# Rupprecht Law P. A.

28 11 Grande Parkway, Suite 113 | Palm Beach Gardens , FL 33410 P: (561) 222

- 6979 | E: jon@jrupprechtlaw.com | W: www.jrupprechtlaw.com

Sept ember 20 , 2015

U. S. Department of Transportation Docket Management System 1200 New Jersey Ave., SE, West Building Ground Floor, Room W12

- 140, Washington, DC 20590

Re: Petition for Exemption under Part 11 of the Federal Aviation Regulations and Section 333 of the FAA Modernization and Reform Act from 14 C.F.R. 61.23(a) & (c); 61.101(e)(4) & (5); 61.113(a); 61.315(a); 91.7(a), 91.119(c); 91.121; 91.151(a)(1); 91.405(a); 91.407(a)(1); 91.409(a)(1) & (2); and 91.417(a) & (b).

PETITION FOR SUMMARY GRANT EXEMPTION

Dear Sir or Madam:

Charles Malveaux petitions for an exemption from the listed Federal Aviation Regulations (“ FAR ’ s ”) to conduct commercial operations. The authority for the FAA to grant this petition is from 14

C.F.R. Part 11 and S ection 333 of the FAA Moderniz ation and Reform Act of 2012.

T ABLE OF C ONTENTS I. QUICK REFERENCE SUMMARY

................................ ................................ ................................ ....... 3

II. PETITIONER ’ S CONTACT INFO:

................................ ................................ ................................ ...... 6
III. THE REGULATIONS WHICH THE PETITIONER IS REQUESTING EXEMPTION FROM

........ 6

IV. THE EXTENT OF RELIEF THE PETITIONER IS SEEKING

................................ .......................... 6

V. REASONS WHY THE PETITIONER IS SEEKING RELIEF FROM THE REGULATIONS AND WHY THE EXEMPTION WOULD PROVIDE AN EQUIVALENT LEVEL OF SAFETY

................... 11

A. 14 C.F.R. § 61.23(a) & (c): Medical Certificates

................................ ................................ ............ 11

B. 14 C.F.R. § 61.101(e)(4) & (5): Recreational Pilot Privileges and Limitations; 14 C.F.R. § 61.113 (a): Private Pilot Privileges and Limitations; and 14 C.F.R. § 61.315(a): Sport Pilot Limitations.

....... 11

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

................................ ................................ ......... 12

D. 14 C.F.R. § 91.119(c): Minimum Safe Altitudes.

................................ ................................ .......... 12

E. 14 C.F.R. § 91.121: Altimeter Settings.

................................ ................................ ......................... 13Page 2 of 17

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

................................ .... 13

G. 14 C.F.R. § 91.405 (a); § 91.407 (a) (1); § 91.409 (a) (2); § 91.417(a) & (b): Maintenance Inspections

................................ ................................ ................................ ................................ ............. 14

VI. REASONS WHY GRANTING THIS PETITION WOULD BE IN THE PUBLIC INTEREST

...... 14

V II. FEDERAL REGISTER SUMMARY

................................ ................................ ................................ 16

VIII. OPERATING DOCUMENTS

................................ ................................ ................................ .......... 16

IX. STATUTORY AUTHORITY TO GRANT THIS PETITION

................................ ............................ 16

X. CONCLUSION

................................ ................................ ................................ ................................ .... 17Page 3 of 17

I. QUICK REFERENCE SUMMARY

 Types of aircraft to be flown :

o Phantom 2 (Previously granted in Exemption No. 11699 )

o Phantom 2 Vision + (Previously granted in in Exemption No. 11218 )

o All models of the DJI Phantom 3(Professional and Advanced). The Phantom 3 was previously granted in Exemption No. 11845.

o DJI Inspire 1 (Previously granted in Exemption No. 11607)

o DJI S900 (Previously granted in Exemption No. 11697)

o DJI S1000 (Previously granted in Exemption No. 11554)

o ERI Heavy Lift

,

o ERI AgScout 1,

o ERI AgScout X,

o ERI Scout II

,

o Roboflight R F

- 70 (Previously granted in Exemption No. 11295 )

 P etitioner will operate:

o The Phantom 2 under the:

 Phantom 2 User Manual (EN) v1.4 http://download.dji

innovations.com/downloads/phantom_2/en/PHANTOM2_User_Manual_v1.4_en. zip

o The Phantom 2 Vision + under the:

