Private and Confidential

CRAIG KABRHEL ( PLIERHEADS LLC ), Brooklyn

, NY

- Section 333 Exemption Petition

September 22, 2015

U. S. Department of Transportation Docket Management System

1200 New Jersey Ave,

SE Washington, DC 20590

Re : Exemption Request Section 333 of the FAA Reform Act of the Federal Aviation Regulations from 14 C.F.R. 45.23(b); 14 C.F.R. Part 21; 14 C.F.R. 61.113(a)&(b); 91.7(a); 91.9(b) (2); 91.103(b); 91.109; 119.121; 91.151(a); 91.203(a)&(b); 91.405(a); 91.407(a) (1); 91.409(a) (2); 91.417(a)&(b)

Dear Sir or Madam, I, CRAIG KABRHEL ( PLIERHEADS LLC ), am writing pursuant to the FAA Modernization and Reform Act of 2012 and the procedures contained within 14 C.F.R. 11, to request that I, CRAIG KABRHEL (PLIERHEADS L LC), an owner and opera tor of
small

- unmanned aircraft s , be exempted from the Federal Aviation Regulations (“FARs”) listed below so that I, CRAIG KABRHEL (PLIERHEADS LLC)

, may operate my small ultra lightweight unmanned aircraft system (“UAS”) in commercia lly regulated airspace by the Federal Aviation Administration (“FAA”).

Following exemption and approval by the FAA, I, CRAIG KABRHEL (PLIERHEADS LLC), will primarily use my professionally built DJI Inspire 1 and DJI Phantom 3 UAS equipped with
cameras fo r the following applications: Closed

- Set Film Operations on Film and Television Productions, as well as aerial videography/cinematography to safely enhance films and commercials; augmentation of real estate listing videos; and the creation of visual and

to pography layout videos for Search and Rescue (SAR) missions for state and local agency’s, education, agricultural inspections and building and construction zone inspections.

My, CRAIG KABRHEL (PLIERHEADS LLC) ’s, exemption request would permit the operati on of ultra lightweight, unmanned (i.e. piloted b y remote control) UAS’s for the development of community and government use videos, permissible within property boundaries for individual homeowners and within in tightly controlled, limited airspaces predet ermined in areas away from the general public, airports, heliports and vehicular traffic. Currently, unmonitored amateur hobbyists, with no safety plan or controls in place to prevent catastrophe, legally operate similar lightweight remote controlled UAS’ s . Furthermore, it is my intent to assist future FAA safety protocols and regulations exclusive to lightweight UAS's for specific video and photography usage by sharing information with the FAA as I, CRAIG2

2 KABRHEL (PLIERHEADS LLC)

, record flight data and o ther pertinent information gained through permitted flight operations.

In addition, granting my, CRAIG KABRHEL (PLIERHEADS LLC), ’s, exemption request will comply with the Secretary of Transportation’s (FAA Administrator’s) instructions to not only integrate UAS's into the national airspace system, but to “...establish requirements for the safe operation of such aircraft systems [UAS's] in the national airspace system” under Section 333(c) of the Reform Act specific to the use of UAS's for real estate/Realtor purposes, educational videos, Search and Rescue, land/trusts inspections, agricultural field monitoring, film/video productions, closed

- set motion picture film operations and television, and structure inspections, to aid state and local agency’s. Further I, CRAIG KABRHEL (PLIERHEADS LLC) , will conduct my operations in compliance with the protocols described herein or as otherwise established by the FAA.
For the reasons s tated below, I, CRAIG KABRHEL (PLIERHEADS LLC) , respectfully request the grant of an exemption allowing me to operate ultra lightweight, remote controlled UAS’s to aid academic community awareness, to benefit/stimulate attraction to the New York metropoli tan area and to enhance personal and public video feeds. A grant that will ultimately allow UAS’s to play a more positive role in our local community by increasing employment opportunities, heightening security measures and decreasing government expenditur es by reducing the need for heavier manned aircraft, containing costly, combustible fuel

- a potential public hazard in and of itself.

