Page 1 of 8 Section 333 Exemption Request | Tom Kilpatrick | May 4, 2015 Tom Kilpatrick

6412 Briarwood Lane Nichols Hills, OK 73116

- 5612

May 4 , 2015

United States Department of Transportation Docket Management System 1200 New Jersey Avenue S.E. Washington, DC 20590

Re: Exemption Request Pursuant to Section 333 of the FAA Reform Act an d Part 11 of the Federal Aviation Regulations from : 14 CFR 21 subpart H; 14 CF R 45.23(b); 14 CFR 61.113(a) and (b); 14 CFR 91.7(a); 14 CFR 91.9(b)(2); 14 CFR 91.10 3; 14 CFR 91.109; 14 CFR 91.119(c); 14 CFR 91.121; 14 CFR 91.151(a); 14 CFR 91.203(a) and (b); 14 CFR 91.405(a); 14 CFR 91.40 7(a)(1); 14 CFR 91.409(a) (2); and 14 CFR 91.417(a) and (b).

Dear Sir or Madam:

P ursuant to the FAA Modernization and Reform Act of 2012 (the “Reform Act”) and 14 CFR
Part 11, Tom Kilpatrick , operator of an Unmanned Aircraft System (UAS) , hereby applies for an exemption from the listed Federal Aviation Regulations (“FARs”) to allow com mercial operation of h is UAS, so long as such operations are conducted within and under the conditions outlined herein or as may be established by the FAA as required by Section 333.

Commercial operation of a UAS, as described herein, which are equipped with camera(s) and sensors, would operate in the following manner:

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

2. Aerial photogra phy and/or video for public and/or private use including television, public events, cinematography and news gathering.

3. Aerial inspection s /photography of residential/commercial structures under contract with the owners or local government authority.

4. Aerial inspections/photography of residential/commercial utility infrastructure including but not limited to electrical power lines, wind turbines and cell towers.

5. Aerial photography and/or video

, or providing live video feed to assist with search and res cue operations in cases of an emergency or natural disaster only when the local authorities or government has requested it by contract or donation.

6. The ability to offer training to persons individually or belonging to both private and/or public organizati ons that have interests in the use and application of a UAS for the purpose of the safe operation of a UAS to enhance the safety of the National Airspace System (NAS) as well as for the protection of persons or property.Page 2 of 8 Section 333 Exemption Request | Tom Kilpatrick | May 4, 2015

As described fully below, the re quested exemption would permit the operation of a UAS under controlled conditions in the NAS that would be 1) limited; 2) controlled; 3) predetermined; and 4) will provide safety enhancements to the already safe operations in the industry presently using c onventional aircraft. Approval of this exemption would thereby enhance safety and fulfill the Secretary of Transportation’s (the FAA Administrator’s) responsibilities to “...establish requirements for the safe operation of such aircraft systems in the nation al airspace system.”

The name and address of the Applicant is:

Tom Kilpatrick Address: 6412 Briarwood Lane, Nichols Hills, OK 73116

- 5 6 12 Phone: (405) 843

- 4947

Email: tomokc@cox.net

Regulations from which the exemption is requested:

 4 CFR 21 subpart H

 14 CFR 45.23(b)

 14 CFR 61.113(a) and (b)

 14 CFR 91.7(a)

 14 CFR 91.9(b)(2)

 14 CFR 91.103

 14 CFR 91.109

 14 CFR 91.119(c)

 14 CFR 91.121

 14 CFR 91.151(a)

 14 CFR 91.203(a) and (b)

 14 CFR 91.405(a)

 14 CFR 91.407(a)(1)

 14 CFR 91.409(a)(2)

 14 CFR 91.417( a) and (b)

Tom Kilpatrick will operate the DJI Inspire 1, Model T600, with a total weight of 2 ,935 grams ( 6.47 pounds ) . The dimensions are 438mm x 451mm x 301mm (17.24 inches x 17.75 inches x 11.85 inches). Under still air the maximum speed is no more th an 22m/s (49 mph) with a cruising speed of 11m/s (25 mph). 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, power by a 6

- cell

4500mAh or 5700m Ah Lithium Polymer battery. There are four propellers, Propeller Model DJI 1345, in use. The 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 frequ ency of 5.728GHz

– 5.850GHz.

The Applicant will operate the UAS in line of sight within a closed off and predetermined area owned and operated by the property representative.

Given the small size of the UAS and the controlled environment provided the pr oposed operations will adhere to the Reform Act’s safety requirements. The approval of this application presents no national security issues. Regarding the level of safety surrounding the proposed operationsPage 3 of 8 Section 333 Exemption Request | Tom Kilpatrick | May 4, 2015

and the public benefit, reduction in environment al impacts, including but not limited to reduced emissions and noise, the grant of the requested exemption is in the public interest. Accordingly the Applicant requests that the FAA grant the requested exemption with minimum delay.