 Phantom 2 Vision+ User Manual (EN) v1.8 http://download.dji

innovations.com/downloads/phantom_2_visio n_plus/en/Phantom_2_Vision_Plus _User_Manual_v1.8_en.zip

o T he DJI Phantom 3 under the:

 Phantom 3 Intelligent Flight Battery Safety Guidelines v1.0 http://download.dji

innovations.com/downloads/phantom_3/en/Intelligent_Flight_Battery_Safety_Gu idelines_en.zip

 Phantom 3 Safety Gu idelines and Disclaimer http://download.dji

innovations.com/downloads/phantom_3/en/Safety_Guidelines_Disclaimer_en.zip

 Professional

 Phantom 3 P rofessional Quick Start Guide (EN) v1.0 http://download.dji

innovations.com/downloads/phantom_3/en/Phantom_3_Professional_Quic k_Start _Guide_en.zipPage 4 of 17  Phantom 3 Professional User Manual (EN) v1.2 http://download.dji

innovations.com/downloads/phantom_3/en/Phantom_3_Profe ssional_User _Manual_v1.2_en.zip

 Phantom 3 Professional In the Box http://download.dji

innovations.com/downloads/phantom_3/en/Phantom_3_Prof essional_In_t he_Box_en.zip

 Advanced

 Phantom 3 Advanced Quick Start Guide (EN) v1.0 http://download.dji

innovations.com/downloads/phantom _3/en/Phantom_3_Advanced_Quick _Start_Guide_en.zip

 Phantom 3 Advanced User Manual (EN) v1.2 http://download.dji

innovations.com/downloads/phantom_3/en/Phantom_3_Advanced_User_ Manual_v1.2_en.zip

 Phantom 3 Advanced In the Box http://down load.dji

innovations.com/downloads/phantom_3/en/Phantom_3_Advanced_In_the _Box_en.zip

o DJI Inspire under the:

 Inspire Manual http://download.dji

innovations.co m/downloads/inspire_1/en/Inspire_1_User_Manual_v1.0_en.pdf

o DJI S900 under the:

 S900 User Manual v1.2 http://download.dji

innovations.com/downloads/s900/en/S900_User_Man ual_v1.2_en.zip

 A2 Flight Controller Manual http://download.dji

innovations.com/downloads/a2/en/A2_Quick_Start_Guide_v1.04_en.pdf

o DJI S1000 under the:

 S1000 Manual http://www.dji.com/product/sp reading

- wings

- s1000/download

 A2 Flight Controller Manual http://download.dji

innovations.com/downloads/a2/en/A2_Quick_Start_Guide_v1.04_en.pdf

 The operations will be for a erial data collection 1 and closed

- set tv/movie filmin g.

 The Petitioner will submit the MPTOM and AFM ’ s for the ERI Heavy Lift, ERI AgScout 1, ERI AgScout X, ERI Scout II, and Roboflight RF

- 70 confident ially via email

.

1 “ Aerial data collection includes any remote sensing and measuring by an instrument(s) aboard the UA. Examples include imagery (photography, video, infrared, etc.), electronic measureme nt (precision surveying, RF analysis, etc.), chemical measurement (particulate measurement, etc.), or any other gathering of data by instruments aboard the UA. ” Exemption No. 11482Page 5 of 17

 T he Petitioner is proposing to operate under the restrictions listed in Exemption # 11284 , listed in a section below, which will provide an equivalent level of safety as the burdensome regulations.Page 6 of 17

II

. PETITIONER ’ S CONTACT INFO:
Charles Malveaux 9312 Pec an Tree Drive Baton Rouge, LA . 70810

Legal Counsel for Petitioner Rupprecht Law, P.A. 2811 Grande Parkway, Suite 113, Palm Beach Gardens, Florida 334 10 jon@jrupprechtlaw.com

