service by a person authorized under § 43.7 of this chapter[.] 7. Daniel Shawn Standridge Seeks Exemption From The Requirements Of Sec
tions 91.409(a)(1) And 91.409(a)(2). Section 91.409, entitled Inspections , subsection (a), states the following: (a) Except as provided in paragraph (c) of this section, no person may operate an aircraft unless, within the preceding 12 calendar months, it has had -- (1) An annual inspection in accordance with part 43 of this chapter and has been approved for return to service by a person authorized by § 43.7 of this chapter; or (2) An inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter. 8. Daniel Shawn Standridge Seeks Exemption From The Requirements Of Sec
tions 91.417(a) And 91.417(b). Section 91.417, entitled Maintenance records , subsections (a) and (b), state the fol

lowing: (a) Except for work performed in accordance with §§ 91.411 and 91.413, each reg

istered owner or operator shall keep the following records for the periods speci

fied in paragraph (b) of this section: (1) Records of the maintenance, preventive maintenance, and alteration and records of the 100-hour, annual, progressive, and other required or approved inspections, as appropriate, for each aircraft (including the airframe) and each engine, propeller, rotor, and appliance of an aircraft. The records must include-- (i) A description (or reference to data acceptable to the Administrator) of the work performed; and (ii) The date of completion of the work performed; and (iii) The signature, and certificate number of the person approving the air

craft for return to service. (2) Records containing the following information:
10(i) The total time in service of the airframe, each engine, each propeller, and each rotor. (ii) The current status of life-limited parts of each airframe, engine, pro

peller, rotor, and appliance. (iii) The time since last overhaul of all items installed on the aircraft which are required to be overhauled on a specified time basis. (iv) The current inspection status of the aircraft, including the time since the last inspection required by the inspection program under which the air

craft and its appliances are maintained. (v) The current status of applicable airworthiness directives (AD) and safety directives including, for each, the method of compliance, the AD or safety directive number and revision date. If the AD or safety directive involves recurring action, the time and date when the next action is re

quired. (vi) Copies of the forms prescribed by § 43.9(d) of this chapter for each ma

jor alteration to the airframe and currently installed engines, rotors, propellers, and appliances. (b) The owner or operator shall retain the following records for the periods pre

scribed: (1) The records specified in paragraph (a)(1) of this section shall be retained until the work is repeated or superseded by other work or for 1 year after the work is performed. (2) The records specified in paragraph (a)(2) of this section shall be retained and transferred with the aircraft at the time the aircraft is sold. (3) A list of defects furnished to a registered owner or operator under § 43.11 of this chapter shall be retained until the defects are repaired and the aircraft is approved for return to service. C. The Extent Of Relief Daniel Shawn Standridge Seeks And The Reason Daniel Shawn Standridge Seeks The Relief. 1. Extent Of Relief Daniel Shawn Standridge Seeks And The Reason Daniel Shawn Standridge Seeks Relief From Section 61.113(a) And (b). Relief from Section 61.113(a) and (b) entitled Private pilot privileges and limita

tions: Pilot in command , is requested to the extent necessary to allow a PIC holding a sport pilot or higher level certificate, as well as a current and valid airman medical certificate, or

11State issued Drivers License and who has met certain flight-hour and currency require

ments, to conduct the proposed UAS flight operations for compensation or hire. This relief is requested since the limitations set forth in Section 61.113(a) and (b) state that a private pilot may, for compensation or hire, act as PIC of an aircraft in connec

tion with any business or employment if: (1) The flight is only incidental to that business or employment; and (2) The aircraft does not carry passengers or property for compensa

tion or hire. As set forth more fully below, Daniel Shawn Standridge submits that an equivalent level of safety will be maintained because no PIC will be allowed to operate the DJI Phan

tom 2 Vision+ UAS unless that PIC has met certain flight-hour and currency requirements, demonstrating that the PIC is able to safely operate the DJI Phantom 2 Vision+ UAS in a manner consistent with the operations specifications as described in this exemption, in

cluding evasive and emergency maneuvers, as well as maintaining appropriate distances from people, vessels, vehicles and structures. Further, Daniel Shawn Standridge submits that all flights of the DJI Phantom 2 Vi

sion+ UAS, conducted by the PIC pursuant to the grant of this Petition: (1) will be inciden

tal to Daniel Shawn Standridge’s business; and (2) will not carry passengers or property for compensation or hire. 2. Extent Of Relief Daniel Shawn Standridge Seeks And The Reason Daniel Shawn Standridge Seeks Relief From Section 91.7(a). Relief from Section 91.7(a) entitled Civil aircraft airworthiness , is requested to the extent required to allow Daniel Shawn Standridge to determine that the DJI Phantom 2 Vi

12sion+ UAS is in airworthy condition prior to every flight by ensuring that the UAS is in compliance with the operating documents (i.e.,Monthly Maintenance Logs, and DJI Phan

tom 2 Vision+ Instruction Manual). Daniel Shawn Standridge seeks the requested relief because the DJI Phantom 2 Vi

sion+ UAS does not require an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. Therefore, Daniel Shawn Standridge will ensure that the DJI Phantom 2 Vi

sion+ UAS is in airworthy condition based upon its compliance with the operating docu

ments (i.e., Monthly Maintenance Logs, and DJI Phantom 2 Vision+ Instruction Manual) prior to every flight, and further, determine that the aircraft are in condition for safe flight, as stated in the conditions and limitations below. 3. Extent Of Relief Daniel Shawn Standridge Seeks And The Reason Daniel Shawn Standridge Seeks Relief From Section 91.121. Relief from Section 91.121, entitled Altimeter settings, may be required to allow flight operations of the DJI Phantom 2 Vision+ UAS, which utilize a barometric pressure sensor, GPS equipment, and a radio communications telemetry data link to downlink alti

tude information from the UA to the PIC at the ground control station (GCS). Since the FAA requires that any altitude information concerning UAS operations be reported to air traffic control (ATC) in feet above ground level (AGL), Daniel Shawn Standridge seeks the requested relief because the DJI Phantom 2 Vision+ UAS altimeter may be set on the ground to zero feet AGL, rather than the local barometric pressure or field altitude, before each flight.

