1 E x e mption No. 1115 0

UN I TED S TATES OF AME R I C A

DE P A R TMENT OF T R AN SP O R TAT I ON

F EDE R AL AV I AT I ON ADM I N I S T R AT I ON

W A S H I NGTON, DC 20591

I n the m a tt e r of the p e tition of

AEROCINE , LLC R e g u la t o r y Do c k e t No. F AA

- 2014

- 0400

f

or a n e x e mption fr om p ar t 21;

§§ 45.23 ( b ) ; 61.113 (a ) a nd ( b ) ;
91.7 (a) ; 91.9 ( b )( 2 ) ; 91.103(b); 91.109;

91.119; 91.121; 91.151(a)

91.203 (a ) a nd ( b ); 91.405 (a) ;
91.407 (a)( 1 ); 91.409 (a)( 2 ) ;

a nd 91.417 (a ) a nd ( b) of Title 14,

C ode of Fe d era l R e g ul a tions

G RANT OF E X E M P T ION

B y l e tt e r d a t e d June 16 , 2014, Frank M. Esposito, Esq

. , 1 former c ouns e l f or AeroCine , now represented by Brian Streem, AeroCine LLC, 405 Douglass St., Suite 2, Brooklyn, NY 11217

, p e tition e d the Fe d eral Avi a tion Administ ra tion (F AA) on b e h a lf of AeroCine , LLC, a New York Limited Liability Company doing business as AeroCine f or a n e x e mption fr om p ar t 21,
§§ 45.23 ( b ) , 61.113 (a ) a nd ( b ) , 91.7 (a) , 91.9 ( b )( 2 )

, 91.103(b), 91.109, 91.119, 91.121,
91.151(a), 91.203 (a ) a nd ( b ) , 91.405 (a) , 91.407 (a)( 1 ) , 91.409 (a)( 2 )

, a nd 91.417 (a ) a nd ( b) of

Title 14, C ode of Fe d era l R e g ul a tions ( 14 C F R ) . The petition requested an e x e mption to a llow

op era tion of unm a nn e d a i rcraf t s y st e ms ( UA S ) f or the pu r pose of capturing high definition feature film quality aerial cinematography

.

Th e p et i t io n e r re qu e s t s re li e f f r om t h e f ollo w i n g re g u la t io n s:

P ar t 21 p re s cr ib e s, in p er tin e nt p ar t, the p r o ce du ra l re qui re m e nts f or issuing a nd

c h a n g ing d e si g n a pp r ov a ls, p r odu c tion a pp r ov a ls, a i r wo r thin e ss cer ti f i ca t e s, a nd

a i r wo r thin e ss a pp r ov a ls.

S ec tion 45.23 ( b) p re s cr ib e s, in p er tin e nt p ar t, th a t wh e n m ar ks in c lude only the R om a n

ca pit a l l e tt e r “ N” a nd the re g ist ra tion numb e r is displ a y e d on limit e d, re st r i c t e d or li g ht

- spo r t

1 On September 17, 2014 Mr. Brian Streem, notified the FAA that Mr. Frank M. Esposito is no longer representing

AeroCine.

AFS

– 14

– 376

– E2 ca t e g o r y a i rcraf t or e x p er im e nt a l or p r ovision a lly cer ti f i ca t e d a i rcraf t, the op era tor must a lso displ a y on th a t a i rcraf t n ea r eac h e nt ra n c e to the ca bin, c o c kpit, or pilot st a tion, in l e tt er s not

l e ss th a n 2 in c h e s nor mo r e th a n 6 in c h e s hi g h, the wo r ds “ limit e d,” “re st r i c t e d,” “ li g ht

spo r t,” “e x p er im e nt a l,” or “ p r ovision a l,” a s a ppli ca bl e

.

S ec tion 61.113 (a ) a nd ( b) p re s cr ib e s th a t

—

(a ) no p er son who holds a p r iv a te pilot cer ti f i ca te m a y ac t a s a pilot in c omm a nd of a n

a i rcraf t th a t is carr y ing p a ss e n g er s or p r op er ty f or c omp e ns a tion or hi re ; nor m a y th a t

p er son, f or c omp e ns a tion or hi re

, ac t a s pilot in c omm a nd of a n a i rcraf t.

( b) a p r iv a te pilot m a y

, f or c omp e ns a tion or hi re

, ac t a s pilot in c omm a nd of a n a i rcraf t in

c onn ec tion with a ny busin e ss or e mplo y m e nt i f :

( 1) The f li g ht is only in c id e nt a l to th a t busin e ss or e mplo y m e nt; a nd

( 2) The a i rcraf t do e s not carr y p a ss e n g er s or p r op er ty f or c omp e ns a tion or hi re

.

S ec tion 91.7 (a ) p re s cr ib e s, in p er tin e nt p ar t, th a t no p er son m a y op era te a c ivil a i rcraf t

unl e ss it is in a n a i r wo r thy c ondition.

S ec tion 91.9 ( b )( 2) p r ohibits op era tion of U. S

. - re g ist ere d c ivil a i rcraf t unl e ss th er e is

a v a il a ble in the a i rcraf t a c u rre nt a pp r ov e d Ai rpl a ne or R oto rcraf t F li g ht M a nu a l,

a pp r ov e d m a nu a l m a t er i a l, m ar kin g s, a nd pl acar ds, or a ny c ombin a tion th ere o f

.

S ec tion 91.103 p re s cr ib e s, in p er tin e nt p ar t, th a t eac h pilot in c omm a nd sh a ll, b ef o r e
b e g inning a f li g ht, b ec ome fa mili a r with a ll a v a il a ble in f o r m a tion c on cer ning th a t f li g ht,

to in c lud e

—

(a ) F or a f li g ht und e r I F R or a f li g ht not in the vi c inity of a n a i rpo r t, w ea th e r re po r ts a nd

f

o reca sts, f u e l re qui re m e nts, a lt er n a tiv e s a v a il a ble if the pl a nn e d f li g ht ca nnot be

c ompl e t e d, a nd a ny known t raff ic d e l a y s of whi c h the pilot in c omm a nd h a s b ee n

a dvis e d by Air Traffic Control ( AT C ) ;

( b) F or a ny f li g ht, r unw a y l e n g ths a t a i rpo r ts of int e nd e d us e

, a nd the f ollowing t a k e o f f

a nd l a nding dist a n c e in f o r m a tion:

( 1) F or c ivil a i rcraf t f or whi c h a n a pp r ov e d Ai rpl a ne or R oto rcraft F li g ht M a nu a l

c ont a ining t a k e o f f a nd l a nding dist a n c e d a ta is re qui re d, the t a k e o f f a nd

l a nding dist a n c e d a ta c ont a in e d th ere in; a nd

( 2) F or c ivil a i rcraf t oth e r th a n those sp ec i f i e d in p ara g ra ph ( b )( 1) of this s ec tion,

oth e r re li a ble in f o r m a tion a pp r op r i a te to the a i rcraf t, re l a ting to a i rcraf t

p erf o r m a n c e und e r e x p ec t e d v a lu e s of a i r po r t e l e v a tion a nd r unw a y slop e

,

a i rcraf t g r oss w e i g ht, a nd wind a nd t e mp era tu re.3 S ec tion 91.109 p re s cr ib e s, in p er tin e nt p ar t, th a t no p er son m a y op era te a c ivil a i rcraf t (e x ce pt a m a nn e d fre e b a lloon) th a t is b e ing us e d f or f li g ht inst r u c tion unl e ss th a t a i rcraf t

h a s f ully f un c tioning du a l c ont r ols.

S ec tion 91.119 p re s cr ib e s th a t, e x ce pt wh e n n ece ss ar y f or t a k e o f f or l a ndin g , no p er son m a y

op era te a n a i rcraf t b e low the f ollowing a ltitud e s:

(a ) An y wh ere . An a ltitude a llowin g , if a pow e r unit fa ils, a n e m er g e n c y l a nding

without undue h a z ar d to p er sons or p r op er ty on the su rface

.