III

. THE REGULATIONS WHICH THE PETITIONER IS REQUESTING EXEMPTION FROM

 14 C.F.R. § 61.23(a) & (c)

 14 C.F.R. § 61.101(e)(4) & (5)

 14 C.F.R. § 61.113(a)

 14 C.F.R. § 61.315(a)

 14 C.F.R. § 91.7(a)

 14 C.F.R. § 91.119(c)

 14 C.F.R. § 91.121

 14 C.F.R. § 91.151(a)(1)

 14 C.F.R. § 91.405(a)

 14 C.F.R. § 91.407(a)(1)

 14 C.F.R. § 91.409(a)(1) & (2)

 14 C.F.R. § 91.417(a) & (b)

IV

. THE EXTENT OF RELIEF THE PETITIONER IS SEEKING

The Petitioner proposes these restrictions and believes that these limitations provide an equivalent level of safety, if not greater, as the FAR ’ s presently imposed upon the Petitioner. Each of the regulations above will be talked about in greater detail in another section in this petition.

These limitations and conditions are identical to Exemption # 11284 except for the difference in

aircraft

. The list of limitations and conditions include the following:

1. Operations authorized by this grant of e xemption are limited to the DJI Phantom 3(Professional and Advanced), the DJI Inspire, the DJI S900, the DJI S1000, the ERI Heavy Lift, the ERI AgScout 1, the ERI AgScout X, the ERI Scout II, and the Roboflight RF

- 70 when weighing less than 55 pounds including payload. Proposed operations of any other aircraft will require a new petition or a petition to amend this exemption.

2. Operations for the purpose of closed

- set motion pic ture and television filming are permitted.Page 7 of 17

3. The UA may not be operated at a speed exceeding 87 knots (100 miles per hour). The exempti on holder may use either groundspeed or calibrated airspeed to determine compliance with the 87 knot speed restriction. In no case will the UA be operated at airspeeds greater than the maximum UA operating airspeed recommended by the aircraft manufacturer. 4. The UA must be operated at an altitude of no more than 400 feet above ground level (AGL). Altitude must be reported in feet AGL. 5. The UA 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 FAA

- issued airman medical certificate or U.S. driver ’ s license. 6. All operations must utilize a visual observer (VO). The UA must be operated within the visual line of sight (VLOS) of the PIC and VO at all times. 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; electronic messaging or texting i s not permitted during flight operations. The PIC must be designated before the flight and cannot transfer his or her designation for the duration of the flight. The PIC must ensure that the VO can perform the duties required of the VO. 7. This exemption a nd all documents needed to operate the UAS and conduct its operations in accordance with the conditions and limitations stated in this grant of exemption, are hereinafter referred to as the operating documents. The operating documents must be accessible du ring UAS operations and made available to the Administrator upon request. If a discrepancy exists between the conditions and limitations in this exemption and the procedures outlined in the operating documents, the conditions and limitations herein take pr ecedence and must be followed. Otherwise, the operator must follow the procedures as outlined in its operating documents. The operator may update or revise its operating documents. It is the operator ’ s responsibility to track such revisions and present upd ated and revised documents to the Administrator or any law enforcement official upon request. The operator must also present updated and revised documents if it petitions for extension or amendment to this grant of exemption. If the operator determines tha t any update or revision would affect the basis upon which the FAA granted this exemption, then the operator must petition for an amendment to its grant of exemption. The FAA ’ s UAS Integration Office (AFS

- 80) may be contacted if questions arise regarding u pdates or revisions to the operating documents. 8. Any UAS that has undergone maintenance or alterations that affect the UAS operation or flight characteristics, e.g. replacement of a flight critical component, must undergo a functional test flight prior to conducting further operations under this exemption. Functional test flights may only be conducted by a PIC with a VO and must remain at least 500 feet from other people. The functional test flight must be conducted in such a manner so as to not pose an undue hazard to persons and property. 9. The operator is responsible for maintaining and inspecting the UAS to ensure that it is in a condition for safe operation.Page 8 of 17

10. Prior to each flight, the PIC must conduct a pre

- flight inspection and determine the UAS is in a condition for safe flight. The pre