I. Contact Information:
CRAIG KABRHEL
PLIERHEADS LLC
BROOKLYN

, NEW YORK 11206
Phone: 347

- 603

- 6134
Email: craig@plierheads.com

II. The Specific Sections of Title 14 of the Code of Federal Regulations From Which CRAIG KABRHEL (PLIERHEADS LLC) 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 CRAIG KABRHEL (PLIERHEADS LLC) Seeks and the
Reason He Seeks Such Relief: I, CRAIG KABRHEL (PLIERHEADS LLC) , submit this application in accordance with the Reform Act, 112 P.L. 95 §§ 331

- 334, seeking relief from any currently applicable FARs3

3 operating to prevent me, CRAIG KABRHEL (PLIERHEADS LLC) , contemplated commercial cinematic, academic and other flight ope rations 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, CRAIG KABRHEL (PLIERHEADS LLC) ’s, ultra lightweight 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 lightweight 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 related UAS aerial video an d 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 ope rated 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 reflects in favor of an exemption for me, CRAIG KABRHEL (PLIERHEADS LLC) . My UAS’s utilize four ( 4 ) or les s rotating propellers for balance, control and stability. My UAS’s are equipped with the following via video and data telemetry:

1) Altimeter 2) Attitude indicator 3) Ground Speed indicator 4) Magnetic compass 5) Heading indicator 6) Vertical speed indicator 7) Course deviation indicator 8) Radio magnetic indicator 9) GPS location 10) Battery consumption and Battery Left with approximate time. 11) Loiter and circle mode. 12) Auto safety or RTL ( Return To Launch) 13) Auto land ing technology.

Each UAS weighing less than ten ( 10 ) pounds (far below the maximum 55 pound limit); Including camera(s) with or without gimbal (a camera stabilizer). I, CRAIG KABRHEL (PLIERHEADS LLC)

, consider safety as foremost with each flight. My sma ll

- unmanned aircraft is designed to hover in place, circle in a specific place or loiter via GPS and can be operated in winds up to 30.4 knots (35mph) wind. For safety, stability and fear of financial loss I will not fly in winds exceeding 21.7 knots (25 m ph). Built in safety systems include a GPS mode that allows my UAS to hover/circle in place or land when radio controls are released.

With three (3) modes to choose from, I will fly with the modes safest to complete the videos for aerial videography/phot ography and have the ability to choose the safest, most reliable and4

4 stable mode to prevent accident and hazard. When pilot communication from the radio control is lost, UAS is designed slowly descend to point of takeoff and or to land at point of launch a fter ascending to a pre

- set altitude to ensure the UAS will clear any obstacles that may be between the takeoff point and the current position of the UAS. This failsafe altitude will not be set more than 200ft and is determined before each flight.

I, CR AIG KABRHEL (PLIERHEADS LLC) , will 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 consta ntly 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’s are capable of vertical and horizontal operations, and is flown only within my line of sight, as the remote control pilot. My UAS's are also flown with a second operator who aids in watching for any obstacles, including manned aircraft, within th e flight zone of the UAS. Utilizing battery power rather than combustible fuels, flights generally last between three ( 3 ) to twenty

- five (25) minutes, with an
altitude under on e hundred fifty (150) feet. (3 ) Smart Mode includes, position hold, self

- leveling, altitude command, GPS, return home feature, and safety control to return home or land in the event of communication interruption between RC transmitter and UAS.

I, CRAIG KABRHEL (PLIERHEADS LLC) , utilize a fresh fully charged battery with e ach flight as a safety precaution; full flight time limit for each battery is eighteen ( 18 ) to twenty

- two ( 22 ) minutes as tested. I do not operate my UAS at or below manufacturer recommend minimum charge levels for operation; preferring to remain well with in 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 operat ion. I do not believe in taking risk that may cause a crash, which 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 fligh ts 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 ref lex time for the sake of safety.

I, CRAIG KABRHEL (PLIERHEADS LLC) , am extremely cautious when operating of my UAS/ultra lightweight unmanned aircraft and will not “create a hazard to users of the national airspace system or the public.” 112 P.L. 95 § 33 3 (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. CRAIG KABRHEL (PLIERHEADS LLC ) ’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 CRAIG KABRHEL (PLIERHEADS LLC) ’s Request Will Benefit the5

5 Public As A Whole: Aerial videography for geographical awareness, education, search and rescue, land management, structure inspections and for real estate marketing has been around for a long time through manned fixed wing aircraft and helicopters. For small budget companies, average homeowners an d property owners 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 owners and lower budget companies from a
valuable marketin g tool. Manned aircraft pose a threat to the public through potential catastrophic crash that the New York community has experienced in the past with military aircraft, medical helicopters, and news helicopters crashes within the city of New York

