UNITED STATES OF AMERICA

DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION

WASHINGTON, DC

Regulatory Docket No. _______________

IN THE MATTER OF THE PETITION FOR EXEMPTION OF:

John R. Atha

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 a) DJI PHANTOM 2 VISION+ and b) DJI INSPIRE 1

UNMANNED AIRCRAFT SYSTEMS PURSUANT TO SECTION 333 OF

THE FAA MODERNIZATION AND REFORM ACT OF 2012

(PUBLIC LAW 112-95)

Submitted on October 05, 2015

John R. Atha

1157 Gatewood Road

Fayetteville, WV 25840

304-237-469

ratha@suddenlink.net
TABLE OF CONTENTS

Page

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

SUMMARY ........................................................................................................................4

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

BACKGROUND................................................................................................................5

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

NAME AND ADDRESS OF PETITIONER ...................................................................6

THE SPECIFIC SECTIONS OF 14 C.F.R. FROM WHICH, JOHN R. ATHA

SEEKS EXEMPTION .......................................................................................7

THE EXTENT OF RELIEF JOHN R. ATHA SEEKS AND THE REASON

JOHN R. ATHA SEEKS THE RELIEF .............................................................10

THE REASONS WHY GRANTING JOHN R. ATHA’S REQUEST WOULD

BE IN THE PUBLIC INTEREST ...................................................................................13

THE REASONS WHY GRANTING THE EXEMPTION WOULD NOT ADVERSELY

AFFECT SAFETY............................................................................................................16

CONCLUSION.................................................................................................................32

2
GLOSSARY OF ABBREVIATIONS

AGL Above Ground Level

AOI Area of Interest

ATC Air Traffic Control

ATO Air Traffic Organization

AV Aerial Vehicle

CFR Code of 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)

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 Landing

3
SUMMARY

JOHN R. ATHA 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), 91.407(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 R. ATHA to operate an Unmanned Aircraft System (UAS) for the

commercial purpose of conducting aerial video and photography for real estate

photography, wedding videography, special events, film sets and landscape over certain

areas of the United States.

INTRODUCTION AND INTERESTS OF THE PETITIONER

My name is John R. Atha It is my mission to provide my

clients with expertise and knowledge in all aspects of picture, video & audio production,

as well as provide them with advanced technologies & solutions that will increase

efficiency, productivity and effectiveness. JOHN R. ATHA also provides clients with

the highest quality digital content for use in their commercial, personal, and non-profit

multimedia projects. JOHN R. ATHA has several years of professional experience in

photography and videography and has become recognized as an expert in this field.

JOHN R. ATHA has 8 years of recreational/hobby experience in all aspects of aerial

video and photography. The objective of JOHN R. ATHA’s aerial video and

photography operations is to provide high quality imaging for a variety of commercial,

public, and residential uses, specifically targeting:

 

• Real Estate Videography and Photography

• Wedding Videography and Photography

• Land survey & appraisals

• Equipment Inspections

• Roof Inspections

• Construction sites before & after

• Precision Agriculture

• Creation of commercial messages for Television.

• Search and Rescue Operations

• Banner Advertising

• Increase public knowledge of UAS and promote safe UAS operations.

 

 

4
BACKGROUND

Unmanned Aircraft Systems: DJI Phantom 2 Vision+, and DJI Inspire 1 UASs

JOHN R. ATHA seeks an exemption to operate DJI systems for compensation or

hire within the NAS. The DJI Phantom 2 Vision+ and DJI Inspire 1 are 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 length of

16 inches width of 16 inches, height of 8 inches, and a maximum speed of approximately

29 knots. The DJI Inspire 1 has a maximum gross weight of 6 pounds 7.5 ounces, a

length of 17.3 inches, width of 17.7 inches, height of 11.8 inches, and a maximum speed

of approximately 42 knots. The DJI Phantom 2 Vision+ and DJI Inspire 1 UAs are

equipped with four main rotors; driven by Lithium Polymer battery powered electric

motors.

The DJI Phantom 2 Vision+ and DJI Inspire 1 UAs that will be operated by DRONE

NY, Inc. 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 Marking .

