Date: October 28

, 2015

The Producers’Group INC.

280 Huali Street suite 202

Honolulu, Hawaii 96813

Office: 808 255 7988

Email: Haleytom@AOL.com

Mr. Thomas M. Haley, President, CEO

Re: Exemption Request Pursuant to Section 333 of the FMRA and Part 11 of the

Federal Aviation Regulations, Seeking Exemption from:

14 C.F.R. Part 21

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

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) & (b)

14 C.F.R. 91.405 (a)

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

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

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

Dear Sir or Madam:

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA) and 14

C.F.R. Part 11, The Producers ’ Group Inc (TPGI) hereby applying for an exemption from the

listed Federal Aviation Regulations (" FARs") and any other necessary to allow operation of

Small Unmanned Aircraft Systems ("sUASs") equipped to conduct aerial photography for the

motion pict ure a nd television industry for scripted closed set filming, hereby applies for an

exemption from the list ed Federal Aviation Regulations ("F ARs") to allow commercial operation

of its sUASs, so long as such operations are conducted within an d under the conditio ns outlined

herein or as may be established by the FAA as required by Section 333.

Description of Petitioner

The Producers ’ G roup Inc. is a whole owned corporation in the State of Hawaii the purpose of

which is the production of motion pictures, television commercial and educational videos.

Use of sUASs: TPGI want s to use t he sUASs in the production of feature films, high quality

comme rc ials and educational Videos. Exp erience or Qualifications of sUASs Operator:

Thomas M. Haley is a licensed (private p ilot )

. Producers group has been around for 25 years

, originally started by my father Bill Haley

. TPGI has hands on experience in the produc tion offeature films and commercial for national television. Mr. Haley is a union member certificate

#3030715 and is in go od standing of local 600 (Los Angles) and 665 (Hawaii ).

Tech Specs Make:

TPGI will operate the DJI Inspire 1 Pro

, Model T600, with a total weight of 2935g or 6.47lbs.

The dimensions are 438mm x 451mm x 301mm or 17.24inch x 17.75inch x 11.85 inches. Under

still air the maximum speed is no more than 22m/s or 49mph with a cruising speed of 11m/s or

25mph. The DJI Inspire 1 has the ability to hover and move along a vertical and horizontal plane

simultaneously. The DJI Inspire 1 has four motors, Motor Model DJI 3510, powered by a 6

- cell

4500mAh or 5700mAh Lithium Polymer battery. There are four propellers, Propeller Model DJI

1345, in use. T he DJI Inspire 1 will be controlled with the C1 remote controller with an

operating frequency of 2.400GHz

– 2.483GHz. The live video feed will have an operating

frequency of 5.728GHz

– 5.850GHz. http://www.dji.com/product/inspire

- 1/spec

Maintenance Program

TPGI in

- house and out Source maintenance program

. In house maintenance will be sustained by

an inventory of manufacture produced parts and manuals. Out sourced maintenance will be

perform ed by the manufacture of the sUASs

.

TPGI will maintain a ll appropriate safety training, and techni cal advancements in field of sUASs

flight as a way to provide my clients with the best and most current techniques while ensuring all

safety rules are followed. An up

- to date library of FAA Rules and Safety manuals and all

technical mater ial from manufactures of the sUASs

.

Community Benefit

By making the UAV available to:

Government agencies extremely beneficial for emergency first responders, energy industries, and

the film cultural industry: this technology will keep human lives safe by providing a proven

product that has been tested to meet the highest safety standards for the use by government and

non

- government entities. Industry will have a local resource on how to operate cameras and how

to conduct oper ations safely and responsibly. In addition, the use of cutting edge cameras and

GPS guidance equipment will provide a superior level of safety.

As described more fully below, the requested exemption would permit the operation of small,

unmanned and relatively inexpensive sUAS under controlled co nditions in airspace that is

1) Limited

2) P redete rm ined

3) Controlled as to access

4) W ould provide safety e nhancements to the already safe operations in the film and television

industry presently using conventi onal aircraft.

