Pilar D. Corpus Park

2102 Robin St.

Edinburg, Texas 78542

July 17, 2015

US Department of Transportation

Docket Management System

1200 New Jersey Ave., SE

Washington, DC 20590

RE: Exemption Request Under Section 333 of the FAA Reform Act Part 11 of the 

Federal Aviation Regulations

Dear Sir or Madam;

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

and 14 C.F.R. Part 11, South Texas Aerial Photography (Petitioner), seeks an exemption from 

the Federal Aviation Regulations (“FARs”) listed below to allow commercial operations of its 

UASs 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.

The requested exemption would permit commercial operations of UAS’, which are small, multi 

rotor aircraft, weighing less than 30 lbs. including cargo and perform precision aerial inspections 

or surveys that consist of still photographs or video taken by an onboard camera. Applications 

for these UAS devices and associated data processing functions include photography for the 

purpose of inspections of property to assist with insurance claims, to assist with property 

information, as well as inspections of properties for real estate purposes. Use of the UAS for 

aerial inspections reduces the need to operate other equipment for the same purpose and provides 

very high quality imagery. Likewise, inspections of structures can be easily and safely 

performed without endangering the inspector or inhibiting local industrial or public operations 

with ladders, lifts, or other equipment. These savings result in enhanced efficiency and 

productivity for the affected activities, as well as environmental benefits and potential savings in 

both cost and hazards to the public.

Applicant:

Pilar Corpus, CESSWI

DBA South Texas Aerial Photography

2102 Robin St.

Edinburg, Texas 78542

Phone: (956) 407-1339

e-mail: pcorpus@sdi-engineering.com
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Regulations from which the exemption is requested:

14 CFR Part 21

14 C.F.R. 45.23(b)

14 CFR 61.113 (a) & (b)

14 C.F.R. 91.7 (a)

14 CFR 91.9 (b) (2)

14 C.F.R. 91.103

14 C.F.R. 91.109

14 C.F. R. 91.119

14 C.F.R. 91.121

14 CFR 91.151 (a)

14 CFR 91.203 (a) & (b)

14 CFR 91.405 (a)

14 CFR 407 (a) (1)

14 CFR 409 (a) (2)

14 CFR 417 (a) & (b)

Section 333(a) through (c) of the Reform Act. This law directs the Secretary of Transportation 

to consider whether certain unmanned aircraft systems may operate safely in the national 

airspace system (NAS) before completion of the rulemaking required under Section 332 of the 

Reform Act. In making this determination, the Secretary is required to determine which types of 

UASs do not create a hazard to users of the NAS or the public or pose a threat to national 

security in light of the following:

• The UAS’s size, weight, speed, and operational capability;

• Operation of the UAS in close proximity to airports and populated areas; and

• Operation of the UAS within visual line of sight of the operator.

Reform Act § 333 (a). If the Secretary determines that such vehicles “may operate safely in the 

national airspace system, the Secretary shall establish requirements for the safe operation of 

such aircraft in the national airspace system.” Id. §333(c) (emphasis added).

The Federal Aviation Act expressly grants the FAA the authority to issue exemptions. This 

statutory authority by its terms includes exempting civil aircraft, as the term is defined

under §40101 of the Act, that includes UASs, from the requirement that all civil aircraft

must have a current airworthiness certificate.

Petitioner interprets this provision to place the duty on the Administrator to not only process

applications for exemptions under section 333, but for the Administrator to craft conditions

for the safe operation of the UAS, if it should be determined that the conditions set forth

herein do not fulfill the statutory requirementsfor approval.

The Administrator may grant an exemption from a requirement of a regulation prescribed

under subsection (a) or (b) of this section or any sections 44702-44716 of this title if the
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Administrator finds the exemption in the public interest. 49 U.S.C. §44701(f) See also 49 USC

§44711(a); 49 USC §44704; 14 CFR §91.203 (a) (1).

