Michael Ryder

196 Lawler Dr.

Brownsboro, AL 35741

U.S. Department of Transportation

Docket Management System 

1200 New Jersey Ave., SE 

Washington DC 20590 

Re: Exemption Request Pursuant to Section 333 of the FAA Reform Act and Part 11 of the Federal 

Aviation Regulations from: 14 CFR 21 subpart H; 14 CFR 45.23(b); 14 CFR 61.113(a); 14 CFR 91.7(a); 14 

CFR 91.9(b)(2); 14 CFR 91.103;14 CFR 91.109; 14 CFR 91.119(c); 14 CFR 91.121; 14 CFR 91.151(a); 14 CFR 

91.203 (a) and (b); 14 CFR 91.405 (a); 14 CFR 91.407 (a) (1) 14 CFR 91.409 (a)(1) and (2); 14 CFR 

91.417(a) and (b) 

To whom it may concern: 

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 and 14 CFR Part 11, 

Michael Ryder, operator of small Unmanned Aerial Systems (UAS), hereby applies for an exemption 

from the listed Federal Aviation Regulations to allow commercial operation of a small UAS, so long as 

such operations are conducted within and under the conditions outlined herein or as my be established 

by the FAA as required by Section 333. 

Commercial operation small UAS, as described herein, which are equipped with cameras and sensors, 

would operate in the following manner: 

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

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

2. Aerial inspection/photography of residential/commercial structures under contract with the 

owners or local government authority. 

3. Aerial inspection/photography of residential/commercial utility infrastructure including but not 

limited to electrical power lines, wind turbines and cell towers

4. After action photography or videography following a natural or man made disaster.

5. The ability to offer training to persons individually or belonging to both private and/or public

Organizations that have interests in the use and application of a UAS for the purpose of the safe 

operation of a UAS to enhance the safety of the National Airspace System (NAS) as well as for 

the protection of the persons and property.

 As described fully below, the requested exemption would permit the operation of small UAS 

under controlled conditions in the NAS that would be a) limited b) controlled c) predetermined 

and d) will provide safety enhancements to the already safe operations in the industry presently 

using conventional aircraft. Approval of this exemption would thereby enhance safety and fulfill 
the Secretary of Transportation’s (the FAA Administrator’s) responsibilities to “....establish 

requirements for the safe operation of such aircraft systems in the national airspace system.” 

The name, phone, email and address of the applicant: 

Name: Michael Ryder

Phone: (256) 652-9394

Email: michael@coolbiz.com

Address: 196 Lawler Dr.

Brownsboro, AL 35741

Regulations from which the exemption is requested: 

14 CFR Part 21 subpart H 14 CFR 45.23 (b) 14 CFR 61.113(a) 

14 CFR 91.7 (a) 14 CFR 91.9 (b) (2) 14 CFR 91.103 14 CFR 91.109 14 CFR 91.119(c) 14 CFR 91.121 14 CFR 

91.151 (a) 14 CFR 91.203 (a) & (b) 

14 CFR 91.405 (a) 14 CFR 91.407 (a) (1) 

14 CFR 91.409 (a) (2) 

14 CFR 91.417 (a) & (b) 

The small UAS’s I will be using are multi-rotor craft weighing no more than 55lbs. including payload. 

Under normal conditions they operate at speeds of no more than 45 Mph or 39 Knots and have the 

ability to hover and move along a vertical and horizontal plane simultaneously. They will operate in line 

of sight only and by the exempted person only obeying all other local and federal laws. 

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

adhere to the Reform Act’s safety requirements. The approval of this application presents no national 

security issues. Regarding the level of safety surrounding the proposed operations and the public 

benefit, reduction in environmental impacts, including but not limited to reduced emissions and noise, 

the grant of the requested exemption is in the public interest. Accordingly the applicant requests that 

the FAA grant the requested exemption with minimum delay.

AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY 

The operation limitations proposed for an equivalent or higher level of safety because operations will 

further enhance the safety of the persons and/or property using conventional aircraft. These limitations 

and conditions to which the applicant agrees to adhere to when conducting commercial operations 

under the FAA issued exemption as set forth in the Flight Operations Manual (FOM) include: 

1. The small UAS will weigh less than 55 lbs. 

2. Flights will be operated within line of sight of a pilot and/or observer. 

3. Maximum flight time for each operational flight will be 30 minutes. Flights will be terminated at 25% 

battery power reserve. 

