June 5, 2015

Exemption No. 11763 Regulatory Docket No. FAA

– 20 15

– 0969

Mr. John F. McCreary 4736 Kaskaskia Road Waterloo, IL 62298

Dear Mr. McCreary :

This letter is to inform you that we have granted your request for exemption. It transmits our decision, explains its basis, and gives you the conditions and limitations of the exemption, including the date it ends.
By letter dated April 8, 2015 , you petitioned the Federal Aviat ion Administration (FAA) for an exemption . The petitioner requested to operate an unmanned ai rcraft system (UAS) to conduct a erial video and photography of construction sites, real estate, and landscape

. See Appendix A for the petition submitted to the FAA des cribing the proposed operations and the regulations that the petitioner seeks an exemption

. The FAA has determined that good cause exists for not publishing a summary of the petition in the Federal R egister because the requested exemption would not set a precedent, and any delay in acting on this petition would be detrimental to the petitioner

.
Airworthiness Certification

The UAS proposed by the petitioner is a DJI Phantom 2 Vision+

.
In accordance with the statutory criteria provided in Section 333 of P ublic Law 112

− 95 in reference to 49 U

. S

. C

. § 44704, and in consideration of the size, weight, speed, and limited operating area associated with the aircraft and its operation, the Secretary of Transpo rtation has determined that this aircraft meets the conditions of Section 333. Therefore, the FAA finds that relief from 14 CFR part 21
, C ertification procedures for products and parts,2

Subpart H

— Airworthiness Certificates , and any associated noise certification and testing requirements of part 36, is not necessary.

The Basis for Our Decision
You have requested to use a UAS for aerial data collection 1

. The FAA has issued grants of exemption in circumstances similar in all material respects to thos e presented in your petition. In Grants of Exemption No s

. 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), and 11213 to Aeryon Lab s , Inc. ( see Docket No. FAA−2014−0642), the FAA found that the 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 grea ter 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.
Having reviewed your reasons for requesting an exemption, I find that

—

 They are similar in all material respects to relief previously requested in Grant of Exemption Nos. 11062, 11109, 11112, and 11213 ;

 The reasons stated by the FAA for granting Exemption Nos. 11062, 11109, 11112, and 11213 also apply to the situation you pre sent; and

 A grant of exemption is in the public interest.

Our Decision
In consideration of the foregoing, I find that a grant of exemption is in the public interest. Therefore, pursuant to the authority contained in 49 U.S.C. 106(f), 40113, and 44701, delegated to me by the Administrator, Mr. John F. McCreary is granted an exemption from 14 CFR §§ 61.23(a) and ( c ), 61.101(e)(4 ) and (5), 61.113(a), 61.315(a) , 91.7(a), 91.119(c), 91.121, 91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2), and 91.417(a) and (b), to the extent necessary to allow the petitioner to operate a UAS to perform aerial data collection

. This exemption is subject to the conditions and limitations listed below.

Conditions and Limitations

In this grant of exemption, Mr. John F. McCreary is hereafter referred to as the operator.

1 Aerial data collection includes any remote sensing and measuring by an instrument(s) aboard the UA. Examples include imagery (photography, video, infrared, etc.), electronic measurement (precision surveying, RF analysis, etc.), chemical measurement (part iculate measurement, etc.), or any other gathering of data by instruments aboard the UA.3

Failure to comply with any of the conditions and limitations of this grant of exemption will be grounds for the immediate suspension or rescission of this exemption.

1. Operations authorized by this grant of exemption are limited to the DJI Phantom 2 Vision+ when weighing less than 55 pounds including payload. Proposed operations of any other aircraft will require a new petition or a petition to amend this exemption

.
2. Operations for the purpose of closed

- set motion picture and television filming are not permitted.

3. The UA may not be operated at a speed exceeding 87 knots (100 miles per hour). The exemption holder may use either groundspeed or calibrated airspeed to determine compliance with the 87 knot speed restriction. In no case will the UA be operated at airspeeds greater than the maximum UA operating airspeed recommended by the aircraft manufacturer.

4. The UA must be operated at an altitude of no more than 400 feet above ground level (AGL). Altitude must be reported in feet AGL.

5. The UA must be operated within visual line of sight (VLOS) of the PIC at all times. This requires the PIC to be able to use human vision unaided by any device other than corrective lenses, as specified on the PIC’s FAA

- issued airman medical certificate or U.S. driver’s license.

6. All operations must utilize a visual observer (VO). The UA must be operated within the visual line of sight (VLOS) of the PIC and VO at all times. The VO may be used to satisfy the VLOS req uirement as long as the PIC always maintains VLOS capability. The VO and PIC must be able to communicate verbally at all times ;
e lectronic messaging or texting is not permitted during flight operations. The PIC must be designated before the flight and c annot transfer his or her designation for the duration of the flight. The PIC must ensure that the VO can perform the duties required of the VO.

7. This exemption and all documents needed to operate the UAS and conduct its operations in accordance with the conditions and limitations stated in this grant of exemption, are hereinafter referred to as the operating documents. The operating documents must be accessible during UAS operations and made available to the Administrator upon request. If a discrepancy exists between the conditions and limitations in this exemption and the procedures outlined in the operating documents, the conditions and limitations herein take precedence and must be followed. Otherwise, the operator must follow the procedures as outli ned in its operating documents. The operator may update or revise its operating documents. It is the operator’s responsibility to track such revisions and present updated and revised documents to the Administrator or any law enforcement official upon req uest. The4

operator must also present updated and revised documents if it petitions for extension or amendment to this grant of exemption. If the operator determines that any update or revision would affect the basis upon which the FAA granted this exempt ion, then the operator must petition for an amendment to its grant of exemption. The FA A’s UAS Integration Office (AFS− 80) may be contacted if questions arise regarding updates or revisions to the operating documents.

8. Any UAS that has undergone maintenan ce or alterations that affect the UAS operation or flight characteristics, e.g.
, replacement of a flight critical component, must undergo a functional test flight prior to conducting further operations under this exemption. Functional test flights may onl y be conducted by a PIC with a VO and must remain at least 500 feet from other people. The functional test flight must be conducted in such a manner so as to not pose an undue hazard to persons and property.

9. The operator is responsible for maintaining an d inspecting the UAS to ensure that it is in a condition for safe operation.

10. Prior to each flight, the PIC must conduct a pre

- flight inspection and determine the UAS is in a condition for safe flight. The pre

- flight inspection must account for all potent ial discrepancies, e.g.
, inoperable components, items, or equipment. If the inspection reveals a condition that affects the safe operation of the UAS, the aircraft is prohibited from operating until the necessary maintenance has been performed and the UAS is found to be in a condition for safe flight.

11. The operator must follow the UAS manufacturer’s maintenance, overhaul, replacement, inspection, and life limit requirements for the aircraft and aircraft components.

12. Each UAS operated under this exemption must comply with all manufacturer safety bulletins.

13. Under this grant of exemption, a PIC must hold either an airline transport, commercial, private, recreational, or sport pilot certificate. The PIC must also hold a current FAA airman medical certificate or a valid U.S. driver’s license issued by a state, the District of Col u mbia, Puerto Rico, a territory, a possession, or the Federal government. The PIC must also meet the flight revi ew requirements specified in 14 CFR § 61.56 in an aircraft in which the PIC is rated on his or her pilot certificate.

14. The operator may not permit any PIC to operate unless the PIC demonstrates the ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption, including evasiv e and emergency maneuvers and maintaining appropriate distances from persons, vessels, vehicles and structures. PIC qualification flight hours and currency must be logged in a manner consistent with 14 CFR § 61.51(b). Flights for the purposes of training the operator’s PICs and VOs5

(traini ng, proficiency, and experience

- building) and determining the PIC’s ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption are permitted under the terms of this ex emption. However, training operations may only be conducted during dedicated training sessions. During traini ng, proficiency, and experience

- building flights, all persons not essential for flight operations are considered nonparticipants, and the PIC mus t operate the UA with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119.

15. UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All operations must be conducted under visual meteorological conditions (VMC ). Flights under special visual flight rules (SVFR) are not authorized.

16. The UA may not operate within 5 nautical miles of an airport reference point (ARP) as denoted in the current FAA Airport/Facility Directory (AFD) or for airports not denoted with an ARP, the center of the airport symbo l as denoted on the current FAA

- published aeronautical chart, unless a letter of agreement with that airport’s management is obtained or otherwise permitted by a COA issued to the exemption holder. The letter of agreemen t with the airport management must be made available to the Administrator or any law enforcement official upon request.

17. The UA may not be operated less than 500 feet below or less than 2,000 feet horizontally from a cloud or when visibility is less than 3 statute miles from the PIC.

18. If the UAS loses communications or loses its GPS sign al, the UA must return to a pre

- determined location within the pr ivate or controlled

- access property.

