US Department of Transportation Exemption Request Pursuant to Section 333 of the FAA

Reform Act and Part 11 of the Federal Aviation 

December 17, 2015

Andres A. Parra

219 Bank St SE 

Minneapolis, MN 55414

612-72-2221

andres@venusdirections.com

U.S Department of Transportation Docket Management System 

1200 New Jersey Ave., SE Washington DC 20590

Re: Exemption Request Pursuant to Section 333 of the FAA Reform Act and Part 11 of the 

Federal Aviation

Regulations from: 14 CFR 21 subpart H; 14 CFR 45.23(b); 14 CFR 61.113(a) and (b); 14 CFR

91.7(a); 14 CFR91.9(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) and (b); 14 CFR 91.405 (a); 14 CFR 91.407 (a) (1) 14 CFR

91.409 (a)(1) and (2); 14 CFR 91.417(a) and (b)

The exemption is in the public interest. pursuant to the authority contained in 49 U.S.C. 

106(f), 40113, and 44701,

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 of Unmanned Aircraft Systems (UAS), Andres A. Parra

hereby applies for ·an exemption from the listed Federal Aviation Regulations 

("FARs")to allow commercial operation of

Designated UAS, provided such operations are conducted within and under the conditions 

outlined herein or as may be established by the FAA as required by Section 333.

Thank you in advance for your consideration.

Commercial operation of an UAS, as described herein, which are equipped with camera(s) and 

sensors, would provide professional services in the following areas:
1. Real Estate

2. Search and Rescue

3. Aerial Photography /Videography

4. Crops

5. Search and Rescue

6. Weddings

7. Cell towers

8. Roof Inspections

9. Public events

10.Private Events

11. Construction

12. Law Enforcement

13. Forestry Dept.

14. Bridge Inspections

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

designated UAS as set forth in this document under controlled conditions in the 

NAS that would be a) limited b) controlled c) predetermined and d) safe. 

Approval of this exemption would increase public awareness of UAS operations 

and enhance safety to aid in fulfilling the Secretary of Transportation's (the FAA

Administrator's) responsibilities to ".... establish requirements

for the safe operation of such aircraft systems in the national airspace system."

The name and address of the applicant is

Andres A. Parra

219 Bank St SE 

Minneapolis, MN 55414

612-72-2221

andres@venusdirections.com

From which the exemption is requested: 

14CFR 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)

14 CFR 91.405 (a)

14 CFR 91.407 (a)

14 CFR 91.409 (a)

14 CFR 91.417 (a):
As in Grants of Exemption Nos. 11062 to Astraeus Aerial (see Docket No. 

FAA−2014−0352), 11109 to Clayco, Inc. (see Docket No. FAA−2014−0507), 11112 to

VDOS Global, LLC (see Docket No. FAA−2014−0382), 11213 to Aeryon Labs, Inc. (see 

Docket No. FAA−2014−0642), and 12645 to Allied Drones (see Docket No. FAA-2014-

0804), There is enhanced safety achieved using an unmanned aircraft (UA) with the 

specifications described by the petitioner and carrying no passengers or crew, rather than 

a manned aircraft of significantly greater proportions, carrying crew in addition to 

flammable fuel, gives the FAA good cause to find that the UAS operation enabled by this 

exemption is in the public interest.

Andres A. Parra will operate one or more of the Following model UAS

DJI Phantom 2

Safety requirements. The approval of this application presents no national security 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 graciously 

requests that the FAA grant the requested exemption.

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 conditions to which the applicant agrees to adhere to when conducting commercial 

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

include:

1. The UAS will weigh significantly less than 55 lbs. It weighs less than 4 pounds with battery and 

camera.

2. The UAS, depending on the model in operation, will have a maximum operating speed of 

no more than 50mph.

3. Flights will be operated within line of sight of the Pilot in Command (PIC) and/or Visual 

Observer (VO).

