Kurt von Strasser

Ascent Aerial Video Productions

Request for Exemption for Use of UAS

Under Section 333, Title 14

Kurt von Strasser

Ascent Aerial Video Productions

10300 West Charleston Boulevard, Suite 13-175

Las Vegas, NV 89135 USA

email: kvonstrasser@gmail.com | Phone: 702.907.7515

UAS Integration Office – Special Rules Coordinator

Federal Aviation Administration

U. S. Department of Transportation

Docket Management System

1200 New Jersey Ave., SE

Washington, DC 20590

February 10, 2015

Re: Petition for Exemption for Use of UAS for Real Estate, Public Interest, Small 

Business Applications Under Section 333, Title 14

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

14C.P.R. Part 11, I Kurt von Strasser and my Company, Ascent Aerial Video 

Productions, hereby applies for an exemption from the Federal Aviation Regulations 

identified below and to permit the commercial use of use of ultra-light unmanned 

aerial systems for photography and videography.

This exemption is made based on information outlined in this petition, as well as the 

accompanying DJI Inspire 1 Operators Manual (Appendix D), the Yuneec Typhoon 

Q500 Operators Manual (Appendix E) and my own Ascent Aerial Video Productions 

Operational Manual (Appendix C). The UA aircraft were selected specifically because 

of their proven capability for stable, reliable controlled flight as well as a gyro 

stabilized flight mode, GPS aided navigation, an on-board compass, blinking LED’s 

on the bottom, a failsafe mode for returning home, and ground station based 

telemetry of flight operations. These devices are offered for general sale around the 

world and have often been used as Model Aircraft in the USA. Each has extensive 

manufacturers support including operating manuals, video training, software 

updates and customer support.

Page 1 of 19
Kurt von Strasser

Ascent Aerial Video Productions

Request for Exemption for Use of UAS

Under Section 333, Title 14

I. Petitioner’s Contact Information:

Kurt von Strasser 

Ascent Aerial Video Productions

10300 West Charleston Blvd., Suite 13-175

Las Vegas, NV 89135

Phone: 702.907.7515

Email: kbs@parkavenueventures.net

II. The Specific Sections of Title 14 of the Code of Federal Regulations From 

Which Kurt von Strasser III Requests Exemption are:

14 CFR 21; 14 C.F.R. 45.23(b); 14 CFR 61.113 (a) & (b); 14 C.F.R. 91, et seq.; 14 

CFR 407 (a) (1); 14 CFR 409 (a) (2); and, 14 CFR 417 (a) & (b).

III. The Extent of relief Kurt von Strasser III seeks and the Reason He Seeks 

Such Relief:

I, Kurt von Strasser III, am a licensed Private Pilot, certificate number 561510978, 

having obtained my license in 1980. 

I, Kurt von Strasser III, submit this application in accordance with the Reform Act, 

112 P.L. 95 §§ 331-334, seeking relief from any currently applicable FARs operating 

to prevent me, Kurt von Strasser III, contemplated commercial cinematic, academic 

and other flight operations within the national airspace system. 

The Reform Act in Section 332 provides for such integration of civil unmanned 

aircraft systems into our national airspace system as it is in the public’s interest to 

do so. My, Kurt von Strasser III’s, ultra-light weight UAS meets the definition of 

“small unmanned aircraft” as defined in Section 331 and therefore the integration of 

my ultra-light weight UAS is expressly contemplated by the Reform Act. I would like 

to operate my ultra-light weight UAS prior to the time period by which the Reform 

Act requires the FAA to promulgate rules governing such craft. Thereby, providing 

direct experience and valuable information for formal regulation that can be 

administered uniformly to all real estate related UAS aerial video and photography. 

The Reform Act guides the Secretary in determining the types of UAS's that may 

operate safely in our national airspace system. Considerations include: The weight, 

size, speed and overall capabilities of the UAS's; whether the UAS will be operated 

near airports or heavily populated areas; and, Whether the UAS will be operated by 

line of sight. 112 P.L. 95 § 333 (a). Each of these items reflect in favor of an 

exemption for me. My UAS aircraft utilize four (4) counter-rotating propellers for 

balance, control and stability. My UA’s are equipped with GPS and auto return safety 

technology. My UA Maximum Takeoff Weight is less than seven (7) pounds and four 

(4) pounds each, respectively, (far below the maximum 55 pound limit); including 

Page 2 of 19
Kurt von Strasser

Ascent Aerial Video Productions

Request for Exemption for Use of UAS

Under Section 333, Title 14

camera with gimbal and any other payload. Each would be classified as an ultralight UAS aircraft.