BASIS FOR PETITION

Petitioner, JOHN R. ATHA, 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 Systems, hereby

petitions the Administrator to commercially operate the DJI Phantom 2 Vision+, DJI

Inspire 1 UASs 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).

In consideration of the speed, weight, size, and limited operating area associated

with the unmanned aircraft and its operation, JOHN R. ATHA operation of DJI Phantom

2 Vision+ and DJI Inspire 1 UASs 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 R. ATHA 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 R. ATHA submits that the requested relief is proper since an equivalent

level of safety will be ensured. JOHN R. ATHA 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+ and DJI Inspire 1 Instruction

Manual). Furthermore, JOHN R. ATHA will document and maintain all maintenance

records for the DJI Phantom 2 Vision+ and DJI Inspire 1 UASs.

5
Relief from certain requirements of Section 61.113(a) and (b), entitled Private

pilot privileges and limitations: Pilot in command , is requested by JOHN R. ATHA 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+ and DJI Inspire 1 UASs in a manner consistent with

this exemption, including evasive and emergency maneuvers and maintaining appropriate

distances from people, vessels, vehicles and structures.

JOHN R. ATHA seeks relief from Section 91.7(a), entitled Civil aircraft

airworthiness, because the DJI Phantom 2 Vision+ and DJI Inspire 1 UASs do not

require an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. As

such, JOHN R. ATHA submits that they will ensure that the DJI Phantom 2 Vision+ and

DJI Inspire 1 UASs are in an airworthy condition, prior to every flight, by determining

that the UASs are in compliance with the operating documents (i.e., Monthly

Maintenance Log, and DJI Phantom 2 Vision+ and DJI Inspire 1 Instruction Manual),

and that the aircraft are in a condition for safe flight.

JOHN R. ATHA also seeks an exemption from the requirements of Section

91.121, entitled Altimeter Settings , as the DJI Phantom 2 Vision+ and DJI Inspire 1 UAs

will not have a typical barometric altimeter onboard. However, altitude information of the

DJI Phantom 2 Vision+ and DJI Inspire 1UAs will be provided to the PIC via Global

Positioning System (GPS) equipment and radio communications telemetry data link,

which downlinks from the UA to the GCS for active monitoring of the flight path. This

altitude information, combined with JOHN R. ATHA’s operation of the DJI Phantom 2

Vision+ and DJI Inspire 1 UASs within visual line of sight, at or below 500 feet AGL,

will ensure a level of safety equivalent to Section 91.121.

Additionally, JOHN R. ATHA seeks an exemption from the requirements of

Section 91.151(b), entitled Fuel requirements for flight in VFR conditions. JOHN R. ATHA

submits that safety will not be affected by operation of the DJI Phantom 2

Vision+ and DJI Inspire 1 UAs 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.

In accordance with 14 C.F.R. § 11.81, JOHN R. ATHA provides the following

information in support of its petition for exemption:

A. Name And Address Of The Petitioner.

The name and address of the Petitioner and point of contact is:

JOHN R. ATHA

1157 Gatewood Road

Fayetteville, WV 25840

Tel: (304) 237-4669

Email: ratha@suddenlink.net

6
B. The Specific Sections Of 14 C.F.R. From Which JOHN R. ATHA Seeks

Exemption.

1. JOHN R. ATHA Seeks Exemption From The Requirements Of Section

Part 21, Subpart H

14 C.F.R. Part 21, Subpart H, establishes the procedural requirements for the

issuance of airworthiness certificates as required by 14 C.F.R. §91.203(a)(1)

2. JOHN R. ATHA 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 compensation 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.

3. JOHN R. ATHA 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.

4. JOHN R. ATHA 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 that 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

7
(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.

5. JOHN R. ATHA Seeks Exemption From The Requirements Of Section

91.151(b).

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

subsection (b), states 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, to

fly after that f or at least 20 minutes.

6. JOHN R. ATHA 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[.]

7. JOHN R. ATHA 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[.]

8. JOHN R. ATHA Seeks 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
9. JOHN R. ATHA Seeks Exemption From The Requirements Of Sections

91.417(a) And 91.417(b).

