Steven J Loker, dba The Big Picture UAV

6401 Woodcreek Trail Fort Worth, Texas 76179
Phone: 817-676-4739 Alternate Phone: 682-231-2928

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 CFR 91.9(b)(2); 14 CFR 91.103; 14 CFR 91.109; 14 CFR 91.119(c); 14 CFR 91.121; 14 C.F.R 91.145(b); 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)(2); 14 CFR 91.417(a) and (b) To Whom It May Concern: Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the “Reform Act”) and 14 CFR Part 11.

To Whom it May Concern:

Steven J Loker, dba The Big Picture UAV, operator of an Unmanned Aircraft System (UAS), Walkera Scout X4, hereby applies for an exemption from the listed Federal Aviation Regulations (“FARs”) to allow commercial operation of its UAS, so long as such operations are conducted within and under the conditions outlined herein or as may be established by the FAA as required by Section 333. Commercial operation of an UAS, as described herein, which are equipped with camera(s) and sensors, would operate in the following manner:

• Aerial inspection, photography, and/or video for public and/or private use in, but not limited to, the following industries:

Real estate Agriculture

Insurance Land Surveying, both commercial and private property Engineering Custom Computer Applications
Data Collection Public/ Sporting events Cinematography News Gathering Cell Tower Inspection Asset Monitoring and Management Inspections of residential and/or commercial property with permission from owner/authorized agent, or government authority Assist Local, State and Federal Authorities with Search and Rescue operations on at the Authority's request

• As described fully below, the requested exemption would permit the operation of a UAS under controlled conditions in the NAS that would be a) limited b) controlled c) predetermined and d) will provide safety enhancements to the already safe operations in the industry presently using conventional aircraft. Approval of this exemption would thereby enhance safety and fulfill the Secretary of Transportation’s (the FAA Administrator’s) 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:

Steven J Loker, dba The Big Picture UAV
Attn: Steve Loker Address: 6401 Woodcreek Trail, Fort Worth, Texas 76179
Phone: 817-676-4739
Email: 

### steve@bigroadhd.com

Regulations from which the exemption is requested: 14 CFR Part 21 subpart H 14 CFR 45.23 (b) 14 CFR 61.113 (a) & (b) 14 CFR 91.7 (a) 14 CFR 91.9 (b) (2)

14 CFR 91.103
14 CFR 91.109 14 CFR 91.119 (c)

14 CFR 91.121 14 CFR 91.145(b) 14 CFR 91.151 (a) 14 CFR 91.203 (a) & (b) 14 CFR 91.405 (a) 14 CFR 1.407 (a) (1) 14 CFR 91.409 (a) (2) 14 CFR 91.417 (a) & (b)

Steven J Loker, dba The Big Picture UAV will operate the Walkera Scout X4 with the following specifications:

• Hybrid, can be changed from 4 for to 8 motors

• Waypoint mission planning / Designated flight

• 2.4G bluetooth datalink ground station (BT-2401A/B FCC / BT-2402A/B CE)

• Flight time: Up to 25 minutes

• Flight range: up to 1500 meter

• Receiver: DEVO-RX707(CE) / RX709(FCC)

• Real time flight data (telemetry) monitoring

• Auto return to home (RTH)

• Motors: Brushless WK-WS-34-002

• ESC: WST-16AH(R/G);

• Battery: 6cell 22.2V 5400mAh Li-Po

• Size: 335x335x275 mm.

• Rotor Blades Length: 233mm

• Weight with battery: 1770g

• Flying Weight: <2270g

The Scout will be controlled with the Walkera Devo 12e controller operating at a frequency 2.400GHz. The live video feed will operate at a frequency of 5.8GHz. Flight information including duration and GPS coordinates will be recorded by the Devo 12e remote controller, Mission Planner Ground Station software and other flight data recording software and recovered after each flight. These records will be retained by Steven J Loker, dba The Big Picture UAV for the purpose of aircraft maintenance. Given the size of the UAS, as well as the safety/controlledenvironment that it will be operated in, the proposed operations will adhere to the Reform Act’s safety

requirements. The approval of this application presents no national security issues. With respect to 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 requests that the FAA grant the requested exemption as soon as reasonable possible..

