II. The Specific Sections of Title 14 of the Code of 

Federal Regulations From Which Nick Patillo Requests 

Exemption are:

14 CFR 21;14 C.F.R. 45.23(b);14 CFR 61.113 (a) & (b); 14 

C.F.R. 91, et seq.;14 CFR 407 (a) (1);14 CFR 409 (a) (2); 

and, 14 CFR 417 (a) & (b).

III. The Extent of relief Nick Patillo seeks and the Reason 

He Seeks Such Relief:

I, Nick Patillo, submit this application in accordance with the 

Reform Act, 112 P.L. 95 §§ 331-334, seeking relief from any 

currently applicable FARs operating to prevent me, Nick 

Patillo, contemplated commercial cinematic, academic and 

other flight operations within the national airspace system. 

The Reform Act in Section 332 provides for such integration 

of civil unmanned aircraft systems into our national airspace 

system as it is in the public’s interest to do so. My, Nick 

Patillo’s, ultra light weight UAS meets the definition of “small 

unmanned aircraft” as defined in Section 331 and therefore 

the integration of my ultra light weight UAS is expressly 

contemplated by the Reform Act. I would like to operate my 

ultra light weight UAS prior to the time period by which the 

Reform Act requires the FAA to promulgate rules governing 

such craft. Thereby, providing direct experience and 

valuable information for formal regulation that can be 

administered uniformly to all real estate related UAS aerial 

video and photography. The Reform Act guides the 

Secretary in determining the types of UAS's that may 

operate safely in our national airspace system. 

Considerations include: The weight, size, speed and overall 

capabilities of the UAS's; Whether the UAS will be operated 

near airports or heavily populated areas; and, Whether the 

UAS will be operated by line of sight. 112 P.L. 95 § 333 (a). 

Each of these items reflect in favor of an exemption for me, 
Nick Patillo. My UAS utilizes four (4) counter-rotating 

propellers for balance, control and stability. My UAS is 

equipped with GPS and auto return safety technology. 

Weighing less than five (5) pounds (far below the maximum 

55 pound limit); including camera with gimbal.

I, Nick Patillo, considers safety as foremost with each flight. 

My small unmanned aircraft is designed to hover in place via 

GPS and operate in less than a 24 knot (15 mph) wind. For 

safety, stability and fear of financial loss I will not fly in winds 

exceeding 16 kph (10 mph). Built in safety systems include a 

GPS mode that allows my UAS to hover in place when radio 

controls are released. With three modes to choose from, I 

utilize the Smart Mode5 for aerial videography/photography. 

This is the safest, most reliable and stable mode to prevent 

accident and hazard. When pilot communication is lost UAS 

is designed slowly descend to point of take off. I do not 

operate my UAS near airports, Hospitals nor Police heliports, 

and do not operate near areas where general public is within 

fifty to one hundred (50-100) yards depending on location, 

conditions and weather. I am constantly on alert for any 

manned aircraft (Police/Medical helicopters, etc.) and 

prepared to land/abort immediately to the nearest and safest 

ground point should a manned aircraft approach my location 

or I suspect manned aircraft may approach near my location. 

My UAS is capable of vertical and horizontal operations, and 

are flown only within my line of sight of me, as the remote 

control pilot. Utilizing battery power rather than combustible 

fuels, flights generally last between three (3) to seven (7) 

minutes, with an altitude under one hundred fifty (150) feet. I, 

Nick Patillo, utilize a fresh fully charged battery with each 

flight as a safety precaution; full flight time limit for each 

battery is nine (9) to twelve (12) minutes as tested. I do not 

operate my UAS at or below manufacture recommend 

minimum charge levels for operation; preferring to remain 
well within a safe operating range to insure adequate 

communication between radio control and UAS to eliminate 

potential for crash, loss of control or hazard. Reserve 

batteries are at hand with each exercise to insure 

replacement for sufficient safe level of operation. I do not 

believe in taking risk that may cause a crash, that could 

create hazard to the public/property/manned aircraft, and 

have no desire to lose an investment. I have clocked 

numerous practice flights in remote areas as a hobbyist 

simulating flights for future commercial use to gain 

familiarization with the characteristics of this specific UAS's 

performance under different temperature and weather 

conditions. I also practice computerized simulated flights to 

maintain adequate skills and response reflex time. All for the 

sake of safety.

I, Nick Patillo, am extremely cautious when operating of my 

UAS/ultra light weight unmanned aircraft and will not “create 

a hazard to users of the national airspace system or the 

public.” 112 P.L. 95 § 333 (b). Given the small size and 

weight of my UAS it falls well within Congress’s 

contemplated safety zone when it promulgated the Reform 

Act and the corresponding directive to integrate UAS's into 

the national airspace system. Nick Patillo’s UAS, used in 

hobby flight, has a demonstrable safety record and does not 

pose any threat to the general public or national security.