- flight inspection must account for all potential discrepancies, e.g. inoperable components, items, or equipment. If the inspection reveals a condition that affects the safe operation of the UAS, the aircraft is p rohibited from operating until the necessary maintenance has been performed and the UAS is found to be in a condition for safe flight. 11. The operator must follow the UAS manufacturer ’ s maintenance, overhaul, replacement, inspection, and life limit requir ements for the aircraft and aircraft components. 12. Each UAS operated under this exemption must comply with all manufacturer safety bulletins. 13. Under this grant of exemption, a PIC must hold either an airline transport, commercial, private, recreationa l, or sport pilot certificate. The PIC must also hold a current FAA airman medical certificate or a valid U.S. driver ’ s license issued by a state, the District of Colombia, Puerto Rico, a territory, a possession, or the Federal government. The PIC must als o meet the flight review requirements specified in 14 CFR § 61.56 in an aircraft in which the PIC is rated on his or her pilot certificate. 14. The operator may not permit any PIC to operate unless the PIC demonstrates the ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption, including evasive and emergency maneuvers and maintaining appropriate distances from persons, vessels, vehicles and structures. PIC qualification flight hours and currency must be logged in a manner consistent with 14 CFR § 61.51(b). Flights for the purposes of training the operator ’ s PICs and VOs (training, proficiency, and experience

building) and determining the PIC ’ s ability to safely operate the UAS in a manner consistent

w ith how the UAS will be operated under this exemption are permitted under the terms of this exemption. However, training operations may only be conducted during dedicated training sessions. During training, proficiency, and experience

- building flights, all persons not essential for flight operations are considered nonparticipants, and the PIC must operate the UA with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119. 15. 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. 16. The UA may not operate within 5 nautical miles of an airport reference point (ARP) as denoted in the current FAA Airport/Facility Directory (AFD) or for airports not denoted with an ARP, the center of the airport symbol as denoted on the current FAA published aeronautical chart, unless a letter of agreement with that airport ’ s management is obtained or otherwise permitted by a COA issued to the exemption holder. The letter of agreement with the airport management must be made available to the Administrator or any law enforcement official upon request. 17. The UA 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.Page 9 of 17

18. If the UAS loses communications or loses its GPS signal, the UA must return t predetermined location within the private or c ontrolled

- access property. 19. The PIC must abort the flight in the event of unpredicted obstacles or emergencies. 20. The PIC is prohibited from beginning a flight unless (considering wind and forecast weather conditions) there is enough available power for the UA to conduct the intended operation and to operate after that for at least five minutes or with the reserve power recommended by the manufacturer if greater. 21. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All operations shall be conducted in accordance with an ATO

- issued COA. The exemption holder may apply for a new or amende d COA if it intends to conduct operations that cannot be conducted under the terms of the attached COA. 22. All aircraft operated in accordance with this exemption must be identified by serial number, registered in accordance with 14 CFR part 47, and have identification (N Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must be as large as practicable. 23. Documents used by the operator to ensure the safe operation and flight of the UAS and any 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.

24. The UA must remain clear and give way to all manned aviation operations and activities at all times. 25. The UAS may not be operated by the PIC from any moving device or vehicle. 26. All Flight operations must be conducted at least 500 feet from all nonparticipating persons, vessels, vehicles, and structures unless: a. Barriers or structures are present that sufficiently protect nonparticipating persons from the UA and/or debris in the event of an accident. The operator must ensure that nonparticipating persons remain under such prote ction. If a situation arises where nonparticipating persons leave such protection and are within 500 feet of the UA, flight operations must cease immediately in a manner ensuring the safety of nonparticipating persons; and b. The owner/controller of any ve ssels, vehicles or structures has granted permission for operating closer to those objects and the PIC has made a safety assessment of the risk of operating closer to those objects and determined that it does not present an undue hazard. The PIC, VO, opera tor trainees or essential persons are not considered nonparticipating persons under this exemption. 27. All operations shall be conducted over private or controlled

- access property with permission from the property owner/controller or authorized representa tive. Permission from property owner/controller or authorized representative will be obtained for each flight to be conducted.Page 10 of 17

28. Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries of the operational area as d efined by the applicable COA must be reported to the FAA's UAS Integration Office (AFS

- 80) within 24 hours. Accidents must be reported to the National Transportation Safety Board (NTSB) per instructions contained on the NTSB Web site: www.ntsb.gov.