Section 91.417, entitled Maintenance records, subsections (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 appliance of an aircraft.

The records must include--

(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) The 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 inspection 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 directives 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.

9
C. The Extent Of Relief JOHN R. ATHA Seeks And The Reason JOHN R. ATHA

Seeks The Relief.

1. JOHN R. ATHA Seeks Exemption From The Requirements Of Section Part 21,

Subpart H

Given the size and limited operating area associated with the UAS to be utilized by

JOHN R. ATHA, an exemption from Part 21 Subpart H meets the requirements of an

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

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

authorize the FAA to exempt aircraft from the requirement for an airworthiness

certificate, upon consideration of the size, weight, speed, operational capability, and

proximity to airports and populated areas of the particular UAS.

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

airworthiness certificate, in the restricted environment and under the conditions proposed

will be at least as safe, or safer, than a conventional rotorcraft operating with an

airworthiness certificate without the restrictions and conditions of the proposed UAS

operations.

2. Extent Of Relief JOHN R. ATHA Seeks And The Reason JOHN R. ATHA

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-hour 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 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.

As set forth more fully below, JOHN R. ATHA submits that an equivalent level of

safety will be maintained because no PIC will be allowed to operate the DJI Phantom 2

Vision+ UAS or DJI Inspire 1 UAS unless that PIC has met certain flight-hour and

currency requirements, demonstrating that the PIC is able to safely operate either the DJI

Phantom 2 Vision+ or DJI Inspire 1 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.

10
Further, JOHN R. ATHA submits that all flights of the DJI Phantom 2 Vision+ and DJI

Inspire 1 UASs, conducted by the PIC pursuant to the grant of this Petition: (1) will be

incidental to JOHN R. ATHA' business; and (2) will not carry passengers or property for

compensation or hire.

3. Extent Of Relief JOHN R. ATHA Seeks And The Reason JOHN R. ATHA

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 JOHN R. ATHA to determine that the DJI Phantom 2 Vision+ and DJI

Inspire 1 UASs are in airworthy condition prior to every flight by ensuring that the UAS

is in compliance with the operating documents (i.e., the JOHN R. ATHA Aerial

Operations Manual, Monthly Maintenance Log, and DJI Phantom 2 Vision+ and DJI

Inspire 1 Instruction Manual).

JOHN R. ATHA seeks the requested relief because the DJI Phantom 2 Vision+ and DJI

Inspire 1 UASs do not require an airworthiness certificate in accordance with 14 C.F.R.

Part 21, Subpart H. Therefore, JOHN R. ATHA will ensure that the DJI Phantom 2

Vision+ and DJI Inspire 1 UASs are in airworthy condition based upon its compliance

with the operating documents (i.e., Monthly Maintenance Log, and DJI Phantom 2

Vision+ and DJI Inspire 1 Instruction Manual) prior to every flight, and further,

determine that the aircraft are in condition for safe flight, as stated in the conditions and

limitations below.

4. Extent Of Relief JOHN R. ATHA Seeks And The Reason JOHN R. ATHA

Seeks Relief From Section 91.121.

Relief from Section 91.12 1, entitled Altimeter settings , may be required to allow flight

operations of the DJI Phantom 2 Vision+ and DJI Inspire 1 UASs, which utilize a

barometric 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 be reported to air traffic control (ATC) in feet above ground level (AGL),

JOHN R. ATHA seeks the requested relief because the DJI Phantom 2 Vision+ and DJI

Inspire 1 UA’s altimeter may be set on the ground to zero feet AGL, rather than the local

barometric pressure or field 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+ and DJI Inspire 1 UAs are 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.

11
5. Extent Of Relief JOHN R. ATHA Seeks And The Reason JOHN R. ATHA

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+ and DJI Inspire 1 UAs during daylight hours in visual meteorological conditions

(VMC), under visual flight rules (VFR), for a total duration 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 R. ATHA seeks the requested relief because without an

exemption from Section 91.151(b), the flight time duration of the battery powered DJI

Phantom 2 Vision+ and DJI Inspire 1 UAs will severely constrain the practicality of any

aerial video or still photo flight operations that JOHN R. ATHA proposes to conduct

pursuant to this Petition.