( b) Ov e r c on g e st e d area s. Ov e r a ny c on g e st e d are a of a c it y , town, or s e ttl e m e nt, or

ov e r a ny op e n a ir a ss e mbly of p er sons, a n a ltitude of 1,000 fee t a bove the hi g h e st

obst ac le within a ho r i z ont a l ra dius of 2,000 fee t of the a i rcraf t.

(c ) Ov e r oth e r th a n c on g e st e d area s. An a ltitude of 500 fee t a bove the su rface

, e x ce pt

ov e r op e n w a t e r or sp ar s e ly popul a t e d area s. I n those ca s e s, the a i rcraf t m a y not be

op era t e d c los e r th a n 500 fee t to a ny p er son, v e ss e l, v e hi c l e , or st r u c tu re

.

( d) H e li c opt er s, pow ere d p arac hut e s, a nd w e i g ht

- shi f t

- c ont r ol a i rcraf t. I f the op era tion

is c ondu c t e d without h a z ar d to p er sons or p r op er ty on the su rface

—

( 1) A h e li c opt e r m a y be op era t e d a t l e ss th a n the minimums p re s cr ib ed in p ara g ra ph
( b) or (c ) of this s ec tion, p r ovid e d eac h p er son op era ting the h e li c opt e r c ompli e s
with a ny r out e s or a ltitud e s sp ec i f i ca lly p re s cr ib e d f or h e li c opt er s by the F AA;

a nd

( 2) A pow ere d p arac hute or w e i g ht

- shi f t

- c ont r ol a i rcraf t m a y be op era t e d a t l e ss
th a n the minimums p re s cr ib e d in p ara g ra ph (c ) of this s ec tion.

S ec tion 91.121 re qui re s, in p er tin e nt p ar t, eac h p er son op era ting a n a i rcraf t to m a int a in

cr uising a ltitude by refere n c e to a n a ltim e t e r th a t is s e t “ to the e l e v a tion of the d e p ar tu r e

a i rpo r t or a n a pp r op r i a te a ltim e t e r s e tting a v a il a ble b ef o r e d e p ar tu re .”

S ec tion 91.151 (a ) p re s cr ib e s th a t no p er son m a y b e g in a f li g ht in a n a i rpl a ne und e r V F R

c onditions unl e ss ( c onsid er ing wind a nd f o r e ca st w ea th e r c onditions) th er e is e nou g h

f u e l to f ly to the f i r st point of int e nd e d l a nding a nd, a ssuming no r m a l cr uising sp e e d

, ( 1) du r ing the d a y , to f ly af t e r th a t f or a t l ea st 30 minut e s; or ( 2) At ni g ht, to f ly af t e r
th a t f or a t l ea st 45 minut e s.

S ec tion 91.203 (a ) p r ohibits, in p er tin e nt p ar t, a ny p er son fr om op era ting a c ivil a i rcraf t

unl e ss it h a s within it ( 1) a n a pp r op r i a te a nd c u rre nt a i r wo r thin e ss cer ti f i ca t e ; a nd ( 2) a n
effec tive U. S

. re g ist ra tion cer ti f i ca te issu e d to its own e r o r

, f or op era tion within the Unit e d

S t a t e s, the s ec ond c opy of the Ai rcraf t R e g ist ra tion Appli ca tion a s p r ovid e d f or in
§ 47.31 (c)

.

S ec tion 91.203 ( b) p re s cr ib e s, in p er tin e nt p ar t, th a t no p er son m a y op era te a c ivil a i rcraf t4 unl e ss the a i r wo r thin e ss cer ti f i ca te or a sp ec i a l f li g ht a utho r i z a tion issu e d und e r § 91.715 is displ a y e d a t the ca bin or c o c kpit e nt ra n c e so th a t it is l e g ible to p a ss e n g er s or cre w.

S ec tion 91.405 (a ) re qui re s, in p er tin e nt p ar t, th a t a n a i rcraf t op era tor or own e r sh a ll h a ve
th a t a i rcraf t insp ec t e d a s p re s cr ib e d in subp ar t E of the s a me p ar t a nd sh a ll, b e tw ee n

re qui re d insp ec tions, e x ce pt a s p r ovid e d in p ara g ra ph (c ) of the s a me s ec tion, h a ve
dis cre p a n c i e s re p a i re d a s p re s cr ib e d in p ar t 43 of the c h a pt er

.

S ec tion 91.407 (a)( 1) p r ohibits, in p er tin e nt p ar t, a ny p er son fr om op era ting a n a i rcraf t th a t

h a s und er g one m a int e n a n ce , p re v e ntive m a int e n a n ce

, re buildin g , or a lt era tion unl e ss it h a s
b ee n a pp r ov e d f or re tu r n to s er vi c e by a p er son a utho r i z e d und e r § 43.7 of the s a me c h a pt er

.

S ec tion 91.409 (a)( 2) p re s cr ib e s, in p er tin e nt p ar t, th a t no p er son m a y op era te a n a i rcraf t

unl e ss, within the p rece ding 12 ca l e nd a r months, it h a s h a d a n insp ec tion f or the issu a n c e of

a n a i r wo r thin e ss cer ti f i ca te in acc o r d a n c e with p ar t 21 of this c h a pt er

.

S ec tion 91.417 (a ) a nd ( b) p re s cr ib e s, in p er tin e nt p ar t, th a t

—

(a ) E ac h re g ist ere d own e r or op era tor sh a ll k ee p the f ollowing rec o r ds f or the p er iods

sp ec i f i e d in p ara g ra ph ( b) of this s ec tion:

( 1) R ec o r ds of the m a int e n a n ce , p re v e ntive m a int e n a n ce

, a nd a lt era tion a nd rec o r ds

of the 100

- hou r

, a nnu a l, p r o g re ssiv e

, a nd oth e r re qui re d or a pp r ov e d insp ec tions,

a s a pp r op r i a t e

, f or eac h a i rcraf t ( in c luding the a i rfra m e ) a nd eac h e n g in e

, p r op e ll er

, r oto r

, a nd a ppli a n c e of a n a i rcraf t. The rec o r ds must in c lud e

—

(i) A d e s cr iption ( or refere n c e to d a ta acce pt a ble to the Administ ra to r ) of the

wo r k p erf o r m e d; a nd \

(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) R ec o r ds c ont a ining the f ollowing in f o r m a tion:

(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 last5 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 ma jor alteration to the airframe and currently installed engines, rotors, propellers, and appliances.

( b) The own e r or op era tor sh a ll re t a in the f ollowing rec o r ds f or the p er iods

p re s cr ib e d:

( 1) The rec o r ds sp ec i f i e d in p ara g ra ph (a)( 1) of this s ec tion sh a ll be re t a in e d until

the wo r k is re p ea t e d or sup er s e d e d by oth e r wo r k or f or 1 y ea r af t e r the wo r k is

p erf o r m e d.

( 2) The rec o r ds sp ec i f i e d in p ara g ra ph (a)( 2) of this s ec tion sh a ll be re t a in e d a nd

t ra ns ferre d with the a i rcraf t a t the time the a i rcraf t is sold.

( 3) A list of d efec ts f u r nish e d to a re g ist ere d own e r or op era tor und e r § 43.11 of this

c h a pt e r sh a ll be re t a in e d until the d efec ts ar e re p a i re d a nd the a i rcraf t is a pp r ov e d

f

or re tu r n to s er vi ce

.

Th e p et i t io n e r s upp o rt s i t s re qu e st w i t h t h e f ollo w i n g i n f o r m a t io n:

The petition and the following supporting documentation are hereinafter referred to as the operating documents :

1) AeroCine Technical Manual v2
2) AeroCine General Operations Manual v 10.7.2014
3) AeroCine Battery Safety Manual
4) KW X12 Inspection Checklist
5) Maintenance Log

The p e tition e r submitt e d a ddition a l in f o r m a tion in re sponse to F AA re qu e st s, whi c h are post e d

to the do c k e t. The F AA h a s o r g a ni z e d the p e tition er’ s in f o r m a tion into four s ec tions: 1) the

unm a nn e d a i rcraf t s y st e m (UAS) , 2) the UAS p ilot i n c omm a nd ( P I C ) , 3) the UAS op era ting

p ara m e t er s

, and 4) the public interest.