, e ach

res ulting 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, CRAIG KABRHEL (PLIERHEADS LLC) , UAS poses no such threat since size and lack of combustibl e 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, CRAIG KABRH EL (PLIERHEADS LLC) ’s, exemption request furthers the public interest through academic/visual awareness of the geographical benefits in and around
the New York metropolitan area. My ultra light weight UAS is battery powered and creates no
emissions that can harm the environment. The consequence of my ultra lightweight 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 interes t is furthered by minimizing ecological and crash threat by permitting aerial video/photo capture through my battery operated ultra lightweight UAS's. Permitting me, CRAIG KABRHEL (PLIERHEADS LLC) , to immediately fly within national air space furthers eco nomic growth. Granting my exemption request substantially furthers the economic impact for the New York metropolitan area and surrounding community for companies looking to relocate or build around the New York metropolitan 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 CRAIG KABRHEL (PLIERHEADS LLC) ’s Exemption Will Not Adversely Affect Safety Or How The Exemption Wil l Provide a Level of Safety At Least Equal To Existing Rule: My, CRAIG KABRHEL (PLIERHEADS LLC) ’s, exemption will not adversely affect safety. Quite the contrary, for the reasons stated permitting me, CRAIG KABRHEL (PLIERHEADS LLC) , to log more flight tim e 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, land and structured owners
f or development in cooperatio n with the FAA. In addition I, CRAIG KABRHEL (PLIERHEADS LLC) , submit the following representations of enhancements to current aerial videography and photography: My UAS’s weigh less than ten (10) pounds complete with an DJI Inspire 1 integrated camera, DJ I Phantom 3 integrated camera, and the DJI Inspire 1 Zenmuse X5R

camera ; I only operate my UAS below 200 feet (well within the 400 foot permissible ceiling set by the FAA Modernization and Reform Act of 2012); My UAS only operate for 3

- 22 minutes per fligh t; I land my UAS prior to manufacturer recommended minimum level of battery power; I pilot6

6 my UAS through remote control only by line of sight; and have live video feed for a secondary pilot to monitor video recording; I receive a live telemetry feed from my UAS during all flights which include remaining battery voltage, distance, altitude, and any anomalies that may occur during flight;

My UAS’s Command and Control utilizes spread spectrum 2.4Ghz

- 2.485Ghz frequencies in accordance with CFR 47, Part 15 for model aircraft use.

My UAS’s camera system utilizes 5.725Ghz

- 5.875Ghz frequencies in accordance with CFR 47, Part 15.

My UAS’s have a GPS controlled flight controller

- a flight safety feature whereby it hovers or
circles and then lands at the GPS takeof f point if communication with the remote control pilot is lost; I actively record and analyze flight data through the DJI Inspire 1 and DJI phantom 3 flight controller app 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 preflight inspections and protocol, during which safety carries primary importance; I always obtain all necess ary permissions prior to operation; and, I have procedures in place to abort flights in the event of safety breaches or potential danger. My, CRAIG KABRHEL (PLIERHEADS LLC) ’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 real estate, structured inspections, land management and sea rch and rescue. 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 lightweight UAS. First, the potential loss of life is diminished because UAS's carr y no people on board and I only operate 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 t o 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 le vels.

VI. A Summary The FAA May Publish in the Federal Register: 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 Certificat es, sets forth requirements for procurement of n ecessary airworthiness certificates in relation to FAR §91.203(a)(1). The size, weight and enclosed operational area of my, CRAIG KABRHEL (PLIERHEADS LLC) ’s, UAS permits exemption from Part 21 because my UAS meets (and exceeds) an equivalent level of
safet y 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 the7

7 airworthiness certificate requirement in consideration of the weight, size, speed, maneuverability and proximity to areas such as airports and dense populations. My, CRAIG KABRHEL (PLIERHEADS LLC) ’s, current and projected UAS's meet o r 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. § 9 1.9 (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 m anual 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 altimet er settings is inapplicable insofar as my UAS utilizes electronic global positioning systems with a barometric sensor or controlled GPS “geofencing”

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 certif ications and registrations by

me, CRAIG KABRHEL (PLIERHEADS LLC)

.