Significantly, as set forth below, the technical specifications of the DJI Phantom 2

Vision+ and DJI Inspire 1 UASs, the DJI Phantom 2 Vision+ and DJI Inspire 1 operating

documents, and JOHN R. ATHA’s proposed operating limitations, ensure that DRONE

NY, Inc. will safely operate the battery powered DJI Phantom 2 Vision+ and DJI Inspire

1 UAs during daylight hours in visual 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 after that

for at least 4.5 minutes.

6. Extent Of Relief JOHN R. ATHA Seeks And The Reason JOHN R. ATHA

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 R. ATHA requests relief from

these Sections because the DJI Phantom 2 Vision+ and DJI Inspire 1 UASs do not require

airworthiness certificates. As set forth more fully below, the DJI Phantom 2 Vision+ and

DJI Inspire 1 UASs meet the conditions of FMRA Section 333 for operation without an

airworthiness certificate. Accordingly, JOHN R. ATHA 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., the

JOHN R. ATHA Aerial Operations Manual, Monthly Maintenance Log, and DJI

Phantom 2 Vision+ and DJI Inspire 1 Instruction Manual). Furthermore, DRONE NY,

Inc. will document and maintain all maintenance records for the DJI Phantom 2

Vision+ and DJI Inspire 1 UASs.

12
D. The Reasons Why Granting JOHN R. ATHA 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 DRONE NY,

Inc. to safely, efficiently, and economically perform aerial video and photography of, real

estate, wedding films, special events, precision agriculture, land survey & appraisal,

construction sites, equipment & roof inspections, film sets and landscape over certain

areas of the United States.

Additionally, use of the DJI Phantom 2 Vision+ and DJI Inspire 1 UASs will decrease

congestion of the NAS, reduce pollution, and provide significant benefits to the economy.

Notably, the benefits of JOHN R. ATHA’s proposed operation of the DJI Phantom 2

Vision+ and DJI Inspire 1 UASs will be realized without implicating any privacy issues.

1. The Public Will Benefit From Decreased Congestion Of The NAS.

The DJI Phantom 2 Vision+ and DJI Inspire 1 UAs are battery powered and serve 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+ or DJI

Inspire 1 UAS would reduce the amount of manned aircraft in the NAS, reduce noise 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+ and DJI Inspire 1 UAs do 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 during

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+ and DJI Inspire 1 UASs.

Conducting aerial acquisitions with the DJI Phantom 2 Vision+ and DJI Inspire 1 UAS ’s,

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 DJI

Phantom 2 Vision+ and DJI Inspire 1 UASs produce 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 burning approximately 20-30 gallons per hour of leaded aviation fuel. The DJI

Phantom 2 Vision+ and DJI Inspire 1 UAs, while reducing the carbon footprint of aerial

acquisitions, also eliminates noise pollution, as the UAs are propelled by battery powered

electric motors, rather than an internal combustion engine.

13
By using the DJI Phantom 2 Vision+ and DJI Inspire 1 UAS’s 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 operations, will be substantially

reduced or completely eliminated. Aside from the lack of flight crew members located

onboard the aircraft, the DJI Phantom 2 Vision+ and DJI Inspire 1 UAs (weighing

approximately 2 pounds 11 ounces and 6 pounds 7.5 ounces respectively, at their

maximum gross weights with lengths of 16 inches and 17.3 inches respectively, widths of

16 inches and 17.7 inches respectively, 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+ and DJI Inspire 1 UASs Will Benefit The Economy.

In addition to being safe and efficient, the DJI Phantom 2 Vision+ and DJI Inspire 1

UASs are also an economical alternative to using manned aircraft to conduct similar

aerial operations. As such, operation of the DJI Phantom 2 Vision+ and DJI Inspire 1

UASs will allow United States based companies, like JOHN R. ATHA, 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 operated companies must

adopt new and alternative technology in order to remain competitive. Operating the

battery powered DJI Phantom 2 Vision+ and DJI Inspire 1 UASs is one such technology

that not only allows companies greater operational flexibility compared to manned

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

manned aircraft.

