1

UNITED STATES OF AMERICA 

DEPARTMENT OF TRANSPORTATION 

FEDERAL AVIATION ADMINISTRATION 

WASHINGTON, DC

Reg. Docket No.

In the Matter of Petition for Exemption of: 

TEH Technologies, LLC

For an Exemption from the requirements of the 

Code of Federal Regulations Sections

Concerning operation of an Unmanned Aircraft System

Pursuant to Section 333 of the

FAA Modernization and Reform Act of 2012
2

CONTENTS

I. PETITIONER’S DESCRIPTION............................................................................................... 3

II. PROPOSED OPERATIONS ..................................................................................................... 4

III. RELEVANT AUTHORITY TO PETITIONER’S EXEMPTION REQUEST ................................... 7

IV. QUALIFICATION FOR APPROVAL UNDER SECTION 333 OF THEREFORM ACT ................. 8

V. REGULATIONS FROM WHICH EXEMPTION IS REQUESTED.............................................. 11

VI. PUBLIC INTEREST.............................................................................................................. 22

VII. PRIVACY ............................................................................................................................ 23

VIII. FEDERAL REGISTER SUMMARY........................................................................................ 24

IX. CONCLUSION ..................................................................................................................... 25
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Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (“Reform 

Act”)1 and 14 C.F.R. 11, TEH Technologies, LLC (“Petitioner”) hereby applies for an exemption 

from Federal Aviation Regulations (“FARs”) identified below, to allow commercial operation of 

small unmanned aerial vehicles (i.e. small unmanned aircraft systems or “sUAS”).

This exemption is in accordance with protocols outlined in this petition for exemption,

the UAS manufacturers operations and maintenance manual (“Aircraft Operations Manual”), and

any other requirements established by the FAA pursuant to Section 333 of the Reform Act.

I. PETITIONER’SDESCRIPTION

Petitioner is a Veteran Owned Small Business based in Brentwood, Tennessee.

Petitioner’s pilot in command (PIC) is a licensed fixed and rotary wing airman.

Petitioner’s pilot in command (PIC) has completed UAV Basic Flight Training at 

Unmanned Vehicle University.

Petitioner’s pilot in command (PIC) has completed UAV Fundamentals Training at 

Unmanned Vehicle University.

Petitioner’s pilot in command (PIC) is military trained, owns a general aviation singleengine fixed-wing aircraft and maintains private pilot currency requirements including a class III 

physical and biennial flight review.

2

The Petitioner’s knowledge of general aviation and FAA airspace drastically reduces 

overall risk to the public while conducting infrastructure inspection operations.

1 Codified at 49 U.S.C. § 40101, as amended by Pub. L. 112-95 Feb. 14, 2012, 126 Stat. 11.

2 14 C.F.R. § 61.57
4

Consistent with the requirements of 14 C.F.R. § 11.81(a), Petitioner provides the following

information in support of its petition of exemption:

The name and address of the Petitioner is:

TEH Technologies, LLC

Attn: Thomas E. Harrison,President

1338 Sweetwater Drive 

Brentwood, TN 37027

Phone: 479-366-7886

Fax: 479-366-7886

Email: tehtech@comcast.net

II. PROPOSEDOPERATIONS

The Petitioner seeks permission to use sUAS to conduct aerial imaging and inspections 

with a focus on tall structures (between 200 and 400 feet AGL), transportation and towered 

infrastructure, including bridges, mobile phone and radio towers, utility power generation and 

transmission structures, including dams.

The Petitioner proposes to conduct sUAS flight operations in support of a bridge inspection 

near US Highway 96 in Williamson County, TN. The Natchez Trace Parkway Bridge sits above 

Birdsong Hollow at milepost 438 of the Natchez Trace Parkway (under control of the National

Park Service), approximately 20 miles southwest of Nashville, TN. The bridge carries Natchez 

Trace travelers 1,648 feet across the valley and Tennessee Highway 96. It is comprised of two

960 feet long concrete arches that rise 155 feet above the valley floor providing excellent access 

from multiple ground locations to conduct flight operations.

View of Natchez Trace Parkway Bridge facing west View of Natchez Trace Parkway Bridge facing east
5

The closest airport to the Natchez Trace Parkway Bridge is the Nashville Airport.3 The bridge is 

located 20 miles from the Nashville Airport. However, since operations are planned well outside of Class 

C airspace and below 400 feet AGL, this will pose low risk to any aircraft using the airport.

View of Nashville

Class C

Prior to conducting an inspection with the sUAS, the Petitioner will conduct a visual 

inspection of the bridge from the valley floor. Armed with this information, the Petitioner can 

then conduct a proof of concept - collecting data and information via sUAS to improve the 

inspection process and test new methods and techniques.

To assist the FAA in its safety assessment of the Petitioner’s proposed sUAS operations, 

below is a summary of the operational limitations and conditions which will ensure an equivalent

or higher level of safety to operations conducted under current regulatory guidelines:

1. The sUAS weighs less than 55 pounds including payload.

2. Flights will be operated within line-of-sight of a pilot and/or observer during daylight 

hours only.

