### 3 February, 2016

U.S. Department of Transportation

Docket Management System

1200 New Jersey Ave., SE

Washington, DC 20590

Re: Exemption Request Under Section 333 of the FAA Reform Act and Part 11 of the Federal Aviation Regulations

Dear Sir or Madam:

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the “Reform Act”) and 14 C.F.R. Part 11, Aquila Geospatial LLC (hereafter Aquila ) , seeks an exemption from Federal Aviation Regulations (“FARs”) detailed below for the following
UAS mod els DJI Phantom 3 , DJI Phantom 2, DJI Inspire 1, DJI S1000+, DJI S900

, Yuneec H920 and Q500 Typhoon

, Tarot T810, Honeycomb AgDrone, and Ag Eagle

. The requested exemption would support an application for a commercial Certificate of Authorization (COA) to u se the system to support aerial surveying, construction monitoring, aerial photography, agriculture, wildlife and forestry monitoring, wildland firefighting support, patrolling, aerial inspection, real estate surveying, crew member training, and mapping operations. By approving these exemptions, the FAA will support various industries, benefit the environment and enhance the safety of workers in the listed fields, all of which are in the public interest.

Each requested UAS we ighs less than 55 lbs. fully loaded, will be operated at a speed no more than 87 knots, carry neither a pilot nor passenger, carry no explosive materials or flammable liquids, and operate exclusively within an approved COA airspace. All listed systems use a radio frequency spectrum for operation and control which complies with Federal Communications Commission (“FCC”) requirements and has integrated safety features as described within user manuals for each UAS. The UAS are equipped with redundant safety mech anisms allowing them to operate safely after experiencing

certain in

- flight failures. If a lost

- link event occurs, including the loss of ground communications and/or the loss of a GPS signal, the UAS have the ability to perform a

pre

- coordinated, predictab le, automated flight maneuver and return to a predetermined location within a designated security p e r i meter for landing. The UAS further have the ability to abort a flight in the event of unpredicted obstacles or emergencies. The aircraft

### will be operated in the field with both a Pilot in Command (PIC) and a ground

- based Visual Observer (VO) in accordance with FAA Order 8900.1, vol. 16 "Unmanned Aircraft Systems" with the following additional restrictions:

- All operations will be conducted in accordance wi th the Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA).

- All UAS operations will remain clear of manned aviation operations and activities at all

times.

- All operations will occur at altitudes no more than 400' AGL

- Operat ions will be operated over private property with the permission of the land

owner

- The UAS will not be operated by a PIC from any moving device.

- The aircraft will not be operated within 5 NM of an airport or heliport unless prior
coordination with ATC or airport management is made.

- Operations will be limited to day light

, Visual Flight Rules conditions

- Aircraft will remain within Visual Line of Sight of the PIC and VO at all times.

- While the aircraft is airborne, the VO will be positioned within voice distance to the PIC

The PIC and VO will meet the requirements outlined in FAA Order 8900.1, volume 16, chapter 4. The PIC will hold at least a recreational or sport pilot certificate. Additionally, the PIC will perform maintenance on the system and will complete a course of maintenance instruction as part of their initial training. Due to the simplicity of the system, we do not anticipate the need for a supplemental pilot.

We submit that given the combination of the aircraft's light weight, historically

de monstrated flight performance, fully qualified flight crew and strict operation under the guidelines established in 8900.1, the FAA can have confidence that the operation will have an equivalent or greater level of safety of manned aircraft performing the same mission.

