June 15, 2015

U. S. Department of Transportation

Docket Management System

1200 New Jersey Ave., SE

Washington, DC 20590

Re: Summary Processing: Exemption Request Under Section 333 of the FAA Reform Act 

and Part 11 of the Federal Aviation Regulations Based Upon Exemption 11110A Issued

to Trimble Navigation Limited

Dear Sir or Madam:

Monsen Engineering, Inc. (“Applicant”) herewith applies for the issuance of an exemption 

under Section 333 of the FAA Modernization and Reform Act of 2012 (“Reform Act”) based upon 

Exemption 11110 issued to Trimble Navigation Limited (“Trimble”) on December 10, 2014, as 

amended on May 7, 2015 with issuance of Exemption 11110A in FAA Docket 2014-0367.

The requested exemption would allow Applicant to operate the UX5 and the UX5 hp 

aircraft manufactured by Trimble or other Trimble aircraft approved for commercial operations 

under Exemptions 11110 and 11110A, as they may be amended in the future. Applicant notes 

that, in Exemption 11257, the FAA also recently authorized use of the Trimble UX5 by a third 

party under conditions like those in Exemption 11110A.1 Applicant hereby confirms that it will 

accept the conditions in Exemptions 11110A and 11257.

Applicant aircraft will be used to conduct aerial surveys and perform aerial data 

collection for agriculture, mining, and other purposes, but not for closed set filming (hereinafter 

“the Purpose”). Applicant hereby applies for an exemption from the listed Federal Aviation 

Regulations (“FARs”) to allow commercial operation of its small unmanned aerial vehicles 

(“sUAVs”), so long as such operations are conducted within and under the conditions outlined 

herein or as may be established by the FAA in an exemption granted under either Section 333 

or Section 49 U.S.C. §44701(f).

As this exemption request is identical to the already issued precedent, this request

should qualify for summary processing as the FAA has already provided public notice of and 

granted similar exemptions. The FAA has issued exemptions in circumstances similar in all 

material respects to those presented in this petition. In numerous exemptions, the FAA has 

found that the enhanced safety achieved using an unmanned aircraft (“UA”) with the 

specifications described by the petitioners and carrying no passengers or crew, when compared 

to flights of much larger manned aircraft that carry crew in addition to flammable fuel, gives the 

FAA good cause to find that the sUAV operation enabled by the exemptions serves the public 

interest.2In those cases, use of the proposed sUAV not only enhanced safety but also fulfilled

the Secretary of Transportation’s (the FAA Administrator’s) responsibility to “. . . establish 

 

1 Exemption No. 11257 to Montana Land Surveys (see Docket No. FAA-2014-0889).

2 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), and 11213 to Aeryon Labs, Inc. (see Docket No. FAA−2014−0642).
U. S. Department of Transportation

June 15, 2015

Page 2

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

Section 333(c) of the Reform Act.

The name and address of the applicant is:

David Monsen

960 South Main Street

Salt Lake City, UT 84101

(801) 531-6505

Regulations from which the exemption is requested:

14 C.F.R. 61.23(a) and (c)

14 C.F.R. 61.101(e)(4) and (5)

14.C.F.R. 61.113(a)

14 C.F.R. 61.315(a)

14 C.F.R. 91.7(a)

14 C.F.R. 91.119(c)

14 C.F.R. 91.121

14 C.F.R. 91.151(a)(1)

14 C.F.R. 91.405(a)

14 C.F.R. 91.407(a)(1)

14 C.F.R. 91.409(a)(1) and (2)

14 C.F.R. 91.417(a) and (b)

This exemption application is expressly submitted to fulfill Congress’ goal in passing 

Sections 333(a) through (c) of the Reform Act. This law directs the Secretary of Transportation 

to consider whether certain unmanned aircraft systems may operate safely in the national 

airspace system (NAS) before completion of the rulemaking required under Section 332 of the 

Reform Act. In making this determination, the Secretary is required to determine which types of 

sUAVs do not create a hazard to users of the NAS or the public or pose a threat to national 

security in light of the following:

 The sUAV’s size, weight, speed, and operational capability;

 Operation of the sUAV in close proximity to airports and populated areas; and

 Operation of the sUAV within visual line of sight of the operator.

