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September 29, 2015

U.S. Dept. of Transportation, Docket Operations

West Building Ground Floor, Room Wl2-140

1200 New Jersey Avenue, SE.

Washington, DC 20590

 ABOVE AERIAL IMAGING 

 5420 NE 34th Ave 

 Portland OR 97211

 (503) 961-3299

 writeRobRogers@gmail.com

Re: Exemption Request under Section 333 of the FAA Reform Act and Part 11 of the Federal 

Aviation Regulations

Dear Sir or Madam:

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the "Reform Act") 

and 14 C.F.R. Part 11, ABOVE AERIAL IMAGING seeks an exemption from Federal Aviation 

Regulations ("FARs") detailed below for the following described Unmanned Aerial System called 

in this application the “ABOVE Solution”, which includes an Unmanned Aircraft (UA) and ground 

station-based equipment and crew:

THE UNMANNED AIRCRAFT (UA):

A lightweight (2.8lb gross weight with all on-board equipment), battery operated 4-motor 

rotorcraft in the form of a quadcopter that takes off and lands vertically, manufactured by DJI, 

Phantom 3 Professional that includes all the following equipment in flight:

 !On-board flight computer with GPS navigation and location ability that receives 

signals for flight controls from a ground-based transmitter/controller.

 !On-board camera & gimbal capable of capturing imagery in the form of full color, 

high definition still photos and video.

 !On-board telemetry system that delivers flight data from the on-board flight 

computer to the on-board radio transmitter including altitude AGL, horizontal and 

vertical speed, compass direction of flight and direction back to its launch site.

 !2.4GHz on-board radio transmitter that transmits live video from the on-board 

camera plus all the flight data from the telemetry system described above.

THE GROUD STATION BASED PART OF THE SYSTEM:

 ! A Pilot in Command (PIC) in operational control of a flight operation from 

 beginning to end and who controls the UA while in the air;

 !A 2.4GHz radio transmitter/controller operated by the PIC to control the UA while 

 in flight.

 !A radio receiver receiving live video and flight data from the on-board camera and 

 computer projects it all together onto a screen for the PIC to view during flight; 

 !A Visual Observer (VO) is a person who provides a second pair of eyes to visually 

 track the UA while in flight.
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The requested exemption would support an application for a commercial Certificate of 

Authorization to use the above described ABOVE Solution to support aerial photography and 

video primarily of real estate property.

The UA, powered by batteries, is smaller, lighter and more maneuverable than larger aircraft 

running on combustible fuel, it operates at lower altitudes (400’ or below) with no people on 

board and will thereby reduce current risk levels and thereby enhance safety and diminish the 

likelihood of death or serious bodily injury. With a very small payload and maximum flight time of 

only 21 minutes, this is offers little or no risk to national security.

Low-level oblique photos and video from several angles are far more effective than groundbased imagery for displaying the characteristics of large, complex properties with several 

buildings and large trees. The alternative could be to charter a full-sized helicopter for this 

purpose, which has proven more costly than many potential clients are able to afford. The 

benefits of reduced cost and improved quality of presentation from the UA will be valuable to 

and benefit many buyers and sellers of real estate property.

The ABOVE Solution will be operated in the field with both a PIC and a VO in accordance with 

FAA Policy N 8900.227 Section 14 "Operational Requirements for UAS" and with the following 

Restrictions:

(a) No flight will be made with a UA Gross weight exceeding 2.8 pounds; 

(b) All operations must occur in FAA Class G airspace at no more than 400 ft AGL, at an 

 airspeed of no more than 50 knots and no further than 3/4 NM from the PIC.

(c) All operations must utilize a visual observer (VO). The VO and PIC must be able to 

 communicate by voice at all times during a flight operation.

(d) Operations will be restricted to flights over property with the permission of the property 

 owner.

(e) The PIC must have accumulated and logged, a minimum of 100 flight cycles and 25 

 hours of total time as a UA rotorcraft pilot and at least ten hours logged as a UA pilot 

 with a similar type UA.