I consider safety as foremost with each flight. My small unmanned aircraft are

designed to hover in place via GPS and operate in less than a 24 knot (15 mph) wind. 

For safety, stability and fear of financial loss I will not fly in winds exceeding 16 kph 

(10 mph). Built in safety systems include a GPS mode that allows my UAS to hover in 

place when radio controls are released. With three modes to choose from, I utilize 

the Smart Mode* (see Manufacturer’s Operating Manual) for aerial videography /

photography. This is the safest, most reliable and stable mode to prevent accident 

and hazard. When pilot communication is lost the UA is designed slowly return and 

descend to point of takeoff. I do not operate my UAS near airports, Hospitals nor 

Police heliports, and do not operate near areas where general public is within fifty 

to one hundred (50-100) yards depending on location, conditions and weather. 

Horizontal Ground Speed for most drone videography requirements are typically 

less than 7-10 miles per hour which further adds to safety. Maneuvers are limited in 

scope and gently performed (as opposed to more radical recreational use) due to 

the need to keep the camera steady for video purposes. Flight paths are planned out 

in advance, as opposed to recreational flight and therefore safer than many 

recreational flights since speed, maneuvers and flight paths are very conservative 

and preplanned. 

During any planned operation of the my UAS, I first scout the area and flight path, 

determine what obstacles, if any, are present, where to post warning signs notifying 

persons that aerial drone photography is taking place and any other conditions from 

lighting, line of sight issues and power lines that I should be aware of to conduct safe 

operations. I clearly mark the area of the flight path with warning signs indicating 

that the UAS will in operating for 30 minutes prior to the flight and until all flight 

operations have ceased.

I maintain a second observer at all times who remains within 10 yards of the PIC 

position and who is responsible for assigning in spotting for obstacles, people, 

vehicles and manned aircraft as well as keeping track of the UAS position.

I am constantly on alert for any manned aircraft (Police/Medical helicopters, private 

and commercial aircraft of any type, model aircraft, etc.) and prepared to land/abort 

immediately to the nearest and safest ground point should a manned aircraft 

approach my location or I suspect manned aircraft may approach near my location. 

My UAS is capable of vertical and horizontal operations, and are flown only within 

my line of sight of me, as the remote control pilot (PIC). 

Utilizing battery power rather than combustible fuels, flights generally last between 

three (3) to eight (8) minutes, with an altitude under one hundred fifty (150) feet. I 

utilize a fresh fully charged battery with each flight as a safety precaution; full flight 

Page 3 of 19
Kurt von Strasser

Ascent Aerial Video Productions

Request for Exemption for Use of UAS

Under Section 333, Title 14

time limit for each battery is eighteen (18) minutes to twenty five (25) as specified 

by the manufacturers and consistently twenty one (21) to twenty five (25) minutes 

as tested. 

My flight equipment provides for the monitoring of battery levels during flight. I do 

not operate my UAS at or below manufacture recommend minimum charge levels 

for operation; preferring to remain well within a safe operating range to insure 

adequate communication between radio control and UAS to eliminate potential for 

crash, loss of control or hazard. Reserve batteries are at hand with each event to 

insure replacement for a sufficient safe level of operation. I do not believe in taking 

risk that may cause a crash, that could create hazard to the public, public or private 

property or manned aircraft and have no desire to lose my very substantial

investment in my UAS equipment. 

As of this time I have completed over 200 practice flights with over 40 hours of UAS 

airborne operations as a hobbyist simulating flights for future commercial use to 

gain familiarization with the characteristics of my specific UAS models’ operations 

and performance under different temperature and weather conditions. I also 

practice regular weekly computerized simulated flights to maintain adequate skills 

and response reflex time, all this for the sake of safety. I have no less than 5 hours of 

flight time logged in each model proposed herein within the past 90 day period. 

I, Kurt von Strasser III, am extremely cautious when operating of my UAS/ultra light 

weight unmanned aircraft and will not “create a hazard to users of the national 

airspace system or the public.” 112 P.L. 95 § 333 (b). Given the small size and weight 

of my UAS it falls well within Congress’s contemplated safety zone when it 

promulgated the Reform Act and the corresponding directive to integrate UAS's into 

the national airspace system. Kurt von Strasser III’s UAS, used in hobby flight, has a 

demonstrable safety record and does not pose any threat to the general public or 

national security. The UAS aircraft used are late model units manufactured by 

leading manufacturers (brand names) in the industry, DJI and Yuneec. Each has 

extensive experience in Unmanned Aerial Video Flight Systems and provides 

extensive software, flight manuals, operational information, specifications and 

customer support on their products. 