Reform Act § 333(a). Lastly, if the Secretary determines that such vehicles “may operate safely 

in the national airspace system, the Secretary shall establish requirements for the safe 

operation of such aircraft in the national airspace system.” Id. § 333(c) (emphasis added).

3

The Federal Aviation Act, in addition to the authority granted by Section 333 of Reform 

Act, expressly grants the FAA the authority to issue exemptions. This statutory authority by its 

 

3 Applicant interprets this provision to place the duty on the Administrator to not only 

process applications for exemptions under section 333, but for the Administrator to craft 

conditions for the safe operation of the sUAV, if it should be determined that the conditions set 

forth herein do not fulfill the statutory requirements for approval.
U. S. Department of Transportation

June 15, 2015

Page 3

terms includes exempting civil aircraft, as the term is defined under § 40101 of the Act, from the 

requirement that all civil aircraft, which includes sUAVs, must have a current airworthiness 

certificate.4

The sUAVs that Applicant proposes to use are fixed wing and weigh 55 or fewer lbs. 

including payload. They operate, under normal conditions, at a speed of no more than 87 knots. 

They will operate at altitudes of no more than 400 feet, as further explained, and only within line 

of sight. They will operate as set forth in the manuals attached hereto and made a part hereof

(Exhibits 1-__). Operations in compliance with these manuals will ensure that the sUAV will “not 

create a hazard to users of the national airspace system or the public”5and that the aircraft will 

operate in compliance with the conditions set forth in this application.

AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY/NATIONAL SECURITY

The Applicant states that operating in compliance with the conditions set forth in 

Exemption 11110A will provide an equivalent level of safety for the operation of the UX5 and 

UX5 hp. Approval of exemptions allowing commercial operations of sUAVs for aerial data 

collection will enhance safety by reducing risk. Conventional operations, using jet or piston 

power aircraft, operate at extremely low altitudes just feet from the subject being photographed 

and in extreme proximity to people and structures and present the risks associated with vehicles 

that weigh in the neighborhood of 6,000 lbs., carrying large amounts of jet A or other fuel (140 

gallons for jet helicopters). Such aircraft must fly to and from the project location. In contrast, a 

sUAV weighing fewer than 55 lbs. and powered by batteries eliminates virtually all of that risk 

given the reduced mass and lack of combustible fuel carried on board. The sUAV is carried to 

the target area and not flown. The sUAV will carry no passengers or crew and, therefore, will 

not expose them to the risks associated with manned aircraft flights. These lightweight aircraft 

operate at slow speeds, close to the ground, and in areas that are under the control of the 

operator and, as a result, are far safer than conventional operations conducted with larger 

manned aircraft operating in close proximity to the ground and people.

Given the small size of the sUAVs involved and the restricted environment within which 

they will operate, Applicant falls squarely within that zone of safety (an equivalent level of 

safety) in which Congress envisioned that the FAA must, by exemption, allow commercial 

operations of sUAVs to commence immediately. Also, due to the size of the sUAVs, the 

restricted areas in which they will operate, and the fact that they will be flown by pilots holding at 

least an FAA sport or recreational pilot license, approval of the application presents no national 

security issue.

PUBLIC INTEREST

The FAA has granted exemptions to the regulations listed on page 2 in the exemptions 

cited above. As discussed in detail for each of these regulations in the attached Appendix A, 

 

4

“The Administrator may grant an exemption from a requirement of a regulation 

prescribed under subsection (a) or (b) of this section or any sections 44702-44716 of the 

Transportation Act if the Administrator finds the exemption in the public interest.” 49 U.S.C. 

§44701(f). See also 49 U.S.C. § 44711(a); 49 U.S.C. § 44704; 14 C.F.R. § 91.203(a)(1).

5 Section 333(b) of the Reform Act.
U. S. Department of Transportation

June 15, 2015

Page 4

the public interest will be served by an exemption because, with respect to each, operation in 

compliance with the requested conditions will ensure an equivalent level of safety. As also 

explained at length in Trimble’s original Section 333 exemption request submitted on May 30, 

2014, the grant of the requested exemption is in the public interest given the clear direction in 

Section 333 of the Reform Act; the authority included in the Federal Aviation Act, as amended; 

the strong equivalent level of safety surrounding the proposed operations; and the significant 

public benefit derived from, among other things, the enhanced safety and reduced 

environmental impact, including the reduced emissions associated with allowing battery 

powered sUAVs instead of turbine or gas powered aircraft.