(f) All required permits will be obtained from state and local government prior to operation.

(g) The ABOVE Solution will not be operated over densely populated areas.

(h) The ABOVE Solution will not be operated at air shows.

(i) The ABOVE Solution will not be operated over any open-air assembly of people.

(j) The ABOVE Solution will not be operated over heavily trafficked roads.

(k) The ABOVE Solution will not be operated within 5 NM of an airport or heliport.

(l) Operations will be restricted to day only and weather conditions equivalent to VFR.

(m) The PIC will brief the V0 and property owner about the operation and risk before the

 first flight at each new location; 

(n) No flight may be made without a Pre-Flight Inspection by the PIC before each operation 

to ascertain that the UA is in a condition safe for flight (see Appendix A).
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The PIC and VO will meet the requirements outlined in FAA Policy N 8900.227 Section 16 

personnel Qualifications. Additionally, the PIC and VO will perform maintenance on the system 

and will complete a course of maintenance instruction as part of their initial training.

We submit that the combination of the UA's light weight, flight performance and ability, fully 

qualified flight crew and strict operation under the guidelines established in 8900.227, and under 

all of the Restrictions (a) through (n) listed above, the FAA can have full confidence that the 

operation will have an equivalent or greater level of safety than manned aircraft performing the 

same mission.

The name and contact information of the applicant:

ABOVE AERIAL IMAGING

Attn: Robert Rogers 

(503) 961-3299

writeRobRogers@gmail.com

The regulations from which the exemption is requested are listed below. Beside each regulation 

number is the page of the attached Addendum upon which each may be found together with our 

proposed equivalent level of safety for each regulation:

" 14 CFR Part 21.. ...................................................................................Addendum Page 4

" 14 CFR 91.203 ......................................................................................Addendum Page 4

" 14 CFR 45.23, 45.29..............................................................................Addendum Page 5

" 14 CFR 91.9...........................................................................................Addendum Page 5

" 14 CFR 61.113, 61.133 .........................................................................Addendum Page 5

" 14 CFR 91.109, 91.119, 91.12l..............................................................Addendum Page 6

" 14 CFR 91.151.. ....................................................................................Addendum Page 6

" 14 CFR Subpart E (91.401 - 91.417) ................................................... Addendum Page 6

" FAA Policy 8900.227 Paragraph 16(c)(4) and Paragraph 16(e)(l).... Addendum Page 7

Please feel free to contact us at any time if you require additional information or clarification.

We are agreeable to modify or amend any part oft his request to satisfy the need for an 

equivalent level of safety. 

Thank you for your assistance in this matter,

Robert Rogers

Principal -Photographer 

ABOVE AERIAL IMAGING
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Addendum containing Exemption Requests and Equivalent Level of Safety

Appendix A - Flight Manual 

Appendix B - Owner's Manual for UA

ADDENDUM EXEMPTION REQUESTS AND EQUIVALENT LEVEL OF SAFETY

ABOVE AERIAL IMAGING, requests an exemption from the following regulations as well as any 

additional regulations that may technically apply to the operation of our ABOVE Solution:

14 CFR Part 21, Subpart H: Airworthiness Certificates

This part establishes the procedures for the issuance of an airworthiness certificate. While the 

FAA continues to work to develop airworthiness standards for Unmanned Aerial Systems, we 

request an experimental certificate be issued for the ABOVE Solution under either or both of the 

following provisions: 21.191 Experimental certificates.

Experimental certificates are issued for the following purposes: (a) Research and 

development. Testing new aircraft design concepts, new aircraft equipment, new aircraft 

installations, new aircraft operating techniques, or new uses for aircraft. (b) Showing 

compliance with regulations. Conducting flight tests and other operations to show compliance 

with the airworthiness regulations including flights to show compliance for issuance of type and 

supplemental type certificates, flights to substantiate major design changes, and flights to show 

compliance with the function and reliability requirements o f the regulations.

Since the experimental certificate can be used for commercial purposes such as market 

surveys, sales demonstrations, and customer crew training, we would expect that an 

experimental certificate would permit our commercial purpose as well.

