July6,2015 

U.S. Dept. of Transportation, Docket Operations 

West Building Ground Floor, Room w12-140 

1200 New Jersey Avenue, SE., 

Washington, DC 20590 

Submitted Electronically via the Federal Docket Management System (FDMS) 

Re: Exemption Request under Section 333 of the FAA Reform Act and Part 11 of the Federal 

Aviation Regulations 

Dear Sir or Madam: 

On Behalf of MAXSUR, LLC, and Pursuant to Section 333 of the FAA Modernization and Reform Act of 

2012 and 14 C.F.R. Part 11, 1 Jake Lahmann, Chief of Operations of MAXSUR, LLC, am seeking an 

exemption from Part 21 Subpart H; and Sections 91.203 (a) (1), 45.23 (b), 91.7 (a), 91.9, 61.113, 61.133, 

91.109, 91.119, 91.121, 91.151, and (91.401 - 91.417) Subpart E, of Title 14, Code of Federal Regulations 

(14 CFR). This proposed exemption would allow for the operation of our unmanned aircraft (UAS) are: 

• DJI Phantom 3 

• DJI Inspire 1 

• DJ I S 900 

• DJ I S 1000 

• 3DR Solo 

THE UNMANNED AIRCRAFT SYSTEMS (UAS): 

• The UAS's are lightweight (under 551b. gross weight), battery operated Multi Rotor copters that 

take off and land vertically and have the ability to hover maintaining a single position. 

EACH UAS INCLUDES: 

• An on-board flight computerwith GPS navigation and location abilitythat receives signals forflight 

controls from a ground-based transmitter/controller; 

• An on-board camera capable of capturing imagery in the form of full color, high definition still 

photos and video 

• An on-board telemetry system that delivers flight data from the on-board flight computer to the 

on-board radio transmitter including altitude AGL, horizontal and vertical speed, compass 

direction of flight and direction back to its launch site 

• A 5.8GHz on-board radio transmitter that transmits live video from the on-board camera plus all 

the flight data from the telemetry system described above 

THE GROUND STATION PART OF THE SYSTEM: 

• A Pilot in Command (PIC) who is charged with operational control of missions from beginning to 

end, and who controls the UAS while in the air 

• A 2.4GHz radio transmitter/controller operated by the PIC to control the UAS while in flight 

MAXSUR, LLC - SECTION 333 EXEMPTION REQUEST Page 1 of 3 
• Ground Station (computer, tablet for smart phone based app) which receives and displays video 

and system telemetry real time from the UAS 

• A Visual Observer (VO), a person who provides a second pair of eyes to visually track the UAS 

while in flight. 

PILOT IN COMMAND (PIC) AND VISUASL OBSERVER: 

The PIC and VO will meet the requirements outlined in FAA Policy N 8900.227 Section 16 personnel 

Qualifications. Additionally, the PIC and VO will perform maintenance on the system and will complete a 

course of maintenance instruction as part of their initial training, 

I subrnit that the combination of the UAS's light weight, flight performance and ability, fully qualified 

flight crew and strict operation under the guidelines established in 8900.227, and under all of the 

Restrictions listed above, the FAA can have full confidence that the operation will have an equivalent or 

greater level of safety than manned aircraft performing the same mission. 

INTENDED USE: 

The requested exemption would allow us to use the UAS for aerial image acquisition to support various 

mapping and surveying applications as well as video documentation and training for the public good. 

Typical applications would include, but are not limited to: 

• Videography/Film-making 

• Aerial Photography 

• Aerial Mapping 

• Crop Monitoring 

• Disaster Management (First Responder) 

• Education/Training 

The inherent ability of the UAS is to capture irnagery from a low altitude including oblique photos and 

video from several angles is far more effective than ground based imagery for displaying the 

characteristics of buildings, sites and properties or areas where consistent monitoring is needed. In 

addition UAS are useful in first responder activities, such as search and rescue, and natural disaster 

monitoring. 

MAXSUR, LLC, is a reseller of UAS's and as part of our operations we would like to incorporate education 

and training programs for our customers to further the safe and responsible operations of UAS. 

PUBLIC SAFETY: 

UAS's, are powered by batteries, they are smaller, fighter and more maneuverable than larger aircraft 

running on combustible fuel; they operate at lower altitudes (under 400') with no people on board 

thereby reducing current risk levels and enhancing public safety.lNith a small payload and maximum flight 

time of approximately 22 minutes, UAS's offer little or no risk to national security. MAXSUR, LLC, intends 

to offer training and education programs, thereby reducing risk and improving operator safety as part of 

their purchase. 