*********

Pursuant to 14 C.F.R. Part 11, the following summary is provided for publication in the 

Federal Register, should it be determined that publication is needed:

Applicant seeks an exemption from the following rules:

14 C.F.R. §§61.23(a) and (c ), 61.101(e )(4) and (5), 61.113(a), 61.315(a), 91.7(a), 

91.119(c), 91.121, 91.151(a)(1), 91.405(a), 91.405(a)(1), 91.409(a)(1) and (2), and 91.417(a) 

and (b) to operate commercially a small unmanned vehicle (55 lbs. or less) in motion picture 

and television operations and aerial data collection.

Satisfaction of the criteria provided in Section 333 of the Reform Act of 2012 – size, 

weight, speed, operating capabilities, proximity to airports and populated areas and operation 

within visual line of sight and national security – provide more than adequate justification for the 

grant of the requested exemption allowing commercial operation of applicant’s sUAV for the 

Purpose outlined herein and are consistent with exemptions already granted, including 

Exemption 1110A. Accordingly, the applicant respectfully requests that the FAA grant the 

requested exemption without delay.

Very truly yours,

David Monsen

Monsen Engineering, Inc.

cc: William Crozier

Robert Pappas

Jake Troutman

Dean Griffith

Thuy H. Cooper
APPENDIX A

14 C.F.R. § 61.23(a) and (c): Medical Certificates: Requirement and Duration

Sections 61.23(a) and (c) address the requirement of medical certificates for pilots. 

Section 61.23(a) requires a person exercising the privileges of a recreational pilot to hold at 

least a third class medical certificate. Section 61.23(c) permits the holder of a sport pilot 

certificate to act as PIC of a light-sport aircraft with either a medical certificate or U.S. issued 

driver’s license. Light-sport aircraft may weigh up to 1,430 pounds and seat up to two persons, 

including the pilot. Comparatively, the Trimble craft will weigh fewer than 55 pounds, and it will 

not carry pilots, passengers, or cargo. The UAS will also be operated within visual line of sight 

of the PIC and below 400 feet above ground level and limited to operations with permission over 

private or controlled-access property. 

Given these safety parameters, Applicant requests that the FAA waive Section 61.23(a) 

upon a finding that an equivalent level of safety will be provided by allowing operation of the 

Trimble craft by pilots with a recreational or sport pilot certificate and a valid U.S. state issued 

driver’s license, in lieu of an FAA-issued medical certificate. Applicant also requests that the 

FAA grant relief from Section 61.23(c) to allow sport pilot certificate holders to operate aircraft 

other than light-sport aircraft with a valid U.S. issued driver’s license. The FAA has granted 

exemptions to conduct similar operations in a number of cases, including Exemption 11213.

14 C.F.R. Part 61: Private Pilot Privileges and Limitations: Pilot in Command

Sections 61.113 (a) & (b) limit private pilots to non-commercial operations. 

Section 61.315(a) addresses the privileges and limitations of the holder of a sport pilot 

certificate.

Because the sUAV will not carry a pilot or passengers, the proposed operations can 

achieve the equivalent level of safety of current operations by requiring the PIC operating the 

aircraft to hold a certificate issued by the FAA authorizing operation of any aircraft (ATP, 

Commercial, Private, Recreational or Sport). Unlike a conventional aircraft that carries the pilot 

and passengers, the sUAV is remotely controlled with no living thing on board. The area of 

operation is controlled and restricted, and all flights are planned and coordinated in advance as 

set forth in the manual. The level of safety provided by the requirements included in the 

manuals exceeds that provided by a single individual holding a commercial pilot’s certificate 

operating a conventional aircraft. The risks associated with the operation of the sUAV are so 

diminished from the level of risk associated with commercial operations contemplated by Part 

61 when drafted, that allowing operations of the sUAV as requested with any certificate issued 

by the FAA as the PIC greatly exceeds the present level of safety achieved by 14 C.F.R. Part 

61. The FAA has granted exemptions for private and sport or recreational pilots to conduct 

similar operations in Exemptions 11062, 11213, 11360 and 11447.