The aircraft will not carry persons or property, will not carry fuel, and will only fly under strict 

operational requirements. Combined with the UA's light weight, being constructed primarily of 

carbon fiber and plastic, we propose that the UA will be at least as safe, if not safer, than a 

conventionally certificated aircraft performing the same mission.

If an experimental airworthiness certificate is not appropriate for this application, then we 

request an exemption of 14 CFR Part 21, Subpart H, and the requirement for an airworthiness 

certificate in general, citing the equivalent level of safety outlined in the previous paragraph.

14 CFR 91.203(a) & (b) Civil aircraft: Certifications required.

The regulation provides that an airworthiness certificate, with the registration number assigned 

to the aircraft and a registration certificate must be aboard the aircraft. Additionally, 

subparagraph (b) provides that the airworthiness certificate be "displayed at the cabin or cockpit 

entrance so that it is legible to passengers or crew."

At a maximum gross weight of 2.8pounds, the UA is too small to carry documentation, does not 

have an entrance, and is not capable of carrying passengers or crew. To obtain an equivalent 

level of safety and meet the intent of 91.203, we propose that documents deemed appropriate 

for this aircraft by the FAA will be co-located with the crew at the ground control station and 

available for inspection upon request. In order to identify the aircraft, we propose that the 

information found on airworthiness and registration certificates be permanently affixed to the 

aircraft via placard containing the following information plus the word "EXPERIMENTAL" to 

satisfy the requirement of 14 CFR 45.23, which follows immediately after the proposed placard 

description below:
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Manufacturer: DJI Innovations, Inc. 

Address: 14th Floor, West Wing, Skyworth Semiconductor Design Building, 

No.l8 Gaoxin South 4th Ave, Nanshan District, Shenzhen, China, 518057. 

Purchased locally from Drones Plus - 11633 SW Beaverton-Hillsdale Hwy Beaverton, OR 97005

If found please contact: Rob Rogers (503) 961-3299

14 CFR 45.23 Display of marks; general and 45.29 Size of marks.

These regulations provide that each aircraft must display "N" and the aircraft's registration 

number in letters at least 3 inches high. Additionally, the aircraft must display the word 

"EXPERIMENTAL" in letters at least 2 inches high near the entrance to the cabin, cockpit, or 

pilot station. The UA does not have an entrance in which the word "EXPERIMENTAL" can be 

placed, and may not have a registration number assigned to it by the FAA.

We propose to achieve an equivalent level of safety by including the word "EXPERIMENTAL" in 

the placard on the top of the aircraft, as shown above, where the PIC, VO and others in the 

vicinity of the aircraft while it is preparing for launch will be able to see the designation. 

Additionally, we feel that the permanent placard discussed in the previous paragraph will 

provide the aircraft's registration information at the ground station. Finally, we will display at the 

ground station a high contrast flag or banner that contains the words "Unmanned Aircraft 

Ground Station" in letters 3 inches high or greater. Since the aircraft will operate within 3/4 NM 

ofthe ground station, the banner should be visible to anyone that observes the aircraft and 

chooses to investigate its point of origin.

14 CFR 91.9 Civil aircraft flight manual, marking, and placard requirements.

This regulation provides that no person may operate an aircraft unless a current, approved flight 

manual is in the aircraft. We assume that the intent of this requirement is to ensure that flight 

manual information is available to the aircrew while operating the aircraft. We request an 

exemption to this requirement since the aircraft is not only too small to carry documentation, the 

documentation would not be available to the crew during flight operations.

To obtain an equivalent level of safety and meet the intent of 91.9, we propose that a current, 

approved UA Flight Manual (Appendix A) must be available to the crew at the ground station 

anytime the aircraft is in, or preparing for, flight.

14 CFR 61.113 Private pilot privileges and limitations: Pilot in Command and 61.133 

Commercial pilot privileges and limitations. The regulation provides that no person that 

holds a private pilot certificate may act as pilot in command of an aircraft for compensation or 

hire. Subparagraph (b) allows a private pilot to 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 employment; and (2) The aircraft does not carry passengers or property for compensation or 

hire.

