Dear Sir or Madam:

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the “Reform Act”) and 14 CFR 

Part 11, Evan S Bernstein, operator of an Unmanned Aircraft System (UAS), hereby applies for an exemption 

from the listed Federal 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 FAA as required by Section 333.

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 inspection/photography of residential/commercialstructures under contract with the owners 

or local government authority.

As described fully below, the requested exemption would permit the operation of a UAS under controlled

conditionsin the NAS that would be a) limited b) controlled c) predetermined and d) will provide safety 

enhancementsto the already safe operationsin 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)responsibilitiesto “....establish requirementsfor the safe operation of such aircraft systems 

in the national airspace system.”

The name and address of the applicant is: 

Attn: Evan S Bernstein , Owner/Chief Pilot 

Email: Eberns34@gmail.com

Address: 151 Reserve Street, Boonton NJ, 

07005

Regulationsfrom 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 CFR 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)

Direct Area Photo and video , will operate the DJI Phantom 3 Professional, with a total weight of 1280g or

2lbs 13 oz. The dimensions are 40.36cm x 40.36cm x 19.05cm or 16inch x 16inch x 7.5inch. Under still air the 

maximum speed is no more than 16m/s or 35mph with a cruising speed of 11m/s or 25mph. The DJI Phantom

3 Professional has the ability to hover and move along a vertical and horizontal plane simultaneously. The DJI

Phantom 3 Professional has four motors, Motor Model DJI 3510, powered by a 4480mAh 4s LiPo Lithium
Polymer battery. There are four propellers, Propeller Model DJI 1345, in use. The DJI Phantom 3 Professional 

will be controlled with the C3 remote controller with an operating frequency of 2.400GHz – 2.483GHz. The 

live video feed will have an operating frequency of 2.4GHz ISM with maximum range of 1.2 miles. The 

applicant will operate the UAS in line of sight within a closed off and predetermined area owned 

and/operated by the property representative.

DJI Phantom 3 Professional

GENERAL FEATURES

• Ready to fly

• 3-axis camera stabilization

• Precision flight and stable hovering

• GPS/GLONASS positioning & auto return home

• Onscreen real-time flight parameters

• High Definition 4k Camera

• Camera tilt control

• Film straight down

• Supports Adobe DNG RAW

• Adobe lens profile support

• Camera parametersettings

• Album synchronization

• FAA no-fly zoneslocked out via installed software

TRANSMITTER

• Operating Frequency:2.400 GHz – 2.483 GHz

• Communication Distance(open area): CE: 2000m; FCC: 2000m

• Receiver Sensitivity(1%PER):-101dBm +/- 2dBm

• Transmitter Power: CE: 16dBm; FCC: 20dBm

• Working Voltage: 1.2A @ 7.4V

• Battery: 6000 mAh LiPo 2s

CAMERA

• Operating Environment Temperature: 0°C-40°C

• Max Resolution: 4096 x 2162p @ 24/25fps

• FOV: 94°/ 85°

• Sensor size: 1/2.3"

• HD Recording: 4k p 24/25fps/ 720p 60fps

DJI VISION APP

• System Requirement of Mobile Device: iOS version 6.0 or above/ Android system version 4.0 or above

• Mobile Device Support: Recommended: Ipad Air 2, Ipad mini iPhone4s, iPhone5, iPhone5s, iPod Touch4, iPod

Touch5;

Given the small size of the UAS and the controlled environment provided the proposed operations will adhere 

to the Reform Act’s safety requirements. The approval of this application presents no nationalsecurity

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 requeststhat the FAA grant the 

requested exemption with minimum delay.

AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY

The operation limitations proposed for an equivalent or higher level of safety because operations will further 

enhance the safety of the persons and/or property using conventional aircraft.

These limitations and conditionsto which the applicant agreesto adhere to when conducting commercial 

operations under the FAA issued exemption as set forth in the Flight Operations Manual (FOM) include:

• The UAS will weigh less than 55 lbs. (DJI Phantom 3 Professional weighs 1280G or 2lbs 13oz)

• The UAS will have a maximum operating speed of no more than 35mph.

• 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 20 minutes. Flights will be terminated at 25%

battery power reserve or 20 minutes of flight time whichever occursfirst.

• 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, the Visual Observer (VO) and may 

include but not limited to a Camera Operator.

• The UAS pilot will be a designated Pilot in Command (PIC) and will take and pass all necessary 

certifications currently being approved by the FAA administration for commercial use.

• A briefing will be performed regarding the planned UAS operations prior to each day’s flight 

consisting of all the days’ production activities.

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

• The flights will occur no closer than a 5 mile radius of the geographic center/Airport Reference Point 

(ARP) of a tower controlled or uncontrolled airport. The DJI Phantom 3 Professional has built in 

software for all FAA regulated ‘No Fly Zones’ and was uploaded by DJI (February 2015) for all DJI 

drones to download and prevent any possible flights occurring within no-fly zones. DJI Phantom 3

Professional has installed software (code) that denies flights within the FAA no-fly zones.

• 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 airports will be contacted advising them of 

the estimated flight time, flight duration, elevation of flight and other pertinent information.

• The operator will file FAA Form 7711-1, or its equivalent, as modified in light of the requested 

exemption, with the appropriate local Flight Standards District Office (FSDO) no more than 72 hours 

but no less than 48 hours from planned operation.