AIRCRAFT AND EQUIVALEN T LEVEL OF SAFETY

The operation limitations proposed for an equivalent or higher level of safety because operations will further enhance the safety of the persons and/or property using conventional aircraft.

These limitations and conditions to which t he Applicant agrees to adhere to when conducting commercial operations under the FAA issued exemption as set forth in the Flight Operations Manual (FOM) include:

1. The UAS will weigh less than 55 lbs.

2. The UAS will have a maximum operating speed of no more than 50 mph.

3. Flight wil l be operated within line of sight of the Pilot in Command (PIC) or Visual Observer (VO).

4. Maximum flight time for each operational flight will be 30 minutes. Flights will be te rminated at 25% battery power reserve or 30 minutes of flight time whichever occurs first.

5. Flights will be operated at an altitude of no more than 400 feet Above Ground Level (AGL) and not more than 200 feet above an elevated platform from which filming i s planned.

6. Minimum crew for each operation will consist of the UAS Pilot (PIC), the Visual Observer (VO) and may include but not require a Camera Operator (CO).

7. The UAS P ilot will be a designated Pilot in Command (PIC) and hold a Private Pilot’s License along with a Third Class or higher Medical Certificate. If the PIC feels another operator to be qualified with the necessary skills to be PIC and possess a Private Pilot’s License along with a Third Class or higher Medical Certificate, that person may be d esignated PIC provided they have a minimum of 20 hours of flight time with an identical model UAS.

8. A briefing will be performed regarding the planned UAS operations prior to each day’s flight consisting of all the days’ production activities.

9. All flights will occur under Visual Flight Rules Meteorological Conditions (VMC) only.

10. The flights will occur no closer than a 5 mile radius of the geographical center/Airport Reference Point (ARP) of a tower

- controlled or uncontrolled airport.

11. If operations will be within a 5 mile radius of the geographic center/Airport Reference Point (ARP) of a tower

- controlled or uncontrolled airport, t he respective airports will be contacted advising them of the estimated flight time, flight duration, elevation of flight and o ther pertinent

information.

12. The operator will file FAA Form 7711

- 1, or its equivalent, as modified in light of the requested exemption, within the appropriate local Flight Standards District Office (FSDO) no more than 72

hours but no less than 48 hours fr om the planned operation.

13. The operator will obtain verbal/written consent of all persons involved with the planned operation and ensure that only consenting persons will be allowed within 100 feet of the flight operation, and the radius may be reduced to 30 feet based upon an equivalent level of safety

determin ati on . With the advance permission of the FSDO, operations at closer range may be approved.Page 4 of 8 Section 333 Exemption Request | Tom Kilpatrick | May 4, 2015

14. The PIC and VO will have been trained in operation of UAS and receive up

- to

- dat e information for the particular UAS to be operated.

15. The PIC and VO will be able to communicate by v oice or two

- way radio at all times.

16. Written and/or verbal permission and permits will be obtained from territorial, state, country or city jurisdictions, including law enforcement, fire or other appropriate governmental agencies.

17. If the UAS loses communications with the remote controller or loses GPS signal, the UAS will have the capability to return to a pre

- determined location within a designated locatio n and land autonomously.

18. The UAS will have the capability to abort a flight in case of unpredictable obstacles, weather or emergencies.

14 CFR Part 21, Subpart H: Airworthiness Certificates 14 CFR §91.203(a)(1)

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

airworthiness certificate without the restrictions and conditions proposed.

The UAS to be operated hereunder is less than 55 pounds fully loaded, carries neither a pilot nor passenger, carries no explosives materials or flammable liquid fuels, and operates exclusively within a

secured and designated area. Unlike other civil aircraft, operations under this exemption will be tightly controlled and monitored by both the operator and under the requirements and in compliance with local public safety requirements. The FA A will have advance notice of all operations. These safety enhancement provide a greater degree of safety to the public and property owners than conventional operations conducted with airworthiness certificates issued under 14 CFR Par 21, Subpart H. Lastly, application of these sam e criteria demonstrates that there is no credible threat to national security posed by the UAS due to its size, speed of operation, location of operation, lack of explosive materials or flammable liquid fuels, and inability to carry a substantial external load.

14 CFR §25.23(b) Marking of the Aircraft

The regulation requires:

When marks include only the Roman letter “N” and the registration number on limited, restricted or light

- sport category aircraft or experimental or provisionally certificated aircraft, the operator must also display on that aircraft near each entrance to t he cabin, cockpit or pilot station, in letters not less than two inches nor more than six inches high, the words “limited,” “restricted,” “light

- sport,” experimental,” or “provisional” as applicable.Page 5 of 8 Section 333 Exemption Request | Tom Kilpatrick | May 4, 2015

Even though the UAS will have no airworthiness certif icate, an exemption may be needed as the UAS will have no entrances to the cabin, cockpit or pilot station on which the word “Experimental” can be placed. Given the size of the UAS, two

- inch lettering will be impossible. The word “Experimental” will be pla ced on the fuselage in compliance with §45.29(f).