Unm a nn ed Ai rcraf t S y st em

The UAS p r opos e d by the p e tition e r is a Kopterworx

, Model Hammer X12, and incorporates a
DJI WooKong

- M flight control system and associated motors, propellers and electronic speed6 controls from various suppliers. This a i rcraf t h a s twelve counter

- rotating propellers a nd twelve

moto r s in a hexacopter c on f i g u ra tion ( X 12 ) . The p e tition e r st a t e s th a t g iv e n th e si z e , w e i g ht,

sp ee d, a nd limit e d op era ting are a a sso c i a t e d with the a i rcraf t to be utili z e d by the a ppli ca nt, a n

e x e mption fr om 14 C F R p ar t 21, S ubp ar t H ( Ai r wo r thin e ss C er ti f i ca t e s ) , subj ect to cer t a in

c onditions a nd limit a tions, is w arra nt e d a nd m ee ts the re qui re m e nts f or a n e quiv a l e nt l e v e l of

s afe ty und e r 14 C F R p ar t 11 a nd S ec tion 333 of the F AA Mod er ni z a tion a nd R ef o r m A c t of 2012
( P L 112

- 95 ) . The p e tition e r f u r th e r st a t e s th a t UAS op era t e d without a n a i r wo r thin e ss cer ti f i ca te

in the re st r i c t e d e nvi r onm e nt a nd und e r the c onditions a nd limit a tions p r opos e d by the p e tition e r
will be a t l ea st a s s afe , or s afer , th a n a c onv e ntion al a i rcraf t (f i x e d wing or r oto rcraf t) op era ting

with a n a i r wo r thin e ss cer ti f i ca te issu e d und e r 14 C F R p ar t 21, S ubp ar t H a nd not subj ec t to the

p r opos e d c onditions a nd limit a tions.

The p e tition e r st a t e s th a t the unm a nn e d a i rcraf t ( UA) to be op era t e d und e r this re qu e st is l e ss
th a n 55 lbs. f ully lo a d e d, f li e s a t a sp ee d of no mo r e th a n 50 knots, carr i e s n e ith e r a pilot nor

p a ss e n g er

, carr i e s no e x plosive m a t er i a ls or f l a mm a ble liquid f u e ls, a nd op era t e s e x c lusiv e ly

within a s ec u re d are a a s s e t out in the petition. I n a ddition, the p e tition e r h a s int e g ra t e d s afe ty

fea tu re s into the d e si g n of the UA S

, a s d e s cr ib e d in the p e tition, to e nsu r e the s afe ty of p er sons

a nd p r op er ty within a nd su rr ounding the limit e d op era ting area . The p e tition e r f u r th e r d e s cr ib e s
th a t, in the e v e nt the UAS los e s c ommuni ca tions with the ground control station, it will rely on

a global positioning system ( GPS ) flight mode and rev ert to a hover and slowly land.

The p e tition e r st a t e s th a t e v e n thou g h its UAS will h a ve no a i r wo r thin e ss cer ti f i ca t e

, an

e x e mption m a y be n ee d e d fr om 14 C F R § 45.23 a s the UA will h a ve no e nt ra n c e to the ca bin,

c o c kpit, or pilot st a tion on whi c h the wo r d “e x p er im e nt a l” ca n be pl ace d. Giv e n the si z e of the
UA, the p e tition e r not e s th a t the two

- in c h l e tt er ing will be impossibl e . The p e tition e r a ss er ts th a t

a n e quiv a l e nt l e v e l of s afe ty will be p r ovid e d by h a ving the UA m ar k e d with the wo r d

“e x p er im e nt a l” on the f us e l a g e in c ompli a n c e with 14 C F R § 45.29 (f) , in a lo ca tion wh er e the pilot, technician, spotter

, a nd oth er s wo r king with the UA will s e e the markings

The petitioner requests an exemption from the maintenance, preventative maintenance, and alterations requirements in part 91, Subpart E (§§ 91.405 through 91.417). The Director of Operations is responsible for the maintenance control system

. T he petitioner ’ s operating

documents contain preflight , postflight, and p eriodic maintenance processes to repair discrepancies between inspections for the UAS affected by this exemption.

UAS P ilot I n C omm a nd ( P I C )

The p e tition e r a ss er ts th a t sin c e the UA will not carr y a pilot or p a ss e n g er s on bo ar d, the

p r opos e d op era tions will achieve an equivalent level of s afe ty when conducted by the petitioner’s personnel that meet the requirements of its own vetting system, which it stipulates will ensure only pilots of sufficient skill will operate the UAS. Thus, the petition er believes its pilots will provide a level of safety equal to the same operations conducted by pilots possessing a p r iv a te pilot certificate

. I n

suppo r t of its position, the p e tition e r ar g u e s th a t while it sees some value in the items taught in a private pi lot ground school, there is no correlation between fixed manned aircraft flying skills and flying a UAS, and that the risks attendant to the operation of their UAS are far less than the

risk levels inherent in the commercial activities outline d in 14 CFR p art 61. The petition further7 states that currently, similar lightweight, remote controlled

, UAS are legally operating by amateurs with no flight experience, no safety plan and with no controls in place to prevent catastrophe and therefore it is only logica l to allow the petitioner’s experienced remote control pilots, technicians, and safety crew to operate similar lightweight UAS

.

Addition a ll y , the p e tition e r st a t e s th a t the a i rcraf t will only be op era t e d in quarantined areas that are strictly controlled and are away from airports and populated areas. The petitioner further

states that it conduct s extensive briefing s prior to flight, during which safety carries primary importance, it obtains all necessary p ermissions and permits prior to operation , and has procedures in place to abort flights in the event of safety breaches or potential danger. The petitioner notes that helicopters are the primary means of aerial motion picture capture and while the safety r ecord of such operations is astounding, it is far safer to operate a battery powered

, lightweight UAS. The potential loss of life is diminished because UAS carry no people on board and the petitioner only operates them in specific areas away from mass

popu lations. There is also no fuel on board a UAS and thus the potential for fire or explosions is greatly diminished.

UAS Op era ting P ara m e t er s

The p e tition e r st a t e s th a t each flight will be staffed with a pilot, technician and spotter; a ll

f li g hts will be op era t e d within visu a l line of si g ht ( V L O S ) of the pilot and UA f li g hts will be

limit e d to a m a x imum a ltitude of 400 fee t above ground level ( AG L )

. Additionally, t he petitioner states it will operate their UAS during filming operations within tightly controlled

and limited a reas that will be marked and cordoned off

, with controls in place to allow for safe operations in accordance with their operating documents

. The p e tition e r ar g u e s th a t

c omp ared to f li g ht op era tions with a i rcraf t or r oto rcraf t w e i g hing fa r mo r e th a n its UA a nd

the l ac k of f l a mm a ble f u e l, a ny r isk a sso c i a t e d with its UAS op era tions is fa r l e ss th a n those

with c onv e ntion a l a i rcraf t conducting similar op era t ions. Further, the petitioner utilizes a safety management system to ensure consistent, safe UAS operations.

Regarding 14 CFR § 91.7(a) the petitioner discusses that this regulation prohibits the operation of an aircraft without an airworthiness certificate. The petitioner then states that since no

such certificate will be applicable in the form contemplated by the FARs, this regulation is inapplicable.

Regarding 14 CFR § 91.9(b) (2) the petitioner discusses that this regulation requires an aircraft flight manual in the aircraft. The petitioner then states that there are no pilots or passengers, and given the size of the UAS, this regulation is inapplicable. An equivalent level of safety will be achieved by maintaining a manual at the flight operations center.