IV. How Kurt von Strasser III’s Request Will Benefit the Public as a Whole:

Aerial videography for geographical awareness and for real estate marketing has 

been around for a long time through manned fixed wing aircraft and helicopters. For 

small budget real estate companies and average homeowners the expense of such 

aerial videography is cost prohibitive. Only large companies and high end Realtors 

or luxury homeowners can afford to absorb such expense. Depriving non-luxury 

homeowners and lower budget Realtors from a valuable marketing tool. Manned 

aircraft pose a threat to the public through potential catastrophic crash, each having 

Page 4 of 19
Kurt von Strasser

Ascent Aerial Video Productions

Request for Exemption for Use of UAS

Under Section 333, Title 14

the potential result of loss of life, damage to property and substantial cost involved 

in responding to, handling the emergency and the subsequent investigation and 

clean up. Each such manned aircraft event also involves combustible fuel that in the 

past has exploded and burned on impact. Police helicopters have made emergency 

hard landings within city limits. My, Kurt von Strasser III’s, UAS pose no such threat 

since size and lack of combustible fuel alleviates almost all potential threat to the 

public.

Congress has already proclaimed that it is in the public’s interest to integrate 

commercially flown UAS's into the national airspace system, hence the passing of 

the Reform Act. Granting my, Kurt von Strasser III’s, exemption request furthers the 

public interest through academic/visual awareness of the geographical benefits in 

and around the Las Vegas area. My ultra-light weight UAS is battery powered and 

creates no emissions that can harm the environment. The consequence of my ultralight weight UAS crashing is far less than a full size helicopter or fixed wing aircraft; 

which are manned, heavy, contain combustible fuel and can cause catastrophic 

devastation to the public.

The public’s interest is furthered by minimizing ecological and crash threat by 

permitting aerial video/photo capture through my battery operated ultra-light

weight UAS's. Permitting me, Kurt von Strasser III, to immediately fly within 

national air space furthers economic growth. Granting my exemption request 

substantially furthers the economic impact for the Las Vegas and surrounding 

communities and cities for companies looking to relocate or build in the areas as 

well as individuals looking to relocate for career advancement through academic 

and geographical awareness. Both of which serve as a stimulus to the communities 

involved.

V. Reasons Why Kurt von Strasser III’s Exemption Will Not Adversely Affect 

Safety or How the Exemption Will Provide a Level of Safety At Least Equal to

Existing Rule:

My, Kurt von Strasser III’s, exemption will not adversely affect safety. Quite the 

contrary, for the reasons stated permitting me, Kurt von Strasser III, to log more 

flight time in FAA controlled airspace, with communication with the FAA, will allow 

me to contribute to the innovation and implementation of new and novel, as of yet 

undiscovered safety protocols for Realtors that can be embraced by the NAR, AAR, 

and TAR for development in cooperation with the FAA. In addition I, Kurt von 

Strasser III, submit the following representations of enhancements to current aerial 

videography and photography for real estate:

My UAS aircraft weigh less than 5 pounds complete with a small ultra-light weight 

high quality factory installed gimbaled high definition camera; I only operate my 

UAS below 300 feet9 (well within the 400 foot permissible ceiling set by the FAA 

Page 5 of 19
Kurt von Strasser

Ascent Aerial Video Productions

Request for Exemption for Use of UAS

Under Section 333, Title 14

Modernization and Reform Act of 2012); my UAS only operates for 3-8 minutes 

average per flight; I land my UAS significantly prior to manufacturer recommended 

minimum level of battery power which my flight systems monitor throughout the 

flight; I pilot my UAS through remote control only by line of sight; My UAS has GPS 

a flight safety feature whereby it hovers and then returns to the point of takeoff, 

then slowly lands if communication with the remote control pilot is lost; I actively 

analyze flight data and other sources of information to constantly update and 

enhance safety protocols; I only operate in reasonably safe environment that are 

strictly controlled, are away from power lines, elevated lights, airports and actively 

populated areas; I conduct extensive pre-flight inspections and protocol according 

to all manufacturers recommendations as well as that of the AMA (Academy of 

Model Aeronautics) , during which safety carries primary importance; I always 

obtains all necessary permissions prior to operation; and, I have procedures in 

place to abort flights in the event of safety breaches or any potential danger.

My, Kurt von Strasser III’s, safety protocols provide a level of safety equal to or 

exceeding existing rules. It is important to note that absent the integration of 

commercial UAS into our national airspace system, helicopters are the primary 

means of aerial video and photography for community awareness and real estate. 