3 FAA LID BNA.
6

3. Maximum total flight time for each operational flight will be 40 minutes. Flights will be 

terminated at 25% battery power reserve should that occur prior to the 40 minute limit.

4. Flights will be operated at an altitude of no more than 400 feet AGL.

5. Minimum crew for each operation will consist of the sUAS Pilot and Observer.

6. The sUAS pilot will possess at minimum a recreational or sport pilot certificate and 

have a valid U.S. driver’s license.

7. The sUAS pilot will be Pilot in Command (PIC). If a pilot certificate holder other than 

the sUAS Pilot is present and possesses the necessary PIC qualifications, that person can 

also be designated as PIC.

8. The UAS will only operate within a confined “Sterile Area”.

9. 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.

10. Pilot and Observer will have been trained in operation of UAS generally and willhave 

received up-to-date information on the particular UAS to be operated.

11. Observer and Pilot will at all times be able to communicate by voice and text.

12. Observer and Pilot will have air-to-air radios for communication with low flying air 

traffic in the area surrounding UAS operations (programmed to 123.025 common Air-toAir Frequency, and the local frequency for the area of operation).

13. All required permission and permits will be obtained from territorial, state, county or 

city jurisdictions, including local law enforcement, fire, or other appropriate governmental 

agencies - including the National Park Service, Tennessee Department of Transportation, 

and Williamson County.

14. If the sUAS loses communications or loses its GPS signal, the sUAS is equipped with 

advanced safety features that will allow the sUAS to automatically return to a predetermined location.

15. The sUAS will have the capability to abort a flight in case of unpredicted obstacles or 

emergencies.

16. The sUAS will be registered with the Federal Aviation Administration’s UAS registry.

17. The sUAS will only operate in optimal weather conditions for flight.
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III. RELEVANT AUTHORITY TO PETITIONER’S EXEMPTIONREQUEST

This petition for exemption is submitted to advance Congress’ goal of integrating sUAS 

safely into the NAS. In the Reform Act, Congress directed the FAA “to safely accelerate the 

integration of civil unmanned aircraft systems in the national airspace system,” and, under Section 

333 of that law, directed the Secretary of Transportation (“FAA Administrator”) to consider 

whether certain unmanned aircraft systems may operate safely in the National Airspace System 

(“NAS’) before completion of the rule making required under Section 332 of the Reform Act.4

In making this determination, the FAA Administrator is required to determine which types 

of sUAS do not create a hazard to users of the NAS or the public or pose a threat to national 

security in light of the following:

• The UAS size, weight, speed, and operational capability;

• Operation of the UAS in close proximity to airports and populated areas; and

• Operation of the UAS within visual line-of-sight of the operator.5

If the Secretary determines that such vehicles “may operate safely in the National Airspace 

System, the Secretary shall establish requirements for the safe operation of such aircraft in the 

National Airspace System.”

6

The FAA Administrator has general authority to grant exemptions from FAA safety 

regulations and minimum standards when the Administrator decides a requested exemption is in 

the public interest.7 A party requesting an exemption must explain the reasons why the exemption:

(1) would benefit the public as a whole and; (2) would not adversely affect safety or how it would 

provide a level of safety at least equal to the existing rules.8 Therefore, the Petitioner will 

demonstrate how the proposed sUAS infrastructure inspection will benefit the public and that the 

proposed operation will not adversely affect safety of the public and to those operating in the NAS.

4 Reform Act, supra note 1.

5 Id. at § 333(b)(1).

6 Id. § 333(c)(emphasis added).

7 See 49 U.S.C. § 44701(f) (authorizing the grant of exemptions from a requirement of regulations 

prescribed pursuant to section 44701 (a) - (b) and sections 44702-44716).

8 See 14 C.F.R. § 11.81; FAA, Petition for Exemptions.
8

IV. QUALIFICATION FOR APPROVAL UNDER SECTION 333 OF THE REFORM ACT

A. The Petitioner’s Proposed Usage Does not Create a Hazard to Users of the NAS or 

the Public Because of the Reduced Size, Weight, Speed, and Operational Capability 

of the sUAS.

The proposed operations in this petition for exemption qualify for expedited approval under 

Section 333 of the Reform Act. Each of the statutory criteria and other potential relevant factors 

are satisfied.

The proposed operations would permit use of small and relatively inexpensive UASunder 

controlled conditions in airspace that is: (1) limited; (2) predetermined; (3) controlled as to access, 

and; (4) would pose an increased level of safety beyond what exists when climbers are asked to 

inspect infrastructure.

Petitioner’s sUAS is a rotorcraft aircraft, weighing less than 55 pounds, including payload. 

It operates, under normal weather conditions, at a speed of no more than 29 knots and has the 

capability to hover, and move in vertical and horizontal planes simultaneously.