IV. How Nick Patillo’s Request Will Benefit the Public As 

A Whole:

Aerial videography for geographical awareness and for real 

estate marketing has been around for a long time through 

manned fixed wing aircraft and helicopters. For small budget 

real estate companies and average homeowners the 

expense of such aerial videography is cost prohibitive. Only 

large companies and high end Realtors or luxury 
homeowners can afford to absorb such expense. Depriving 

non-luxury homeowners and lower budget Realtors from a 

valuable marketing tool. Manned aircraft pose a threat to the 

public through potential catastrophic crash that the East 

Texas community. Each resulting in loss of life. Each with 

combustible fuel that exploded and burned on impact. Police 

helicopters have made emergency hard landings within city 

limits. My, Nick Patillo’s, UAS pose no such threat since size 

and lack of combustible fuel alleviates any potential threat to 

the public.

Congress has already proclaimed that it is in the public’s 

interest to integrate commercially flown UAS's into the 

national airspace system, hence the passing of the Reform 

Act. Granting my, Nick Patillo’s, exemption request furthers 

the public interest through academic/visual awareness of the 

geographical benefits in and around the East Texas area. 

My ultra light weight UAS is battery powered and creates no 

emissions that can harm the environment. The consequence 

of my ultra light weight UAS crashing is far less than a full 

size helicopter or fixed wing aircraft; which are heavy, 

contain combustible fuel and can cause catastrophic 

devastation to the public.

The public’s interest is furthered by minimizing ecological 

and crash threat by permitting aerial video/photo capture 

through my battery operated ultra light weight UAS's. 

Permitting me, Nick Patillo, to immediately fly within national 

air space furthers economic growth. Granting my exemption 

request substantially furthers the economic impact for the 

East Texas community for companies looking to relocate or 

build in the East Texas area as well as individuals looking to 

relocate for career advancement through academic and 

geographical awareness. Both of which serve as a stimulus

to the community.
V. Reasons Why Nick Patillo’s Exemption Will Not 

Adversely Affect Safety Or How The Exemption Will 

Provide a Level of Safety At Least Equal To Existing 

Rule:

My, Nick Patillo’s, exemption will not adversely affect safety. 

Quite the contrary, for the reasons stated permitting me, 

Nick Patillo, to log more flight time in FAA controlled 

airspace, with communication with the FAA, will allow me to 

contribute to the innovation and implementation of new and 

novel, as of yet undiscovered safety protocols for Realtors 

that can be embraced by the NAR, AAR, and TAR for 

development in cooperation with the FAA. In addition I, Nick 

Patillo, submit the following representations of 

enhancements to current aerial videography and 

photography for real estate:

My UAS weighs less than 5 pounds complete with a small 

ultra light weight high quality GoPro 3+ Black camera;I only 

operate my UAS below 200 feet9 (well within the 400 foot 

permissible ceiling set by the FAA Modernization and 

Reform Act of 2012); my UAS only operate for 3-7 minutes 

per flight;I land my UAS prior to manufacturer 

recommended minimum level of battery power;I pilot my 

UAS through remote control only by line of sight;My UAS 

has GPS a flight safety feature whereby it hovers and then 

slowly lands if communication with the remote control pilot is 

lost;I actively analyze flight data and other sources of 

information to constantly update and enhance safety 

protocols;I only operate in reasonably safe environment 

that are strictly controlled, are away from power lines, 

elevated lights, airports and actively populated areas;I 

conduct extensive pre-flight inspections and protocol, during 

which safety carries primary importance;I always obtains 

all necessary permissions prior to operation; and,I have 
procedures in place to abort flights in the event of safety 

breaches or potential danger.

My, Nick Patillo’s, safety protocols provide a level of safety 

equal to or exceeding existing rules. It is important to note 

that absent the integration of commercial UAS into our 

national airspace system, helicopters are the primary means 

of aerial video and photography for community awareness 

and real estate. While the safety record of such helicopters 

is remarkably astounding, there has been local incident 

involving loss of life as well as extensive property damage; it 

is far safer to operate a battery powered ultra light weight 

UAS.

First, the potential loss of life is diminished because UAS's 

carry no people on board and I only operates my UAS in 

specific areas away from mass populations. Second, there is 

no fuel on board a UAS and thus the potential for fire or 

explosions is greatly diminished.

Third, the small size and extreme maneuverability of my 

UAS allow me to remotely pilot away from and avoid hazards 

quickly and safely.Lastly, given its small size and weight, 

even when close enough to capture amazing images, my 

UAS need not be so close to the objects they are focused on 

through the technology and use of post editing software 

allowing pan and zoom.