Petitioner proposes to purchase a UAS should this petition be granted for video and still 

photography. The DJI Phantom 2 Vision+ is a vertical takeoff and landing (VTOL), quad rotor, 

Unmanned Aircrafts (UA) with Ground Control Stations (GCS) utilizing electronic tablet, laptop or 

smartphone systems. It weighs less than 30 lbs. including payload and operates under normal

conditions at a speed of no more than 30 knots and has the capability to hover, and move in the

vertical and horizontal plane simultaneously. It will operate only in line of sight of the pilot

and will operate only within the project area. Such operations will insure that the UAS will not

create a hazard to users of the national airspace system or the public.

Given the small size of the UAS involved and the restricted environment within which it will 

operate this falls squarely within that zone of safety (an equivalent level of safety) in which

Congress envisioned the FAA must, by exemption, allow commercial operations of UASs to

commence immediately. Also due to the size of the UAS and the restricted areas in which the

relevant UAS will operate, approval of the application presents no national security issue.

Given the clear direction in Section 333 of the Reform Act, the authority contained in the 

Federal Aviation Act, as amended; the strong equivalent level of safety surrounding the 

proposed operations, and the significant public benefit, including enhanced safety, reduction in 

environmental impacts, including reduced emissions associated with allowing UASs for

inspection and survey operations, the grant of the requested exemptions is in the public 

interest. Accordingly, South Texas Aerial Photography respectfully requests that the FAA grant

the requested exemption without delay.

Aircraft and equivalent Level of Safety

South Texas Aerial Photography proposes the exemption requested herein apply to civil

aircraft that have the characteristics and that operate with the limitations listed herein. These

limitations provide for at least an equivalent or even higher level of safety to operations under

the current regulatory structure because the proposed operations represent a safety enhancement

to the already safe photography and surveying operations conducted with conventional aircraft.

These limitations and conditions to which South Texas Aerial Photography agrees to be bound

when conducting commercial operations under an FAA issued exemption include:

1. The UAS will weigh less than 30 lbs.

2. Flights will be operated within line of sight of a pilot and/or observer.

3. Maximum total flight time for each operational flight will be 20 minutes. Flights will

be terminated at 25% battery power reserve should that occur prior to the 20 minute

limit.

4. Flights will be operated at an altitude of no more than 400 feet AGL.

5. Minimum crew for each operation will consist of the UAS Pilot and a Visual Observer.

6. UAS pilot will be a skilled UAS operator experienced in the type of UAS flown.

7. UAS Pilot will be Pilot in Command (PIC). If a pilot certificate holder other than the
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UAS Pilot, who possess the necessary PIC qualifications, is also present that person can 

also be designated as PIC.

8. The UAS will only operate within a confined Project Area.

9. A briefing will be conducted in regard to the planned UAS operations prior to aerial 

activities. All personnel who will be performing duties within the boundaries of the

safety perimeter will be made aware of the UAS flight(s).

10. The operator will obtain the consent of all persons involved in the project and ensure that 

only consenting persons will be allowed within 100 feet of the flight operation.

11. Pilot and observer will have been trained in operation of UAS generally and received

up-to-date information on the particular UAS to be operated.

12. Observer and pilot will at all times be able to communicate by voice and/or visuals.

13. Written and/or oral permission from the relevant property holders will be obtained.

14. All required permissions and permits will be obtained from territorial, state, county or

city jurisdictions, including local law enforcement, fire, or other appropriate

governmental agencies.

15. If the UAS loses communications or loses its GPS signal, the UAS will have capability

to return to a pre-determined location within the Security Perimeter and land.

16. The UAS will have the capability to abort a flight in case of unpredicted obstacles

or emergencies.

