Gary W e sto n

276 Hol lybrook road

Rochester, NY 14623

585.746.3354

GryWeston@yahoo.com

Date:

U. S. Department of Transportation

Docket Management System

1200 New Jersey Ave.,

SE Washington, DC 20590

RE: Amended Petition of Gary Weston for Exemption Pursuant to Section 333

of the FAA Reform Act

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the Reform Act)

and 14 C.F.R. Part 11 Gary Weston , operator of Small Unmanned Aircraft Systems (“sUASs”)

equipped to conduct aerial photography and videography, News gathering, Aerial Survey ing

, training, hereby applies for an exemption from the listed Federal Aviation Regulations (“FARs”)

to allow commercial operation of its sUASs, 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

333.1

As described more fully below, the requested exemption would permit the operation of small,

unmanned and relatively inexpensive sUAS under controlled conditions in airspace that is 1)

limited 2) predetermined and 3) controlled. The proposed exemption, if granted, would allow

Gary Weston to conduct commercial operations of small unmanned aircraft systems (“ UAS”)

meeting or exceeding all of the operational and safety requirements Congress has set forth in

Section 333. Page 2

. Gary Weston asks that if any part of this request is deemed not in

compliance, that part be removed and process the remaining of this request as applicable.

Gary Weston is a media/technology company professional

. Gary Weston has been active in

Radio Controlled Aircraft for over 5 years. I have owned both of the Phantom 2 & 3

models over the past two years as well as several mini drones prior to that. I also have a

hobby in photography and I have been practicing over the pas t 6 months to bring my two

passions together. In 2015 I have totaled over 150 of flight time.

Gary Weston plans to exploit the capabilities of Unmanned Aerial Systems to offer a multitude

of services, including:

- Aerial surveying

- Event Photography/Videography

- Agriculture purposes

- Real Estate Photography- Aerial filmmaking and photography

- Construction site inspections and monitoring

- Closed set video production

- News Gathering

Statutory Authority Section 333, titled “Special Rules for Certain Unmanned Aircraft Systems”,

provides a mechanism for seeking expedited FAA authorization of safe civil UAS operations in

the NAS. Section 333(a) states that the FAA “shall determine if certain unmanned aircraft

systems may operate safely in the national airspace s ystem before completion of the

(comprehensive) plan and rulemaking required by section 332(b)(1) of this Act or the guidance

required by section 334 of this Act.” In Section 332(b)(1), Congress made it clear that Section

333 provides a mechanism for “exped ited operation authorization” if several factors are met.

Petitioner meets all requirements to permit FAA approval of commercial UAS operations.

The Petitioner Requests Relief From the Following:

Regulations from which the exemption is requested:

14 C.F. R. Part 21

14 C.F.R. 45.23 (b)

14 C.F.R. 61.113(a) and (b)

14 C.F.R. 91.7 (a)

14 C.F.R. 91.9 (b) (2)

14 C.F.R. 91.109

14 C.F.R. 91.119

14 C.F.R. 91.121Page 3

14 C.F.R. 91.151(a)

14 C.F.R. 91.203 (a) & (b)

14 C.F.R. 91.205 (b)

14 C.F.R. 91.215

14 C.F.R. (91 .401

- 91.417)

Unmanned Aircraft System sUA S s are oftentimes seen as superior to helicopters due to the

smaller devices cheaper equipment and personnel cost, reduced noise and as such, a much

smaller environmental impact which promotes public safety.

We are petitioning for exemption to enable Gary Weston to operate the DJI Inspire 1 , DJI S900,

DJI Phantom 2, DJI Phantom 3

, DJI Phantom 4, 3DR Solo , Yuneek, equipped with a three

- axis

camera gimb al and using a High

- Def camera. This sUA S has the failsafe function of the

autopilot system which means when the communication between the Main Controller and the

transmitter is disconnected, the outputs of all command sticks from controller will go to thecenter position. If the GPS signal is go od enough, the system will automatically trigger Return to

Home and will land safely.

Please refer to the included Instruction Manual s for the performance limitations and flight

operations.

Aircraft Gross weight s are less than 16 4 oz. with battery and t he 3 Axis Camera Gimb al and

Camera

A Pre

- flight inspection will be performed by the PIC in accordance with the factory instruction

manual. An added step will be the inspection of the propellers. A propeller will be replaced if it

has any nicks and cracks with a manufacturers authorized propeller.