13Considering the limited altitude of the proposed operations, relief from 14 CFR 91.121 is sought to the extent necessary to comply with the applicable conditions and limi

tations stated below. As more fully set forth herein, an equivalent level of safety will be maintained since the DJI Phantom 2 Vision+ UAS is equipped with a barometric pressure sensor and GPS equipment, which automatically ensures that a ground level pressure set

ting will be established prior to each flight, and provides the PIC with altitude information of the UAS on the heads-up display of the GCS. 4. Extent Of Relief Daniel Shawn Standridge Seeks And The Reason Daniel Shawn Standridge Seeks Relief From Section 91.151(b). Relief from Section 91.151(b) entitled Fuel requirements for flight in VFR condi

tions, is requested to the extent required to allow flights of the battery powered DJI Phan

tom 2 Vision+ UAS during daylight hours in visual meteorological conditions (VMC), un

der visual flight rules (VFR), for a total duration of 13 minutes to the first point of intended landing and, assuming normal cruising speed, to fly after that for at least 4.5 minutes. Daniel Shawn Standridge seeks the requested relief because without an exemption from Section 91.151(b), the flight time duration of the battery powered DJI Phantom 2 Vision+ UAS will severely constrain the practicality of any aerial video or still photo flight opera

tions that Daniel Standridge Standridge proposes to conduct pursuant to this Petition. Significantly, as set forth below, the technical specifications of the DJI Phantom 2 Vision+UAS, the DJI Phantom 2 Vision+ operating documents, and Daniel Shawn Stan

dridge proposed operating limitations, ensure that Daniel Shawn Standridge will safely op

erate the battery powered DJI Phantom 2 Vision+ UAS during daylight hours in visual me

14teorological conditions (VMC), under visual flight rules (VFR), with enough battery power to fly for a total duration of 13 minutes to the first point of intended landing and, assuming normal cruising speed, to fly after that for at least 4.5 minutes. 5. Extent Of Relief Daniel Shawn Standridge Seeks And The Reason Daniel Shawn Standridge Seeks Relief From Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), And 91.417(a) & (b). Since Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) only apply to aircraft with an airworthiness certificate, Daniel Shawn Standridge requests relief from these Sections because the DJI Phantom 2 Vision+ UAS does not require air

worthiness certificates. As set forth more fully below, the DJI Phantom 2 Vision+ UAS meet the conditions of FMRA Section 333 for operation without an airworthiness certifi

cate. Accordingly, Daniel Shawn Standridge will perform maintenance, alterations, or pre

ventive maintenance on the UAS using the methods, techniques, and practices prescribed in the UAS operating documents (i.e.,Monthly Maintenance Log, and DJI Phantom 2 Vi

sion+ Instruction Manual). Furthermore, Daniel Shawn Standridge will document and maintain all maintenance records for the DJI Phantom 2 Vision+ UAS. D. The Reasons Why Granting Daniel Shawn Standridge’s Request Would Be In The Public Interest; That Is, How It Would Benefit The Public As A Whole. Granting the present Petition will further the public interest by allowing Daniel Shawn Standridge to safely, efficiently, and economically perform aerial video and photog

raphy of real estate and construction sites, motion picture and television, search and rescue while aiding law enforcement and government entities over certain areas of the United
States.

15Additionally, use of the DJI Phantom 2 Vision+ UAS will decrease congestion of the NAS, reduce pollution, and provide significant benefits to the economy. Notably, the benefits of Daniel Shawn Standridge’s proposed operation of the DJI Phantom 2 Vision+ UAS will be realized without implicating any privacy issues. 1. The Public Will Benefit From Decreased Congestion Of The NAS. The DJI Phantom 2 Vision+ UAS is battery powered and serve as a safe, efficient, and economical alternative to the manned aircraft traditionally utilized to obtain aerial im

agery. By reducing the amount of manned aircraft needed to perform aerial acquisitions, an exemption allowing the use of a DJI Phantom 2 Vision+ UAS would reduce the amount of manned aircraft in the NAS, reduce noise and air pollution, as well as increase the safety of life and property in the air and on the ground. Furthermore, by reducing the number of manned aircraft operating in the NAS, congestion around airports caused by arriving and departing aircraft will be reduced. The DJI Phantom 2 Vision+ UAS does not require an airport to takeoff or land. Likewise, a re

duction of manned aircraft conducting aerial video and photography missions would result in fewer aircraft that must be handled by air traffic control during the ground, takeoff, de

parture, arrival, and landing phases of flight operations. 2. The Public Will Benefit From The Safety And Efficiency Of The DJI Phan
tom 2 Vision+ UAS. Conducting aerial acquisitions with the DJI Phantom 2 Vision+ UAS, instead of manned aircraft, will greatly benefit the public by drastically reducing the levels of air and noise pollution generated during traditional aerial video and still photography flight opera