Description of Specific Regulations:

14 CFR Part 21, Subpart H: Airworthiness Certificates 14 C.F.R. §91.203(a)(1)

Subpart H, entitled Airworthiness Certificates, establishes the procedural requirements for the 

issuance of airworthiness certificates as required by FAR §91.203 (a) (1). Given the size and 

limited operating area associated with the aircraft to be utilized by South Texas Aerial 

Photography, an exemption from Part 21 Subpart H meets the requirements of an equivalent level

of safety under Part 11 and Section 333 of the Reform Act. The Federal Aviation Act (49

U.S.C.§44701 (0) 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.

Our small UAS will be operated at low speed in a controlled environment at least five miles from

an airport. An analysis of these criteria demonstrates that 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 helicopter) operating with an 

airworthiness certificate without the restrictions and conditions proposed.

The UAS to be operated hereunder is less than 30 lbs. fully loaded, carries neither a pilot nor 

passenger, carries no explosive materials or flammable liquid fuels, and operates exclusively 

within a secured area. Like other civil aircraft, operations under this exemption will be tightly 

controlled and monitored by the operator, pursuant to the Manual's requirements, and under the 

requirements and in compliance with local public safety requirements, to provide security for the 

area of operation as is currently done on active construction sites.
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These safety enhancements, which already apply to civil aircraft operated in connection with 

construction sites, provide a greater degree of safety to the public and property owners than 

conventional operations conducted with airworthiness certificates issued under 14 C.F.R. Part 21,

Subpart H. Lastly, application of these same criteria demonstrates that there is no credible threat

to national security posed by the UAS, due to its size, speed of operation, location of operation,

lack of explosive materials or flammable liquid fuels, and ability to carry an external load no

greater than two lbs.

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

This regulation requires certain experimental, provisionally certificated aircraft, or light sport 

category aircraft to be marked with letters between 2 inches and 6 inches high "limited," 

“restricted," "light-sport," "experimental," or "provisional," near each entrance to a cabin, cockpit, 

or pilot station.

Even though the UAS will have no airworthiness certificate, an exemption may be needed as the

UAS will have no entrance to the cabin, cockpit or pilot station on which the word Experimental"

can be placed. Given the size of the UAS, two-inch lettering will be impossible. The word

"Experimental" will be placed on the fuselage in compliance with §45.29 (f).

The equivalent level of safety will be provided by having the UAS marked on its fuselage as 

required by §45.29 (f) where the pilot, observer and others working with the UAS will see the 

identification of the UAS as "Experimental." The FAA has issued the following exemptions to 

this regulation: Exemptions Nos. 10700, 8738, 10167 and 10167A.

14 CFR 61.113 (a) & (b): Private pilot privileges and limitations: Pilot in command

Sections 61.113 (a) & (b) limits private pilots to non-commercial operations. Unlike a 

conventional aircraft that carries the pilot and passengers, the UAS is remotely controlled with no

living thing or cargo on board. The area of operation is controlled and restricted, and all flights

are planned and coordinated in advance. The risks associated with the operation of the UAS are so

diminished from the level of risk associated with commercial operations contemplated by Part 61

when drafted, that allowing operations of the UAS as requested with a pilot who is an

experienced UAS operator exceeds the present level of safety achieved by 14 C.F.R. §61.113 (a) 

& (b).

14 C.F.R. 91.7 (a): Civil aircraft airworthiness

The regulation requires that no person may operate a civil aircraft unless it is in airworthy 

condition. As there will be no airworthiness certificate issued for the aircraft, should this 

exemption be granted, no FAA regulatory standard will exist for determining airworthiness. 

Given the size of the aircraft and the requirements contained in the Manual for maintenance and 

use of safety checklists prior to each flight, an equivalent level of safety will be provided.
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14 CFR 91.9 (b)(2): Civil aircraft flight manual, marking, and placard requirements

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. The FAA has 

issued the following exemptionsto this regulation: Exemption Nos. 8607, 8737, 8738, 9299,

9299A, 9565, 9565B, 10167, 10167A, 10602, 32827, and 10700.