By operating the DJI Phantom 2 Vision+ and DJI Inspire 1 UASs, companies such as

JOHN R. ATHA, 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+ and DJI Inspire 1 UASs, provides a stable

workforce that increases consumer 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 aerial acquisition flight operations that have been conducted for

decades, JOHN R. ATHA’s proposed operation of the DJI Phantom 2 Vision+ and DJI

Inspire 1 UASs will not implicate any privacy issues. Specifically, the DJI Phantom 2

Vision+ and DJI Inspire 1 UASs will be operated only in compliance with operating

documents (i.e., the JOHN R. ATHA Aerial Operations Manual, Monthly Maintenance

Log, and DJI Phantom 2 Vision+ and DJI Inspire 1 Instruction Manual) which requires

14
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.

15
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 R. ATHA Seeks Exemption.

1. Reasons Why The DJI Phantom 2 Vision+ and DJI Inspire 1 UAs Meet 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 R. ATHA’s operation of the DJI Phantom 2

Vision+ and DJI Inspire 1 UAS ’s meet 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 the 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 enactment 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 required

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

size, 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) whether 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 for 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 R. ATHA submits that the DJI Phantom 2 Vision+ and

DJI Inspire 1 UASs can operate safely in the NAS pursuant to FMRA Section 333, as

demonstrated by: (a) the characteristics of the DJI Phantom 2 Vision+ and DJI Inspire 1

UASs; (b) the pilot certification requirement; and (c) the specific operating limitations.

16
a. The Specifications Of The DJI Phantom 2 Vision+ and DJI Inspire 1 UASs

Demonstrate Its Safe Characteristics.

The DJI Phantom 2 Vision+ and DJI Inspire 1 UASs do 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+ and DJI Inspire 1 UASs.

The technical specifications of the DJI Phantom 2 Vision+ and DJI Inspire 1 UASs are

set forth by the DJI Phantom 2 Vision+ and DJI Inspire 1 Specifications and Data Sheet,

attached hereto as Exhibit A and B.

ii. The DJI Phantom 2 Vision+ and DJI Inspire 1 UASs Autonomous Flight And

Navigation Modes Enable The UASs To Remain Within A Defined Operational

Area.

The DJI Phantom 2 Vision+ and DJI Inspire 1 UASs 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+ and DJI Inspire 1 UASs are provided at pages 23-

41 of the DJI Phantom 2 Vision+; and pages 12-18 and 45-52 of the DJI Inspire 1 User

Manuals, attached hereto as Exhibit C and D.

iii. The DJI Phantom 2 Vision+ and DJI Inspire 1 UASs Are 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+ and DJI Inspire 1 UAs will

remain stationary, in flight, for 3 seconds or more. If, after 3 seconds, the DJI Phantom 2

Vision+ and DJI Inspire 1 UAs do 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 for the DJI Phantom 2 Vision+ UAS are

set forth at pages 32 through 34 of the DJI Phantom 2 Vision+ User Manual; and for the

DJI Inspire 1 at pages 13 through 15 of the DJI Inspire 1 User Manual, attached hereto as

Exhibit C and D.

iv. The DJI Phantom 2 Vision+ and DJI Inspire 1 GCS And Its Operation.

A complete description of the operation and specifications of the DJI Phantom 2 Vision+

and DJI Inspire 1 GCS and flight control software is provided at pages 7 through 17 of

the DJI Phantom 2 Vision+ User Manual; and pages 24 through 34 of the DJI Inspire 1

User Manual. DJI Phantom 2 Vision+ and DJI Inspire 1 User Manuals are attached hereto

as Exhibits C and D.

b. Flight Operations Of DJI Phantom 2 Vision+ and DJI Inspire 1 UASs Are

Limited To The Line Of Sight Of A Certificated Pilot in Command With A Safety

Observer.

JOHN R. ATHA will only utilize certificated pilots who possess a current and valid

17
airman medical certificate to act as a pilot in command (PIC) of the DJI Phantom 2

Vision+ and DJI Inspire 1 UASs. Additionally, a safety observer will assist all pilots

during flight time.

c. Flights Of DJI Phantom 2 Vision+ and DJI Inspire 1 UASs Will Be Conducted

Pursuant To Specific Operating Limitations.

