August 19, 2015

Exemption No. 12527 Regulatory Docket No. FAA

− 20 15

− 1116

Mr. David Monsen Monsen Engineering, Inc.

960 South Main Street Salt Lake City, UT 84101

Dear Mr. Monsen :

This letter is to inform you that we have granted your request for exemption. It transmits our decision, explains its basis, and gives you the conditions and limitations of the exemption, including the date it ends.

By letter dated June 15, 2015 , you petitioned the Federal Aviation Administration (FAA) on

behalf of Monsen Engineering, Inc. ( hereinafter petitioner or operator ) for a n exemption . The petitioner requested to operate an unmanned ai rcraft system (UAS) to conduct aerial surveys

and data collection

.

See Appendix A for the petition submitted to the FAA des cribing the proposed operations and

the regulations that the petitio ner seeks an exemption

.

The FAA has determined that good cause exists for not publishing a summary of the petition in the Federal Register because the requested exemption would not set a precedent, and any delay in acting on this petition would be detrimental to the petitioner

.

Airworthiness Certification

The UAS proposed by the petitioner is a Trimble UX5

.

In accordance with the statutory criteria provided in Section 333 of P ublic Law 112

− 95 in

reference to 49 U

. S

. C

. § 44704, and in consideration of the size, weight, speed, and limited operating area associated with the aircraft and its operation, the Secretary of Transportation

has determined that this aircraft meets the conditions of Section 333. Therefore, the FAA2

finds that relie f from 14 CFR part 21

, C ertification procedures for products and parts, Subpart H

— Airworthiness Certificates , and any associated noise certification and testing requirements of part 36, is not necessary.

The Basis for Our Decision

You have requested to u se a UAS for aerial data collection 1

. The FAA has issued grants of exemption in circumstances similar in all material respects to those presented in your petition. In Grants of Exemption No s

. 11062 to Astraeus Aerial ( see Docket No. FAA−2014−0352), 11109 to Clayco, Inc. ( see Docket No. FAA

− 2014

− 0507), 11112 to VDOS Global, LLC ( see Docket No. FAA−2014−0382), and 11213 to Aeryon Lab s , Inc. ( see Docket No. FAA−2014−0642), the FAA found that the enhanced safety achieved using an unmanned aircraft (UA) with the specifications described by the petitioner and carrying no passengers or crew, rather than a manned aircraft of significantly greater proportions, carrying crew in addition to flammable fuel, gives the FAA good cause to find that th e UAS operation enabled by this exemption is in the public interest.

Having reviewed your reasons for requesting an exemption, I find that

—

 They are similar in all material respects to relief previously requested in Grant of Exemption Nos. 11062, 11109, 11112, and 11213 ;

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

11213 also apply to the situation you present; and

 A grant of exemption is in the public interest.

Our Decision

In consideration of the foregoing, I find that a grant of exemption is in the public interest. Therefore, pursuant to the authority contained in 49 U.S.C. 106(f), 40113, and 44701, delegated to me by the Administrator, Monsen Engineering, Inc. is granted an exemption

from 14 CFR §§ 61.23(a) and ( c ), 61.101(e)(4 ) and (5), 61.113(a), 61.315(a) , 91.7(a), 91.119(c), 91.121, 91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2), and 91.417(a) and (b), to the ext ent necessary to allow the petitioner to ope rate a UAS to perform aerial data

collection. This exemption is subject to the conditions and limitations listed below.

Conditions and Limitations

In this grant of exemption, Monsen Engineering, Inc. is hereafter referred to as the operator.

1 Aerial data collection includes any remote sensing and measuring by an instrument(s) aboard the UA. Examples include imagery (photography, video, infrared, etc.), electronic measurement (precision surveying, RF analysis, etc.), chemical measurement (part iculate measurement, etc.), or any other gathering of data by

instruments aboard the UA.3

Failure to comply with any of the conditions and limitations of this grant of exemption will be grounds for the immediate suspension or rescission of this exemption.

1. Operations authorized by this grant of exemption are limited to the Trimble UX5 when weighing les s than 55 pounds including payload. Proposed operations of any other aircraft will require a new petition or a petition to amend this exemption

.

2. Operations for the purpose of closed

- set motion picture and television filming are

not permitted.