W ith re sp ec t to p ref li g ht ac tions, the p e tition e r not e s it m a y n ee d a n e x e mption fr om
14 C F R § 91.103, b eca use it will not h a ve a pp r ov e d r oto rcraf t f li g ht m a nu a ls. The p e tition e r

a ss er ts th a t a n e quiv a l e nt l e v e l of s afe ty will be ac hi e v e d by the P I C t a king a ll p ref li g ht ac tions a s

s et f o r

th in th e ir operating documents. Addition a ll y , the p e tition e r st a t e s th a t a b r i ef ing will be

c ondu c t e d p r ior to eac h d a y ’ s f ilming re g ar ding pl a nn e d UAS op era tions, a nd a ll p er sonn e l

p erf o r ming duti e s within the bound ar i e s of the s afe ty p er im e t e r will be re qui re d to a tt e nd.8 Although the petition requests relief from 14 CFR § 91.109, it did not include supporting

rationale or basis for such relief.

With respect to minimum safe altitudes, the petitioner requested relief from 14 CFR § 91.119,

because the petitioner’s UAS will never operate above 400 feet AGL

, in areas that are cordoned off with security parameters and in accordance with the close range aerial procedures contained in their operating documents.

With respect to 14 CFR § 91.121 the petitioner states that their UAS utilizes electronic global positioning systems and six internal gyroscopes to provide spatial coordination.

W ith re sp ec t to the f u e l re qui re m e nts in 14 C F R § 91.151, the p e tition e r ar g u e s th a t g iv e n the

limit a tions on the UA ’ s p r opos e d f li g ht are a a nd the controlled nature of the area in which operations will occur a n e quiv a l e nt l e v e l of s afe ty ca n be ac hi e v e d by stating their intention to land with 25% battery power remaining.

P ublic I nt ere st

The petition er asserts that its petition is in the public interest for several reasons. First, Congress pronounced that it is in the public’s interest to integrate commercially flown UAS into the national airspace system (NAS) , hence the passing of the Reform Act. Secon d, the flight data, visual inspections, recorded observations and flight analyses from these operations will be compiled to further enhance its current safety protocols. Third, the public has an interest in reducing the danger and emission associated with current aerial cinematic capture methods, namely full size helicopters. The petitioner notes that its UAS is battery powered and create s no emissions. If the petitioner’s UAS crashes there is no fuel to ignite and explode. The impact of the petitioner’s lightweight UAS is far less than a full size helicopter, notwithstanding the statistically noteworthy safety record of full size helicopters used in motion picture capture. The public’s interest is furthered by minimizing ecological and crash impacts by p ermitting motion picture capture through the use of lightweight UAS.

The petition states that the progression of the arts and sciences has been fundamental to our society. Permitting the petitioner to immediately fly within the United States furthers these goals. Whether it is the amalgam of scientific discoveries applicable to feature film making (including those drawing upon architecture, physics, engineering and cultural inclusiveness)

to advancem ents in publicly usable technologies or advancements in equipment available to law enforcement personnel/first responders that does not cost millions of dollars, granting the petitioner’s exemption request substantially furthers the public's interest in wa ys known and currently unknown.

Dis c u ssion of P ub lic Co mm e n t s:

A summ ar y of the p e tition w a s publish e d in the Fe d eral R e g ist e r on J u ly 2 3 , 2014
( 79 F R 42868 )

. Three c omm e nts w er e rece iv e d.

Of the three c omm e nts rece iv e d, in c luding two fr om a sso c i a tions, one c omm e nt suppo r t e d the9 e x e mption re qu e st and two oppos e d. The p e tition rece iv e d c omm e nts on the f ollowing topi c s:

ec onomic imp ac t, UA S

, P I C requirements , op era tion a l ca p a biliti e s, a i r sp ace , s e nse a nd a void,

a nd d a ta link.

In support of the petitioner’s request, the Small UAV Coalition pointed to various safety aspects of the petitioners proposed operation. The Small UAV Coalition noted that the language in Section 333 provides a high degree of regulatory flexibility relativ e to considering many UAS operations, such as operating closer to persons and property on the surface.

S uppo r ting c omm e nts also c it e d the ec onomic b e n ef its of UA S

.

The Air Line Pilots Association, International (ALPA) opposed the petition. ALPA noted that the proposed operations will be for “compensation or hire,” and believes the UAS pilot must hold at least a current FAA Commercial Pilot Certificate with an appropriate category and class rating for the type of aircraft being flown and a cu rrent second

- class airman medical certificate. ALPA also noted that this is the requirement for compensation or hire operations in the NAS today. The FAA has carefully reviewed the concerns expressed in these comments regarding knowledge, training, and med ical certification required by holders of both private and commercial certificates. Additional details are available in the ensuing analysis of this issue with regards to 14 CFR part 61.

ALPA notes that without specific distances to be maintained from ei ther airports or populated areas, it is impossible to assess the risk that the petitioner may be introducing to other aircraf t or to persons on the ground. Without such specificity, it cannot be determined if the proposed operation may place small UAS in t he same airspace as manned aircraft operating in an ATA, or if the operation introduces a risk to the public by operating over populated areas. ALPA asserts that since the petitioner proposes no separation capabilities to mitigate the risk of
collision, t he proposed operation increases the likelihood of unanticipated safety impacts to an already burdened NAS. ALPA also states that there must be means both to ensure that the UA remains within the defined airspace and to ensure that the hazard of other aircr aft intruding on the operation is mitigated.

The FAA addressed these concerns by adding operating conditions and limitations regarding operations in the proximity of airports

. T he UA may not operate within 5 nautical miles of an airport reference point as denoted on a current FAA

- published aeronau tical 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 Certificate of Waiver
or Authorization ( COA)

. Additionally, stand

- off distance from clouds, altitude restrictions, and operating distance from non

- participating personnel have been prescribed . Further detail is contained in the analysis of the UAS operating parameters below.

A n individual comme nte d that UAS should meet criteria set forth in a standard approved by the

FAA . Also

, ALPA commented that Communication and Command (C2) [Note: Typically
referred to as command and control] link failures are one of the most common failures on UAS

and lost link mitigations require safe modes to prevent fly

‐ a

‐ ways or other scenarios, including mitigations such as, auto

‐ land, return

‐ to

‐ home and geo

‐ fencing boundary protection, incorporated into the navigation and control systems for a UA to safely land or re

‐ e stablish C2.10 ALPA further stated that the radio frequency spectrum that is commonly accessed for small UAS is unprotected and asserts that mitigations for spectrum interference, weather, terrain and
obstacles (man

‐ made or natural) should be developed to en sure safe operations.

The FAA agrees and carefully examined the proposed operation to ensure that the vehicle design and the petitioner’s supporting documentation addressed potential hazards related to C2 failure. The FAA finds that the UAS to be operated by the petitioner has sufficient design features to

address these hazards. As discussed in the analysis of the UAS below, the Secretary of Transportation has determined that the UAS and associated operations proposed in the petition

meet the criteria of Section 333 and thus desi gn standards are not required. Further detail is contained in the analysis of the UAS below.

Regarding 14 CFR § 91.113 Right of Way, “See and Avoid” requirements, ALPA also stated that given the absence of an onboard pilot, a means to meet this statut ory requirement is

necessary. The FAA shares these concerns and has incorporated associated conditions and limitations into this exemption, including: a) NOTAMs issued for all operations, b) operations
conducted within VLOS of the PIC and the VO, and c) th e UAS PIC must always yield right

- of

way to manned aircraft.

Th e F AA's a n alysis is as f ollo w s:

Unm a nn ed A i rcraf t S y st em ( UA S )

The petitioner requested relief from 14 CFR part 21, Certification procedures for products and parts. In accordance with the statutory criteria provided in Section 333 of P.L. 112

- 95 in

reference to 49 USC § 44704, and in consideration of the size, weight, speed, and limited operating area associated with the aircraft and its operation, the Secretary of Transportation

has determ ined that this aircraft meets the conditions of Section 333. Therefore, the FAA finds that the requested relief from 14 CFR part 21, and any associated noise certification and testing requirements of part 36, is not necessary.