In seeking this exemption, JOHN R. ATHA proposes to commercially operate DJI

Phantom 2 Vision+ and DJI Inspire 1 UASs 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 exemption 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+ and DJI Inspire 1 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 500 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.

5. The UAs 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 documents.

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 documents and the grant of exemption must be accessible during UAS

18
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 the 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 its 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 amendment 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 Office (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 critical component, 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 equipment, 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 must 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 UASs 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 thirdclass medical certificate.

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18. The 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

and 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 of 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 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.

22. If the UA loses communications or loses its GPS signal, it must return to a predetermined 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 documents.

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 more 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

requirements.

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 (NNumber) markings in accordance with 14 C.F.R. part 45, Subpart C. Markings must be as

large as practicable.

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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 requirements.

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.

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 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 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 has 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 will 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 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.

2. Reasons Why An Exemption From The Requirements Of Section 61.113(a) And

(b) Would Not Adversely Affect Safety.

JOHN R. ATHA 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+ and DJI Inspire 1 UASs unless that PIC has demonstrated, by

21
meeting minimum flight-hour and currency requirements, that the PIC is able to safely

operate the DJI Phantom 2 Vision+ or DJI Inspire 1 UAS in a manner consistent with the

exemption, including evasive and emergency maneuvers and maintaining appropriate

distances from people, vessels, vehicles and structures.

Considering JOHN R. ATHA’s proposed area of operations, and the operating

limitations set forth-above; the parallel nature of private pilot aeronautical 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+ or DJI

Inspire 1 UAS, JOHN R. ATHA submits that the additional manned airmanship

experience of a commercially certificated pilot would not correlate to the airmanship

skills necessary for JOHN R. ATHA’s specific proposed flight operations.

The FAA has previously granted relief from Section 61.113(a) and (b) 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, 11110,

11112, 11136, 11138, 11150, 11153, 11156, 11158, 11159, 11160, 11161).

JOHN R. ATHA will not allow any PIC to operate the DJI Phantom 2 Vision+ or

DJI Inspire 1 UAS unless that PIC has demonstrated, by meeting minimum flight-hour

requirements or the DJI Phantom 2 Vision+ or DJI Inspire 1 UAS training and currency

requirements, that the PIC is able to safely operate the DJI Phantom 2 Vision+ or DJI

Inspire 1 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).

As in Exemption Nos. 11062, 11138, and 11153, prior documented flight

experience that was obtained in compliance with applicable regulations will ensure an

equivalent level of safety during JOHN R. ATHA’ proposed operations. The

Administrator has held that prior documented flight experience that was obtained in

compliance with 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

accumulated 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

22
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 90

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 also

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

accomplish 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 R. ATHA will ensure safe operations by not allowing any

PIC to operate the DJI Phantom 2 Vision+ or DJI Inspire 1 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+ or DJI Inspire 1 UAS in a manner

consistent with the exemption, including evasive and emergency maneuvers and

maintaining appropriate distances from people, vessels, vehicles and structures.

3. Reasons Why An Exemption From The Requirements Of Section 91.7(a)

Would Not Adversely Affect Safety.

The equivalent level of safety established by Section 91.7(a) will be maintained

because prior to every flight, JOHN R. ATHA will ensure that the DJI Phantom 2

Vision+ or DJI Inspire 1 UAS is in an airworthy condition based upon the UAS’s

compliance 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 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).

4. Reasons Why An Exemption From The Requirements Of Section 91.121 Would

Not Adversely Affect Safety.

The equivalent level of safety established by Section 91.121 will be maintained

because the altitude information of the DJI Phantom 2 Vision+ and DJI Inspire 1 UAs

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 R. ATHA’ operation

of the DJI Phantom 2 Vision+ and DJI Inspire 1 UAs within visual line of sight, at or

below 500 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.

23
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).

5. Reasons Why An Exemption From The Requirements Of Section 91.151(b)

Would Not Adversely Affect Safety.

