US Department of Transportation Exemption Request Pursuant to Section 333 of 

the FAA 

Reform Act and Part 11 of the Federal Aviation 

October 22, 2015

Greg Basler

5120 Dauderman RD.

Alhambra, IL 62001

gregbasler@basler.com

U.S Department of Transportation Docket Management System

1200 New Jersey Ave., SE Washington DC 20590

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

11 of the Federal Aviation Regulations from: 14 CFR 21 subpart H; 14 CFR 

45.23(b); 14 CFR 61.113(a) and (b); 14 CFR 91.7(a); 14 CFR 91.9(b)(2); 14 CFR 

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

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

91.409 (a)(1) and (2); 14 CFR 91.417(a) and (b)

Dear Sir or Madam: 

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the 

"Reform Act") And 14 CFR Part 11 of Unmanned Aircraft Systems (UAS), Greg 

Basler Hereby applies for an exemption from the listed Federal Aviation 

Regulations ("FARs") to allow commercial operation of Designated UAS, 

provided such operations are conducted within and under the conditions outlined 

herein or as may be established by the FAA as required by Section 333. 

Thank you in advance for your consideration. 
Commercial operation of an UAS, as described herein, which are equipped with 

camera(s) and sensors, would provide professional services in the following 

areas:

1. Aerial Photography / Videography

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

designated UAS as set forth in this document under controlled conditions in the 

NAS that would be a) limited b) controlled c) predetermined and d) safe. Approval 

of this exemption would increase public awareness of UAS operations and 

enhance safety to aid in fulfilling the Secretary of Transportation's (the FAA 

Administrator's) responsibilities to ".... establish requirements for the safe 

operation of such aircraft systems in the national airspace system."

The name and address of the applicant is

Greg Basler

5120 Dauderman RD.

Alhambra, IL 62001

gregbasler@basler.com

From which the exemption is requested: 14 CFR Part 21 subpart H

14 CFR 45.23 (b)

14 CFR 61.113 (a) & (b) 

14 CFR 91.7 (a)

14 CFR 91.9 (b) (2)

14 CFR 91.103

14 CFR 91.109

14 CFR 91.119 (c)

14 CFR 91.121

14 CFR 91.151 (a)

14 CFR 91.203 (a)

14 CFR 91.405 (a)

14 CFR 91.407 (a)

14 CFR 91.409 (a)

14 CFR 91.417 (a):

Grants of exemption in circumstances similar in all material respects, In 

Grants of Exemption Nos. 11062 to Astraeus Aerial (see Docket No. 

FAA−2014−0352), 11109 to Clayco, Inc. (see Docket No. 
FAA−2014−0507), 11112 to VDOS Global, LLC (see Docket No. 

FAA−2014−0382), 11213 to Aeryon Labs, Inc. (see Docket No. 

FAA−2014−0642), and 12645 to Allied Drones (see Docket No. FAA2014-0804) Exemption Nos. 11062, 11109, 11112, 11213, and 12645; 

Nos. 11062, 11109, 11112, 11213, and 12645.

Greg Basler Will operate one or more of the Following model UAS.

DJI Phantom Vision +

Safety requirements. The approval of this application presents no national 

security issues. Regarding the level of safety surrounding the proposed 

operations and the public benefit, reduction in environmental impacts, including 

but not limited to reduced emissions and noise, the grant of the requested 

exemption is in the public interest. Accordingly, the applicant graciously requests 

that the FAA grant the requested exemption.

AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY

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

because operations will further enhance the safety of the persons and/or property 

using conventional aircraft. These limitations and conditions to which the 

applicant agrees to adhere to when conducting commercial operations under the 

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

include:

1. The UAS will weigh significantly less than 55 lbs. It weighs less than 4 pounds 

with battery and camera.

2. The UAS, depending on the model in operation, will have a maximum 

operating speed of no more than 50mph.
3. Flights will be operated within line of sight of the Pilot in Command (PIC) 

and/or Visual Observer (VO).

4. Maximum flight time for each operational flight will be depending on the UAS 

model in operation, but will not exceed 30 minutes. Flights will be terminated at 

25% battery power reserve or 30 minutes of flight time whichever occurs first.