MAXSUR, LLC - SECTION 333 EXEMPTION REQUEST Page 2 of 3 
In addition the DJI UAS's have their own built in flight restrictions in special areas such as airports, which 

limit flight in these areas. More information can be found in the UAS's User Manual or on DJI's website at 

https://www.dji.com/fly-safe . 3DR does as well on its website at http://3drobotics.com/kb/flight-safety/ 

SUMMARY GRANT REQUEST: 

This request follows many others using similar systems and process that have been granted previously. I 

am requesting the FAA issue a summary grant of exemption, as this request would not set a precedent. 

• The reasons stated by the FAA for granting Exemption Nos. 11062, 11109, 11112, 11213, and 

11624 apply to this request 

• A grant of exemption would be in the public interest. 

THE REGULATIONS FROM WHICH THE EXEMPTIONS ARE BEING REQUESTED 

Beside each regulation number is the page of the attached Addendum upon which each may be found 

together with a proposed equivalent level of safety for each regulation: 

- 14 CFR Part 21 Subpart H Addendum Page 1 

- 14 CFR 91.203 (a) (1) Addendum Page 1 

- 14 CFR 45.23 (b) Addendum Page 1 

- 14 CFR 91.7 (a) Addendum Page 2 

- 14 CFR 91.9 Addendum Page 2 

- 14 CFR 61.113, 61.133 Addendum Page 2 

- 14 CFR 91.109, 91.119, 91.121 Addendum Page 3 

- 14 CFR 91.151 Addendum Page 3 

- 14 CFR Subpart E(91.401 - 91.417) Addendum Page 4 

- FAA Policy 8900.227 Paragraph 16(c)(4) and Paragraph 16(e)(1) Addendum Page 4 

I am prepared to modify or amend any part of this request to satisfy the need for an equivalent level of 

safety. Please contact us at anytime if you require additional information or clarification. I am the primary 

point of contact for this request and look forward to working with your office. 

Sincerel 

~ ~ 

ake Lahmann 

Chief of Operations 

MAXSU R, LLC 

Phone: 855-778-6363 

Email: jake@uavdirect.com 

Addendum Containing Exemption Requests and Equivalent Level of Safety 

Appendix A — Flight Operations/Procedures 

Appendix B — User's Manuals 

MAXSUR, LLC - SECTION 333 EXEMPTION REQUEST Page 3 of 3 
ADDENDUM 

EXEMPTION REQUESTS AND EQUIVALENT LEVEL OF SAFETY 

I, Jake Lahmann, Chief of operations of MAXSUR, LLC, request an exemption from the following 

regulations as well as any additional regulations that may technically apply to the operations of the DJI 

Inspire 1, DJI Phantom 3, DJI S 900, DJI S1000 and the 3DR Solo 

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 UAS to be utilized by the Petitioner, an 

exemption from Part 21 Subpart H meets the requirements of an equivalent level of safety under Part 11 

and Section 333 of the FMRA. The Federol Aviation Act (49 U.S.C.44701 (f)) and Section 333 of the FMRA 

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, is by definition unmanned and carries neither a pilot nor 

passenger, carries no explosive materials or flammable liquid fuels, and operates exclusively within a 

limited flight area. Unlike other civil aircraft, operations under this exemption will be tightly controlled 

and monitored by the Operator and will also remain within the requlrements of, and in compliance with, 

local public safety requirements. These safety enhancements, which already apply to civil aircraft 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. Lastl y, 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. 

Even though the UAS will have no airworthiness certificate, an exemption may be needed as the UAS wi/l 

have no entrance to the cabin, cockpit or pilot station on which the word "Experimental" can be placed. 

Given the size of the UAS, two-inch lettering will be impossible. The word "Experimental" will be placed 

on the fuselage in compliance with 45.29 (f). The equivalent level of safety will be provided by having the 

MAXSUR, LLC - EXEMPTION RECZUEST AND LEVEL OF SAFETY Page 1 of 4 
UAS marked 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. " 

The FAA has issued the following exemptions to this regulation to Exemptions Nos. 10700, 8738, 10167 

and 10167 A. 

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 and the 

requirements contained herein for the use of safety check lists prior to each flight, an equivalent level of 

safety will be provided. 

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; the documentation would 

not be available to the crew during flight operations. 

To obtain an equivalent level of safety and meet the intent of 91.9, we propose that a current, approved 

UAS Flight Operations/Procedures (Appendix A) must be available to the crew at the ground station 

anytime the aircraft is in, or preparing for, flight. 

