1

Uneek Perspective
Andrew J. Wilkens
1506 6 th Ave
P O Box 1126 Sterling, IL 61081

U.S. Department of Transportation Docket Management System 1200 New Jersey Ave., SE Washington DC 20590

Re: Exemption Request Pursuant to Section 333 of the FAA Reform Act and Part 11 of the Federal Aviation Regulations from: 14 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)(1) and (2); 14 CFR 91.417(a) and (b)

Dear Sir or Madam:

I recently started a business to provide aerial photography and video as a service to private entities, local businesses, tourism orga nizations and local government bodies. However, current regulations prohibit the use of UAS aircraft for commercial use. As a result, I’ve had to turn down every opportunity to conduct operations pursuant to further my business and leaving me indefinitel y grounded. Permitting my company to use UASs for commercial purposes would allow me to conduct my business, add a service to my community and local businesses, as well as allow me, financially, to donate my services to local law enforcement for their eff orts, as needed. I’ve been involved in model aviation for nearly 20 years, in accordance with Advisory Circular 91

- 57. I’ve also been involved in conventional airplane flight since 1999. I’ve progressed to professional flight, earning an Airline Transpo rt Pilot Certificate for Multi

- Engine Land, a Commercial Pilot Certificate for Single Engine Land, Instrument Airplane, and a Certified Flight Instructor Certificate Instrument Airplane. Prior to FAASTeams being formed and my progression to a commercial a irline, I participated as a safety counselor for the Louisville FSDO. I believe I have an extensive understanding of the operation of conventional aircraft, classes and special use airspace, as well as an
extensive understanding of the FAA’s stance on saf ety being the number one priority for every flight. I will apply that same safety culture to the use of UASs.

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the “Reform Act”) and 14 CFR Part 11, Uneek Perspective , operator of an Unmanned Aircraft System (UAS), hereby applies for an exemption from the listed Fede ral Aviation Regulations (FARs ) to allow commercial operation of its UAS, so long as such operations are conducted within and under the conditions outlined herein

or as may be established by the F AA as required by Section 333.2

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

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

 Aerial video and/or photography for public and/or private use including television, public events, cinematography and news gathering.

 Aerial inspect ion/photography of residential/commercial structures under contract with the owners or local government authority.

 Aerial inspection/photography of residential/commercial utility infrastructure including but not limited to electrical power lines, wind turb ines and cell towers.

 Aerial video/photography or providing live video feed to assist with search and rescue operations in cases of an emergency or natural disaster only when the local authorities or government has requested it by contract or donation.

 The ability to offer training to persons individually or belonging to both private and/or public organizations 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 Airspac e System (NAS) as well as for the protection of the persons and property.

As described fully below, the requested exemption would permit the operation of a UAS under controlled conditions in the NAS that would be a) limited b) controlled c) predetermined a nd d) will provide safety enhancements to the already safe operations in the industry presently using conventional aircraft. Approval of this exemption would thereby enhance safety and fulfill the Secretary of Transportation’s (the FAA Administrator’s) re sponsibilities to “....establish requirements for the safe operation of such aircraft systems in the national airspace system.”

The name and address of the applicant is:

Uneek Perspective
Attn: Andrew J. Wilkens

, Owner
Ph: 909

- 912

- 9175
Email: uneekperspect ive @yahoo. com Address: 1506 6 th Ave, P O Box 1126, Sterling, IL 610813

Regulations from which the exemption is requested:

14 CFR Part 21 subpart H 14 CFR 45.23 (b) 14 CFR 61.113 (a) & (b) 14 CFR 91.7 (a) 14 CFR 91.9 (b) (2)
14 CFR 91.103
14 CFR 91.109
14 C FR 91.119 (c)
14 CFR 91.121 14 CFR 91.151 (a) 14 CFR 91.203 (a) & (b) 14 CFR 91.405 (a) 14 CFR 91.407 (a) (1) 14 CFR 91.409 (a) (2) 14 CFR 91.417 (a) & (b)