While the safety record of such helicopters is remarkably astounding, there have 

been incidents involving loss of life as well as extensive property damage; it is far 

safer to operate a battery powered ultra-light weight UAS.

First, the potential loss of life is diminished because UAS's carry no people on board 

and I only operate my UAS in specific areas away from mass populations. Second, 

there is no fuel on board a UAS and thus the potential for fire or explosions is greatly 

diminished.

Third, the small size and extreme maneuverability of my UAS allows me to remotely 

pilot away from and avoid hazards quickly and safely. Lastly, given its small size 

and weight, even when close enough to capture amazing images, my UAS need not 

be so close to the objects they are focused on through the technology and use of post 

editing software allowing pan, tilt and zoom.

Accordingly, my UAS has been experimentally operated for 

familiarization/competency and will continue to operate at and above current safety 

levels.

VI. A Summary the FAA May Publish in the Federal Register:

A. 14 C.F.R. 21 and 14 C.F.R. 91: Airworthiness Certificates, Manuals and Similar.

14 C.F.R. 21, Subpart H, entitled Airworthiness Certificates, sets forth requirements 

for procurement of necessary airworthiness certificates in relation to FAR § 

Page 6 of 19
Kurt von Strasser

Ascent Aerial Video Productions

Request for Exemption for Use of UAS

Under Section 333, Title 14

91.203(a)(1). The size, weight and enclosed operational area of my UAS aircraft 

permits exemption from Part 21 because my UAS aircraft meet (and exceeds) an 

equivalent level of safety pursuant to Section 333 of the Reform Act. The FAA is 

authorized to exempt aircraft from the airworthiness certificate requirement under 

both the Act (49 U.S.C. § 44701 (f)) and Section 333 of the Reform Act. Both pieces of 

legislation permit the FAA to exempt UAS's from the airworthiness certificate 

requirement in consideration of the weight, size, speed, maneuverability and 

proximity to areas such as airports and dense populations. My current and projected 

UAS's meet or exceed each of the elements.

14 C.F.R. 91.7(a) prohibits the operation of an aircraft without an airworthiness 

certificate. As no such certificate will be applicable in the form contemplated by the 

FARs, this Regulation is inapplicable.

14 C.F.R. § 91.9 (b) (2) requires an aircraft flight manual in the aircraft. As there are 

no on board pilots or passengers, and given the size of the UAS's, this Regulation is 

inapplicable. An equivalent level of safety will be achieved by maintaining a

safety/flight manual delineating areas of where safety can be defined. The FAA has 

previously issued exemptions to this regulation in Exemption Nos. 8607, 8737, 

8738, 9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 10700 and 32827.

14 C.F.R. § 91.121 regarding altimeter settings is inapplicable insofar as my UAS 

utilizes electronic global positioning systems with a barometric sensor.

14 C.F.R. § 91.203 (a) and (b) provides for the carrying of civil aircraft certifications 

and registrations. They are inapplicable for the same reasons described above. The 

equivalent level of safety will be achieved by maintaining any such required 

certifications and registrations by me and any proposed PIC’s of the UAS proposed.

14 C.F.R. § 45.23: Marking of the Aircraft.

Applicable Codes of Federal Regulation require aircraft to be marked according to 

certain specifications. My UAS are, by definition, unmanned. They therefore do not 

have a cabin, cockpit or pilot station on which to mark certain words or phrases. 

Further, two-inch lettering is difficult to place on such small aircraft with 

dimensions smaller that minimal lettering requirement. 

Regardless, I propose that each UA will carry its appropriate “N” number if one is 

issued by the FAA, in such size as can reasonably fit upon the sides of the aircraft in 

at least two locations on the booms or fuselage. If an N number is not obtained from 

the FAA, I will mark the related UAS in the largest possible lettering by placing the 

word “EXPERIMENTAL” on its fuselage as required by 14 C.F.R. §45.29 (f) so that I 

the pilot, or anyone assisting me as a spotter with the UA will see the markings. The 

FAA has previously issued exemptions to this regulation through Exemptions Nos. 

8738, 10167, 10167A and 10700.

Page 7 of 19
Kurt von Strasser

Ascent Aerial Video Productions

Request for Exemption for Use of UAS

Under Section 333, Title 14

14 C.F.R. § 61.113: Private Pilot Privileges and Limitations: PIC.

Pursuant to 14 C.F.R. §§ 61.113 (a) & (b), private pilots are limited to noncommercial operations. The FAA has previously ruled in its exemption that a Private

Pilot’s Certificate is required for flight of the UAS for commercial purposes. I, Kurt 

von Strasser III, am a licensed private pilot and will assure that all PIC’s proposed to 

operate any of the UAS aircraft also have at minimum a Private Pilot’s certificate and 

current Class Three medical. 