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

Section 91.119 establishes safe altitudes for operation of civil aircraft. Specifically, 

91.119(c) limits aircraft flying over areas other than congested areas to an altitude of 500 feet 

above the surface, except over open water or sparsely populated areas. In those cases, the 

aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure.
As set forth herein, the Trimble craft will never operate at higher than 400 feet AGL. 

They will, however, be operated to avoid congested or populated areas that are depicted in 

yellow on VFR sectional charts. Because aerial survey work must be accomplished at relatively 

low altitudes and at altitudes less than 400 feet AGL, an exemption from Section 91.119(c) is 

needed.

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

material with which the Trimble craft are built. Also, no flight will be taken without the 

permission of the landowner or those who control the land. Because of the advance notice to 

the landowner, all affected individuals will be aware of the survey flights. Compared to aerial 

survey operations conducted with aircraft or rotorcraft weighing far more than the Trimble craft 

and carrying flammable fuel, any risk associated with these operations will be far less than 

those currently allowed with conventional aircraft operating at or below the same altitude. 

Indeed, the low-altitude operations of the sUAV will maintain separation between these sUAV 

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

The FAA has granted exemptions to conduct similar operations in Exemptions 11062, 11213, 

11360 and 11447.

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 each sUAV model in at least one operating 

mode will not have a barometric altimeter, but instead a GPS altitude read out, an exemption 

will be needed. An equivalent level of safety will be achieved by the operator, pursuant to the 

manuals, confirming the altitude of the launch site shown on the GPS altitude indicator before 

flight. The FAA has granted exemptions to conduct similar operations in Exemptions 11062, 

11213, 11360 and 11447.

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

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

VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel 

to fly to the first point of intended landing, and, assuming normal cruising speed – (1) During the 

day, to fly after that for at least 30 minutes; or (2) At night, to fly after that for at least 45 

minutes.” 

The battery powering the sUAV limits the duration of a flight. To meet the 30-minute 

reserve requirement in 14 C.F.R. § 91.151, sUAV flights would be severely limited, in some 

cases to approximately 10 minutes in length. Given the limitations on the sUAV’s proposed 

flight area and the location of its proposed operations within a predetermined area, a longer time 

frame for flight in daylight or night VFR conditions is reasonable.

Applicant believes that an exemption from 14 C.F.R. § 91.151(a) falls within the scope of 

prior exemptions. See Exemption 10673 (allowing Lockheed Martin Corporation to operate 

without compliance with FAR 91.151 (a)). Operating the sUAV, in a tightly controlled area 

where only people and property owners or official representatives who have signed waivers will 

be allowed, with less than 30 minutes of reserve fuel, does not engender the type of risks that 

Section 91.151(a) was intended to alleviate given the size and speed of the sUAV.
Applicant believes that an equivalent level of safety can be achieved by limiting flights to 

five minutes of reserve time on the batteries. This restriction would be more than adequate to 

return the sUAV to its planned landing zone from anywhere in its limited operating area. Similar 

exemptions have been granted to other operations in Exemptions 2689F, 5745, 10673, 10808 

and Exemptions 11062, 11213, 11360 and 11447.

14 C.F.R. Part 91: Maintenance Inspections

Section 91.405(a) requires 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 . . . .” Section 91.407 similarly makes reference to requirements in 

Part 43; Section 91.409(a)(2) requires an annual inspection for the issuance of an airworthiness 

certificate. Section 91.417(a) requires the owner or operator to keep records showing certain 

maintenance work that has been accomplished by certificated mechanics, under Part 43, or 

licensed pilots and records of approval of the aircraft for return to service.

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 manuals. An equivalent level of safety will be achieved because 

these sUAVs are very limited in size and will carry a small payload and operate only in areas for 

limited periods of time. If mechanical issues arise, the sUAV can land immediately since it will 

be operating from no higher than 400 feet AGL. As provided in the manuals, the operator will 

ensure that the sUAV 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 in order 

to provide the equivalent level of safety. The FAA has granted exemptions for similar operations 

in Exemptions 11062, 11213, 11360 and 11447.
bcc: Kyle Gilbertson

James Kirkland