### Uneek Perspective will operate the following aircra ft:

 Yuneec Q500 Typhoon

 DJI Inspire 1

Uneek Perspective will opera te the Yuneec Electric Aviation Model Q500 Typhoon UAS, with a
total we ight of 1700g or 4.75 lbs. The dimensions are 420mm x 420mm x 240mm or 16.54 inch es x q6.54 inch es x 9.45 inch es . Under still air the maximum speed is no more than 6.7 m/s or 15 mph with a cruising speed of 6.7 m/s or 15 mph. The Yuneec Q500 Typhoon has the ability to hover and move along a vertical and horizontal plane simultaneously. The Yuneec Q500 Typhoon has four

motors , motor m odel YUNM4234 KV700 , powered by a 5400 mAh 3s 11.1v Lithium Polymer battery. There are four counter rotating propellers, propeller m odel s YUNQ500 115A and YUNQ50011B, in use. The Yuneec Q500 Typhoon will be controlled with a Yuneec model ST10,
10 channel remote controller with an operating frequency of 2.400GHz

– 2.483GHz. The live video feed will have an operating frequenc y of 5.728GHz

– 5.850GHz.

Uneek Perspective will also operate the DJI Inspire 1 UAS with a total weight of 2935g o r 6.47 lbs

. The dimensions are 438 mm x 451 mm x 301mm or 17.24 inches x 17.75 inches x 11.85 inches.
Unde r still a ir, the DJI Inspire 1 has a maximum speed o f no more than 22 m/s or 49.21 mph. The DJI Inspire 1 has the ability to hover and move along a vertical and horizontal plane simultaneously. The DJI Inspire 1 ha s four motors , model number DJI 3510 , powered by a 4500 mAh, 6s, 22.2v
Lit hium Polym e r battery. There are four propellers, model DJI 1345 in use. The DJI Inspire 1 will
be controlled with one or two DJI transmit ters with a operating f r equency of 2.4GHz

– 2. 483GHz

. The live video feed with have an operating frequency of 5.78 GHz

– 5. 85GHz.

The applicant will operate the UAS in line of sight within a closed off and predetermined area owned and/operated by the property representative.4

Given the small size of the UAS and the controlled environment provided the propose d 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 operations and the public benefit, reduction in environmental 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 EQUIVALENT LE VEL OF SAFETY

The operation limitations proposed below are for an equivalent or higher level of safety because of
these limitations of our operations

, will further enhance the safety of the persons and/or property and those flying conventional manned aircr aft.

These limitations and conditions to which the applicant agrees to adhere to when conducting commercial operations under the FAA issued exemption include :

 The UAS will weigh less than 55 lbs.

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

 A Visual Observer (VO) may be utilized when the Pilot in Command (PIC) deems necessary to assist with the safe operation of the flight.

 Flights will be operated within line of sight of the Pilot in Command (PIC) and/or Visual Observer (VO).

 Maximum flight time for each operational flight will be 30 minutes. Flights will be terminated at 30 minutes of flight time , or 25% battery power reserve, whichever occurs first.

 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 is planned.

 Minimum crew for each operation will consist of the UAS Pilot, and may include a Visual
Ob server (VO)

.

 The UAS pilot will be a designated Pilot in Command (PIC) and at least hold a satisfactory Sport Pilot’s written exam along with a meeting and complying with the medical requirements for a Sport Pilot’s Certificate . If the PIC feels another operator to be qualified
with the necess ary skills to be PIC & possess the s atisfactory Sport Pilot written exam

, able to meet and comply with medical requirements of the Sport Pilot Certificate, that person may be designated PIC provided they have a minimum of 20 hours of flight time with the UAS.

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

 All flights will occur under Day Visual Meteorological Conditions (DVMC ) only.5

 The flights will occur no closer than a 5 mile radius of the geog raphic center/Airport Reference Point (ARP) of a tower controlled or uncontrolled airport.

 If operations will be within a 5 mile radius of the geographic center/Airport Reference Point (ARP) of a tower controlled or uncontrolled airport the respective airp orts will be contacted advising them of the estimated flight time, flight duration, elevation of flight and other pertinent information. If requested by the airport manager or ATC facility, a Flight Service Station will be contacted for appropriate filing of a Notice to Airmen (NOTAM) of
authorized UAS activities , location in relation to the closest published V HF Omnidirectional Range (VOR) , radial

, distance, and altitude block of the UAS activity.

 The operator will attempt to obtain verbal/written consent of all persons involved with the planned operation and ensure that only consenting persons will be allowed within 5 0 feet of the flight operation, an d the radius may be reduced to 2 0 feet based upon an equivalent level of safety determination , with the ex ception of one person standing next to the PIC for observation of photo/video performance, so long as the flight is not conducted over the PIC

. With the advanced permission of the FSDO, operations at closer range of additional persons may be approved.