3. The UA ma y not be operated at a speed exceeding 87 knots (100 miles per hour). The exemption holder may use either groundspeed or calibrated airspeed to determine compliance with the 87 knot speed restriction. In no case will the UA be operated at airspeeds greater than the maximum UA operating airspeed recommended by the

aircraft manufacturer.

4. The UA must be operated at an altitude of no more than 400 feet above ground level (AGL). Altitude must be reported in feet AGL.

5. The UA must 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, as specified on the PIC’s FAA

- issued airman medical certificate or

U.S. driver’s license.

6. All operations must utilize a visual observer (VO). The UA must be operated within the visual line of sight (VLOS) of the PIC and VO at all times. The VO may be used to satisfy the VLOS requirement as long as the PIC always maint ains VLOS capability. The VO and PIC must be able to communicate verbally at all times ;

e lectronic messaging or texting is not permitted during flight operations. The PIC must be designated before the flight and cannot transfer his or her designation fo r the duration of the flight. The PIC must ensure that the VO can perform the duties required of the VO.

7. This exemption and all documents needed to operate the UAS and conduct its operations in accordance with the conditions and limitations stated in thi s grant of exemption, are hereinafter referred to as the operating documents. The operating

documents must be accessible during UAS operations and made available to the Administrator upon request. If a discrepancy exists between the conditions and

limita tions in this exemption and the procedures outlined in the operating documents, the conditions and limitations herein take precedence and must be followed. Otherwise, the operator must follow the procedures as outlined in its operating documents. The ope rator may update or revise its operating documents. It is the operator’s responsibility to track such revisions and present updated and revised documents to the Administrator or any law enforcement official upon request. The4

operator must also present up dated and revised documents if it petitions for extension or amendment to this grant of exemption. If the operator determines that any update or revision would affect the basis upon which the FAA granted this exemption, then the operator must petition for an amendment to its grant of exemption. The FA A’s UAS Integration Office (AFS− 80) may be contacted if questions arise regarding updates or revisions to the operating documents.

8. Any UAS that has undergone maintenance or alterations that affect the UAS op eration or flight characteristics, e.g.

, replacement of a flight critical component, must undergo a functional test flight prior to conducting further operations under this exemption. Functional test flights may only be conducted by a PIC with a VO and mu st remain at

least 500 feet from other people. The functional test flight must be conducted in such a manner so as to not pose an undue hazard to persons and property.

9. The operator is responsible for maintaining and inspecting the UAS to ensure that it i s in a condition for safe operation.

10. Prior to each flight, the PIC must conduct a pre

- flight inspection and determine the UAS is in a condition for safe flight. The pre

- flight inspection must account for all potential discrepancies, e.g.

, inoperable comp onents, items, or equipment. 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.

11. The operator must follow the UAS manufacturer’s maintenance, overhaul, replacement, inspection, and life limit requirements for the aircraft and

aircraft components.

12. Each UAS operated under this exemption must comply with all manufacturer safety bulletins.

13. Under this grant of exemption, a PIC must hold either an airline transport, commercial, private, recreational, or sport pilot certificate. The PIC must also hold a

current FAA airman medical certificate or a valid U.S. driver’s license issued by a state, the District of Col u mbia, Puerto Rico, a territory, a possession, or the Federal government. The PIC must also meet the flight revi ew requirements specified in

14 CFR § 61.56 in an aircraft in which the PIC is rated on his or her pilot certificate.

14. The operator may not permit any PIC to operate unless the PIC demonstrates the ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption, including evasive and emergency maneuvers and

main taining appropriate distances from persons, vessels, vehicles and structures. PIC qualification flight hours and currency must be logged in a manner consistent with

14 CFR § 61.51(b). Flights for the purposes of training the operator’s PICs and VOs5

(trai ni ng, proficiency, and experience

- building) and determining the PIC’s ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption are permitted under the terms of this exemption. However, training operat ions may only be conducted during dedicated training sessions. During

traini ng, proficiency, and experience

- building flights, all persons not essential for flight operations are considered nonparticipants, and the PIC must operate the UA with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119.

15. UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All operations must be conducted under visual meteorological conditions (VMC). Flights under special visual flight rules (SVFR) are not authorized.