My UAS’s do not carry any pilots or passengers. The risks attended to the operation 

of my UAS is far less than the risk levels inherent in the commercial activities 

outlined in 14 C.F.R. § 61, et seq. Thus, allowing me and any other Private Pilot 

Certified PIC to operate the proposed UAS’s to meet and exceed current safety levels 

in relation to 14 C.F.R. §61.113 (a) & (b).

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

14 C.F.R. § 91.119 prescribes safe altitudes for the operation of civil aircraft. It 

allows helicopters to be operated at lower altitudes in certain conditions. My UAS 

will never operate at an altitude greater than 300 AGL; safely below the standard of 

400 AGL. I will however operate my UAS in safe areas away from public and traffic, 

providing a level of safety at least equivalent to or below those in relation to 

minimum safe altitudes. Given the size, weight, maneuverability and speed of my 

UAS, an equivalent or higher level of safety will be achieved.

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

The above-cited Regulations require, amongst other things, aircraft owners and 

operators to “have [the] 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. . . .”

These Regulations only apply to aircraft with an airworthiness certificate. They will 

not, therefore, apply to my proposed UAS’s. However, as a safety precaution I 

require the PIC to perform a comprehensive pre-flight and post-flight inspection of 

the UAS, adhering to the manufacturers’ recommendations and checking all flight 

systems, power system, rotors and electronics including battery levels. The UAS has 

significant self-diagnostic software and systems checks built into its operations. 

Any system not reporting correctly and fully functional shall result in an aborted 

flight until the problem is identified and solved and the systems once again report 

100% green and good to go.

A Summary the FAA May Publish in the Federal Register: A. 14 C.F.R. 21 and 14 

C.F.R. 91: Airworthiness Certificates, Manuals and similar. 14 C.F.R. 21, Subpart H, 

entitled Airworthiness Certificates, sets forth requirements for procurement of 

Page 8 of 19
Kurt von Strasser

Ascent Aerial Video Productions

Request for Exemption for Use of UAS

Under Section 333, Title 14

necessary airworthiness certificates in relation to FAR § 91.203(a)(1). The size, 

weight and enclosed operational area of my UAS permits exemption from Part 21 

because my proposed UAS’s meet an equivalent level of safety pursuant to Section 

333 of the Reform Act. The FAA is authorized to exempt aircraft from the 

airworthiness certificate requirement under both the Act (49 U.S.C. § 44701 (f)) and 

Section 333 of the Reform Act. Both pieces of legislation permit the FAA to exempt 

UAS's from the airworthiness certificate requirement in consideration of the weight, 

size, speed, maneuverability and proximity to areas such as airports and dense 

populations. My UAS’s both meet or exceeds each of the elements. 

14 C.F.R. 91.7(a) prohibits the operation of an aircraft without an airworthiness 

certificate. As no such certificate will be applicable in the form contemplated by the 

FARs, this Regulation is inapplicable. 14 C.F.R. § 91.9 (b) (2) requires an aircraft 

flight manual in the aircraft. As there are no pilots or passengers, and given the size 

of the UAS's, this Regulation is inapplicable. An equivalent level of safety will be 

achieved by maintaining a manual. The FAA has previously issued exemptions to 

this regulation in Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 

10167, maintenance program that involves regular software updates and curative 

measures for any damaged hardware. Therefore, an equivalent level of safety will be 

achieved.

In summary, Kurt von Strasser III seeks an exemption from the following 

Regulations:

14 C.F.R. 21, subpart H; 14 C.F.R. 45.23(b); 14 C.F.R. §§ 61.113 (a) & (b); 14 C.F.R. § 

91.7 (a); 14 C.F.R. § 91.9 (b)(2); 14 C.F.R. § 91.103(b); 14 C.F.R. § 91.109; 14 C.F.R. § 

91.119; 14 C.F.R. § 91.121; 14 C.F.R. § 91.151(a); 14 C.F.R. §§ 91.203(a) and (b); 14 

C.F.R. § 91.405 (a); 14 C.F.R. § 91.407 (a)(1); 14 C.F.R. § 91.409 (a)(2); 14 C.F.R. § 

91.409 (a ) (2); and, 14 C.F.R. §§ 91.417 (a) & (b) to commercially operate my two 

small ultra-light weight unmanned aircraft vehicles (UA’s) in community awareness, 

for the public good and for real estate operations and small business operations, to 

develop economic platforms for real estate to enhance the experience of those 

seeking to relocate to any such area served. 

