2015/07/22 08:11:43 

July 22, 2015 

West Building Ground Floor, Room w12···140 

1200 New Jersey Avenue, SE., 

washington, DC 20590 

Submitted via Federal Express & Facsimile 

Above Ground UAVS, LLC, LLC 

John Lingenfelter 

44319 N 16th Street 

New River, Arizona 85087 

3 /13 

Re; Exemption Request under Section 333 of the FAA Reform Act and Part 11 of the Federal 

Aviation Regulations 

Dear Sir or Madam; 

On Behalf of Above Ground UAVS, LLC and Pursuant to Section 333 of the FAA Modernization and 

Reform Act of 2012 and 14 C.F.R. Part 11, I John Lingenfelter, Principal of Above Ground UAVS, LLC, am 

seeking an exemption from Part 21 Subpart H; and Sections 91.203 (a) (1), 45.23 (b), 91.7 (aL 91.9, 

61.113, 61.133, 91.109, 91.119, 91.121, 91.151, and (91.401··· 91.417} Subpart E, ofTitle 14, Code of 

Federal Regulations {14 CFR). This proposed exemption would allow for the operation of our unmanned 

aircraft (UA} the OJI Phantom 3 Pro for the purpose of aerial image acquisition. 

The FAA has recently approved the use ofthe DJI Phantom 3 Pro in Exemption No. 12042 Mr. Jake Coon, 

for the same purpose. This exemption also cites similarity with relief previously requested in Grant of 

exemption Nos. 11062, 11109, 11112, and 11213; 11138 

The DJI Phantom 3 Pro is comprised of an Unmanned Aircraft (UA) and ground station---based 

equipment and crew: 

THE UNMANNED AIRCRAFT (UA): 

• OJI Phantom3 Pro lightweight (under Sib. gross weight), battery operated 4--motor quad copter 

that takes off and lands vertically 

iHE UA INCLUDES: 

• An on···board flight computer with GPS navigation and location ability that receives signals for 

flight controls from a ground···based transmitter/controllen 

• An on---board camera capable of capturing imagery in the form of full color, high definition still 

photos and video 

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• An on--board telemetry system that delivers flight data fr'om the on---board flight computer to 

the on···boar'd radio transmitter including altitude AGL, horizontal and vertical speed, compass 

direction of flight and direction back to its launch site 

• A 5.8GHz on---board radio transmitter that transmits live video from the on---board camera plus 

all the flight data from the telemetry system described above 

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THE GROUND STATION PART OF THE SYSTEM: 

• A Pilot in Command (PIC) In operational control of a mission from beginning to end, and who 

controls the UA while in the air 

• A 2.4GH~ radio transmitter/controller operated by the PIC to control the UA while in flight 

• round Station DJI VIsion App which receives and displays video and system telemetry real time 

from the UA 

• A Visual Observer (VO), a person who provides a second pair of eyes to visually track the UA 

while in flight. 

UAS OPERATING GUIDELINES: 

The UA will be operated in the field with both a PIC and aVO in accordance with and with the following 

Restrictions; 

• All operations must occur in FAA Class G airspace at no more th<;m 400ft AGL, at an airspeed of 

no more than 25 knots and no further than 3/4 NM from the PIC; 

• 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; 

• The PIC must have accumulated and logged, in a manner consistent with 14 CFR § 61.51 (b), 10 

hours of total time as a UA rotorcraft pilot and at least 5 hours logged as a UA pilot with a 

similar UA type; 

• The UA will not be operated over densely populated areas; without prior approval. 

• The UA will not be operated over any open--air assembly of people; without prior approval. 

• The UA will not be operated within 5 NM of an airport or heliport; without prior approval. 

• Operations will be restricted to day only and weather conditions equivalent to VFR: 

• The PIC will brief the vo and property owner about tne operation and risk before operation 

• No flight wiJI be made without a Pre---Flight Inspection by the PIC before each operation to 

ascertain that the UA Is in a condition safe for flight 

PILOT IN COMMAND (PIC) AND VISUAL OBSERVER: 

The PIC and VO will meet the requirements outlined in FAA Policy N 8900.227 Section 16 personnel 

Qualifications. Additionally, the PIC and VO wtll perform maintenance on the system and will complete a 

course of maintenance instruction as part oftheir Initial training. 