Petitioner’s sUAS will operate in line-of-sight and only in an open area described in the 

Proposed Operations section outline here and in the Petitioner’s User Manual.9 Such operations 

will insure that the sUAS will “not create a hazard to users of the National Airspace System or 

the public.”10

Given the small size of the sUAS involved and the restricted sterile environment within 

which it will operate, this petition for exemption falls squarely within that zone of safety in which 

Congress envisioned that the FAA must, by exemption, allow commercial operations of UASs to 

commence immediately.

B. The Petitioner’s Proposed Usage Does not Create a Hazard to Users of the NAS or 

the Public because the Operation of the sUAS will be conducted in a Remote Location 

not in Close Proximity to Airports and Populated Areas.

9 See User Manual Pages 53-56.

10 Reform Act, supra note 1 at § 333 (b)(1).
9

The Petitioner’s proposed usage does not create a hazard to users of the NAS or the public 

because of the remote area in which the sUASs will operate. Initial project is an excellent 

candidate for an authorized bridge inspection because of the isolated location of the Natchez 

Trace Parkway Bridge.

The Natchez Trace Parkway Bridge is located in a remote area of Tennessee. The bridge 

sits approximately 10 miles northwest of Franklin, TN. The closest airport is the Nashville

Airport.11 Nashville Airport is located approximately 20 miles to the east of the Natchez Trace 

Parkway Bridge. There are no major population centers within 10 miles of the bridge nor are 

there any large structures in the area surrounding the bridge.

The remote location greatly mitigates the hazard to the public and to the NAS. Because 

the bridge is remote, the probability of an accident with the public or with another aircraft in the 

NAS is virtually eliminated. Thus, the Petitioner’s proposed usage of the sUAS does not pose a 

hazard to the public or to the NAS because of the remote location of the inspection site.

C. The Petitioner’s Proposed Usage Does not Create a Hazard to Users of the NAS or 

the Public because the Operation of the sUAS will be conducted within visual line-ofsight of the operator.

The Petitioner has selected the Natchez Trace Parkway Bridge because the bridge’s 

physical characteristics provide excellent lines of sight. First, the bridge support structure is 

located below the bridge decking. Next, the bridge structure is constructed in a valley which will

provide natural boundaries for the sUAS. Finally, the roadway is 155 feet above the bottom of 

the valley so the Petitioner’s flight operations will remain below 400 feet AGL for the duration 

of the inspection.

i. The concrete arch bridge support structure is constructed below the roadway.

The initial factor that led Petitioner to propose this bridge for inspection is that the 

structure of the bridge is situated below the bridge decking. In other words, the structure

11 FAA LID BNA.
10

supporting the bridge resides below the roadway rather than having bridge supporting structure 

both above the roadway and below the roadway.

The Petitioner will use the sUAS to visually inspect the support structure of the bridge and 

the roadway. Because the structure supporting the roadway is below the roadway, in the rare 

occurrence that a malfunction occurs to the sUAS, the sUAS would fall to the valley floor rather 

than onto a roadway. Moreover, the structure of the bridge and the space between the members

of the bridge allow the Pilot and observer to maintain line of sight on the sUAS for the duration 

of the flight. Thus, the risk to the public is greatly reduced because the Pilot will be able to avoid 

any obstacles and other aircraft in real time.

ii. The bridge is situated over a valley which will provide a natural boundary.

Petitioner has submitted this location as the initial location because of the geophysical 

characteristics in the immediate area surrounding the Natchez Trace Parkway Bridge that creates 

a natural boundary for the sUAS forcing the pilot to keep the sUAS within line-of-sight. The 

walls of the valley will provide terrain that naturally encloses the area surround the structure of 

the bridge.

The valley walls will provide a natural barrier that mitigates risk to the public. The natural 

boundary is an important risk mitigation point because in the event that the sUAS guidance system 

malfunctions and the sUAS begins to descend, the walls of the valley will limit the distance that 

the sUAS will travel before impact while allowing the pilot to maintain line-of-sight. Thus, the 

sUAS will be operating in highly controlled, very limited airspace reducing the risk to the public 

because its lateral travel will be confined to the distance between the canyon walls.

iii. The sUAS will remain below 400 feet AGL at all times during the operation.

The Petitioner’s sUAS will not fly above 400 feet AGL at any time during inspection of 

the Natchez Trace Parkway Bridge. The Natchez Trace Parkway Bridge roadway rests 155 feet

above the valley floor and all supporting structure is situated below the bridge decking.

The Petitioner will launch, operate, and recover the sUAS from the floor of the valley

below the bridge. The inspection method that Petitioner will utilize will not require the sUAS to
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pass above 400 feet AGL to successfully complete the inspection. Therefore, the Petitioner’s 

proposed usage will not pose a hazard to the NAS because the sUAS will not operate above 400

feet AGL at any time during the duration of the flight.