16tions. By using battery power and electric motors, the DJI Phantom 2 Vision+ UAS pro

duce no air pollution, and is the most viable environmentally conscious alternative to the cabin class, six cylinder internal combustion engine aircraft that are typically utilized for aerial video and photography, while burning approximately 20-30 gallons per hour of lead

ed aviation fuel. The DJI Phantom 2 Vision+ UAS, while reducing the carbon footprint of aerial acquisitions, also eliminates noise pollution, as the DJI Phantom 2 Vision+UAS is propelled by battery powered electric motors, rather than an internal combustion engine. By using the DJI Phantom 2 Vision+ UAS to perform aerial acquisitions, the sub

stantial risk to life and property in the air and on the ground, which is usually associated with traditional manned aircraft flight operations, will be substantially reduced or com

pletely eliminated. Aside from the lack of flight crew members located onboard the air

craft, the DJI Phantom 2 Vision+ UAS (weighing approximately 2 pounds 11 ounces re

spectively, at their maximum gross weights with length of 16 inches and respectively, width of 16 inches respectively, and with no fuel on board), has less physical potential for collateral damage to life and property on the ground, and in the air, compared to the manned aircraft that typically conduct similar operations (weighing approximately 6,000 pounds with a wingspan of approximately 42 feet, a length of 34 feet, and a fuel capacity of 180 gallons). 3. Performing Aerial Video and Photography Operations With The DJI Phan
tom 2 Vision+ UAS Will Benefit The Economy. In addition to being safe and efficient, the DJI Phantom 2 Vision+ UAS is also an economical alternative to using manned aircraft to conduct similar aerial operations. As

17such, operation of the DJI Phantom 2 Vision+ UAS will allow United States based compa

nies, like Daniel Shawn Standridge, to remain competitive and contribute to growth of the U.S. economy. Specifically, with the rising cost of aviation fuel and the Environmental Protection Agency (“EPA”) regulatory actions phasing out leaded aviation fuels, U.S. owned and operated companies must adopt new and alternative technology in order to re

main competitive. Operating the battery powered DJI Phantom 2 Vision+ UAS is one such technology that not only allows companies greater operational flexibility compared to manned aircraft, but provides such flexibility without the high operational cost of a tradi

tional manned aircraft. By operating the DJI Phantom 2 Vision+ UAS, companies such as Daniel Shawn Standridge, can remain competitive and profitable, and therefore, provide greater job sta

bility to employees and contractors, which will ultimately contribute to growth of the U.S. economy. Improved financial performance of U.S. companies, through commercial use of the DJI Phantom 2 Vision+ UAS, provides a stable workforce that increases consumer spending; improves local, state, and federal tax revenues; and allows companies to invest in research and development in order to remain competitive both in the United States and abroad. 4. There Are No Privacy Issues. Similar to the manned aerial acquisition flight operations that have been conducted for decades, Daniel Shawn Standridge’s proposed operation of the DJI Phantom 2 Vision+ UAS will not implicate any privacy issues. Specifically, the DJI Phantom 2 Vision+ UAS will be operated only in compliance with operating documents (i.e., Monthly Maintenance

18Log, and DJI Phantom 2 Vision+ Instruction Manual) which requires property owner in

volvement as well as local law enforcement notification, and in accordance with the Feder

al Aviation Regulations, including the minimum altitude requirements of 14 C.F.R. §
91.119. E. 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 Daniel Shawn Standridge Seeks Exemption. 1. Reasons Why The DJI Phantom 2 Vision+ UAS Meet The Conditions Of The FAA Modernization and Reform Act of 2012 (FMRA) Section 333. In consideration of the size, weight, speed, and limited operating area associated with the unmanned aircraft and its operation, Daniel Shawn Standridge’s operation of the DJI Phantom 2 Vision+ UAS meet the conditions of FMRA Section 333, and will not re

quire an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. Section 333 provides authority for a UAS to operate without airworthiness certifi

cation and sets forth requirements for considering whether a UAS will create a hazard to users of the NAS or the public, or otherwise pose a threat to national security. Specifically, FMRA Section 333 states the following, in part: (a) In General.--Notwithstanding any other requirement of this subtitle, and not later than 180 days after the date of enactment of this Act, the Secretary of Transportation shall determine if certain unmanned aircraft systems may oper

ate safely in the national airspace system before completion of the plan and rulemaking required by section 332 of this Act or the guidance required by sec

tion 334 of this Act. (b) Assessment of Unmanned Aircraft Systems.--In making the determination under subsection (a), the Secretary shall determine, at a minimum-- (1) which types of unmanned aircraft systems, if any, as a result of their size, weight, speed, operational capability, proximity to airports and populated areas, and operation within visual line of sight do not create

19a hazard to users of the national airspace system or the public or pose a threat to national security; and (2) whether a certificate of waiver, certificate of authorization, or airwor

thiness certification under section 44704 of title 49, United States Code, is required for the operation of unmanned aircraft systems identified under paragraph (1). (c) Requirements for Safe Operation.--If the Secretary determines under this sec

tion that certain unmanned aircraft systems may operate safely in the national airspace system, the Secretary shall establish requirements for the safe opera

tion of such aircraft systems in the national airspace system. In seeking this exemption, Daniel Shawn Standridge submits that the DJI Phantom 2 Vision+ UAS can operate safely in the NAS pursuant to FMRA Section 333, as demon

strated by: (a) the characteristics of the DJI Phantom 2 Vision+ UAS; (b) the pilot certifica

tion requirement; and (c) the specific operating limitations. a. The Specifications Of The DJI Phantom 2 Vision+ UAS Demonstrate Its Safe Characteristics. The DJI Phantom 2 Vision+ UAS does not create a hazard to users of the NAS or the public, or otherwise pose a threat to national security considering its size, weight, speed, and operational capability. i. Technical Specifications Of The DJI Phantom 2 Vision+ UAS. The technical specifications of the DJI Phantom 2 Vision+ UAS is set forth by the DJI Phantom 2 Vision+ UAS Specifications and Data Sheet, attached hereto as Appendices
A. ii. The DJI Phantom 2 Vision+ UAS Autonomous Flight And Navigation Modes Enable The UAS To Remain Within A Defined Operational Area.