I submit that the combination of the UA's light weight, flight performance and ability, fully qualified flight 

crew and strict operation under the guidelines established in 8900.227, and under all of the Restrictions 

listed above, the FAA can have full confidence that the operation will have an equivalent or 

greater level of safety than manned aircraft performing the same mission. 

INTENDED USE: 

The requested exemption would allow us to use the UA for aerial image acquisition to support various 

mapping and surveying applications as well as video documentation for the public good. Typical 

applications would include, but are not limited to: 

• Photography 

• Aerial Mapping 

• Architectural Surveys 

• Historical Preservation Surveys 

• Archaeological surveys 

• Forensic Surveys 

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The inherent ability of the UA is to capture imagery from a low altitude including oblique photos and 

video from several angles is far more effective than ground··· based imagery for displaying the 

characteristics of buildlngs1 sites and properties or areas where consistent monitoring is needed. The 

applicant in the past has chartered fixed wing aircraft and/or helicopters for this purpose, which have 

proven more costly than many potential clients have been able to afford, resulting loss of opportunities. 

The reduced cost and higher quality data from the UA will be beneficial to the public in applications such 

as preservation of historic buildings or archeological sites where access is limited and project sites 

potentially sensitive to disruption, 

PUBLIC SAFETY: 

UA's, are powered by batteries, they are smaller, lighter and more maneuverable than larger aircraft 

running on combustible fuel; they operate at lower altitudes (under 400') with no people on board 

thereby reducing current risk levels and enhancing public safety. With a small payload and maximum 

flight time of approximately 20 minutes, UA's offer little or no risk to national security. In addition the 

DJI UA has its own built in flight restrictions in special areas ie: airports, which limit flight in these 

areas. More information can be found in the UA's User Manual or on DJI's website at 

https://www.dji .comLfly--- safe. 

SUMMARY GRANT REQUEiST: 

This request follows many others using similar systems and process that have been granted previously. I 

am requesting the FAA issue a summary grant of exemption as this request would not set a precedent. 

The UA has previously received Summary Grants under Exemption No. 11313; DeGrazia Music, ~LC 

Which cites similarity with rellef previously requested In Grant of Exemption Nos. 11062, 11109, 11112, 

and 11213; 

• The reasons stated by the FAA for granting Exemption Nos. 11062, 11109, 111121 and 11213 

also apply to this request 

• A grant of exemption would be in the public interest. 

THE REGULATIONS FROM WHICH THE EXEMPTIONS ARE BEING REQUESTED 

Beside each regulation number is the page of the attached Addendum upon which each may be found 

together with a proposed equivalent level of safety for each regulation: 

·-14 CFR Part 21 Subpart H Addendum Page 1 

-· 14 CFR 91.203 (a) (1) Addendum Page 1 

-· 14 CFR 45.23 (b) Addendum Page 1 

-14 CFR 91.7 (a) Addendum Page 2 

-14CFR91.9 Addendum Page 2 

-· 14 CFR 61.113, 61.133 Addendum Page 2 

--~ 14 CFR 91.1091 91.119, 9:1..121 Addendum Page 3 

- 14 CFR 91.151 Addendum Page 3 

-· 14 CFR Subpart E (91.401-- 91.417} Addendum Page 4 

··-FAA Policy 8900.227 Paragraph l6(c)(4) and Paragraph 16(e)(1) Addendum Page 4 

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Above Ground UAVS, LLC principals have fifteen years' experience flying RC models in addition, 

one of the principals of Above Ground UAVS, LLC holds a commercial pilots license {certificate# 

3030818 date of issue 02/02/0S). More information provided upon request. 

I am prepared to modify or amend any part of this request to satisfy the need for an equivalent 

level of safety. Please contact us at any time if you require additional information or clarification. I 

am the primary point of contact for this request and look forward to working with your office. 