The equivalent level of safety will be provided by having the UAS marked on its fuselage as required by §45.29(f) where the pilot, observer and others working with the UAS will see the

identification of the UAS as “Experimental.”

14 CFR §61.113(a) and (b): Private Pilot Privileges and Limitations: Pilot in Command

Pursuant to 14 CFR 61.113 (a) and (b), no person who holds a Private Pilot Certificate may act as Pilot in Command of an aircraft that is carrying passengers or property for compensation or hire. The Applicant may achieve an equivalent level of safety as a chieved by c urrent Regulations because the Applicant ’s UAS do not carry any pilots, passengers or property. The risks attendant to the operation of

UAS is far less than the risk levels inherent in the commercial activities outlined in 14 CFR 61. The PIC

of the UAS will have a Private Pilot’s License along with a current Third Class or higher Medical Certificate exceeding the current safety levels in relation to 14 CFR 61.113 (a) and (b). Applicant believes that the operation and limitations set forth in the FOM will equate to the safe operation of the

UAS.

14 CFR §91.7(a): Civil Aircraft Airworthiness

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

condition. As there will be no airworthiness certificate issu ed for the aircraft, should this exemption be granted, no FAA regulatory standard will exist for determining airworthiness. Given the size of the aircraft, fo r maintenance and use of safety checklists prior to each flight an equivalent level of safety

will be provided.

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

Section 91.9(b)(2) provides: No person may operate a US

- registered civil aircraft ...(2) For which an Airplane or Rotorcraft Flight Manual is not required by §21.5 of this cha pter, unless there is available in the aircraft a current approved airplane or Rotorcraft Flight Manual, approved manual material, markings, and placards, or any combination thereof. The UAS, given its size and configuration has no ability or place to carr y such a flight manual on the aircraft, not only because there is no pilot on board, but because there is no room or capacity to carry such an item on the aircraft. The equivalent level of safety will be maintained by keeping the flight manual at the groun d control point where the pilot flying the UAS will have immediate access to it.

14 CFR §91.103: Preflight Action

This regulation requires each pilot in command to take certain actions before flight to insure the safety of flight. As FAA approved rotorcraft flight manuals will not be provided for the aircraft, an exemption will be needed. The PIC will take all actions as stated in the FOM

.Page 6 of 8 Section 333 Exemption Request | Tom Kilpatrick | May 4, 2015

14 CFR §91.109: Flight Instru ction

Section 91.109 provides that no person may operate a civil aircraft (except a manned balloon) that is being used for flight instruction unless that aircraft has fully functioning dual flight controls. UAS and remotely piloted aircraft, by their design, do not have fully functiona l dual controls. Flight control is accomplished through the use of a control box that communicates with the aircraft via radio communications. The FAA has approved exemptions for flight training without fully functional dual

controls for a number of aircra ft and for flight instruction in experimental aircraft. The equivalent level of safety provided by the fact that neither a pilot nor passenger will be carried in the aircraft, and by the size and speed of the aircraft.

14 CFR §91.119: Minimum Safe Altitu des

Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 91.119(d) allows helicopters to be operated at less than the minimums prescribed, provided the person operating the helicopter complies with any route or altitudes pre scribed for helicopters by the FAA. As this exemption is for a UAS 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 from which filming is planned, an exempti on may be needed to allow such operations. As set forth herein, the UAS will never operate at higher than 400’ AGL with the exception that in circumstances where the UAS is used to survey or photograph a structure whose height exceeds 400’ AGL, the UAS wil l not be operated more than 200 feet above the highest point on the structure. It will, however, be operated in a restricted area with security perimeter, where buildings and people will not be exposed to operations without their pre

- obtained consent.

T he equivalent level of safety will be achieved given the size, weight and speed of the UAS as

well as location where it is operated. No flight will be taken without the permission of the property

owner or local officials. Because of the advance notice to t he property owner and participants in the filming activity, all affected individuals will be aware of the planned flight operations. Compared to flight operations with aircraft or rotorcraft weighing far more than the maximum 55 pounds proposed

herein and the absence of flammable liquid fuel, any risk associated with the operations if far less than those presented with conventional aircraft operating below 500’ AGL. In addition, the low

- altitude operations of the UAS will ensure separation between these UAS operations and the operations of conventional aircraft that must comply with Section 91.119.