4. Flights will be operated at an altitude of no more than 400 feet Above Ground Level (AGL) and not 

more than 200 feet above an elevated platform from which filming is planned. 
5. Minimum crew for each operation will consist of the small UAS Pilot in Command (PIC), the Visual 

Observer (VO) when needed and may include but not limited to a Camera Operator. 

6. The small UAS pilot will be Michael Ryder ONLY not allowing any other person to operate the small 

UAS in a commercial capacity. 

7. A briefing will be performed regarding the planned small UAS operations prior to each day’s flight 

consisting of all the days’ production activities. 

8. The PIC will obtain verbal/written consent of all persons involved with the planned operation and 

ensure that only consenting persons will be allowed within 100 feet of the flight operation, and 

the radius may be reduced to 30 feet based upon an equivalent level of safety determination, as 

required under the FOM. With the advanced permission or direction of the FSDO, operations at 

closer range may be approved. 

9. All Flight operations will be conducted at least 500 feet from all nonparticipating 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 remain 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. 

10. The PIC and VO will have been trained in operation of small UAS and receive up-to-date information 

for the particular small UAS to be operated and will be able to show upon request their 

competent ability to operate the small UAS and/or Camera. 

11. The PIC and VO will be able to communicate by voice at all times.

12. Written and/or verbal permission and permits will be obtained from territorial, state, county or city 

jurisdictions, including law enforcement, fire or other appropriate governmental agencies when 

needed. 

13. If the small UAS loses communications or loses GPS signal, the small UAS will have the capability to 

return to a pre-determined location within a designated location and land autonomously. 

14. The small UAS will have the capability to abort a flight in case of unpredicted obstacles, weather, or 

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

Subpart H, entitled Airworthiness Certificates, establishes the procedural requirements for the issuance 

of airworthiness certificates as required by FAR §91.203 (a) (1). Given the size and limited operating area 

associated with the aircraft to be utilized by the Applicant, an exemption from Part 21 Subpart H meets 

the requirements of an equivalent level of safety under Part 11 and Section 333 of the Reform Act. The 

Federal Aviation Act (49 U.S.C.§44701 (f)) and Section 333 of the Reform Act both authorize the FAA to 

exempt aircraft from the requirement for an airworthiness certificate, upon consideration of the size, 

weight, speed, operational capability, and proximity to airports and populated areas of the particular 

small UAS. In all cases, an analysis of these criteria demonstrates that the small UAS operated without 

an airworthiness certificate, in the restricted environment and under the conditions proposed will be at 

least as safe, or safer, than a conventional aircraft (fixed wing or rotorcraft) operating with an 

airworthiness certificate without the restrictions and conditions proposed. 

The small UAS to be operated hereunder is less than 55 lbs. fully loaded, carries neither a pilot nor 

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

secured and designated area. Unlike other civil aircraft, operations under this exemption will be tightly 

controlled and monitored by both the operator and under the requirements and in compliance with 

local public safety requirements. These safety enhancements provide a greater degree of safety to the 

public and property owners than conventional operations conducted with airworthiness certificates 

issued under 14 C.F.R. Part 21, Subpart H. Lastly, application of these same criteria demonstrates that 

there is no credible threat to national security posed by the small UAS, due to its size, speed of 

operation, location of operation, lack of explosive materials or flammable liquid fuels, and inability to 

carry a substantial external load. 

14 C.F.R. § 45.23 (b). Marking of the Aircraft 

The regulation requires: When marks include only the Roman capital letter "N" and the registration 

number is displayed on limited, restricted or light-sport category aircraft or experimental or 

provisionally certificated aircraft, the operator must also display on that aircraft near each entrance to 

the cabin, cockpit, or pilot station, in letters not less than 2 inches nor more than 6 inches high, the 

words "limited," "restricted," "light-sport," "experimental," or "provisional," as applicable. 