C omm erc i a l motion pi c tu r e a nd t e l e vision aer i a l f ilming op era tions with m a nn e d a i rcraf t ar e

t y

pi ca lly c ondu c t e d with a i rcraf t holding st a nd ar d a i r wo r thin e ss cer ti f i ca t e s issu e d und e r

P ar t 21, subp ar t H. Th e se a i rcraf t ar e no r m a lly modi f i e d via the S uppl e m e nt a l T y pe C er ti f i ca te ( S T C ) p r o ce ss to inst a ll ca m era s a nd oth e r e quipm e nt not in c lud e d in the o r i g in a l a i rcraf t d e si g n.

M a nn e d h e li c opt er s c ondu c ting motion pi c tu r e a nd t e l e vision aer i a l f ilming ca n w e i g h 6,000

lbs. or mo r e a nd ar e op era t e d by a n onbo ar d pilot, in a ddition to oth e r onbo ar d cre wm e mb er s, a s

n ece ss ar y . The p e tition er’ s UA will w e i g h l e ss th a n 55 lbs. with no onbo ar d pilot or cre w. The pilot a nd cre w will be re mot e ly lo ca t e d fr om the a i rcraf t. The limit e d w e i g ht si g ni f i ca ntly

re du ce s the pot e nti a l f or h ar m to p ar ti c ip a ting a nd nonp ar ti c ip a ting individu a ls or p r op er ty in

the e v e nt of a n in c id e nt or acc id e nt. The r isk to a n onbo ar d pilot a nd cre w du r ing a n in c id e nt or

acc id e nt is e limin a t e d with the use of a UA f or the aer i a l f ilming op era tion.

M a nn e d a i rcraf t ar e a t r isk of f u e l spill a g e a nd f i r e in the e v e nt of a n in c id e nt or acc id e nt. The

UA carr i e s no f u e l, a nd th eref o r e the r isk of f i r e f ollowing a n in c id e nt or acc id e nt due to f u e l11 spill a g e is e limin a t e d.

Du r ing motion pi c tu r e a nd t e l e vision aer i a l f ilming with m a nn e d a i rcraf t und e r the c onditions of

a n F AA issu e d C er ti f i ca te of W a iv er

, no r m a lly issu e d by a ju r isdi c tion a l Flight Standards
District Office ( F S DO ) und e r FAA Order 8900.1 V3, C 8, S 1, a i rcraf t ca n be op era t e d in v er y

c lose p r o x imity to p ar ti c ip a ting p er sons. The s afe ty of th e se individu a ls is m a int a in e d th r ou g h

use of a n a i rcraf t with st a nd ar d a i r wo r thin e ss cer ti f i ca tion und e r 14 C F R p ar t 21, S ubp ar t H,

op era tion of the a i rcraf t by a qu a li f i e d a nd c omp e t e nt pilot, a nd op era ting acc o r ding to

limit a tions n ece ss ar y to e nsu r e s afe t y

. I n th e se situ a tions, the f ilming subj ec t a nd p r odu c tion

p er sonn e l ar e e x pos e d to r isk by vi r tue of th e ir c lose p r o x imity to a n a i rcraf t in f li g ht. C omp are d

to m a nn e d a i rcraf t, the UA b e ing op era t e d by the p e tition e r re du ce s the r isk to p ar ti c ip a ting

p er sons in c lose p r o x imity to the a i rcraf t due to the limit e d si z e , w e i g ht, op era ting c onditions,

a nd d e si g n s afe ty fea tu re s of the UA S

.

This e x e mption do e s not re qui r e a n e l ec t r onic m ea ns to monitor a nd c ommuni ca te with oth e r

a i rcraf t, su c h a s t ra nspond er s or s e nse a nd a void t ec hnolo g y

. R a th e r the F AA is miti g a ting the

r isk of th e se op era tions by pl ac ing limits on a ltitud e

, re qui r ing st a nd

- o f f dist a n c e fr om c louds,

p er mitting d a y time op era tions onl y

, a nd re qui r ing th a t the UA be op era t e d within visu a l line

of si g ht a nd y i e ld r i g ht of w a y to a ll m a nn e d op era tions. Addition a ll y , the e x e mption p r ovid e s
th a t the op era tor will re qu e st a NOTAM p r ior to op era tions to a l er t oth e r us er s of the NA S

.

The p e tition er’ s UAS h a s the ca p a bility to op era te s afe ly af t e r e x p er i e n c ing cer t a in in

- f li g ht

fa ilu re s. The UA is a lso a ble to re spond to a lost

- link e v e nt with a p re

- c oo r din a t e d, p re di c t a bl e

,

a utom a t e d f li g ht m a n e uv er . The F AA a lso b e li e v e s th a t the multiple c ont r ol re dund a n c i e s
d e s cr ib e d in the p e tition er’ s operating documents ar e su ff i c i e nt to miti g a te r isks a sso c i a t ed with

the loss of G P S si g n a l. These additional safety features ensure that these operations will not adversely impact the safety of participating and nonparticipating individuals.

R e g ar ding the p e tition er’ s re qu e st e d re li e f fr om 14 C F R § 45.23 ( b) Displ a y of m ar ks , the

p e tition er’ s re qu e st is m a de und e r the a ssumption th a t m ar king with the wo r d “e x p er im e nt a l”

will be re qui re d a s a c ondition of a n e x e mption re qu e st. However, t his m ar king is re s er v e d f or

a i rcraft th a t ar e issu e d e x p er im e nt a l cer ti f i ca t e s und e r § 21.191. S in c e the p e tition er’ s UAS

will not be cer ti f i ca t e d und e r 14 C F R § 21

. 191, a g ra nt of e x e mption f or 14 C F R § 45.23 ( b) is

not n ece ss ar y

.

The petitioner request s relief from 14 CFR §§ 91.405(a) Maintenance required , 91.407(a)(1)

O

peration after maintenance, preventive maintenance, rebuilding, or alteration , 91.409(a)(2)
Inspections , and 91.417(a) and (b) Maintenance records

. The FAA has evaluated the petitioner’s request and determined that cause for exemption to these requirements is warranted. The FAA notes that the petitioner’s operating documents contain preflight and postflight checks for the UAS. The FAA has also determined that relief from § 91.409(a)(1) is also necessary because it is an alternate inspection requirement of § 91.409(a)(2). The FAA finds that adherence to the operating documents, as required by the conditions and limitations below, is sufficient to ensure that safety is not adversely affected.12 P ilot I n C omm a nd of the UAS

Regarding the petitioner’s requested relief from 14 CFR § 61.113(a) and (b) Private pilot privileges and limitations , the petitioner requested regulatory relief to operate its UAS with out

an FAA

- certificated pilot. Although Section 333 provides limited statutory flexibility to the statutory requirement to hold an airworthiness certific ate , it does not provide flexibility to other requirements of title 49. The FAA does not possess the authority to exempt from the statutory

req uirement to hold an airman certificate, as prescribed in 49 USC § 44711. For further information see Exemption No. 11110, Trimble Navigation, Ltd.

The FAA is requiring a pilot certificate for UAS operations for two reasons, the first of which is to satisfy the statutory requirements as stated above. The second is because pilots holding an FAA issued private or commercial pilot certificate are subject t o the security screening by the Department of Homeland Security that certificated airmen undergo. As previously determined by the Secretary, the requirement to have an airman certificate ameliorates security concerns over civil UAS operations conducted in accordance with Section 333.

Given these grounds, the FAA must determine the appropriate level of pilot certification for the petitioner’s proposed operation.