16. The UA may not operate within 5 nautical miles of an airport reference point (ARP) as denoted in the current FAA Airport/Facility Directory (AFD) or for airports not denoted with an ARP, the center of the airport sy mbo l as denoted on the current

FAA

- published aeronautical chart, unless a letter of agreement with that airport’s management is obtained or otherwise permitted by a COA issued to the exemption holder. The letter of agreement with the airport management mus t be made available to the Administrator or any law enforcement official upon request.

17. The UA may 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.

18. If the UAS loses communications or loses its GPS sign al, the UA must return to a

pre

- determined location within the pr ivate or controlled

- access property.

19. The PIC must abort the flight in the event of unpredicted obstacles or emergencies.

20. The PIC is prohibi ted from beginning a flight unless (considering wind and forecast weather conditions) there is enough available power for the UA to conduct the intended operation and to operate after that for at least five minutes or with the reserve power recommended by the manufacturer if greater.

21. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All operations shall be cond ucted in accordance with an ATO

- issued COA. The exemption holder may apply for a new or amended COA if it intends to co nduct operations that cannot be conducted under the terms of the attached COA

.

22. All aircraft operated in accordance with this exemption must be identified by serial number, registered in accordance with 14 CFR part 47, and have identification (N− Number) ma rkings in accordance with 14 CFR part 45, Subpart C. Markings must be as large as practicable.6

23. Documents used by the operator to ensure the safe operation and flight of the UAS and any documents required under 14 CFR §§ 91.9 and 91.203 must be available to the PIC at the Ground Control Station of the UAS any time the aircraft is operating. These documents must be made available to the Administrator or any law enforcement official upon request.

24. The UA must remain clear and give way to all manned aviation operations and

activities at all times.

25. The UAS may not be operated by the PIC from any moving device or vehicle.

26. All Flight operations must be conducted at least 500 feet from all nonpartici pating persons, vessels, vehicles, and structures unless:

a. Barriers or structures are present that sufficiently protect nonparticipating persons

from the UA and/or debris in the event of an accident. The operator must ensure that nonparticipating persons r emain under such protection. If a situation arises where nonparticipating persons leave such protection and are within 500 feet of the UA, flight operations must cease immediately in a manner ensuring the safety of nonparticipating persons ; and

b. The owner/ controller of any vessels, vehicles or structures has granted permission for operating closer to those objects and the PIC has made a safety assessment of the risk of operating closer to those objects and determined that it does not present an undue hazard

.

The PIC, VO, operator trainees or essential persons are not considered nonparticipating persons under this exemption.

27. All operations shall be conducted over private or control led

- access property with permission from the property owner/controller or aut horized representative. Permission from property owner/controller or authorized representative will be obtained for each flight to be conducted.

28. Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries of the opera tional area as defined by the applicable COA must be reported

to the FA A's UAS Integration Office (AFS− 80) within 24 hours. Accidents must be reported to the National Transportation Safety Board (NTSB) per instructions

contained on the NTSB Web site: www.ntsb.gov

.

If this exemption permits operations for the purpose of closed

- set motion picture and television filming and production, the following additional conditions and limitations apply.

29. The operator must have a mot ion picture and television operations manual (MPTOM) as documented in this grant of exemption.7

30. At least 3 days before aerial filming, the operator of the UAS affected by this exemption must submit a written Plan of Activities to the local Flight Standards District Office (FSDO) with jurisdiction over the a rea of proposed filming. 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 for the UAS aerial filming conducted under this grant of exemption;

c. Name and phone number of th e person responsible for the on

- scene operation of the UAS;

d. Make, model, and serial or N− Number of UAS to be used;

e. Name and certific ate number of UAS PICs involved in the aerial filming;

f. A statement that the operator has obtained permission from property owners and/or local officials to conduct the filming production event; the list of those who gave permission must be made available t o the inspector upon request;

g. Signature of exemption holder or representative; and

h. A description of the flight activity, including maps or diagrams of any area, city, town, county, and/or state over which filming will be conducted and the altitudes

essenti al to accomplish the operation.

31. Flight operations may be conducted closer than 500 feet from participating persons consenting to be involved and necessary for the filming production, as specified in the exemption holder’s MPTOM.