The FAA has issued the following exemptions to this regulation: Exemption Nos. 8607, 8737, 8738, 9299, 

9299A, 9565, 95658, 10167, 10167A, 10602, 32827, and 10700. 

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 require that the PIC must either 

1. Hold a Private or Sport Pilot Certificate issued by the FAA, and have logged 10 hours of flight 

experience in this type of UAS, or 

2. 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 

private pilot's license, we propose to generate an equivalent level of safety by requiring our 

MAXSUR, LLC - EXEMPTION REQUEST AND LEVEL OF SAFETY Page 2 of 4 
pilots to complete, at a minimum, FAA private pilot ground instruction and pass the FAA Private 

Pilot written examination in addition to completing the private pilot 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 states that "No person may operate a civil aircraft that is being used for flight instruction 

unless that aircraft has fully functioning dual controls." 

The UAS's ground-based control station consists of a small hand-held radio transmitter and while it does 

not offer a second set of "controls'; both the student and instructor 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 CFR 91.119 Minimum safe altitudes: General. 

The regulation states 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 400 

feet AGL, we cannot comply with this requirement. 

In order to provide an equivalent level of safety The UAS's will not be operated over congested areas or 

over any open air assembly of persons with prior approval. Any property owner affected will be briefed 

on the expected route of flight and the associated risks to persons and property on the ground. The 

aircraft will be operated at a low altitude allowing, if a power unit fails, an emergency landing without 

undue hazard to persons or property on the surface. Therefore we maintain that due to the small size of 

the UAS, the hazard to persons, vehicles and structures is minima/ compared to manned aircraft, which 

shou/d be considered in granting the exemption. 

14 CFR 91.121 Altimeter Settings. 

The regulation requires that aircraft shall maintain cruising altitudes by reference to an altimeter setting 

available within 100 NM of the aircraft. 

The UAS will always fly below 400 feet AGL and will not need to maintain cruising altitudes in order to 

prevent conflict with other aircraft. An Above Ground Level altimeter measurement above the takeoff 

point is transmitted via radio from the UAS'S on-board computer to the display screen held by the PIC, 

providing a constantly updated AGL readout. 

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. 

The intention of this paragraph is to provide an energy reserve as a safety buffer for delays to landing. 

Each UAS is battery operated and the maximum duration of flight from a single battery charge is 

approximately 18 minutes with a 20% reserve. Since the aircraft will never fly more than 314NM from the 

point of intended landing, a full battery charge at launch will ensure that we meet the reserve energy 

MAXSUR, LLC - EXEMPTION REQUEST AND LEVEL OF SAFETY Page 3 of 4 
requirement of this paragraph. We request an exemption to the word `fuel" and ask for an equivalent 

interpretation with the word "energy" 

14 CFR Subpart E(91.401 - 91.417) - Maintenance, Preventive Maintenance, 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 intention that the PIC perform maintenance and inspection of the aircraft and "be authorized to 

approve the aircraft for return to service." As provided in the Pre-Flight Checklist in Appendix A, the PIC 

will ensure that the aircraft is in an airworthy condition prior to every flight and in addition conduct 

detailed inspections after every two hours of flight. Maintenance performed by the PIC is limited to 

repairing small cracks, replacing a propeller, checking electrical connections and updating software and 

firmware for the on-board computer. All other maintenance will be performed by the manufacturer or 

their designated repair facility. 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. 

8900.227 Paragraph 16(c)(4) PIC Medical. And Paragraph 16(e)(1) Observer Medical. 

This policy provides that both the PIC and VO must have a valid FAA second-class medical certificate 

issued under part 67 in order to perform as a pilot or observer. 

The UAS's maximum gross weight are each less than 81bs., are constructed primarily of, plastic and carbon 

fiber. The PIC is not on board. Both the PIC and the VO are required to be in VLOS. Given the unlikely event 

that both the PIC and VO become medically incapacitated while the aircraft is in flight, the UAS will return 

autonomousl y to the site of launching and land without crew intervention. Therefore, requiring the PIC 

and VO to meet the same medical requirements as commercial pilot carrying passengers in a large aircraft 

is an unnecessary burden. 

We propose that the minimum medical requirements for the PIC and VO be vision corrected to 

20120 and a valid, state issued driver's license. The 20120 vision requirement will ensure that the PIC and 

VO can see and avoid air traffic; a licensed driver is medically qualified to operate a much larger vehicle. 