The name and contact information of the applicant are:

Aquila Geospatial LLC

Attn Richard Blaha

PO Box 155

Yamhill OR 97148

971

- 237

- 7575
rblaha@gmail.com

### The regulations from which the exemption is requested are as follows:

- 14 CFR Part 21

- 14 CFR 91.203

- 14 CFR 45.23, 45.29

- 14 CFR 61.3 15 (a)

, (b)

, & (c)

- 14 C.F.R. 91.7 (a)

- 14 CFR 91.203 (a) & (b)

- 14 CFR 91.9

- 14 CFR 61.113, 61.133

- 14 CFR 91.109, 91.119

- 14 CFR 91.121, 91.151

- 14 CFR 91.405 (a)

- 14 CFR Subpart E (91.401

- 91.417)

- 14 CFR 91.103(b)

- 14 CFR 407 (a) (1)

- 14 CFR 409 (a) (2)

- 14 CFR 417 (a) & (b)

We are prepared to modify or amend any part of this request to satisfy the need for an equivalent level of safety. We look forward to working with your office. Please contact

me at any time if you require additional information or clarification.

Sincerely,

Rich Blaha , principal

Aquila Geospatial LLC

PO Box 155

Yamhill OR 97148

971 237 7575
rblaha@gmail.com

Private Pilot Certificate, Single Engine LandAPPENDICES:EXEMPTION REQUESTS, EQUIVALENT LEVEL OF SAFETY, AND PRIVACY

Aquila Geospatial LLC requests an exemption from the following regulations as well as any additional regulations that may technically apply to the operatio n of the listed UAS:

14 CFR Part 21, Subpart H: Airworthiness Certificates This part establishes the procedures for the issuance of an airworthiness certificate. While the FAA continues to work to develop airworthiness standards for UAS, we request an exp erimental certificate be issued for UAS under either or both of the following provisions:

21.191 Experimental certificates. Experimental certificates are issued for the following purposes: (a) Research and development. Testing new aircraft design concepts, new aircraft equipment, new aircraft installations, new aircraft operating techniques, or new

uses for aircraft. (b) Showing compliance with regulations. Conducting flight tests and other operations to show compliance with the airworthiness regulations including flights to show compliance for issuance of type and supplemental type certificates, flights to substantiate major design changes, and flights to show compliance with the function and reliabil ity requirements of the regulations.

Since the experimental certificate can be used for commercial purposes such as market surveys,sales demonstrations, and customer crew training, we would expect that an experimental certificate would permit our commerci al purpose as well. The aircraft will not carry persons or property, will not carry fuel, and will only fly under

strict operational requirements. Combined with the fact that the aircraft weighs less than 55 lbs., we propose that the listed UAS will be at least as safe, if not safer, than a conventionally certificated aircraft performing the same mission. If an experimental airworthiness certificate is not appropriate for this application, then we request an exemption of 14 CFR Part 21, Subpart H, and the r equirement for an airworthiness certificate in general, citing the equivalent level of safety outlined in the previous paragraph.

14 CFR 91.203(a) & (b) Civil aircraft: Certifications required. The regulation provides that an airworthiness certificate, wi th the registration number assigned to the aircraft and a registration certificate must be aboard the aircraft. Additionally, subparagraph (b) provides that the airworthiness certificate be "displayed at the cabin or cockpit entrance so that it is legible to passengers or crew." Each UAS is toosmall to carry documentation, does not have an entrance, and is not capable of carrying

passengers or crew.

To obtain an equivalent level of safety and meet the intent of 91.203, we propose that documents deemed ap propriate for this aircraft by the FAA will be co

- located with the crew at the ground control station and available for inspection upon request. In order to identify the aircraft, we propose that the information found on airworthiness and registration

cert ificates be permanently affixed to an aircraft placard :

Manufacturer: (e.g) 3DR
Models: 3DR Solo Registered to:

R Blaha

9712377575 rblaha@gmail.com

FA3MM33TXN (RBlaha’s UAS registration number)

14 CFR 45.23 Display of marks; general and 45.29 Size of marks. These regulations provide that each aircraft must display "N" and the aircraft's registration number in letters at least 3 inches high. Additionally, the aircraft must display the word

"EXPERIMENTAL" in l etters at least 2 inches high near the entrance to the cabin, cockpit, or pilot station. Each UAS does not have an entrance in which the word "EXPERIMENTAL" can be placed, and may not have a registration number assigned to it by the FAA.