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

- to

- date information for the particular UAS to be operated.

 The PIC and VO will be able to communicate by voice, radio, and/or text at all times.

 Written and/or verbal permission and perm its will be obtained from territorial, state, county or city jurisdictions, including law enforcement, fire or other appropriate governmental agencies.

 If the UAS loses communications with the remote controller, the UAS will have the capability to return t o a pre

- determined location within a designated location and land autonomously.

 The UAS will have the capability to abort a flight in case of unpredicted obstacles, weather, 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, 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 aircr aft 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 A ct both authorize the FAA to exempt aircraft from the requirement for an airworthiness certificate, upon consideration of the size, weight, speed, operational capability, and proximity to airports and populated areas of the particular UAS. In all cases, an analysis of these criteria demonstrates that the6

UAS operated without an airworthiness certificate, in the restricted environment and under the conditions proposed will be at least as safe, or safer, than a conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate without the restrictions and conditions proposed.

The UAS to be operated hereunder is less than 55 lbs. fully loaded, carries neither a pilot nor passenger, carries no explosive materials or flammable liquid fu els, 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 sa fety requirements. These safety enhancements provide a greater degree of safety to the public and property owners than conventional operations conducted with airworthiness certificates issued under 14 C.F.R. Part 21, Subpart H. Lastly, application of these same criteria demonstrates that there is no credible threat to national security posed by the UAS, due to its size, speed of operation, location of operation, lack of explosive materials or flammable liquid fuels, and inability to carry a substantial exte rnal 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 category aircraft or experimental or p rovisionally certificated aircraft, the operator must also display 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," "light

- sport," "experimental," or "provisional," 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 UAS, two

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

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

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

Pursuant to 14 CFR 61.113 (a) & (b), no person who holds a private pilot certificate may act as a pilot in command of an aircraft that is carrying passengers or property for compensation or hire. Uneek Perspective may achieve an equivalent level of safety as achieved by current Regulat ions because the applicant’s UAS do not carry any pilots or passengers nor 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 Written Exam completed satisfactorily along with a current Third Class or higher Medical exceeding the current safety levels in relation to 14 CFR 61.113 (a) & (b). I feel the operation and limitations set forth in the FOM will equate to the safe operation of the UAS.7

14 C.F.R. §91.7(a): Civil Aircraft Airworthiness.

The regulation requires that no person may operate a civil aircraft unless it is in airworthy condition. As there will be no airworthiness certificate issued for the aircraft, s hould this exemption be granted, no FAA regulatory standard will exist for determining airworthiness. Given the size of the aircraft 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 is not required by §21.5 of this chapter, unle ss 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 carry such a flight manual on the aircraft, not only because there is no pilot on board, but because there is no room or capacity to carry such an item on the aircraft. The equivalent level of safety will be maintained by keeping the flight manual at the ground
control point where the pilot flying the UAS will have immediate access to it.

14 C.F.R. § 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 in Section 4 under Normal Procedures including but not limited to reviewing weather, flight battery requirements, landing a nd takeoff distances and aircraft performance data before initiation of flight.

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

Section 91.103 provides that no person may operate a civil aircraft (except a manned free balloon) that is being used for flight instru ction unless that aircraft has fully functioning dual controls. UAS and remotely piloted aircraft, by their design do not have fully functional dual controls. Flight control is accomplished through the use of a control box that communicates with the aircra ft via radio communications. The FAA has approved exemptions for flight training without fully functional dual controls for a number of aircraft and for flight instruction in experimental aircraft. The equivalent level of safety provided by the fact that neither a pilot nor passengers will be carried in the aircraft and by the size and speed of the aircraft.

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

Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 91.119 (d) allows
heli copters to be operated at less than the minimums prescribed, provided the person operating the helicopter complies with any route or altitudes prescribed for helicopters by the FAA. As this exemption is for a UAS that is a helicopter and the exemption requ ests authority to operate at altitudes up to 400 AGL, or not more than 200 above an elevated platform from which filming is planned, an exemption may be needed to allow such operations. As set forth herein, the UAS will8

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 feet AGL, the UAS will 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.