Even though the small UAS will have no airworthiness certificate, an exemption may be needed as the 

small UAS will have no entrance to the cabin, cockpit or pilot station on which the word “Experimental” 

can be placed. Given the size of the small UAS, two-inch lettering will be impossible. The word 

“Experimental” will be placed on the fuselage in compliance with §45.29 (f). The equivalent level of 

safety will be provided by having the small UAS marked on its fuselage as required by §45.29 (f) where 

the pilot, observer and others working with the small UAS will see the identification of the small UAS as 

“Experimental.” 

14 C.F.R. § 61.113(a): Private Pilot Privileges and Limitations: Pilot in Command. 

Pursuant to 14 CFR 61.113 (a), no person who holds a private pilot certificate may act as a pilot in 

command of an aircraft that is carrying passengers or property for compensation or hire. Our small UAS 

do not carry any pilots or passengers nor property therefore I am seeking an exemption to 14 CFR 

61.113(a). Although helpful, a pilot’s license will not ensure remote control piloting skills. The risks 

attendant to the operation of small UAS is far less than the risk levels inherent in the commercial 
activities outlined in 14 CFR 61. I feel the operation and limitations set forth in the FOM will equate to 

the safe operation of the small UAS. 

14 C.F.R. §91.7(a): Civil Aircraft Airworthiness. 

The regulation requires that no person may operate a civil aircraft unless it is in airworthy condition. As 

there will be no airworthiness certificate issued for the aircraft, should this exemption be granted, no 

FAA regulatory standard will exist for determining airworthiness. Given the size of the aircraft for 

maintenance and use of safety checklists prior to each flight an equivalent level of safety will be 

provided. 

14 C.F.R. § 91.9 (b) (2): Civil Aircraft Flight Manual in the Aircraft. 

Section 91.9 (b) (2) provides: No person may operate a U.S.-registered civil aircraft ... (2) For which an 

Airplane or Rotorcraft Flight Manual is not required by §21.5 of this chapter, unless there is available in 

the aircraft a current approved airplane or Rotorcraft Flight Manual, approved manual material, 

markings, and placards, or any combination thereof. The small UAS, given its size and configuration has 

no ability or place to carry such a flight manual on the aircraft, not only because there is no pilot on 

board, but because there is no room or capacity to carry such an item on the aircraft. The equivalent 

level of safety will be maintained by keeping the flight manual at the ground control point where the 

pilot flying the small UAS will have immediate access to it. 

14 C.F.R. § 91.103: Preflight Action. 

This regulation requires each pilot in command to take certain actions before flight to insure the safety 

of flight. As FAA approved rotorcraft flight manuals will not be provided for the aircraft an exemption 

will be needed. The OPERATOR will take all actions including reviewing weather, flight battery 

requirements, landing and takeoff distances and aircraft performance data before initiation of flight. 

14 C.F.R. §91.109: Flight Instruction. 

Section 91.103 provides that no person may operate a civil aircraft (except a manned free balloon) that 

is being used for flight instruction unless that aircraft has fully functioning dual controls. Small UAS and 

remotely piloted aircraft, by their design do not have fully functional dual controls. Flight control is 

accomplished through the use of a control box that communicates with the aircraft via radio 

communications. The FAA has approved exemptions for flight training without fully functional dual 

controls for a number of aircraft and for flight instruction in experimental aircraft. The equivalent level 

of safety provided by the fact that neither a pilot nor passengers will be carried in the aircraft and by the 

size and speed of the aircraft. 

14 C.F.R. §91.119: Minimum Safe Altitudes. 

Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 91.119 (d) allows 

helicopters to be operated at less than the minimums prescribed, provided the person operating the 

helicopter complies with any route or altitudes prescribed for helicopters by the FAA. As this exemption 

is for a small UAS that is a helicopter and the exemption requests authority to operate at altitudes up to 

400 AGL, or not more than 200 above an elevated platform from which filming is planned, an exemption 

may be needed to allow such operations. As set forth herein, the small UAS will never operate at higher 

than 400 AGL with the exception that in circumstances where the small UAS is used to survey or 
photograph a structure whose height exceeds 400 feet AGL, the small UAS will not be operated more 

than 100' above the highest point on the structure. It will however be operated in a restricted area with 

security perimeter, where buildings and people will not be exposed to operations without their preobtained consent. The equivalent level of safety will be achieved given the size, weight, speed of the 

small UAS as well as the location where it is operated. No flight will be taken without the permission of 

the property owner or local officials. Because of the advance notice to the property owner and 

participants in the filming activity, all affected individuals will be aware of the planned flight operations. 