B. 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 can be marked with the

appro priate “N” number once this “N” number has been given.

C. 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, CRAIG KABRHEL (PLIERHEADS L LC) , The sUAS Pilot in Command must possess at least a sport pilot certificate and a driver's license. The PIC must also meet the flight review requirements specified in 14 CFR § 61.56 in which the PIC is rated on his/her pilot certificate as outlined in 1 4 C.F.R. § 61.

D. 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 al titude greater than 300fclose AGL; safely below the standard of 400 AGL. I, CRAIG KABRHEL (PLIERHEADS LLC) , 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 relatio n to minimum safe altitudes. Given the size, weight, maneuverability and speed of my UAS, an equivalent or higher level of safety will be achieved.

E. 14 C.F.R. 91.405 (a); 407 (a) (1); 409 (a) (2); 417(a) & (b): Maintenance Inspections.1,2,
Manual8

8 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, hav e 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, CRAIG KABRHEL (PLIERHEADS LLC) 's, UAS. However, as a safety precauti on 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, CRAIG KABRHEL (PLIERHEADS LLC) ’s, UAS mee ts 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 ele ments. 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 air craft 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 t o 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, CRAIG KABRHEL (PLIERHEADS LLC) 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 ope rate my, CRAIG KABRHEL (PLIERHEADS LLC) 's, small unmanned vehicle/lightweight unmanned aircraft vehicle in community awareness, education, structural inspection land management, search and rescue and real estate operations, and to develop economic platform s for the aforementioned to enhance the experience of those seeking to relocate, rebuild, reevaluate and
to find in the New York metropolitan area

.9

9 F. Additional FAA Required Operating Conditions and Limitations

When not covered elsewhere in this Operations Manual, the following conditions and

limitations apply:

1. The UA must weigh less than 55 pounds (25kg), including energy source(s)

and equipment

2. The UA may not be flown at a speed exceeding a ground speed of 85 knots.

3. Flights mus t be operated at an altitude of no more than 500 feet above ground level
(AGL), as indicated by the procedures specified in the operator's manual. All

altitudes reported to ATC must be in feet AGL.

4. The UAS must be operated within visual line of sight (VLOS) of the PIC at all times.

This requires the PIC to be able to use human vision unaided by any device other

than corrective lenses, as specified on the PIC's state driver’s license.

5. All operations must utilize a visual observer (VO). The VO may be used to satisfy the
VLOS requirement, as long as the PIC always maintains VLOS capability. The VO
and PIC must be able to communicate verbally at all times.
6. If a discrepancy exists between these limitations and any procedure outlined elsewhere

in this operations manual, the conditions and limitations herein take precedence and

must be followed.
7. Prior to each flight, the PIC must inspect the UAS to ensure it is in a condition for safe
flight. If the inspection reveals a condition that affects t he safe operation of the UAS,
the aircraft is prohibited from operating until the necessary maintenance has been
performed and the UAS is found to be in a condition for safe flight. The Ground
Control Station, if utilized, must be included in the preflight inspection. All
maintenance and alterations must be properly documented in the aircraft records.
8. Any UAS that has undergone maintenance or alterations that affect the UAS operation

or flight characteristics, e.g. replacement of a flight critical comp onent, must undergo a
functional test flight in accordance with the operator's manual. The PIC who conducts
the functional test flight must make an entry in the UAS aircraft records of the flight.

9. The operator must follow the manufacturer's UAS aircra ft/component, maintenance,

overhaul, replacement, inspection, and life limit requirements. When unavailable, aircraft10

10 maintenance/component/overhaul, replacement, and inspection/maintenance

requirements must be established and identified in the operator's manual. At a minimum,
the following must be included in the operator's manual:

a. Actuators / Servos

b. Transmission (single rotor)

c. Powerplant (motors)

d. Propellers

e. Electronic speed controller

f. Batteries

g. Mechanical dynamic components (single rotor)

h. Remote command and control

i. Ground control station (if used)

j. Any other components as determined by the operator

10. The Pilot in Command (PIC) must possess at least a sport pilot certificate and at least a
current state driver’s license. The PIC must also meet the flight review requirements
specified in 14 CFR § 61.56 in an aircraft in which the PIC is rated on his/her pilot

certificate.