Sincerely, 

t::~is,~c John R Lingenfelter 

44319 Nl6th Street 

New River AZ 85087 

623 465 7728 

jrlink@ msn.com 

Addendum Containing Exemption Requests and Equivalent Level of Safety 

Appendix A ..... Flight Operations/Procedures 

Appendix B - User's Manual for (DJI Phantom3) 

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ADDENDUM 

EXEMPTION REQUESTS AND EQUIVALENT LEVn OF SAFETY 

I, John Lingenfelter, a principal at Above Ground UAVS, LLC request an exemption from the following 

regulations as well as any additional regulations that may technically apply to the operation of the 

OJI Phantom 3 Pro (UA): 

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

Subpart H, entltled 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 UA to be utilized by the Petitioner, an exemption from Part 21 

Subpart H meets the requirements of an equivalent level of safety under Part 11 and Section 333 of 

the FMRA. The Federal Aviation Act (49 U.S.C.44701 (f)) and Section 333 of the FMRA both authori4e 

the FAA to exempt aircraft from the requirement for an airworthiness certificate, upon consideration 

of the slze, weight, speed, operational ca pability1 and proximity to airports and populated areas of the 

particular UA. In all cases, an analysis ofthese criteria demonstrates that the UA operated withol.lt 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 UA to be operated 

hereunder is less than 55 lbs. fully loaded, is by definition unmanned and earries neither a pilot nor 

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

limited flight area. unlike other civil aircraft, operations under this exemption wlll be tightly controlled 

and monitored by the Operator and will also remain within the requirements of, and in compliance 

with, local public safety requirements. lhese safety enhancements, which already apply to civil aircraft 

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 

UA due to its size, speed of operation, location of operation, !ack 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 

lhe regulation requires; When marks include only the Roman capital letter "N" and the registration 

number is displayed on limited, ~estricted or llght·-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 "llmlted," 11 restricted,'' 111ight·--sport," "experimental," or "provisional/' as applicable. Even 

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

no entrance to the cabin, cockpit or pilot station on which the word "Experimental" can be placed. 

Given the size of the UA, two--~inch lettering will be impossible. The word ''Experimental~~ will be placed 

on the fuselage in compliance with 45.29 (f). "fhe equivalent level of safety will be provided by having 

the UA marked on its fuselage as required by 45.29 (f) where the pilot; observer and others working 

with the UA will see the identification ofthe UA as "Experimental." 

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The FAA has issued the following exemptions to this regulation to Exemptions Nos. 10700, 8738, 10167 

and 10167 A. 

14 C.FJt 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 herein for the use of safety check lists prior to each flight, an equivalent level 

of safety will be provided. 

14 CFR 91.9 Civil aircraft flight manual, marking, and placard requirements. 

This 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 c::~ew during flight operations. 

To obtain an equivalent level of safety and meet the intent of 91.9, we propose that a current, 

approved UA Flight Operations/Procedures (Appendix A) must be available to the crew at the ground 

station anytime the aircraft is in, or preparing for, flight. 

The FAA has issued the following exemptions to this regulation: Exemption Nos. 8607, 8737, 8738, 

9299,9299A,9565,95658,10167,10167A,10602,32827,andl0700. 

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

privileges and limitations. 

Yhe 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 PIC must either 

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1. Hold a Private Pilot Certificate issued by the FAA, and have logged 10 hours of flight 

experience in this type of UA, or 

2. Meet the requirements of 8900.227 para 16(c)(2)(c) 110peratlons without a pilot certificate" 

in which the PIC is required to complete 11FM private pilot ground instruction" and pass "the 

FAA Private Pilot written e.xamination. 11 Since there are currently no means available for the 

pilot of a UA to gain the experience in an equivalent category and class in order to apply for a 

private pilot's license, we propose to generate an equivalent level of safety by requiring our 

pilots to complete, at a minimum, FAA private pilot ground instruction and pass the FAA 

Private Pilot written examination in addition to completing the private pilot requirements. 