Approval of this exemption would thereby enhance safety and fulfill the Secreta ry of

Transportation's (the FAA Adminis trator'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.Regulations from which the exemption is requested:

14 C.F.R. Part 21

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

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) & (b)

14 C .F. R

. 91.405 (a)

14 C .F. R

. 407 (a) (1)

14 C .F. R

. 409 (a) (2)

14 C .F. R

. 417 (a) & (b)

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 national airspace

system (NAS) before completion of the rulemakin g required under Section 332 of the Reform

Act. In making this determination, the Secretary is required to determine which types of sUASs

do not create a hazard to users of the NAS or the public or pose a threat to national security in light of the

following:

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

• Operation of the s UAS in close proximity to airports and populated areas; and

• Op eration of the s UAS within visual line of sight of the operator.

Reform Act§333(a) lastly , if the Secretary determines that such vehicles "may operate safely in the

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

in the natio nal airspace system.

The Federal Aviation Act expressly gra nts the FAA the authority to i ssue exemptions. This statutory

authority by its terms includes exempting civil aircraft, as the term is de fined under §40 101 of the Act,

that includes sUASs, from the requirement that all civil aircraft mu st have a current a irworthiness

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 in terest. 49 U.S.C. §44701(f) See also 49 USC §44711(a); 49 USC §44704; 14

CFR §91.203 (a)(1).

TPGI sUASs are rotorcraft, weighting 55 or few er lbs. including payload. They operate, under normal

conditions at a speed of no more than 50 knots an d have the c apability to hover, and move in the verticaland horizontal plane simultaneously. They will op erate only in line of sight and will operate only within

the approved locations.

1. Such opera tions will insure that the sUAS will "not create a hazard to users of the national a irspace

system or the public.

2. Given the small size of the sUASs involved and the restricted s terile environment within which they

will operate, the applicant falls squarely within that zone of safety (an equivalent level of safety) in w hich

Congress envisioned that the FAA must, by exemption, allow commercial operations of sUASs to

commence immediately. Also due to the size of the s UASs and the restric ted areas in which the relevant

sUASs will operate, approval of the application present s 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, reduction in environme ntal impacts, including reduced

emissions associated with allowing UASs for movie and television operati ons, the grant of the requested

exemptions is in the public interest. Accordingly, the applic ant respectfu lly requests that the FAA grant

the requested exemption without delay.

AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY

The applicant proposes that the exemption requested herein apply to civil aircraft that have the

characteristics and that operate with the limitations listed herein. These limi tations provide for at least an

equivalent or even higher level of safety to operations under the current r egulatory structure because the

proposed operations represent a safety enhancement to the already sa fe movie and television filming

operations conducted with conventional aircraft.

These limitations and conditions to which TPGI agrees to be bound when conducting commercial

operations under an FAA issued exemption include:

1. The sUAS will weigh less than 55 lbs.

2. Flights will be operated within line of sight of a pilot and/or observer.

3. Maximum total flight time for each operational flight w ill be 30 minutes. Flights will be terminated at

25% battery power reserve should th at occur prior to the 30 minu te limit.

4. Flights will be operated at an altitude of no more than 400 feet AGL or, not more than 200 feet above

an elevated platform from which filming is planned.

5. Minimum crew for each operation will consist of the sUAS Pilot, the Visual Observer, a nd the Camera

Operator.

6. sUAS pilot will be an FAA licensed airman with at least a pri vate pilot's certificate and/or third class

medical, or US Driver's License. The observer w ill hold at least a third class medical.

7. sUAS Pilot will be Pilot in Comma nd (PIC). If a pilot certifi cate holder other than the sUAS Pilot, who

possess the necessary PIC qualifications, is also present on set (i.e. the Aerial Coordinator), that person

can also be designated as PIC.

8. The UAS will only operate within a confined "Sterile Area " as defined in the Manual. The Manual

requires the establishment of a "Security Perimeter" for the flight operations area.

9. A briefing will be conducted in regard to the planned sUAS operations prior to each day's production

activities. It will be mandatory that all p ersonnel who will be performing duties within the boundaries of

the safety perimeter be present for this briefing.10. The operator will file a FAA Form 7711

- 1, or its equi valent, as modified in light of the requested

exemption , with the appropriate Flight Standards District Office.

11. The operator will obtain the consent of all persons involved in the filming and ensure that only

consenting persons will be allowed within 100 feet of the flight operation, and this radius may be reduced

to 30 feet based upon an equivalent level of safety determinati on, as required by the Manual. With the

advanced permission of the relevant FSDO, operations at closer range can be approved.

12. The operator will submit a written Plan of Activitie s to the FSDO three days before the proposed

shoot as required by the Exemption.