19. The PIC must abort the flight in the event of unpredicted obstacles or emergencies.

20. The PIC is prohibited from beginning a flight unless (considering wind and forecast weather conditions) there is enough available power for the UA to conduct the intended operation and to operate after that for at least five minutes or with the reserve power recommended by the manufacturer if greater.

21. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All operations shall be cond ucted in accordance with an ATO

- issued COA. The exemption holder may apply for a new o r amended COA if it intends to conduct operations that cannot be conducted under the terms of the attached COA

.
22. All aircraft operated in accordance with this exemption must be identified by serial number, registered in accordance with 14 CFR part 47, and have identification (N− Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must be as large as practicable.6

23. Documents used by the operator to ensure the safe operation and flight of the UAS and any documents required under 14 CFR §§ 91.9 and 91.203 must be available to the PIC at the Ground Control Station of the UAS any time the aircraft is operating. These documents must be made available to the Administrator or any law enforcement official upon request.

24. The UA must remain clear and give way to all manned aviation operations and activities at all times.

25. The UAS may not be operated by the PIC from any moving device or vehicle.

26. All Flight operations must be conducted at least 500 feet from all nonpartici pating persons, vessels, vehicles, and structures unless:

a. Barriers or structures are present that sufficiently protect nonparticipating persons from the UA and/or debris in the event of an accident. The operator must ensure that nonparticipating persons r emain under such protection. If a situation arises where nonparticipating persons leave such protection and are within 500 feet of the UA, flight operations must cease immediately in a manner ensuring the safety of nonparticipating persons ; and b. The owner/ controller of any vessels, vehicles or structures has granted permission for operating closer to those objects and the PIC has made a safety assessment of the risk of operating closer to those objects and determined that it does not present an undue hazard

. The PIC, VO, operator trainees or essential persons are not considered nonparticipating persons under this exemption.

27. All operations shall be conducted over private or control led

- access property with permission from the property owner/controller or aut horized representative. Permission from property owner/controller or authorized representative will be obtained for each flight to be conducted.

28. Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries of the opera tional area as defined by the applicable COA must be reported to the FA A'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

. If this exemption permits operations for the purpose of closed

- set motion picture and television filming and production, the following additional conditions and limitations apply.

29. The operator must have a motion picture and television operations manual (MPTOM) as documented in this grant of exemption.7

30. At least 3 days before aerial filming, the operator of the UAS affected by this exemption must submit a written Plan of Activities to the local Flight Standa rds District Office (FSDO) with jurisdiction over the a rea of proposed filming. The 3

- day notification may be waived with the concurrence of the FSDO. The plan of activities must include at least the following:

a. Dates and times for all flights; b. Name and p hone number of the operator for the UAS aerial filming conducted under this grant of exemption;

c. Name and phone number of th e person responsible for the on

- scene operation of the UAS; d. Make, model, and serial or N− Number of UAS to be used;

e. Name and certifica te number of UAS PICs involved in the aerial filming; f. A statement that the operator has obtained permission from property owners and/or local officials to conduct the filming production event; the list of those who gave permission must be made available to the inspector upon request; g. Signature of exemption holder or representative; and h. A description of the flight activity, including maps or diagrams of any area, city, town, county, and/or state over which filming will be conducted and the altitudes essentia l to accomplish the operation.

31. Flight operations may be conducted closer than 500 feet from participating persons consenting to be involved and necessary for the filming production, as specified in the exemption holder’s MPTOM.
Unless otherwise specified in this grant of exemption, the UAS, the UAS PIC, and the UAS operations must comply with all applicable parts of 14 CFR including, but not limited to, parts 45, 47, 61, and 91.
This exemption terminates on June 30, 2017 , unless sooner superseded or rescinded.
Sincerely,

John S. Duncan Director, Flight Standards Service

EnclosuresUNITED STATES OF AMERICA DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION

WASHINGTON, DC

Regulatory Docket No. _______________

IN THE MATTER OF THE PETITION FOR EXEMPTION OF: John F. McCreary FOR AN EXEMPTION SEEKING RELIEF FROM THE REQUIREMENTS OF

TITLE 14 OF THE CODE OF FEDERAL REGULATIONS SECTIONS 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), AND 91.417(a) & (b) CONCERNING COMMERCIAL OPERATION OF DJI PHANTOM 2 VISION+ UNMANNED AIRCRAFT SYSTEMS PURSUANT TO SECTION 333 OF THE FAA MODERNIZATION AND REFORM ACT OF 2012

(PUBLIC LAW 112

- 95)

Submitted on April 8 , 2015
John F. McCreary 4736 Kaskaskia Rd Waterloo, IL Tel: ( 618 ) 407

- 25812 TABLE OF CONTENTS

Page

GLOSSARY OF ABBREVIATIONS...................................................................................3

SUMMARY......................................................................................................................

... ..4

INTRODUCTION AND INTERESTS OF PETITIONER....................................................4

BACKGROUND................................................................................................................... .4

BASIS FOR PETITION...... ...................................................................................................5

NAME AND ADDRESS OF PETITIONER.............................................................7

THE SPECIFIC SECTIONS OF 14 C.F.R. FROM WHICH JOHN F. MCCRE ARY SEEKS EXEMPTION.................................................................

....... 8

THE EXTENT OF RELIEF JOHN F. MCCREARY AND THE REASON JOHN F. MCCREARY SEEKS THE RELIEF.........................

....................................... 11

THE REASONS WHY GRANTING JOHN F. MCCREARY’S REQUEST WOULD BE IN THE PUBLIC INTEREST .........................................................15

THE REASONS WHY GRANTING THE EXEMPTION WOULD NOT ADVERSELY AFFECT SAFETY..........................................................................19

SUMMARY THAT CAN BE PUBLISHED IN THE FEDERAL REGISTER......34

ANY ADDITIONAL INFORMATION, VIEWS, OR ARGUM ENTS AVAILABLE TO SUPPORT JOHN F. MCCREARY ’S REQUEST.........

...................................................................................................... 34

CONCLUSION................................................................................. ...................................35

APPENDICES........................................................................................373 GLOSSARY OF ABBREVIATIONS

AGL Above Ground Level
AOI Area of Interest
ATC Air Traffic Control
ATO Air Traffic Organization
AV Aerial Vehicle
CFR Code o f Federal Regulations
COA Certificate of Authorization
FAA Federal Aviation Administration
FAR Federal Aviation Regulation
GCS Ground Control Station
GPS Global Positioning System
LOL Loss of Link
NAS National Airspace System
NOTAM Notice to Airman
PIC Pilot In Command
Section 333 FAA Modernization and Reform Act of 2012 (FMRA) Section 333
SO Safety Observer
SOP Standard Operating Procedures
UA Unmanned Aircraft
UAS Unmanned Aircraft System
VFR Visual Flight Rules
VLOS Visual Line of Site
VMC Visual Meteorological Conditions
VTOL Vertical Takeoff and Landing4 SUMMARY
John F. McCreary seeks exemption from the requirements of 14 C.F.R §§

61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.40 7(a)(1), 91.409(a)(1) & (a)(2),
and 91.417(a) & (b), to operate an Unmanned Aircraft System pursuant to Section 333 of
the FAA Modernization and Reform Act of 2012 (FMRA). This exemption will permit
John F. McCreary to operate an Unmanned Aircraft System ( UAS) for the commercial
purpose of conducting aerial video and photography of construction sites, real estate, and
landscape over certain areas of the United States.

INTRODUCTION AND INTERESTS OF THE PETITIONER
John F. McCreary provides clients with exper tise and knowledge in advanced
technologies and solutions to increase efficiency, productivity and effectiveness. John F.
McCreary has over 2 5 years of professional experience in Information Technology and is
recognized as an expert in netw ork infrastructure , software development and industrial

pr oject management . He has over 10 years recreational/hobby experience in all aspects
UA design, construction and operations . The objective John F. McCreary’s aerial video
and photography operation s is t o provide high quality imaging for a variety of comme rcial,
public, and residential uses, specifically targeting:

 Real estate and private property aerial photography

 Aerial acquisitions used for inspections of public and private structures.

 Increase public knowledge of UAS and promote safe UAS operations.5 BACKGROUND

Unmanned Aircraft Systems: DJI Phantom 2 Vision+
John F. McCreary seeks an exemption to operate DJI systems for compensation or

hire within the NAS. The DJI Phantom 2 Vision+ is a vertical takeoff and landing (VTOL)
Unmanned Aircraft (UA) with a Ground Control Station (GCS) utilizing electronic tablet
or smart phone systems. The DJI Phantom 2 Vision+ has a maximum gross weight of
approximately 2 pounds 11 ounces, while having a len gth of 16 inches width of 16 inches,
height of 8 inches, and a maximum speed of approximately 29 knots. The DJI Phantom 2

Vision+ is equipped with four main rotors; driven by Lithium Polymer battery powered

electric motors.