Given the foregoing, the Petitioner’s proposed usage does not pose a hazard to the NAS or 

to the public. Considering the clear statutory language in Section 333 of the Reform Act, the 

authority contained in the Federal Aviation Act, as amended, the equivalent level of safety to the 

public and to the men and women conducting infrastructure inspections, and the reduction in 

environmental effects, the grant of the requested exemptions is in the public interest. Accordingly, 

Petitioner respectfully requests that the FAA grant the requested exemption without delay.

V. REGULATIONS FROM WHICH EXEMPTION ISREQUESTED

The Federal Aviation Act expressly grants the FAA Administrator the authority to issue 

exemptions. By its terms, this statutory authority includes exempting civil aircraft, as the term is 

defined under § 40101 of the Act, including sUASs, from its safety regulations and minimum 

standards when the Administrator decides a requested exemption is in the public interest.12

Petitioner asks an exemption from several interrelated provisions of 14 C.F.R. Parts 21, 45 

and 91 for purposes of conducting aerial surveys and inspections using sUAS. Listed below are:

(1) the specific sections of 14 C.F.R. for which exemption is sought; and (2) the operating 

procedures and safeguards that Petitioner has established which will ensure a level of safety equal 

to or better than the rules from which exemption is sought.13

A. 14 C.F.R. Part 21, Subpart H - Airworthiness Certificates and 14 C.F.R. § 

91.203(a)(1).

The Petitioner seeks an exemption from 14 C.F.R. Part 21, Subpart H, which establishes 

the procedural requirements for the issuance of airworthiness certificates as required by 14 C.F.R

12 See 49 U.S.C. § 44701(f) authorizing the grant of exemptions from requirements of regulations 

prescribed pursuant to §§ 44710(a) and (b), §§ 44702 – 44716.

13 See 14 C.F.R. § 11.81(e) which requires a petition for exemption to include: “the reasons why granting 

the exemption would not adversely affect safety, or how the exemption would provide a level of safety at 

least equal to that provided by the rule from which you seek exemption.”
12

§ 91.203(a)(1). Given the size and limited operating area associated with the sUAS to be utilized 

by the Petitioner, an exemption from Part 21, Subpart H meets the requirements of an equivalent 

level of safety under Part 11 and Section 333 of the Reform Act.

The Federal Aviation Act14 and Section 333 of the Reform Act15 both authorize the FAA 

to exempt aircraft from the requirement for an airworthiness certificate, upon consideration of the 

size, weight, speed, operational capability, and proximity to airports and populated areas of the 

particular UAS. In all cases, an analysis of these criteria demonstrates that the sUAS operated 

without an airworthiness certificate, in the restricted environment and under the conditions 

proposed will be at least as safe, or safer, than a conventional rotorcraft operating with an 

airworthiness certificate without the restrictions and conditions of the proposed sUAS operations.

Equivalent Level of Safety

The sUAS to be operated hereunder is less than 55 lbs. fully loaded, carries neither a pilot 

nor passenger, carries no explosive materials or flammable liquid fuels, and operates exclusively 

within a secured area as set out in the Manual. Unlike other civil aircraft, the proposed operations 

in this petition for exemption will be controlled and monitored by the operator, pursuant to the 

Manual's requirements. Moreover, the FAA will have advance notice of all operations conducted 

under this exemption.

These safety enhancements, which already apply to civil aircraft operated in connection 

with existing inspection operations, provide a greater degree of safety to the public and property 

owners than conventional operations conducted with airworthiness certificates issued under 14

C.F.R. Part 21, Subpart H. 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 explosive materials or flammable liquid fuels, and inability to carry a 

substantial external load.

B. 14 C.F.R. Part 27: Airworthiness Standards: Normal Category Rotorcraft.

14 See 49 U.S.C. § 44701(f).

15 See Reform Act, supra note 1.
13

14 C.F.R. Part 27 sets forth the procedural requirements for airworthiness certification of 

normal category rotorcraft. To the extent the Petitioner's sUASs would otherwise require 

certification under Part 27, as a rotorcraft, Petitioner requests an exemption from Part 27’s 

airworthiness standards for the same reasons identified in the exemption request from 14 C.F.R. 

Part 21, Subpart H.

C. Aircraft Marking and Identification Requirements: 14 C.F.R. §§ 91.9(c), 

45.23(b), and 45.27(a).

This petition seeks an exemption from the aircraft marking and identification requirements 

of 14 C.F.R. §§ 91.9(c), 45.23(b), and 45.27(a).

14 C.F.R. § 91.9(c), Civil aircraft flight manual, marking, and placard requirements, 

provides that:

No person may operate a U.S.-registered civil aircraft unless that 

aircraft is identified in accordance with part 45 of this chapter.16

14 C.F.R. § 45.23(b), Markings of the Aircraft, states:

When marks include only the Roman capital letter "N" and the 

registration number is displayed on limited, restricted or light-sport 

category aircraft or experimental or provisionally certificated 

aircraft, the operator must also display on that aircraft near each 

entrance to the cabin, cockpit, or pilot station, in letters not less than

2 inches nor more than 6 inches high, the words “limited," 

"restricted," "light-sport," "experimental," or "provisional," as 

applicable.17

14 C.F.R. § 45.27(a), Rotorcraft, states:

Each operator of a rotorcraft must display on that rotorcraft 

horizontally on both surfaces of the cabin, fuselage, boom, or tail 

the marks required by §45.23.18

16 14 C.F.R. § 91.9(c).