13. Pilot and observer will have been trained in operation of U AS generally and received up to

- date

information on the particular UAS to be operated as required the Manual.

14. Observer and pilot will at all times be able to communicate verbally.

15. Written and/or oral permission from the relevant property holders will be obtained.

16. All required permissions and permits will be obtained fro m territorial, state, county or city

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

17. If the sUAS loses communications or loses its GPS signa l, the UAS will have capability to return to a

pre

- determined location within the Security Perimet er and land.

18. The sUAS will have the capability to abort a flight in case of unpredicted obstacles or emergencies.

14 C.F.R. Part 21, Subpart H: Airworthiness Certificates 14 C.F.R. §91.203 (a)(1)

Subpart H, entitled Airworthiness Certificates, establ ishes 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 Appl icant, an exemption from Part21 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 prox imity to airports and populated areas of the particular UAS.

In all cases, an analysis of these criteria dem onstrates that the UAS operated without an airworthiness

certificate, in the restricted environment and und er the conditions proposed will be at least as safe, or

safer, than a conventional aircraft (fixed wing o r rotorcraft) operating with an airworthiness certificate

without the restrictions and conditions proposed.

The sUAS to be operated hereunder is less than 55 lbs. fully load ed, carries neither a pilot nor passenger,

carries no explosive materials or flammable liquid fuels, an d operates exclusively within a secured area as

set out in the Man ual. Unlike other civil aircraft, operatio ns under this exemption will be tightly

controlled and monitored by both the operator, pursuant to the Manual's requirements, and under the

requirements and in compliance with local public safety requirements, t o p rovide security for the area of

operation as is now done with conventional filming. The FAA will have advance notice of all operations.

These safety enhancements, which already apply to civil aircr aft operated in connection with motion

picture and televisi on production, provide a greater degree of sa fety 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 t h at 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 inability to carry a substantial external load.14 C.F .R. § 45. 23 {b). Marking of the Aircraft

The regulation requires:

When marks include only the Roman capital letter "N" and the registration number is displayed on

limited, restricted or light

- sport categ ory aircraft or experimental or provisionally certificated air craft, the

operator must also dis play on that aircraft near each entrance to the cabin, cockpit, or pilot station, in

letters not less than 2 inches nor more than 6 inches high, the words "limited," "restricted," "l ight

- sport,"

"experimental," or "provisio nal," as applicable.

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 sUAV, two

- inch le ttering 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 sUAV marked on its fuselage as required by

§45.29 (f) where the pilot , observer and others wo rking with the sUAV will see the identification of the

UAS as "Experimental." The FAA has issued t he following exemptions to this regulation to Exemptions

Nos. 10700, 8738, 10167 and 10167A.

14 C.F.R. § 61.113 (a) & (b): Private Pi lot Privileges and Limitations: Pilot in Command Sections 61.113

(a) & (b) limit private pilots to non

- commerc ial operations. Because the UAS will not carry a pilot or

passengers, the proposed operations can achieve th e equivalent level of safety of current operations by

requiring the PIC operating the aircraft to have a priva te pilot's license rather than a commercial pilot's

license to operate this small UAS. Unlike a conventional a ircraft that carries the pilot and passengers, the

sUAS is remotely controlled with no living thing on board. The area of operation is controlled and

restricted, and all flights are planned and coordinated in adva nce as set forth in the job contract. The level

of safety provided by the req uirements included in the job cont ract ex ceeds that provided by a single

individual holding a commercial pilot's certificate operating a conventional aircraft. The risks associated

with the operation of the sUAS are so diminished from the level of risk associated with commercial

operations contemplated by Part 61 when drafted, that allowing operatio ns of the sUAS as requested with

a private pilot as the PIC exceeds the present level of safety achieved by 14 C.P.R. §61.113 (a) &(b).

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

The regu lation requires that no person may operate a civil air craft unless it is in airworthy condition. As

there will be no airworthiness certificate issued for the air craft, should this exemption be granted, no FAA

regulatory standard will exist for determining airwo rthiness. Given the size of the aircraft and the

requirements contained in the Manual for maintenance and use of safety check lists prior to each flight, an

equivalent level of safety will be provided.

