15 January 2016 Federal Aviation Administration (FAA) Section 333 Exemption Petition
Charle s H. Jordan Jr. (Charley) 4832 Lylewood Rd Indian Mound, TN 37079 sUAS Make and Model: DJIPhantom 3 Exemption Request Section 333 of the FAA Reform Act of the Federal Aviation Regulations from 14 C.F.R.45.23(b); 14 C.F.R. Part 21; 14 C.F.R. 61.113(a)&(b); 91.7(a); 91.9(b) (2); 91.103(b); 91.109; 119.121; 91.151(a); 91.203(a)&(b); 91.405(a); 91.407(a) (1); 91.409(a) (2); 91.417(a)&(b) I, Charle y J ordan , am writing pursuant to the FAA Modernization and Reform Act of 2012 and the procedures in 14 C.F.R. 11, to request that I, Charley Jordan , may

operate my

small unmanned aircraft s ys tems (UAS) in commercially regulated airspace b y the Federal Aviation Administration (FAA). I, Charley Jordan, have been fl yi ng UAS s for recreational purposes for the l ast 3 years and have a FAA Small Unmanned Airc raft Sy stem (sUAS) registration

. I have experience in fl yi ng both hobby UA S s, and helicopters ty pe aircraft . I ’m also currentl y an active duty U.S. Arm y active duty aviator with over 15 years of rated aviator experience and over 2500 hours in rotary wing aircraft operating in both the National Airspace Sy stem (NAS) and in areas of c ombat. In the l ast 3 years I’ve been fl yi ng UAVs I have flown my aircra ft without incident and pledge my continued commitment to safety on all future flights. I, Charley Jordan, with the exemption and approval from the FAA, will use my DJ I Phantom 3 as an professional aerial filmmaking platform / Safety Inspection for the following applications: for R eal E state/Realto r purposes, Search and Rescue, A gricultural L ivestock/ F ield monitoring, S tructure Inspections, and Film/Video P roductions

. **I. Design, Operations**  **, and**  **Safety**
1. The Phantom 3 that Iwill be using for videography will be safel y conducted to m inimize risk to the NAS, people and property on the ground and in the air. The Phantom 3 is a professional aerial film making platform with an advanced flight controller that makes the UA S stable, safe, and eas y to fl y. The Flight Controller provides stability and safety

by providing a Failsafe s ys tem to prevent an y unnecessary accidents. The Positioning Mode S ys tem on the Phantom 3 gives it the power to hover in position at low altitudes even without GPS by accessing a barometer to maintain altitude. The s UAS is also able to return home if the remote controller signal is lost or if the low battery

warning is triggered. The Phantom 3 is equipped with a mounted 3 axis gimbal camera for video/photo use

. The Phantom 3 has a maximum speed of 1 6 m/s (no wind) and a maximum flight time of 25 minutes using one fully charged 4480 mAh Intelligent Flight Battery

.2. The Phantom 3 also feature Electronic Speed Controllers (ESCs) that handle communication between the Main Controller and motors to ensure that the pilot has complete control of the speed of the s UAS. To enhance the safet y aspects of the s UAS I have programmed the s UAS through the DJ I GO App interface t o give me an automatic low battery warning at 30%, and at 10%, after which it will automatically activate the RTH (Return to Home) feature to avoid any possibility

of an uncontrolled descent due to loss of power

. 3. The s UAS will not only commerciall y benefit me, Charley Jordan , but I feel it will also play a positive role in improving safety and reducing risk to Search and Rescue teams, powerline inspectors, construction contractors, cellphone tower inspectors and livestock handlers. M y light weight s UAS is battery

powered and creates no emissions that can harm the environment. I, Charley Jordan, will also be cognitive of surroundings b y checking for people, power lines, etc. as to not cause an y unnecessary harm. **II. Procedures and Inspections**
1. I, C harley

Jordan , will use a full y charged battery with each flight as a safety precaution. The Phantom 3’s full flight time limit for each battery is approximately