The sUA S will be maintained in accordance with the manufacturers instruction manual and only

manufacturer's authorized replacement parts will be used.

FCC Information

This transmitter s used for controlling the sUA S complies with part 15 of the FCC rules.

Operation is subject to the following two conditions:

(1) This device may not cause harmful interference, and (2) this device must accept any

interference

received, including interferen ce that may cause undesired operation.

The radio transmitter s used for controlling the sUA S is wireless technology which has been

t ested and found to be compliant with the applicable regulations governing a radio transmitter s in

the 2.400GHz to 2.4835GHz f requency range.

Antenna Separation Distance

When operating our transmitter s , the PIC will maintain a separation distance of at least

5 cm between his body (excluding fingers, hands, wrists, ankles and feet) and the antenna to

meet RF

exposure safety requi rements as determined by FCC regulations.

Pilot in Command and Observer Qualifications and Duties

The PIC will maintain at least a Sport Pilot Certificate and a current Class III medical certificate

or drivers license

, plus at least 1 hours flying time and 3 takeoffs and landings within the

previous 9 0 days in the type of UA S utilized in operations. The PIC will have at least 20 hours

total time and at least 10 hours flying Radio Controlled Mo del Aircraft of which will be 5 hours

flying sUA S 's.

Training will be conduct ed at a local Controlled Access flying field. Gary Weston has the

ability to safely train new sUAS Pilots. The PIC instructor will be at all times be able assume

control of the sUA S

.

The PIC is responsible for the safe and efficient operation of the aircraft. Specific duties include

all preflight preparation, in f light operation, post flight requirements, all procedures including but

not limited to:Safe in flight operations

Risk Mitigation to Persons and property

Airfield Suitability

The Observer must have the visual acuity to observe the sUAV and be able to communicate

clearly with the PIC.

The Observers duties are;

warning the PIC of any impending obstacles in the flight path of the sUA S

. warning the PIC of any deviations in the planned flight path of the sUA S

. warning the PIC should any unauthorized personnel appear in the area of the planned flight.

The Observer will have the authority to order the PIC to terminate the flight should he feel the

flight cannot be conducted safely.

General Operating Standards

Gary Weston will only operate its sUA S in line of sight of a pilot and/or observer and will

operate at sites that are a 'suf ficient distance' from hazard areas. Such operations will insure that

the sUAS will "not create a hazard to users of the national airspace system or the public."

• Before an operation of a sUAV within 5NM of a n airport with a control tower, the control

tower wi ll be called to gain permission to operate the sUA S . The PIC will give the position

, altitude and t he times the sUA S will be operated. The sUA S will not be ope rated at an altitude of

over 400 feet AGL. Weather minimums will be 3 miles visibility and a 1000 foot ceiling.

Before an operation of a sUA S within 5NM of a non

- tower controlled , airport operators will be

notified and the PIC will give the right of way to avoid flying in the proximity of full

- scale

aircraft. At no time will the sUAS be operated within the final approach course and the takeoff

course of any runway . The sUAS will not be ope rated at an altitud e of over 400 feet AGL.

Weather minimums will be 3 miles visibility and a 1000 foot ceiling.

• Maximum flight time for each operational flight will be 30 minutes.

• Flights will be terminated at 25% battery power reserve should that occur prior to the 30 minute

limit.

• The sUAV will be programmed so that it will be operated at an altitude of no more than 400

feet AGL

.

• Minimum crew for each operation will consist of the sUAS Pilot, and Visual Observer.

• The sUA V operated by the petitioner weighs less than 55 pounds, including the

payload (i.e. camera, lens, and gimbals ).• The sUAV will operate at speeds of no more than 40 knots, can hover, and can simultaneously

move vertically and horizontally.

• Given the sm all size of the sUAV and the restricted sterile environment within which they will

operate, our sUA V operations adhere to the Reform Act's safety requirements.

The UA S , powered by batteries, is smaller, lighter and more maneuverable than larger aircraft

r unning on combustible fuel, it operates at lower altitudes with no people on board and will

thereby reduce current risk levels and thereby enhance safety and diminish the likelihood of

death or serious bodily injury. With a small payload and maximum flight time of only 20

minutes, this is offers little or no risk to national security.