Accordingly, my UAS has been experimentally operated for 

familiarization/competency and will continue to operate at 

and above current safety levels.

VI. A Summary The FAA May Publish in the Federal 

Register:

A. 14 C.F.R. 21 and 14 C.F.R. 91: Airworthiness Certificates, 

Manuals and The Like.
14 C.F.R. 21, Subpart H, entitled Airworthiness Certificates, 

sets forth requirements for procurement of necessary 

airworthiness certificates in relation to FAR § 91.203(a)(1). 

The size, weight and enclosed operational area of my, Nick 

Patillo’s, UAS permits exemption from Part 21 because my 

UAS meets (and exceeds) an equivalent level of safety 

pursuant to Section 333 of the Reform Act. The FAA is 

authorized to exempt aircraft from the airworthiness 

certificate requirement under both the Act (49 U.S.C. § 

44701 (f)) and Section 333 of the Reform Act. Both pieces of 

legislation permit the FAA to exempt UAS's from the 

airworthiness certificate requirement in consideration of the 

weight, size, speed, maneuverability and proximity to areas 

such as airports and dense populations. My, Nick Patillo, 

current and projected UAS's meet or exceed each of the 

elements.

14 C.F.R. 91.7(a) prohibits the operation of an aircraft 

without an airworthiness certificate. As no such certificate 

will be applicable in the form contemplated by the FARs, this 

Regulation is inapplicable.

14 C.F.R. § 91.9 (b) (2) requires an aircraft flight manual in 

the aircraft. As there are no on board pilots or passengers, 

and given the size of the UAS's, this Regulation is 

inapplicable. An equivalent level of safety will be achieved by 

maintaining a safety/flight manual delineating areas of where 

safety can be defined. The FAA has previously issued 

exemptions to this regulation in Exemption Nos. 8607, 8737, 

8738, 9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 

10700 and 32827.

14 C.F.R. § 91.121 regarding altimeter settings is inapplicable 

insofar as my UAS utilizes electronic global positioning systems 

with a barometric sensor.
14 C.F.R. § 91.203 (a) and (b) provides for the carrying of civil 

aircraft certifications and registrations. They are inapplicable for 

the same reasons described above. The equivalent level of 

safety will be achieved by maintaining any such required 

certifications and registrations by me, Nick Patillo.

14 C.F.R. § 45.23: Marking of The Aircraft.

Applicable Codes of Federal Regulation require aircraft to be 

marked according to certain specifications. My UAS are, by 

definition, unmanned. They therefore do not have a cabin, 

cockpit or pilot station on which to mark certain words or 

phrases. Further, two-inch lettering is difficult to place on such 

small aircraft with dimensions smaller that minimal lettering 

requirement. Regardless, I will mark its UASs in the largest 

possible lettering by placing the word “EXPERIMENTAL” on its 

fuselage as required by 14 C.F.R. §45.29 (f) so that I the pilot, or 

anyone assisting me as a spotter with the UAV will see the 

markings. The FAA has previously issued exemptions to this 

regulation through Exemptions Nos. 8738, 10167, 10167A and 

10700.

14 C.F.R. § 61.113: Private Pilot Privileges and Limitations: PIC.

Pursuant to 14 C.F.R. §§ 61.113 (a) & (b), private pilots are 

limited to non-commercial operations. I, Nick Patillo, can achieve 

an equivalent level of safety as achieved by current Regulations 

because my UAS does not carry any pilots or passengers. 

Further, while helpful, a pilot license will not ensure remote 

control piloting skills. The risks attended to the operation of my 

UAS is far less than the risk levels inherent in the commercial 

activities outlined in 14 C.F.R. § 61, et seq. Thus, allowing me, 

Nick Patillo, to operate my UAS meet and exceed current safety 

levels in relation to 14 C.F.R. §61.113 (a) & (b).

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

14 C.F.R. § 91.119 prescribes safe altitudes for the operation of 

civil aircraft. It allows helicopters to be operated at lower altitudes 
in certain conditions. My UAS will never operate at an altitude 

greater than 200 AGL; safely below the standard of 400 AGL. I, 

Nick Patillo, will however operate my UAS in safe areas away 

from public and traffic, providing a level of safety at least 

equivalent to or below those in relation to minimum safe 

altitudes. Given the size, weight, maneuverability and speed of 

my UAS, an equivalent or higher level of safety will be achieved.

14 C.F.R. 91.405 (a); 407 (a) (1); 409 (a) (2); 417(a) & (b): 

Maintenance Inspections.