Under 14 CFR part 61 , civil operations for compensation or hire require a pilot that hold s a commercial pilot certificate. Based on the limitations of 14 CFR § 61.113(a) and (b), a pilot holding a private pilot certificate cannot act as a PIC of an aircraft for compensation or hire unless the flight is only incidental to a business or employmen t. However, in Grant of Exemption No. 11062 to Astraeus Aerial (Astraeus), the FAA determined that a PIC with a private pilot certificate operating the Astraeus UAS would not adversely affect operations in the NAS or present a hazard to persons or property on the ground.

The FAA has analyzed the petitioner’s proposed operation and has determined that it does not differ significantly from the situation described in Grant of Exemp tion No. 11062 to Astraeus

. The petitioner plans to operate over property with the permission of the land owner/controller while also limiting access to the property during operations. Given: 1) the similar nature of the petitioner’s proposed operating environment to that of Astraeus, 2) the parallel nature of private pilot aeronauti cal knowledge requirements to those of commercial requirements, and 3) the airmanship skills necessary to operate the UAS, the FAA finds that the additional manned airmanship experience of a commercially certificated pilot would not correlate to the

airman ship skills necessary for the petitioner’s proposed operations. Therefore, the FAA finds that a PIC holding a private pilot certificate and a third

- class airman medical certificate is appropriate for the proposed operations.

With regard to the airmanship skills necessary to operate the UAS, the petitioner has proposed pilot qualification criteria and a training program. The conditions and limitations below stipulate that the petitioner may not permit any PIC to operate unless that PIC has completed

the pe titioner’s training pro g ram , meets the operator’s pilot qualification criteria and

demonstrate s the ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption, including evasive and emergency maneuvers and13 maintaining appropriate distances from persons, ve ssels, vehicles and structures

.

The petitioner also r equested that a pilot at the controls [referred to as a PAC by the petitioner], who does not possess at least a private pilot certificate, could also be designated and manipulate the controls under the authority of the PIC. The FAA does not agree. The

pe titioner has not provided sufficient information to consider operations in close proximity to persons and property without a certificated airman. All operations must be conducted by a PIC that meets the qualifications described above and the conditions and limitations below.

In conclusion, the FAA finds that a PIC holding a private pilot certificate and a third

- class
airman medical certificate, meets the petitioner’s pilot qualification criteria and has completed the petitioner’s UAS training, can conduc t the proposed UAS operations without adversely affecting the safety of the NAS and persons or property on the ground. Upon consideration of the overall safety case presented by the petitioner and the concerns of the commenters, the FAA finds that grantin g limited relief from 14 CFR § 61.113(a) and (b), is warranted.

The petitioner has also indicated it will supplement its proposed operation(s) with a visual
observer (VO) who has completed the petitioners training program

. The conditions and limitations below stipulate that the PIC must ensure that the VO can perform the functions prescribed in the operating documents. Additionally, a s discussed in Exemption No. 11109 to Clayco, Inc.

, t here are no regulatory requirements for VO medical certificates. A medical certificate is not required for a VO

. T he VO and PIC must have the ability to maintain VLOS with the UA at all times. It is the responsibility of the PIC to be aware of the VO’s visual limitations and limit operations o f the UA to distances within the visual capabilities of both the PIC and VO. Moreover, the VO will not be operating the aircraft. Therefore, as in Grant of Exemption No. 11062 to Astraeus , the FAA does not consider a medical certificate necessary

for the VO.

Op era ting p ara m e t er s of the UAS

Based upon its assessment of the proposed operations, the FAA has determined that notification and coordination with jurisdictional FSDOs similar to the requirements prescribed in FAA Order 8900.1, Volume 3, Chapter 8, Section 1 ( V3, C 8, S 1)

, I ssue a C er ti f

i ca te of W a iv e r f or Motion

P i c tu r e a nd T e l e vision F ilmin g
, is necessary, as required in Exemption No. 11062 to Astrae u s

, including submitting a written Plan of Activities

. Motion pi c tu r e a nd t e l e vision f ilming w a iv er s
simil a r to the petitioner’s op era tion ar e no r m a lly issu e d fr om one ju r isdi c tion a l F S DO a nd ca n be

us e d in lo ca tions c ov ere d by oth e r g e o g ra phi ca lly re sponsible F S DOs th r ou g h noti f i ca tion. S in c e the petitioner’s op era tion d ea ls sp ec i f i ca lly with UA S , this e x e mption will t a ke the pl ac e of the

C er ti f i ca te of W a iv e r no r m a lly issu e d by a ju r isdi c tion a l F S DO und e r FAA Order 8900.1 V3, C 8,

S 1 (Note: this should not be confused with the COA issued by the FAA Air Traffic Organization
as discussed below and in the conditions and limitations) . Ev er y F S DO with ju r isdi c tion ov e r the

are a th a t the petitioner pl a ns to op era te within must still be noti f i e d, just a s with m a nn e d f ilming

op era tions, a nd those F S DOs will h a ve the a bility to c oo r din a te with the UAS I nt e g ra tion O ff i c e

to a dd re ss a ny lo ca l c on cer ns, a s st a t e d b e low in the c onditions a nd limit a tions s ec tion of this

e x e mption.14 The petitioner requested relief from 14 CFR § 91.7(a) Civil aircraft airworthiness and the

FAA finds that relief from § 91.7(a) is necessary. While the petitioner’s UAS will not require

an airworthiness certificate in accordance with 14 CFR part 21, Subpart H, the FAA considers the petitioner’s compliance with its operating documents to be a sufficient means for

deter mining an airworthy condition. Therefore, relief from § 91.7(a) is granted. The petitioner is still required to ensure that its aircraft is in an airworthy condition

– based on compliance with the operating documents prior to every flight, and as stated in the conditions and

limitations below.

Additionally, in accordance with 14 CFR § 91.7(b), the PIC of the UAS is responsible for determining whether the aircraft is i n a condition for safe flight. The FAA finds that the PIC can comply with this requirement, therefore relief from § 91.7(b) is not necessary.

R egarding the petitioner’s requested relief from 14 CFR § 91.9 Civil aircraft flight manual, marking, and placard requirements and 14 CFR § 91.203(a) and (b) Civil aircraft: Certifications required , the FAA has previously determined in Grant of Exemption 11062, Astraeus Aerial,

that relief from these sections is not necessary. Relevant materials may be kept in a location accessible to the PIC in compliance with the regulations.

Regarding the petitioner’s requested relief from 14 CF R § 91.103, Preflight Action , the petitioner requires each PIC to take certain actions before flight to ensure the safety of the flight. The exemption is needed because the pilot will take separate preflight actions as referenc ed in the operating documents

. Although there will be no approved Airplane or Rotorcraft Flight Manual available, the FAA believes that the petitioner can comply with the other applicable requirements

in 14 CFR § 91.103(b)(2). The procedures outlined in the operating documents address the FAA’s concerns regarding compliance with § 91.103 (b). The PIC will take all actions including reviewing weather, flight battery requirements, landings, and takeoff distances and aircraft performance dat a before initiation of flight. The FAA has impose d stricter requirements with regard to visibility and distance from clouds; this is to both keep the UA from departing the VLOS and to preclude the UA from operating in the NAS. The FAA also notes the risks associated with sun glare; the FAA believes that the PIC’s and VO’s ability to still see other air traffic, combined with the PIC’s ability to initiate a return

- to

- home sequence, are sufficien t mitigations in this respect. The PIC will also account for all relevant site

- specific conditions in

hi s or her preflight procedures. Therefore, the FAA finds that exemption from 14 CFR § 91.103 is not necessary.

Although the petition requests relief from 14 CFR § 91.109, Flight instruction; Simulated instrument flight and certain flight tests, it did not include supporting ratio nale or basis for such

relief. However, as in Grant of Exemption Number 11138 ( Douglas Trudeau, Realtor) , the FAA has determined that relief is not necessary since the petitioner has not presented operations requiring a full

- functioning dual set of controls.