Compared to flight operations with aircraft or rotorcraft weighting far more than the maximum 55lbs. 

proposed herein and the lack of flammable fuel, any risk associated with these operations is far less than 

those presently presented with conventional aircraft operating at or below 500 AGL. In addition, the 

low-altitude operations of the small UAS will ensure separation between these small- UAS operations 

and the operations of conventional aircraft that must comply with Section 91.119. 

14 C.F.R. §91.121 Altimeter Settings. 

This regulation requires each person operating an aircraft to maintain cruising altitude by reference to 

an altimeter that is set “...to the elevation of the departure airport or an appropriate altimeter setting 

available before departure.” As the small UAS may not have a barometric altimeter, but instead a GPS 

altitude read out, an exemption may be needed. An equivalent level of safety will be achieved by the 

operator, pursuant to the safety check list and live flight data monitoring, confirming the altitude of the 

launch site shown on the GPS altitude indicator before flight. 

14 C.F.R. § 91.151(a): Fuel Requirements for Flight in VFR Conditions 

Section 91.151 (a) prohibits an individual from beginning “a flight in an airplane under VFR conditions 

unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of 

intended landing, and, assuming normal cruising speed – (1) During the day, to fly after that for at least 

30 minutes; or (2) At night, to fly after that for at least 45 minutes.” The battery powering the small UAS 

provides approximately 30 minutes of powered flight. To meet the 30 minute reserve requirement in 14 

CFR §91.151, small UAS flights would be limited to approximately 10 minutes in length. Given the 

limitations on the small UAS’s proposed flight area and the location of its proposed operations within a 

predetermined area, a longer time frame for flight in daylight or twilight VFR conditions is reasonable. 

Applicant believes that an exemption from 14 CFR §91.151(a) falls within the scope of prior exemptions. 

Operating the small UAS, in a tightly controlled area where only people and property owners or official 

representatives who have signed waivers will be allowed, with less than 30 minutes of reserve fuel, does 

not engender the type of risks that Section 91.151(a) was intended to alleviate given the size and speed 

of the small UAS. Additionally, limiting small UAS flights to 10 minutes would greatly reduce the utility 

for which the exemption will be granted. Applicant believes that an equivalent level of safety can be 

achieved by limiting flights to 30 minutes or 25% of battery power— whichever happens first. This 

restriction would be more than adequate to return the small UAS to its planned landing zone from 

anywhere in its limited operating area. 

14 C.F.R. §91.203 (a) and (b): Carrying Civil Aircraft Certification and Registration 

The regulation provides in pertinent part: (a) except as provided in § 91.715, no person may operate a 

civil aircraft unless it has within it the following: (1) an appropriate and current airworthiness certificate. 

. . . (b) No person may operate a civil aircraft unless the airworthiness certificate required by paragraph 
(a) of this section or a special flight authorization issued under §91.715 is displayed at the cabin or 

cockpit entrance so that it is legible to passengers or crew. 

The small UAS fully loaded weighs no more than 55 lbs. and is operated without an onboard pilot. As 

such, there is no ability or place to carry certification and registration documents or to display them on 

the small UAS. 

An equivalent level of safety will be achieved by keeping these documents at the ground control point 

where the pilot flying the small UAS will have immediate access to them; to the extent they are 

applicable to the small UAS. 