2 5 minute s. I presentl y fl y at a limit of 10

- 15 minutes on the Phantom 3 before I change the battery while alway s preferring to remain well within a safe operating range to insure adequate communication between radio control and UAS. Reserve batteries are alway s on hand with each flight, to insure replacement for sufficient safe level of operatio n. Before turning on the Phantom 3 for calibration and parameter setting, I, Charley Jordan , check/remove all propellers/wings to ensure the safety of my self and others. As part of my Pre

- flight inspection I, Charley Jordan , will follow the checks in accordance with the User Manual, PG 41, (Exhibit A) and check all components while keep ing other people, animals, or obstructions a safe distance away during sy stem calibration and parameter setting. When configuring m y propellers/wings on the Phantom 3, I always check to make sure they are sufficiently tight and secure before flight. I, Charley Jordan, also will check for damaged or worn propellers/wings, batteries, and other parts that should be replaced or repaired. I , Charley

Jordan, check to make sure the f light battery , remote controller, Wi

- Fi range extender, and all other necessary items are full y charged. **III. Specifications** Aircraft Weight (including battery) 1216 g Max Ascent Speed 5 m/s Max Descent Speed 3 m/s Max Speed 16 m/s (ATTI mode, no wind) Max Service Ceiling Above Sea Level 6000 m (Software altitude limit: 120 m above takeoff point) Max Flight Time Approximately 25 minutes Operating Temperature 0°C to 40°C Navigation sy stem Built

- in GPSRemote Controller Operating Frequency 5.725 GHz

– 5.825 GHz, 922.7 MHz

– 927.7 MHz (Japan) Max Transmission Distance FCC: 1000 m; CE: 500 m (outdoors and unobstructed, aircraft's altitude

at 400 feet (120 m)) Operating Temperature 0°C to 40°C Battery 2600 mAh Li Po 18650 Transmitter Power (EIRP) FCC: 19 dBm

CE: 14 dBm Working Voltage 600 mA @ 3.7V Charging Port Micro USB
Camera Sensor 1/2.3” Effective pixels:12 M Lens FOV (Field Of View) 94° 20 mm (35 mm format equivalent) f/2.8 ISO Range 100

- 3200 (video) 100

- 1600 (photo) Electronic Shutter Speed 8s

- 1/8000s Image Max Size 4000 x 3000
Still Photograph y Modes Single Shot Burst Shooting: 3/5/7 frames Auto Exposure Bracketing (AEB): 3/5 Bracketed Frames at 0.7EV Bias Time

- lapse Video Recording Modes 2.7K: 2704 x1520p 24/25/30 (29.97) FHD: 1920x1080p 24/25/30 HD: 1280x720p 24/25/30/48/50/60 Max.Video Bitrate 40 Mbps Supported File Formats Micro SD Card: FAT32/exFAT Photo: JPEG, DNG Video: MP4, MOV (MPEG

- 4 AVC) Supported SD Card Ty

pes Micro SD Card 8 GB included Operating Temperature 0°C to 40°C Intelligent Flight Battery

( PH3

- 4480 mAh

- 15.2 V ) Capacity 4480 mAh Voltage 15.2 V Battery Ty pe LiPo 4S Energy 68 Wh Net Weight 365 g Max Flight Time Approximately 25 minutes Operating Temperature

- 10°C to 40°C Max Charging Power 100 WI, Charley Jordan , will pilot my s UAS through the remote control onl y b y line of sight, and have live video feed for an observer to monitor video recording. I receive a live telemetry feed from my s UAS during all flights which include remaining battery voltage, distance, altitude, and any abnormalities that may

occur during flight.