T he petitioner requested relief from 14 CFR § 91.119, Minimum safe altitudes

. Relief from
§ 91.119(a), which requires operating at an altitude that allows a safe emergency landing if a power unit fails, is not grante d. The FAA expects the petitioner to be able to perform an emergency landing without undue hazard to persons or property on the surface if a power unit15 fails. Relief from 14 CFR § 91.119(b), operation over congested areas, is not applicable, because the pe titioner states that operations will only be conducted within the sterile area described in the operating documents

.

The FAA finds that relief is only needed from 14 CFR § 91.119(c), which is consistent with the relief typically provided to manned operations in FAA Order 8900.1 V3, C8, S1. This Order
allows for relief from § 91.119(c) with respect to those participating persons, vehicles, and structures directly involved in the performance of the actual filming. Consistent with FAA Order

8900.1 V3, C8, S1, persons other than participating persons 2 are not allowed within 500 feet of the operating area. This provision may be reduced to no less than 200 feet if an equivalent level of safety can be achieved and the Administrator has approved it. For exam ple, an equivalent level of safety may be determined through evaluation by an aviation safety inspector of the filming production area to note terrain features, obstructions, buildings, etc. Such barriers may protect nonparticipating persons (observers, th e public, news media, etc.) from debris in the

event of an accident. The stand

- off distances above are applicable to all UA operations, including takeoff, flight, and landing of the UA.

Regarding the petitioner’s requested relief from 14 CFR § 91.121 Alti meter Settings , the UAS will not have a typical barometric altimeter onboard the aircraft rather it uses information generated from GPS to transmit al titude information to the PIC. As stated in the conditions and limitations below, the FAA requires any alt itude repo rted to ATC to be in feet AGL. The petitioner may choose to set the GPS altitude indicator to zero feet AGL rather than local barometric pressure or field altitude before flight. Considering the limited altitude of the proposed operations, relief from 14 CFR § 91.121 is granted to the extent necessary to comply with the applicable conditions and limitations stated below.

R e g ar ding the p e tition er’ s re qu e st e d re li e f fr om 14 C F R § 91.151 (a ) F u e l re qui re m e nts f or f li g ht

in V F

R c onditions

, re li e f h a s b ee n g ra nt e d f or m a nn e d a i rcraf t to op era te a t l e ss th a n the minimums p re s cr ib e d in 14 C F R § 91.151 (a) , in c luding E x e mption Nos. 2689, 5745, a nd 10650.

I n a ddition, simil a r UA S

- sp ec i f ic re li e f h a s b ee n g ra nt e d in E x e mption Nos. 8811, 10808, a nd

10673 f or d a y tim e , Visu a l F li g ht R ul e s ( V F R ) c onditions. The p e tition e r st a t e s th a t its UAS

op era tions will be c ondu c t e d in a c ont r oll e d

, c los e d

- s e t f ilming e nvi r onm e nt, with UA und e r 55 pounds, a t sp ee ds b e low 50 k nots, a nd within V L O S . Th e se fac to r s, c ombin e d with the petitioner’s st a t e d int e ntion to land with 25% battery power remaining p r ovid e s the F AA

su ff i c i e nt rea son to g ra nt the re li e f fr om 14 C F R § 91.151 (a ) a s re qu e st e d in acc o r d a n c e with the

c onditions a nd limit a tions below.

In e v a lu a ting the p e tition er’ s p r opos e d op era ting p ara m e t er s with re g ar d to V L OS a nd a s af e

op era ting p er im e t er , the F AA c onsid ere d op era tions fr om a moving d e vi c e or v e hi c l e

. S in c e
the p e tition e r did not dis c uss p r ovisions f or th e se c i rc umst a n ce s, the c onditions a nd limit a tions

b e low p rec lude op era tions fr om moving d e vi ce s or v e hi c l e s.

2 Per Order 8900.1 V3, C8, S1, participating persons are all persons associated with the filming production, and
they must be briefed on the potential risk of the proposed flight operation(s) and must acknowledge and accept those risks. Nonparticipating persons are th e public, spectators, media, etc., not associated with the filming production.16 Regarding an Air Traffic Organization (ATO) issued COA, the majority of current UAS operations occurring in the NAS are being coordinat ed through ATC by the issuance of a COA. This is an existing process that not only makes local ATC facilities aware of UAS operations, but also provides ATC the ability to consider airspace issues that are unique to UAS operations. The COA will require the operator to request a NOTAM, which is the

mechanism for ale rting other users of the NAS to the UAS activities being conducted. The conditions and limitations below prescribe the requirement for the petitioner to obtain an ATO

issued COA.

P ublic I nt ere st

The F AA f inds th a t this g ra nt of e x e mption is in the public int ere st. The e nh a n ce d s afe ty

ac hi e v e d using a UA with the sp ec i f i ca tions d e s cr ib e d by the p e tition e r a nd carr y ing no

p a ss e n g er s or cre w, ra th e r th a n a m a nn e d a i rcraf t of si g ni f i ca ntly g rea t e r p r opo r tions carr y ing

cre w in a ddition to f l a mm a ble f u e l, g iv e s the F AA g ood ca use to f ind th a t the UAS op era tion

e n a bl e d by this e x e mption is in the public int ere st.

The table below summarizes the FAA’s determinations regarding regulatory relief:

R e li e f considered ( 14 C F R) F AA d eter m i n a t ion ( 14 C F R)

P ar t 21 Relief n ot n ece ss ar y

45.23 ( b) Relief n ot n ece ss ar y

61.113 (a ) a nd ( b) Relief g ra nt e d with c onditions a nd limit a tions

91.7 (a ) Relief granted with conditions and limitations

91.9 ( b )( 2) Relief n ot n ece ss ar y

91.103 (b) Relief n ot n ece ss ar y

91.109 Relief n ot n ece ss ar y

91.119 P ara g ra ph (c ) relief g ra nt e d with c onditions

a nd limit a tions

91.121 Relief g ra nt e d with c onditions a nd limit a tions

91.151 (a ) Relief granted from 91.151 (a)( 1 ) , d a y , with

c onditions a nd limit a tions

91.203 (a ) a nd ( b) Relief n ot n ece ss ar y

91.405 (a ) Relief g ra nt e d with c onditions a nd limit a tions

91.407 (a)( 1) Relief g ra nt e d with c onditions a nd limit a tions

91.409 (a) (1) and ( 2) Relief g ra nt e d with c onditions a nd limit a tions

91.417 (a ) a nd ( b) Relief g ra nt e d with c onditions a nd limit a tions17 Th e F AA ’ s D ec ision

I n c onsid era tion of the f o re g oin g , I f ind th a t a g ra nt of e x e mption is in the public int ere st.

Th eref o re , pu r su a nt to the a utho r ity c ont a in e d in 49 U. S

. C . §§ 106 (f) , 40113, a nd 44701,

d e l e g a t e d to me by the Administ ra to r

, AeroCine is g ra nt e d a n e x e mption fr om
14 C F R §§ 61.113 (a ) a nd ( b ) ; 91.7(a); 91.119 (c) ; 91.121; 91.151 (a) (1) ; 91.405 (a) ;
91.407 (a)( 1 ) ; 91.409 (a)( 1) a nd ( 2 ) ; a nd 91.417 (a ) a nd ( b) to the e x t e nt n ece ss ar y to a llow

AeroCine to op era te unm a nn e d a i rcraf t s y st e ms ( UA S ) f or the pu rpose of aerial cinematography f or the motion pi c tu r e a nd t e l e vision indust r y . This e x e mption is subj ec t to

the c onditions a nd limit a tions list e d b e low.

Co nd i t io n s a n d L i m i t a t io ns

Relative to this grant of exemption, AeroCine is hereafter referred to as the operator.

The petition and the following supporting documentation are hereinafter referred to as the operating documents:

1) AeroCine Technical Manual v2
2) AeroCine General Operations Manual v 10.7.2014
3) AeroCine Battery Safety Manual
4) KW X12 Inspection Checklist
5) Maintenance Log

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

1. Operations authori zed by this grant of exemption are limited to the following aircraft described in the operating documents which is an unmanned aircraft (UA) that has twelve

counter

- rotating propellers and twelve motors in a hexacopter configuration (X12) weighing

less tha n 55 pounds fully loaded: AeroCine Kopterworx Hammer X12 UAS aircraft variant,

serial #KW

- 0127 onward. Proposed operations of any other aircraft will require a new petition or a petition to amend this grant.

