January 4th, 2016

Julio Ramon Quintana

8 Red Oak court

Baiting Hollow, New York 11933

631-284-3778

To Whom It May Concern,

I, Julio Ramon Quintana, am writing to petition for an exception from part 21, subpart H; and Sections 

45.23(b), 61.113(a) and (b), 91.7(a), 91.9(b)(2), 91.103(b), 91.119, 91.121, 91.203(a) and (b), 91.405(a), 

91.407(a)(1), 91.409(a)(2), and 91.417(a) and (b) of Title 14, Code of Federal Regulations (14 CFR). The 

proposed exemption would allow myself to operate a Yuneec Q500 4k unmanned aircraft system (UAS)

to conduct aerial videography and cinematography showcasing the area's features for promotional 

purposes and to create real estate, videos. 

The attached documents include:

Attachment 1 - The Yuneec Q500 4k Flying Guide

Attachment 2 - An image of the Yuneec Q500 4k quad copter with attached gimbal camera mount

The petition will be organized into the following sections in order to clarify the intent and outline the 

use of said UAS: 

1) The Unmanned Aircraft System (UAS)

2) The UAS Pilot in Command

3) UAS Safe Operating Parameters

4) Public Interest

The Unmanned Aircraft System (UAS)

The UAS I will be operating is a Yuneec Q500 4k quad copter with an equipped gimbal camera mount, a 

CGO 3 4K Video and photography camera, and wireless video transmitter. The UAS is controlled by four 

rotors that are driven by a single 5400mAh 3S 11.1V Li-Po battery. Including all of the attachments, the 

total weight of the UAS is about 3.5 pounds and is able to reach speeds of 17 to 22 mph. The wireless 

video transmitter is only used to acquire the desired photo shot and is never used as a method of 

navigating the UAS. The UAS is also equipped with safe technology such as “GPS Mode” and "return to 

home" in the event of a control link failure. 

Because of the size, weight, speed, and limited operating area, the UAS is not that of a typical aircraft. I 

am requesting exemption from 14 CFR part 21, Subpart H and Section 91.203 (a) and (b). With over ten

years of experience flying gas powered remote control planes and model Helicopters, I have become 

very familiar with the warning and communication systems that are on board the Yuneec Q500 4k quad 

copter. Both before and during flight, I am able to tell if the UAS has GPS lock and also the level of 

battery charge remaining as the information is displayed on the remote control unit. Because I will 

always remain in line of sight with the UAS, I am able to take any corrective actions if the battery 

becomes low or if the GPS lock is lost. With the concern of safety for people, property, and the 

equipment, I only plan on flying during periods of low wind speed and during parts of the day with little 

thermal activity to ensure the safest flight. 
Also, given that Sections 91.405(a), 91.407(a)(1), 91.409(a)(2), and 91.417(a) and (b) only apply to 

aircrafts with an airworthiness certificate, I am requesting an exemption from these sections as well. 

Before each flight, I do a thorough inspection of each rotor for nicking or chipping that may cause 

unstable flight. I am always equipped with extra rotors in the event that one needs to be changed. I 

also inspect the fuselage for any cracks or scratches and perform a low elevation flight (between five to 

ten feet) to ensure all communications are functional and working properly. 

I am also requesting exemption from Section 45.23 since my UAS does not have a cabin or cockpit on 

which to mark with the required phrases. Also, given the size of the UAS, it would be difficult to use two 

inch lettering for the required markings. I will be sure to mark the fuselage with the word 

"Experimental" in the largest possible lettering as required by Section 45.29(f) so that I or anyone 

assisting me can see the markings.

UAS Pilot in Command

I have been flying radio controlled aircrafts for 10 years and understand the pros and cons of radio 

controlled flight. I began flying gas powered airplanes in 2005 and as my skills developed I gradually 

flew larger models. Then I became interested in helicopters, I have built and flown model Helicopters as 

well. Then two years ago in 2014, I started to research quad copters and decided to purchase one from 

a big box retailer. After many controlled flights within the safety of my back yard, I began honing my 

skills and now I am extremely comfortable flying the UAS. Before each flight I perform an inspection to 

ensure everything is operating properly and nothing is damaged. Once I power it up, I perform several 

low elevation flights before taking it to an elevation suitable for photography (around 20-100 feet). I 

have become very familiar with its flying capabilities. I have invested a substantial amount of funds 

including UV lenses, extra batteries, video editing software, Protective transport cases and time. I never 

fly recklessly or in an uncontrolled manner. 

With my UAS flight experience and the safety measures I exhibit while flying, I would like to request an 

exemption from Section 61.113 (a) and (b) because the dangers involved with operating a UAS are far 

less than the dangers present in commercial activities outlined in 14 CFR part 61. Although helpful in 

understanding air currents and weather patterns, a pilot's license does not aid in remote controlled 

piloting skills. Because there is no on-board pilot or passengers, I am able to achieve an equivalent level 

of safety while flying the UAS using the FAA's operating parameters while also including some of my own 

safety guidelines (see following section about UAS Safe Operating Parameters). Additionally, due to the 

UAS' size, weight, speed, operating area, and limited battery life, the risk of serious damage is 

significantly smaller than that of a full sized manned aircraft. 