Unless otherwise specifie d in this grant of exemption, the UAS, the UAS PIC, and the UAS operations must comply with all applicable parts of 14 CFR including, but not limited to,

parts 45, 47, 61, and 91.

This exemption terminates on August 31, 2017 , unless sooner superseded or rescinded.

Sincerely,

/ s/

John S. Duncan Director, Flight Standards Service

EnclosuresJune 15 , 2015

U. S. Department of Transportation Docket Management System 1200 New Jersey Ave., SE Washington, DC 20590

Re: Summary Processing: Exemption Request Under Se ction 333 of the FAA Reform Act and Part 11 of the Federal Aviation Regulations B ased U pon Exemption 11110A I ssued to Trimble Navigation L imi t e d

Dear Sir or Madam:

Monsen Engineering, Inc. (“ Applicant ”) herewith applies for the issuance of an exemption
under Section 333 of the FAA Modernization and Reform Act of 2012 (“Reform Act”) based upon Exemption 11110 issued to Trimble Navigation L imi t e d (“Trimble”) on December 10, 2014

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

- 0367.

The requested exemption would allow Applicant to operate the UX5 and the UX5 hp aircraft manufactured by Trimble or other Trimble aircraft approved for commercial operations under Exemption s 11110 and 11110A , as they may be amended in the future

. Applicant notes
that , in Exemption 11257, the FAA also recently authorized use of the Trimble UX5 by a third party under conditions like those in Exemption 11110A. 1 Applicant hereby confirms that it will accept the conditions in Exemptions 11110A and 11257

.

Applicant aircraft will be used to conduct aerial surveys and perform aerial data collection for agriculture, mining

, and other purposes, but not for closed set filming (hereinafter “the Purpose”). Applicant hereby applies for an exemption from the listed Federal Aviation Regulations (“FARs”) to allow commercial operation of its small unmanned aerial vehicles (“ sUA V s ”) , so long as such operations are conducted within and under the conditions outlined herein or as may be established by the FAA in an exemption granted under either Section 333

o r Section 49 U.S.C. §44701(f).

A s this e xemption request is identical to the already issued precedent , this request should qualify for summary processing as the FAA has already provided public notice of and granted similar exemptions

. The FAA has issued exemption s in circumstances similar in all material respects to those presented in this petition. In numerous exemptions, the FAA has found that the enhanced safety achieved using an unmanned aircraft ( “ UA ” ) with the specifications described by the petitioner s and carrying no passengers or crew, when compared to flights of much larger manned aircraft that carry crew in addition to flammable fuel, gives the FAA good cause to find that the s UA V operation enabled by the exemption s serves the public

interest. 2 In those cases, u se of the proposed sUAV not only enhance d safety but also fulfill ed the Secretary of Transportation’s (the FAA A dministrator’s) responsibility to “

. . . establish

1 Exemption No. 11257 to Montana Land Surveys (see Docket No. FAA

- 2014

- 0889).

2 Exemption Nos. 11062 to Astraeus Aerial (see Docket No. FAA−2014−0352),11109 to Clayco, Inc. (see Docket No. FAA−2014−0507), 11112 to VDOS Global, LLC (see Docket No. FAA−2014−0382), and 11213 to Aeryon Labs, Inc. (see Docket No. FAA−2014−0642)

.U. S. Department of Transportation

June 15 , 2015 Page 2

requirements for the safe operation of such aircraft systems in the national airspac e system.” Section 333(c) of the Reform Act.

The name and address of the applicant is:

David Monsen
960 South Main Street Salt Lake City, UT 84101 (801) 531

- 6505

Regulations from which the exemption is requested:

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

14 C.F.R. 91.7 (a) 14 C.F.R. 91.119(c)
14 C.F.R. 91.121 14 C.F.R. 91.151(a)(1)
14 C.F.R. 91.405 (a)
14 C.F.R. 91. 407(a)(1)
14 C.F.R. 91. 409 (a)(1) and (2)
14 C.F.R. 91. 417(a) and (b)

This exemption application is expressly submitted to fulfill Congress’ goal in passing
Section s 333(a) through (c) of the Reform Act. This law directs the Secretary of Transportation to consider whether certain unmanned aircraft systems may operate safely in the nationa l airspace system (NAS) before completion of the rulemaking required under Section 332 of the Reform Act. In making this determination, the Secretary is required to determine which types of

sUAV s do not create a hazard to users of the NAS or the public or pose a threat to national security in light of the following:

