October 25, 2015

Mr. James Williams Manager, Flight Standards Service Unmanned Aircraft Systems Integration Office Federal Aviation Administration 800 Independence Avenue, SW Derek Porter CEO American Dream Property Inspection Service P.O. Box 881955 San Diego, CA 92168 ( 619 ) 517

- 3029 PropertyEvaluations@gmail.com Washington, DC 20591

U.S. Department of Transportation, Docket Operation West Building Ground Floor, Room w12

- 140 1200 New Jersey

Avenue , SE Washington, DC 20590

Re: Request for exemption from multiple regulatory provisions to allow the use of small unmanned aerial s ys tems on land ; controlled by Derek Porter DBA. American Dream Property Inspection Service to assist in the safe evaluation of infrastructure and operations for our clients.

Dear Mr. Williams:
Derek Porter DBA. American Dream Property Inspection Service (ADPIS) respectfull y requests an exemption from several provisions of Title 14 of the Code of Federal Regulations (C.F.R.) to permit the use of small unmanned aerial sys tems (sUAS) to assist in the evaluation of infrastructure and operations for our clients. This request is motivated primarily b y the desire to maximize safety in infrastruct ure and operations. While an exemption would not eliminate the current need for in

- person visual inspection required by various federal regulatory departments, it would allow ADPI S to broadly evaluate assets and operations with sUAS, resulting in a safer a nd more efficient infrastructure network. Accordingl y, the grant of an exemption is consistent with Congress’ intent, reflected in Section 333 of the FAA Modernization and Reform Act of 2012 (Modernization Act),

1 that safe systems be permitted in the nati onal airspace prior to the issuance of final regulations governing general use of these s ys tems.

2 A summary

of this request suitable for publication in the Federal Register is provided as Appendix A.
Appendix B provides the manufacturers information regarding the design, aircraft performance, and fail

- safe features. We have provided manufacturer information related to operating limitations, normal and emergency procedures, and maintenance and inspection procedures. As we add aircraft designs, we will update this appendix appropriately.Appendix C provides the American Dream Property Inspection Service Management

Operations Manual for flights covered under this Exemption Request.

1 P.L. 112

- 95, 126 Stat 11, February 14, 2012.

2 Section 333(b) (2) sp ecifically contemplates that the FAA may issue a certificate of waiver upon a finding that a type of UAS, as a result of its size, weight, speed, operational capacity, proximity to airports and populated areas, and operations within visual line of sight do not create a hazard to users of the NAS or the public or pose a threat to national security. **Background Information**
Derek Porter DBA. American Dream Property Inspection Service (ADPIS) is in the business of Consulting on, Building & Maintaining Miss ion Specific sUAS for our clients. ADPI S Clients look to us for Safe Operations of sUAS. We have developed specific ADPIS Safe UAV Operational Procedures. Increasingl y, we have clients looking to have ADPIS operate sUAS for Infrastructure Safet y & Maint enance Inspections.
**Infrastructure Safety Inspection Operations** : Utility Inspection R oofing Inspection Chimney Inspection Oil

- Field Inspection Petro/Chemical/Manufacturing Inspection Construction Site Inspection Agriculture Inspection
As part of this , ADPI S is requesting FAA Exemption for sUAS operations for safety inspection and video capture usage.
**Regulatory Basis for Exemption Request** In addition to the waiver authority provided in §333 of the Modernization Act, the FAA may grant an exemption under 49 U.S.C. §44701(f) if it has determined that such an exemption is in the public interest. The FAA has imposed a separate requirement in its procedural regulations, providing that the petitioner shall explain why granting the exemption would not adversel y affect safet y or how the exemption would provide at least an equivalent level of safety as compliance with the underl yi ng regulation. In this case, approval of this exemption would advance the public interest by significantly

enhancing the safet y and efficiency of infrastructure operations and by providing the FAA with valuable user experience on sUAS in a context with appreciable economic and societal benefits. As described more full y below, the requested exe mption would permit the operation of sUAS under tightly controlled conditions, thus ensuring that operations will not have an adverse impact on safet y. To the contrary , as explained below, ADPI S anticipates that use of sUAS will enhance safet y i n infrastru cture operations. Granting an Exemption is in the Public Interest. The safet y and efficiency of infrastructure operations is heavily dependent upon constant anal ys is of assets, right

- of

- way , infrastructure and other assets/facilities. There are a wide variet y of factors that can affect conditions andcause problems for infrastructure. Even relativel y small objects or minor failures can lead

to accidents or other incidents causing downtime of infrastructure. Extreme weather events can lead to flooding or ov erheating infrastructure. For example earthquakes, landslides, and abandoned vehicles at grade crossings can block infrastructure. The potential for sabotage and terrorism

– or even just trespassing

– are also among the man y risks that modern infrastructur e faces.
As a result, pursuant to federal regu lations and company policy , ADPI S routinely inspect s the infrastructure, such as roofs, chimney s, bridges, tunnels, support structures, and signals. At present, this work is done primaril y by company personnel in motor vehicles, on foot, in specialized equipment. This is often a labor