The equivalent level of safety will be achieved given the size, weight, speed of the UAS as well as
the location wh ere it is operated. No flight will be taken without the permission of the property owner or local officials. Because of the advance notice to the property owner and participants in the filming activity, all affected individuals will be aware of the planned flight operations. Compared to flight operations with aircraft or rotorcraft weighting far more than the maximum 55lbs. proposed herein and the lack of flammable fuel, any risk associated with these operations is far less than those presently presented wi th conventional aircraft operating at or 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 C.F.R. §91 .121 Altimeter Settings.

This regulation requires each person operating an aircraft to maintain cruising altitude by reference to an altimeter that is set “...to the elevation of the departure airport or an appropriate altimeter setting
available before d eparture.” As the UAS may not have a barometric altimeter, but instead a GPS altitude read out, an exemption may be needed. An equivalent level of safety will be achieved by the operator, pursuant to the safety check list and live flight data monitoring, c onfirming the altitude 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 VF R 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) 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 25 minutes of powered flight. To meet the 30 minute reserve requirement in 14 CFR §91.151, UAS flights would 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 twilight VFR conditions is reasonable.

Applicant believes that an exemption fro m 14 CFR §91.151(a) falls within the scope of prior exemptions. Operating the UAS, in a tightly controlled area where only people and property owners or official representatives who have signed waivers will be allowed, with less than 30 minutes of

reserve fuel, does not engender the type of risks that Section 91.151(a) was intended to alleviate given the size and speed of the small UAS. Additionally, limiting UAS flights to 10 minutes would greatly reduce the utility for which the exemption will be granted . Applicant believes that an equivalent level of safety can be achieved by limiting flights to 25 minutes or 25% of battery9

power

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

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 unless it has within it the following:

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

(b) No person may operate a civil aircraft unless the airworthiness certificate required by paragraph (a) of this section or a special flight authorization issued u nder §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 operated without an onboard pilot. As such, there is no ability or place to carry certification and registration documents or to display them on the
UAS.

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

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

These regulations require that an aircraft operator or owner “shall have that aircraft inspected as prescribed in subpart E of this part and shall between required inspections, except as provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter...,” and others shall inspect or maintain the aircraft in compliance with Part 43.

Given that these sec tion and Part 43 apply only to aircraft with an airworthiness certificate, these sections will not apply 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 operate only in restricted areas 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 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.

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 initiating flight and perform required
maintenance needed.10



### Public Interest

The exemption request will permit Uneek Perspective to operate sUASs commercially for the purpose of aerial filming and photographing inspections of infrastructure, aerial acquisition (mapping), real estate, and other applicable areas. Uneek Perspective will provide a service that is beneficial to an industry that is already using, and seeking to use, sUASs for these purposes with a legal and safe option. This will benefit the public with the contro lled operation of sUASs and increase integration into the National Airspace System (NAS). Uneek Perspective ’ s sUASs are battery powered and serve as a safe, efficient, and economical alternative to the manned aircraft traditionally utilized to obt ain aerial imagery. By reducing the amount of manned aircraft needed to perform aerial acquisitions, an exemption allowing the use of a sUAS would reduce the amount of manned aircraft in the NAS, reduce noise and air pollution, as well as increase the safe ty of life and property in the air and on the ground. Conducting aerial acquisitions with Uneek Perspec t ive ’ s sUASs, instead of manned aircraft, will greatly benefit the public by drastically reducing the levels of air and noise pollution generate d during traditional aerial survey flight operations. Previously high resolution digital aerial real estate photography was only affordable to a few select agencies with deep pockets. Uneek Perspective would like to help change this by employing our sUASs and make aerial photography affordable to everyone. High quality aerial imagery and data can provide new and enhanced information about a location being surveyed, inspected, or otherwise measured

A dditional Information

The applicant , Andrew J. Wilkens , has been involved in the building and piloting of re mote

con trolled aircraft for nearly 20 years. Also the primary pilot, Andrew , has an in

- depth understanding of the capabilities and safety concerns involved in using this technology as an asset to the community. In addition, Andrew J. Wilkens holds an Ai rline Transport Pilot Certificate for
Multi

- Engine Land Airplanes and Commercial Pilot Certificate for Single Engine Land

, Instrument Airplane, is a Certified Flight Instructor for Instrument Airplane, as well as holds a first class
medical. 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,

Andrew J. Wilkens , Owner Uneek Perspecti ve