From: Jeremiah Simon

903 B Brooks Blvd

Alexandria, LA 71303

To: DOT FAA

800 Independence Ave. SW

Washington D.C. 20591

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, Jeremiah Simon, operator of an Unmanned Aircraft System (UAS), 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 of residential/commercial structures under contract with

the owners or local government authority.

• Aerial photography and/or video for public and/or private use including real estate,

architecture, land surveying, engineering and other related professional activities. •

Aerial video and/or photography for public and/or private use including television, public

events, cinematography and news gathering.

• Aerial video/photography or providing live video feed to assist with search and rescue

operations in cases of an emergency or natural disaster only when the local authorities

or government has requested it by contract or donation.

• The ability to offer training to persons individually or belonging to both private and/or

public organizations that have interests in the use and application of a UAS for the

purpose of the safe operation of a UAS to enhance the safety of the National Airspace

System (NAS) as well as for the protection of the persons and property.

• Aerial inspection/photography of residential/commercial utility infrastructure including

but not limited to electrical power lines, wind turbines and cell towers.

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:

Open Aerial

Attn: Jeremiah Simon

Phone: 954­270­7357 Alt. Phone: 318­906­0088

Email: jeremiah.simon@gmail.com

Address: 903 B Brooks Blvd, Alexandria, LA 71303

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 91.151 (a)

14 CFR 91.203 (a) & (b)

14 CFR 91.405 (a)

14 CFR 91.407 (a) (1)

14 CFR 91.409 (a) (2)

14 CFR 91.417 (a) & (b)
I will operate the DJI Phantom 3 Professional, with a total weight of 1280g or 2lbs 13 oz. The

dimensions are 40.36cm x 40.36cm x 19.05cm or 16inch x 16inch x 7.5inch. Under still air the

maximum speed is no more than 16m/s or 35mph with a cruising speed of 11m/s or 25mph. The

DJI Phantom 3 Professional has the ability to hover and move along a vertical and horizontal

plane simultaneously. The DJI Phantom 3 Professional has four motors, Motor Model DJI 3510,

powered by a 4480mAh 4s LiPo Lithium Polymer battery. There are four propellers, Propeller

Model DJI 1345, in use. The DJI Phantom 3 Professional will be controlled with the C3 remote

controller with an operating frequency of 2.400GHz – 2.483GHz. The live video feed will have

an operating frequency of 2.4GHz ISM with maximum range of 1.2 miles. The applicant will

operate the UAS in line of sight within a closed off and predetermined area owned and/operated

by the property representative.

DJI Phantom 3 Professional

GENERAL FEATURES

• Ready to fly

• 3­axis camera stabilization

• Precision flight and stable hovering

• GPS/GLONASS positioning & auto return home

• Onscreen real­time flight parameters

• High Definition 4k Camera

• Camera tilt control

• Film straight down

• Supports Adobe DNG RAW

• Adobe lens profile support

• Camera parameter settings

• Album synchronization

• FAA no­fly zones locked out via installed software

TRANSMITTER

• Operating Frequency:2.400 GHz – 2.483 GHz

• Communication Distance(open area): CE: 2000m; FCC: 2000m

• Receiver Sensitivity(1%PER):­101dBm +/­ 2dBm

• Transmitter Power: CE: 16dBm; FCC: 20dBm

• Working Voltage: 1.2A @ 7.4V

• Battery: 6000 mAh LiPo 2s

CAMERA

• Operating Environment Temperature: 0°C­40°C

• Max Resolution: 4096 x 2162p @ 24/25fps
• FOV: 94°/ 85°

• Sensor size: 1/2.3"

• HD Recording: 4k p 24/25fps / 720p 60fps

DJI VISION APP

• System Requirement of Mobile Device: iOS version 6.0 or above/ Android system version 4.0

or above

• Mobile Device Support: Recommended: iPhone4s, iPhone5, iPhone5s, iPod Touch4, iPod

Touch5;

Given the small size of the UAS and the controlled environment provided the proposed

operations will adhere to the Reform Act’s 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 requests that the FAA grant the requested exemption with minimum

delay.

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. (DJI Phantom 3 Professional weighs 1280G or 2lbs

13oz) The UAS will have a maximum operating speed of no more than 35mph.

• 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

25% battery power reserve or 20 minutes of flight time whichever occurs first.

• 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 is planned.