- intensive and sometimes arduous job. While our clients do all they can to make these inspections as safe as possible, there is an irreducible element of risk involved whenever employ ees are required to go out on structures. ADPIS may

need to climb over or onto structures, which can be slippery , rough, and/or exposed to the elements. Some structures, such as bridges, are high above the ground. Equipment moving through in spection zones can increase risk as well, especiall y in high

- traffic areas. While the use of sUAS for supplemental infrastructure and general asset evaluation would not eliminate these risks entirel y (as it is an additive safet y measure), it would redu ce the risks by allowing for remote aerial review.
Additionally , the sheer amount of assets and the widely dispersed locations

– in many instances far from sizeable population centers

– means that visual inspection in all instances b y compan y personnel can be inefficient. Aerial analy sis by traditional fixed wing aircraft is impractical because the required altitudes for safe flight reduce visibility below meaningful levels

– it is simply not possible to see all asset anomalies from such heights. Helicopter s present better vantage points; however manned helicopters are much more costly , subject to human safet y and carry highl y explosive jet fuel making them impractical for deplo ym ent. By using sUAS for supplemental asset evaluation, ADPI S will be able to su

bstantially

upgrade its capacit y to detect and address issues with the right

- of

- way and other assets before they become a problem for safe operations. Thus, the use of sUAS has the potential to improve efficiency , resulting in faster and safer delivery of goods, energy

& natural resources vital to the U.S. economy

.

**Granting an Exemption will not adversely**  **affect Safety**  ADPI S notes that there is no applicable standard for an equivalency determination. Some have argued that the appropriate standard is that for model aircraft, noting that their operations, if conducted for recreational purposes, would fall completel y within the allowable operations for model aircraft. We believe it is difficult to argue that there is sufficient correlation between model operations controlled by the Academy

of Model Aeronautics and the ones contemplated b y ADPIS . At the same time, it is clear that equivalency

cannot be established for traditional, manned civil aircraft because the design and use profiles between tradition al aircraft and sUAS are simply too different. As such, we believe it makes more sense to focus on wh y the contemplated operations would not adversel y affect safet y, which is all that §11.81(e) requires.Granting an exemption will not adversely affect s afety

. ADPI S contemplates conducting sUAS operations over client owned or controlled land, solely during daylight hours, at altitudes well below that which would pose a risk to other aircraft. In general, sUAS operations are intended to be conducted in are as distant from both congested areas and airports. Moreover, because of the inherent risks presented b y standard infrastructure operations, our clients have alread y taken steps to secure propert y against unauthorized public access. For example, substantial stretches of pipeline, utilities, and railroad track and oil production sites are fenced, elevated, or otherwise secured to prevent access. Other long stretches of infrastructure are, as noted above, in very remote wilderness areas. The nature of operatio ns anticipated b y ADPI S requires that the sUAS be flown at relativel y low altitudes and relativel y low speeds. ADPI S expects that in most instances, the sUAS will be flown less than 75 feet from the highest structure along the path of the sUAS. Accordingl y , the risk of interference with another aircraft is minimal. ADPI S also plans to conduct sUAS operations at least three miles from an y public airports (including heliports). In the event an operation needs to be conducted closer to an airport, ADPI S will i nform the airport operator and airport air traffic control tower of the contemplated operation and will comply with any directions issued by

air traffic control at that airport.
Approval of exemptions allowing commercial operations of sUAS in the infra structure aerial inspection industry will enhance safet y b y reducing risk. Conventional operations, using jet or piston power aircraft, operate at extremely low altitudes just feet from the subject being inspected and in extreme proximity to people and str

uctures; and present the risks associated with vehicles that weigh in the neighborhood of 4,000lbs., carrying large amounts of jet A or other fuel (140 gallons for jet helicopters). Such aircraft must fly to and from the inspection site. In contrast, a sUA S weighing fewer than 55 lbs. and powered b y batteries eliminates virtually all of that risk given the reduced mass and lack of combustible fuel carried on board. The sUAS is carried to the inspection site. The sUAS will carry

no passengers or crew and, th erefore, will not expose them to the risks associated with manned aircraft flights.
The operation of small UASs, weighing less than 55 lbs., conducted in the strict conditions outlined above, will provide an equivalent level of safet y supporting the gr ant of the exemptions requested herein, including 333 Aircraft Exemption Status exempting the applicant from conventional aircraft requirements and allowing commercial operations. These lightweight aircraft operate at slow speeds, close to the ground, and in a controlled environment and, as a result, are far safer than conventional operations conducted with turbine helicopters operating in close proximity to the ground and people.