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

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

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

Reform Act § 333(a). Lastly, if the Secretary determines that such vehicles “may operate safely in the national airspace system, the Secretary shall establish requirements for the safe operation of such aircra ft in the national airspace system.” Id. § 333(c) (emphasis added)

. 3

The Federal Aviation Act, in addition to the authority granted by Section 333 of Reform Act, expressly grants the FAA the authority to issue exemptions. This statutory authority by its

3 Applicant interprets this provision to place the duty on the Administrator to not only process applications for exem ptions under section 333, but for the Administrator to craft conditions for the safe operation of the sUAV , if it should be determined that the conditions set forth herein do not fulfill the statutory requirements for approval.U. S. Department of Transportation

June 15 , 2015 Page 3

terms includes exempting civil aircraft, as the term is defined under § 40101 of the Act, from the requiremen t that all civil aircraft, which includes s UAVs, must have a current airworthiness
certificate. 4

The sUAV s that Applicant proposes to use are fixed wing and weigh 55 or fewer lbs. including payload. They operate, under normal conditions, at a speed of no more than 87 knots. They will operate at altitudes of no more than 400 feet, as further explained, and only within line of sight. They will opera te a s set forth in the manuals attached hereto and made a part hereof ( Exhibits 1

-

__ ) . Operations in compliance with these manuals will ensure that the sUAV will “not create a hazard to users of the national airspace system or the public” 5 and that the ai rcraft will operate in compliance with the conditions set forth in this application.

AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY /NATIONAL SECURITY

The Applicant states that operating in compliance with the conditions set forth in Exemption 11110A will provide an equivalent level of safety for the operation of the UX5 and UX5 hp. Approval of exemptions allowing commercial operations of sUAVs for aerial data collection will enhance safety by reducing risk. Conventional operations, using jet or piston

power aircraft, operate at extremely low altitudes just feet from the subject being photographed and in extreme proximity to people and structures and present the risks associated with vehicles that weigh in the neighborhood of 6,000 lbs., carrying large amounts of jet A or other fuel (140 gallons for jet helicopters). Such aircraft must fly to and from the project location. In contrast, a sUAV weighing fewer than 55 lbs. and powered by batteries eliminates virtually all of that risk given the reduced mass and lack of combustible fuel carried on board. The sUAV is carried to the target area and not flown. The sUAV will carry no passengers or crew and, therefore, will not expose them to the risks associated with manned aircraft flights. These lightweight aircr aft operate at slow speeds, close to the ground, and in areas that are under the control of the operator and, as a result, are far safer than conventional operations conducted with larger manned aircraft operating in close proximity to the ground and peopl e.

Given the small size of the sUAVs involved and the restricted environment within which they will operate, Applicant falls squarely within that zone of safety (an equivalent level of safety) in which Congress envisioned that the FAA must, by exemption, a llow commercial operations of sUAVs to commence immediately. Also, due to the size of the sUAVs, the restricted areas in which they will operate, and the fact that they will be flown by pilots holding at least an FAA sport or recreational pilot license, a pproval of the application presents no national security issue.

PUBLIC INTEREST

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

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

4 “ The Administrator may gr ant an exemption from a requirement of a regulation prescribed under subsection (a) or (b) of this section or any sections 44702

- 44716 of the Transportation Act if the Administrator finds the exemption in the public interest. ” 49 U.S.C. §44701(f). See al so 49 U.S.C. § 44711(a); 49 U.S .C. § 44704; 14 C.F.R. § 91.203 (a)(1).

5 Section 333 (b) of the Reform Act

.U. S. Department of Transportation

June 15 , 2015 Page 4

the public interest will be served by an exemption because, with respect to each, operation in compliance with the requested conditions will ensure an equivalent level of safety. As also explained at length in Trimble’s original Section 333 exemption request submitted on May 30, 2014, t he grant of the requested exemption is in the public interest given the clear direction in Section 333 of the Reform Act; the authority included in the Federal Aviation Act, as amended; the strong equivalent level of saf ety surrounding the proposed operations; and the significant public benefit derived from, among other things, the enhanced safety and reduced environmental impact, including the reduced emissions associated with allowing battery powered sUAVs instead of tu rbine or gas powered aircraft.