Our proposed operations require that the PIC must either :

1. Hold a Commercial Pilot Certificate issued by the FAA, and have logged 25 hours of flight 

experience in this type of UA, or 

2. Meet the requirements of8900.227 para 16(c)(2)(c) "Operations without a pilot certificate" in 

which the PIC is required to complete "FAA private pilot ground instruction" and pass "the FAA 

Private Pilot written examination." Since there are currently no means available for the pilot of a 

UAS to gain the experience in an equivalent category and class in order to apply for a 

commercial pilot's license, we propose to generate an equivalent level of safety by requiring our 
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pilots to complete, at a minimum, FAA commercial pilot ground instruction and pass the FAA 

Commercial Pilot written examination in addition to completing the private pilot requirements. 

Since the aircraft cannot carry passengers or property, we feel we meet the intent of 61.113 

Subparagraph (b) even though the intent of this application is to conduct a business.

14 CFR 91.109 Flight Instruction; Simulated instrument flight and certain flight tests

The regulation states that "No person may operate a civil aircraft that is being used for flight 

instruction unless that aircraft has fully functioning dual controls." The ABOVE Solution groundbased control station consists of a small hand-held radio transmitter and while it does not offer a 

second set of "controls", both the student and instructor can, and will, operate the single set of 

controls simultaneously. With both student and instructor having "hands-on" the controls during 

flight, we feel that this technique meets the intent 91.109 and provides an equivalent level of 

safety.

14 CFR 91.119 Minimum safe altitudes: General.

The regulation states that over sparsely populated areas the aircraft cannot be operated closer 

than 500 feet to any person, vessel, vehicle, or structure. Since the aircraft will be operating at a 

maximum of 400 feet AGL, we cannot comply with this requirement. 

In order to provide an equivalent level of safety we will only fly over private property with a size 

of at least two acres with the permission of the owner of the property flown over. The aircraft will 

not be operated over congested areas or over any open air assembly of persons. The property 

owner will be briefed on the expected route of flight and the associated risks to persons and 

property on the ground. The aircraft will be operated at a low altitude allowing, if a power unit 

fails, an emergency landing without undue hazard to persons or property on the surface. 

Therefore we maintain that due to the small size of the UA, the hazard to persons, vehicles and 

structures is minimal compared to manned aircraft, which should be considered in granting the 

exemption.

14 CFR 91.121 Altimeter settings.

The regulation requires that aircraft shall maintain cruising altitudes by reference to an altimeter 

setting available within 100 NM of the aircraft. The UA will always fly below 400 feet AGL and 

will not need to maintain cruising altitudes in order to prevent conflict with other aircraft. An 

Above Ground Level altimeter measurement above the takeoff point is transmitted via radio 

from the UA on-board computer to the display screen held by the PIC, providing a constantly 

updated AGL readout.

14 CFR 91.151 Fuel requirements for flight in VFR conditions.

The regulation provides that no person may begin a flight in an airplane under day-VFR 

conditions unless there is enough fuel to fly to the first point of intended landing and to fly after 

that for at least 30 minutes. We feel the intention of this paragraph is to provide an energy 

reserve as a safety buffer for delays to landing. The UA is battery operated and the maximum 

duration of flight from a single battery charge is 18 minutes with a 20% reserve. Since the 

aircraft will never fly more than% NM from the point of intended landing, a full battery charge at 

launch will ensure that we meet the reserve energy requirement of this paragraph. We request 

an exemption to the word "fuel" and ask for an equivalent interpretation with the word "energy".