The safet y of those on the ground is protected b y the fact that no one wil l be allowed into the area without the permission of the company . Securit y will be established for the flight area as part of the pre

- flight control. Each individual within the secure area will be briefed prior to flight and will consent to being in the ar ea. All others will be excluded from the area.ADPI S initially intends to use one dedicated operator for sUAS operations. All operations will be within visual line

- of

- sight (i.e., no more than approximately 0.5 miles from the manipulator of the controls , or pilot in command (PI C)). Each PIC will conduct at least three take

- offs and landings with the sUAS on which he or she is trained every 90 day s. PI C’s will establish their qualifications thru a combination of	aeronautical knowledge, UAS airmanship	skills,	and	verification	through	testing	of	flight	ability	before i nfrastructures	operations	have	commenced. Depending on the t yp e of operation, additional ground

- based visual observers may be employ ed as well. These observers will be within c onstant visual line of sight and in constant contact with the PIC. The visual observers will assist the PI C in avoiding objects near the sUAS.
There are no standards for either Private or Commercial sUAS pilot certificates. The safe operation and contro l of the UAS as described in this application does not depend on the ty pe of FAA license held by the PIC. Given the restricted and controlled airspace within which operations will take place, the key factors needed b y the PIC are knowledge of the airspace within which the operation will take place and how that airspace fits into the National Airspace Sy stem (NAS). That knowledge can be and is gained primarily through ground school and not through flight training in fixed wing or rotor aircraft, nor is it de pendent 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 ty

pes of aircraft (fixed wing or rotorcraft). It cannot be assumed that a

c ommercial pilot, approved to operate a helicopter or fixed wing aircraft, has the skill or ability to safel y operate a small unmanned aerial vehicle, operating at 400 AGL or lower, within strictly

controlled pre

- approved airspace. Besides knowledge of airs pace regulations, dexterity

in the control and operation of the sUAS acquired from actual operation of the aircraft is the most important factor in establishing an equivalent level of safet y.

If the PI C has acquired the necessary knowledge of airspace requirements, the relevant issues are (1) where the aircraft will be flown, (2) the size of the aircraft relative to what is being used today

to accomplish the same mission, and (3) what precautions will be taken to ensure the safety of those in the area o f operation. We propose that the PI C has at least an FAA Private Pilots Certificate and a Class III medical; the aircraft be operated within a secure environment; and that no one be allowed to enter the secure environment unless they

are part of the operat ion, have been fully briefed of the risks prior to operation of the sUAS, and have consented to the risks associated with being in the operating area. Should there be a mishap, the sUAS being flown pose significantly less of a threat than the helicopters and fixed wing aircraft now being employ ed because they are a fraction of the size, carry

no flammable fuel, do not carry crew or passengers, and pose an infinitesimal risk to others. This is in stark contrast to conventional aircraft that are flown to the site, carry

explosive fuel, carry

passengers and crew, and operate in a much larger

area.
From a practical standpoint, there are relatively few licensed full

- scale aircraft pilots who are also qualified to fl y the type of sUAS that are utilized for infr astructure image

- captureoperations. There are even fewer commercial pilots that can fl y these sUAS

– to the point

that to do both is considered rare. Assuming that it is unlikely for a company

to find a pilot that has both qualifications, which compan y wo uld either have to source a qualified sUAS pilot to train and obtain a commercial certificate, or find a commercial certificated pilot who would be willing to learn to fl y a sUAS to the competency level required for professional use.
Minimum requirements for the PI C include: 1) Private Pilot’s license and a Class III medical; 2) A minimum of 200 flight cycles and 25 hours of total time as a sUAS rotorcraft pilot and at least 10 hours logged as a sUAS pilot with a similar sUAS ty pe ( Sing le blade or multirotor); 3) A minimum of 5 hours as sUAS pilot with the make and model of sUAS to be utilized for operations under the exemption and 3 take offs and landings in the preceding 90 day s; 4) Have undergone a qualification process as specified in the Flight Operations & Procedures Manual consisting of a knowledge & skill test of the aircraft to be used.
Another consideration supporting the certificate requirement is that pilots holding a private pilot certificate are subject to securit y screeni ng b y the Department of Homeland Security . This requirement should ameliorate security concerns over UAS operations under this exemption.

ADPI S intends to use commercially available sUAS Components for sUAS. These sUAS sy stems will be tested for quality & safety in our test facility

before being deploy ed to the field. The sUAS is less than 55 lbs. fully loaded, carries neither a pilot nor passenger, and operates exclusively

within a secured area. We have a routine maintenance schedule to verify that the sUAS will remain in safe and operational condition. Please see **Appendix B** , for Specific Types of sUAS.
Notes Regarding: 14 C.F.R. Part 21, Subpart H In	accordance	with	the	statutory	criteria	provided	in	Section	333	of	PL	112

- - -95	in reference	t o	49	USC	44704,	and	in	consideration	of	the size,	weight,	speed,	and	limited operating	area	associated	with	the	aircraft	and	its	operation,	we	request	that	this aircraft	exemption	meets	the	conditions	of	Section	333.	Therefore,	if	granted	Section 333 relief	of	14	CFR	part	21,	and	any	associated	noise	certification	and	testing requirements	of	part	36,	is	not	necessary.

Notes Regarding: 14 C.F.R. § 45.23 (b). Marking of the Aircraft Given the size of the sUAS , two

- inch lettering will be impossibl e. UA	will	be identified by serial	number,	registered	in	accordance	with	14	CFR	part	47,	and	haveidentification	(N

- - -Number)	markings	in	accordance	with	14	CFR	part	45, Subpart	C.