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:

• The UAS will weigh less than 55 lbs. • The UAS will have a maximum operating speed of no more than 50mph. • Flights will be operated within line of sight of the Pilot in Command (PIC) and/or Visual Observer (VO). • Maximum flight time for each operational flight will be 20 minutes. Flights will be terminated at 30% battery power reserve or 20 minutes of flight time, whichever occurs first. • Flights will be operated at an altitude of no more than 200 feet Above Ground Level (AGL). • Minimum crew for each operation will consist of the UAS Pilot and might also include a Visual Observer (VO), a Camera Operator, or any other necessary personnel to provide a safe environment. • Steven J Loker, dba The Big Picture UAV’s employees will be the only designated Pilots in Command (PIC). They will have more than 40 hours of training with the UAS. Ongoing education and training will be instituted. • A briefing will be performed regarding the planned UAS operations prior to each day’s flight consisting of all the days’ production activities. • All flights will occur under Visual Flight Rules Meteorological Conditions (VMC) only. In addition, an anemometer will be used prior to flight to measure wind speed, and atmospheric pressure in current flight
location. • The flights will occur no closer than a 5 mile radius of the geographic center/Airport Reference Point (ARP) of a tower controlled or uncontrolled airport. • If operations will be within a 5 mile radius of the geographic center/ Airport Reference Point (ARP) of a tower controlled or uncontrolled airport the respective airports will be contacted advising them of the estimated flight time, flight duration, elevation of flight and other pertinent information. • Steven J Loker, dba The Big Picture UAV will file FAA Form 7711-1, or its equivalent, as modified in light of the requested exemption, with the appropriate local Flight Standards District Office (FSDO) no more than 72 hours but no less than 48 hours from planned operation. • Steven J Loker, dba The Big Picture UAV 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 required under the FOM. With the advanced permission of the FSDO, operations at closer range may be approved. • The PIC and VO will have been trained in operation of UAS and receive up-to-date information for the particular UAS to be operated. • The PIC and VO communicate by voice or radio at all times. • Written and/or verbal permission and permits will be obtained from territorial, state, county or city jurisdictions, including law enforcement, fire or other appropriate governmental agencies. • If the UAS loses communications with the remote controller or loses GPS signal, the UAS will have the capability to return to land within 13 foot radius of the Pilot In Charge and land autonomously. • The UAS will have the capability to abort a flight in case of unpredicted obstacles, weather, or emergencies.14 C.F.R. Part 21, Subpart H: Airworthiness Certificates 14 C.F.R. §91.203 (a) (1) Subpart H, entitled

Airworthiness Certificates, 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)) and Section 333 of the Reform Act both authorize the FAA toexempt 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. The FAA will have advance notice of all operations. These safety enhancements provide a greater degree of safety to the public and property owners than conventional operations conducted with airworthiness 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 CFR § 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. 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.”

14 CFR § 61.113 (a) and (b): Private Pilot Privileges and Limitations: Pilot in Command. Pursuant to 14 CFR 61.113 (a) & (b), no person who holds a private pilot certificate may act as a pilot in command of an aircraft that is carrying passengers or property for compensation or hire. Steven J Loker, dba The Big Picture UAV 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 operation of UAS
is far less than the risk levels inherent in the commercial activities outlined in 14 CFR 61.

14 CFR §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 ofsafety check lists prior to each flight an equivalent level of safety will be provided. Aircraft is equipped with selftightening props which will minimize any prop flyoff.14 CFR § 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. If for some reason the Pilot forgets the flight manual, The Walkera Scout X4, documentation is indicated in the hard copy manual, will also be accessible electronically on your smart phone, tablet, or manufacture’s website.

14 CFR § 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. Before the aircraft takes flight, a home GPS location will be set for any reason the aircraft becomes disoriented in flight, and returns safely to a radius of 13 feet of the Pilot In Charge.

14 CFR §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, 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 CFR §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 200 AGL or not more than 200 feet 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 200 AGL. It also may be operated over open water close to shore keeping a distance of 500 feet as indicated in Section 91.119 (c). 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 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 55lbs. 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 CFR §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 safetycheck list and live flight data monitoring, confirming the altitude of the launch site shown on the GPS altitude

indicator before flight.