14 C.F.R. § 91.9 (b) (2): Civil Aircraft Flight Manual in the Aircraft. Section 91.9 (b) (2) provides:

No person may operate a U.S

. - registered civil aircraft (2) For which an Airplane or Rotorcraft Flight

Manual i s not required by §21.5 of this chapter, unless there is available in the aircraft a curren t approved

airplane or Rotorcraft Flight Manual, approved manual material, markings, a nd placards, or any

combination thereof.The sUAS, given its size and configuration has no ability or plac e to carry such a flight manual on the

aircraft, not only becaus e 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 sUAS will ha ve immediate acces s 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 eac h pilot in command to take certain actions before flight to insure th e safety of

flight. As FAA approved rotorcraft flight manuals will not be provided for the aircraft an exemption will

be needed. An equivalent level of safety will be provided as set fort h in the Manual. The PIC will take all

actions including reviewing weather, flight battery re quirements, landing and takeoff distances and

aircraft performance data before initiation of flight.

14 C.F.R. §91.109: Flight instruction:

Section 91.103 provide s that no person may operate a civil aircraft (except a manned free balloon) that is

being used for flight instruction unless that aircraft has f ully functioning dual controls. sU ASs and

remotely piloted aircraft, by their design do not have fully function al dual controls.

Flight control is accomplished through the use of a control box that com municates with the aircraft via

radio communications. The FAA has approved exemptions for flight tr aining without fully functional

dual controls for a number of aircraft and for flight instruction in exper imental aircraft. See Exemption

Nos.5778K & 9862A.

The equivalent level of safety provided by th e fact that neither a pilot nor passengers will be carried in the

aircraft and by the size and speed of the aircraf t.

14 C.F.R. §91.119: Minimum safe altitudes

Section 91.119 establishes safe altitudes for operation of civil airc raft. Section 91.119 (d) allows

helicopters to be operated at less than the minimums prescribed, pr ovided the person operating the

helicopte r complies with any route or altitudes prescribed for helicopters by the FAA. As this exemption

is for a sU AS that is a helicopter and the exemption requests authority to operate at altitudes up to 400

AGL, or not more than 200 above an elevated platform f rom which filmi ng is planned, an exemption may

be needed to allow such operations. As set forth herein, except for the limited conditions stated in the

Manual, the U AS will never operate at higher than 400 AGL. It will howe ver be operated in a restricted

a rea with security perimeter, where buildings and people will not be exposed to operations without their

pre

- obtained consent.

The equivalent level of safety will be achieved given the size, w eight, speed of the UAS as well as the

location where it is opera ted. No flight will be taken without the permission of the property owner or local

officials. Because of the advance notice to the property owner and participants in the fil ming activity, all

affected individuals will be aware of the planned flight operati ons as set forth in flight plan . Compared to

flight operations with aircraft or rotorcr aft weighting far more than the maximum 55lbs. proposed herein

and the lack of flammable fuel, any risk associated with these operations is far less than those presently

presented with conventional air craft operating at or below 500 AGL in the movie industry. In addition,the low

- altitud e operations of the sUAS will ensure separation between these small

- U AS 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 t o maintain cruising altitude by referen ce to an

altimeter that is set “ ... to the elevation of the departure airp ort or an appropr iate altimeter setting

available before departure." As the sUAS may not have a baromet ric 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 al titude of the launch site shown on the GPS

altitude indicator before flight.

14 C.F.R. § 91.151(a): Fuel Requirements for Flight in VFR Conditions

Section 91.151 (a) prohibits an individual from beginning "a flight in an airplane under VFR conditions

unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of

intended landing, and, assuming normal cruising speed

- (1) Du ring the day, to fly after that for at least 30

minute s; or (2) At night, to fly after that for at least 45 minutes."

The battery powering the sUAS provides approximately 40 min utes of powered flight. To meet the 30

minute reserve requirement in 14 CFR §91.151, sUAS flights wo uld be limited to approximately 10

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.

Applicant 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 tig htly cont rolled area where only people and property owners

or official representatives who have signed waivers will be allowed, wit h less than 30 minutes of reserve

fuel, does not engender the type of risks that Se ction 91.151(a) was intended to alleviate given the size

and speed of the small UAS. Additionally, limiting sUAS flights to 10minutes would greatly reduce the

utility for which the exemption will be granted.

Applicant believes that an equivalent level of safety can be ach ieved by limiting flights to 30 min utes or

25% of battery power whichever happens first. This restrict ion would be more than adequate to return the

sUAS to its planned landing zone from anywhere in its limited operating area. Similar exemptions have

been granted to other operations, in cludi ng Exemptions 2689F, 5745, 10673, and 10808.