14 C.F.R. 91.103: Preflight Action

This regulation requires each pilot in command take certain actions before flight to ensure the 

safety of flight. An exemption is needed from this requirement as the pilot will take separate 

preflight actions, including checking for weather conditions, checking flight battery requirements, 

checking takeoff and landing distances, and all other actions in the Preflight Checklist in the UAS

Manual. These actions will provide an equivalent level of safety.

14 C.F.R. 91.109: Flight Instruction

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

that is being used for flight instruction unless that aircraft has fully functioning dual controls.

By design, UASs and remotely piloted aircraft 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 previously approved exemptionsfor aircraft without fully

functional dual controls. See Exemption Nos.5778K & 9862A. The equivalent level of safety 

provided by the fact that neither a pilot nor passengers will be carried in the aircraft, the ability to 

control the UAS via radio signals from the controller, and by the size and speed of the aircraft.

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

Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 91.119 (d) allows 

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. This 

exemption is for a multirotor craft that flies similarly to a helicopter, with vertical take off and 

vertical landing, which will typically operate at altitudes of 200 AGL so an exemption may be 

needed to allow such operations. The UAS will never operate at an altitude higher than 400 AGL

and will be in a restricted area, 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 any onsite personnel all affected individuals will be aware of the planned

flight operations. Compared to flight operations with aircraft or rotorcraft weighing far more than
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the maximum 30 lbs. proposed herein and carrying flammable fuel, any risk associated with our

operations is far less than those presently presented with helicopters and other conventional

aircraft operating at or below 500 AGL in the industry. In addition, the low-altitude operations of 

the UAS will ensure separation between these small UAS operations and the operations of 

conventional aircraft that must comply with Section 91.119.

14 C.F.R. 91.121: Altimeter Settings

This regulation requires each person operating an aircraft to maintain cruising altitude by 

reference to an altimeter that is set "...to the elevation of the departure airport or an appropriate

altimeter setting available before 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 UAS Manual and Safety Check list, confirming

the altitude of the launch site shown on the GPS altitude indicator before flight.

14 CFR 91.151 (a): Fuel requirements for flight in VFR conditions

Section 91.151 (a) outlines fuel requirements for beginning a flight in VFR conditions. Our

UAS’s are limited to operations in sterile and controlled environments and has a limited range and

flight time which require an exemption from 14 CFR 91.151(a). The battery powering the UAS

provides approximately 20 minutes of powered flight. This does not meet the 30 minute reserve

requirement in 14 CFR §91.151.

South Texas Aerial Photography believes that an exemption from 14 CFR §91.151(a) falls

within the scope of prior exemptions. See Exemption 10673 (allowing Lockheed Martin

Corporation to operate without compliance with FAR 91.151 (a)). Operating the small 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. An equivalent level of safety can be achieved by limiting flights to 15 minutes, or

enough battery reserve to ensure that the UAS lands at the ground station with at least 20% of

battery power (as determined by the onboard monitoring system and the pilot), whichever

happens first. This restriction would be more than adequate to return the UAS to its planned

landing zone from anywhere in its limited operating area. Similar exemptions have been granted

to other operations, including Exemptions 2689F, 5745, 10673, and 10808.

14 CFR 91.203 (a) & (b): Carrying civil aircraft certification and registration

The regulation provides in part:

(a) Except as provided in § 91.715, no person may operate a civil aircraft unless it has within it

the following:

 (1) An appropriate and current airworthiness certificate...
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(b) No person may operate a civil aircraft unless the airworthiness certificate required by

paragraph (a) of this section or a special flight authorization issued 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 30 lbs and is operated without an onboard pilot. 

Therefore 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 flight 

control point where the pilot flying the UAS will have immediate access to them, to the extent 

they are applicable to the UAS. The FAA has issued numerous exemptions to this regulation. A 

representative sample of other exceptions includes Exemption Nos. 9565, 9665, 9789, 9789A,

9797, 9797A, 9816A, and 10700.