20The DJI Phantom 2 Vision+ UAS may be operated in both manual and fully au

tonomous flight modes. A complete description of the flight and navigational modes of the DJI Phantom 2 Vision+ UAS is provided at pages 25-35 of the DJI Phantom 2 Vision+ User Manuals, attached hereto as Appendices B. iii. The DJI Phantom 2 Vision+ UAS is Designed For Automatic Return To Home Point Or Hover In The Event Of Loss Of The Control Link Or Navigation. When the Control Link is lost, the DJI Phantom 2 Vision+ UAS will remain sta

tionary, in flight, for 3 seconds or more. If, after 3 seconds, the DJI Phantom 2 Vision+ UAS do not reacquire control link data from the GCS, the UAS will assume that the Con

trol Link is lost and the UAS will return to the home position (i.e., failsafe mode) via GPS, and will descend to the takeoff position and shutdown. A complete description of the Failsafe Functions of the DJI Phantom 2 Vision+ UAS are set forth at pages 27 through 29 of the DJI Phantom 2 Vision+ User Manuals, at

tached hereto as Appendices B. iv. The DJI Phantom 2 Vision+ GCS And Its Operation. A complete description of the operation and specifications of the DJI Phantom 2 Vision+ GCS and flight control software is provided at pages 32 through 43 of the DJI Phantom 2 Vision+ User Manual. DJI Phantom 2 Vision+ User Manuals are attached here

to as Appendices B. b. Flight Operations Of DJI Phantom 2 Vision+ UAS is Limited To The Line Of Sight Of A Certificated Pilot in Command With A Safety Observer.

21Daniel Shawn Standridge will only utilize certificated pilots who possess a current and valid airman medical certificate or State issued Driver License with at least a Sport Pilot License, to act as a pilot in command (PIC) of the DJI Phantom 2 Vision+ UAS. Ad

ditionally, a safety observer will assist the pilot during flight time. c. Flights Of DJI Phantom 2 Vision+ UAS Will Be Conducted Pursuant To Specific Operating Limitations. In seeking this exemption, Daniel Shawn Standridge proposes to commercially op

erate DJI Phantom 2 Vision+ UAS for the special purpose of conducting aerial video and photography, motion picture and television over certain areas of United States, pursuant to the following specific operating limitations: 1. Operations authorized by this grant of exemption will be limited to the following aircraft described in the operating documents, rotorcraft UAS weighing less than 55 pounds maximum gross weight: DJI Phantom 2 Vision+ Unmanned Aircraft Systems. Proposed operations of any other aircraft will require a new petition or a petition to amend this grant. 2. UAS operations under this exemption will be limited to conducting operations for the purpose of aerial video and photography, motion picture and television, search and rescue. 3. The UAS may not be flown at an indicated airspeed exceeding 20 knots. 4. The UAS must be operated at an altitude of no more than 500 feet above ground level (AGL), as indicated by the procedures specified in the operating docu

ments unless a special request is made and approved by ATC. All altitudes re

ported to ATC must be in feet AGL. 5. The UAS 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 de

vice other than corrective lenses, as specified on the PIC’s FAA-issued airman medical certificate. 6. The use of first person view (FPV) by the PIC or safety observer (SO) is not permitted.

227. All operations must utilize a safety observer (SO). The SO may be used to satisfy the VLOS requirement as long as the PIC always maintains VLOS capability. The SO 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 du

ration of the flight. The PIC must ensure that the SO can perform the functions prescribed in the operating documents. 8. The SO must not perform any other duties beyond assisting the PIC with seeing and avoiding other air traffic and other ground based obstacles/obstructions and is not permitted to operate the camera or other instruments. 9. The operating documents and the grant of exemption must be accessible during UAS operations and made available to the Administrator upon request. If a dis

crepancy exists between the conditions and limitations contained in the grant of exemption and the procedures outlined in the operating documents, the condi

tions and limitations contained in the grant of exemption take precedence and must be followed. Otherwise, the operator must follow the procedures as out

lined 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 upon request. The operator must also present updated and revised documents if it petitions for extension or amendment to the grant of exemption. If the operator determines that any update or revision would affect the basis upon which the FAA granted the exemption, then the operator must petition for amendment to its grant of exemption. The FAA’s UAS Integration Office (AFS-80) may be contacted if questions arise re

garding updates or revisions to the operating documents. 10. Prior to each flight the PIC must inspect the UAS to ensure that it is in a condi

tion for safe flight. If the inspection reveals a condition that affects the safe op

eration 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. The Ground Control Station must be included in the preflight in

spection. All maintenance and alterations must be properly documented in the aircraft records. 11. Any UAS that has undergone maintenance or alterations that affect the UAS operation or flight characteristics, e.g. replacement of a flight critical compo

nent, must undergo a functional test flight. The PIC who conducts the function

al test flight must make an entry in the aircraft records.

