Appendix A

EXEMPTION REQUESTS AND EQUIVALENT LEVEL OF SAFETY

I, David J. Bean

, requests an exemption from the following regulations as well as any

additional regulations that may technically apply to the operation of UAS contained in

this request :

14 CFR Part 21, Subpart H and 14 CFR Part 91 : Airworthiness Certificates

, Manuals and Documents

. These part s establishes the procedures for the issuance of an airworthiness certificate.

While the FAA continues to work to develop airworthiness standards for UAS, I request

an exemption for the UAS operated by the applicant under following provisions:

The size, weight, and enclosed operational area of my UAS’s permits exe mption from

Part 21 because it meets an equivalent level of safety pursuant to Section 333 of the

Reform Act. The FAA is authorized to exempt aircraft from the airworthiness certificate

requirement under both the Act (49 U.S.C. § 44701 (f)) and Section 333 of the Reform

Act. Both pieces of legislati on permit the FAA to exempt UAS s from the airworthiness

certifica te requirement in consideration of the weight, size, speed, maneuverability

, and

proximity to areas such as airports and dense populations. My UAS s meets or exceeds

each of the elements.

14 CFR 91.203(a) & (b) Civil aircraft: Certifications R equired. 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 "dis played at the cabin or

cockpit entrance so that it is legible to passengers or crew." A UAS 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 mee t the intent of 91.203, I 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. ln

order to identify the aircraft, I propose the use of the UAS' unique manufacturers serial

number, and a contact telephone number be mounted on the UAS on a placard of

reasonable size in relation to the UAS. ln the event that a unique manufacturers serial

number is not available, the prev iously mentioned placard will be affixed to the UAS

consisting of the model name and number of the UAS, as well as a contact telephone

number.

14 CFR § 91.7(a) prohibits the operation of an aircraft without an airworthiness

certificate. As no such certificate will be applicable in the form contemplated by the

FARs, this Regulation is inapplicable.14 CFR § 91.9 (b) (2) requires an aircraft flight manual in the aircraft. As there are no

on board pilots or passengers, and given the size of the UAS' s, this Regulation is

inapplicable. An equivalent level of safety will be achieved by maintaining a flight

manual or equivalent (Reference Appendix B) be available to the crew at the ground

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

14 CFR § 45.23 & 45.29 Display of Marks: General & Size of M arks.

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

registration number in letters at least 3 inches hi gh. The placard outlined in the

previous paragraph will provide sufficient identifiably should someone discover the

aircraft on the ground.

14 CFR § 91.103 Preflight Action

. Prior to every flight, the PIC will inspect the aircraft and ground station to ensure that

they are in an airworthy condition. Any general maintenance procedures or

replacement of consumable items outlined by the UAS manufacturer (Reference

Appendix B ) , if applicable, will be complied with by the PlC and documented in the

aircraft records. I n no circumstance will a UAS be operated in a condition that is

deemed, or suspected to be, unsafe. I f such a determination is reached, and the

problem cannot be remedied to the satisfaction of the PlC, the UAS will not be operated

until consulting with the manufacturer or one of its authorized de alers to complete

necessary repairs. I feel that due to the size, construction, and simplicity of the aircraft,

the PIC can ensure an equivalent level of safety.

14 CFR § 91.109 Flight Instruction: S imulated Instrument Flight and Certain F light

T ests

. The regulation provides that "No person may operate a civil aircraft that is being used

for flight instruction unless that aircraft has fully functioning dual controls." The controls

for a UAS do not currently have a set of fully functioning dual controls

. I f a UAS pilot is

being trained, the pilot performing the training would be directly supervising and could

take over the controls from the pilot in training if the need arose. This would be similar

to the technique of a "throw

- over type" control wheel in some fixed wing aircraft. I feel

that thi s technique meets the intent of 91 .109 and provides an equivalent level of safety.