**IV. Qualifications**
Remote s UAS can be controlled by unmonitored amateur hobbyists with no knowledge of FAA regulations, s afety considerations, and/or controls to help prevent a catastrophe. I, Charley Jordan , have over 15 ye ars of aviation experience in the FAA regulations from flying several different military

rotary aircraft and because of this I can put a mind at ease kno wing I have experience to avoid and prevent a public incident from happening

. I, Charley Jordan , have operated UASs for 3 ye ars and d uring this time I have learned to implement standard safety protocols and controls required before , during , and post flight. For the last ye ar (2015) , I, Charley Jordan, have been using the capabilities of my s UAS on m y own agriculture operation by monitoring m y fence lines, livestock, and inspecting m y barn structures

. Because of this experience at m y own operation , I have learned how to program a s UAS with safety controls to prevent incidents. T his experience has lead me to the idea of venturing into the commercial interest to prove that the use of s UAS could aid the individual person or company in data collection func tions safely and in a fraction of the time

. **V. Intended UAS Operation** I, Charley Jordan, intend to engage in s UAS operations that would be for R eal E state/R ealto r purposes, Search and Rescue, A gricultural Li vestock/F ield monitoring, S tructure Inspections, and Film/V ideo productions

. My s UAS operations would not affect safety, because I would fl y within tightly

controlled, predetermined areas away from the general public, airports, and vehicular traffic. I would fly in wide open areas that are pe rmissible property boundaries according to the local laws and regulations, FAA, and my clients. In addition to my intention of flying the Phantom 3 safely according to the FAA rules, my s UAS was engineered to be as safe as possible for the PIC and its surroundings. The Phantom 3 ha s built in flight control s ys tem which is made to be as safe as possible. The Phantom 3 ha s an advanced “ready to fl y” design, and has safety

features, including Return Home and position stabilization.

**VI. Operate Within Regulations**  I, Charley Jordan, will fly

only within line of sight. The maximum altitude I will fly m y UAS is 200 feet (well within the 400 ft regulated b y the FAA Modernization and Reform Act of 2012). I will not fly

behind obstacles or at distances that make it impossible to see my platform. The maximum operating speed I will operate is 35knots. I, Charley Jordan , will not operate m y UAS near airports, hospitals or police heliports, and near areas where general public is within fifty

to one hundred yards. The Phantom 3 is programmed for flight restriction in/within 5 miles of any airports. These zones include airports worldwide and other areas where fl yi ng might pose an unnecessary risk, including national borders and sensitive institutions. A safety NO f ly zone map database is being updated constantly and is available for s UAS operators to check before fl yi ng the s UAS. I , Charley Jordan , am constantly

on alert for any

manned aircraftand prepared to land/abort immediately to the nearest and safest ground point should a manned aircraft approach my

location. My s UAS is capable of vertical and horizontal operations and is flown only

within m y line of sight. Ithas capabilities of geofencing which will prevent the craft from exceeding a set altitude or distanc e. No matter what causes the s UAS to breach those boundaries the s UAS is forced b ack within the boundary limits and allow the pilot to regain control once the craft is within those boundaries. My s UAS is flown with a second operator who aids in watching for an y obstacles. I, Charley Jordan , do not believe in taking risks that may cause a crash or safety incident that could create hazard to the public/property /aircrafts and I have no desire to lose an investment or my right to keep m y exemption if it’s app roved

. I, Charley Jordan, have clocked numerous practice flights and simulated flights to gain familiarization with the characteristics of this specific s UAS performance under different temperature and weather conditions. This helps build adequate skills and response reflex time for safety. I, Charley Jordan , will only

operate in safe environments that are strictl y controlled. The environment will be safely away from power lines, elevated lights, airports, and activel y populated areas. I conduct extensive preflight inspections and protocols. I alway s will have all necessary

permissions prior to operation, and have procedures in place to abort flights in the event of safety breaches or potential danger. **VII. Exemption From Regulations** The FAA May

Publish in the Federal Register: 14 C.F.R. 21 and 14 C.F.R. 91: Airworthiness Certificates, Manuals and the like. 14 C.F.R.21, Subpart H, entitled Airworthiness Certificates, sets forth requirements for procurement of necessary airworthiness certificates in relation to FAR 91.203 (a) (1). The size, weight, and operational area of m y, Charley Jordan , s UAS, permits exemption from Part 21, because m y s UAS meets (and exceeds) and equivalent level of safety pursuant to S ection 333 of the Reform Act. Both pieces of legislation permit the FAA to exempt UAS’s from the airworthiness certificate requirement in consideration of the weight, size, speed, maneuverability, and proximity