2312. The pre-flight inspection must account for all potential discrepancies, e.g. inop

erable components, items, or equipment, not already covered in the relevant sections of the operating documents. 13. The operator must follow the UAS manufacturer’s aircraft/component, mainte

nance, overhaul, replacement, inspection, and life limit requirements. 14. The operator must carry out its maintenance, inspections, and record keeping requirements, in accordance with the operating documents. Maintenance, in

spection, alterations, and status of replacement/overhaul component parts must be noted in the aircraft records, including total time in service, description of work accomplished, and the signature of the authorized person returning the UAS to service. 15. The UAS operated under this exemption must comply with all manufacturer Safety Bulletins. 16. The authorized person must make an entry in the aircraft record of the correc

tive action taken against discrepancies discovered between inspections. 17. The PIC must possess at least a Sport pilot certificate and at least a current third- class medical certificate or State issued Drivers License. 18. The operator may not permit any PIC to operate unless the PIC meets the opera

tor’s qualification criteria and demonstrates the ability to safely operate the UAS in a manner consistent with how the UAS will be operated under the ex

emption, including evasive and emergency maneuvers and maintaining appro

priate distances from persons, vessels, vehicles and structures. PIC qualification flight hours must be logged in a manner consistent with 14 C.F.R. § 61.51(b). Flights for the purposes of training the operator’s PICs are permitted under the terms of the exemption. However, training operations may only be conducted during dedicated training sessions. During training, proficiency, and experi

ence-building flights, all persons not essential for flight operations are consid

ered nonparticipants, and the PIC must operate the UA with appropriate dis

tance from nonparticipants in accordance with 14 C.F.R. § 91.119. 19. UAS operations may not be conducted during night, as defined in 14 C.F.R. § 1.1. All operations must be conducted under visual meteorological conditions (VMC). If flight at night is required, a special request will be made at the FAA office closest to proposed area of operations. Flights under special visual flight rules (SVFR) are not authorized.

2420. The UA may not operate within 5 nautical miles of an airport reference point as denoted on a current FAA-published aeronautical chart unless a letter of agree

ment with that airport’s management is obtained, and the operation is conducted in accordance with a NOTAM as required by the operator’s COA. The letter of agreement with the airport management must be made available to the Adminis

trator upon request. 21. 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.22. If the UA loses communications or loses its GPS signal, it must return to a predetermined location within the planned operating area and land or be recovered in accordance with the operating documents. 23. The PIC must abort the flight in the event of unpredicted obstacles or emergen

cies in accordance with the operating documents. 24. The PIC is prohibited from beginning a flight unless (considering wind and forecast weather conditions) there is enough power to fly at normal cruising speed to the intended landing point and land the UA with 25% battery power remaining. 25. The operator must obtain an Air Traffic Organization (ATO) issued Certificate of Waiver or Authorization (COA) prior to conducting any operations under the grant of exemption. This COA will also require the operator to request a Notice to Airman (NOTAM) not more than 72 hours in advance, but not less than 48 hours prior to the operation. All operations shall be conducted in accordance with airspace requirements in the ATO issued COA including class of airspace, altitude level and potential transponder requirements. 26. All aircraft operated in accordance with the exemption must be identified by serial number, registered in accordance with 14 C.F.R. part 47, and have identi

fication (N-numbers) markings in accordance with 14 C.F.R. part 45, Subpart C. Markings must be as large as practicable. 27. Before conducting operations, the radio frequency spectrum used for operation and control of the UA must comply with the Federal Communications Commis

sion (FCC) or other appropriate government oversight agency requirements. 28. The documents required fewer than 14 C.F.R. 91.9 and 91.203 must be avail

able to the PIC at the Ground Control Station of the UAS any time the UAS is

25operating. These documents must be made available to the Administrator or any law enforcement official upon request. 29. The UAS must remain clear and yield the right of way to all manned aviation operations and activities at all times. 30. The UAS may not be operated by the PIC from any moving device or vehicle. 31. Flight operations must be conducted at least 500 feet from all nonparticipating persons (persons other than the PIC, SO, operator trainees or essential persons), vessels, vehicles, and structures unless: a. Barriers or structures are present that sufficiently protect nonparticipating persons from the UA and/or debris in the event of an accident. The opera

tor must ensure that nonparticipating persons remain under such protec

tion. If a situation arises where nonparticipating persons leave such pro

tection and are within 500 feet of the UA, flight operations must cease immediately and/or; b. The aircraft is operated near vessels, vehicles or structures where the owner/controller of such vessels, vehicles or structures has granted per

mission and the PIC has made a safety assessment of the risk of operat

ing closer to those objects and determined that it does not present an un

due hazard, and; c. Operations nearer to the PIC, SO, operator trainees or essential persons do not present an undue hazard to those persons per § 91.119(a). 32. All operations shall be conducted over private or controlled-access property with permission from the land owner/controller or authorized representative. Permission from land owner/controller or authorized representative will be ob

tained for each flight to be conducted. 33. Any incident, accident, or flight operation that transgresses the lateral or verti

cal 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

. 2. Reasons Why An Exemption From The Requirements Of Section 61.113(a) And (b) Would Not Adversely Affect Safety.

26Daniel Shawn Standridge submits that the equivalent level of safety established by Section 61.113(a) and (b) will be maintained because no PIC will be allowed to operate the DJI Phantom 2 Vision+ UAS unless that PIC has demonstrated, by meeting minimum flight-hour and currency requirements, that the PIC is able to safely operate the DJI Phan

tom 2 Vision+ UAS in a manner consistent with the exemption, including evasive and emergency maneuvers and maintaining appropriate distances from people, vessels, vehi

cles and structures. The FAA has previously granted relief from Section 61.113(a) and (b) specific to UAS, in circumstances similar, in all material respects, to those presented herein (e.g. Ex

emption Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110, 11112, 11136, 11138, 11150, 11153, 11156, 11158, 11159, 11160, 11161). Daniel Shawn Standridge will not allow any PIC to operate the DJI Phantom 2 Vi

sion+ UAS unless that PIC has demonstrated, by meeting minimum flight-hour require

ments or the DJI Phantom 2 Vision+ UAS training and currency requirements, that the PIC is able to safely operate the DJI Phantom 2 Vision+ UAS in a manner consistent with this exemption, including evasive and emergency maneuvers and maintaining appropriate dis

tances from people, vessels, vehicles and structures. Specifically, the PIC must have accumulated and logged, in a manner consistent with 14 C.F.R. § 61.51(b), 25 hours of total time as a UAS rotorcraft pilot (with a mini

mum of 5 hours of those hours as a UAS pilot operating the same make and model of UAS to be used for operations under the exemption). In addition to the hour requirements, the

