Kashan Barfield

7182 Candlestone Dr

Reynoldsburg, OH 43068

Dec. 28, 2015

U.S. Department of Transportation

Docket Management System 1200

New Jersey Ave., SE Washington DC 20590

Re: Exemption Request Pursuant to Section 333 of the FAA Reform Act and Part 11 of the Federal Aviation

Regulations from: 14 CFR 21 subpart H; 14 CFR 45.23(b); 14 CFR 61.113(a); 14 CFR 91.7(a); 14 CFR 91.9(b)(2); 14

CFR 91.103;14 CFR 91.109; 14 CFR 91.119(c); 14 CFR 91.121; 14 CFR 91.151(a); 14 CFR 91.203 (a) and (b); 14 CFR

91.405 (a); 14 CFR 91.407 (a) (1) 14 CFR 91.409 (a)(1) and (2); 14 CFR 91.417(a) and (b)

To whom it may concern:

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 and 14 CFR Part 11, Kashan Barfield,

operator of small Unmanned Aerial Systems (UAS), hereby applies for an exemption from the listed Federal

Aviation Regulations to allow commercial operation of a small UAS, so long as such operations are conducted

within and under the conditions outlined herein or as my be established by the FAA as required by Section 333.

Commercial operation small UAS, as described herein, which are equipped with cameras and sensors, would

operate in the following manner:

1. Aerial photography and/or video for public and/or private use including real estate, architecture, land

surveying, engineering and other related professional activities.

2. Aerial video and/or photography for public and/or private use including television, public events, and

cinematography. 3. Aerial inspection/photography of residential/commercial structures under contract with the owners or

local government authority. 4. Aerial video/photography or providing live video feed to assist with search and rescue operations in

cases of an emergency or natural disaster only when the local authorities or government has requested

it by contract or donation. As described fully below, the requested exemption would permit the operation of small UAS under controlled

conditions in the NAS that would be a) limited b) controlled c) predetermined and d) will provide safety

enhancements to the already safe operations in the industry presently using conventional aircraft. Approval of

this exemption would thereby enhance safety and fulfill the Secretary of Transportation’s (the FAA

Administrator’s) responsibilities to “....establish requirements for the safe operation of such aircraft systems in

the national airspace system.”
The name, phone, email and address of the applicant:

Name: Kashan Barfield

Phone: (614) 338-9458

Email: kashan.barfield@gmail.com

Address: 7182 Candlestone Dr, Reynoldsburg, OH 43068

Regulations from which the exemption is requested:

14 CFR Part 21 subpart H

14 CFR 45.23 (b)

14 CFR 61.113(a)

14 CFR 91.7 (a)

14 CFR 91.9 (b) (2)

14 CFR 91.103

14 CFR 91.109

14 CFR 91.119(c)

14 CFR 91.121

14 CFR 91.151 (a)

14 CFR 91.203 (a) & (b)

14 CFR 91.405 (a)

14 CFR 91.407 (a) (1)

14 CFR 91.409 (a) (2)

14 CFR 91.417 (a) & (b)

The small UAS’s I will be using are multi-rotor craft weighing no more than 55lbs. including payload. Under

normal conditions they operate at speeds of no more than 45 Mph or 39 Knots and have the ability hover and

move along a vertical and horizontal plane simultaneously. They will operate in line of sight only and by the

exempted person only obeying all other local and federal laws.

Given the small size of the small UAS and the controlled environment provided the proposed operations will

adhere to the Reform Act’s safety requirements. The approval of this application presents no national security

issues. Regarding the level of safety surrounding the proposed operations and the public benefit, reduction in

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

exemption is in the public interest. Accordingly the applicant requests that the FAA grant the requested

exemption with minimum delay.
AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY

The operation limitations proposed for an equivalent or higher level of safety because operations will further

enhance the safety of the persons and/or property using conventional aircraft.

These limitations and conditions to which the applicant agrees to adhere to when conducting commercial

operations under the FAA issued exemption as set forth in the Flight Operations Manual (FOM) include:

1. The small UAS will weigh less than 55 lbs.

2. Flights will be operated within line of sight of a pilot and/or observer.

3. Maximum flight time for each operational flight will be 25 minutes. Flights will be terminated at

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

4. Flights will be operated at an altitude of no more than 400 feet Above Ground Level (AGL) and not more

than 200 feet above an elevated platform from which filming is planned.

5. Minimum crew for each operation will consist of the small UAS Pilot in Command (PIC), the Visual

Observer (VO) when needed and may include but not limited to a Camera Operator.

6. The small UAS pilot will be Jude M Chastain ONLY not allowing any other person to operate the small UAS

in a commercial capacity. 7. A briefing will be performed regarding the planned small UAS operations prior to each day’s flight

consisting of all the days’ production activities.