5. Flights will be operated at an altitude of no more than 400 feet Above Ground 

Level (AGL) and not more than 200 feet above an elevated platform from which 

filming is planned. 

6. Minimum crew for each operation will consist of the UAS Pilot and at least one 

Visual Observer (VO), and may include a third, but separate, Camera Operator 

(CO).

7. The UAS pilot will be a designated Pilot in Command (PIC). The PIC will have 

logged a minimum of 20 hours on the designated UAS. 

8. A safety briefing will be performed prior to each day's flights consisting of all 

the days' Production activities. 

9. All flight activities will be logged. 

10. All flights will occur under Visual Flight Rules Meteorological Conditions 

(VMC) only. 

11. The flights will occur in Class G airspace no closer than a mile radius of the 

geographic center/Airport Reference Point (ARP) of a tower controlled or 

uncontrolled airport. 

12. Flights will not be closer than a 5-mile radius of the geographic center/Airport.

13. The operator will do a pre check of aircraft prior to each flight. And log each 

flight.

14. The operator will obtain verbal/written consent of all persons involved with the 

planned operation and ensure that only consenting persons will be allowed within 

100 feet of the flight operation, and the radius may be reduced to 30 feet based 

upon an equivalent level of safety determination, as U.S. Department of 
Transportation required under the FOM. With the advanced permission of the 

FSDO, operations at closer range may be approved.

15. The PIC and VO will have been trained in operation of UAS and receive up to 

date information for the particular UAS to be operated.

16. The PIC and VO will be able to communicate by voice and/or radio at all 

times.

17. The PIC will abide by all rules

18. If the UAS loses communications with the remote controller or loses GPS 

signal, the UAS will have the capability to return to a predetermined

location within a designated location and

land autonomously.

19. The UAS will have the capability to abort a flight in case of emergencies with 

an automated "Return Home and Land" function.

20. The UAS will have the capability to abort a flight in case of unpredicted 

obstacles, weather, or emergencies such as low battery.

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

(1) Subpart H, entitled Airworthiness Certificates, establishes the procedural 

requirements for the issuance of airworthiness certificates as required by FAR 

§91.203 (a) (1). Given the size and limited operating area associated with the 

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

meets the requirements of an equivalent level of safety under Part 11 and 

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

and Section 333 of the Reform Act both authorize the FAA to exempt aircraft from 

the requirement for an airworthiness certificate, upon consideration of the size, 

weight, speed, operational capability, and proximity to airports and populated 

areas of the particular 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 aircraft (fixed wing or rotorcraft) operating with an 
airworthiness certificate without the restrictions and conditions proposed. The 

UAS to be operated hereunder is less than 55 lbs. fully loaded, carries neither a 

pilot nor passenger, carries no explosive materials or flammable liquid fuels, and 

operates exclusively within a secured and designated area.

Unlike other civil aircraft, operations under this exemption will be tightly controlled 

and monitored by both the operator and under the requirements and in 

compliance with local public safety requirements. These safety enhancements 

provide a greater degree of safety to the public and property owners than 

conventional operations conducted with airworthiness certificates issued under 

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

demonstrates that there is no credible threat to national security posed by the 

UAS, due to its size, speed of operation, location of operation, lack of explosive 

materials or flammable liquid fuels, and inability to carry a substantial external 

load. 14 C.F.R. § 45.23 (b). Marking of the Aircraft The regulation requires: When 

marks include only the Roman capital letter "N" and the registration number is 

displayed on limited, restricted or light sport category aircraft or experimental or 

provisionally certificated aircraft, the operator must also display on that aircraft 

near each entrance to the cabin, cockpit, or pilot station, in letters not less than 2 

inches nor more than 6 inches high, the words "limited/' "restricted/' "light sport/' 

"experimental/' or "provisional/' as applicable

14 C.F.R. § 45.23 (b). Marking of the Aircraft The regulation requires: When 

marks include only the Roman capital letter "N" and the registration number is 

displayed on limited, restricted or light sport category aircraft or experimental or 

provisionally certificated aircraft.

The operator must also display on that aircraft near each entrance to the cabin, 

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

high, the words "limited/' "restricted/' "light sport/' "experimental/' or "provisional/' 

as applicable. Even though the UAS will have no airworthiness certificate, an 

exemption may be needed, as the UAS will have no entrance to the cabin, 

cockpit or pilot station on which the word lettering will be impossible. The word 

"Experimental" will be placed on the fuselage in compliance with §45.29 (f). US 

Department of Transportation February 20, 2015.