27PIC must accomplish 3 takeoffs and landings in the preceding 90 days (for currency pur

poses). As in Exemption Nos. 11062, 11138, and 11153, prior documented flight experi

ence that was obtained in compliance with applicable regulations will ensure an equivalent level of safety during Daniel Shawn Standridge’s proposed operations. The Administrator has held that prior documented flight experience that was obtained in compliance with ap

plicable regulations would ensure safe operations, stating as follows: In Exemption No. 11062, the FAA required that prior to conducting operations for the purpose of motion picture filming (or similar operations), the PIC must have accumulated and logged, in a manner consistent with 14 CFR 61.51(b), 25 hours of total time as a UAS rotorcraft pilot including at least 10 hours logged as a UAS pi

lot with a multi-rotor UAS. Prior to operations under Exemption No. 11062, the PIC must also have accumulated and logged a minimum of 5 hours as a UAS pilot operating the same make and model of UAS to be used for operations under the exemption. For clarification, the FAA considers these minimum hour requirements to be inclusive rather than additive; i.e. 5 hours make and model time may be in

cluded in the 10 hours of multi-rotor time and the 10 hours may be included in the total 25 hours of UAS rotorcraft time. In addition to the hour requirements, the PIC must accomplish 3 takeoffs and landings in the preceding 90 days (for currency purposes). The FAA finds that at a minimum, the flight-hour requirements in Ex

emption No. 11062 are appropriate to practice and build proficiency in the skills necessary to safely conduct the petitioner’s proposed operations. The FAA also finds that prior documented flight experience that was obtained in compliance with applicable regulations would satisfy this requirement. Training, proficiency, and experience-building flights can also be conducted under the grant of exemption toaccomplish the required flight time. During training, proficiency, and experiencebuilding flights the PIC is required to operate the UA with appropriate distances in accordance with 14 C.F.R 91.119. Exemption No. 11138 at page 15. Accordingly, Daniel Shawn Standridge will ensure safe operations by not allowing any PIC to operate the DJI Phantom 2 Vision+ UAS unless that PIC has demonstrated, by meeting minimum flight-hour and currency requirements, that the PIC is able to safely op

28erate the DJI Phantom 2 Vision+ UAS in a manner consistent with the exemption, includ

ing evasive and emergency maneuvers and maintaining appropriate distances from people, vessels, vehicles and structures. 3. Reasons Why An Exemption From The Requirements Of Section 91.7(a) Would Not Adversely Affect Safety. The equivalent level of safety established by Section 91.7(a) will be maintained because prior to every flight, Daniel Shawn Standridge will ensure that the DJI Phantom 2 Vision+ UAS is in an airworthy condition based upon the UAS compliance with its operat

ing documents and as stated in the conditions and limitations herein. Additionally, the FAA has previously granted relief from Section 91.7(a) specific to UAS, in circumstances similar, in all material respects, to those presented herein (e.g. Ex

emption Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110, 11112, 11136, 11138, 11150, 11153, 11156, 11157, 11158, 11159, 11160, 11161). 4. Reasons Why An Exemption From The Requirements Of Section 91.121 Would Not Adversely Affect Safety. The equivalent level of safety established by Section 91.121 will be maintained be

cause the altitude information of the DJI Phantom 2 Vision+ UAS will be provided to the PIC via GPS equipment and a radio communications telemetry data link, which downlinks from the UA to the GCS for active monitoring of the flight path and altitude. This altitude information, combined with Daniel Shawn Standridge’s operation of the DJI Phantom 2 Vision+ UAS within visual line of sight, at or below 500 feet AGL, will ensure a level of safety equivalent to Section 91.121. The altitude information will be generated by GPS

29equipment installed onboard the aircraft. Prior to each flight, a zero altitude initiation point is automatically established by the UASs at ground level. The FAA has previously granted relief from Section 91.121 specific to UAS, in cir

cumstances similar, in all material respects, to those presented herein (e.g. Exemption Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11112, 11136, 11138, 11150, 11153, 11156, 11157, 11158, 11159, 11160, 11161). 5. Reasons Why An Exemption From The Requirements Of Section 91.151(b) Would Not Adversely Affect Safety. A grant of this exemption would ensure an equivalent level of safety established by 14 C.F.R. Section 91.151(b) as a result of (1) the technical specifications of the DJI Phan

tom 2 Vision+ UAS; (2) the limitations on the proposed flight operations; and (3) the loca

tion of the proposed flight operations. Accordingly, Daniel Shawn Standridge will ensure that it will safely operate the battery powered DJI Phantom 2 Vision+ UAS during daylight hours in VFR conditions, with enough battery power to fly for a total duration of 13 min

utes to the first point of intended landing and, assuming normal cruising speed, to fly after that for at least 4.5 minutes. Here, as in Exemption No. 11109, the technical specifications of the DJI Phantom 2 Vision+ UAS; the limitations on the proposed flight operations; and the location of the proposed operations, will ensure an equivalent level of safety established by 14 C.F.R. Sec

tion 91.151(b). Furthermore, safety will be ensured as the DJI Phantom 2 Vision+ UAS provide audible and visual warnings to the PIC at the GCS when the UAS experiences low battery voltage, the first warning occurring at approximately 33% remaining battery power,