For the purpose of closed

- set motion picture and television filming and production, the following additional conditions and limitations apply. 29. The operator must have a motion picture and television operations manual (MPTOM) as documented in this grant of exem ption. 30. At least 3 days before aerial filming, the operator of the UAS affected by this exemption must submit a written Plan of Activities to the local Flight Standards District Office (FSDO) with jurisdiction over the area of proposed filming. The 3

- da y notification may be waived with the 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 operator for the UAS aerial filming conducted under this grant of exemption; c. Name and phone number of the person responsible for the on

- scene operation of the UAS; d. Make, model, and serial or N

- Number of UAS to be used; e. Name and certificate number of UAS PICs involved in the aerial filming;
f. A statement that t he operator 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 represe ntative; and 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 operation. 31. Flight operations may be conduc ted closer than 500 feet from participating persons consenting to be involved and necessary for the filming production, as specified in the exemption holder ’ s MPTOM.Page 11 of 17

V

. REASONS WHY THE PETITIONER IS SEEKING RELIEF FROM THE REGULATIONS
AND WHY THE EXEMPTION WOULD PROVIDE AN EQUIVALENT LEVEL OF SAFETY

A. 14 C.F.R. § 61.23(a) & (c): Medical Certificates

The reason why t he Petitioner is seeking relief from 61.23(a) & (c) is because E xemption s #

11221

, # 11284, and many others have determined that a U.S. driver ’ s license being used in lieu of a
medical certificate provides an equivalent level of safety as sub

- section s (a ) and (c).

Therefore, since the proposed restrictions have already been determined by the FAA to provide an equivalent level of safety, the Petitioner is seeking the same exact restrictions as other previously granted exemptions to allow for commercial operations using at a mi nimum either a third class medical

or a driver ’ s license with an airman certificate

.

B. 14 C.F.R. § 61.101(e)(4) & (5): Recreational Pilot Privileges and Limitation s; 14 C.F.R. § 61.113 (a): Private Pilot Privileges and Limitations; and 14 C.F.R. § 61.315( a): Sport Pilot Limitations

. The reason for this petition is that t he regulations applying to these three pilot certificates all

limit the commercial activities of the pilots; thus, commercial activities would be almost completely
prohibit ed leaving the only alternative to be the pilots obtaining an extremely burdensome alternative

of a commercial pilot certificate.

Regarding private pilots, sub

- section 61.113(a) limits private pilots to non

- commercial operations; “[ h]owever, in Grant of Ex emption No. 11062 to Astraeus Aerial (Astraeus), the FAA determined that a PIC with a private pilot certificate operating . . . [a] UAS would not adversely affect operations in the NAS or present a hazard to persons or property on the ground ” 2 by co nductin g commercial operations. “[ M]anned airmanship experience of a commercially certificated pilot would not correlate to the airmanship skills necessary for ” 3 commercial drone operations. Additionally, in Exemption # 11221, # 11284, and many others the FAA has declared that requiring the PIC to “ hold

2 Clayco Exemption No. 11109 at 12.

3 Id.Page 12 of 17

either an airline transport, commercial, private, recreational, or sport pilot certificate ” 4 provides an equivalent level of safety as the regulations

.

Since the FAA has determined numerous times that a minimum of a sport pilot certificate be
required for commercial UA operations, Charles Malveaux is asking for the PIC to be required to have

at a minimum a sport pilot certificate when c onduc ting commercial operations. This requirement also alleviates any security concerns as the TSA would have already done a background check on the individual possessing the pilot certificate.

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

The reason the P etitioner is request ing relief from this regulation is because the FAA does not

need to issue an airworthiness certificate for this unmanned aircraft and the requirements contained in

the above referenced manual s will be sufficient for determining th e airworthiness of the aircraft.

T he restrictions already agreed to will require the PIC to conduct a pre

- flight ch eck to determine airworthiness and the operator to be “ responsible for maintaining and inspecting the UAS
to ensure that it is in a condition for safe operation. ” 5 The referenced manuals along with the restrictions obligating the PIC and operator to check and ensure the UA will provide “ sufficient means for determining an airworthy condition in accordance with § 91.7(a). ” 6 Therefore, the Petitioner seeks relief to operate under the proposed restrictions and the manual s

.

D. 14 C.F.R. § 91.119 (c) : Minimum Safe Altitudes

. Section 91.119, sub

- s ection (c) requires the petitioner to operate at “ [a] n altitude of 500 feet above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure. ” 7 This regulation is
burdensome because it would require the Petitioner to opera te at 500ft above the ground f or many

4 Habana Avenue, LLC dba Fly Habana No. 11284 at 4.

5 Id.

6 Clayco Exemption No. 11109 at 13.

7 14 C.F.R. § 91.119(c).Page 13 of 17

operations . This i s a burdensome problem because many of the objects that need photographing will

all be at least 500ft away a nd the photos or video obtained will be almost completely useless.