Markings	will	be	as	large	as	practicable.

Notes Regarding: 14 CFR § 91.7(a) Civil Aircraft Airworthiness ADPI S request is based on the fact that no airworthiness certificate will be issued for the UAS. ADPI S UAS will not require an airworthiness certificate in accordance with 14 CFR part 21, Subpart H. Based on the fact that an airworthiness certificate will not be issued, exemption from § 91.7(a) is not necessary

. Notes Regarding: 14 CFR § 91.9(b)(2) Civil aircraft flight manual, marking & placard Certifications required, the original intent of these regulati ons was to display an aircraft’s airworthiness, certification, and registration documents so they would be easily

available to inspectors and passengers. Based on the FAA Memorandum subject “Interpretation regarding whether certain required documents may b e kept at an unmanned aircraft’s control station,” dated August 8, 2014, the requested relief from 14 CFR §§ 91.9(b) (2) and 91.203(a) and (b) is not necessary

.
Notes regarding : §91.109 Flight instruction; Simulated instrument & certain flight tests Sma ll UASs, 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. Aircraft being considered for use by ADPIS allow the UAS Op erator to place the aircraft into ‘loiter’ mode (fixed altitude stationary hold). In the event of loss of control, the UAS operator can quickly and via alternate equipment place the aircraft into a mode that then allows the operator to bring the aircraft b ack into control and back to the predetermined and/or safe landing location. ADPI S does not describe training scenarios in which a dual set of controls would be utilized or required, i.e. dual flight instruction, provided by a flight operator or other

compan y
- designated individual, which would require that individual to have fully functioning dual controls. Rather, ADPIS evaluates the qualification of its PI Cs based on their experience with the UAS to be operated and verifies through testing, in lieu of fo rmalized training. As such, ADPI S does not seek relief from 14 CFR § 91.109.
Notes Regarding § 14 CFR 91.119(b) Relief from § 14 CFR 91.119(b), operation over congested areas, is not applicable, Because the ADPI S operations will only be conducted with in the secured area described herein. **ADPIS Safety Operations & Procedures Overview:** 
Technology Considerations: Best

- in

- class, tried and proven technologies that are in advanced iterations. Software from highly

- r eputable industry partners will include features

-1. Auto descent (landing) if communication signal were to be severed. If the sUAS loses communications, the sUAS will have capability to return to a pre

- determined location within the Security Perimeter and land. 2. Auto descent (landing) if battery were to drop lower than nominal level. 3. Flights will be terminated at 25% battery power reserve. 4. Li ve video for operator gives real

- time positioning feedback. In other words, we can monitor the scene from the veh icle's perspective for collision avoidance, and to maintain spatial orientation. 5. The sUAS will have the capability to abort a flight in case of unpredicted obstacles or emergencies. 6. On

- Screen

- Display (OSD) contains operating information to ascertain vehicle health at all times: speed, altitude, number of GPS satellites (when available), heading and voltage. 7. GPS lock supplies for return

- to

- home (RTH). Should Command and Control (C2) link failur es occur (highly improbable), vehicle returns automatically to the point of launch. 8. Altitude information will be provided to the sUAS pilot via a digitally encoded telemetric data feed, which downlinks from the aircraft to a ground

- based on

screen displ ay . This altitude information will be generated by equipment installed on board the aircraft, using GPS triangulation, or digitally encoded barometric altimeter, or radio altimeter, or any combination thereof. Prior to each flight, a zero altitude initiati on point will be established and confirmed for accuracy by the pilot.
Mechanical/Physical: 1. We will fly line

- of

- sight (LOS) only . The vehicle will alway s remain in direct LOS to the pilot, thus eliminating the concern of signal severance (flying behind objects/walls). 2. The sUAS will weigh less than 55 lbs. and travel at less than 50 knots. 3. Batteries should far exceed the capacity required for actual flight time. 4. Flights will be operated at an altitude of no more than 400 feet AGL. 5. Fireproof bags for storage and charging of high capacity Lipo batteries on

- site. 6. UA	operated	under	this	exemption	will	be	marked	in	accordance	with	14	CFR part	45	or	as	otherwise	authorized	by	the	FAA.

Personnel: 1. Spotters ensure safe operation and act as a redundant set of eyes for operators ( Pilot , gimbal op, director) 2. Radio spectrum analysis for interference on the frequencies utilized for vehicle control/communication. 3. A briefing will be conducted in regard to the planned sUAS operations prior to each day ’s activities. It will be mandatory that all personnel who will be performing duties within the boundaries of the safety perimeter be present for this briefing. 4. The operator will obtain the consent of all persons involved in the sUAS operations and ensure that only consenting persons will be allowed within 100 feet of the flight operations. 5. Observer and pilot will at all times be able to communicate by voice.6. Written and/or oral permission from the relevant property holders will be obtained. 7. Pilot and observer will have been trained in operation of UAS generally and received up

- to

- date information on the particular UAS to be operated.
Operations: 1. The unmanned aircraft (UA) must weigh less than 55 pounds (25 Kg), including energy

source(s) and equip ment. Operations authorized by this petition of exemption are limited to the following aircraft described in Appendix B. Proposed operations of an y other aircraft will require a new petition or a petition amendment to this request.