Currently, area awareness and real estate aerial videography/photography relies 

primarily on the use of larger aircraft running on combustible fuel, posing potential 

risk to the public. Granting my request for exemption will reduce current risk levels 

and thereby enhance safety. 

My UAS aircraft do not contain potentially explosive fuel, they are far smaller, lighter 

and more maneuverable than conventional real estate video and photographic 

aircraft with much less flight time and do not require transit to and from the 

“shoot” location to an Airport, resulting in far less required time airborne and 

therefore exposure & liability. Further, I operate at lower altitudes and in controlled 

airspace eliminating potential public risk flying to and from established airports and 

Page 9 of 19
Kurt von Strasser

Ascent Aerial Video Productions

Request for Exemption for Use of UAS

Under Section 333, Title 14

operations take place well below pattern altitude. All of my operations are 

conducted with a pre-flight aircraft inspection, flight path inspection, and actual 

flights are normally conducted at very low altitudes and speed with conservative 

maneuvers necessary for video cinematography.

I, Kurt von Strasser III, have been informally analyzing flight information and will 

compile safety protocols and the implementation of a flight operations manual for

real estate and similar small business usage that exceeds currently accepted means 

and methods for safe flight. Formal collection of information shared with the FAA 

will enhance the FAA's internal efforts to establish protocols for complying with the 

FAA Modernization and Reform Act of 2012. 

There are no personnel on board my, UAS and therefore the likelihood of death or 

serious bodily injury is significantly diminished. My operation of UAS’s, weighing 

less than seven (7) pounds and travelling at far lower speeds within limited areas 

will provide an equivalent level of safety as that achieved under current FARs. 

Accordingly I respectfully request that the FAA grant my exemption request and am 

willing to cooperate in sharing information to benefit the FAA, safety of manned 

aircraft, and the general public at large.

Respectfully Submitted,

Kurt von Strasser III (ES)

Kurt von Strasser III

REALTOR® Urban Nest Real Estate

Private Pilot, Single Engine Land VFR

Quad Drone Pilot & Cinematographer

Page 10 of 19
Kurt von Strasser

Ascent Aerial Video Productions

Request for Exemption for Use of UAS

Under Section 333, Title 14

APPENDIX A

Sample Flight Screen with Live Data (Inspire 1UAS)

Specifications Overview

UAS #1 DJI Inspire 1 Quad

Manufacturer: DJI

Model: Inspire 1 T600

Weight: 2935 g / 6.47 Pounds

Passenger Capacity: 0 (unmanned)

Size (dimensions): 438x451x301 mm (17.24x17.76x11.85 inches)

Max Speed: 22 mps (72.18 fps / 49.21 mph)

Max Flight Time: 18-25 mins

Max Ceiling (software limited): 400 ft AGL

Operations: Line of Sight

Controller: Dedicated 2.4 GHz, Commercial Controller with 2 km maximum rated operating distance

Page 11 of 19
Kurt von Strasser

Ascent Aerial Video Productions

Request for Exemption for Use of UAS

Under Section 333, Title 14

APPENDIX B

Sample Flight Screen with Live Data (Yuneec Typhoon Q500 1UAS)

Specifications Overview

UAS #2 Yuneec Typhoon Q500

Manufacturer: Yuneec Electric Aircraft

Model: Typhoon Q500

Weight: 1700 g / 3.75 Pounds

Passenger Capacity: 0 (unmanned)

Size (dimensions): 420x420x240 mm (16.53x16.53x9.45 inches)

Max Speed: 22 mps (72.18 fps / 49.21 mph)

Max Flight Time: 25 minutes 

Max Ceiling (software limited): 400 ft AGL

Operations: Line of Sight

Controller: Dedicated 10ch, 2.4GHz Commercial Controller with 2 km maximum rated operating distance

Page 12 of 19
Kurt von Strasser

Ascent Aerial Video Productions

Request for Exemption for Use of UAS

Under Section 333, Title 14

APPENDIX E

Operational Policies for all Unmanned Aircraft Systems

Real Estate and Small Business Video Operations

Ascent Aerial Video Productions

Kurt von Strasser

1. The unmanned aircraft system (UAS) will weigh less than 7 pounds, including energy source(s) 

and equipment and shall not be loaded with any unauthorized payloads.

2. The UAS will not be flown at a ground speed exceeding 35 MPH.

3. Flights will be operated at an altitude of no more than 300 feet above ground level (AGL), as 

indicated by the procedures specified in the operator’s manual. All altitudes reported to ATC 

must be in feet AGL.