Low level oblique photos and video from several angles are far more effective than ground based

imagery for displaying the characteristics of large, complex properties with several buildings and

large trees. The applicants in the past have chartered 2

- seat full

- sized helicopters for this

purpose, which has proven more costly than many potential clients have been able to afford. The

benefits of reduced cost and improved qualit y of presentation from the UA will be valuable to

and benefit many buye rs and sellers of real property as well as mitiga ting risk by not carrying

personnel for flight operations.

(a) No flight will be made with a Gross weight exceeding 55 pounds ;

(b) All operations must occur in FAA allowed Class of airspace at no more than 400 ft AGL, at

an airspeed of no more than 40 knots and no further than Visual line of sight from the PIC;

(c) All operations must utilize a visual observer (VO). The VO and PIC must be able to

communicate by voice at all times during a flight operation;

(d ) All required permits will be obtained from state and local government prior to operation;

EXEMPTION REQUESTS AND EQUIVALENT LEVEL OF SAFETY

Gary Weston requests an exemption from the following regulations as well as any additional

regulations that may technically apply to the operation of the sUAs System:

14 CFR Part 21, Airworthiness Certificates

This part establishes the procedures for the issuance of an airworthiness certificate. While the

FAA continues to work to develop airworthiness standards for Unmanned Aerial Systems, werequest an experimental certificate be issued for the DJI Inspire, DJI S900, DJ I Phantom 2, DJI

Phantom 3, 3DR Solo under eithe r or

both of the following provisions:

21.191 Experimental certificates. Experimental certificates are issued for the following purposes:

(a) Research and development

. Testing new aircraft design concepts, new aircraft equipment,

new aircraft installations , new aircraft operating techniques, or new uses for aircraft.

(b) Showing compliance with regulations

. Conducting flight tests and other operations to

show compliance with the airworthiness regulations including flights to show compliance for

issuance of type and supplemental type certificates, flights to substantiate major design

changes, and flights to show compliance with the function and reliability requirements of the

regulations. Since the experimental certificate can be used for commercial purposes such as

market surveys, sales demonstrations, and customer crew training, we would expect that an

experimental certificate would permit our commercial purpose as well. The aircraft will not carry

persons or property, will not carry fuel, and will only fly under strict operational requirements.

Combined with the UA's light weight, being constructed primarily of carbon fiber and plastic, we

propose that the UA will be at least as safe, if not safer, than a conventionally certificated

aircraft performing the same mission. If an experimental airworthiness certificate is not

appropriate for this application, then we request an exemption of 14 CFR Part 21, Subpart H,

and the requirement for an airworthiness certificate in general, citing the equiv alent level of

safety outlined in the previous paragraph.

14 CFR 45.23 Display of marks; general and 45.29 Size of marks.

These regulations provide that each aircraft must display "N" and the aircraft's registration

number in letters at least 3 inches high. Additionally, the aircraft must display the word

"EXPERIMENTAL" in letters at least 2 inches high near the entrance to the cabin, cockpit, or

pilot station. The sUAV does not have an entrance in which the word "EXPERIMENTAL" can

be placed, and may no t have a registration number assigned to it by the FAA. We propose to

achieve an equivalent level of safety by including the word "EXPERIMENTAL" in the placard

on the top of the aircraft, as shown above, where the PIC (Pilot In Control), VO (Visual

Observe r) and others in the vicinity of the aircraft while it is preparing for launch will be able to

see the designation. Additionally, we feel that the permanent placard discussed in the previous

paragraph will provide the aircraft's registration information at the ground station. Finally, we

will display at the ground station a high contrast flag , sign or banner that contains the wo rds

"Unmanned Aircraft in Use " in letters 3 inches high or greater. Since the air craft will operate

within Line of Sight of the gro und station, the banner should be visible to anyone that observes

the aircraft and chooses to investigate its point of origin.

14 CFR 61.113 Private pilot privileges and limitations: Pilot in Command and 61.133

Commercial pilot privileges and limitations.