The equivalent level of safety will be provided by having the UAS marked

"Experimental" can be placed. Given the size of the UAS, two inch on its fuselage 

as required by §45.29 (f) where the pilot, observer and others working with the 

UAS will see the identification of the UAS as "Experimental." 14 C.F.R. § 61.113 

(a) and (b
The proposed UAS operations may achieve an equivalent level of safety as 

achieved by current Regulations because the applicant's UAS do not carry any 

pilots or passengers nor property. The risks attendant to the It is believed that the 

operation and limitations set forth in the FOM will equate to the safe operation of 

the UAS.

14 C.F.R. §91.7{a): Civil Aircraft Airworthiness. The regulation requires that no 

person may operate a civil aircraft unless it is in airworthy condition. As there will 

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

granted, no FAA regulatory standard will exist for determining airworthiness. 

Given the size of the aircraft for maintenance and use of safety checklists prior to 

each flight, an equivalent level of safety will be provided. 14 C.F.R. § 91.9 (b) (2):

Civil Aircraft Flight Manual in the Aircraft. Section 91.9 (b) {2) provides: No 

person may operate a U.S. registered civil aircraft ... (2) For which an Airplane

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

is available in the aircraft a current approved airplane or Rotorcraft Flight Manual, 

approved manual material, markings, and placards, or any combination thereof. 

The UAS, given its size and configuration has no ability or place to carry such a 

flight manual on the aircraft, not only because there is no pilot on board, but 

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

equivalent level of safety will be maintained by keeping the flight manual at the 

ground control point where the pilot flying the UAS will have immediate access to 

it.

14 C.F.R. § 91.103: Preflight Action. This regulation requires each pilot in 

command to take certain actions before flight to insure the safety of flight. As 

FAA approved rotorcraft flight manuals will not be provided for the aircraft an 

exemption will be needed. The PIC will take all actions as stated in the FOM in 

Section 4 under Normal Procedures including but not limited to reviewing 

weather, flight battery requirements, landing and takeoff distances and aircraft 

performance data before initiation of flight.

14 C.F.R. §91.109: Flight Instruction. Section 91.103 provides that no person 

may operate a civil aircraft (except a manned free balloon) that is being used for 

flight instruction unless that aircraft has fully functioning dual controls. UAS and 

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

Flight control is accomplished through the use of a control box that 

communicates with the aircraft via radio communications. The FAA has approved 

exemptions for flight training without fully functional dual controls for a number of 

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

safety is provided by the fact that neither a pilot nor passengers will be carried in 

the aircraft and by the size and speed of the aircraft.
14 C.F.R. §91.119: Minimum Safe Altitudes. Section 91.119 establishes safe 

altitudes for operation of civil aircraft. Section 91.119 (d) allows helicopters to be 

operated at less than the minimums prescribed, provided the person operating 

the helicopter complies with any route or altitudes prescribed for helicopters by 

the FAA. As this exemption is for a UAS that is a helicopter and the exemption 

requests authority to operate at altitudes up to 400 AGL, or not more than 200 

above an elevated platform from which filming is planned, an exemption may be 

needed to allow such operations. As set forth herein, the UAS will never operate 

at higher than 400 AGL with the exception that in circumstances where the UAS 

is used to survey or photograph a structure whose height exceeds 400 feet AGL, 

the UAS will not be operated more than 200 feet above the highest point on the 

structure. It will however be operated in a restricted area with security perimeter, 

where buildings and people will not be exposed to operations without their pre 

obtained consent.

The equivalent level of safety will be achieved given the size, weight, and speed 

of the UAS as well as the location where it is operated. No flight will be taken 

without the permission of the property owner or local officials. Because of the 

advance notice to the property owner and participants in the filming activity, all 

affected individuals will be aware of the planned flight operations. Compared to 

flight operations with aircraft or rotorcraft weighting far more than the maximum 

SSibs. Proposed herein and the lack of flammable fuel, any risk associated with 

these operations is far less than those presently presented with conventional 

aircraft operating at or below 500 AGL. In addition, the low altitude operations of 

the UAS will ensure separation between these UAS operations and the 

operations of conventional aircraft that must comply with Section 91.119. 14 

C.F.R. §91.121 Altimeter Settings.