The DJI Phantom 2 Vision+ UAS t hat will be operated by John F. McCreary will
be registered in accordance with 49 U.S.C. 44103, Registration of Aircraft , as well as 14

C.F.R Part 47, Aircraft Registration , and marked in accordance with 14 C.F.R. Part 45,
Identification and Registration M arking

.
BASIS FOR PETITION

Petitioner, John F. McCreary , pursuant to the provisions of the Federal Aviation
Regulations (14 C.F.R. § 11.61) and the FAA Modernization and Reform Act of 2012

(FMRA), Section 333, Special Rules for Certain Unmanned Aircraft S ystems , hereby
petitions the Administrator to commercially operate the DJI Phantom 2 Vision UAS in the
National Airspace System (NAS), and for an exemption from the requirements of 14 C.F.R

§§ 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407( a)(1), 91.409(a)(1) &

(a)(2), and 91.417(a) & (b).6 In consideration of the speed, weight, size, and limited operating area associated
with the unmanned aircraft and its operation, John F. McCreary’s operation of DJI

Phantom 2 Vision+ UAS meets the conditions of FMRA Section 333 and therefore, will
not require an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H.
Accordingly, John F. McCreary requests relief from Sections 91.405(a),

91.407(a)(1), 91.409(a)(1) & (a) (2), and 91.417(a) & (b), as these sections set forth
requirements for maintenance that only apply to aircraft with an airworthiness certificate.
John F. McCreary submits that the requested relief is proper since an equivalent
level of safety will be ensu red. John F. McCreary will use experienced personnel or
technicians to perform maintenance, alterations, or preventive maintenance on the UASs
using the methods, techniques, and practices prescribed in the operating documents (i.e.,
Monthly Maintenance Log , and DJI Phantom 2 Vision+ Instruction Manual). Furthermore,
John F. McCreary will document and maintain all maintenance records for the DJI

Phantom 2 Vision+ UAS

. Relief from certain requirements of Section 61.113(a) and (b), entitled Private pilot

priv ileges and limitations: Pilot in command , is requested by John F. McCreary to the
extent necessary to allow a Pilot in Command (PIC) holding a private pilot or higher level
certificate, as well as an airman medical certificate, and who has demonstrated, by meeting
minimum flight

- hour and currency requirements, that the PIC is able to safely operate the

DJI Phantom 2 Vision+ UAS in a manner consistent with this exemption, including
evasive and emergency maneuvers and maintaining appropriate distances from p eople,

vessels, vehicles and structures.7 John F. McCreary seeks relief from Section 91.7(a), entitled Civil aircraft

airworthiness
, because the DJI Phantom 2 Vision+ UAS do es not require an airworthiness

certificate in accordance with 14 C.F.R. Part 21, S ubpart H. As such, John F. McCreary

submits that he will ensure that the DJI Phantom 2 Vision+ UAS is in an airworthy
condition, prior to every flig ht, by determining that the UAS is in compliance with the
operating documents (i.e., Monthly Maintenance Log , and DJI Phantom 2 Vision+

Instruction Manual), and that the aircraft is in a condition for safe flight.
John F. McCreary also seeks an exemption from the requirements of Section

91.121, entitled Altimeter Settings , as the DJI Phantom 2 Vision + UA will not have a
typical barometric altimeter onboard. However, altitude information of the DJI Phantom 2

Vision+ UA will be provided to the PIC via Global Positioning System (GPS) equipment
and radio communications telemetry data link, which downlinks fro m the UA to the GCS
for active monitoring of the flight path. This altitude information, combined with John F.
McCreary ’s operation of the DJI Phantom 2 Vision+ UAS within visual line of sight, at or

below 4 00 feet AGL, will ensure a level of safety equiva lent to Section 91.121.
Additionally, John F. McCreary seeks an exemption from the requirements of

Section 91.151(b), entitled Fuel requirements for flight in VFR conditions

. John F.
McCreary submits that safety will not be affected by operation of the DJ I Phantom 2

Vision+ UA during daylight hours in visual meteorological conditions (VMC) under visual
flight rules (VFR), with enough battery power to fly for a total duration of approximately
13.5 minutes to the first point of intended landing and, assuming normal cruising speed, to
fly after that for at least 4.5 minutes.8 In accordance with 14 C.F.R. § 11.81, John F. McCreary provides the following
information in support of its petition for exemption:

A. Name And Address Of The Petitioner.

The name and ad dress of the Petitioner and point of contact is:
John F. McCreary 4736 Kaskaskia Rd. Waterloo, IL 62298 Tel: ( 618 ) 407

- 2581 Email: themccrearys@ymail.com
B. The Spec ific Sections Of 14 C.F.R. From Which John F. McCreary Seeks Exemption.

1. John F. McCreary Seeks Exemption From The Requirements Of Section 61.113(a) And (b).

Section 61.113, entitled Private pilot privileges and limitations: Pilot in command
, subsections (a) and (b) prescribe the following, in relevant part:
(a) No person who holds a private pilot certificate may act as a pilot in command (PIC) of an aircraft that is carrying passengers or property for compensation or hire; nor may that person, for compensation or hire, act as PIC of an aircraft.
(b) A private pilot may, for compensa tion or hire, act as PIC 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.

2. John F. M cCreary Seeks Exemption From The Requirements Of Section 91.7(a).

Section 91.7, entitled Civil aircraft airworthiness , subsection (a), states the
following:
(a) No person may operate a civil aircraft unless it is in an airworthy condition.9 3. John F. McCreary Seeks Exemption From The Requirements Of Section 91.121.
Section 91.121, entitled Altimeter settings , subsection (a), states the following, in

part:
(a) Each person operating an aircraft shall maintain the cruising altitude or flight level of t hat aircraft, as the case may be, by reference to an altimeter that is set, when operating

-- (1) Below 18,000 feet MSL, to

-- (i) The current reported altimeter setting of a station along the route and within 100 nautical miles of the aircraft;
(ii) If there is no station within the area prescribed in paragraph (a)(1)(i) of this section, the current reported altimeter setting of an appropriate available station; or
(iii) In the case of an aircraft not equipped with a radio, the elevation of the departure airport or an appropriate altimeter setting available before departure.

4. John F. McCreary Seeks Exemption From The Requirements Of Section 91.151(b).

Section 91.151, entitled Fuel requirements for flight in VFR conditions , subsection

(b), s tates the following:
(b) No person may begin a flight in a rotorcraft 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, t o fly after that for at least 20 minutes.

5. John F. McCreary Seeks Exemption From The Requirement Of Section 91.405(a).

Section 91.405, entitled Maintenance required , subsection (a), states the following:
Each owner or operator of an aircraft

— (a) 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[.]10 6. John F. McCreary Seeks Exemption From The Requirements Of Section 91.407(a)(1)

Section 91.407, entitled Operation after maintenance, preventive maintenance,
rebuilding, or alteration
, subsection (a)(1), states the following:
(a) No person may operate any aircraft that has undergone maintenance, preventive maintenance, rebuilding, or alteration unless

-- (1) It has been approved for return to service by a person authorized under § 43.7 of this chapter[.]

7. John F. McCreary Se eks Exemption From The Requirements Of Sections 91.409(a)(1) And 91.409(a)(2).

Section 91.409, entitled Inspections , subsection (a), states the following:
(a) Except as provided in paragraph (c) of this section, no person may operate an aircraft unless, within the preceding 12 calendar months, it has had

-- (1) An annual inspection in accordance with part 43 of this chapter and has been approved for return to service by a person authorized by § 43.7 of this chapter; or
(2) An inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter.

8. John F. McCreary Seeks Exemption From The Requirements Of Sections 91.417(a) And 91.417(b).

Section 91.417, entitled Maintenance records , su bsections (a) and (b), state the
following:
(a) Except for work performed in accordance with §§ 91.411 and 91.413, each registered owner or operator shall keep the following records for the periods specified in paragraph (b) of this section:

(1) Records of the maintenance, preventive maintenance, and alteration and records of the 100

- hour, annual, progressive, and other required or approved inspections, as appropriate, for each aircraft (including the airframe) and each engine, propeller, rotor, and appli ance of an aircraft. The records must include

--11 (i) A description (or reference to data acceptable to the Administrator) of the work performed; and
(ii) The date of completion of the work performed; and
(iii) The signature, and certificate number of the person approving the aircraft for return to service.
(2) Records containing the following information:
(i) The total time in service of the airframe, each engine, each propeller, and each rotor.

(ii) Th e current status of life

- limited parts of each airframe, engine, propeller, rotor, and appliance.

(iii) The time since last overhaul of all items installed on the aircraft which are required to be overhauled on a specified time basis.