30and again at approximately 10% remaining battery power. At the critically low battery lev

el, the DJI Phantom Vision+ UAS will descend and land automatically. Significantly, previous exemptions granted by the FAA concerning Section 91.151 establish that safety is not adversely affected when the technical characteristics and operat

ing limitations of the UAS are considered. Relief has been granted for manned aircraft to operate at less than the minimums prescribed in Section 91.151, including Exemption Nos. 2689, 5745, and 10650. Moreover, the FAA has previously granted relief from Section 91.151 specific to UAS, in circumstances similar, in all material respects, to those present

ed herein (e.g. Exemption Nos. 8811, 10808, 10673, 11042, 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110, 11136, 11138, 11150, 11153, 11156, 11157, 11158, 11159, 11160, 11161). 6. Reasons Why An Exemption From The Requirements Of Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), And 91.417(a) & (b) Would Not Adversely Affect Safety. In seeking this exemption, Daniel Shawn Standridge submits that the equivalent level of safety with regard to the regulatory maintenance and alteration requirements estab

lished by Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) will be met because Daniel Shawn Standridge will perform maintenance, alterations, or preven

tive maintenance on the UAS using the methods, techniques, and practices prescribed in the operating documents (i.e., Monthly Maintenance Log, and DJI Phantom 2 Vision+ In

struction Manual). Furthermore, Daniel Shawn Standridge will document and maintain all maintenance records for the DJI Phantom 2 Vision+ UAS.

31Since the DJI Phantom 2 Vision+ UAS will be inspected as prescribed by the oper

ating documents, Daniel Shawn Standridge will maintain the equivalent level of safety es

tablished by Sections 91.405(a), 91.409(a)(1), and 91.409(a)(2). A copy of the DJI Phan

tom 2 Vision+ User Manuals are attached hereto as Exhibit B. Likewise, the exemption sought will not adversely affect safety because Daniel Shawn Standridge will perform maintenance, alterations or preventive maintenance on the UAS using the methods, techniques, and practices prescribed by the operating documents. Furthermore, the exemption sought would maintain an equivalent level of safety established by Sections 91.407, 91.417(a) and 91.417(b), because all maintenance of the DJI Phantom 2 Vision+ UAS will be performed by Daniel Shawn Standridge. Maintenance will be documented and maintained utilizing a monthly maintenance log. Significantly, previous exemptions granted by the FAA concerning Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) establish that safety is not adversely affected when the technical characteristics and operating limitations of the UAS are considered. In consideration of Daniel Shawn Standridge proposed operating limitations, the operating documents, and the technical aspects of the DJI Phantom 2 Vision+ UAS, Daniel Shawn Standridge submits that safety will not be adversely affected by granting exemption from 14 C.F.R. Sections 91.405(a), 91.407(a)(1) and (a)(2), 91.409(a)(2), and 91.417(a) and (b). The FAA has previously granted relief specific to UAS in circumstances similar, in all material respects, to those presented herein (e.g. Exemption Nos. 11062, 11063, 11064,

3211065, 11066, 11067, 11080, 11109, 11110, 11112, 11136, 11138, 11150, 11153, 11156, 11157, 11158, 11159, 11160, 11161). 7. The FAA May Prescribe Any Other Conditions For Safe Operation. In accordance with Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA) and 14 C.F.R. § 21.16 entitled Special Conditions, Daniel Shawn Standridge re

quests that the FAA prescribe special conditions for the intended operation of the DJI Phantom 2 Vision+ UAS, which contain such safety standards that the Administrator finds necessary to establish a level of safety equivalent to that established by 14 C.F.R. Part 21, Subpart H, and 14 C.F.R §§ 61.113(a) & (b), 91.7 (a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b). Such special conditions will permit safe operation of the UAS for the limited purpose of conducting aerial video and photography, motion picture and television over certain areas of the United States for com

pensation or hire. FMRA Section 333 sets forth the requirements for considering whether a UAS will create a hazard to users of the NAS or the public, or otherwise pose a threat to national security; and further, provides the authority for such UAS to operate without air

worthiness certification in accordance with any requirements that must be established for the safe operation of the UAS in the NAS. Likewise, the Administrator may prescribe special conditions pursuant to 14 C.F.R. § 21.16, for operation of the DJI Phantom 2 Vision+ UAS, since the airworthiness regula

tions of 14 C.F.R. Part 21 do not contain adequate or appropriate safety standards, due to the novel or unusual design features of the aircraft. Section 21.16, entitled Special Condi

tions, states the following:

33If the FAA finds that the airworthiness regulations of this subchapter do not contain adequate or appropriate safety standards for an aircraft, aircraft engine, or propeller because of a novel or unusual design feature of the aircraft, aircraft engine or pro

peller, he prescribes special conditions and amendments thereto for the product. The special conditions are issued in accordance with Part 11 of this chapter and contain such safety standards for the aircraft, aircraft engine or propeller as the FAA finds necessary to establish a level of safety equivalent to that established in the regulations. See 14 C.F.R. § 21.16. Therefore, in accordance with FMRA Section 333 and 14 C.F.R. § 21.16, the FAA may prescribe special conditions for Daniel Shawn Standridge’s intended operation of the DJI Phantom 2 Vision+ UAS, which contain such safety standards that the Administrator finds necessary to establish a level of safety equivalent to that established by 14 C.F.R. Part 21, Subpart H, and 14 C.F.R Sections 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b).
F. A Summary That Can Be Published In The Federal Register, stating: The Rules From Which Daniel Shawn Standridge Seeks Exemption: Daniel Shawn Standridge seeks exemption from the requirements of 14 C.F.R Sec

tions 61.113(a)&(b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a) (1) & (a)(2), and 91.417(a) & (b). A Brief Description Of The Nature Of The Exemption Daniel Shawn Stan
dridge Seeks: This exemption will permit Daniel Shawn Standridge to commercially operate an Unmanned Aircraft System (UAS) for the purpose of conducting aerial video and photography over certain areas of the United States.
G. Any Additional Information, Views, Or Arguments Available To Support Daniel Shawn Standridge’s Request. This Petition is made pursuant to the FAA Modernization and Reform Act of 2012