We propose to achi eve an equivalent level of safety by including the word "EXPERIMENTAL" on the top of the aircraft, where the PIC, VO and others in the vicinity of the aircraft while it is preparing for launch will be able to see the designation. Additionally, we feel that the permanent placard discussed in the previous paragraph will provide the aircraft's registration information should it be found on the ground. Finally, we will display at the ground station a high contrast flag , vest, or banner that contains the words "Unmanned Aircraft Operator " in letters 3 inches high or greater. Since the aircraft will operate within VLOS of the PIC and VO near the ground station, the banner should be visible to anyone that observes the aircraft an d chooses to investigate its point of origin.

14 CFR 91.9 Civil aircraft flight manual, marking, and placard requirements. This regulation provides that no person may operate an aircraft unless a current, approved flight

manual is in the aircraft. We assume that the intent of this requirement is to ensure that flight manual information is available to the aircrew while operating the aircraft. We request an exemption to this requirement since the aircraft is not only too small to carry documentation, t he

documentation would not be available to the crew.

To obtain an equivalent level of safety and meet the intent of 91.9, we propose that a current, approved Air craft Flight Manual must be available to the crew at the groundstation anytime the aircraft i s in, or preparing for, flight.

14 CFR 61.113 Private pilot privileges and limitations: Pilot in Command and 61.133 Commercial pilot privileges and limitations. The regulation provides that no person that holds a private pilot certificate may act as pilot in command of an aircraft for compensation or hire. Subparagraph (b) allows a private pilot to act as pilot in command 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. Our proposed operations meet the requirements of 8900.227 para 16(c)(2)(c) "Operations without a pilot certificate" in which the PIC is required to complete "FAA private pilot ground instruction" and pass "the FAA Private Pilot written examination." Since there are currently no means available for the pilot of a UAS to gain the experience in an equivalent category and

class in order to apply for a commercial pilot's license, we propose to generate an equivalent
level of safety by requiring our pilots to complete, at a minimum, FAA private pilot ground instruction and pass the FAA Private Pilot written examination in addition to completing at

least a recreational or sport pilot certificate requirements. Since the aircraft cannot carry passengers or property, we feel that we meet the intent of 61.113 Subparagraph (b) even though the intent of this application is to conduct a business.

14 CFR 91.109 Flight instruction; Simulated instrument flight and certain flight tests The regulation provides that "No person may operate a civil aircraft that is being used for flight

instruction unless that aircraft has fully functioning dual controls." The listed UAS ground control

station is based on a small hand

- held radio controller and, if applicable, a mobile device. While it does not offer a second set of "controls", both the student and i nstructor can, and will, operate the single set of controls simultaneously. With both student and instructor having "hands

- on" the controls during flight, we feel that this technique meets the intent 91.109 and provides an equivalent level of safety.

14 C FR 91.119 Minimum safe altitudes: General. The regulation provides that over sparsely populated areas the aircraft cannot be operated

closer than 500 feet to any person, vessel, vehicle, or structure. Since the aircraft will be operating at a maximum of 40 0 feet AGL, we cannot comply with this requirement. To provide an equivalent level of safety we will only fly over private property with the permission of the land owner, or over public land with coordination with the responsible agency in question . The la nd owner will be briefed o n the expected route of flight and the associated risks to persons and property on the ground. We maintain that due to the small size of each UAS, the hazard to persons, vessels, vehicles, and structures is not comparable

to manne d aircraft and should be considered in granting the exemption.

The aircraft will be operated at an altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface.