Since the aircraft cannot carry passengers or property, we feel that we meet the intent of 

61.113 Subparagraph (b) even though the intent of this application is to conduct a business. 

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14 CFR 91.109 Flight lnstructionj 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," 

The UA's ground---based control station consists of a small hand--held radio transmitter and while it 

does not offer a second set of ''controls'', both the student and instructor can} and will, operate the 

single set of controls simultaneously. With both student and instructor having "hands---on" the 

controls during flight, we feel that this technique meets the intent 91.109 and provides an et~uivalent 

level of safety. 

14 CFR 91.119 Minimum safe altitudes: General. 

The regulation states that over sparsely populated areas the aircraft cannot be operated closer than 

sao feet to any person, vessel, vehicle, or structure. Since the aircraft will be operating at a maximum 

of 500 feet AGL, we cannot comply with this requirement. 

In order to provide an equivalent level of safety The UA's will not be operated over congested areas 

or over any open air assembly of persons with prior approval. Any property owner affected will be 

briefed on the expected route of flight and the associated risks to persons and property on the 

ground. The aircraft will be operated at a low altitude allowing1 if a power unit fails, an emergency 

landing without undue hazard to persons or property on the surface. Therefore we maintain that due 

to the small size of the UA, the hazard to persons, vehicles and structures is minimal compared to 

manned aircraft1 which should be considered in granting the exemption. 

14 C~fl 91.121 AJtimeter Settings. 

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

altimeter setting available within 100 NM of the aircraft. 

The UA will always fly below 500 feet AGL and will not 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 UA'S 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. 

The Intention of this paragraph is to provide an energy reserve as a safety buffer for delays to landing. 

Each UA is battery operated and the maximum duration of flight from a single battery charge is 45 

minutes with a 20% reserve. Since the aircraft will never fly more than 3/4NM from the point of 

intended landing, a full battery charge at launch will ensure that we meet the reserve energy 

requirement of this paragraph. We request an exemption to the word "fuel" and ask for an equivalent 

interpretation with the word "energy". 

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14 CFR Subpart E (91.401·- 91.417}- Maintenance, Preventive Maintenance, 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." As provided in the Pre---Flight Checklist in Appendix A, the 

PIC will ensure that the aircraft is in an airworthy condition prlor to every flight and in addition conduct 

detailed inspections after every two hours of flight. Maintenance performed by the PIC is limited to 

repairing small cracks, replacing a prope1Ier1 checking electrical connections and updating software and 

firmware for the on---board computer. All other maintenance will be performed by the manufacturer 

or their designated repair facility. The PIC will document work performed in accordance with 91.417. 

We feel that due to the size, constructiOn1 and simplicity of the aircraft, the PIC can ensure an 

equivalent level of safety. 

8900.227 Paragraph 16(c)(4) PIC Medical. And Paragraph 16(e)(1) Observer Medieal. 

This policy provides that both the PIC and VO must have a valid FAA second---class medica! certificate 

issued under part 67 in order to perform as a pilot or observer. 

The UA's maximum gross weight is Jess than Sibs., are constructed primarily of, plastic: and carbon 

fiber. The PIC is not on board. Both the PIC and the VO are required to be In VLOS. Given the unlikely 

event that both the PIC and VO become medically incapacitated while the aircraft is in flight, the UA 

will return autonomously to the site of launching and land without crew intervention. Therefore/ 

requiring the PIC and VO to meet the same medical requirements as commercial pilot carrying 

passengers in a large aircraft is an unnecessary burden. 

We propose that the minimum medical requirements for the PIC and VO be vision corrected to 

20/20 and a valid, state issued driver's license. The 20/20 vision requirement will ensure that the PIC 

and VO n see and avoid air traffici a licensed driver is medically qualified to operate a much larger 

vehicle. 

