July 26 , 2015

Collin Hart 59 West St. Methuen Ma, 01844 Cell 978

- 886

-4476 Email: collinjhart@gmail.com

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

Exemption Request Section 333 of the FAA Reform Act of 2012 Attachments: 1.) Phantom 3 Professional User Manual v1.2 2.) Phantom 3 Professional Quick start Guide 3.) Phantom 3 professional Release Notes 4.) Phantom 3 Professional guidelines and Disclaimer

References: 1) FAA Exemption No. 11138, Regulatory Docket No. FAA20140481 in the matter of the petition of DOUGLAS TRUDEAU 2) FAA Exemption No. 11136, Regulatory Docket No. FAA

– 2014

–0508 in the matter of the petition of ADVANCED AVIATION SOLUTIONS LLC 3) FAA Exemption No. 11080 Regulatory Docket No. FAA20140355 in the matter of the petition of FLYING CAM INC

Dear FAA, In accordance with the FAA’s **Guidelines for Submitting a Petition for Exemption under section 333 of the FAA Modernization and Reform Act**  **of 2012** , I, Collin Hart, request exemption from the following sections of Title 14, Code of Federal Regulations §§

**61.113(a). 61.113(b). 91.119(c). 91.121. 91.151(a). 91.405(a). 91.407(a)(1). 91.409**  **(a)(1). 91.409(a)(2). 91.417(a) & (b).**

In order to operate small unmanned aircraft systems (UAS) commercially in airspace regulated by the Federal Aviation Administration (FAA) for the purposes of aerial photography, structural inspections of bridges, pipelines, well and cell towers, real estate marketing and surveys and other flight operations that could be performed safely and more cost effectively with the use of small UAS at low altitude within the U.S. national airspace system as compared to a manned aircraft. Operations will be performed only at the request of and with theauthorization and permission of clients or their authorized agents in order to

facilitate commerce and raise awareness of the beneficial uses of small unmanned air systems. So long as such operations are conducted within and under the conditions outlined herein or as may be established by the FAA as required by Section 333. The conditions identified and proposed by, Collin Hart, are drawn from references 13.

**The FARs**

**61.113(a) & (b)** . I, Collin Hart, request relief in order to facilitate the utilization of pilots, who hold a PRIVATE PILOT (or greater) certificate. Any pilots operating under this exemption would be required to comply with any conditions as set forth and in a similar fashion to the previously granted exemptions. A Visual Observer will be used at all times while under this requested exemption.

**91.119(c)** As discussed in Exemption 11138 (DOUGLAS TRUDEAU), operations conducted closer than 500 feet to the ground may require that the UA be operated closer than 500 feet to essential persons, or ob jects that would not be possible without additional relief. The petitioner requests modification, waiver or exemption and clarification concerning the terms “congested areas” and “densely populated”. I, Collin Hart, request waiver for this condition to all ow reasonable and responsible operations with safety as my main concern in areas of subdivisions and neighborhoods if required.

**91.121** As discussed in Exemption 11138 (DOUGLAS TRUDEAU) is inapplicable since the UAS does not have an altimeter and instead utilizes electronic GPS with a barometric sensor for altitude information.

**91.151(a)** As discussed in Exemption 11136 (ADVANCED AVIATION SOLUTIONS LLC) prior relief has been granted for manned aircraft to operate at less than the prescribed minimums, including Exemption Nos. 2689, 5745, and 10650. In addition, similar UAS specific relief has been granted in Exemption Nos. 8811, 10808, and 10673 for daytime, VFR conditions. The UAS provides battery power remaining in percent to the PIC. The UA batteries provide approximately 25 minutes of powered flight. Information provided in the operating documents discusses procedures regarding remaining battery power management. Those documents contain a condition in which the PIC will initiate a landing procedure when battery remaining reaches a specified level. Given the limitations on proposed operations and the location of those proposed operations, The FAA found that a reduced minimum power reserve for flight in daytime VFR conditions was reasonable.

**91.405(a). 91.407(a)(1). 91.409 (a)(1) & (2). 91.417(a) & (b)** Asdiscussed in Exemption 11138 (DOUGLAS TRUDEAU), I, Collin Hart, propose to

inspect and ensure that the UAS is in a condition for safe flight in accorda nce with the operating documents. The FAA found that adherence to the petitioner’s operating documents and the conditions and limitations specified, describing the requirements for maintenance, inspection, and recordkeeping, were sufficient to ensure that safety would not be adversely affected.