11. Prior to operations conducted for the purpose of motion picture fil ming (or similar
operations), the PIC must have accumulated and logged, in a manner consistent with 14

CFR § 61.51 (b), a minimum of 200 flight cycles and 25 hours of total time as a UAS
rotorcraft pilot and at least ten hours logged as a UAS pilot with a similar UAS type (single

blade or multi

- rotor). Prior documented flight experience that was obtained in compliance
with applicable regulations may satisfy this requirement. Training, proficiency, and

experience

- building flights can also be conducted under this grant of exemption to
accomplish the required flight cycles and flight time. During training, proficiency, and

experience

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

non

- participants, and the PIC must operate the U AS with appropriate distance from non

participants in accordance with 14 CFR § 91.119.

12. Prior to operations conducted for the purpose of motion picture filming (or similar
operations), the PIC must have accumulated and logged, in a manner consistent wit h 1411

11 CFR § 61.51 (b), a minimum of five hours as UAS pilot operating the make and model of UAS

to be utilized for operations under the exemption and three takeoffs and three landings in the
preceding 90 days. Training, proficiency, experience building , and takeoff and landing currency
flights can be conducted under this grant of exemption to accomplish the required flight time
and 90 day currency. During training, proficiency, experience building , and takeoff and landing
currency flights, all persons not es sential for flight operations are considered non

- participants,
and the PIC must operate the UAS with appropriate distance from non

- participants in
accordance with 14 CFR § 91.119.

13. Prior to any flight operations authorized by this grant of exemption, the PIC and visual

observer (VO) must have successfully completed a qualification process, as outlined in the

operator’s manual. As this is a requirement stipulated by the operator, the test must be
developed and implemented by a qualified person designate d at the sole discretion of the

operator. A record of completion of this qualification process must be documented and made

available to the Administrator upon request.

14. Prior to operations conducted for the purpose of motion picture filming (or similar

operations), a flight demonstration, administered by an operator

- approved and

- qualified pilot
must be successfully completed and documented. This documentation must be available for

review upon request by the Administrator. Because the knowledge and airm anship test
qualifications have been developed by the operator, and there are no established practical
test standards that support a jurisdictional FAA FSDO evaluation and approval of company

designated examiners, the petitioner will conduct these tests in accordance with the operator’s

manual.

15. The UAS may not be operated directly over any person, except authorized and consenting
production personnel, below an altitude that is hazardous to persons or property on the surface

in the event of a UAS failur e or emergency.

16. Regarding the distance from participating persons, the operator’s manual has safety
mitigations for authorized and consenting production personnel. At all times, those persons

must be essential to the closed

- set film operations. Becaus e these procedures are specific to
participating persons, no further FSDO or Aviation Safety Inspector (ASI) approval is
necessary for reductions to the distances specified in the petitioner’s manuals. This is12

12 consistent with the manned aircraft procedures described in FAA Order 8900.1, V3, C8, S1
Issue a Certificate of Waiver for Motion Picture and Television Filming

.

17. Regarding distance from non

- participating persons, the operator must ensure that no
persons are allowed within 500 feet of the area exc ept those consenting to be involved and
necessary for the filming production. This provision may be reduced to no less than 200 feet
if it would not adversely affect safety and the Administrator has approved it. For example, an
equivalent level of safety m ay be determined by an aviation safety inspector’s evaluation of
the filming production area to note terrain features, obstructions, buildings, safety barriers,
etc. Such barriers may protect non

- participating persons (observers, the public, news media,

et c.) from debris in the event of an accident. This is also consistent with the same FAA Order
8900.1, V3, C8, S1. 18. If the UAS loses communications or loses its GPS signal, the UA

must return to a pre

- determined location within the security perimeter and land or be

recovered in accordance with the operator’s manual.

18. If the UAS loses communications or loses its GPS signal, the UA must return to a pre

determined location within the security perimeter and land or be recovered in accordance

with the operat or’s manual.

19. The UAS must abort the flight in the event of unpredicted obstacles or emergencies in

accordance with the operator’s manual.
20. Each UAS operation must be completed within 30 minutes flight time or with 25%

battery power remaining, which ever occurs first.