14 CFR 91.121 Altimeter settings

.The regulation provides that aircraft shall maintain cruising altitudes by reference to an altimeter setting available within 100 nautical miles of the aircraft. The aircraft will fly below 400 feet AGL and will not need to maintain hemispherical cruising altitudes in order to de

- conflict with other aircraft. As such, an appropriate altimeter measurement presented to the pilot should be Above Ground Level and should be based on the digitally encoded telemetry data feed, which

downlinks from the air craft to a ground

- based on

- screen display. The altitude information will be generated by equipment installed onboard the UAS, using GPS triangulation, digitally encoded barometric altimeter, radio altimeter, or any combination thereof. Prior to each flight , a zero altitude initiation point will be established and confirmed for accuracy by the UAS PIC. Since the aircraft will fly no more than 40 minutes, even rapid changes in barometric pressure will have limited effect on the safety of the flight.

14 CFR 91.151 Fuel requirements for flight in VFR conditions. The regulation provides that no person may begin a flight in an airplane under day

- VFR conditions unless there is enough fuel to fly to the first point of intended landing and to fly after

that for at least 30 minutes. We feel that the intention of this paragraph is to provide a reserve of energy as a safety buffer for go

- arounds and other delays to landing. Each UAS is battery operated and the maximum duration of flight from a single battery charge is 40 minutes , depending on the airframe in question . Since the aircraft will never fly
more than VLOS from the PIC and the VO near the point of intended landing, a full battery charge at launch will ensure that we meet the reserve energy requirement of this p aragraph. The UAS will not be operated unless it can begin t he flight with enough power to complete the intended operation and operate after that for at least five minutes or with the reserve power recommended by the manufacturer. We request an exemption t o the word "fuel" and ask for an equivalent interpretation with the word "energy".

14 CFR Subpart E (91.401

- 91.417)

- Maintenance, Preventive Maintenance, and

Alterations The regulation provides that the operator is primarily responsible for maintaining the aircraft in an airworthy condition, including compliance with part 39 and 43. Paragraphs 91.407 and 91.409 require that the aircraft be "approved for return to service by a person authorized under 43.7" after maintenance and inspection. It is our inte ntion that the PIC perform maintenance and inspection of the aircraft and "be authorized to approve the aircraft for return to service."
The UAS will be maintained in accordance with the manufacturer’s maintenance, overhaul, replacement, inspection, and li fe limit requirements for both the system and related
components. Routine m aintenance performed by the PIC is limited to repairing small cracks, replacing propeller s , and updating software and firmware. All other maintenance will be performed by the manufacturer. The PIC will document work performed in accordance with

91.417. We feel that due to the size, construction, and simplicity of the aircraft, the PIC can ensure an equivalent level of safety. Any UAS that has undergone maintenance or alterations that affect the UAS operation or flight characteristic will undergo a functional test flight prior to conducting further operations. Functional test flights will only be conducted by a current and qualified PIC with a VO and willremain 500 feet from other people.

1 4 CFR 91.103(b)

– Preflight Action The regulation prescribes, in pertinent part, that each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight, to include, “For any flight, runway lengths at airports of intended use, and the following takeoff and landing distance information:... For civil aircraft for which an approved Airplane or Rotorcraft Flight Manual containing takeoff and landing distance data is required, the takeoff and landing distance data

contained therein.” The PIC will take all actions including reviewing weather, flight battery requirements, aircraft performance data, and landing and takeoff distances b efore initiation of a flight. The PIC will

also account for all relevant site

- specific conditions in their preflight procedures. However, given
the limited nature on how the UAS will be used and that all operations will not be conducted within an airport e nvironment, takeoff and landing data associated with airport data will not be applicable. Therefore, we request relief from 91.103(b).

Privacy

Richard Blaha (formerly of ABR, Inc and current principal of Aquila Geospatial LLC) has over 20 years of experience working with a vast array of private and public clients who have trusted and verified his use and storage of sensitive scientific and projec t data. UAS operations at Aquila Geopatial LLC will be treated the same high standards, with data secured on our servers. Any incidental Personally Identifiable Information (PII) collected will be deleted upon data review.