HiLow Photo 1 **Petition for Exemption** 

To Whom it Concerns,

HiLo w Photo, an aerial photography, cinematography, structu ral and agricultural inspection, and real estate imaging business, based in North
- Eastern Vermont is petitioning for a Section 333 exemption under the FAA Modernization and Reform Act of 2012, Public Law 112
-95 and Title 14 Code of Federal regulations 14 CFR 21. 191 for the purpose of research and development. HiLow Photo and its owner, Roguen Carlson, seek exemption in order to establish a commercial aerial drone photography business that offers valuable aerial photography services to the public. The name and address of the applicant is: HiLo w Photo, Aerial Drone Photography Contact: Roguen Carlson Email: HiLowPhoto@gmail.com 2191 Square Road, Eden Mills, Vermont, 05653

HiLow Photo is requesting an exemption that would permit the operation of small , unmanned,
re mote operated aerial craft in the National Airspace System. HiLow Photo petitions under the conditions of following all safety measures and regulations set by the Federal Aviation Administration and Section 333.1. and any other regulation regarding the operation of sUAV’s. HiLow and its operator, Roguen Carlson, would ensure that all devices used by the business such as the DJI Phantom 2 with a Go Pro Hero 4 Silver attached by a Zen muse Gimbal, the Phantom 3, the DJI Inspire 1, and in the future the DJI A900. None of these machines would be over the 55 lb. weight limit. These machines would beHiLow Photo 2

operated under controlled and strict conditions. They all have the ability to return to their take off point in the case of a low battery or lost connection from the controller. They are able to hover with GPS guidance and are professional grade equipment. They would never be operated out of sight from the operator nor the spotter chosen by the operator for the flight. The spotter will be responsible for helping the o perator be aware of obstacles and to avoid danger while in flight. The operator will ensure the UAV never flies above 250 ft. to ensure no collisions with other planes and helicopters o perating within the NAS. The UAV would never operate in proximity to ai rports or any populated area, and would never be operated at night. Each flight will be carefully planned and executed with a flight plan planned before the flight and obstacles marked and avoided. The maximum flight times of the devices operated by HiLo w Photo will be no more than 30 minutes, and will finish a flight if the battery gets to 25% of its capacity before the 30 minute limit. Located in rural northern Vermont, the operating areas of HiLow photo are very scarcely populated and there is very little risk of danger to inhabitants of flight areas. The devices that are going to be operated by HiLow Photo are much safer than traditional aerial photography methods. The UAV that are used do not carry fuel nor do they carry passengers. They carry
camera equipment used for photography and videoing of events such as weddings or sports, roof and structural inspection s, realty photography as well as agricultural inspection s and many other possible
uses. Because the sUAV’s do not have an onboard pilot or pass engers, in the unlikely event of a crash, the chances of human bodily injury or death is very low. Also because there is no fuel, there is no chance of fire of explosion in the event of a collision. The DJI devices that HiLow uses are much safer than tradi tional gas powered airplanes that weigh over 1000 lbs. The Applicant, HiLow Photo, o perated by Roguen Carlson proposes that the exemption requested herein apply to civil aircraft that have the characteristics and that operate with the limitationsHiLow Photo 3

listed herein. These limitations provide for at least an equivalent or even higher level of safety to operations under the current regulatory structure because these proposed operations represent a safety enhancement for current aerial photography services . HiLow Photo’s request for exemption and reasons for exemption follows and reflects the guidelines congress envisioned for commercial aerial operations of UAVs. These guidelines which include the equivalent level of safety surrounding proposed operations, the significant public benefits including enhanced safety, and reduced environmental impacts all fall within the benefit of public interest. Accordingly, the applicant respectfully requests the FAA grant the requested exemption without delay. Rogu en Carls on agrees to be bound to the limitations and conditions when conducting commercial operations under an FAA issued exemption which includes :