(iv) The current in spection status of the aircraft, including the time since the last inspection required by the inspection program under which the aircraft and its appliances are maintained.
(v) The current status of applicable airworthiness directives (AD) and safety dire ctives including, for each, the method of compliance, the AD or safety directive number and revision date. If the AD or safety directive involves recurring action, the time and date when the next action is required.
(vi) Copies of the forms prescribed by § 43.9(d) of this chapter for each major alteration to the airframe and currently installed engines, rotors, propellers, and appliances.
(b) The owner or operator shall retain the following records for the periods prescribed:
(1) The records specified in paragraph (a)(1) of this section shall be retained until the work is repeated or superseded by other work or for 1 year after the work is performed.
(2) The records specified in paragraph (a)(2) of this section shall be retained and transferred with the aircraft at the time the aircraft is sold.
(3) A list of defects furnished to a registered owner or operator under § 43.11 of this chapter shall be retained until the defects are repaired and the aircraft is approved for return to service.12

C. The Extent Of Relief John F. McCreary Seeks And The Reason John F. McCreary Seeks The Relief.

1. Extent Of Relief John F. McCreary Seeks And The Reason John F. McCreary Seeks Relief From Section 61.113(a) And (b).

Relief from Section 61.113(a) and (b) entitled Private pilot privileges and

limitations: Pilot in command , is requested to the extent necessary to allow a PIC holding a
private pilot or higher level certificate, as well as a current and valid airman medical
certificate, and who has met certain flight

- h our and currency requirements, to conduct the
proposed UAS flight operations for compensation or hire.
This relief is requested since the limitations set forth in Section 61.113(a) and (b)
state that a private pilot may, for compensation or hire, act as P IC 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.
As set forth more fully below, John F. McCreary submits that an equivalent level of
safety will be maintained because no PIC will be allowed to operate the DJI Phantom 2
Vision+ UAS unless that PIC has met certain flight

- hour and currency requirements,
demonstrating that the PIC is able to s afely operate the DJI Phantom 2 Vision+ UAS in a
manner consistent with the operations specifications as described in this exemption,
including evasive and emergency maneuvers, as well as maintaining appropriate distances
from people, vessels, vehicles and structures.

Further, John F. McCreary submits that all flights of t he DJI Phantom 2 Vision+

UAS , conducted by the PIC pursuant to the grant of this Petition: (1) will be incidental to13

John F. McCreary’s business; and (2) will not carry passengers or prope rty for
compensation or hire.

2. Extent Of Relief John F. McCreary Seeks And The Reason John F. McCreary Seeks Relief From Section 91.7(a).
Relief from Section 91.7(a) entitled Civil aircraft airworthiness , is requested to the
extent required to allow J ohn F. McCreary to determine that the DJI Phantom 2 Vision+

UAS is in airworthy condition prior to every flight by ensuring that the UAS is in
compliance with the operating documents (i.e., Monthly Maintenance Log, and DJI

Phantom 2 Vision+ Instruction Manual).
John F. McCreary seeks the requested relief because the DJI Phantom 2 Vision+

UAS do es not require an airworthiness certificate in accordance with 14 C.F.R. Part 21,
Subpart H. Therefore, John F. McCreary will ensure that the DJI Phantom 2 Vision+ UAS

is in airworthy condition based upon its compliance with the op erating documents (i.e
., Monthly Maintenance Log, and DJI Phantom 2 Vision+ Instruction Manual) prior to every
flight, and further, determine that the aircraft is in condition for safe flight, as stated in the

conditions and limitations below.

3. Extent Of Relief John F. McCreary Seeks And The Reason John F. McCreary Seeks Relief From Section 91.121.
Relief from Section 91.121, entitled Altimeter settings , may be required to allow
flight operations of the DJI Phantom 2 Vision+ UAS , which utilize a baromet ric pressure
sensor, GPS equipment, and a radio communications telemetry data link to downlink
altitude information from the UA to the PIC at the ground control station (GCS). Since the
FAA requires that any altitude information concerning UAS operations b e reported to air
traffic control (ATC) in feet above ground level (AGL), John F. McCreary seeks the
requested relief because the DJI Phantom 2 Vision+ UA altimeter may be set on the14

ground to zero feet AGL, rather than the local barometric pressure or fie ld altitude, before
each flight.
Considering the limited altitude of the proposed operations, relief from 14 CFR
91.121 is sought to the extent necessary to comply with the applicable conditions and
limitations stated below. As more fully set forth herein , an equivalent level of safety will

be maintained since the DJI Phantom 2 Vision+ UA is equipped with a barometric pressure
sensor and GPS equipment, which automatically ensures that a ground level pressure
setting will be established prior to each flight , and provides the PIC with altitude

information of the UA on the heads

- up display of the GCS.

4. Extent Of Relief John F. McCreary Seeks And The Reason John F. McCreary Seeks Relief From Section 91.151(b).
Relief from Section 91.151(b) entitled Fuel requirements for flight in VFR

conditions , is requested to the extent required to allow flights of the battery powered DJI

Phantom 2 Vision UA during daylight hours in visual meteorological conditions (VMC),
under visual flight rules (VFR), for a total dur ation of 13.5 minutes to the first point of
intended landing and, assuming normal cruising speed, to fly after that for at least 4.5

minutes. John F. McCreary seeks the requested relief because without an exemption from
Section 91.151(b), the flight time d uration of the battery powered DJI Phantom 2 Vision+

UA will severely constrain the practicality of any aerial video or still photo flight
operations that John F. McCreary proposes to conduct pursuant to this Petition.
Significantly, as set forth below, t he technical specifications of the DJI Phantom 2

Vision+ UAS , the DJI Phantom 2 Vision+ operating documents, and John F. McCreary ’s
proposed operating limitations, ensure that John F. McCreary will safely operate the
battery powered DJI Phantom 2 Vision+ U A during daylight hours in visual15

meteorological conditions (VMC), under visual flight rules (VFR), with enough battery
power to fly for a total duration of 13.5 minutes to the first point of intended landing and,
assuming normal cruising speed, to fly aft er that for at least 4.5 minutes.

5. Extent Of Relief John F. McCreary Seeks And The Reason John F. McCreary Seeks Relief From Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), And 91.417(a) & (b).
Since Sections 91.405(a), 91.407(a)(1), 91.409(a) (1) & (a)(2), and 91.417(a) & (b)
only apply to aircraft with an airworthiness certificate, John F. McCreary requests relief

from these Sections because the DJI Phantom 2 Vision+ UAS do es not require
airworthiness certificates. As set forth more fully belo w, the DJI Phantom 2 Vision+ UAS

meet s the conditions of FMRA Section 333 for operation without an airworthiness
certificate. Accordingly, John F. McCreary will use trained technicians to perform
maintenance, alterations, or preventive maintenance on the UASs using the methods,
techniques, and practices prescribed in the UAS operating documents (i.e., Monthly
Maintenance Log, and DJI Phantom 2 Vision+). Furt hermore, John F. McCreary will

document and maintain all maintenance records for the DJI Phantom 2 Vision+ UAS

. D. The Reasons Why Granting John F. McCreary ’s Request Would Be In The Public Interest; That Is, How It Would Benefit The Public As A Whole.
Granting the present Petition will further the public interest by allowing John F.
McCreary to safely, efficiently, and economically perform aerial video and photography of
construction sites, real estate, and landscape over certain areas of the United Sta tes.
Additionally, use of the DJI Phantom 2 Vision+ UAS will decrease congestion of
the NAS, reduce pollution, and provide significant benefits to the economy. Notably, the

benefits of John F. McCreary’s proposed operation of the DJI Phantom 2 Vision+ UAS
will be realized without implicating any privacy issues.16 1. The Public Will Benefit From Decreased Congestion Of The NAS.