14 CFR §91.121 Altimeter Settings

This regulation requires each person operating an aircraft to maintain cruising altitude by

reference to an altimeter that i s set “...to the elevation of the departure airport or an appropriate altimeter setting available before departure.” As the UAS may not have a barometric altimeter, but instead a GPS altitude readout, an exemption may be needed. An equivalent level of safety will be achieved by the operator, pursuant to the safety checklist and live flight data monitoring, confirming the altitude of the launch site shown on the GPS altitude indicator before flight.

14 CFR § 91.1 51(a) Fuel Requirements for Flight in VFR ConditionsPage 7 of 8 Section 333 Exemption Request | Tom Kilpatrick | May 4, 2015

Section 91.151(a) prohibits an individual from beginning “...a flight in an airplane under VFR

conditions unless ( considering and forecast weather conditions) there is enough fuel to fly to the first point of intended landing, and, assuming norm al cruise speed

– (1) During the day, to fly after that for at least 30 minutes; or (2) At night, to fly after that for at least 45 minutes.”

The battery powering the UAS provides approximately 30 minutes of powered flight. To meet

the 30 minute reserve requirements in 14 CFR 91.151, UAS flights would be limited to less than 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 twilight

VFR conditions is reasonable.

The Applicant believes that an exemption from 14 CFR 91.151 falls within the scope of prior exemptions. Operating the UAS, in a tightly

- controlled area where only people and property owners or

offici al representatives who have signed waivers will be allowed, with less than 30 minutes of reserve fuel, does not engender the type of risks that Section 91.151(a) was intended to alleviate given the size and speed of the small UAS. Additionally, limiting fl ight to 10 minutes would greatly reduce the utility for which the exemption would be granted. The Applicant believes that an equivalent level of safety can be achieved by limiting flight to 30 minutes or 25% of battery power

– whichever happens first. This restriction would be more than adequate to return the UAS to its planned landing zone from anywhere in its limited operating area.

14 CFR §91.203(a) and (b): Carrying Civil Aircraft Certificates and Registration

The regulation provides in pertinent pa rt:

(a) Except as provided in § 91.715, no person may operate a civil aircraft unless it has within it the following: (1) An appropriate and current airworthiness certificate...” (b) No person may operate a civil aircraft unless the airworthiness certificate requi red by paragraph (a) of this section or a special flight authorization issued under § 91.715 is displayed at the cabin or cockpit entrance so that it is legible to passengers or crew.

The UAS fully loaded weighs no more than 55 pounds and is operated without an onboard pilot. As such, there is no ability to place or carry certification and registration documents or to display them

on the UAS.

An equivalent level of safety will be achi eved by keeping these documents at the ground control point where the pilot flying the UAS will have immediate access to them, to the extent that they are applicable to the UAS.

14 CFR §91.405(a); 407(a)(1); 409(a)(2); 417(a) and (b): Maintenance Inspect ions

These regulations require that an aircraft operator or owner “shall have that aircraft inspected as prescribed in subpart E of this part and shall between required inspections, except as provided in paragraph (c) of this section, have discrepancies repaired as prescribed in Part 43 of this chapter...,” and others shall inspect or maintain the aircraft in compliance with Part 43.Page 8 of 8 Section 333 Exemption Request | Tom Kilpatrick | May 4, 2015

Given that these sections and Part 43 apply only to aircraft with an airworthiness certificate, these sections will not ap ply to the Applicant . Maintenance will be accomplished by the operator pursuant to the flight manual and operating handbook. An equivalent level of safety will be achieved because the UAS is very limited in size and will carry a small payload and operates only in restricted

a reas for a limited period of time. If mechanical issues arise the UAS can land immediately and will be operating from no higher than 400 feet AGL. The operator will ensure that the UAS is in working order prior to initiating flight, perform required mainte nance, 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.

An equivalent level of safety will be achieved because maintenance and inspections will be performed in accordance with the UAS manufacturer’s user manual. As provided in the FOM, the operator will ensure that the UAS is in working order prior to initializing flight, and perfor m required maintenance as needed. If maintenance is required that exceed the abilities of the Applicant , it will be sent to the manufacturer or an authorized repair station for repair as needed.

Additional Information

The Applicant , Tom Kilpatrick, has been involved in operating remote controlled aircraft since 2014. Also, the primary pilot, Tom Kilpatrick, is an FAA licensed private pilot holding single

- and

multi

- engine land ratings with instrument privileges, and a Second Class Medical certificate.

Satisfaction of criteria provided in Section 333 of the Reform Act of 2012 provide more than adequate justification for the grant of the requested exemptions allowing the commercial operation of

the Applicant ’s UAS.

Sincerely,

Tom K ilpatrick

ENCLOSURES: DJI Inspire 1 User Manual Flight Operations Manual (FOM)

Maintenance & Inspection Manual