2. The UA may

not be flown at a ground speed exceeding 50 knots.

3. Flights must be operated at an altitude of no more than 400 feet above ground level (AGL), as indicated by the procedures specified in the operator’s manual. All altitudes reported to ATC mus t be in feet AGL.

4. 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 an y device other than corrective lenses, as specified on the PI C’s FAA

- issued medical c ertificate.

5. All operations must utilize a visual observer (VO). The VO may be used to satisfy the VLOS requirement as long as the PI C alway s maintains VLOS capability . The VO and PIC must be able to communicate verbally at all times.

6. The operator’s m anual included as Appendix C and this petition of exemption must be maintained and made available to the Administrator upon request. If a discrepancy

exists between the conditions and limitations in this exemption and the procedures outlined in the operato r’s manual, the conditions and limitations herein take precedence and must be followed. Otherwise, the operator must follow the procedures as outlined in its operator’s manual.
The operator may

update or revise its operator’s manual. It is the operator’ s responsibility

to track such revisions and present updated and revised documents to the Administrator upon request. The operator must also present updated and revised documents if it petitions for extension or amendment. If the operator determines that any

update or revision would affect the basis for which the FAA grants this petition for exemption, then the operator must petition for amendment to their exemption. The FAA’s UAS Integration Office (AFS

- 80) may be contacted if questions arise regarding upd ates or revisions to the operator’s manual.7. Prior to each flight the PIC must inspect the UAS to ensure it is in a condition or 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, must be included in the preflight inspection. All maintenance and alterations must be prop erl y documented in the aircraft records.

8. Any UAS that has undergone maintenance or alterations that affect the UAS operation or flight characteristics, e.g. replacement of a flight critical component, must undergo a functional test flight in accordance with the operator’s manual. The PIC who conducts the functional test flight must make an entry in the UAS aircraft records of the flight. The requirements and procedures for a functional test flight and aircraft record entry must be added to the operator’s manual.

9. The operator must 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 must be established and identified in the operator’s manual. At a minimum, requirements for the following must be included in the operator’s manual:

a. Actuators / Servos; b. Transmission (single rotor);

c. Power plant (motors); d. Propellers;

e. Electr onic speed controller; f. Batteries; g. Mechanical dy

namic components (single rotor); h. Remote command and control; i. Ground control station (if used); and j. Any other components as determined by the operator;

10. The Pilot in Command (PI C) must possess at least a private pilot certificate and at least a current third

- class medical certificate. The PIC must also meet the flight review requirements specified in 14 CFR § 61.56 in an aircraft in which the PI C is rated on his or her pilot certificate.

11. Prior to operations conducted for the purpose of infrastructure inspections, the PI C must have accumulated and logged, in a manner consistent with 14 CFR § 61.51(b), a minimum of 200 flight cy cles and 25 hours of total time as a UAS rotorcraft pilot and at least 10 hours logged as a UAS pilot with a similar UAS ty pe (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 fl ights can also be conducted under this petition of exemption to accomplish the required flight cycles and flight time. During training, proficiency , and experience

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

12. Prior to operations conducted for the purpose of infrastructure inspection, the PI C must have accumulated and logged, in a manner c onsistent 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 under the exemption and three take

- offs and three landings in the preceding 90 day s. Training, proficiency , experience building, and take

- off and landing currency flights can be conducted under this petition of exemption to accomplish the required flight time and 90 day currency

. During training, proficiency , experience

- building, and take

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

13. Prior to any

flight operations authorized by this petition of exemption, the PIC and VO must have successfully completed a qualification process, as outlined in the operator’s manual. As this is a requirement stipulated by the operator, the test must be developed and implemented b y a qualified person designated

at the sole discretion of the operator. A record of completion of this qualification process must be documented and made available to the Administrator upon request.

14. Prior to operations conducted for the purpose of infrastructure inspection, a flight dem onstration, administered by an operator

- approved and

- qualified pilot must be successfully completed and documented. This documentation must be available for review upon request by the Administrator. Because the knowledge and airmanship test qualifications have been developed by the operator, and there are no established practical test standards that support a jurisdictional FAA FSDO evaluation and approval of company designated examiners, the petitioner will conduct these tests in accordance with the operator’s manual.

15. The UA 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.

16. Regarding the distance from participating persons, the operator’s manual has safety mitigations for authorized and consenting personnel. At all times, those persons must be essential to the operations.17. Regarding distance from nonparticipating persons, the operator must ensure that no persons are allowed within 500 feet of the area except those consenting to be involved and necessary for the infrastructure inspection operations. This provision may be reduced to no less than 200 feet if it would not adversely affect sa fety and the Administrator has approved it. For example, an equivalent level of safety may be determined by an aviation safety inspector’s evaluation of the infrastructure inspection area to note terrain features, obstructions, buildings, safety barriers, etc. Such barriers may protect nonparticipating persons (observers, the public, news media, etc.) from debris in the event of an accident.