The above-cited Regulations require, amongst other things, 

aircraft owners and operators to “have [the] 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. . . .”

These Regulations only apply to aircraft with an airworthiness 

certificate. They will not, therefore, apply to my, Nick Patillo, 

UAS. However, as a safety precaution I inspect my UAS before 

and after each flight.

A Summary The FAA May Publish in the Federal Register: 

A. 14 C.F.R. 21 and 14 C.F.R. 91: Airworthiness Certificates, 

Manuals and The Like. 14 C.F.R. 21, Subpart H, entitled 

Airworthiness Certificates, sets forth requirements for 

procurement of necessary airworthiness certificates in 

relation to FAR § 91.203(a)(1). The size, weight and 

enclosed operational area of my UAS permits exemption 

from Part 21 because my, Nick Patillo’s, UAS meets an 

equivalent level of safety pursuant to Section 333 of the 

Reform Act. The FAA is authorized to exempt aircraft from 

the airworthiness certificate requirement under both the Act 

(49 U.S.C. § 44701 (f)) and Section 333 of the Reform Act. 

Both pieces of legislation permit the FAA to exempt UAS's 

from the airworthiness certificate requirement in 
consideration of the weight, size, speed, maneuverability 

and proximity to areas such as airports and dense 

populations. My UAS meets or exceeds each of the 

elements. 14 C.F.R. 91.7(a) prohibits the operation of an 

aircraft without an airworthiness certificate. As no such 

certificate will be applicable in the form contemplated by the 

FARs, this Regulation is inapplicable. 14 C.F.R. § 91.9 (b) 

(2) requires an aircraft flight manual in the aircraft. As there 

are no pilots or passengers, and given the size of the UAS's, 

this Regulation is inapplicable. An equivalent level of safety 

will be achieved by maintaining a manual. The FAA has 

previously issued exemptions to this regulation in Exemption 

Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167, 

maintenance program that involves regular software updates 

and curative measures for any damaged hardware. 

Therefore, an equivalent level of safety will be achieved.

In summary, Nick Patillo seeks an exemption from the 

following Regulations:

14 C.F.R. 21, subpart H; 14 C.F.R. 45.23(b); 14 C.F.R. §§ 

61.113 (a) & (b); 14 C.F.R. § 91.7 (a); 14 C.F.R. § 91.9 

(b)(2); 14 C.F.R. § 91.103(b); 14 C.F.R. § 91.109; 14 C.F.R. 

§ 91.119; 14 C.F.R. § 91.121; 14 C.F.R. § 91.151(a); 14 

C.F.R. §§ 91.203(a) and (b); 14 C.F.R. § 91.405 (a); 14 

C.F.R. § 91.407 (a)(1); 14 C.F.R. § 91.409 (a)(2); 14 C.F.R. 

§ 91.409 (a ) (2); and, 14 C.F.R. §§ 91.417 (a) & (b) to 

commercially operate my, Nick Patillo, small unmanned 

vehicle/lightweight unmanned aircraft vehicle in community 

awareness and real estate operations, and to develop 

economic platforms for real estate to enhance the 

experience of those seeking to relocate to the East Texas

area. Currently, area awareness and real estate aerial 

videography/photography relies primarily on the use of larger 

aircraft running on combustible fuel. Posing potential risk to 
the public. Granting my, Nick Patillo, request for exemption 

will reduce current risk levels and thereby enhance safety. 

My UAS craft do not contain potentially explosive fuel, is 

smaller, lighter and more maneuverable than conventional 

real estate video and photographic aircraft with much less 

flight time. Further, I operate at lower altitudes and in 

controlled airspace eliminating potential public risk flying to 

and from established air fields. I, Nick Patillo, have been 

informally analyzing flight information and will compile safety 

protocols and the implementation of a flight operations 

manual for real estate usage that exceeds currently 

accepted means and methods for safe flight. Formal 

collection of information shared with the FAA will enhance 

the FAA's internal efforts to establish protocols for complying 

with the FAA Modernization and Reform Act of 2012. There 

are no personnel on board my, Nick Patillo, UAS and 

therefore the likelihood of death or serious bodily injury is 

significantly diminished. My, Nick Patillo’s, operation of my 

UAS, weighing less than 5 pounds and travelling at lower 

speeds within limited areas will provide an equivalent level of 

safety as that achieved under current FARs. Accordingly I, 

Nick Patillo, respectfully request that the FAA grant my 

exemption request and am willing to cooperate in sharing 

information to benefit the FAA, safety of manned aircraft, 

and the general public at large.

Respectfully Submitted,

Nick Patillo, REALTOR

Coldwell Banker Lenhart 

1100 Judson RD, Suite 400

Longview, TX 75601