MAXSUR, LLC - EXEMPTION REQUEST AND LEVEL OF SAFETY Page 4 of 4 
APPENDIX A — FLIGHT OPERATIONS/PROCEDURES 

The UAS's will be operated under the following flight restrictions. 

OPERATIONAL FLIGHT RESTRICTIONS 

The UAS will be operated in the field with both a PIC and a VO in accordance with and with the following 

Restrictions: 

• AII operations must occur in FAA Class G airspace at no more than 400 ft AGL, at an airspeed of 

no more than 25 knots and no further than 3/4 NM from the PIC; 

• AII operations must utilize a visual observer (VO). The VO and PIC must be able to communicate 

by voice at all times during a flight operation; 

• The PIC must have accumulated and logged, in a manner consistent with 14 CFR § 

• 61.51 (b), 10 hours of total time as a UAS rotorcraft pilot and at least 5 hours logged as a UAS pilot 

with a similar UAS type; 

• The UAS will not be operated over densely populated areas; without prior approval. 

• The UAS will not be operated over any open-air assembly of people; without prior approval. 

• The UAS will not be operated within 5 NM of an airport or heliport; without prior approval. 

• Operations will be restricted to day only and weather conditions equivalent to VFR; 

• The PIC will brief the VO and property owner about the operation and risk before operation 

• No flight will be made without a Pre-Flight Inspection by the PIC before each operation to 

ascertain that the UAS is in a condition safe for flight 

PRE-FLIGHT CHECKLIST 

Prior to operation preflight checklists provided by the manufacturer of the UAS's will be followed. Below 

is such an example. 

1. Remote Controller, smart battery, Range Extender and smartphone are fully charged. 

2. Propellers are mounted correctly. 

3. Damping absorbers are in good condition, not broken or worn. 

4. Camera lens cap has been removed. 

5. Micro-SD card has been inserted if necessary. 

6. Gimbal is functioning as normal. 

7. Motors can start and are functioning as norrnal. 

8. Smart phone App can connect to the camera. 

MAXSUR, LLC — APPENDIX A— FLIGHT OPERATIONS AND PROCEDURES 
TAKE OFF/LANDING PROCEDURES 

Manufacturer recommended Takeoff and Landing procedures will be followed. These are specific to 

DJI models. 3DR offers similar procedures. 

Place the UAS on ground with the battery level indicator facing you. 

1. Power on the remote controller. 

2. Power on the range extender. 

3. Switch the camera to the "WIFI ON" position. 

4. Power on the aircraft by turning on the intelligent battery 

5. Connect the mobile device to the UAS, run the Sniart phone App to enter the camera preview 

page. 

6. Wait until the LED flight indicator starts to slowly blink green/yellow. This means the aircraft is 

initializing and entering the "Ready to Fly"/"Ready to Fly (non-GPS)." state. Then proceed to 

execute the CSC command to start motors. 

7. Push the throttle stick up slowly to (ift the aircraft off the ground. 

8. When landing, be sure to be hovering over a level surface. Pull down on the throttle stick 

gently to descend and land. 

9. After landing the aircraft on the ground, keep the throttle stick at its lowest position for 

about 3 to 5 seconds, which will automatically stop the motors. 

FAILSAFE FUNCTION 

The UAS will enter Failsafe mode when the connection from the remote controller is lost. The flight control 

system will automaticaliy control the aircraft to return to home and land to reduce injuries or damage. 

The following situations would make the aircraft fail to receive a signal from the remote controller and 

enter Failsafe mode: 

1. The remote controller is powered off. 

2. The aircraft has flown out of the effective communication range of the remote controller. 

3. There is an obstacle obstructing the signal between the remote controller and aircraft, 

essentially reducing the distance the signal can travel. 

4. There is interference causing a signal problem with the remote controller. 

MAXSUR, LLC — APPENDIX A— FLIGHT OPERATIONS AND PROCEDURES 
APPENDIX 6 — USER'S MANUASLS 

DJI Inspire 1, PHANTOM 3. S 900, S 1000, AND 3DR SOLO 

Users Manuals for each of these systems can be downloaded here. 

MAXSUR, LLC, keeps a copy with each UAS. 

http://www.dji.com/product/itispire-1/dowriload 

http://www.dji.com/product/phantom-3/download 

http://www.dji.com/product/spreading-wings-s900/download 

http://www.dji.com/product/spreading-wings-s1000/download 

http://3drobotics.com/kb/solo-user-manual/ 

Upon request these will be provided 

MAXSUR, LLC — APPENDIX B— User's Manuals