18. If the UAS loses communications or loses its GPS signal, the UA must return to a pre
- determined location within the security perimeter and land or be recovered in accordance with the operator’s manual.

19. The UAS must abort the flight in the event of unpredicted obstacles or emergencies in accordance with the operator’s manual.

20. Each UAS operation must be complet ed with 25% battery power remaining.

21. The operator must obtain an Air Traffic Organization (ATO) issued Certificate of Waiver or Authorization (COA) prior to conducting any operations under this petition of exemption. 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.

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) markings in accordance with 14 CFR part 45, Subpart C. Markings must be as large as practicable.

23. The operator must develop procedures to document and ma intain a record of the UAS maintenance, preventative maintenance, alterations, status of replacement/overhaul component parts, and the total time in service of the UAS. These procedures must be added to the operator’s manual.

24. Each UAS operated under th is exemption must comply with all manufacturer Safety Bulletins.

25. The operator must develop UAS technician qualification criteria. These criteria must be added to the operator’s manual.

26. The preflight inspection section in the operator’s manual must be amended to include the following requirement: The preflight inspection must account for all discrepancies, i.e. inoperable components, items, or equipment, not covered in the relevant preflight inspection sections of the operator’s manual.27. Before co nducting operations, the radio frequency spectrum used for operation and control of the UA must comply with the Federal Communications Commission (FCC) or other appropriate government oversight agency requirements.

28. At least three days before scheduled infrastructure inspection, the operator of the UAS affected by this exemption must submit a written Plan of Activities to the local FSDO with jurisdiction over the area of proposed infrastructure inspection. The 3

- day notification may

be waived with the c oncurrence 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 infrastructure Inspection operations conducted under this petition of exemption;

c. Name and phone number of the 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 certificate number of UAS PICs involved in the infrastructure inspection event; f. A statement that the operator has obtained permission from property owners and/or local officials to conduct the infrastructure inspection event; the list of those who gave permission must be made available to the inspector upon request; g. Signature of exemption

- holder or r epresentative; and h. A description of the flight activity, including maps or diagrams of any area, city , town, county , and/or state over which infrastructure inspection will be conducted and the altitudes essential to accomplish the operation.

29. The 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 reques t.

30. The UA must 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.).

31. 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.

32. The UAS may

not be operated by

the PIC f rom any moving device or vehicle.33. 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.

34. The UA may not operate in Class B, C, or D airspace without written approval from the FAA. The UA 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.

35. Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries of the operational area as defined by the applicable COA must be reported to the FAA’s UAS Integration Office (AFS

- 80) within 24 hours. Accidents must be re ported to the National Transportation Safety Board (NTSB) per instructions contained on the NTSB Web site: www.ntsb.gov. Further flight operations may not be conducted until the incident, accident, or transgression is reviewed by

AFS

- 80 and authorization t o resume operations is provided.

**Support for Petition for Exemption** In accordance with the procedural requirements of 14 C.F.R. §11.81, ADPIS provides the following information:

**Contact Information:** Derek Porter CEO American Dream Property In spection Service P.O. Box 881955 San Diego , CA 9 2168 ( 619 ) 517

- 3029 propert yev aluations@gmail.com
**Regulatory Provisions from which ADPIS**  **seeks an Exemption** ADPI S believes it may

need an exemption from the followi ng provisions to conduct the contemplated operations. In some instances, relief is needed because relief from another provision renders compliance with the regulation at hand infeasible. 333 Aircraft Exemption Status 14 C.F.R. §61.113(a) and (b) 14 C.F. R. §91.119(c) 14 C.F.R. §91.121 14 C.F.R. §91.151 14 C.F.R. §91.405(a)14 C.F.R. §91.407(a) 14 C.F.R. §91.409(a) (1) & (2) 14 C.F.R. §91.417(a) & (b) ADPI S believes an exemption is only needed from the above

- listed regulatory provisions. To the ex tent that the FAA believes that additional relief is required for ADPI S to conduct the operations described here, we request an exemption from any such regulatory

provisions as well. 3

3 For example, 14 C.F.R. §91.417(a) imposes certain maintenance recor d keeping requirements “as applicable”. Since none of the underlying requirements (e.g., inspection intervals) can be met and will require an exemption, ADPIS believes a separate exemption should not be required for §91.417(a). **The Extent of Requested Re lief and the Reasons Relief is Needed** 
**Section 333 Aircraft Exemption Status:** Section 333 of the Modernization Act authorizes the FAA to exempt aircraft from the requirement for an airworthiness certificate based on a consideration of the size, weight, speed, operational capability of the particular UAS, as well as its proximity to airports and populated areas. An analysis of these criteria demonstrates that the sUAS operated without an airworthiness certificate in the areas and under the conditions contemplated by ADPI S will be at least as safe, or safer, than a conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate without the conditions proposed in this request.
The sUAS is less than 55 lbs. fully loaded, carr ies neither a pilot nor passenger, and operates exclusively within a secured area. Unlike other civil aircraft, operations under this exemption will be tightly