The regulation provides that no person that holds a Private Pilot certificate may act as pilot in

Command of an aircraft for compensation or hire. Subparagraph (b) allows a private pilot to act

as pilot in command of an aircraft in connection with any business or employment if: (1) The

flight is only incidental to that business or employment; and (2) The aircraft does not carry

passengers or property for compensation or hire. Our proposed operations require that the PICmust hold at least a Spo rt Pilot Certificate with a Drivers License and since the aircraft cannot

carry passengers or property, we feel we meet the intent of 61.113 Subparagraph (b) even though

the intent of this application is to conduct a business.

14 CFR 91.7 Prohibits the Op eration 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 CFR 91.9 Civil aircraft flight manual, marking, and placard requirements

. Thi s regulation provides that no person may operate an aircraft unless a current, approved flight

manual is in the aircraft. We assume that the intent of this requirement is to ensure that flight

manual information is available to the aircrew while operating the aircraft. We request an

exemption to this requirement since the aircraft is not only too small to carry documentation, the

documentation would not be available to the crew during flight operations. To obtain an

equivalent level of safety and meet the i ntent of 91.9, we propose that a current, approved sUAS

Flight Manual must be available to the crew at the ground station anytime the aircraft is in, or

preparing for, flight.

14 CFR 91.109 Flight Instruction; Simulated instrument flight and certain flight tests

The regulation states that "No person may operate a civil aircraft that is being used for flight

instruction unless that aircraft has fully functioning dual controls." Training will be conduct ed at

a local Limited Access flying field. Gary Weston h as the ability to provide " Safe Dual

Training". The PIC instructor will be at all times be able assume control of the sUAV.

91.119 Minimum safe altitudes :

General. The regulation states that over sparsely populated areas the aircraft cannot be operated

closer than 500 feet to any person, vessel, vehicle, or structure. Since the typical mission of the

sUAS would be photography or survey of persons, vessels, vehicles or structures it would be

necessary to operate closer than 500 feet to the items listed. Operations will only be flown over

property or persons where permission has been obtained and careful pre

- planned flight path has

been performed. The aircraft will be operated at a low altitude allowing, if a power unit fails, an

emergenc y landing without undue hazard to persons or property on the surface. Therefore we

maintain that due to the small size of the UAS, the hazard to persons, vehicles and structures is

minimal compared to manned aircraft, which should be considered in granting the exemption.

CFR 91.121 Altimeter settings

. The regulation requires that aircraft shall maintain cruising altitudes by reference to an altimeter

setting available within 100 NM of the aircraft. The sUAS will always fly below 400 feet AGL

and will n ot need to maintain cruising altitudes in order to prevent conflict with other aircraft. An

Above Ground Level altimeter measurement above the takeoff point is transmitted via radio

from the sUAS on

- board computer to the display screen held by the PIC, providing a constantly

updated AGL readout.14 CFR 91.151 Fuel requirements for flight in VFR conditions

.

The regulation provides that no person may begin a flight in an airplane under day

- vFR

conditions unless there is enough fuel to fly to the first point of intended landing and to fly after

that for at least 30 minutes. We feel the intention of this paragraph is to provide an energy

reserve as a safety buffer for delay s to landing. The sUAS is battery operated and the maximum

duration of fl ight fr om a single battery charge is 20 minutes with a 25 % reserve. Since the

air craft will never fly more than line of sight from the point of intended landing, a full battery

charge at launch will ensure that we meet the reserve energy requirement of thi s paragraph. We

request an exemption to the word "fuel" and ask for an equivalent interpretation with the word

"energy".

14 CFR 91.203(a) & (b) Civil aircraft: Certifications required

. The regulation provides that an airworthiness certificate, with the re gistration number assigned

to the aircraft and a registration certificate must be aboard the aircraft. Additionally,

subparagraph (b) provides that the airworthiness certificate be "displayed at the cabin or cockpit

entrance so that it is legible to passengers or crew." At a maximum gross weight of 6.1 p ounds,

the sUAS is too small to carry documentation, does not have an entrance, and is not capable of

carrying passengers or crew. To obtain an equivalent level of safety and meet the intent of

91.203, we propose that documents deemed appropriate for this aircraft by the FAA will be with

the crew at the ground control station and available for inspection upon request. In order to

identify the aircraft, we propose that the infor mation found on airworthiness and registration

certificates be permanently affixed to the aircraft via placard containing the following

information plus the word "EXPERIMENTAL" to satisfy the requirement of 14 CFR 45.23.