14 CFR §91.145(b) Management of aircraft operations in the vicinity of aerial demonstrations and major sporting events CFR 91.145 states: (b) In deciding whether a temporary flight restriction is necessary for an aerial demonstration or major sporting event not listed in paragraph (a) of this section, the FAA considers the following factors:

(1) Area where the event will be held. (2) Effect flight restrictions will have on known aircraft operations. (3) Any existing ATC airspace traffic management restrictions. (4) Estimated duration of the event.(5) Degree of public interest. (6) Number of spectators. (7) Provisions for spectator safety. (8) Number and types of participating aircraft. (9) Use of mixed high and low performance aircraft. (10) Impact on non-participating aircraft. (11) Weather minimums. (12) Emergency procedures that will be in effect.

If Steven J Loker, dba The Big Picture UAV intends to use the UAS to cover sporting events from outside the activity, coordination will be completed by contacting the FSDO prior to the event to ascertain the presence of any other unmanned activities. Flight activity will be conducted based on safety and with particular attention to the avoidance of over flight of large concentrations of people. However, specific relief from this regulation is still necessary to ensure compliance with FARs.

14 CFR § 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 20 minutes; or (2) At night, to fly after that for at least 45 minutes.” The battery powering the UAS provides approximately 20 minutes of powered flight. To meet the 20 minute reserve requirement in 14 CFR §91.151, UAS flights would be limited to approximately 10 minutes in length. Given the limitations on the UAS’s proposed flight area and the location of its proposed operations within a predetermined area, a longer time frame for flight in daylight or twilight VFR conditions is reasonable. 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, with less than 20 minutes of reserve fuel, does not engender the type of risks that Section 91.151(a) was intended to alleviate given the size and speed of the small UAS. Additionally, limiting UAS flights to 10 minutes would greatly reduce the utility for which the exemption will be granted. Applicant believes that an equivalent level of safety can be achieved by limiting flights to 20 minutes or 30% 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 CFR §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 requiredby paragraph (a) of this section or a special flight authorization issued under §91.715 is displayed at the cabin or cockpit entrance so that it is legible to passengers or crew. The UAS fully loaded weighs no more than 55 lbs. and is operated without an onboard pilot. As such, there is no ability or place to carry certification and registration documents or to displaythem on the UAS. An equivalent level of safety will be achieved by keeping these documents at the ground

control point where the pilot flying the UAS will have immediate access to them, to the extent they are applicable to the UAS. Again if Pilot forgets documents, all documents can be retrieved from the smart phone,
tablet or manufactures website.

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 that these section and Part 43 apply only to aircraft with an airworthiness certificate, these sections will not apply to the applicant. Maintenance will be accomplished by the operator pursuant to the flight manual and operating handbook. An equivalent level of safety will be achieved because the UAS is very limited in size and will carry a small payload and operate only in restricted areas for a limited period of time. If mechanical issues arise the UAS can land immediately and will be operating from no higher than 200 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. Most importantly, the operator is the person most familiar with the aircraft and best suited to maintain the aircraft in an airworthy condition to provide the equivalent level of safety. An equivalent level of safety will be achieved because maintenance and inspections will be performed in accordance with the UAS Manufacturer's User Manual. As provided in the FOM, the operator will ensure that the UAS is in working order prior to initiating flight and perform required maintenance needed per manufacturer’s recommendations. All safety bulletins will be kept up to date.

Additional Information Steven J Loker, dba The Big Picture UAV has been involved in the design fabrication and testing of various UAS components. The owners are experienced pilots logging hundreds of hours of safe flights. Coming from the hobby background of building several Aerial platforms from scratch Steven J Loker, dba The Big Picture UAV has full knowledge of the aircraft type and flight characteristics. The commercial aircraft manufactured by

“ 

### Guangzhou Walkera Technology CO.,LTD ” chosen, has a proven track record of safety and was carefully selected by Steven J Loker, dba The Big Picture UAV to perform in a safe manner. The technology can be used in such a way that it benefits the community as a whole and can educate future pilots in a safe environment. The satisfaction of criteria provided in Section 333 of the Reform Act of 2012 provides a level of safety that should be satisfactory to the FAA and general public. In view of the beneficial advantages to public safety, I respectfully submit my Section 333 exemption request for allowing the commercial operation of the applicant’s UAS.

Sincerely,
Steven J Loker Steven J Loker, dba The Big Picture UAV
Attn: Steve Loker
6401 Woodcreek Trail Fort Worth, Texas 76179 steve@bigroadhd.com