to areas such as airports and dense populatio ns. My , Charley Jordan’s , current and projected UAS’s meet or exceed each of the elements. 14 C.F.R. 91.7 (a) Prohibits the operation of an aircraft without an airworthiness certificate. This regulation is inapplicable, because no such certificate will be applicable in contemplated by the FARs. 14 C.F.R. 91.9 (b) (2) R equires 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 saf ety will be achieved by

maintaining a safety/ flight manual delineating areas of where safety can be defined. The FAA has previously

issued exemption to this regulation in Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 107 00, and 32827.14 C.F.R. 91.121 Regarding altimeter settings is inapplicable as m y UAS utilizes electronic global positioning s ys tems with a barometric sensor or controlled GPS “geofencing.” 14 C.F.R. 91.203 (a) and (b) provides for the carrying of civil aircraft certifications and registrations. They

are inapplicable for the same reasons described above. The same level of safety will be achieved by maintaining any such required certifications and registrations by me, Charley Jordan

. B. 14 C.F.R. 45.23: Marketing of the Aircraft. Applicable Codes of Federal Regulation require aircraft to be marked according to certain specifications. My UAS can be marked with the appropriate “N” number once this “N” number has been given.
C. 14 C.F.R. 61.113: Private Pilot Privileges and Limitations: PI C. Pursuant to 14 C.F.R. 61.113 (a) & (b), private pilots are limited to non

- commercial operations. I, Charley Jordan , can have equivalent level of safety as achieved b y current Regulations, because my UAS does not carry an y pilots or passengers. A pilot license will not ensure remote control piloting skills. The risks attended to the operation of my UAS are far less than the risk levels in the commercial activities outlined in 14 C.F.R. 61. Thus, allowing me, Ch arley Jordan , to operate m y UAS to meet and exceed current safety levels in relation to 14 C.F.R. 61.113 (a) & (b). D. 14 C.F.R. 91.119: Minimum Safe Altitudes. 14 C.F.R. 91.119 prescribes safe altitudes for the operation of civil aircraft. M y UAS will ne ver operate at an altitude greater 200 above ground level; safel y below the standard of 400 AGL . I , Charley Jordan , will however operate m y UAS in safe areas away

from public and traffic in minimum safe altitudes. E. 14 C.F.R. 91.405 (a); 407 (a) (1); 409 (a) (2); 417 (a) & (b): Maintenance Inspections. These Regulations onl y appl y t o aircraft with an airworthiness certificate. They will not, therefore, apply to m y, Charley

Jordan’s , UAS. However, as a safety precaution, I inspect my UAS before and after e ach flight. In summary , I, Charley

Jordan , wish to receive exemption from the following Regulations: 14 C.F.R. 21, subpart H; 14 C.F.R. 45.23(b); 14 C.F.R. 61.113 (a) &(b); 14 C.F.R. 91.7 (a); 14 C.F.R. 91.9 (b) (2); 14 C.F.R. 91.103(b); 14 C.F.R. 91.109; 14 C.F.R. 91.119; 14 C.F.R. 91.121; 14 C.F.R. 91.151 (a); 14 C.F.R. 91.203 (a) and (b); 14 C.F.R. 91.405 (a); 14 C.F.R. 91.407 (a)(1); 14 C.F.R. 91.409 (a) (2); and 14 C.F.R. 91.417 (a) & (b) to commerciall y operate m y, Charley Jordan , small UAS in R eal E state/R ealto r purposes, Search and Rescue, A gricultural Livestock/F ield monitoring, S tructure Inspections, and Film/V ideo productions

. I will use safety protocols and controls and abide by the appropriate User Manuals and FAA regulations to ensure a safe flight . I, Charley Jordan , respectively

request that the FAA grant my exemption request, and I ’ m also willing to cooperate in sharing information with the FAA for the safety of the public.
Sincerel y, Charles H. Jordan Jr. (Charley) 4832 Lylewood RdIndian Mound, TN 37079 circlejranch09@gmail.com