4. The UAS will be operated within visual line of sight (VLOS) of the PIC at all times. This requires 

the PIC to be able to use human vision unaided by any device other than corrective lenses.

5. All operations will utilize a visual observer (VO). The VO may be used to satisfy the VLOS 

requirement as long as the PIC always maintains VLOS capability. The VO and PIC must be able to 

communicate verbally at all times.

6. Prior to each flight the PIC will inspect the UAS to ensure it is in a condition for safe flight. If the 

inspection reveals a condition that affects the safe operation of the UAS, the aircraft is prohibited 

from operating until the necessary maintenance has been performed and the UAS is found to be 

in a condition for safe flight. The Ground Control Station, if utilized, will be included in the 

preflight inspection. All maintenance and alterations will be properly documented in the aircraft 

records.

Pre-Flight Protocol:

 

1. Check batteries with voltage meter to insure fully charged and 

ready for use. Inspect batteries for damage or leakage that may 

affect proper operation.

2. Inspect propellers for cracks, chips or damage that may cause sudden loss of

propulsion or unmanageable/uncontrolled flight.

3. Check weather forecasts for wind advisory or other conditions that may 

impact flight. Consult five (5) mile radius map for airport vicinity.

4. Contact respective airport to advise of estimated flight time, estimated flight duration,

estimated elevation of flight, and any other pertinent information as may be required by 

distance.

Page 13 of 19
Kurt von Strasser

Ascent Aerial Video Productions

Request for Exemption for Use of UAS

Under Section 333, Title 14

a. Inspect flight area for:

i. vicinity of public safety helipads/heliports

ii. vicinity of medical helipads/heliports

iii. vicinity of light poles

iv. vicinity of utility wires

v. vicinity of trees or any other obstacles

vi. flocks of birds that may cause interference and potential flight impact

vii. vicinity of any elevated obstructions that may pose

potential flight hazard

viii. vicinity of roadways with moderate to heavy traffic that

can be distracted

ix. public gatherings that may attract viewers

x. optional point of control for best visual site of

UAS while in flight Takeoff and landing

b. inspect area for best and safest point of takeoff and landing

5. if in a subdivision or area that is within 150 feet of a residential street, post

warning sign(s)/stand(s) "Attention Aerial Photography In Progress – Stay Back 150 Feet

"

 

Flight Protocol:

Takeoff and land from same location whenever possible.

1. remain alert to birds,sound or aircraft, curious public, and approaching

vehicles

2. do not allow anyone to engage in conversation or distract the remote

control pilot (PIC) restrict flight to minimal elevation sufficient to acquire

desired results

3. remained prepared for emergency landing at all times pay attention to flight

time

4. if possible set a timer as a safety alert

5. land UAS and shut down propulsion immediately following landing

Post flight:

1. disconnect battery to prevent accidental activation of propulsion system

2. secure UAS in a safe location

3. remove all warning signs from public access areas

Emergency or Suspected Hazard:

 

Immediate land UAS atsafest and closet ground location in the event

• manned aircraft is heard or seen in vicinity of flight

• there is a public gathering within established safety boundary wanting to observe

flight

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• pilot is being distracted from focusing on flight and safety

• sudden change in weather (wind bursts)

• sudden increase in vehicular traffic in vicinity of flight

• birds enter into proximity of flight

7. If the UAS has undergone maintenance or alterations that affect the UAS operation or flight 

characteristics, e.g. replacement of a flight critical component, will undergo a functional test 

flight in accordance with the operator’s manual. The PIC who conducts the functional test flight 

will make an entry in the UAS aircraft records of the flight. The requirements and procedures for 

a functional test flight and aircraft record entry will be added to the operator’s manual.

8. The operator will follow the manufacturer’s UAS aircraft/component, maintenance, overhaul, 

replacement, inspection, and life limit requirements. When unavailable, aircraft 

maintenance/component

/overhaul, replacement, and inspection/maintenance requirements will be established and 

identified in the operator’s manual. At a minimum, requirements for the following will be 

included in the operator’s manual:

a. Actuators / Servos;

b. Transmission (single rotor);

c. Power plant (motors);

d. Propellers;

e. Electronic speed controller;

f. Batteries;

g. Mechanical dynamic components (single rotor);

h. Remote command and control;

i. Ground control station (if used); and

j. Any other components as determined by the operator;

9. The Pilot In Command (PIC) will possess at least a private pilot certificate and current third 

class medical certificate and at least a valid driver’s license. 