8. The PIC will obtain verbal/written consent of all persons involved with the planned operation and ensure

that only consenting persons will be allowed within 100 feet of the flight operation, and the radius may

be reduced to 30 feet based upon an equivalent level of safety determination, as required under the

FOM. With the advanced permission or direction of the FSDO, operations at closer range may be

approved.

9. The PIC and VO will have been trained in operation of small UAS and receive up-to-date information for

the particular small UAS to be operated and will be able to show upon request their competent ability to

operate the small UAS and/or Camera.

10. The PIC and VO will be able to communicate by voice, radio, and/or text at all times.

11. Written and/or verbal permission and permits will be obtained from territorial, state, county or city

jurisdictions, including law enforcement, fire or other appropriate governmental agencies when needed.

12. If the small UAS loses communications or loses GPS signal, the small UAS will have the capability to

return to a pre-determined location within a designated location and land autonomously. 13. The small UAS will have the capability to abort a flight in case of unpredicted obstacles, weather, 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 operating area

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

requirements of an equivalent level of safety under Part 11 and Section 333 of the Reform Act. The Federal

Aviation Act (49 U.S.C.§44701 (f)) and Section 333 of the Reform Act both authorize the FAA to exempt aircraft

from the requirement for an airworthiness certificate, upon consideration of the size, weight, speed, operational

capability, and proximity to airports and populated areas of the particular small UAS. In all cases, an analysis of

these criteria demonstrates that the small 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 small UAS to be operated hereunder is less than 55 lbs. fully loaded, carries neither a pilot nor passenger,

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

designated area. Unlike other civil aircraft, operations under this exemption will be tightly controlled and

monitored by both the operator and under the requirements and in compliance with local public safety

requirements. These safety enhancements provide a greater degree of safety to the public and property owners

than conventional operations conducted with airworthiness certificates issued under 14 C.F.R. Part 21, Subpart

H. Lastly, application of these same criteria demonstrates that there is no credible threat to national security

posed by the small 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 small UAS will have no airworthiness certificate, an exemption may be needed as the small UAS

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

Given the size of the small 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 small

UAS marked on its fuselage as required by §45.29 (f) where the pilot, observer and others working with the

small UAS will see the identification of the small UAS as “Experimental.”
14 C.F.R. § 61.113(a): Private Pilot Privileges and Limitations: Pilot in Command. Pursuant to 14 CFR 61.113 (a), no person who holds a private pilot certificate may act as a pilot in

command of an aircraft that is carrying passengers or property for compensation or hire. Our small UAS

do not carry any pilots or passengers nor property therefore I am seeking an exemption to 14 CFR

61.113(a). Although helpful, a pilot’s license will not ensure remote control piloting skills. The risks

attendant to the operation of small UAS is far less than the risk levels inherent in the commercial

activities outlined in 14 CFR 61. I feel the operation and limitations set forth in the FOM will equate to

the safe operation of the small UAS. The safe operation and control of the UAS as described in this application does not depend on the type

of FAA license held by the PIC. That knowledge can be and is gained primarily through practice and

experience and not through flight training in fixed wing or rotor aircraft, nor is it dependent on the

acquisition of a commercial or private pilot’s certificate. Those certificates demonstrate knowledge of

the factors and skills needed for the safe operation of those types of aircraft (fixed wing or rotorcraft). It

cannot be assumed that any type of pilot, approved to operate a helicopter or fixed wing aircraft, has

the skill or ability to safely operate a small unmanned aerial vehicle, operating at 400 AGL or lower,

within strictly controlled pre-approved airspace. From a practical standpoint, there are relatively few

licensed full-scale aircraft pilots who are also qualified to fly the type of UAS that are utilized for

infrastructure image- capture operations. There are even fewer pilots that can fly these UAS – to the

point that to do both is considered rare

14 C.F.R. §91.7(a): Civil Aircraft Airworthiness. The regulation requires that no person may operate a civil aircraft unless it is in airworthy condition. As

there will be no airworthiness certificate issued for the aircraft, should this exemption be granted, no FAA

regulatory standard will exist for determining airworthiness. Given the size of the aircraft for maintenance

and use of safety checklists prior to each flight an equivalent level of safety will be provided.

14 C.F.R. § 91.9 (b) (2): Civil Aircraft Flight Manual in the Aircraft. Section 91.9 (b) (2) provides: No person may operate a U.S.-registered civil aircraft ... (2) For which an

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

the aircraft a current approved airplane or Rotorcraft Flight Manual, approved manual material,

markings, and placards, or any combination thereof. The small UAS, given its size and configuration has

no ability or place to carry such a flight manual on the aircraft, not only because there is no pilot on

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

level of safety will be maintained by keeping the flight manual at the ground control point where the

pilot flying the small UAS will have immediate access to it.