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+ and DJI Inspire 1 UASs; (2) the limitations on the proposed flight

operations; and (3) the location of the proposed flight operations. Accordingly, DRONE

NY, Inc. will ensure that it will safely operate the battery powered DJI Phantom 2

Vision+ and DJI Inspire 1 UAs during daylight hours in VFR conditions, 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 after that for at least 4.5 minutes.

Here, as in Exemption No. 11109, the technical specifications of the DJI Phantom

2 Vision+ and DJI Inspire 1 UASs; 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+ and DJI Inspire 1 UASs 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 DJI Phantom

Vision+ and DJI Inspire 1 UASs 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, to 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, 11160, 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 R. ATHA submits that the equivalent level of

safety with regard to the regulatory maintenance and alteration requirements established

24
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 R. ATHA will use trained technicians to perform maintenance,

alterations, or preventive maintenance on the UASs using the methods, techniques, and

practices prescribed in the operating documents (i.e., the JOHN R. ATHA Aerial

Operations Manual, Monthly Maintenance Log, and DJI Phantom 2 Vision+ and DJI

Inspire 1 Instruction Manual). Furthermore, JOHN R. ATHA will document and

maintain all maintenance records for the DJI Phantom 2 Vision+ and DJI Inspire 1 UASs.

Since the DJI Phantom 2 Vision+ and DJI Inspire 1 UASs will be inspected as

prescribed by the operating documents, JOHN R. ATHA 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+ and DJI Inspire 1 User Manuals are attached hereto as

Exhibit C and D; a copy of the DJI Phantom 2 Vision+ and DJI Inspire 1 UAS

Maintenance LOG is attached hereto as Exhibit E.

Likewise, the exemption sought will not adversely affect safety because DRONE

NY, Inc. will use trained technicians to perform maintenance, alterations or preventive

maintenance on the UAS using the methods, techniques, and practices prescribed by the

operating 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 the

DJI Phantom 2 Vision+ and DJI Inspire 1 UASs will be performed by trained technicians.

Maintenance 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 R. ATHA’s proposed operating limitations, the

operating documents, and the technical aspects of the DJI Phantom 2 Vision+ and DJI

Inspire 1 UAS’s, JOHN R. ATHA 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 circumstances 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 Prescribe 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 R. ATHA

requests that the FAA prescribe special conditions for the intended operation of the DJI

Phantom 2 Vision+ and DJI Inspire 1 UASs, which contain such safety standards that the

Administrator finds necessary to establish a level of safety equivalent to that established

25
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 photography over certain areas of the United 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 for 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. § 21.16, for operation of the DJI Phantom 2 Vision+ and DJI Inspire 1 UASs,

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 Special 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, aircraft 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+ and DJI Inspire 1 UASs, 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 R. ATHA Seeks Exemption:

JOHN R. ATHA 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 R. ATHA

Seeks:

This exemption will permit JOHN R. ATHA to commercially operate an Unmanned

Aircraft System (UAS) for the purpose of conducting aerial video and photography over

certain areas of the United States.

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Any Additional Information, Views, Or Arguments Available To Support DRONE

NY, Inc.’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 determine if

certain UAS may operate safely in the NAS. As such, JOHN R. ATHA’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 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 for such UAS to operate

without airworthiness certification. As discussed in detail above, JOHN R. ATHA will

operate the DJI Phantom 2 Vision+ and DJI Inspire 1 UASs safely in the NAS, without

creating a hazard to users of the NAS, or the public, or otherwise pose a threat to national

security.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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APPENDIX – A

DJI PHANTOM 2 VISION+ TECHNICAL SPECIFICATIONS

JOHN R. ATHA 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

flight 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/tablet

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 - 2000/s 

 1.1.1.5 Max Tilt Angel - 350 

 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 - ±0.030 

 1.1.2.3 Controllable Range – Pitch: -900 - 00 

 1.1.2.4 Maximum Angular Speed – Pitch: 900/s 

 