**The UAS**

The DJI Phantom 3 Professional is a highly successful consumer grade small rotorcraft in the quadcopter configuration with an advertised weight of less than 44 ounces (1242g) designed primarily to carry aloft a high definition camera. It has an advertised maximum speed of less than 30 knots (15m/s) and a maximum climb rate of less than 1200 feet per minute (6 m/s). It is powered by four electric motors with a distance between motors of less than 14 inches (3 50mm) It utilizes an internal inertial measuring unit (IMU) with integrated barometric sensor augmented with global positioning system (GPS) to maintain its geospatial orientation and position. It is controlled primarily through an FCC certified radio cont rol (RC) unit. Real time video and telemetry information is transmitted back to a ground control station allowing the operator and/or PIC to monitor battery level, GPS signal strength, altitude (AGL), distance from PIC, camera imagery, and control camera a ngle. It has fail safe modes of operation for either loss of RC or GPS signal. Altitude can be limited by the onboard flight controller and maximum altitude can be preprogrammed by the PIC. Battery life limits flight times to approximately 25 minutes. The onboard flight controller will warn the pilot via telemetry and external lighting cues before reaching a low battery state. An automatic termination of flight and landing will be initiated when the battery rea ches a predetermined low state. It is anticipated that flights will usually last less than 10 minutes. More information is available in attachment 1.

**Risk mitigation**

I, Collin Hart, have reviewed FAA exemptions reference’s 13 **Conditions and Limitations**  s ection and believe that the procedures specified therein are reasonable and will be utilized in order to manage and mitigate risk and ensure public safety.

A preflight checklist will be developed and employed to ensure that the UAS’s airworthiness will be verified before launch. Airworthiness will be maintained by performance of routine inspections before each flight, maintaining flight and maintenance logs to record time on failure prone components.

I, Collin Hart, request that in a manner similar to ref erence 3, be allowedto operate within 5 miles of an airport provided that.

**“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 towere d 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.”** 

Operations within 5 miles of an airport are not anticipated to be routine but I am requesting a mechanism to facilitate such activities without requesting a new and separate exemption(s) should the need arise. Operations within class B airspace are not requested due to the lack of mode C transponder.

**Public interest**

Use of the UAS in lieu of a manned aircraft would enhance safety and reduce the environmental impact as compared to similar operations conducted with manned aircraft of greater proportions, carrying a crew and flammable fuel.

In regards to performing inspections of bridges, towers, and natural gas pipelines the UAS will minimize the risk to persons atte mpting to climb these structures and photograph problem areas. It will provide a way for companies to have their engineers review photographs and provide additional safety to the general public in regards to towers failing or natural gas pipelines having

structural issues. Many of the natural gas pipelines in our area travel in areas that are hard to reach by vehicle or foot and if an area is suspected of having problems the UAS can reach it to make an assessment easier and safer.

I, Collin Hart, will also make the UAS and myself available to local volunteer organizations (for no charge) such as fire departments, local law enforcement, etc., to perform search and rescue operations, or other similar events as directed by authorities.

In addition the use of the UAS in order to facilitate commerce could lead to economic growth. Operations for this petition will enable service for property owners or their designees seeking an enhanced perspective for characteristics, amenities, and benefits of their desired photographic subjects that cannot be displayed through ground level photography. Aerial photography is a valuable marketing tool that can lead to increased commerce and enhance my personal photography. A visual observer will be utilized at all times that t he UAS is performing duties for compensation and the PIC will hold a Private Pilots license.Flight data including UAS flight time, Control Unit operation time, incident, and

details will be recorded for each flight and made available to the FAA at any tim e needed.

Any deviations from normal operations will also be recorded and made available to FAA.

**Conclusion**

I, Collin Hart am requesting this exemption for the purposes of aerial photography of real estate, bridge inspections, land surveying, pipeline i nspections, tower inspections, and other flight operations. The reason for such a general and broad based request is that I, Collin Hart, wish to utilize a business strategy in order to capitalize on opportunities as they may arise in the future without th e long turnaround time associated with additional exemptions.

My business model is based on the idea of offering small UAS services to individuals or companies who wish to employ these services as a safe, effective, and legal option to enhance their busin ess or prevent structural disasters that may influence the general public or individuals.

My own research shows an upward demand for these services that currently exists in the real estate market, aerial photography and other markets are just beginning to realize the need for such services.