4. Maximum flight time for each operational flight will be depending on the UAS model in
operation, but will not exceed 30 minutes. Flights will be terminated at 25% battery power reserve 

or 30 minutes of flight time whichever occurs first.

5. 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 isplanned.

6. Minimum crew for each operation will consist of the UAS Pilot and at least one Visual Observer 

(VO), and may include a third, but separate, Camera Operator (CO).

7. The UAS pilot will be a designated Pilot in Command (PIC). The PIC will have logged a 

minimum of 20 hours on the designated UAS.

8. A safety briefing will be performed prior to each day's flights consisting of all the days' 

Production activities.

9. All flight activities will be logged.

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

11. The flights will occur in Class G airspace no closer than a Smile radius of the geographic 

center/Airport Reference Point (ARP) of a tower controlled or uncontrolledairport.

12. Flights will not be closer than a 5 mile radius of the geographic center/Airport.

13. The operator will do a pre check of aircraft prior to each flight. And log each flight.

14. The operator will obtain verbal/written consent of all persons involved 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 U.S. Department of Transportation required under the FOM. With the advanced 

permission of the FSDO, operations at closer range may be approved.

15. 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.

16. The PIC and VO will be able to communicate by voice and/or radio at all times.

17. The PIC will abide by all rules
18. The UAS will have the capability to abort a flight in case of unpredicted obstacles, 

weather, or emergencies such as low battery.

19. Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries 

of the operational area as defined 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.

14 C.F.R. 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 the Applicant, 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 (f)) andSection

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 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 rotorcraft) operating with an airworthiness certificate 

without the restrictions and conditions proposed. The UAS to be operated hereunder is less than 

55 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. These safety enhancements 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 inability to carry a substantial external load. 14 C.F.R. § 45.23 (b). Marking of the 

Aircraft The regulation requires: When marks include 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

14 C.F.R. § 45.23 (b). Marking of the Aircraft The regulation requires: When marks include only the 

Roman capital letter "N" and the registration number is displayed on limited, restricted orlight
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 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). US Department of Transportation 

February 20, 2015 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 The 

proposed UAS operations may achieve an equivalent level of safety as achieved by current 

Regulations because the applicant's UAS do not carry any pilots or passengers nor property. 

The risks attendant to the It is believed that the operation and limitations set 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 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 for maintenance and use of safety checklists 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 FOM in Section 4 under Normal Procedures 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 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. 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 

exemptions for flight training without fully functional dual controls for a number of aircraft and for 

flight instruction in experimental aircraft. The equivalent level of safety is 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 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. 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, and 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 

participants in 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 SSibs. proposed herein and the lack of flammable fuel, any risk associated with these 

operations is 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 altimeter setting available before departure." As the UAS 

may not have a barometric altimeter, but instead a GPS altitude read out, an U.S. 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 

applicant believes that 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 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. The applicant believes that an equivalent level of safety can be achieved by limiting 

flights to 30 minutes or 25% of battery power- 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.

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

provides in pertinent 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. . . . (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 well under the proposed 551b limit 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 levelof 
safety will be achieved by keeping these documents at the ground control point where the pilot 

flying the UAS will have immediate access to 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 

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 that 

these sections 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, and a link on last page, the operator 

will ensure that the UAS is in working order prior to initiating flight and perform required 

maintenance needed.

Additional Information.

The applicant Andres A. Parra believes this exemption request and 

associated safety considerations adequately satisfy criteria provided in Section 

333 of the Reform Act of 2012, providing sufficient justification for the granting 

of commercial operations of the applicant's

UAS.

The applicant, Andres A. Parra requests your respective approval of this 

Section 333 exemption petition request

Thank you for your attention in this matter. Please notify Andres A. Parra

of your actions, and or approvals. Thank you, for your interest in this

request.

Sincerely,

Andres A. Parra
Manual	Link :

http://download.djiinnovations.com/downloads/phantom_2/en/PHANTOM2_User_Manual_v1.2_en.

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