controlled and monitored by the operator and observer. Operations will be conducted in complianc e with the FAA and with local public safety requirements to provide security for the area of operation as is now done with conventional equipment, infrastructure, bridge and out building evaluation. These safety enhancements provide an expanded degree of s af ety to the inspectors over conventional operations. Lastly, application of these same criteria demonstrates that there is no credible threat to national security posed by the sUAS, due to its size, speed of operation, location of operation, lack of explo sive materials and inability to carry a substantial external load.
Given the size and limited operating area associated with the aircraft to be utilized by the Applicant, this meets the requirements of an equivalent level of safety under Part 11 and S ection 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, o perational capability , and proximity to airports and populated areas of the particular sUAS. In all cases, an anal ys is of these criteria demonstrates that the UAS operated without an airworthiness certificate, in the restricted environment and under the

co nditions 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.14 C.F.R. §61.113(a) and (b) **§61.113 P rivate pilot privileges and limitations: Pilot in command.**  (a) Except as provided in paragraphs (b) through (h) of this section, no person who holds a private pilot certificate may act as pilot in command of an aircraft that is carrying passengers or prope rt y for compensation or hire; nor may that person, for compensation or hire, act as pilot in command of an aircraft. (b) A private pilot may , for compensation or hire, act as pilot in command of an aircraft in connection with any business or employment if: (1) The flight is only incidental to that business or employ ment; and (2) The aircraft does not

carry passengers or property for compensation or hire. ***** ADPI S anticipates initially using a cadre of specially trained staff to conduct the sUAS operati ons. While these individuals will not hold commercial pilot licenses. The sUAS will not carry

property for compensation or hire since they will be used solely

to assist in evaluation of the infrastructure, equipment, right

- of

- way , assets, bridges, tunnels and out

- buildings in furtherance of ADPI S client’s primary business, the successful operation of a infrastructure; however, the emplo yees’ operation of the sUAS will not be incidental to their employment with ADPIS , and they will be compensated for such wo rk. Without an exemption, the pilot would be required to hold a commercial pilot certificate under §61.133. However, the risk associated with the contemplated operations is less than the risk posed b y a traditional aircraft. The sUAS will fly at altitudes well below the permissible limits for other civil aircraft, eliminating the risk to other aircraft, and within a geographical envelope under the sole control of ADPI S clients. Accordingl y, the risk would be limited to ADPIS personnel, who will be appropriatel y outfitted in safet y gear, and ADPI S client’s property on the ground. Requiring a commercial pilot certificate would provide no appreciable safet y benefit and would needlessl y impose additional cost

on ADPI S . Because the contemplated operations would not comply with §61.113(b) (1) and none of the other exceptions to paragraph (a) apply , relief is needed from both paragraphs (a) and (b).

14 C.F.R. 91.119(c)

**§91.119 Minimum safe altitudes: General.** Except when necessary

for takeoff or landing, no person may operate an aircraft below the following altitudes: *** (c) Over other than congested areas. An altitude of 500 feet above the surface, except over open water or sparsel y populated areas. In thos e cases, the aircraftmay not be operated closer than 500 feet to any person, vessel, vehicle, or structure. ***** ADPI S submits that the only relief it requires from §91.119 is from the minimum altitudes listed in paragraph (c). Relief is required from paragraph (c) for fixed wing operations because asset evaluation conducted at 500 feet or higher is insufficientl y distinct to be meaningful. Since operations at this altitude also pose a heightened risk of collision with another aircraft, safet y can onl y be assured through the grant of an exemption. The anticipated rotorcraft operations should be adequately addressed by paragraph (d) (1). Additionally , relief should not be needed from paragraph (a) because an emergency

landing of the aircraft due to a powe r failure will not create an undue hazard to persons or property on the surface. As noted in the explanation of why an exemption will not adversely affect safety , ADPI S clients has exclusive use of the land over which the sUAS will be operated, and public access is restricted. It also has exclusive use of significant portions of land adjacent to the infrastructure and structures that will be the objects of evaluation and anal ys is. ADPI S Clients tightl y control access to land and have the ability

to assure that no individuals unassociated with the planned operations are on the affected land. As such, the risk of injury is minimal. ADPI S does not contemplate conducting operations over congested areas, so relief is not requested from paragraph (b).