4 Reform Act Section 333 (b). 1. The sUAS will weigh less than 55 lbs. 2. Flights will be operated within line of sight of a pilot and/or observer. 3. Maximum total flight time for each operational flight will be 30 minutes. Flights will be terminated at 25% battery power reserve should that occur prior to the 30 minute limit. 4. Flights will be operated at an al titude of no more than 400 feet AGL 5. Minimum crew for each operation will consist of the sUAS Pilot and a Visual Observer. 6. sUAS pilot will be an FAA licensed airman with at least a private pilot’sHiLow Photo 4

certificate. The observer will hold at least a thi rd class medical. 7. sUAS Pilot will be Pilot in Command (PIC). If a pilot certificate holder other than the sUAS Pilot, who possess the necessary PIC qualifications, is also present on location (i.e. the Aerial Coordinator), that person can also be de signated as PIC. 8. The UAS will only operate within a confined “Sterile Area” that has been investigated and evaluated before flight operations. 9. The operator will obtain the consent of all persons involved in the filming and

ensure that only consenting persons will be allowed within 100 feet of the flight operation, and this radius may be reduced to 30 feet based upon an equivalent level of safety determination. 10. Pilot and observer will have been trained in operation of UAS ge nerally and received up
-to - date information on the particular UAS to be operated. 11. Observer and pilot will at all times be able to communicate by voice and/or
text. 12. Written and/or oral permission from the relevant property holders will be obtai ned. 13. All required permissions and permits will be obtained from territorial, state,HiLow Photo 5

county or city jurisdictions, including local law enforcement, fire, or other appropriate governmental agencies. 14. If the sUAS loses communications or loses its G PS signal, the UAS will have capability to return to a pre
- determined location within the Security Perimeter and land. 15. The sUAS will have the capability to abort a flight in case of unpredicted obstacles or emergencies.

**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 o perating 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.§447 01 (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 airworthinessHiLow Photo 6

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 sUAS to be operated hereunder is less than 55 lbs. fully loaded, carries neither a pilot nor passenger, carri es no explosive materials or flammable liquid fuels, and operates exclusively within a secured area as set out in the Manual. Unlike other civil aircraft, operations under this exemption will be tightly controlled and monitored by both the operator, pursua nt to the Manual’s requirements, and under the requirements and in compliance with local public safety requirements, to provide security for the area of operation as is now done with conventional filming. The FAA will have advance notice of all operations. 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 dem onstrates 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:HiLow Photo 7

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 certific ated 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 “Experimental” can be placed. Given the size of th e sUAV, 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 sUAV marked on its fuselage as required by §45.29 (f) where t he pilot, observer and others working with the sUAV 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 10167A. **14 C.F.R. § 61.113 (a) & (b): Private Pilot Privileges and Limitations: Pilot in Command.**  **Sections 61.113 (a) & (b) limit private pilots to non -** **commercial operations.** Because the UAS 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 have a privateHiLow Photo 8

pilot’s license rather than a commercial pilot’s license to operate this small UAS. Unlike a conventional aircraft that carries the pilot and passengers, the sUAS 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 Manual ex ceeds that provided by a single individual holding a commercial pilot’s certificate operating a conventional aircraft. The risks associated with the operation of the sUAS are so diminished from the level of risk associated with commercial operations contem plated by Part 61 when drafted, that allowing operations of the sUAS as requested with a private pilot as the PIC exceeds the present level of safety achieved by 14 C.F.R. §61.113 (a) & (b). **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 airwort hiness. Given the size of the aircraft and the requirements contained in the DJI Owner’s Manual for maintenance and use of safety check lists prior to each flight, an equivalent level of safety will be provided. **14 C.F.R. § 91.9 (b) (2): Civil Aircraft Fli ght Manual in the Aircraft.** HiLow Photo 9

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 sUAS, 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 sUAS will have immediate access to it. The FAA has issued the following exemptions to this regulation: Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 32827, and 10700. **14 C.F.R. § 91.103: Preflight act ion**  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. An equivalent level of safety will be provided as set forth in DJI Phantom Owner’s manual along with the applicant’s 20+ years of experience flying radioHiLow Photo 10

controlled aircraft without incident. The PIC will take all actions including reviewing weather, flight battery requirements, la nding 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 i nstruction unless that aircraft has fully functioning dual controls. sUASs 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. See Exemption Nos.5778K & 9862A. The equivalent level of safety 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 airc raft. 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 thisHiLow Photo 11