17 14 C.F.R. § 45.23(b).

18 14 C.F.R. § 45.27(a).
14

Exemption from § 45.23(b) is warranted because the sUAS has no entrance to the cabin, 

cockpit, or pilot station on which the registration number can be placed. Moreover, given the size 

of the sUAS, two-inch lettering would be impossible. The aircraft registration, or “N Number’” 

will be placed on the fuselage in compliance with § 45.29(f).

Given the nature of the specific relief sought by this exemption request, Petitioner requires 

relief from the associated marking and identification requirements of § 45.27(a) and § 91.9(c), 

which would require compliance with § 45.23(b).

Equivalent Level of Safety

An equivalent level of safety for exemptions to the aircraft marking and identification 

requirements of §§ 91.9(c), 45.23(b), and 45.27(a), will be provided by having the sUAS marked 

on its fuselage as required by § 45.29(f) where the pilot, observer, and others working with the 

sUAS will see the identification of the UAS as "Experimental." Additionally, Petitioner will ensure 

compliance with any requests of sUAS marking by the FAA.

The FAA has issued the following exemptions to the aircraft marking requirements of § 

45.23(b): Exemptions Nos. 10700, 8738, 10167 and 10167A.

D. 14 C.F.R. § 61.113 (a) and (b): Private Pilot Privileges and Limitations: Pilot in 

Command.

This petition seeks an exemption from the private pilot privileges and limitations of §§

61.113 (a) and (b), which states:

(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 property 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:
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(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.19

14 C.F.R. § 61.113(a) limits private pilots to being in command of non-commercial flights. 

14 C.F.R. § 61.113(b)(1) provides an exception that allows a private pilot to command an aircraft 

without passengers or property, in connection with business or employment if "[t]the flight is only 

incidental to that business or employment."20 The stated exception likely does not apply to the

proposed operations under this petition for exemption, as the flights are not incidental to the 

proposed aerial surveys and inspections but rather essential to it. Accordingly, the Petitioner seeks 

an exemption to 14 C.F.R. § 61.113(a)'s commercial limitation and/or 14 C.F.R. § 61.113(b)(1)'s 

requirement that the flight be incidental to the business to benefit from the exception.

Equivalent Level of Safety

As required by the Manual, Petitioner's sUAS operators acting as PIC will hold a 

commercial and/or private pilot certification and have rotorcraft experience. Because the sUAS 

will not carry a pilot or passengers, the proposed operations can achieve the equivalent level of 

safety to 14 C.F.R. §§ 61.113 (a) and (b).

Unlike a conventional aircraft that carries the pilot and passengers, the sUAS is remotely 

controlled with no passengers on board. Moreover, the area of operation is controlled and 

restricted, and all flights are planned, coordinated, and briefed to the appropriate official in advance 

as set forth in the Manual.

TT can achieve an equivalent level of safety as achieved by current Regulations because 

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

ensure remote control piloting skills, though TT’s pilot vetting and training programs will ensure 

the PIC has substantial experience on the airframe. Further, private pilot licensees will operate

TT’s sUASs with the same skill. The risks attendant to the operation of TT’s sUASs are far less

19 14 C.F.R. § 61.113 (a) and (b).

20 14 C.F.R. § 61.113(b)(1).
16

than the risk levels inherent in the commercial activities outlined in 14 C.F.R. § 61, et seq. Thus, 

allowing TT to operate its UASs with a private pilot as the PIC will exceed current safety levels 

in relation to 14 C.F.R. §§ 61.113 (a) and (b).

E. 14 C.F.R. § 91.9(B)(2): Civil Aircraft Flight Manual in the Aircraft.

The Petitioner seeks an exemption from the flight manual requirements of 14 C.F.R. § 

91.9(b)(2), which states:

(b) No person may operate a U.S.-registered civil aircraft

(2) For which an Airplane or Rotorcraft Flight Manual is not 

required by § 21.5 of this chapter, unless there is available in the 

aircraft a current approved airplane or Rotorcraft Flight Manual, 

approved manual material, markings, and placards, or any 

combination thereof.21

Given its size, configuration, and load capacity, the sUAS has no ability to carry such a 

manual on the aircraft, not only because there is no pilot on board, but because there is simply no 

room or capacity to carry such an item on the aircraft.

Equivalent Level of Safety

The safety related purpose of this manual requirement can be equally satisfied by 

maintaining the sUAS flight manual at the ground control point where the pilot flying the sUAS 

will have immediate access to it. Accordingly, Petitioner requests an exemption from § 91.9(b)(2)'s 

flight manual requirements, on the condition that the sUAS flight manual be available at the control 

point during each operation.