The DJI Phantom 2 Vision+ UA is battery powered and serve s as a safe, efficient,

and economical alternative to the manned aircraft traditionally utilized to obtain aerial
imagery. By reducing the amount of manned aircraft needed to perform aerial acquisitions,
an exemption allowing the use of a DJI Phantom 2 Vision+ UAS would reduce the amount

of manned aircraft in the NAS, reduce no ise and air pollution, as well as increase the safety
of life and property in the air and on the ground.
Furthermore, by reducing the number of manned aircraft operating in the NAS,
congestion around airports caused by arriving and departing aircraft will be reduced. The

DJI Phantom 2 Vision+ UA do es not require an airport to takeoff or land. Likewise, a
reduction of manned aircraft conducting aerial video and photography missions would
result in fewer aircraft that must be handled by air traffic control d uring the ground,
takeoff, departure, arrival, and landing phases of flight operations.
2. The Public Will Benefit From The Safety And Efficiency Of The DJI Phantom 2 Vision+ UAS

. Conducting aerial acquisitions with the DJI Phantom 2 Vision+ UAS , instead of
manned aircraft, will greatly benefit the public by drastically reducing the levels of air and
noise pollution generated during traditional aerial video and still photography flight
operations. By using battery power and electric motors, the D JI Phantom 2 Vision+ UAS
produce s no air pollution, and is the most viable environmentally conscious alternative to
the cabin class, six cylinder internal combustion engine aircraft that are typically utilized
for aerial video and photography, while burnin g approximately 20

- 30 gallons per hour of

leaded aviation fuel. The DJI Phantom 2 Vision+ UA , while reducing the carbon footprint17

of aerial acquisitions, also eliminates noise pollution, as the UAs are propelled by battery
powered electric motors, rather t han an internal combustion engine.
By using the DJI Phantom 2 Vision+ UAS to perform aerial acquisitions, the
substantial risk to life and property in the air and on the ground, which is usually
associated with traditional manned aircraft flight operatio ns, will be substantially reduced
or completely eliminated. Aside from the lack of flight crew members located onboard the

aircraft, the DJI Phantom 2 Vision+ UA (weighing approximately 2 pounds 11 ounces, at
its maximum gross weight with a length of 16 i nches, widths of 16 inches, and with no fuel
on board), has less physical potential for collateral damage to life and property on the
ground, and in the air, compared to the manned aircraft that typically conduct similar
operations (weighing approximately 6,000 pounds with a wingspan of approximately 42
feet, a length of 34 feet, and a fuel capacity of 180 gallons).
3. Performing Aerial Video and Photography Operations With The DJI Phantom 2 Vision+ UA S Will Benefit The Economy.
In addition to being safe and efficient, the DJI Phantom 2 Vision+ UAS is also an
economical alternative to using manned aircraft to conduct similar aerial operations. As
such, operation of the DJI Phantom 2 Vision+ UAS will allow United States based
companies, like John F. McCreary’s , to remain competitive and contribute to growth of the
U.S. economy. Specifically, with the rising cost of aviation fuel and the Environmental
Protection Agency (“EPA”) regulatory actions phasing out leaded aviation fuels, U.S.
owned and operate d companies must adopt new and alternative technology in order to
remain competitive. Operating the battery powered DJI Phantom 2 Vision+ UASs is one
such technology that not only allows companies greater operational flexibility compared to18

manned aircraft , but provides such flexibility without the high operational cost of a

traditional manned aircraft.
By operating the DJI Phantom 2 Vision+ UAS , companies such as John F.
McCreary’s , can remain competitive and profitable, and therefore, provide greater job
stability to employees and contractors, which will ultimately contribute to growth of the
U.S. economy. Improved financial performance of U.S. companies, through commercial

use of the DJI Phantom 2 Vision+ UAS , provides a stable workforce that increases

c onsumer spending; improves local, state, and federal tax revenues; and allows companies
to invest in research and development in order to remain competitive both in the United

States and abroad.
4. There Are No Privacy Issues.

Similar to the manned aeria l acquisition flight operations that have been conducted for

decades, John F. McCreary ’s proposed operation of the DJI Phantom 2 Vision+ UAS will
not implicate any privacy issues. Specifically, the DJI Phantom 2 Vision+ UAS will be
operated only in complia nce with operating documents (i.e., Monthly Maintenance Log,
and DJI Phantom 2 Vision+) which requires property owner involvement as well as local
law enforcement notification, and in accordance with the Federal Aviation Regulations,
including the minimum altitude requirements of 14 C.F.R. § 91.119.
E. The Reasons Why Granting The Exemption Would Not Adversely Affect Safety, Or How The Exemption Would Provide A Level Of Safety At Least Equal To That Provided By The Rule From Which John F. McCreary Seeks Exemption.
1. Reasons Why The DJI Phantom 2 Vision+ UA Meet s The Conditions Of The FAA Modernization and Reform Act of 2012 (FMRA) Section 333.
In consideration of the size, weight, speed, and limited operating area associated
with the unmanned aircraft and its operation, John F McCreary’s operation of the DJI19

Phantom 2 Vision+ UAS meet s the conditions of FMRA Section 333, and will not require

an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H.
Section 333 provides authority for a UAS to operate without airworthiness
certification and sets forth requirements for considering whether a UAS will create a

hazard to users of t he NAS or the public, or otherwise pose a threat to national security.
Specifically, FMRA Section 333 states the following, in part:

(a) In General.

-- Notwithstanding any other requirement of this subtitle, and not later than 180 days after the date of ena ctment of this Act, the Secretary of Transportation shall determine if certain unmanned aircraft systems may operate safely in the national airspace system before completion of the plan and rulemaking required by section 332 of this Act or the guidance req uired by section 334 of this Act.
(b) Assessment of Unmanned Aircraft Systems.

-- In making the determination under subsection (a), the Secretary shall determine, at a minimum

-- (1) which types of unmanned aircraft systems, if any, as a result of their siz e, weight, speed, operational capability, proximity to airports and populated areas, and operation within visual line of sight do not create a hazard to users of the national airspace system or the public or pose a threat to national security; and
(2) wh ether a certificate of waiver, certificate of authorization, or airworthiness certification under section 44704 of title 49, United States Code, is required for the operation of unmanned aircraft systems identified under paragraph (1).
(c) Requirements f

or Safe Operation.

-- If the Secretary determines under this section that certain unmanned aircraft systems may operate safely in the national airspace system, the Secretary shall establish requirements for the safe operation of such aircraft systems in the national airspace system.
In seeking this exemption, John F. McCreary submits that the DJI Phantom 2

Vision+ UAS can operate safely in the NAS pursuant to FMRA Section 333, as
demonstrated by: (a) the characteristics of the DJI Phantom 2 Vision+ UAS ; (b) the pilot
certification requirement; and (c) the specific operating limitations.20 a. The Specifications Of The DJI Phantom 2 Vision+ UAS Demonstrate Its Safe Characteristics.

The DJI Phantom 2 Vision+ UAS do es not create a hazard to users of the NAS or
the public, or otherwise pose a threat to national security considering its size, weight,
speed, and operational capability.

i. Technical Specifications Of The DJI Phantom 2 Vision+ UAS.
The technical specific ations of the DJI Phantom 2 Vision+ UAS is set forth by the

DJI Phantom 2 Vision+ Specifications and Data Sheet, attached hereto as Exhibit A.

ii. The DJI Phantom 2 Vision+ UAS Autonomous Flight And Navigation Modes Enable The UASs To Remain Within A Defi ned Operational Area.

The DJI Phantom 2 Vision+ UAS may be operated in both manual and fully
autonomous flight modes. A complete description of the flight and navigational modes of

the DJI Phantom 2 Vision+ UAS is provided at pages 25

- 35 of the DJI Phant om 2 Vision+
and pages 12

- 16 User Manual , attached hereto as Exhibit B

.

iii. The DJI Phantom 2 Vision+ UAS is Designed For Automatic Return To Home Point Or Hover In The Event Of Loss Of The Control Link Or Navigation.
When the Control Link is lost, the DJI Phantom 2 Vision + UA will remain
stationary, in flight, for 3 seconds or more. If, after 3 seconds, the DJI Phantom 2 Vision+

UA do es not reacquire control link data from the GCS, the UAs will assume that the

Control Link is lost and the UAs will return to the home position (i.e., failsafe mode) via
GPS, and will descend to the takeoff position and shutdown.
A complete description of the Failsafe Functions of the DJI Phantom 2 Vision+
UAS are set forth at pages 27 thr ough 29 of the DJI Phantom 2 Vision+ User Manual
,
attached hereto as Exhibit B

.21 iv. The DJI Phantom 2 Vision+ GCS And Its Operation.
A complete description of the operation and specifications of the DJI Phantom 2
Vision+ GCS and flight control software is provided at pages 32 through 43 of the DJ I

Phantom 2 Vision+ User Manual. DJI Phantom 2 Vision+ User Manual is att ached hereto

as Exhibits B

.

b. Flight Operations Of DJI Phantom 2 Vision+ UAS is Limited To The Line Of Sight Of A Certificated Pilot in Command With A Safety Observer.
John F. McCreary will only utilize certificated pilots who possess a current and
valid airman medical certificate to act as a pilot in command (PIC) of the DJI Phant om 2

Vision+ UAS . Additionally, a safety observer will assist all pilots during flight time.

c. Flights Of DJI Phantom 2 Vision+ UAS Will Be Conducted Pursuant To Specific Operating Limitations.
In seeking this exemption, John F. McCreary proposes to co mmercially operate DJI