The Petitioner proposes to operate within the restrictions given in the Clayco Exemption which

the FAA has previously determined will provid e an equivalent level of safety

. “ [A] ll persons not essential to flight operations (nonparticipating persons) must remain at appropriate distances. In open areas this requires the UA to remain 500 feet from all persons other than essential flight personnel (i.e. the PIC and VO). . . . If barrie rs or structures are present that can sufficiently protect nonparticipating
persons from debris in the event of an accident then the UA may operate closer than 500 feet to pe rsons afforded such protection. The operator must ensure that nonparticipating per sons remain under such
protection. If a situation arises where nonparticipating persons leave such pro tection and are within

500 feet of the UA, flight operations must cease immediately. . . . [O] perations may be conducted

c loser than 500 feet to vessels, vehicles and structures when the land owner/controller gra nts such permission and the PIC makes a safety assessment of the risk of operating closer to those objects. ” 8

E. 14 C.F.R. § 91.121: Altimeter Settings

. This regulation requires each person operating an aircraft to maintain cruising altitude by refere nce
to an altimeter that is set "... to the elevation of the departure airport or an appropriate altimeter setting available before departure." 9 Many UA do not have an altimeter but use GPS to determine h eight. Furthermore, the cost of installing an altimeter will be financially burdensome.

An equivalent level of safety can be achieved by the operator, pursuant to following the manual s
and restrictions and using a GPS instead of an altimeter. Furthermore, the Clayco petition and many other petitions have been granted allowing GPS to be used in lieu of an altimeter.

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

. Section 91.151 (a) prohibits an individual from beginning "a flight in an airplane under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing, and, assuming normal cruising speed

- (1) During the day, to fly after that for

8 Clayco Exemption No. 11109

, at page 15.

9 14 C.F.R. § 91.121.Page 14 of 17

at lea st 30 minutes; or (2) At night, to fly after that for at least 45 minutes." 10 Most unmanned aircraft cannot fly longer than 30 minutes ; therefore, most would always be violating this regulation if they took

off.

The Petitioner believes that an equivalent le vel of safety can be achieved by restricting operations

to “ the intended operation and to operate after that for at least five minutes or with the reserve power recommended by the manufacturer if greater. ” 11

G. 14 C.F.R. § 91.405 (a); § 91.407 (a) (1); § 91.409 (a) (2); § 91.417(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 i n paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter" 12 and maintain the
aircraft in compliance with Part 43. These regulations do not apply because the FAA has authority under

Section 333 to determine the dr ones listed do no need an airworthiness certificate. Since there is no airworthiness certificate to maintain, Part 43 does not apply. An equivalent level of safety to Part 43 will be achieved because these small UAS ’ s are very limited in size and will carry a small payload and operate only in restricted areas for limited periods of
time. Moreover, the Petitioner is the best suited to maintain the aircraft in an airworthy condit ion to provide the equivalent level of safety as Part 43. Lastly, the petitioner will operate in accordance with the manual s which will provide an equivalent level of safety as the burdensome regulations.

V I

. REASONS WHY GRANTING THIS PETITION WOULD BE IN THE PUBLIC INTEREST

The Petitioner intends to produce picture and video content . If the petitioner does not have the option of using the Petitioner ’ s UA, the only other way to obtain the aerial footage is by usi ng manned aircraft which pose a danger to the pilot as well as individuals on the ground. There are no pilots on board

the UA and due to the small size of the UA, there is less risk pos ed to the public on the ground in case of

10 14 C.F.R. § 91.151(a).

11 Exemption No. 11284, at page 5.

12 14 C.F.R. § 91.405(a).Page 15 of 17

an emergency. Additionally, the UA has multiple motors while most manned a ircraft have only one engine;
thus, there is some motor redundancy for some UA in case of a motor malfunction.