14 CFR 91.205(a), (b), (c) Instrument and Equipment Requirements

This regulation provides a minimum set of instruments and equipment required for day and night

VFR flight. Due to the small size of the sUAS it would be impossible to carry many of these

instruments. 91.205 ( b ) 4,5,6,7 ,8,13,14,16,17 are not applicable as the sUAS has no

Reciprocating engines or seats. 91.205 (b) 2,3,9 are provided on the hand held controller

. 91.205(b) 1 is not applicable as the maximum available speed of the sUAS is less than the

maximum required by th is exemption and has no effect on performance. 91.205 (b) 10 is not

applicable as the landing gear position can be verified visually before landing. 91.205 (b) 15 Due

to the size it would be impossible for the sUAS to carry any known ELT. 91.205 (c) Much o f this

equipment is too he avy to be carried by the sUAS . We feel that visual contact with the sUAS and

indications provided via the controller that all critical information can be monitored.

14 CFR Subpart E (91.401

- 91.417)

- Maintenance, Preventive Mai ntenance, Alterations

The regulation provides that the operator is primarily responsible for maintaining the aircraft in

an airworthy condition, including compliance with part 39 and 43. Paragraphs 91.407 and 91.409

require that the aircraft be "approved for return to service by a person authorized under 43.7"

after maintenance and inspection. It is our intention that the PIC perform maintenance and

inspection of the aircraft and "be authorized to approve the aircraft for return to service." The

PIC will e nsure that the aircraft is in an airworthy condition prior to every flight and in addition

conduct detailed inspections after every two hours of flight. Maintenance performed by the PICis limited to repairing small cracks, replacing a propeller, checking electrical connections and

updating software and firmware for the on

- board computer. All other maintenance will be

performed by the manufacturer or their des ignated repair facility. We feel that due to the size,

construction, and simplicity of the aircraft , the PIC can ensure an equivalent level of safety.

Safety and Benefits of the UAS

Gary Weston will be using the UAS in a variety of applications that generally require expensive

full

- size manned aircraft to complete. Small, light, unmanned ae rial vehicles offer myriad

benefits over the use of full

- sized manned aircraft for electric power line inspection,

oil/gas pipeline inspection, advanced agriculture, film and still photography, just to name a few.

Replacing significantly larger manned airc raft carrying crew and flammable fuel with small UAS

carrying no passengers or crew creates a much greater margin of safety for the pilots and crew.

By granting Gary Weston „s requested exemptions, the FAA will help drive

development of safe and successful commercial UAS operations and will advance the public

knowledge base for such operations. Gary Weston is committed to promoting the UAS research

efforts of policymakers including the FAA, NASA, DOD and DARPA by sharing d ata from its

commercial UAS operations and serving as a resource for future UAS research operations. Thus,

the FAA has good cause to grant this Petition.

Conclusion

As pointed out in this application, all the SUAs which our company would use, under

authorization by the US DOT

- FAA, are small, light

- weight devices operated within the line of

sight of the Pilot

- in

- Command (PIC), less than 400 feet above the ground and outside 5 miles

from any airport, heliport, seaplane base, spaceport, or other locatio n with aviation activities,

unless the air traffic control authorities (ATC) have been notified and have authorized each flight

within a radius of this distance.

All our SUAs have proven capability for controlled flight. They are devices offered for gener al

sale on the market around the world and have often been used as Model Aircraft in the USA.

We are certain that the studies conducted until now by the FAA, about Section 332, Public Law

112

- 95, 2014, have already provided you with the assurances on the a irworthiness of SUAs

such as ours.

For the foregoing reasons, the exemptions requested herein should be granted Gary Weston

should be permitted to conduct small UAS operations in accordance with its

manuals and all other operating parameters deemed necessary and appropriate by the FAA.

The submission of this application and its contents is the best demonstration that indeed it is

possible to pursue the authorization process so that some SUAs may be used for legitimate

commercial activities and under reasonably safe conditions. If any individual aspect of this

request for exemption be unacceptable we ask that it be struck alone and the remainder of the

exemption be allowed as requested.

Signed

Gary Weston