14 C.F.R. § 91.103: Preflight Action. This regulation requires each pilot in command to take certain actions before flight to insure the safety of

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

needed. The OPERATOR will take all actions including reviewing weather, flight battery requirements,

landing and takeoff distances and aircraft performance data before initiation of flight.
14 C.F.R. §91.109: Flight Instruction. Section 91.103 provides that no person may operate a civil aircraft (except a manned free balloon) that is

being used for flight instruction unless that aircraft has fully functioning dual controls. Small UAS and

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

accomplished through the use of a control box that communicates with the aircraft via radio

communications. The FAA has approved exemptions for flight training without fully functional dual

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

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

size and speed of the aircraft.

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

Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 91.119 (d) allows

helicopters to be operated at less than the minimums prescribed, provided the person operating the

helicopter complies with any route or altitudes prescribed for helicopters by the FAA. As this exemption is

for a small UAS that is a helicopter and the exemption requests authority to operate at altitudes up to 400

AGL, or not more than 200 above an elevated platform from which filming is planned, an exemption may

be needed to allow such operations. As set forth herein, the small UAS will never operate at higher than

400 AGL with the exception that in circumstances where the small UAS is used to survey or photograph a

structure whose height exceeds 400 feet AGL, the small UAS will not be operated more than 100' above

the highest point on the structure. It will however be operated

in a restricted area with security perimeter, where buildings and people will not be exposed to

operations without their pre-obtained consent. The equivalent level of safety will be achieved given the

size, weight, speed of the small 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 operating at or below 500 AGL. In addition, the low-altitude operations of

the small UAS 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 Altimeter Settings.

This regulation requires each person operating an aircraft to maintain cruising altitude by reference to

an altimeter that is set “...to the elevation of the departure airport or an appropriate altimeter setting

available before departure.” As the small UAS 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 safety check list and live flight data monitoring, confirming the altitude of the
launch site shown on the GPS altitude indicator before flight.

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

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

unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of

intended landing, and, assuming normal cruising speed – (1) During the day, to fly after that for at least 30

minutes; or (2) At night, to fly after that for at least 45 minutes.” The battery powering the small UAS

provides approximately 30 minutes of powered flight. To meet the 30 minute reserve requirement in 14

CFR §91.151, small UAS flights would be limited to approximately 10 minutes in length. Given the

limitations on the small 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 twilight VFR conditions is reasonable.

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

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 Section 91.151(a) was intended to

alleviate given the size and speed of the small UAS. Additionally, limiting small UAS flights to 10 minutes

would greatly reduce the utility for which the exemption will be granted. Applicant believes that an

equivalent level of safety can be achieved by limiting flights to 30 minutes or 25% of battery power—

whichever happens first. This restriction would be more than adequate to return the small UAS to its

planned landing zone from anywhere in its limited operating area.

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

The regulation provides in pertinent part:

(a) Except as provided in § 91.715, no person may operate a civil aircraft unless it has

within it the following:

(1) An appropriate and current airworthiness certificate. . . .

(b) No person may operate a civil aircraft unless the airworthiness certificate required by

paragraph (a) of this section or a special flight authorization issued under §91.715 is displayed at the

cabin or cockpit entrance so that it is legible to passengers or crew.

The small 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 small UAS.

An equivalent level of safety will be achieved by keeping these documents at the ground control point

where the pilot flying the small UAS will have immediate access to them; to the extent they are applicable

to the small UAS.

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

These regulations require that an aircraft operator or owner “shall have that aircraft inspected as

prescribed in subpart E of this part and shall between required inspections, except as provided in

paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter...,” and
others shall inspect or maintain the aircraft in compliance with Part 43. Given that these section and Part

43 apply only to aircraft with an airworthiness certificate, these sections will not apply to the applicant.

Maintenance will be accomplished by the operator pursuant to the flight manual and operating handbook.

An equivalent level of safety will be achieved because 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 small UAS can land immediately and will be operating from no higher than 400 feet AGL. The

operator will ensure that the small UAS is in working order

prior to initiating flight, perform required maintenance, and keep a log of any maintenance performed.

Moreover, the operator is the person most familiar with the aircraft and best suited to maintain the

aircraft in an airworthy condition to provide the equivalent level of safety. An equivalent level of safety will be achieved because maintenance and inspections will be performed in

accordance with the small UAS Manufacturer's Manual, as referenced in the Aircraft Operations Manual

(AOM). As provided in the FOM, the operator will ensure that the small UAS is in working order prior to

initiating flight and perform required maintenance needed.

Small UAS Information

Small UAS’s to be used are as follows but not limited to providing they are within the scope of the

exemption granted by the FAA:

1. DJI Phantom 3 Standard 

*See Attached User Manual For Full Specs*

Conclusion

Thank you for the consideration of these exemptions

Sincerely

Kashan Barfield