The FAA has issued the following exemptions to this regulation: Exemption Nos. 8607, 

8737, 8738, 9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 32827, and 10700.

F. 14 C.F.R. § 91.7(a): Civil Aircraft Airworthiness.

21 14 C.F.R. § 91.9(B)(2).
22 14 C.F.R. § 91.103.

17

This petition seeks an exemption from 14 C.F.R. § 91.7(a), which requires that a civil 

aircraft be in an airworthy condition to be operated. Inasmuch there will be no airworthiness 

certificate issued for the sUAS, should this exemption be granted, no FAA regulatory standard will 

exist for determining airworthiness.

Equivalent Level of Safety

The Petitioner’s PIC has over 500 flight hours and a stellar safety record. Given the size of 

the sUAS and the requirements contained in the Manual for maintenance and use of safety 

checklists prior to each flight, an equivalent level of safety will be provided.

The FAA has issued the following exemptions to this regulation: Exemption Nos. 8607, 

8737, 8738, 9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 32827, and 10700.

G. 14 C.F.R. § 91.103: Preflight Action.

This petition seeks an exemption from § 91.103, which requires a PIC to become familiar 

with specific information before each flight, including information contained in the FAA approved 

Flight Manual on board the aircraft.22 Inasmuch as an FAA approved flight manual will not be 

provided for the sUAS, an exemption is requested.

Equivalent Level of Safety

An equivalent level of safety will be provided by following the Aircraft Operations 

Manual comprehensive preflight checklist. The PIC will take all actions, including reviewing 

weather, flight battery requirements, landing and takeoff distances, and aircraft performance data, 

before initiation of flight.

H. 14 C.F.R. § 91.109(a): Flight Instruction.
18

The Petitioner seeks an exemption from 14 C.F.R. § 91.109(a), which provides that “no 

person may operate a civil aircraft (except a manned free balloon) that is being used for flight 

instruction unless that aircraft has fully functional dual controls.”23 sUASs and remotely piloted 

aircraft, by their design do not have fully functional dual controls. Instead, flight control is 

accomplished through the use of a control box communicating with the sUAS via radio 

communications.

Equivalent Level of Safety

Given the size and speed of the sUAS, an equivalent level of safe training can still be 

performed without dual controls because no pilot or passengers are aboard the sUAS, and all 

persons will be a safe distance away should the sUAS experience any difficulties during flight 

instruction.

The FAA has approved exemptions for flight training without fully functional dual controls 

for a number of aircraft and for flight instruction in experimental aircraft.24

I. 14 C.F.R. § 91.119: Minimum Safe Altitudes.

This petition seeks an exemption from the minimum safe altitude requirements of 14 C.F.R.

§ 91.119. This Section prescribes the minimum safe altitudes under which aircraft may not operate, 

including 500 feet above the surface and away from any person, vessel, vehicle, or structure in 

non-congested areas.25 Section § 91.119(d)(1) allows for a helicopter to operate at less than those 

minimum altitudes when it can be operated “without hazard to persons or property on the surface,” 

provided that “each person operating the helicopter complies with any routes or altitudes 

specifically prescribed for helicopters by the FAA.

To provide the intended inspections, the sUAS will normally need to be operated within a 

range of approximately 50 feet from the infrastructure being inspected. Accordingly, due to the

23 14 C.F.R. § 91.109(a).

24 See Exemption Nos. 5778K and 9862A.

25 See 14 C.F.R. § 91.119(c).
19

nature of the proposed operations, the PIC and the designated observer may at times be less than 

500 feet away from structures during the operation, and an exemption is therefore required.

Equivalent Level of Safety

Compared to flight operations with rotorcraft weighting far more than the maximum 55 

pounds proposed herein, and the lack of flammable fuel, any risk associated with theseoperations 

is far less than those presently presented with conventional aircraft. An equivalent level of safety 

will be achieved given the size, weight, speed of the UAS as well as the location where it is 

operated. As set forth in the Manual, the sUAS will be operated in a restricted area, where buildings 

and people will not be exposed to operations. Because of the advance notice, all affected 

individuals will be aware of the planned flight operations as set forth in the Manual. Furthermore, 

by operating at such lower altitudes, the sUAS will not interfere with other aircraft that are subject 

to the minimum safe altitude regulations.

J. 14 C.F.R. § 91.121: Altimeter Settings.

The Petitioner seeks an exemption from 14 C.F.R. § 91.121, which requires a person 

operating an aircraft to maintain cruising altitude or flight level by reference to an altimeter that is 

set to the elevation of the departure airport or barometric pressure.26 An exemption is required 

because the sUAS does not have a barometric altimeter, but rather a GPS altitude read out.

Equivalent Level of Safety

An equivalent level of safety will be achieved by following the procedures set forth in the 

Manual. As prescribed in the Manual, the operator will confirm the altitude of the launch site 

shown on the GPS altitude indicator before flight. Prior to each flight, the PIC will reset the 

altimeter to zero and will fly the sUAS below 400 feet AGL. Moreover, the PIC will use the GPS 

altitude indicator to constantly monitor the sUASs height, thus ensuring operation at safe altitudes.