exemption is for a sUAS that is a helicopter and the exemption requests authority to operate at altitudes up to 400 AGL, an exemption may be needed to allow such operations. As set forth herein, except for the limited conditions stated in the Manual, the UAS will never operate a t higher than 400 AGL. 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 sUASs are equipped with telemetry back to the operator. Te lemetry includes altitude, vertical and horizontal ground speed, direction and distance from operator. The equivalent level of safety will be achieved given the size, weight, 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 55lbs. proposed herein and the lack of flammable fuel, any risk associated with these operations is far less than those presently presented with conventional aircraft used in photo graphy for Real Estate and Business. In addition, the low
- altitude operations of the sUAS will ensure separation between these small
- UAS operations and the operations of conventional aircraft that must comply with Section 91.119. **14 C.F.R. §91.121 Altimete r Settings** HiLow Photo 12

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 sUAS may not have a barometric altimeter, but instead a GPS altitude read out, an exemption may be needed. An equivalent level of safety will be achieved by the operator, pursuant to the Manual and Safety Check list, 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 a nd 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 sUAS provides approximately 25 minutes of powered flight. Given the limitations on the UAS’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 CFR §91.151(a) falls within the scope of prior exemptions. See Exemption 10673 (allowing Lockheed Martin Corporation to operateHiLow Photo 13

without compliance with FAR 91.151 (a)). Operating the small UAS, 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 Secti on 91.151(a) was intended to alleviate given the size and speed of the small UAS. Similar exemptions have been granted to other operations, including Exemptions 2689F, 5745, 10673, and 10808. 14 C.F.R. §91.203 (a) and (b): Carrying Civil Aircraft Certifica tion 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. T he UAS fully loaded weighs no more than 55 lbs 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 sUAS.HiLow Photo 14

An equivalent level of safety will be achieved by keeping these documents at the ground control point where the pilot flying the sUAS will have immediate access to them, to the extent they are applicable to the sUAS. The FAA has issued numerous exemptions to this regulation. A representative sample of other exceptions includes Exemption Nos. 9565, 9665, 9789, 9789A, 9797, 9797A, 9816A, and 10700. **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 sh all 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 operato r pursuant to the manufacturer’s flight manual and operating handbook. An equivalent level of safety will be achieved because these small UASs are very limited in size and will carry a small payload and operate only in restricted areas for limited periods of time. If mechanical issues arise the UAS can land immediately and will be operating from no higher than 400 feet AGL. As provided in the Owner’s Manual, the operator will ensure that the UAS is in working order prior to initiating flight, perform required maintenance. Moreover, theHiLow Photo 15

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. Pursuant to 14 C.F.R. Part 11, the following summary is provi ded 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. §21, subpart H; 14 C.F.R 45.23(b);14 C.F.R. §§ 61.113( a) & (b);91.7 (a); 91.9 (b) (2);91.103( b);91.109; 91.119; 91.121; 91.151(a);91.203(a) and (b); 91.405 (a); 91.407 (a) (1); 91.409 (a) (2); 91.409 (a) (2) and 91.417 (a) & (b) to operate commercially a small unmanned vehicle (55lbs or less) in motion picture and television operations. Approval of exemptions allowing commercial operations of sUASs will enhance safety by reducing risk. Conventional aerial photography/videography operations use jet or piston powered aircraft. Such aircraft must fly to and from the film location. In contrast, a sUAS 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 sUAS is carried to the film location and not flown. The sUAS will carry no passengers or crew and, therefore, will not expose them to the risks associated with manned aircraft flights. The operation of small UASs, weighting less than 55 lbs., conducted in the strictHiLow Photo 16

conditions outlined above, will provide an equiv alent level of safety supporting the grant of the exemptions requested herein, including exempting the applicant from the requirements of Part 21 and allowing commercial operations. These lightweight aircraft operate at slow speeds, close to the ground, an d in a sterile environment and, as a result, are far safer than conventional operations conducted with turbine helicopters operating in close proximity to the ground and people.

**Privacy** All flights will occur over private or controlled access property wi th the property owner’s prior consent and knowledge. Photographs will be of people who have also consented to being photographed or otherwise have agreed to be in the area where photography will take place. 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 exemptions allowing commercial operation of applicant’s UAS in the aerial photography industry.HiLow Photo 17

Thank you

- Roguen Carlson HiLow Photo Hilowaerial@gmail.com