This regulation requires each person operating an aircraft to maintain cruising 

altitude by reference to an altimeter that is set "...to the elevation of the departure 

airport or an appropriate altimeter setting available before departure." As the UAS 

may not have a barometric altimeter, but instead a GPS altitude read out, an U.S. 

exemption may be needed. An equivalent level of safety will be achieved by the 

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

confirming the altitude of the launch site shown on the GPS altitude indicator 

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

Conditions Section 91.151 (a) prohibits an individual from beginning "a flight in an 

airplane under VFR conditions unless (considering wind and forecast weather 

conditions) there is enough fuel to fly to the first point of intended landing, and, 

assuming normal cruising speed- (1) During the day, to fly after that for at least 

30 minutes; or (2) At night, to fly after that for at least 45 minutes." The applicant 

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

exemptions. Operating the UAS in a tightly controlled area where only people 

and property owners or official representatives who have signed waivers will be 

allowed does not engender the type of risks that Section 91.151(a) was intended 
to alleviate given the size and speed of the small UAS. The applicant believes 

that an equivalent level of safety can be achieved by limiting flights to 30 minutes 

or 25% of battery power- whichever happens first. This restriction would be more 

than adequate to return the UAS to its planned landing zone from anywhere in its 

limited operating area.

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

Registration The regulation provides in pertinent part: (a) Except as provided in§ 

91.715, no person may operate a civil aircraft unless it has within it the following: 

(1) An appropriate and current airworthiness certificate . . . (b) No person may 

operate a civil aircraft unless the airworthiness certificate required by paragraph 

(a) of this section or a special flight authorization issued under §91.715 is 

displayed at the cabin or cockpit entrance so that it is legible to passengers or 

crew. The UAS fully loaded weighs well under the proposed 55 lb limit and is 

operated without an onboard pilot. As such, there is no ability or place to carry 

certification and registration documents or to display them on the UAS. An 

equivalent level of safety will be achieved by keeping these documents at the 

ground control point where the pilot flying the UAS will have immediate access to 

them, to the extent they are applicable to the UAS.

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

Inspections. These regulations require that an aircraft operator or owner "shall 

have that aircraft inspected as prescribed in subpart E of this part and shall 

between required inspections, except as provided in paragraph (c) of this section, 

have discrepancies repaired as prescribed in part 43 of this chapter..," and others 

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

sections and Part 43 apply only to aircraft with an airworthiness certificate, these 

sections will not apply to the applicant. Maintenance will be accomplished by the 

operator pursuant to the flight manual and operating handbook. An equivalent 

level of safety will be achieved because the UAS is very limited in size and will 

carry a small payload and operate only in restricted areas for a limited period of 

time. If mechanical issues arise the UAS can land immediately and will be 

operating from no higher than 400 feet AGL. The operator will ensure that the 

UAS is in working order prior to initiating flight, perform required maintenance, 

and keep a log of any maintenance performed. Moreover, the operator is the 

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

airworthy condition to provide the equivalent level of safety. An equivalent level of 

safety will be achieved because maintenance and inspections will be performed 

in accordance with the UAS Manufacturer's User Manual. As provided in the 

FOM, and a link on last page, the operator will ensure that the UAS is in working 

order prior to initiating flight and perform required maintenance needed. Authority 

contained in 49 U.S.C. 106(f), 40113, and 44701.
Additional Information.

The applicant Greg Basler believes this exemption request and associated 

safety considerations adequately satisfy criteria provided in Section 333 of the 

Reform Act of 2012, providing sufficient justification for the granting of 

commercial operations of the applicant's UAS.

The applicant Greg Basler requests your respective approval of this Section 333 

exemption petition request.

Thank you for your attention in this matter. Please notify Greg Basler Of your 

actions, and or approvals. Thank you, for your interest in this request.

Sincerely,

Greg Basler

Manual	Link:

http://download.djiinnovations.com/downloads/phantom_2_vision_plus/en/Phantom_2_Vision_Plus_U

ser_Manual_v1.8_en.pdf