10. Prior to operations the PIC will have accumulated and logged, in a manner consistent with 14 

CFR § 61.51(b), a minimum of 200 flight cycles and 25 hours of total time as a UAS rotorcraft pilot 

and at least ten hours logged as a UAS pilot with a similar UAS type (single blade or multirotor). 

Prior documented flight experience that was obtained in compliance with applicable regulations 

may satisfy this requirement. Training, proficiency, and experience-building flights can also be 

conducted to accomplish the required flight cycles and flight time.

11. Prior to operations the PIC will have accumulated and logged, in a manner consistent with 14 

CFR § 61.51(b), a minimum of five hours as UAS pilot operating the make and model of UAS to be 

utilized for operations and three take-offs and three landings in the preceding 90 days. Training, 

proficiency, experience-building, and take-off and landing currency flights can be conducted to 

accomplish the required flight cycles and flight time. 

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12. The UAS may not be operated directly over any person, except authorized and consenting 

personnel, below an altitude that is hazardous to persons or property on the surface in the event 

of a UAS failure or emergency.

13 The operator will request all non-authorized and consenting persons to remain clear of the 

operational area by not less than 100 feet. 

14. The UAS will abort the flight in the event of unpredicted obstacles or emergencies in 

accordance with the operator’s manual.

15. Each UAS operation will be completed within 15 minutes maximum flight time or with 25% 

battery power remaining, whichever occurs first.

16. If the operational area is within 5 miles of any airport, the PIC will obtain an Air Traffic 

Organization (ATO) issued Certificate of Waiver or Authorization (COA) prior to conducting any 

operations. This COA will also require the operator to request a Notice to Airman (NOTAM) not 

more than 72 hours in advance, but not less than 48 hours prior to the operation.

17. All aircraft operated in accordance will be identified by serial number, registered in 

accordance with 14 CFR part 47, and have identification (N- Number) markings in accordance 

with 14 CFR part 45, Subpart C. Markings must be as large as practicable. If this registration is not 

available from the FAA, then each such aircraft shall be marked “Experimental.”

18. Each UAS operated will comply with all manufacturer Safety Bulletins.

19. The radio frequency spectrum used for operation and control of the UA will comply with the 

Federal Communications Commission (FCC) or other appropriate government oversight agency 

requirements.

20. If operating within five (5) miles of the center of any airport, at least three days before 

scheduled flight, the PIC or operator will submit a written Plan of Activities to the local FSDO with 

jurisdiction over the area of proposed flight area. The 3-day notification may be waived with the 

concurrence of the FSDO. The plan of activities must include at least the following:

a. Dates and times for all flights;

b. Name and phone number of the operator

c. Make, model, and serial or N-number of UAS to be used;

d. Name and certificate number of UAS PIC involved

e. A statement that the operator has obtained permission from property owners and/or 

local officials to conduct the flight operations; the list of those who gave permission must 

be made available to the inspector upon request;

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f. Signature of exemption-holder or representative; and

g. A description of the flight activity, including maps or diagrams of any area, city, town, 

county, and/or state over which flights will be conducted and the altitudes essential to 

accomplish the operation.

22. The documents required under 14 CFR §§ 91.9 and 91.203 will be available to the PIC at the 

Ground Control Station of the UAS any time the aircraft is operating. 23. The UA will remain clear 

and yield the right of way to all other manned operations and activities at all times (including, but 

not limited to, ultralight vehicles, parachute activities, parasailing activities, hang gliders, etc.).

24. UAS operations will not be conducted during night, as defined in 14 CFR § 1.1. All operations 

will be conducted under visual meteorological conditions (VMC). Flights under special visual flight 

rules (SVFR) are not authorized.

25. The UAS will not be operated less than 500 feet below or less than 2,000 feet horizontally 

from a cloud or when visibility is less than 3 statute miles from the PIC.

26. The UAS will not operate in Class B, C, or D airspace without written approval from the FAA. 

The UAS may not operate within 5 nautical miles of the geographic center of a non- towered 

airport as denoted on a current FAA-published aeronautical chart unless a letter of agreement 

with that airport’s management is obtained, and the operation is conducted in accordance with a 

NOTAM as required by the operator’s COA. The letter of agreement with the airport 

management must be made available to the Administrator upon request.

27. Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries 

of the operational area as defined by the applicable COA will be reported to the FAA’s UAS 

Integration Office (AFS-80) within 24 hours.

END

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APPENDIX D

DJI Inspire 1 Operators Manual

(See Separate Attachment)

File: DJI Inspire Operations Manual

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APPENDIX E

Yuneec Typhoon Q500 Operators Manual

(See Separate Attachment)

File: Yuneec Yyphoon Q500 Operations Manual

Page 19 of 19