21. The operator must obtain an Air Traffic Organization (ATO) issued Certificate of Waiver or
Authorization (COA) prior to conducting any operations under this grant of exemption. This
COA will also require the operator to request a Notice to Airman (NOTAM) not more than

72 hours in advance, but not less than 48 hours prior to the operation.
22. All aircraft operated in accordance with this exemption must be identified by serial
number, registered in accordance with 14 CFR part 47, an d have identification (N

Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must

be as large as practicable.

23. The operator must develop procedures to document and maintain a record of the UAS

maintenance, preventative maintenance, a lterations, status of replacement/overhaul

component parts, and the total time in service of the UAS. These procedures must be

added to the operator’s manual.13

13 24. Each UAS operated under this exemption must comply with all manufacturer Safety

Bulletins.

25. The operator must develop UAS technician qualification criteria. These criteria must be

added to the operator’s manual.
26. The preflight inspection section in the operator’s manual must be amended to include the
following requirement: The preflight in spection must account for all discrepancies, i.e.

inoperable components, items, or equipment, not covered in the relevant preflight

inspection sections of the operator’s manual.
27. Before conducting operations, the radio frequency spectrum used for operat ion and
control of the UAS must comply with the Federal Communications Commission (FCC) or

other appropriate government oversight agency requirements.
28. At least three days before scheduled filming, the operator of the UAS affected by this

exemption must submit a written Plan of Activities to the local FSDO with jurisdiction
over the area of proposed filming. The 3

- day notification may be waived with t he
concurrence of the FSDO. The plan of activities must include at least the following:
a. Dates and times for all flights

b. Name and phone number of the person responsible for the UAS filming
production under this grant of exemption

c. Name and ph one number of the person responsible for the on

- scene operation

of the UAS.

d. Make, model and serial or N

- number of the UAS to be used

e. Name and certificate number of the UAS PIC's involved in the filming

production event

f. A statement that the o perator has obtained permission from property
owners and/or local officials to conduct the filming production event; the
list of those who gave permission must be made available to the

inspector upon request.

g. Signature of exemption

- holder or represent ative

h. A description of the flight activity, including maps or diagrams of any area,
city, town, county, and/or state over which filming will be conducted and the

altitudes essential to accomplish the operation14

14 29. The documents required under 14 CFR § 91.9 and § 91.203 must be available to the PIC
at the ground control station of the UAS any time the aircraft is operating. These
documents must be made available to the Administrator or any law enforcement official

upon request.
30. The UAS must remain clear and yield the right of way to all other manned operations
and activities at all times (including, but not limited to, ultra light vehicles, parachute
activities, parasailing activities, hang gliders, etc.).

31. UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All
operations must be conducted under visual meteorological conditions (VMC). Flights
under special visual flight rules (SVFR) are not authorized.
32. The UAS cannot be operated by the PIC fro m any moving device or vehicle.

33. The UAS may not be operated less than 500 feet below or less than 2,000 feet

horizontally from a cloud or when visibility is less than 3 statute miles from the PIC.

34. The UAS may not operate in Class B, C, or D airspa ce without written approval from the
FAA. The UAS may not operate within 5 miles of the geographic center of a non

- towered

airport as denoted on a current FAA

- published aeronautical chart unless a letter of
agreement with that airport’s management is obtai ned, and the operation is conducted in
accordance with a NOTAM as required by the operator’s COA. The letter of agreement

with the airport management must be made available to the Administrator upon request.

35. Any 1) incident, 2) accident, or 3) flight o peration that transgresses the lateral or vertical
boundaries of the operational area as defined by the applicable COA must be reported to
the Federal Aviation Administration’s (FAA) UAS Integration Office (AFS

- 80) within 24

hours. Accidents must be report ed to the National Transportation Safety Board (NTSB) per
instructions contained on the NTSB Web site: www.ntsb.gov. Further flight operations may
not be conducted until the incident, accident, or transgression is reviewed by AFS

- 80 and

authorization to re sume operations is provided.