• Minimum crew for each operation will consist of the UAS Pilot, the Visual Observer (VO) and

may include but not limited to a Camera Operator.

• The UAS pilot will be a designated Pilot in Command (PIC) and will take and pass all

necessary certifications currently being approved by the FAA administration for commercial use.
• 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.

• 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. The DJI Phantom 3 Professional has

built in software for all FAA regulated ‘No Fly Zones’ and was uploaded by DJI (February 2015)

for all DJI drones to download and prevent any possible flights occurring within no­fly zones. DJI

Phantom 3 Professional has installed software (code) that denies flights within the FAA no­fly

zones.

• 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.

• The operator will file FAA Form 7711­1, 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.

• 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 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 up­to­date information

for the particular UAS to be operated.

• The PIC and VO will be able to communicate by voice, radio, and/or text 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 a pre­determined location within a designated location 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 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. (3 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 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 light­sport 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," "lightsport," "experimental," or "provisional," as applicable.

Even though the UAS will have no airworthiness certificate, an exemption will 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, two­inch 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 C.F.R. § 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. An equivalent level of safety can be 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. 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 check lists 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 manufacturer FOM in the

pre­flight inspection section, 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 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 pre­obtained 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 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 low­altitude 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 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 battery powering the UAS provides approximately 25 minutes of powered flight. To meet

the 30 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 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. 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

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 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 display

them 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.

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 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 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,

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

required maintenance needed.

Additional Information

Louisiana UAS Law Update

Last year the Louisiana Senate passed a bill to enact the DRONE Act (Deterrence of

Reconnaissance Over Noncriminal Entities Act), which would criminalize using UAS to capture

images and wireless data and create civil actions. Another Senate bill attempted to impose criminal

penalties and civil liabilities for flying drones over critical infrastructures. Ultimately, neither bill

became law.

However, Act No. 661 enacted La. R.S. 14:337, which criminalizes the unlawful use of an unmanned

aircraft system. The criminal offense became effective August 1, 2014. It defines the unlawful use of

an UAS as the “the intentional use of an unmanned aircraft system to conduct surveillance of, gather

evidence or collect information about, or photographically or electronically record a targeted facility

without the prior written consent of the owner of the targeted facility.”

For purposes of this statute, targeted facilities include:

● petroleum and alumina refineries

● chemical and rubber manufacturing facilities

● nuclear power electric generation plants

Exceptions to the Rule
La. R.S. 14:337(C) describes a few exceptions to this general prohibition. First, the statute does not

prohibit a person from using a UAS to conduct surveillance of, gather evidence or collect information

about, or photograph or video his own property that is either located on his own immovable property

or on immovable property owned by another that the person has leased, licensed, etc.

“The statute does not prohibit a person from using a UAS to collect information about,

photograph, or video his own property.”

The law also does not prohibit a person retained by the owner of a targeted facility from using an

UAS to conduct surveillance, data collection, or recording. Finally, the law does not apply if it is

preempted by applicable federal law or by regulations adopted by the FAA. La. R.S. 14:337(F)

makes it clear that the statute also does not apply to UAS used for motion picture, TV, or similar

production where the filming is authorized by the property owner.

Commercial Use of UAS in Louisiana

During the 2015 legislative session, lawmakers again attempted to regulate UAS use, though not

from a criminal perspective. One of the most highly anticipated uses of drones is precision

agriculture, where UAS can capture images and data of crops and fields, allow for location­specific

application of herbicide and pesticide, and assist with irrigation monitoring. Not surprisingly, the

agriculture industry in Louisiana is eager to use this technology as it could help increase crop yields

and profits.

“One of the most highly anticipated uses of drones is precision agriculture.”

Senate Bill 183 provided for regulating unmanned aerial systems in agricultural commercial

operation, and it was passed by the state Senate and House of Representatives and signed by the

Governor during the last legislative session. Effective June 23, 2015, Act No. 166 enacts La. R.S.

3:41­47, a new “Unmanned Aerial Systems” chapter in Louisiana’s laws on agriculture and forestry.

Embracing the business application of commercial drone use, the Act recognizes the technology’s

use in agricultural commercial operation and regulates it.

­ See more at: http://www.sealeross.com/blog/45087#sthash.DkmK6vK8.dpuf

Thank you for considering my application and I look forward to your response.

Yours Respectfully,

Jeremiah Simon

954­270­7357