14 CFR Subpart E (91.401- 91.417)- Maintenance, Preventive Maintenance, Alterations

The regulation provides that the operator is primarily responsible for maintaining the aircraft in 

an airworthy condition, including compliance with part 39 and 43. Paragraphs 91.407 and 

91.409 require that the aircraft be "approved for return to service by a person authorized under 

43.7" after maintenance and inspection. 
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It is our intention that the PIC perform maintenance and inspection of the aircraft and "be 

authorized to approve the aircraft for return to service." As provided in the Pre-Flight Checklist in 

Appendix A, the PIC will ensure that the aircraft is in an airworthy condition prior to every flight 

and in addition conduct detailed inspections after every two hours of flight. Maintenance 

performed by the PIC is limited to repairing small cracks, replacing a propeller, checking 

electrical connections and updating software and firmware for the on-board computer. All other 

maintenance will be performed by the manufacturer or their designated repair facility. The PIC 

will document work performed in accordance with 91.417. We feel that due to the size, 

construction, and simplicity of the aircraft, the PIC can ensure an equivalent level of safety.

8900.227 Paragraph 16(c)(4) PIC Medical. and Paragraph 16(e)(l) Observer Medical.

This policy provides that both the PIC and VO must have a valid FAA second-class medical 

certificate issued under part 67 in order to perform as a pilot or observer. The UA maximum 

gross weight is 6.5 pounds, it is constructed of carbon fiber and plastic and the PIC is not on 

board. Both the PIC and the VO are required to be in VLOS. Given the unlikely event that both 

the PIC and VO become medically incapacitated while the aircraft is in flight, the UA will return 

autonomously to the site of launching and land without crew intervention.

Therefore, requiring the PIC and VO to meet the same medical requirements as a commercial 

pilot carrying passengers in a large aircraft is an unnecessary burden. We propose that the 

minimum medical requirements for the PIC and VO be vision corrected to 20/20 and a valid, 

state issued driver's license. The 20/20 vision requirement will ensure that the PIC and VO can 

see and avoid air traffic; a licensed driver is medically qualified to operate a much larger vehicle.
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APPENDIX A - FLIGHT MANUAL

FLIGHT RESTRICTIONS

(a) No flight will be made with a VA Gross weight exceeding 55pounds.

(b) All operations must occur in FAA Class G airspace at no more than 400' AGL, at an 

airspeed of no more than 50 knots and no further than 3/4 NM from the PIC.

(c) All operations must utilize a visual observer (VO). The VO and PIC must be able to 

communicate verbally at all times during a flight operation.

(d) Operations will be restricted to flights over property with the permission of the property 

owner.

(e) The PIC must have accumulated and logged, in a manner consistent with 14 CFR § 

61.51 (b), a minimum of 100 flight cycles and 25 hours of total time as a UA rotorcraft pilot 

and at least ten hours logged as a V A pilot with a similar V A type.

(f) All required permits will be obtained from state and local government prior to operation.

(g) The ABOVE Solution will not be operated over densely populated areas.

(h) The ME System will not be operated at air shows.

(i) The ABOVE Solution will not be operated over any open-air assembly of people.

(j) The ABOVE Solution will not be operated over heavily trafficked roads.

(k) The ABOVE Solution will not be operated within 5 NM of an airport or heliport.

(l) Operations will be restricted to day only and weather conditions equivalent to VFR.

(m) The PIC will brief the VO and property owner about the operation and risk before the 

first flight at each new location.

(n) No flight may be made without a successful Pre-Flight Inspection by the PIC before 

each operation to ascertain that the V A is in a condition safe for flight.

PREFLIGHT CHECKLIST

 1.Remote controller, aircraft battery, and mobile device are fully charged.

2.Propellers are mounted correctly and firmly. 

3.Micro-SD card has been inserted if necessary. 

4.Gimbal is functioning as normal. 

5.Motors can start and are functioning as normal. 

6.DJI Pilot app connected to the aircraft.

TO REGAIN CONTROL AFTER LOST RADIO CONTACT

If radio contact is lost and not restored within 3 seconds, an automatic Return to Home feature 

is activated and will bring the V A V back to the PIC.

Appendix B - Owner's Manual for UA (see link below for PDF)

http://download.djiinnovations.com/downloads/phantom/en/PHANTOM_Quick_Start_Manual_v1.7_en.pdf