K. 14 C.F.R. § 91.151(a): Fuel Requirements for Flight in VFR Conditions.

26 See 14 C.F.R. § 91.121.
20

The Petitionerseeks an exemption from 14 C.F.R. § 91.151(a)'s fuel requirements for flight 

in VFR conditions. Section 91.151(a) states:

(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; or

(2) At night, to fly after that for at least 45 minutes.27

The battery powering the sUAS provides approximately 40 minutes of powered flight. An 

exemption from the 30 minute reserve requirement in 14 CFR § 91.151 is therefore required.

Equivalent Level of Safety

An equivalent level of safety can be achieved by limiting flights to 40 minutes or 25% of 

battery power, whichever happens first. This restriction would be more than adequate to return the 

sUAS to its planned landing zone from anywhere within its limited operating area. Operation of 

the sUAS with less than 30 minutes of reserve fuel does not engender the type of risks that Section 

91.151(a) was intended to alleviate given the size and speed of the small UAS. Moreover, 

operations will be limited to controlled areas where only inspectors or official representatives who 

have signed waivers will be allowed.

This request for exemption falls within the scope of prior exemptions.28

L. 14 C.F.R. §§ 91.203(a) and (b): Carrying Civilian Aircraft Certification and 

Registration.

This petition seeks an exemption from civil aircraft certification and registration 

requirements of 14 C.F.R. §§ 91.203 (a) and (b). The regulations provide in pertinent part:

27 14 C.F.R. § 91.151(a).

28 See e.g. Exemption 10673 (allowing Lockheed Martin Corporation to operate without compliance with

§ 91.151 (a)); see also FAA Exemptions 2689F, 5745, 10673, and 10808.
21

(a) Except as provided in § 91.715, no person may operate a civil 

aircraft unless it has within it the following:

(1) An appropriate and current airworthiness certificate

(b) No person may operate a civil aircraft unless the airworthiness 

certificate required by paragraph (a) of this section or a special flight 

authorization issued under § 91.715 is displayed at the cabin or 

cockpit entrance so that it is legible to passengers or crew.29

In addition to the fact that Petitioner is seeking an exemption from the airworthiness 

certificate requirements, an exemption to this regulation is necessary because: (1) the sUAS’s load 

capacity and size does not allow it to carry certification and registration documents; (2) the sUAS 

does not have a cabin or cockpit entrance at which the documents could be displayed; and (3) there 

are no passengers or crew for whom the certificates need be displayed.

Equivalent Level of Safety

To the extent these regulations are applicable to the proposed sUAS operations, an 

equivalent level of safety will be achieved by keeping these documents at the ground control point 

where the pilot flying the sUAS will have immediate access to them.

The FAA has issued numerous exemptions to this regulation. A representative sample of 

other exceptions includes Exemption Nos. 9565, 9665, 9789, 9789A, 9797, 9797A, 9816A, and

10700.

M. 14 C.F.R. §§ 91.405(a)(1); 91.407(a)(1); 91.409(a)(1); 91.417(a) and (b):

Maintenance Inspections

The Petitioner seeks an exemption from the maintenance inspection requirements of 14 

C.F.R. §§ 91.405(a); 91.407(a)(1); 91.409(a)(2); 91.417 (a) and (b). These regulations specify 

maintenance and inspection standards in reference to 14 C.F.R. Part 43.30 An exemption to these

29 14 C.F.R. §§ 91.203 (a) and (b).

30 See e.g. 14 C.F.R. § 91.405(a) (stating that each owner or operator of an aircraft inspected as 

prescribed in subpart E of this part and shall between required inspections . . . . have discrepancies 

repaired as prescribed in part 43 of this chapter”).
22

regulations is needed because Part 43 and the stated sections apply only to aircraft with an 

airworthiness certificate, which the sUAS will not have.

Equivalent Level of Safety

An equivalent level of safety will be achieved because maintenance and inspections will 

be performed in accordance with the Aircraft Operations Manual.31 As provided in the Manual, 

the PIC will ensure that the UAS is in working order prior to initiating flight, oversee and assist in 

performance of required maintenance, and keep a log of any maintenance performed. The PIC is 

the person most familiar with the aircraft and best suited to maintain the aircraft in an airworthy 

condition to provide the equivalent level of safety.

If mechanical issues arise, the sUAS can land immediately and will be operating from no 

higher than 400 feet AGL. Moreover, the sUAS's small size, carrying capacity, and the fact that 

flight operations will only take place in restricted areas for limited periods of time, create less risk 

than the same factors associated with conventional fixed-wing aircraft and rotorcraft performing 

the same operation.

VI. PUBLIC INTEREST

Consistent with the requirements of 14 C.F.R. § 11.81(d), Petitioner offers the following 

reasons why granting this petition for exemption isin the public interest, i.e., how granting it would 

benefit the public as a whole. Approval of exemptions allowing commercial operations of small 

and lightweight sUAS in the infrastructure inspection industry benefits the public as a whole in 

several ways.