Phantom 2 Vision+ UAS for the special purpose of conducting aerial video and
photography over certain areas of United States, pursuant to the following specific
operating limitations:
1. Operations authorized by this grant of exempti on will be limited to the following aircraft described in the operating documents, rotorcraft UASs weighing less than 55 pounds maximum gross weight: DJI Phantom 2 Vision+ Unmanned Aircraft Systems. Proposed operations of any other aircraft will require a new petition or a petition to amend this grant.
2. UAS operations under this exemption will be limited to conducting operations for the purpose of aerial video and photography.
3. The UAs may not be flown at an indicated airspeed exceeding 20 knots.
4. The UA must be operated at an altitude of no more than 4 00 feet above ground level (AGL), as indicated by the procedures specified in the operating documents unless a special request is made and approved by ATC. All altitudes reported to ATC must be in feet AGL.22 5. The UA must be operated within visual line of sight (VLOS) of the PIC at all times. This requires the PIC to be able to use human vision unaided by any device other than corrective lenses, as specified on the PIC’s FAA

- issued airman medical certificate.
6. The use of first person view (FPV) by the PIC or safety observer (SO) is not permitted.
7. All operations must utilize a safety observer (SO). The SO may be used to satisfy the VLOS requirement as long as the PIC always maintains VLOS capability. The SO and PIC must be able to communicate verbally at all times. Electronic messaging or texting is not permitted during flight operations. The PIC must be designated before the flight and cannot transfer his or her designation for the duration of the flight. The PIC must ensure that the SO can perform the functions prescribed in the operating docume nts.
8. The SO must not perform any other duties beyond assisting the PIC with seeing and avoiding other air traffic and other ground based obstacles/obstructions and is not permitted to operate the camera or other instruments.
9. The operating documen ts and the grant of exemption must be accessible during UAS operations and made available to the Administrator upon request. If a discrepancy exists between the conditions and limitations contained in the grant of exemption and the procedures outlined in t he operating documents, the conditions and limitations contained in the grant of exemption take precedence and must be followed. Otherwise, the operator must follow the procedures as outlined in its operating documents. The operator may update or revise it s operating documents. It is the operator’s responsibility to track such revisions and present updated and revised documents to the Administrator upon request. The operator must also present updated and revised documents if it petitions for extension or am endment to the grant of exemption. If the operator determines that any update or revision would affect the basis upon which the FAA granted the exemption, then the operator must petition for amendment to its grant of exemption. The FAA’s UAS Integration Of fice (AFS

- 80) may be contacted if questions arise regarding updates or revisions to the operating documents.
10. Prior to each flight the PIC must inspect the UAS to ensure that it is in a condition for safe flight. If the inspection reveals a condition that affects the safe operation of the UAS, the aircraft is prohibited from operating until the necessary maintenance has been performed and the UAS is found to be in a condition for safe flight. The Ground Control Station must be included in the preflight inspection. All maintenance and alterations must be properly documented in the aircraft records.
11. Any UAS that has undergone maintenance or alterations that affect the UAS operation or flight characteristics, e.g. replacement of a flight critical23 com ponent, must undergo a functional test flight. The PIC who conducts the functional test flight must make an entry in the aircraft records.
12. The pre

- flight inspection must account for all potential discrepancies, e.g. inoperable components, items, or e quipment, not already covered in the relevant sections of the operating documents.
13. The operator must follow the UAS manufacturer’s aircraft/component, maintenance, overhaul, replacement, inspection, and life limit requirements.
14. The operator mus t carry out its maintenance, inspections, and record keeping requirements, in accordance with the operating documents. Maintenance, inspection, alterations, and status of replacement/overhaul component parts must be noted in the aircraft records, including total time in service, description of work accomplished, and the signature of the authorized person returning the UAS to service.

15. Each UAS operated under this exemption must comply with all manufacturer Safety Bulletins.
16. The authorized person must make an entry in the aircraft record of the corrective action taken against discrepancies discovered between inspections.
17. The PIC must possess at least a private pilot certificate and at least a current third

- class medical certificate.

18. Th e operator may not permit any PIC to operate unless the PIC meets the operator’s qualification criteria and demonstrates the ability to safely operate the UAS in a manner consistent with how the UAS will be operated under the exemption, including evasive a nd emergency maneuvers and maintaining appropriate distances from persons, vessels, vehicles and structures. PIC qualification flight hours must be logged in a manner consistent with 14 C.F.R. § 61.51(b). Flights for the purposes of training the operator’s PICs are permitted under the terms of the exemption. However, training operations may only be conducted during dedicated training sessions. During training, proficiency, and experience

- building flights, all persons not essential for flight operations are considered nonparticipants, and the PIC must operate the UA with appropriate distance from nonparticipants in accordance with 14 C.F.R. § 91.119.
19. UAS operations may not be conducted during night, as defined in 14 C.F.R. § 1.1. All operations must be conducted under visual meteorological conditions (VMC). If flight at night is required, a special request will be made at the FAA office closest to proposed area of operations. Flights under special visual flight rules (SVFR) are not authorized.
20. The UA may not operate within 5 nautical miles of an airport reference point as denoted on a current FAA

- published aeronautical chart unless a letter of24 agreement with that airport’s management is obtained, and the operation is conducted in accordance with a NOTAM as required by the operator’s COA. The letter of agreement with the airport management must be made available to the Administrator upon request

. 21. The UA may not be operated less than 5 00 feet below or less than 2,000 feet horizontally from a cloud or when visibility is less than 3 statute miles from the PIC.
22. If the UA loses communications or loses its GPS signal, it must return to a pr e

determined location within the planned operating area and land or be recovered in accordance with the operating documents.
23. The PIC must abort the flight in the event of unpredicted obstacles or emergencies in accordance with the operating document s. 24. The PIC is prohibited from beginning a flight unless (considering wind and forecast weather conditions) there is enough power to fly at normal cruising speed to the intended landing point and land the UA with 25% battery power remaining.

25. The operator must obtain an Air Traffic Organization (ATO) issued Certificate of Waiver or Authorization (COA) prior to conducting any operations under the grant of exemption. This COA will also require the operator to request a Notice to Airman (NOTAM) not m ore than 72 hours in advance, but not less than 48 hours prior to the operation. All operations shall be conducted in accordance with airspace requirements in the ATO issued COA including class of airspace, altitude level and potential transponder requirem ents.
26. All aircraft operated in accordance with the exemption must be identified by serial number, registered in accordance with 14 C.F.R. part 47, and have identification (N

- Number) markings in accordance with 14 C.F.R. part 45, Subpart C. Markings must be as large as practicable.
27. Before conducting operations, the radio frequency spectrum used for operation and control of the UA must comply with the Federal Communications Commission (FCC) or other appropriate government oversight agency require ments.
28. The documents required fewer than 14 C.F.R. 91.9 and 91.203 must be available to the PIC at the Ground Control Station of the UAS any time the UAS is operating. These documents must be made available to the Administrator or any law enforcement official upon request.
29. The UA must remain clear and yield the right of way to all manned aviation operations and activities at all times.
30. The UAS may not be operated by the PIC from any moving device or vehicle.25 31. Flight operations must be conducted at least 500 feet from all nonparticipating persons (persons other than the PIC, SO, operator trainees or essential persons), vessels, vehicles, and structures unless:
a. Barriers or structures are present that suf ficiently protect nonparticipating persons from the UA and/or debris in the event of an accident. The operator must ensure that nonparticipating persons remain under such protection. If a situation arises where nonparticipating persons leave such protectio n and are within 500 feet of the UA, flight operations must cease immediately and/or;
b. The aircraft is operated near vessels, vehicles or structures where the owner/controller of such vessels, vehicles or structures has granted permission and the PIC h as made a safety assessment of the risk of operating closer to those objects and determined that it does not present an undue hazard, and;
c. Operations nearer to the PIC, SO, operator trainees or essential persons do not present an undue hazard to those persons per § 91.119(a).
32. All operations shall be conducted over private or controlled

- access property with permission from the land owner/controller or authorized representative. Permission from land owner/controller or authorized representative wil l be obtained for each flight to be conducted.
33. 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 Off ice (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

. 2. Reasons Why An Exemption From The Requiremen ts Of Section 61.113(a) And (b) Would Not Adversely Affect Safety.
John F. McCreary submits that the equivalent level of safety established by Section
61.113(a) and (b) will be maintained because no PIC will be allowed to operate the DJI

Phantom 2 Vision+ UAS unless that PIC has demonstrated, by meeting minimum flight

hour and currency requirements, that the PIC is able to safely operate the DJI Phantom 2

Vision+ UAS in a manner consistent with the exemption, including evasive and emer gency
maneuvers and maintaining appropriate distances from people, vessels, vehicles and

structures.26 Considering John F. McCreary ’s proposed area of operations, and the operating

limitations set forth

- above; the parallel nature of private pilot aeronautic al knowledge
requirements to those of commercial pilot requirements ( See Exemption No. 11062); and
the airmanship skills necessary to safely operate the DJI Phantom 2 Vision+ UAS, John F.
McCreary submits that the additional manned airmanship experience of a commercially
certificated pilot would not correlate to the airmanship skills necessary for John F.
McCreary ’s specific proposed flight operations.
The FAA has previously granted relief from Section 61.113(a) and (b) specific to