2. UAS operations under this exemption are limited to conducting operations for the purpose of aerial cinematography for the motion picture and television industry.

3. The UA may not be flown at a ground speed exceeding 50 knots.

4. The UA must be operated at an altitude of no more than 400 feet above ground level (AGL), as indicated by the procedures specified in the operating documents. All altitudes reported to

ATC must be in feet AGL.

5. The UA must be operated within visual line of sight (VLOS) of the p ilot i n c ommand ( PIC ) at all times. This requires the P IC 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.1 8 6. All operations must utilize a visual observer (VO). The VO may be used to satisfy the VLOS requirement a s long as the PIC always maintains VLOS capability. The VO and PIC must be

able to comm unicate verbally at all times. Electronic messaging or texting is not permitted during flight operations. The PIC must be designated before the flight and cannot transfe r his or her designation for the duration of the flight. The PIC must ensure that the VO can perform the functions prescribed in the operating documents.

7. The operating documents and this grant of e xemption must be accessible during UAS operations and made available to the Administrator upon request. If a discrepancy exists between the conditions and limitations in this exemption and the procedures outlined in the operating documents, the conditions and limitations herein take pr ecedence and must be

followe d. 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 this grant of exemption. If the operator determines that any update or revision would affect the basis upon which the FAA granted this 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.

8. Prior to eac h flight the PIC must inspect the UAS to ensure 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 perfo rmed 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. The operator’s a uthorized service t echnicians must receive and document training referenced in the operating documents.

9. 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 r ecords.

10. 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.

11. The operator must follow the UAS manufacturer’s air craft/component, maintenance, overhaul, replacement, inspection, and life limit requirements.

12. The operator must carry out its maintenance, inspections, and record keeping requirements, in accordance with the operating documents. Maintenance, inspection, and alterations must be noted in the aircraft records, including total flight hours, description of work accomplish ed, and the signature of the authorized person returning the UAS to service.19 13. Each UAS operated under this exemption must comply with all manufacturer Safety

Bulletins.

14. The authorized person must make an entry in the aircraft record of the corrective action taken against discrepancies discovered between inspections.

15. The PIC must possess at least a private pilot certificate and at least a c urrent third

- class medical certificate. The PIC must also meet the flight review requirements specified in

14 CFR § 61.56 in an aircraft in which the PIC is rated on his or her pilot certificate.

16. The operator may not permit any PIC to operate unless th e PIC meets the operator’s qualification criteria, complete s the operator’s UAS training, and demonstrate s th e ab ility to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption, including evasive and emergency m aneuvers and maintaining appropriate distances from persons, vessels, vehicles and structures. The UAS may not be operated by a

PAC or other person who does not meet the requirements above

. The VO is also required to complete the operator’s training requi rements. A record of training must be documented and made available upon request by the Administrator. Flights for the purposes of training the operator’s PICs and VOs (training, proficiency, and experience

- building), are permitted

under the terms of this exemption. However, training operations may only be conducted during dedicated training sessions.

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

18. The UA may not operat e 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

m anagement 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

.

19. The UA may not be operated l ess 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.

20. If the UA loses communications or loses its GPS signal, it must return to a pre

- determined location within the planned operating area and land or be recovered in accordance with the operating documents.

21. The PIC must abort the flight in the event of unpredicted obstacles or emergencies in accordance with the operating documents.

22. The PIC is prohibited from beginning a flig ht 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.20 23. The operator must obtain an Air Traffic Organization (ATO) issued Certificate of Waiver or Authorization (COA) prior to conducting any operations under this 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 hour s prior to the operation.

24. All aircraft operated in accordance with this exemption must be identified by serial number, registered in accordance with 14 CFR part 47, and have identification (N

- Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must be as large as practicable.

25. 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 req uirements.

26. The documents required under 14 CFR §§ 91.9 and 91.203 must be available to the PIC at

the Ground Control Station of the UAS any time the UAS is operating. These documents must be made available to the Administrator or any law enforcement offic ial upon request.

27. At least three days before scheduled filming, the operator of the UAS affected by this exemption must submit a written Plan of Activities to the local FSDO with jurisdiction over the area of proposed filming. The 3

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

a

. D a t e s a nd tim e s f or a ll f li g hts;

b. N a me a nd phone numb e r of the op era tor f or the UAS f ilming p r odu c tion c ondu c t e d

und e r this g ra nt of e x e mption;

c

. N a me a nd phone numb e r of the p er son re sponsible f or the on

- s ce ne op era tion of the

UA S ;

d. M a k e , mod e l, a nd s er i a l or N

- numb e r of UAS to be us e d;

e

. N a me a nd cer ti f i ca te numb e r of UAS P I C s involv e d in the f ilming p r odu c tion e v e nt;

f

. A st a t e m e nt th a t the op era tor h a s obt a in e d p er mission fr om p r op er ty own er s a nd/or

lo ca l o ff i c i a ls to c ondu c t the f ilming p r odu c tion e v e nt; the list of those who g a ve

p er mission must be m a de a v a il a ble to the insp ec tor upon re qu e st;

g

. S i g n a tu r e of e x e mption

- hold e r or re p re s e nt a tiv e ; a nd

h. A d e s cr iption of the f li g ht ac tivit y , in c luding m a ps or di a g ra ms of a ny area

, c it y , town,

c ount y

, a nd/or st a te ov e r whi c h f ilming will be c ondu c t e d a nd the a ltitud e s e ss e nti a l to

acc omplish the op era tion.21 28. The UA must remain clear and yiel d the right of way to all manned aviation operations and

activities at all times.

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

30. The UA may not be operated over congested or densely popu lated areas.

31. R e g ar ding the dist a n c e fr om p ar ti c ip a ting p er sons, the operating documents h a ve safety procedures for UA operations to be conducted closer than 500 feet to a utho r i z e d a nd

c ons e nting p r odu c tion p er sonn e l. At a ll tim e s, operations must not present an undue hazard

to those participating persons per § 91.119(a)

.

32. R e g ar ding dist a n c e fr om nonp ar ti c ip a ting p er sons, the op era tor must e nsu r e th a t no p er sons

ar e a llow e d within 500 fee t of the are a e x ce pt those c ons e nting to be involv e d a nd n ece ss ar y
f

or the f ilming p r odu c tion. This p r ovision m a y be re du ce d to no l e ss th a n 200 fee t if it would

not a dv er s e ly affec t s afe ty a nd the Administ ra tor h a s a pp r ov e d it. F or e x a mpl e

, a n e quiv a l e nt

l e v e l of s afe ty m a y be d e t er min e d by a n a vi a tion s afe ty insp ec to r’s e v a lu a tion of the f ilming

p r odu c tion are a to note t erra in fea tu re s, obst r u c tions, buildin g s, s afe ty b arr i er s, e t c

. S u c h

b arr i er s m a y p r ot ec t nonp ar ti c ip a ting p er sons ( obs er v er s, the publi c , n e ws m e di a

, e t c .) fr om
d e b r is in the e v e nt of a n acc id e nt. This is a lso c onsist e nt with the F AA O r d e r 8900.1, V3,

C 8, S 1.

33. All operations shall be conducted over private or controlled

- access property with permission from the land owner/controller or authorized representative. Permission from the l and owner/controller or authorized representative will be obtained for each flight to be

conducted.

34. 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 repor ted to the National Transportation Safety Board (NTSB) per instructions contained on the NTSB Web site: www.ntsb.gov.

This e x e mption t er min a t e s on January 31, 2017 , unl e ss soon e r sup er s e d e d or re s c ind e d.

I ssu e d in W a shin g ton, D C , on January 23, 2015.

/s/

John Barbagallo Acting Deputy Director, Flight Standards Service