14 CFR 91.405 (a); 407 (a)(1); 409 (a)(2); 417 (a) & (b): Maintenance inspections

These regulations require that an aircraft operator or owner "shall have that aircraft inspected as 

prescribed in subpart E of this part and shall between required inspections, except as provided in

paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this 

chapter...," and others shall inspect or maintain the aircraft in compliance with Part 43.

Given these sections and Part 43 apply only to aircraft with an airworthiness certificate these 

sections will not apply to South Texas Aerial Photography. Maintenance will be accomplished by

the operator pursuant to the flight manual and operating handbook. An equivalent level of safety

will be achieved because these small UASs are very limited in size and will carry a small payload

and operate only in restricted areas for limited periods 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.

********

Pursuant to 14 C.F.R. Part 11, the following summary is provided for publication in the Federal

Register, should it be determined that publication is needed:

South Texas Aerial Photography seeks an exemption from the following rules:14 C.F.R. §21,

subpart H;

14 C.F.R 45.23(b);14 C.F.R. §§ 61.113( a) & (b);91.7 (a); 91.9 (b) (2);91.103(b);91.109; 91.119;

91.121; 91.151(a);91.203(a) and (b); 91.405 (a); 91.407 (a) (1); 91.409 (a) (2); 91.409 (a) (2) and

91.417 (a) & (b) to operate commercially a small unmanned vehicle (551bs or less) in 

construction, surveying, or inspection operations.
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Approval of exemptions allowing commercial operations of UASs in the construction, surveying,

or inspection industry enhances safety while reducing risk. Manned aircraft monitoring and

surveying with other equipment creates a greater risk because the equipment are much larger, have 

combustible fuel, and carry an onboard human pilot. In contrast, a UAS weighing fewer than 30 

lbs. and powered by batteries eliminates virtually all of that risk given the reduced mass and lack

of combustible fuel carried on board. The UAS will carry no passengers or crew and, therefore,

will not expose them to the risks associated with manned aircraft flights.

The operation of small UASs, weighting less than 30 lbs., conducted in the strict conditions 

outlined above, will provide an equivalent level of safety supporting the grant of the exemptions 

requested herein, including exempting Pilar Corpus Photography from the requirements of Part 21

and allowing commercial operations. These lightweight aircraft operate at slow speeds, close to 

the ground, and in a sterile environment and, as a result, are far safer than conventional operations 

conducted with helicopters operating in close proximity to the ground and people.

Privacy

All flights will occur over private or controlled access property with the property owner's prior 

consent and knowledge. Images taken will be of individuals who have also consented to being 

filmed or otherwise have agreed to be in the area where aerial photography will take place.

Satisfaction of the criteria provided in Section 333 of the Reform Act of 2012--size, weight,

speed, operating capabilities, proximity to airports and populated areas and operation within

visual line of sight and national security — provide more than adequate justification for the grant

of the requested exemptions allowing commercial operation of South Texas Aerial 

Photography’s UASs in construction, inspection and real estate pursuant to the UAS Manual.

Specific Examples of Potential UAS use by PILAR CORPUS:

Pilar Corpus will acquire the DJI Phantom 2 Vision+ to use if/when permission is granted.

Purchase of similar yet more advanced models may be pursued at a later date. Use of these tools

would allow Pilar Corpus to:

• Inspect existing inaccessible or difficult to access structures and locations such as domestic and 

commercial roofs, properties damaged by natural disasters, irrigation canals, sides of bridges,

industrial rooftops, and water towers. This would save time and money and public

inconveniences by negating the need to mobilize large lift equipment or close roads during

bridge or public building inspections.

• Enhanced public awareness. Many of South Texas Aerial Photography’s projects involve

public places such as bridges, rooftops, roads, biking/hiking trails, etc. The ability to use up to

date aerial photography will enable the client and the public to better understand the project.

Respectfully Submitted, Pilar Corpus, DBA South Texas Aerial Photography