1.1.3 Camera 

 1.1.3.1 Operating Temperature Range - 320F - 1040F (00C - 400C) 

 1.1.3.2 Sensor Size – 1/2.3” 

 1.1.3.3 Effective Pixels – 14M 

 1.1.3.4 Resolution – 4384x3288 

 1.1.3.5 HD Video Recording – 1080p30 & 720p 

 1.1.3.6 Recording Field of View - 1100/850 

 

1.1.4 Transmitter 

 1.1.4.1 Operating Frequency – 5.728GHz – 5.85GHz 

 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 

 

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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 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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APPENDIX – B

DJI INSPIRE 1 TECHNICAL SPECIFICATIONS

JOHN R. ATHA 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

flight 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/tablet

devices)

 

 

2.2 DJI Inspire 1 

 

2.2.1 Aircraft 

 2.2.1.1 Model – T600 

 2.2.1.2 Weight (Battery Included) – 6lbs 7.5291oz (2935g) 

 2.2.1.3 Hovering Accuracy (GPS Mode) – Vertical: 0.5m; Horizontal: 2.5m 

 2.2.1.4 Max Angular Velocity – Pitch: 3000/s; Yaw: 1500/s 

 2.2.1.5 Max Tilt Angle - 350 

 2.2.1.6 Max Ascent Speed – 5m/s 

 2.2.1.7 Max Descent Speed – 4m/s 

 2.2.1.8 Max Speed – 22m/s (ATTI mode, no wind – NOT RECOMMENDED) 

 2.2.1.9 Max Flight Altitude – 4500m 

 2.2.1.10 Max Wind Resistance – 10m/s 

 2.2.1.11 Max Flight Time – Approximately 18 minutes 

 2.2.1.12 Motor Model – DJI 3510 

 2.2.1.13 Propeller Model – DJI 1345 

 2.2.1.14 Operating Temperature Range – 140F to 1040F (-100C to 400C) 

 2.2.1.15 Dimensions – 17 1⁄4” x 17 3⁄4” x 12” 

 

2.2.2 Gimbal 

 2.2.2.1 Model – ZENMUSE X3 

 2.2.2.2 Output Power (with camera) – Static: 9W; In Motion: 11W 

 2.2.2.3 Operating Current – Static: 750mA; In Motion: 900mA 

 2.2.2.4 Angular Vibration Range - ±0.030 

 2.2.2.5 Mounting – Detachable 

 2.2.2.6 Controllable Range – Pitch: -900 to +300; Pan: ±3200 

 2.2.2.7 Mechanical Range – Pitch: -1250 to 450; Pan: ±3300 

 2.2.2.8 Max Controllable Speed – Pitch: 1200/s; Pan: 1800/s 

 

2.2.3 Camera 

 2.2.3.1 Name – X3 

 2.2.3.2 Model – FC350 

 2.2.3.3 Total Pixels – 12.76M 

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 2.2.3.4 Effective Pixels – 12.4M 

 2.2.3.5 Image Max Size – 4000x3000 

 2.2.3.6 ISO Range – 100-3200 

 2.2.3.7 Field of View - 940 

 2.2.3.8 CMOS – Sony EXMOR 1/2.3” 

 2.2.3.9 HD Video Recording – UHD(4K): 

 4096x2160p24/25, 3840x2160p24/25/30; FHD: 1920x1080p24/25/30/48/50/60; 

 HD: 1280x720p24/25/30/48/50/60 

 2.2.3.10 Operating Temperature Range - 320F - 1040F (00C - 400C) 

 

2.2.4 Transmitter 

 2.2.4.1 Name – C1 

 2.2.4.2 Operating Frequency – 5.728-5.850GHz; 2.400-2.483GHz 

 2.2.4.3 Communicating Distance (unobstructed) – 2000m 

 2.2.4.4 Output Power – 9W 

 2.2.4.5 Operating Temperature Range - 140F to 1040F (-100C to 400C) 

 2.2.4.6 Battery – 600mAh LiPo 2S 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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APPENDIX - C

DJI PHANTOM 2 VISION+ Manufacturer’s User Manual

User manual can be found at:

http://www.dji.com/product/phantom-2-vision/download

APPENDIX - D

DJI Inspire 1 Manufacturer’s User Manual

User manual can be found at:

http://www.dji.com/product/inspire-1/download

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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