14 C.F.R. §91.405 (a); 407 (a) (1); 409 (a) (2); 417(a) & (b): Maintenance Inspections. 

These regulations require that an aircraft operator or owner “shall have that aircraft inspected as 

prescribed in subpart E of this part and shall between required inspections, except as provided in 

paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter...,” and 

others shall inspect or maintain the aircraft in compliance with Part 43. Given that these section and 

Part 43 apply only to aircraft with an airworthiness certificate, these sections will not apply to the 

applicant. Maintenance will be accomplished by the operator pursuant to the flight manual and 

operating handbook. An equivalent level of safety will be achieved because these small UASs are very 

limited in size and will carry a small payload and operate only in restricted areas for limited periods of 

time. If mechanical issues arise the small UAS can land immediately and will be operating from no higher 

than 400 feet AGL. The operator will ensure that the small UAS is in working order prior to initiating 

flight, perform required maintenance, and keep a log of any maintenance performed. Moreover, the 

operator is the person most familiar with the aircraft and best suited to maintain the aircraft in an 

airworthy condition to provide the equivalent level of safety. 

An equivalent level of safety will be achieved because maintenance and inspections will be performed in 

accordance with the small UAS Manufacturer's Manual, as referenced in the Aircraft Operations Manual 

(AOM). As provided in the FOM, the operator will ensure that the small UAS is in working order prior to 

initiating flight and perform required maintenance needed. 

Public Interest

Granting Alexey Volobuev’s petition for exemption furthers the public interest. National policy set by 

Congress favors early integration of UAS into the NAS in controlled, safe working environments such as 

proposed in this petition. By granting this petition, the FAA will fulfill Congress’s intent of allowing UAS 

to operate safely in the NAS before completion of the rulemaking required under Section 332 of the 

Reform Act. 

Moreover, use of UAS will improve efficiency and reduce costs for customers by reducing the time and 

expense necessary to collect aerial imagery. The use of the UAS proposed here will also decrease safetyrelated incidents involving traditional aircraft. The public has an interest in reducing the hazards and 

emissions associated with alternate use of helicopters and small airplanes to conduct similar imaging 

operations. 
Alexey Volobuev’s intended uses for the UAS will have real-world benefits for the engineering and 

construction industries and the public by reducing the costs and enhancing the safety of aerial imaging 

and data collection. 

Privacy

All flights that occur over private property will be done only with the owner’s consent. All flights will be 

conducted in accordance with any federal, state or local laws regarding privacy. 

Radio Frequencies 

Radio frequencies used will be those allotted by the FCC for data transmission and vehicle control in 

unlicensed frequency bands. All devices used will comply with FCC usage and emissions regulations

Small UAS Information

Small UAS’s to be used are as follows: 

1. DJI Phantom 3 Professional/Advance

Weight (Including Battery and Propellers) 1280 g 

Diagonal Size (Including Propellers) 590 mm 

Max Ascent Speed 5 m/s 

Max Descent Speed 3 m/s 

Hover Accuracy 

• Vertical: +/- 0.1 m (when Vision Positioning is active) or +/- 0.5 m 

• Horizontal: +/- 1.5 m 

Max Speed 16 m/s (ATTI mode, no wind) 

2. 

DJI Inspire 

Model T600 

Weight (Battery Included) 2935 g 

Hovering Accuracy (Gps Mode) 

Vertical: 0.5 m 

Horizontal: 2.5 m 

Max Angular Velocity 

Pitch: 300°/s 

Yaw: 150°/s 

Max Tilt Angle 35° 

Max Ascent Speed 5 m/s 

Max Descent Speed 4 m/s 

Max Speed 22 m/s (ATTI mode, no wind) 

Max Flight Altitude 4500 m 

Max Wind Speed Resistance 10 m/s 

Max Flight Time Approximately 18 minutes 
Motor Model DJI 3510 

Propeller Model DJI 1345 

Indoor Hovering Enabled by default 

Operating Temperature Range -10° to 40° C 

Diagonal Distance 559 to 581 mm 

Dimensions 438x451x301 mm

Additional Information 

The applicant, Michael Ryder, currently holds a Commercial Pilot Certificate #2960912, with over 2000 

manned flight hours, first issued in 1981 and current AL Drivers License. Michael Ryder has flown UAV’s 

as a contractor for the US Army with decades of experience. Michael Ryder has an in-depth 

understanding of the capabilities and safety concerns involved in using this technology as an asset to the 

community. Satisfaction of criteria provided in Section 333 of the Reform Act of 2012 provide more than 

adequate justification for the grant of the requested exemptions allowing the commercial operation of 

the applicant’s UAS.