I would also like to request your consideration of a 120 day temporary airman certificate in accordance 

with Section 63.13 to allow the FAA time to establish minimum UAS airman certification standards. 

Once said standards are in place, I will be sure to take the appropriate actions to become fully certified 

as a UAS pilot. 

UAS Safe Operating Parameters

While I am flying the UAS, my primary concern is the safety of people, property, and the equipment. I 

am always conscientious of the wind, thermal activity, structures, and other obstructions while flying. 

After reviewing and comparing other individual's operating procedures to my own, I have developed the 

following UAS Safe Operating Parameters:
 I will always operate the UAS below 300 feet and within a radius distance of 950 feet from the 

controller;

 Due to battery consumption, I only operate the UAS for 20 minutes per flight and land prior to 

the manufacturer's recommended minimum level of battery power (25 minutes’ total flight 

time).

 To ensure accurate communication monitoring, I only operate the UAS within visual line of sight

 I will post warning signs that read: "Aerial imagery in progress, please stay back for safety" 

 In the event of a control link failure, I always fly with the UAS' GPS flight safety features enabled

 For the safety and privacy of others, I always obtain all necessary permissions prior to any flight 

operations

 Due to the heightened risk of injury or damage to others, I never fly above people or public 

areas such as crowds or stadiums

 I never fly within 5 miles of an Airport unless I have received permission from the tower

 I have procedures in place to abort flights in the event of safety breaches or potential danger

Given that Section 91.7(a) prohibits the operation of an aircraft without an airworthiness certificate, I 

am requesting exemption since there is currently no certificate applicable to this operation. If 

exemption to 14 CFR part 21, Subpart H and Section 91.203 (a) and (b) is granted, then this regulation 

would be inapplicable. 

Due to the size of the UAS, there is no place to store a flight manual within the aircraft. For this reason, I 

would also request exemption from Section 91.9(b)(2). I carry a copy of the Yuneec Q500 4K Flying 

Guide (Attachment 1) in the container of which I store the UAS during transport. Additionally, since the 

UAS does not carry an on-board pilot or passengers, there is no reason to have a flight manual in the 

aircraft. 

Section 91.103(b) prescribes that a pilot become familiar with runway lengths and takeoff and landing 

distance information. Because the UAS is able to take off vertically and does not require the use of a 

runway, I am also requesting exemption from this section. I will simply drive up to a location that I plan 

on filming, unload the UAS, run my safety checks, and begin the flight operations. There is no reason for 

me to be aware of runway and landing distance information since I will never even be within 5 miles of 

an airport for which this applies. Additionally, I always fly with the GPS (The Transmitter defaults to GPS 

mode) flight safety features enabled so in the event of a control link failure, I would be able to land the 

UAS in the same location from which it took off with the push of a button. 

In regards to Section 91.119, I only plan to operate my UAS below 300 feet above ground level and will 

not operate near populated areas including crowds, stadiums, heavy traffic, or within 5 miles of an 

airport. I feel that by doing this I am able to achieve a level of safety greater than those prescribed in 

relation to minimum safe altitudes, thus I am also requesting exemption from this section. 

The UAS is equipped with electronic GPS and barometric sensors. These instruments play a large role in 

the stability and orientation of the aircraft. They also aid in the flight safety features such as "return to 

home". Because an altimeter is not used in flight of the UAS, I am also requesting exemption from 

Section 91.121.

Public Interest
As the UAS technology advances and safety features are enhanced, there are more and more uses for 

these devices in a civil setting. There are many areas of industry that could benefit from the low cost of 

UAS aerial imagery. Traditionally, this is done using manned aircrafts and is very expensive. The 

technology now allows an individual like myself, with many years of flight and UAS experience, to obtain 

aerial images at a fraction of the cost. The possibilities for this type of service are endless; commercial 

and residential real estate, roof inspections, subdivision development, construction and landscaping 

progress, architectural ground imagery, and resort advertising just to name a few. In Suffolk county, 

UAS aerial imagery could be used to promote many of the local attractions in the area. There are 

several golf courses and wineries that could benefit from an aerial perspective of the layout and even a 

virtual tour of the landscape. Additionally, this service could showcase the area's recreational 

attractions such as Martha Clara’s, Palmer and Raphael Vineyards Suffolk county Rivers and Nature 

trails. Our expanding tourism, along with its local farm stands. Hampton real estate and subdivision 

development could illustrated with aerial imagery. With UAS aerial imagery, I would be able to fully 

capture the property and give a complete view of the surrounding area. I believe the benefits 

significantly outweigh the drawbacks of aerial imagery. I am sure that I can safely navigate the UAS so 

as to not put any person, property, or equipment in danger. With the size, weight, and speed of the 

UAS, there are far fewer risks involved than that of a manned aircraft. Lastly, with the lack of 

combustible fuel, the safety parameters established, and my flying experience, I am confident that I can 

fly the UAS with the utmost safety while also providing a superior aerial perspective. Thank you very 

much for your time and consideration in this matter.

Sincerely, 

Julio Ramon Quintana

Julio Ramon Quintana