14 CFR § 91.119 Minimum Safe A ltitudes: General.

The regulation provides that over sparsely populated areas the aircraft canno t be

operated closer than 500 feet to any person, vessel, vehicle, or structure. Since the

typical mission of this UAS would be photography or survey of persons, vessels,

vehicles or structures it would be necessary to operate closer than 500 feet to the items

listed. Operations will only be flown over property or persons where permission has

been obtained, and careful pre

- planning has been performed. Further, these UAS

aircraft oper ate at a very slow airspeed, a low mass, and do not need as much space t o

operate safely, as outlined in 91.119. I believe the slower speed, smaller mass and

careful pre

- planning would provide an equivalent level of safety.14 CFR § 91.1 21 Altimeter S ettings.

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

altimeter setting available within 100 nautical miles of the aircraft. The UAS will

normally be flying close to the ground, an d in line of sight of the PIC and an observer

. This line of sight operation will provide separation from other aircraft, obstructions and

terrain, and would override the use of an altimeter for such a purpose. I feel that this will

provide an equivalent level of safety.

14 CFR § 91.151 Fuel Requirements for Flight in VFR C onditions.

The regulation prov ides 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 it to provide

a reasonable reserve of energy to plan for a safe landing should there be a delay in

landing. The close proximity to the ground station, the ability for both rotorcraft and

small fixed wing aircraft to land in a very small space

, and the built in energy le vel

monitoring of the UAS we feel provide an equivalent level of safety if the flight is

pl anned to be completed with 20% battery energy remaining. I request an exemption to

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

14 CFR Subpart E § 91.401

- 91.4171 Maintenance, Preventive Maintenance, and

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. The applicant seeks

full exemption from these regulations due to the fact that these sections a pply to an

aircraft with an airworthiness certificate for which the applicant is already seeking an

exemption.

An equal level of safety will be achieved by using the inspection and maintenance

requirements ill ustrated in the operator manual (Reference A ppendix B ) which provide

step by step instructions on Regular Maintenance, Preventive Maintenance, and

Corrective Maintenance. The PIC will be responsible for conducting maintenance in

accordance with the procedures. Any maintenance not covered by these procedures

will be performed by the manufacture or a repair facility authorized by the manufacture.

14 CFR § 61.113 (a) & (b) : Private P ilot Privileges and Limitations PIC.

Pursu ant to 14 CFR § 61.113 (a) & (b), private pilots are limited to non

- commercial operations.

We can achieve an equivalent level of safety as achieved by curre nt Regulations because our

UAS do es not carry any pilots or passengers. Further, while helpful, a pilot license will not

ensur e remote control piloting skills. The risks attended to the operation of the applicant’s UAS

is far less than the risk levels inherent in the commercial activities outlined in 14 CFR § 61, et

seq

. Thus, allowing the applicant to oper ate UAS, meeting and exceeding current safety levels

in relation to 14 CFR § 61.113 (a) & (b) by having the unlicensed UAS pilot directly observed by

an individual who holds a FAA Commercial Pilot Certificate, and familiar with all facets of UAS

operations.In summary, I, David J. Bean

, seeks an exemption from the following Regulations:

Pursuant with Section 333 of the FAA Modernizat ion and R eform Act of 2012, I request

exemption from the following Federal Aviation Regulations that are found under Title 14

of the Code of Federal Regulations in order to commercially operate small unmanned

aircraft vehicles:

14 CFR § 21, Subpart H

14 C FR § 45.23 (b)

14 CFR § 45.29

14 CFR § 61.113 (a) & (b)

14 CFR § 91.7 (a)

14 CFR § 91.9 (b) (2)

14 CFR § 91.103

14 CFR § 91.109

14 CFR § 91.119

14 CFR § 91.121

14 CFR § 91.151(a)

14 CFR § 91.203 (a) and (b)

14 CFR § 91.405 (a)

14 CFR § 91.407 (a) (1)

14 CFR § 91.409 (a) (2)

14 CFR § 91.417 ( a) & (b)