14 C.F.R. §91.203 (a) and (b): Carrying Civil Aircraft Certification and Registration

The regulation provides in pertinent part:

(a) Except as provided in§ 91.715, no person may operate a civil aircraft unles s it has within it the

following:

( 1) An appropriate and current airworthiness certificate....

(b) No person may operate a civil aircraft unless the airwor thiness certificate required by paragraph (a) of

this section or a special flight author ization 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 55 lbs and

is operat ed without an onboard pilot. As such, there is no ability or place to carry certification and

registration docu ments or to display them on the sUAS.An equivalent level of safety will be achieved by keeping these documents at the gr ound control point

where the pilot flying the sUAS will have immediate access to them; to the extent they are appl icable to

the sUAS. The P AA has issued numerous exemptions to th is regulation. A representative sample of other

exceptions includes Exemption Nos. 9565, 9665, 9789, 9789A, 9797, 9797 A, 9816A, and 10700.

14 C.F.R. §91.405 (a); 407 (a) (1); 409 (a) (2); 41 7(a) & (b): Maintenance I nspections

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 inspec tions, except as provided in

paragraph (c) of this section, have discrepancies repaired as prescribed in par t 43 of this chapter ... ," and

others shall inspect or maintain the aircraft in compliance with Part43.

Given that these section and Part 43 apply only to aircraft with an a irworthiness certificate , these sections

will not apply to the applicant. Maintenance will be accomplished by the operator pursuant to the flight

and operating handbook as referenced in the Manual. An equivalent level of safety wi ll be achieved

because these small UASs are very l imited in size and will carry a sm all payload and operate only in

restricted areas for limited periods of time. If mechanical issues arise t he UAS can land immediately and

will be operating from no higher than 400 feet AGL. As provided in the M anual, the o perator 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.

Privacy

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

and knowledge. Filming will be of people who have also consent ed to being filmed or otherwise have

agreed to be in the area where filming will take place.

Set forth below are pictures of aerial filming conducted in day environment, as flown today in highly

populated and/or urban areas, with turbine powere d helicopte rs. The grant of this exemption request will

provide improved safety in both day and night operations.

Summary

Pursuant to 14 C.P.R. Part 11, the following summary is provided for publication in the Federal

Register, should it be determined that publicat ion is needed:

TPGI seeks an exemption from the following Regulations: 14 C.F.R. Part 21

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

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) & (b)

14 C.F.R. 91.405 (a)

14 C.F.R. 407 (a) (1)14 C.F.R. aoe @)(2)

14 C.F.R. ar7 @) &,(b)

TPGI to operate Inspire 1 pro sUAS for aerial photography for the motion picture and television indusfry

for scripted closed set filming and sUAS aerial services. This authorization will be used to provide

support services for photography, film and movie production in a safe environment and in full compliance

with federal guidelines. If an exernption is granted to TPGI will have a unique opportunity offer education

to change the present and an innovative approach to the future. Along with this, brings a chance to share

information that will educate and elevate the State of Hawaii and neighboring states across the sea to

become more respectfrrl and responsible operators, hobby enthusiasts and future professional

entrepreneurs of UAS. By granting TPGI request for exemption will also enhance safety and reduce

current risk levels as TPGI will operate at lower altitudes and in controlled airspace.

In closing TPGI has strong ties to his community and the ability to keep its citizens informed about the

product and its potential services. This offers a unique role to affect positive change.

. . if exemption is

granted. By his relationship with UAS's and the continued sharing of cutting edge techniques and

extraordinary safeguards in place, the likelihood of death or serious bodily injury are significantly

reduced.

Drone Services Hawaii LLC Exemption#12675 helped educate and developed Petition for exemption for

TPGI the end document usor. This step was initiated after Alaska UAS interest group annual meeting

2015. This action is a new way forward to ensure a higher level of Safety. Sharing data across exemption

holders will be the way to move forward in solving sUASs integration into the NAS.

TPGI respectfully requests that the FAA grants its exemption request wilhout delay. The FAA has the

authority to issue the exemption sought by TPGI pursuant to the Federal Aviation Act, 85 P.L.726

(1958), as amended (the uAct').

Sincerely,

Mr. Thomas M. Haley, President, CEO



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