• The operator will obtain verbal/written consent of all personsinvolved with the planned operation 

and ensure that only consenting persons will be allowed within 100 feet of the flight operation, and 

the radius may be reduced to 30 feet based upon an equivalent level of safety determination, as 

required under the FOM. With the advanced permission of the FSDO, operations at closer range 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 permits 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 or loses GPS signal, the UAS will have 

the capability to return to 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, establishesthe procedural requirementsfor the issuance of 

airworthiness certificates as required by FAR §91.203 (a) (1). Given the size and limited operating area 

associated with the aircraft to be utilized by the Applicant, an exemption from Part 21 Subpart H meetsthe 

requirements of an equivalent level of safety under Part 11 and Section 333 of the Reform Act. The Federal 

Aviation Act (49 U.S.C.§44701 (f)) and Section 333 of the Reform Act both authorize the FAA to exempt 

aircraft from the requirement for an airworthiness certificate, upon consideration of the size, weight, speed, 

operational capability, and proximity to airports and populated areas of the particular UAS. In all cases, an 

analysis of these criteria demonstratesthat the 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. (3 lbs.) fully loaded, carries neither a pilot nor 

passenger, carries no explosive materials or flammable liquid fuels, and operates exclusively within a secured
and designated area. Unlike other civil aircraft, operations under this exemption will be tightly controlled and 

monitored by both the operator and under the requirements and in compliance with local public safety 

requirements. The FAA will have advance notice of all operations. These safety enhancements provide a 

greater degree of safety to the public and property owners than conventional operations conducted with 

airworthiness certificatesissued under 14 C.F.R. Part 21, Subpart H. Lastly, application of these same criteria 

demonstratesthat there is no credible threat to nationalsecurity posed by the UAS, due to its size, speed of 

operation, location of operation, lack of explosive materials or flammable liquid fuels, and inability to carry a 

substantial external load.

14 C.F.R. § 45.23 (b). Marking of the Aircraft

The regulation requires:

When marksinclude only the Roman capital letter "N" and the registration number is displayed on limited,

restricted or light-sport category aircraft or experimental or provisionally certificated aircraft, the operator 

must also display on that aircraft near each entrance to 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 will 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. An equivalent level 

of safety can be achieved by current Regulations 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 operation and limitationsset forth in the FOM will 

equate to the safe operation of the UAS.

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

The regulation requiresthat no person may operate a civil aircraft unlessit is in airworthy condition. As there 

will be no airworthiness certificate issued for the aircraft, should 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, unless there is available in the 

aircraft a current approved airplane or Rotorcraft Flight Manual, approved manual material, markings, and 

placards, or any combination thereof. The UAS, given its size and configuration has no ability or place to

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 manufacturer FOM in the pre-flight inspection section, 

including but not limited to reviewing weather, flight battery requirements, landing and takeoff distances and 

aircraft performance data before initiation of flight.

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

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

being used for flight instruction unlessthat 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 aircraft via radio communications. The FAA has 

approved exemptionsfor flight training without fully functional dual controlsfor 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 altitudesfor operation of civil aircraft. Section 91.119 (d) allows helicopters

to be operated at less than the minimums prescribed, provided the person operating the helicopter complies 

with any route or altitudes prescribed for helicopters by the FAA. As this exemption is for a UAS that is a 

helicopter and the exemption requests authority to operate at altitudes up to 400 AGL, or not more than 200 

above an elevated platform from which filming is planned, an exemption may be needed to allow such 

operations. As set forth herein, the UAS will never operate at higher than 400 AGL with the exception that in 

circumstances where the UAS is used to survey or photograph a structure whose height exceeds 400 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 

where it is operated. No flight will be taken without the permission of the property owner or local officials. 

Because of the advance notice to the property owner and participantsin 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 operationsis far less than those presently presented with 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 altimetersetting available 

before departure.” 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, confirming 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 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 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 minutesin 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 conditionsis reasonable. 

Applicant believesthat an exemption from 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 flightsto 10 minutes would greatly reduce the utility for which the 

exemption will be granted. Applicant believesthat an equivalent level of safety can be achieved by limiting 

flights to 20 minutes or 25% of battery power— whichever happensfirst. This restriction would be more than 

adequate to return the UAS to its planned landing zone from anywhere in its limited operating area.

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

The regulation providesin pertinent part:

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

(1) An appropriate and current airworthiness certificate. . . .
(b) No person may operate a civil aircraft unlessthe airworthiness certificate required by paragraph (a) of this 

section or a special flight authorization issued under §91.715 is displayed at the cabin or cockpit entrance so 

that it is legible to passengers or crew.

The UAS fully loaded weighs no more than 55 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 accessto them; to the extent they are applicable to the UAS.

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

These regulationsrequire 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 discrepanciesrepaired as prescribed in part 43 of this chapter...,” and othersshall inspect or 

maintain the aircraft in compliance with Part 43.

Given that these section 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.

Additional Information

The applicant, Evan S Bernstein, has logged more than 40 hrs with the UAS without incident and continuesto 

practice safety first in regard to person and other natural and manmade objects. I have already done volunteer 

videography for several individuals at no cost. Also the primary pilot, Evan S Bernstein, has an in-depth

understanding of the capabilities and safety concernsinvolved in using this technology as an asset to the

community. Satisfaction of criteria provided in Section 333 of the Reform Act of 2012 provide adequate

justification for the grant of the requested exemptions allowing the commercial operation of the applicant’s UAS.

Sincerely, 

Evan S Bernstein

Evan S Bernstein