34(FMRA) Section 333, which directs the Secretary of Transportation to determine if certain UAS may operate safely in the NAS. As such, Daniel Shawn Standridge’s request for ex

emption may be granted pursuant to the authority of FMRA Section 333 and 14 C.F.R. Part 11, as set forth above. FMRA Section 333 sets forth the requirements for considering whether a UAS will create a hazard to users of the NAS or the public, or otherwise pose a threat to national se

curity; and further, provides the authority for such UAS to operate without airworthiness certification. As discussed in detail above, Daniel Shawn Standridge will operate the DJI Phan

tom 2 Vision+ UAS safely in the NAS, without creating a hazard to users of the NAS, or the public, or otherwise pose a threat to national security.
CONCLUSION As set forth herein, Daniel Shawn Standridge seeks an exemption pursuant to 14 C.F.R. § 11.61 and Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA), which will permit safe operation of the DJI Phantom 2 Vision+ UAS commer

cially, without an airworthiness certificate, for the limited purpose of conducting aerial video and photography, motion picture and television over certain areas of the United States. By granting this Petition, the FAA Administrator will be fulfilling the Congressional mandate of the FAA Modernization and Reform Act of 2012, while also advancing the in

terests of the public, by allowing Daniel Shawn Standridge to safely, efficiently, and eco

nomically operate the DJI Phantom 2 Vision+ UAS commercially within the NAS.

35WHEREFORE , in accordance with the Federal Aviation Regulations and the FAA Modernization and Reform Act of 2012, Section 333, Daniel Shawn Standridge respectful

ly requests that the Administrator grant this Petition for an exemption from the require

ments of 14 C.F.R Sections 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b), and permit Daniel Shawn Stan

dridge to operate the DJI Phantom 2 Vision+ UAS commercially for the purpose of con

ducting aerial video and photography over certain areas of the United States. Dated: June 21, 2015

Respectfully submitted, Daniel Shawn Standridge

_________________________ Daniel Shawn Standridge 253 Shady Grove Sparta, Mo 65753 Tel: (409) 223-2410 Email: shawnstandridge@consolidated.net

Appendices : A – DJI Phantom 2 Vision+ Specifications Data Sheet B – DJI Phantom 2 Vision+ Manufacturer’s User Manual

36APPENDIX – A DJI PHANTOM 2 VISION+ TECHNICAL SPECIFICATIONS Daniel Shawn Standridge only utilizes safe and reliable UASs. DJI is an industry leader in small UAS production. DJI UASs are loaded with ground breaking software enabling the user to set parameters which will not allow flight into controlled airspace. Parameters can also be set to limit flight to no higher than a predetermined and set altitude as well as limit flight to a predetermined and set distance. In addition, DJI software provides real-time alti

tude and location information to the PIC via the linked monitor (smart phone/tablet de

vices) 1.1 DJI Phantom 2 Vision+ 1.1.1 Aircraft 1.1.1.1 Supported Battery – DJI 5200mAH LiPo Battery 1.1.1.2 Weight (Battery & Propellers Included) – 2lbs 11.810oz (1242g) 1.1.1.3 Hover Accuracy (Ready to Fly) – Vertical: .8m; Horizontal: 2.5m 1.1.1.4 Max Yaw Angular Velocity - 200 0 /s 1.1.1.5 Max Tilt Angel - 35 0 1.1.1.6 Max Ascent Speed – 6m/s 1.1.1.7 Max Descent Speed – 2m/s 1.1.1.8 Max Flight Speed – 15m/s (NOT RECOMMENDED) 1.1.2 Gimbal 1.1.2.1 Working Current – Static: 750mA; Dynamic: 900mA

371.1.2.2 Control Accuracy - ±0.03 0 1.1.2.3 Controllable Range – Pitch: -90 0 - 0 0 1.1.2.4 Maximum Angular Speed – Pitch: 90 0 /s
1.1.3 Camera 1.1.3.1 Operating Temperature Range - 32 0 F - 104 0 F (0 0 C - 40 0 C) 1.1.3.2 Sensor Size – 1/2.3” 1.1.3.3 Effective Pixels – 14M 1.1.3.4 Resolution – 4384x3288 4.1.3.5 HD Video Recording – 1080p30 & 720p 4.1.3.6 Recording Field of View - 110 0 /85 0
1.1.4 Transmitter 1.1.4.1 Operating Frequency – 5.728GHz – 5.85GHz 1.1.4.2 Communication Distance (unobstructed) – FCC Compliance: 800m 1.1.4.3 Receiver Sensitivity (1%PER) - -93dBm 1.1.4.4 Transmitter Power – FCC Compliance: 100mW 1.1.4.5 Working Voltage – 120mA@3.7V 1.1.5 Range Extender 1.1.5.1 Operating Frequency – 2412-2462MHz 1.1.5.2 Communication Distance (unobstructed) – 500-700m 1.1.5.3 Transmitter Power – 20dBm 1.1.5.4 Power Consumption – 2W

38APPENDIX – B

DJI Phantom 2 Vision+ Manufacturer’s User Manual

394041