14 C.F.R. 91.121 **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 sUAS may

not have a barometric altimeter, but instead a GPS altitude read out, an exemption may

be needed. An equivalent level of safet y will be achieved b y the operator, pursuant to the Manual and Safety Check list, confirming the altitude of the launch site shown on the GPS altitude indicator before flight. Altitude information will be provided to the sUAS pilot via a digitally encoded telemetric data feed, which downlinks from the aircraft to a ground

- based on
- screen display. This altitude information will be generated by equipment installed on board the aircraft, using GPS triangulation, or digitally encoded barometric altimeter, or radio altimeter, or any

c ombination thereof. Prior to each flight, a zero al titude initiation point will be established and confirmed for accuracy by the pilot. 14 C.F.R. 91.151

**§91.151 Fuel requirements for flight in VFR conditions.** (a) No person may

begin 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. (b) No person may

begin a flight in a rotorcraft under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to flyto the first point of intended landing and, assuming normal cruising speed, to fly after that for at lea st 20 minutes. ***** Operating the sUAS in a pre

- defined area with less than 30 minutes of reserve fuel does not raise the t ype of risk contemplated b y §91.151, i.e., that an aircraft could run out of fuel in the event it has to be flown to an alternate airport or circle the planned airport in the event of unanticipated conditions. ADPI S does not intend to use the sUAS for point

to

- point flights and will not operate the sUAS beyond visual line of sight. Nor will the sUAS require an airport in order to lan d. Rather, ADPI S will operate the sUAS using pre

planned flight paths (taking into account weather conditions) designed to allow the sUAS to fly to the point of intended landing. As such, there is no need for a time based excess fuel requirement. Rather it should be sufficient to require onl y as much additional excess flight capacit y as necessary to safel y land the sUAS. We believe that a 25% battery reserve is more than sufficient to meet this objective.

14 C.F.R. 91.405(a), 91.407(a) (1), 14 C.F.R. 91. 409(a) (1) & (2) and 14 C.F.R. 91.417(a) & (b) **§91.405 Maintenance required.** Each owner or operator of an aircraft

– (a) 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; ***** **§91.407 Operation after maintenance, preventive maintenance, rebuilding, or alteration.**  (a) No person may

operate any

aircraft that has undergone maintenance, rebuilding, or alteration unless

– (1) It has been approved for return to service b y a person authorized under §43.7 of this chapter; ***** **§91.409 Inspections.** (a) Except as provided in para graph (c) of this section, no person may operate an aircraft unless, within the preceding 12 calendar months, it has had __ (1) An annual inspection in accordance with part 43 of this chapter and has been approved for return to service b y a person authoriz ed by §43.7 of this chapter; or (2) An inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter. ***** **§91.417 (a) & (b)** ***** ADPI S believes that an exemption from these three maintenance requirements is appropriate because the FAA has not developed maintenance standards that would allow an operator to meet the part 91 maintenance requirements. In particular, there are noindividuals authorized by the FAA to approve a sUAS for return to service under

§91.4 07(a) or to conduct the initial airworthiness and annual return to service inspections required b y §91.409(a). ADPI S will maintain the aircraft as instructed in the owner’s manual and ASTM F2909, where applicable, and will not operate the aircraft until it has reasonabl y determined that an y needed repairs have been made. However, because of the technical impossibility

of meeting the requirements of §§91.405(a), 407(a), 409(a) and 417(a) & (b), we believe an exemption from these provisions is appropriate.
Please do not hesitate to contact me at the phone number or via the e

- mail address provided above should you have an y questions or concerns.

Respectfully

submitted,

Derek Porter CEO, American Dream Propert y Inspection Service
**Appendix A** Summary for Federal Register Publication
Pursuant to 14 C.F.R. Part 11, the following summary is provided for publication in the Federal Register ; should the FAA deter mine that the publication is needed.

Petitioner: Derek Porter DBA. American Dream Prope rty Inspection Service ( ADPI S )

Sections of 14 C.F.R. Affected: 333 Aircraft Exemption Status 14 C.F.R. §61.113(a) and (b) 14 C.F.R. §91.119(c) 14 C.F.R. §91.121 14 C.F.R. §91.151 14 C.F.R. §91.405(a) 14 C.F.R. §91.407(a) 14 C.F.R. §91.409(a) 14 C.F.R. §91.417(a) & (b)
Description of Relief Sought:
Petitioner seeks relief from the requirements of 333 Aircraft Exemption Status, 14 C.F.R., 61.113(a)&(b)), 91.119(c), 91.121, 91.151, 91.405(a), 91.407(a), 91.409(a), and 91.417(a)&(b) to condu ct sUAS operations over ADPI S Client’s owned or controlled land, solely

during daylight hours, to assist in the safe evaluation and anal ys is of infrastructure and operations. In general, sUAS operations are intended to be conducted in areas remote from both congested areas and airports. The nature of operationsanticipated b y ADPIS requires that the sUAS be flown at relativel y low altitudes. ADPI S

expects that in most instances, the sUAS will be flown less than 75 feet from the highest structure along the p ath of the sUAS and in no instances will be flown higher than 400 feet above the ground. Accordingl y, the risk of interference with other aircraft is minimal.

**Appendix B**

**Specific	type(s),	make,	and	model**



## #1

**- -**  **-	DJI Phantom	3	Professional** 

**See	Attached	Flight	Manuals DJI	Phantom**  **3	Professional User	Manual** 

**Appendix C**
Please see the attached Confidential & Proprietary: American Dream Property Inspection Service Flight Operation & Procedures Manual (FOPM)