*********

Pursuant to 14 C.F.R. Part 11, the following summary is provided for publication in the Federal Register, should it be determined that publication is needed:

Applicant seeks an exemption from the following rules:

14 C.F.R. §§61.23(a) and (c ), 61.101(e )(4) and (5), 61.113 (a), 61.315 (a), 91.7(a), 91.119(c), 91.121, 91.151(a)(1), 91.405(a), 91.405(a)(1), 91.409(a) (1) and (2)

, and 91.417(a) and (b) to operate commercially a small unmanned vehicle (55 lbs. or less) in m otion picture and television operati ons and aerial data collection.

Satisfaction of the criteria provided in Section 333 of the Reform Act of 2012

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

within visual line of sight and national security

– provide more than adequate justification for the

g rant of the requested exemption allowing commercial operation of applicant’s sUAV for the Purpose outlined herein and are consistent with exemptions already gra nted, including Exemption 1110A

. Accordingly, the applicant respectfully requests that the FAA grant the requested exemption without delay.

Very truly yours,

David Monsen Monsen Engineering, Inc.

cc: William Crozier Robert Pappas
Jake Troutman

Dean Griffith Thuy H. CooperAPPENDIX A

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

Sections 61.23(a) and (c) address the requirement of medical certificates for pilots. Section 61.23(a) requires a person exercising the privileges of a recreational pilot to hold at least a third class medical certificate. Section 61.23(c) permits the ho lder of a sport pilot certificate to act as PIC of a light

- sport aircraft with either a medical certificate or U.S. issued driver’s license. Light

- sport aircraft may weigh up to 1,430 pounds and seat up to two persons, including the pilot. Comparatively, the Trimble craft will weigh fewer than 55 pounds, and it will not carry pilots, passengers, or cargo. The UAS will also be operated within visual line of sight of the PIC and below 400 feet above ground level and limited to operations with permission ov er private or controlled

- access property.

Given these safety parameters, Applicant requests that the FAA waive Section 61.23(a) upon a finding that an equivalent level of safety will be provided by allowing operation of the Trimble craft by pilots with a recreational or sport pilot certificate and a valid U.S. state issued driver’s license, in lieu of an FAA

- issued medical certificate. Applicant also requests that the FAA grant relief from Section 61.23(c) to allow sport pilot certificate holders to oper ate aircraft other than light

- sport aircraft with a valid U.S. issued driver’s license. The FAA has granted exemptions to conduct similar operations in a number of cases, including Exemption 11213.

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

Sections 61.113 (a) & (b) limit private pilots to non

- commercial operations.
Section 61.315(a) addresses the privileges and limitations of the holder of a sport pilot

certificate.

Because the sUAV will not carry a pilot or passengers , the proposed operations can achieve the equivalent level of safety of current operations by requiring the PIC operating the aircraft to hold a certificate issued by the FAA authorizing operation of any aircraft (ATP, Commercial, Private, Recreational or Sport). Unlike a conventional aircraft that carries the pilot and passengers, the sUAV is remotely controlled with no living thing on board. The area of operation is controlled and restricted, and all flights are planned and coordinated in advance as

set forth in the manual. The level of safety provided by the requirements included in the manuals exceeds that provided by a single individual holding a commercial pilot’s certificate operating a conventional aircraft. The risks associated with the operation of the sUAV are so diminished from the level of risk associated with commercial operations contemplated by Part 61 when drafted, that allowing operations of the sUAV as requested with any certificate issued by the FAA as the PIC greatly exceeds the presen t level of safety achieved by 14 C.F.R. Part 61. The FAA has granted exemptions for private and sport or recreational pilots to conduct similar operations in Exemptions 11062, 11213, 11360 and 11447.

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

Section 91. 119 establishes safe altitudes for operation of civil aircraft. Specifically, 91.119(c) limits aircraft flying over areas other than congested areas to an altitude of 500 feet above the surface, except over open water or sparsely populated areas. In thos e cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure.As set forth herein, the Trimble craft will never operate at higher than 400 feet AGL. They will, however, be operated to avoid congested or popul ated areas that are depicted in yellow on VFR sectional charts. Because aerial survey work must be accomplished at relatively low altitudes and at altitudes less than 400 feet AGL, an exemption from Section 91.119(c) is

needed.