M anned airplanes and helicopters produce great amounts of noise pollution disrupting the quiet enjoyment of private property of the public on the ground. UA are much quieter and will not disrupt the

pu blic as much as manned aircraft; thus, the public will benefit from a reduction in noise pollution.
In addition to the noise pollution reduction

, engine or turbine powered aircraft produce exha ust

which affects the environment while the UA of the petitioner are electric and do not produce any emission. The byproduct of 100LL emissions is lead entering the air the public breaths while electric motors produce

none. The environment and the public a re benefited by the use of UA. The UA are much safer than traditional helicopters because instead of having to ferry the UA from the airport all t he way to the shooting location in the air over people and buildings and back to the airport,

the UA can be transported via ground vehicle. This greatly bene fits the public because it minimizes the amount of time that the drone is required to fly in the air to get the job done.
UA use batteries for power which are not as flammable and explosive as 100LL or Jet A

. If there was an emergency where the UA crashed, there is less of a chance for individuals being injured from an
explosion or fire. UA also use smaller propellers than manned helicopters which will cause far less damage

in the case of a crash than the “ gr enad ing ” that typically happens during a manned helicopter crash. Lastly, the UA will be operated at lower altitudes than most manned aircraft. This vertical separation greatly reduces the chance of a mid

- air collis ion.Page 16 of 17

V II

. FEDERAL REGISTER SUMMARY
As required by 14 C.F.R. Part 11, below is provided a summary of the petition to be published in the Federal Register should it be determined that publishing is needed.

The Petitioner is seek ing an exemption from the following rules: 14 C.F.R. 61.23(a) & (c); 61.101(e)(4) & (5); 61.113(a); 61.315(a); 91.7(a); 91.119(c); 91.121; 91.151(a)(1); 91.405(a); 91.407(a)(1); 91.409(a)(1) & (2); and 91.417(a) & (b) to operate an unmanned aircraft, weighing 55 pounds or less, commercially for aerial data collection operations using the DJI Phantom 3(Professional and Advanced), the DJI Inspire, the DJI S900, the DJI S1000, the ERI Heavy Lift, the ERI AgScout 1, the ERI AgScout X, the ERI Scout II, and the Roboflight RF

- 70

. This exemption is needed because the listed regulations are extremely burdensome to operate under while conducting commercial operations

. The commercial operations of the unmanned aircraft (“ UA ”) will provide a far safer alternative than using a jet or piston power ed air craft because small batteries will be used instead of large amounts of highly flammable fuel, the UA can be transported to the operation location via ground vehicle as opposed to ferrying in the air, the UA will be operate d at altitudes far below manned ai rcraft, and the UA will use clean electricity for power as opposed to 100LL which has the by

- product of small amounts of lead being released into the atmosphere for the public to breath. The proposed restrictions contained in the petition and manuals will provide an equivalent level of safety as the regulations.

VIII

. OPERATING DOCUMENTS

Charles Malveaux will operate only within the limitations above and the limitations listed in the

manual s

. Th e limitations above

, from the previously granted exemption

, will be followed if there is a

conflict with the manual s

.

I X

. STATUTORY AUTHORITY TO GRANT THIS PETITION

The Federal Aviation Act gives the FAA the authority to grant exemptions. “ The Administrator may grant an exemption from a requirement of a regulation prescribed under subsection (a) or (b) of thi s section or any sections 44702

- 44716 of this title if the Administrator finds the exemption in the public

interest. ” 13 Furthermore, Section 333 of the FAA Moder nization and Reform Act of 2012 gives the Secretary of Transportation the ability to consider whether the unmanned aircraft can operate in the

13 49 U.S.C. § 44701(f); accord 49 U.S.C. § 44711(b).Page 17 of 17

national airspace until final regulations are published. Lastly, Congress directed the Secretary for the Department of Transportation to “ establish requirements for the safe operation of such air craft in the national airspace system." 14 The FAA has already established requirements for summary grants which we are adopting.

X

. CONCLUSION

The operation of Charles Malveaux using a small UAS , weighing less than 55 lbs., conducted under the proposed restrictions outlined above, will prov ide an equivalent level of safety as the burdensome regulations; therefore, this petition should be granted without delay. If I can be of any assistance, please do not hesitate to contact me at (561)222

- 6979 or at my email jon@jrupprechtlaw.com

Sincerely yours,

_____________________ Jonathan Rupprecht, Esq.

14 FAA Modernization and Reform Act of 2012, Pub. L. No. 112

- 95, § 333(c), 126 Stat. 11 (2012).