Currently, the aforementioned aerial videography/photography relies primarily on the use of larger aircraft running on combustible fuel. Posing potential risk to the public. Granting my, CRAIG KABRHEL (PLIERHEADS LLC) ’s, 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 video and photographic aircraft with much less flight time.15

15 Further, I operate at lower altitudes and in controlled airspace eliminating potential public risk flying to and from established airfields. I, CRAIG KABRHEL (PLIERHEADS LLC) , have been informally analyzing and recording flight information and will compile safety protocols and the implementation of a flight operations manual for 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 estab lish protocols for complying with the FAA Modernization and Reform Act of 2012. There are no personnel on board my, CRAIG KABRHEL (PLIERHEADS LLC) ’s, UAS and therefore the likelihood of death or serious bodily injury is significantly diminished. My, CRAIG KABRHEL (PLIERHEADS LLC) ’s, operation of my UAS, weighing less
than ten ( 10 ) pounds and traveling at lower speeds within limited areas low to the ground will provide an equivalent level of safety as that achieved under current FARs. Accordingly I, CRAIG

KA BRHEL (PLIERHEADS LLC) , 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,

CRAIG KABRHE L (PLIERHEADS LLC)

168 Scholes Street Apt 2B Brooklyn, NY 11206

10

Appendix A



### List of Aircraft

No. Make and Model Description Serial No. Registration
No.
1 DJI Inspire 1 Electric powered, 4 rotor, small unmanned multi

- rotor helicopter W18DCA10 011868 

### Pending

2 DJI Phantom 3 Electric powered, 4 rotor small unmanned multi

- rotor helicopter P78DCE22 032084 

### Pending16

16 1. DJI INSPIRE ONE The operation of the DJI INSPIRE ONE system is as follows.

1. Build Materials
I. Plastic
II. Aluminum

2. Motor Configuration
I. The DJI INSPIRE 1 is a 4 motor quad

- copter setup.

3. Payload

I. The DJI INSPIRE ONE flies it’s own lightweight integrated camera.
II. Maximum All

- up weight

- 6lbs

4. Maintaining the DJI INSPIRE ONE I. Before each flight:
1. Check all hardware to ensure it is securely tightened. 2. Check that the motor is level and locked in place. 3. Check the propeller to ensure it is tight and there are no visible signs of cracks, stress, 4. Check all wiring to motors, motor controllers, batteries, and flight controller for signs of 5. Check all navigational lighting to ensure it is properly working.

II. After 45 hours of flight 1. Remove and check all motors and motor mounts for signs of wear and tear. Replace as

necessary. 2. Remove motor controllers and visually inspect and check for damage. Replace as necessary. 3. Remove flight controllers and visually inspect and check for damage. Replace as necessary.
4. Check for cuts, and/or cr acks on propellers. Replace if propeller is questionable.

5 . Check for cuts, fraying, cracks, and/or loose/cold solder connections. Fix before flying.
6 . Check for updates to flight controller firmware. If available, install and perform a minimum of
15 te st flights before conducting commercial work.

Appendix B
2. DJI Phantom 3 The operation of the DJI Phantom 3 system is as follows.

1. Build Materials
I. Plastic
II. Aluminum17

17 2. Motor Configuration
I. The Phantom 3 is a 4 motor quad

- copter setup.

3. Payload I. The Phantom 3 it’s own integrated camera.
II. Maximum All

- up Weight

- 4lbs

4. Maintaining the Phantom 3 I. Before each flight: 1. Check all hardware to ensure it is securely tightened. 2. Check that the motor is level and locked in place.
3. Check the propeller to ensure it is tight and there are no visible signs of cracks, stress, 4. Check all wiring to motors, motor controllers, batteries, and flight controller for signs of 5. Check all navigational lighting to ensure it is properly worki ng.

II. After 45 hours of flight 1. Remove and check all motors and motor mounts for signs of wear and tear. Replace as

necessary. 2. Remove motor controllers and visually inspect and check for damage. Replace as necessary. 3. Remove flight controllers and visually inspect and check for damage. Replace as necessary.

4. Check for cuts, and/or cracks on propellers. Replace if propeller is questionable.
5 . Check for cuts, fraying, cracks, and/or loose/cold solder connections. Fix before flying.
6 . Check fo r updates to flight controller firmware. If available, install and perform a minimum of 15 test flights before conducting commercial work.

Appendix C

Personal Protocols/Controls/Flight Manual
Protocols and Controls

CRAIG KABRHEL (PLIERHEADS LLC)

, BROOKLYN

, NY

.

Safety for public on the ground as well as manned aircraft above is an essential and utmost consideration for aerial videos and photography. As such, safety protocols and controls must be implemented through preflight preparation and during flight. PreFlight Protocol:

Check batteries with voltage meter to insure fully charged and ready for use.