The equivalent level of saf ety will be achieved given the size, weight, speed, and material with which the Trimble craft are built. Also, no flight will be taken without the permission of the landowner or those who control the land. Because of the advance notice to the landowner, all affected individuals will be aware of the survey flights. Compared to aerial survey operations conducted with aircraft or rotorcraft weighing far more than the Trimble craft and carrying flammable fuel, any risk associated with these operations will b e far less than those currently allowed with conventional aircraft operating at or below the same altitude. Indeed, the low

- altitude operations of the sUAV will maintain separation between these sUAV operations and the operations of conventional aircraft that must comply with Section 91.119. The FAA has granted exemptions to conduct similar operations in Exemptions 11062, 11213,
11360 and 11447.

14 C.F.R. § 91.121: Altimeter Settings

This regulation requires each person operating an aircraft to maintain cruising altitude by reference to an altimeter that is set “...to the elevation of the departure airport or an appropriate altimeter setting available before departure.” As each sUAV model in at least one operating mode will not have a barometric altimeter, but instead a GPS altitude read out, an exemption will be needed. An equivalent level of safety will be achieved by the operator, pursuant to the manuals, confirming the altitude of the launch site shown on the GPS altitude indicator before flight. The FAA has granted exemptions to conduct similar operations in Exemptions 11062, 11213, 11360 and 11447.

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

Section 91.151 (a) prohibits an individual from beginning “a flight in an airplane under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing, and, assuming normal cruis ing speed

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

minutes.”

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

- minute reserve requirement in 14 C.F.R. § 91.151, sUAV flights would be severely limited, in some cases to approximately 10 minutes in length. Given the limitations on the sUAV’s proposed flight area and the location of its proposed operations within a predetermined area, a longer time
frame f or flight in daylight or night VFR conditions is reasonable.

Applicant believes that an exemption from 14 C.F.R. § 91.151(a) falls within the scope of prior exemptions. See Exemption 10673 (allowing Lockheed Martin Corporation to operate without complianc e with FAR 91.151 (a)). Operating the sUAV, in a tightly controlled area where only people and property owners or official representatives who have signed waivers will be allowed, with less than 30 minutes of reserve fuel, does not engender the type of ri sks that Section 91.151(a) was intended to alleviate given the size and speed of the sUAV.Applicant believes that an equivalent level of safety can be achieved by limiting flights to
five minutes of reserve time on the batteries. This restriction would be more than adequate to return the sUAV to its planned landing zone from anywhere in its limited operating area. Similar exemptions have been granted to other operations in Exemptions 2689F, 5745, 10673, 10808 and Exemptions 11062, 11213, 11360 and 11447.

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

Section 91.405(a) requires that an aircraft operator or owner “shall have that aircraft inspected as prescribed in subpart E of this part and shall between required inspections, except as provided in paragraph (c ) of this section, have discrepancies repaired as prescribed in part 43 of this chapter

. . . .” Section 91.407 similarly makes reference to requirements in

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

c ertificate. Section 91.417(a) requires the owner or operator to keep records showing certain maintenance work that has been accomplished by certificated mechanics, under Part 43, or licensed pilots and records of approval of the aircraft for return to ser vice.

Given that these sections and Part 43 apply only to aircraft with an airworthiness certificate, these sections will not apply to the applicant. Maintenance will be accomplished by the operator pursuant to the manuals. An equivalent level of safety will be achieved because these sUAVs are very limited in size and will carry a small payload and operate only in areas for limited periods of time. If mechanical issues arise, the sUAV can land immediately since it will be operating from no higher than 40 0 feet AGL. As provided in the manuals, the operator will ensure that the sUAV is in working order prior to initiating flight, perform required maintenance, and keep a log of any maintenance performed. Moreover, the operator is the person most
familiar w ith the aircraft and best suited to maintain the aircraft in an airworthy condition in order to provide the equivalent level of safety. The FAA has granted exemptions for similar operations in Exemptions 11062, 11213, 11360 and 11447.bcc: Kyle G ilbertson James Kirkland