UAS, in circumstances si milar, in all material respects, to those presented herein (e.g.
Exemption Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110, 11112,

11136, 11138, 11150, 11153, 11156, 11158, 11159, 11160, 11161).
John F. McCreary will not allow any PIC t o operate the DJI Phantom 2 Vision+
UAS unless that PIC has demonstrated, by meeting minimum flight

- hour requirements or

the DJI Phantom 2 Vision+ UAS training and currency requirements, that the PIC is able
to safely operate the DJI Phantom 2 Vision+ UAS in a manner consistent with this
exemption, including evasive and emergency maneuvers and maintaining appropriate
distances from people, vessels, vehicles and structures.
Specifically, the PIC must have accumulated and logged, in a manner consistent
with 14 C.F.R. § 61.51(b), 25 hours of total time as a UAS rotorcraft pilot (with a
minimum of 5 hours of those hours as a UAS pilot operating the same make and model of

UAS to be used for operations under the exemption). In addition to the hour requirements,
the PIC must accomplish 3 takeoffs and landings in the preceding 90 days (for currency
purposes).27 As in Exemption Nos. 11062, 11138, and 11153, prior documented flight

expe rience that was obtained in compliance with applicable regulations will ensure an
equivalent level of safety during John F. McCreary’s proposed operations. The
Administrator has held that prior documented flight experience that was obtained in
compliance w ith applicable regulations would ensure safe operations, stating as follows:
In Exemption No. 11062, the FAA required that prior to conducting operations for the purpose of motion picture filming (or similar operations), the PIC must have accumulated and logged, in a manner consistent with 14 CFR 61.51(b), 25 hours of total time as a UAS rotorcraft pilot including at least 10 hours logged as a UAS pilot with a multi

- rotor UAS. Prior to operations under Exemption No. 11062, the PIC must also have accumulate d and logged a minimum of 5 hours as a UAS pilot operating the same make and model of UAS to be used for operations under the exemption. For clarification, the FAA considers these minimum hour requirements to be inclusive rather than additive; i.e. 5 hours make and model time may be included in the 10 hours of multi

- rotor time and the 10 hours may be included in the total 25 hours of UAS rotorcraft time. In addition to the hour requirements, the PIC must accomplish 3 takeoffs and landings in the preceding 9 0 days (for currency purposes). The FAA finds that at a minimum, the flight

- hour requirements in Exemption No. 11062 are appropriate to practice and build proficiency in the skills necessary to safely conduct the petitioner’s proposed operations. The FAA

a lso finds that prior documented flight experience that was obtained in compliance with applicable regulations would satisfy this requirement. Training, proficiency, and experience

- building flights can also be conducted under the grant of exemption to accom plish the required flight time. During training, proficiency, and experience

- building flights the PIC is required to operate the UA with appropriate distances in accordance with 14 C.F.R 91.119.
Exemption No. 11138 at page 15.
Accordingly, John F. McCre ary will ensure safe operations by not allowing any
PIC to operate the DJI Phantom 2 Vision+ UAS unless that PIC has demonstrated, by
meeting minimum flight

- hour and currency requirements, that the PIC is able to safely
operate the DJI Phantom 2 Vision+ UA S in a manner consistent with the exemption,
including evasive and emergency maneuvers and maintaining appropriate distances from
people, vessels, vehicles and structures.28 3. Reasons Why An Exemption From The Requirements Of Section 91.7(a) Would Not Adve rsely Affect Safety.
The equivalent level of safety established by Section 91.7(a) will be maintained
because prior to every flight, John F. McCreary will ensure that the DJI Phantom 2
Vision+ UAS is in an airworthy condition based upon the UAS’s complia nce with its
operating documents and as stated in the conditions and limitations herein.
Additionally, the FAA has previously granted relief from Section 91.7(a) specific
to UAS, in circumstances similar, in all material respects, to those presented herei n (e.g.
Exemption Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110, 11112,

11136, 11138, 11150, 11153, 11156, 11157, 11158, 11159, 11160, 11161).
4. Reasons Why An Exemption From The Requirements Of Section 91.121 Would Not Adversely Aff ect Safety.
The equivalent level of safety established by Section 91.121 will be maintained

because the altitude information of the DJI Phantom 2 Vision+ UA will be provided to the
PIC via GPS equipment and a radio communications telemetry data link, which downlinks
from the UA to the GCS for active monitoring of the flight path and altitude. This altitude

information, combined with John F. McCreary’ s operati on of the DJI Phantom 2 Vision+

UA within vis ual line of sight, at or below 4 00 feet AGL, will ensure a level of safety
equivalent to Section 91.121. The altitude information will be generated by GPS
equipment installed onboard the aircraft. Prior to each flight, a zero altitude initiation point
is automatically established by the UASs at ground level.
The FAA has previously granted relief from Section 91.121 specific to UAS, in
circumstances similar, in all material respects, to those presented herein (e. g. Exemption

Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11112, 11136, 11138,

11150, 11153, 11156, 11157, 11158, 11159, 11160, 11161).29 5. Reasons Why An Exemption From The Requirements Of Section 91.151(b) Would Not Adversely Affect Safet y. A grant of this exemption would ensure an equivalent level of safety established by
14 C.F.R. Section 91.151(b) as a result of (1) the technical specifications of the DJI

Phantom 2 Vision+ UAS ; (2) the limitations on the proposed flight operations; an d (3) the
location of the proposed flight operations. Accordingly, John F. McCreary will ensure that
it will safely operate the battery powered DJI Phantom 2 Vision+ UA during daylight
hours in VFR conditions, with enough battery power to fly for a total d uration of 13.5
minutes to the first point of intended landing and, assuming normal cruising speed, to fly

after that for at least 4.5 minutes.
Here, as in Exemption No. 11109, the technical specifications of the DJI Phantom 2

Vision+ UAS ; the limitations on the proposed flight operations; and the location of the
proposed operations, will ensure an equivalent level of safety established by 14 C.F.R.
Section 91.151(b). Furthermore, safety will be ensured as the DJI Phantom 2 Vision+ UAS
provide audible and visual warnings to the PIC at the GCS when the UAs experiences low
battery voltage, the first warning occurring at approximately 33% remaining battery power,
and again at approximately 10% remaining battery power. At the critically low battery

level, the D JI Phantom Vision+ UAS will descend and land automatically.
Significantly, previous exemptions granted by the FAA concerning Section 91.151
establish that safety is not adversely affected when the technical characteristics and
operating limitations of the UAS are considered. Relief has been granted for manned
aircraft to operate at less than the minimums prescribed in Section 91.151, including
Exemption Nos. 2689, 5745, and 10650. Moreover, the FAA has previously granted relief
from Section 91.151 specific to UAS, in circumstances similar, in all material respects, to30

those presented herein (e.g. Exemption Nos. 8811, 10808, 10673, 11042, 11062, 11063,

11064, 11065, 11066, 11067, 11080, 11109, 11110, 11136, 11138, 11150, 11153, 11156,

11157, 11158, 11159, 11 160, 11161).
6. Reasons Why An Exemption From The Requirements Of Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), And 91.417(a) & (b) Would Not Adversely Affect Safety.
In seeking this exemption, John F. McCreary submits that the equivalent level of
safety with regard to the regulatory maintenance and alteration requirements established by

Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) will be met

because John F. McCreary will use tra ined technicians to perform maintenance, alterations,

or pr eventive maintenance on the UAS using the methods, techniques, and practices
prescribed in the operating documents (i.e., Monthly Maintenance Log, and DJI Phantom 2

Vision+ Instruction Manual). Fur thermore, John F. McCreary will document and maintain

all maintenance records for the DJI Phantom 2 Vision+ UAS

.
Since the DJI Phantom 2 Vision+ UAS will be inspected as prescribed by the
operating documents, John F. McCreary will maintain the equivalent level of safety
established by Sections 91.405(a), 91.409(a)(1), and 91.409(a)(2). A copy of the DJI

Phantom 2 Vision+ User Manual is attached hereto as Exhibit B ; a copy of the DJI

Phantom 2 Vision+ UAS Maintenance LOG is attached hereto as Exhibit C

. Likewise, the exemption sought will not adversely affect safety because John F.
McCreary will use trained technicians to perform maintenance, alterations or preventive
maintenance on the UAS using the methods, techniques, and practices prescribed by the

op erating documents.
Furthermore, the exemption sought would maintain an equivalent level of safety
established by Sections 91.407, 91.417(a) and 91.417(b), because all maintenance of the31

DJI Phantom 2 Vision+ UAS will be performed by trained technicians. M aintenance will
be documented and maintained utilizing the monthly maintenance log.
Significantly, previous exemptions granted by the FAA concerning Sections
91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) establish that safety is

not adversely affected when the technical characteristics and operating limitations of the

UAS are considered.