First, granting the Petitioner’s exemption helps fulfill Congress' goal in passing Section 

333(a) through (c) of the Reform Act, namely, the FAA Administrator's assessment of whether 

certain UAS may operate safely in the National Airspace System before completion of the rule 

making required under Section 332 of the Reform Act.

31 See Manual section 4.
23

Next, the Petitioner’s proposed operation significantly improves safety and reduces risk 

concerning infrastructure inspection by alleviating human exposure to dangers associated with 

current aerial survey and inspection methods. Manned helicopters performing utility-power 

generation inspections and patrols have experienced an exceedingly high number of accidents and 

fatalities.

Other bridge inspection methods include utilizing a mobile inspection platform to lower 

inspectors over the side of the bridge. To employ this method, inspectors coordinate with the state 

department of transportation to close a lane of traffic for the length of the bridge. Placing a static 

vehicle in a lane next to moving traffic is particularly hazardous to motorists and the inspectors 

alike and has caused serious traffic incidents in the past.

Petitioner's sUASs are battery powered and create no emissions. If Petitioner's sUAS 

crashes, there is no fuel to ignite and explode. Any impact of Petitioner's lightweight sUASs is far 

less than a full size helicopter. The public's interest is furthered by minimizing ecological impact 

of an accident and by reducing human exposure to potentially harmful emissions associated with 

manned aircraft.

Finally, aerial surveys are valuable tools for utility-power generation inspections. 

However, problems with safety, cost, statistical integrity, and logistics continue to impede aerial 

surveys and inspections from conventional manned aircraft. The use of sUAS addresses these 

problems and is a powerful tool for performing a wide-range of utility-power generation inspection 

and patrol applications. The public as a whole will benefit from the safer and more cost-effective 

utility aerial services that sUAS operations provide.

VII. PRIVACY

All flights will occur over Operations to be conducted over public or controlled access 

property. Additionally, all flight operations will be conducted in a “Sterile Area” as described by 

the Manual, in which all permissions will be gained by all official personnel and organizations 

present in the Sterile Area.
24

Additionally, the U.S. Supreme Court has held that “‘[a] person traveling in an automobile 

on public thoroughfares has no reasonable expectation of privacy . . . .’”32 Therefore, Petitioners 

use of sUAS does not pose a privacy threat to motorists traveling on the roadway inadvertently 

captured on video because they have no reasonable expectation of privacy. However, to further 

protect individuals who have had their image captured during an inspection, the Petitioner will 

sanitize the likenesses of individuals from the final product provided to the customer.

VIII. FEDERAL REGISTER SUMMARY

A. 14 C.F.R. Part 21, Subpart H - Airworthiness Certificates and 14 C.F.R. § 91.203(a)(1).

B. 14 C.F.R. Part 27: Airworthiness Standards: Normal Category Rotorcraft.

C. Aircraft Marking and Identification Requirements: 14 C.F.R. §§ 91.9(c), 45.23(b) and 

45.27(a).

D. 14 C.F.R. § 61.113 (a) and (b): Private Pilot Privileges and Limitations: Pilot in 

Command.

E. 14 C.F.R. § 91.9(B)(2): Civil Aircraft Flight Manual in the Aircraft.

F. 14 C.F.R. § 91.7(a): Civil Aircraft Airworthiness.

G. 14 C.F.R. § 91.103: Preflight Action.

H. 14 C.F.R. § 91.109(a): Flight Instruction.

I. 14 C.F.R. § 91.119: Minimum Safe Altitudes.

J. 14 C.F.R. § 91.121: Altimeter Settings.

K. 14 C.F.R. § 91.151(a): Fuel Requirements for Flight in VFR Conditions

` L. 14 C.F.R. § 91.203(a) and (b): Carrying Civilian Aircraft Certification and Registration.

M. 14 C.F.R. §§ 91.405(a)(1); 91.407(a)(1); 91.409(a)(1); 91.417(a) and (b):Maintenance

Inspections

32 U.S. v. Jones, 132 132 S.Ct. 945 (2012) quoting U.S. v. Knotts, 460 U.S. 276, 281 (1983).
25

IX. CONCLUSION

The Petitioner moves the FAA Administrator to grant this exemption. Given the foregoing, 

the Petitioner’s proposed usage does not pose a hazard to the NAS or to the public. Considering 

the clear statutory language in Section 333 of the Reform Act, the authority contained in the 

Federal Aviation Act, as amended, the equivalent level of safety to the public and to the men and 

women conducting infrastructure inspections, and the reduction in environmental effects, the grant 

of the requested exemptions is in the public interest. Accordingly, Petitioner respectfully requests 

that the FAA grant the requested exemption without delay.

Submitted on January 20, 2016 by:

/s/ Thomas E. Harrison

Thomas E. Harrison, President

TEH Technologies, LLC

1338 Sweetwater Drive

Brentwood, TN 37027