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APPENOIX A- FLIGHT OPERATIONS[PROCEDURES 

The UA will be Operated under the following flight restrictions. Restrictions and procedures are the same 

for both OJI UA's in this request 

OPERATIONAL FLIGHT RESTRICTIONS 

The UA will be operated in the field with both a PIC and aVO in accordance with and with the following 

Restrictions; , 

• All operations must occur in FAA Class G airspace at no more than 400ft AGL, at an airspeed of 

no more than 25 knots and no further than 3/4 NM from the PIC; 

• 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; 

• The PIC must have accumulated and logged, in a manner consistent with 14 CFR § 

• 61.51 (b), 10 hours of total time as a UA rotorcraft pilot and at least 5 hours logged as a UA pilot 

with a similar UA tyj:le; 

• The UA will not be operated over densely populated areas; without prior approval. 

• The UA will not be operated over any open---air assembly of people; without prior' approval. 

• The UA will not be operated within 5 NM of an airport or heliport; without prior approval. 

• Operations will be restricted to day only and weather conditions equivalent to VFR; 

• The PIC will brief the VO and property owner about the operation and risk before operation· 

• No flight will be made without a Pre---Flight lnsj:lection by the PIC before each operation to 

ascertain that the UA is in a condition safe for flight 

PRE--FLIGHT CHECKUST 

Prior to operation preflight checklists provided by the manufacturer of the UA's will be followed. Below 

is such an example. 

1. Remote Controller, smart battery, Range Extender and smartphone are fully charged . 

. 2. Propellers are mounted correctly. 

3. Damping absorbers are in good condition, not broken or worn. 

4. camera lens cap has been removed. 

5. Micro--so card has been inserted if necessary. 

6. Gimbal is functioning as normal. 

7. Motors can start and are functioning as normal. 

8. OJI App can connect to the camera. 

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TAKE OFF/LAI'\IOING PROCEDURES 

Manufacturer recommended lakeoff and Landing procedures will be followed. 

Place the UA on ground with the battery level indicator facing you. 

l. Power on the remote controller. 

2. Power on the range extender. 

3. Switch the camera to the "WIFI ON'' position. 

4. Power on the aircraft by turning on the intelltgent battery 

5. Connect the mobile device to the UA, run the DJI App to enter the camera preview page. 

6. Wait until the LED flight indicator starts to slowly blink green/yellow. This means the aircraft 

is initializing and entering the ''Ready to Fly"/"fteady to Fly (non---GPS).n state. Then proceed 

to execute the esc command to start motors. 

7. Push the throttle stick up slowly to lift the aircraft off the ground. 

8. When landing, be sure to be hovering over a level surface. Pull down on the throttle stick 

gently to descend and land. 

9. After landing the aircraft on the ground, keep the throttle stlck at its lowest position for 

about 3 to 5 seconds which will automatically stop the motors. 

FAILSAFE FUNCTION 

The UA will enter Failsafe mode when the connection from the remote controller is lost. The flight 

control system will automatically control the aircraft to return to home and land to reduce injuries or 

damage. The following situations would make the aircraft fail to receive a signal from the remote 

controller and enter Failsafe mode: 

1. The remote controller is powered off. 

2. The aircraft has flown out of the effective communication range of the remote controller. 

3. lhere is an obstacle obstructing the signal between the remote controller and the aircraft:, 

essentially reducing the distance the signal c::an travel. 

4. lhere is Interference causing a signal problem with the remote controller. 

Failsafe works differently depending on the mode the aircraft is in when Failsafe mode is initiated 

whether it is in the Ready to Fly or Ready to Fly (non---G PS} mode. 

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Ready to Fly (non-GPS) --Automatic; landing 

The flight control system will try to keep the aircraft level during descent and landing. Note that the 

aircraft may be drifting during descent and landlng process. 

Ready to Fly--Automatic go home and land 

The flight control system will automatically control the aircraft to fly back to the home point and 

land. 

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APPENDIX B-USER'S MANUAL FOR UA (DJI Phantom 3 Pro) 

Due to data size restrictions, please see the link below for Manual. 

http://doYmload.dii-nno:vations.com/downloadslphantom ~/en/Phantom 3 Professional. Release Note en.pdf 

Page 11 of11 

Exemption 

Above Ground Uavs Lie 333