In consideration of John F. McCreary ’s proposed operating limitations, the
operating documents, and the technical aspects of the DJI Phantom 2 Visio n+ UAS
, John
F. McCreary submits that safety will not be adversely affected by granting exemption from

14 C.F.R. Sections 91.405(a), 91.407(a)(1) and (a)(2), 91.409(a)(2), and 91.417(a) and (b).
The FAA has previously granted relief specific to UAS in circ umstances similar, in all
material respects, to those presented herein (e.g. Exemption Nos. 11062, 11063, 11064,

11065, 11066, 11067, 11080, 11109, 11110, 11112, 11136, 11138, 11150, 11153, 11156,

11157, 11158, 11159, 11160, 11161).
7. The FAA May Prescri be Any Other Conditions For Safe Operation.

In accordance with Section 333 of the FAA Modernization and Reform Act of 2012

(FMRA) and 14 C.F.R. § 21.16 entitled Special Conditions
, John F. McCreary requests
that the FAA prescribe special conditions for th e intended operation of the DJI Phantom 2

Vision+ UAS , which contain such safety standards that the Administrator finds necessary
to establish a level of safety equivalent to that established by 14 C.F.R. Part 21, Subpart H,

and 14 C.F.R §§ 61.113(a) & (b) , 91.7 (a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1),
91.409(a)(1) & (a)(2), and 91.417(a) & (b). Such special conditions will permit safe
operation of the UAs for the limited purpose of conducting aerial video and photography32

over certain areas of the U nited States for compensation or hire. FMRA Section 333 sets
forth the requirements for considering whether a UAS will create a hazard to users of the
NAS or the public, or otherwise pose a threat to national security; and further, provides the
authority f

or such UAS to operate without airworthiness certification in accordance with
any requirements that must be established for the safe operation of the UAS in the NAS.
Likewise, the Administrator may prescribe special conditions pursuant to 14 C.F.R.

§ 21.1 6, for operation of the DJI Phantom 2 Vision + UAS , since the airworthiness
regulations of 14 C.F.R. Part 21 do not contain adequate or appropriate safety standards,
due to the novel or unusual design features of the aircraft. Section 21.16, entitled Specia l

Conditions , states the following:
If the FAA finds that the airworthiness regulations of this subchapter do not contain adequate or appropriate safety standards for an aircraft, aircraft engine, or propeller because of a novel or unusual design feature of the aircraft, aircraft engine or propeller, he prescribes special conditions and amendments thereto for the product. The special conditions are issued in accordance with Part 11 of this chapter and contain such safety standards for the aircraft, aircraf t engine or propeller as the FAA finds necessary to establish a level of safety equivalent to that established in the regulations.

See 14 C.F.R. § 21.16.

Therefore, in accordance with FMRA Section 333 and 14 C.F.R. § 21.16, the FAA
may prescribe special conditions for Leading Edge’s intended operation of the DJI

Phantom 2 Vision+ UAS , which contain such safety standards that the Administrator finds
necessary to establish a level of safety equivalent to that established by 14 C.F.R. Part 21,
Subpart H, and 14 C.F.R Sections 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a),

91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b).

F. A Summary That Can Be Published In The Federal Register, stating: The Rules From Which John F. McCreary Seeks Exemption:33 John F. McCreary seeks exemption from the requirements of 14 C.F.R Sections 61.113(a)&(b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b).
A Brief Description Of The Nature Of The Exemption John F. McCrea ry Seeks:
This exemption will permit John F. McCreary to commercially operate an Unmanned Aircraft System (UAS) for the purpose of conducting aerial video and photography over certain areas of the United States.

G. Any Additional Information, Views, Or Arguments Available To Support John F. McCreary ’s Request.
This Petition is made pursuant to the FAA Modernization and Reform Act of 2012
(FMRA) Section 333, which directs the Secretary of Transportation to determin e if certain
UAS may operate safely in the NAS. As such, John F. McCreary ’s request for exemption
may be granted pursuant to the authority of FMRA Section 333 and 14 C.F.R. Part 11, as

set forth above.
FMRA Section 333 sets forth the requirements for cons idering whether a UAS will
create a hazard to users of the NAS or the public, or otherwise pose a threat to national
security; and further, provides the authority for such UAS to operate without airworthiness

certification.

As discussed in detail above, John F. McCreary will operate the DJI Phantom 2

Vision+ UAS safely in the NAS, without creating a hazard to users of the NAS, or the
public, or otherwise pose a threat to national security.

CONCLUSION

As set forth herein, John F. McCreary seeks an exempti on pursuant to 14 C.F.R. §

11.61 and Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA),
which will permit safe operation of the DJI Phantom 2 Vision+ UAS commercially,34

without an airworthiness certificate, for the limited purpose of conduc ting aerial video and
photography over certain areas of the United States. By granting this Petition, the FAA
Administrator will be fulfilling the Congressional mandate of the FAA Modernization and
Reform Act of 2012, while also advancing the interests of the public, by allowing John F.
McCreary to safely, efficiently, and economically operate the DJI Phantom 2 Vision+ UAS
commercially within the NAS.

WHEREFORE , in accordance with the Federal Aviation Regulations and the FAA

Modernization and Reform Act of 2012, Section 333, John F. McCreary respectfully
requests that the Administrator grant this Petition for an exemption from the requirements

of 14 C.F.R Sections 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1),

91.409(a)(1) & (a)(2), a nd 91.417(a) & (b), and permit John F. McCreary to operate the

DJI Phantom 2 Vision+ UAS commercially for the purpose of conducting aerial video and
photography over certain areas of the United States.

Date d: April 8 , 2015

Respectfully submitted,
John F. McCreary

_________________________ John F. McCreary 4736 Kaskaskia Rd. Waterloo, IL 62298 Tel: ( 618 ) 407

- 2581

Appendic es :35

A

– DJI Phantom 2 Vision+ Specifications Data Sheet B

– DJI Phantom 2 Vision+ Manufacturer’s User Manual C

– Monthly Maintenance Log

APPENDIX

– A

DJI PHANTOM 2 VISION+ TECHNICAL SPECIFICATIONS
John F. McCreary only utilizes safe and reliable UASs. DJI is an industry leader in small UAS production. DJI UASs are loaded with ground breaking software enabling the user to set parameters which will not allow flight into controlled airspace. Parameters can also be set to limit flight to no higher than a predetermined and set altitude as well as limit f l ight to a predetermined and set distance. In addition, DJI software provides real

- time altitude and location information to the PIC via the linked monitor (smart phone/t ablet devices)

1.1 DJI Phantom 2 Vision+

1.1.1 Aircraft 1.1.1.1 Supported Battery

– DJI 5200mAH LiPo Battery 1.1.1.2 Weight (Battery & Propellers Included)

– 2lbs 11.810oz (1242g) 1.1.1.3 Hover Accuracy (Ready to Fly)

– Vertical: .8m; Horizontal: 2.5m 1 .1.1.4 Max Yaw Angular Velocity

- 200 0 /s 1.1.1.5 Max Tilt Angel

- 35 0 1.1.1.6 Max Ascent Speed

– 6m/s 1.1.1.7 Max Descent Speed

– 2m/s 1.1.1.8 Max Flight Speed

– 15m/s (NOT RECOMMENDED)

1.1.2 Gimbal 1.1.2.1 Working Current

– Static: 750mA; Dynamic: 900mA 1.1.2.2 Control Accuracy

- ±0.03 0 1.1.2.3 Controllable Range

– Pitch:

- 90 0

- 0 0 1.1.2.4 Maximum Angular Speed

– Pitch: 90 0 /s

1.1.3 Camera 1.1.3.1 Operating Temperature Range

- 32 0 F

- 104 0 F (0 0 C

- 40 0 C) 1.1.3.2 Sensor Size

– 1/2.3” 1.1.3.3 Effective Pixels

– 14M 1.1.3.4 Resolution

– 4384x3288 4.1.3.5 HD Video Recording

– 1080p30 & 720p 4.1.3.6 Recording Field of View

- 110 0 /85 0

1.1.4 Transmitter 1.1.4.1 Operating Frequency

– 5.728GHz

– 5.85GHz36 1.1.4.2 Communication Distance (unobstructed)

– FCC Compliance: 800m 1.1.4.3 Receiver Sensitivity (1%PER)

- - 93dBm 1.1.4.4 Transmitter Power

– FCC Compliance: 100mW 1.1.4.5 Working Voltage

– 120mA@3.7V
1.1.5 Range Extender 1.1.5.1 Operating Frequency

– 2412

- 2462MHz 1.1.5.2 Communication Distance (unobstructed)

– 500

- 700m 1.1.5.3 Transmitter Power

– 20dBm 1.1.5.4 Power Consumption

– 2W

APPENDIX

– B

DJI Phantom 2 Vision+ Manufacturer’s User Manual

APPENDIX

– E