Inspect batteries for damage or leakage that may affect proper operation.

Inspect propellers for cracks, chips or damage that may cause sudden loss of propulsion or unmanageable/uncontrolled flight.18

18 Check all GPS and Telemetry connections prior to flight.

Check weather forecasts for wind advisory or other conditions that my impact flight.

Consult Sky Vector aeronautical Charts (Skyvector.c om) for airport vicinity and flight paths of possible air traffic.

Contact respective airport to advise of estimated flight time, estimated flight duration, estimated elevation of flight, and any other pertinent information.

Inspect flight area for
Vic inity of public safety helipads/heliports Vicinity of medical helipads/heliports Vicinity of light poles vicinity or utility wires Vicinity of trees flocks of birds that may cause interference and potential flight impact Vicinity of any elevated obstruct ions that may pose potential flight hazard Vicinity of roadways with moderate to heavy traffic that can be distracted public Gatherings that may attract viewers optional point of control for best visual site of UAS while in flight Emergency landing areas

Takeoff and landing

Inspect area for best and safest point of takeoff and landing If in a subdivision or area that is within 150 feet of a residential street, post warning Sign(s)/stand(s) "Attention Aerial Photography In Progress  Remain Back 150 Feet "

Flight Protocol: takeoff and land from same location ( have alternate landing areas in case of emergencies) remain alert to birds, sound or aircraft, curious public, and approaching vehicles do not allow anyone to engage in conversation or distract the remote control pilot restrict flight to minimal elevation sufficient to acquire desired results remained prepared for emergency landing at all times pay attention to flight time

– warning meter for low voltage.

Set voltage meter alarm for low voltage and flight timer as a safety alert land UAS and shut down propulsion immediately following landing

– priority of disconnecting batteries

Post flight:

1. a) Disconnect batte ry to prevent accidental activation of propulsion system

2. b) Secure UAS in a safe location

c) Remove all warning signs from public access areas Emergency or Suspected Hazard:19

19 Immediate land UAS at safest and closet ground location in the event

Ma nned aircraft is heard or seen in vicinity of flight There is a public gathering within established safety boundary wanting to observe flight Pilot is being distracted from focusing on flight and safety Sudden change in weather (wind bursts)
Sudden inc rease in vehicular traffic in vicinity of flight Birds enter into proximity of flight Any sudden unsafe event that can cause collision, distraction or interruption of control

Safety for public on the ground as well as manned aircraft above is an essential and utmost consideration for aerial videos and photography.

Maintaining a record of safe flight for FAA request and for determining future UAS safety protocols is imperative.

Date:____________________ Location:___________________________________________________

preflight Inspection:

o Yes o No

Comment:

_________________________________________________

Elements

Proximity to airport: _________________ (see attached map pinpointing approximate location of flight)

Airport notified: No Yes

Date:_______________ Time: ______________

Phone Number: ____

___________________ Contact Name:___________________________________

Nearest major intersection:

______________________________________________________________20

20 Proximity to medium traffic road:

_________________________________________________________

Proximity to heavily traveled roadway road:

_________________________________________________

Proximity to congested population:

________________________________________________________

Approx. Takeoff Time : GMT:

Weather Good Fair Poor Comment :

Visibility Good Fair Poor Comment :

Wind Speed ___mph ___Gusts/MPH ___avg/MPH Comment :

Approx. Landing Time: GMT: Estimated Elevation Ground level: Safety Concerns:
Additional Comments:
sea level:

Appendix 'D'



### Aircraft Manuals

This Appendix includes UAS manufacturer's user manuals, maintenance instructions, and illustrated parts catalogs. These manuals may be attached to the docket when submitted. Information regarding design, aircraft performance, fail

- safe features, operating limitations, normal and emergency procedures, and maintenance and inspection procedures is contained within the manuals and supplemental information documents listed below:

1. DJI Inspire Manual V1.0 2. Inspire 1 Maintenance Manual v1.0 3. Intelligent Flight Ba ttery Safety Guidelines v1.4 4. Inspire 1 Safety Guidelines 5. Phantom 3 Professional Manual V1.0 6. Phantom 3 Intelligent Flight Battery Safety Guidelines v1.0 (EN)21

21 For more information or questions about this manual please contact:

Plier heads LLC Craig Kabrhel 168 Scholes apt 2b 347

- 603

- 6134