Page 1 of 11 U.S. Department of Transportation

Docket Management System

1200 New Jersey Avenue, SE.

Washington, DC 20590

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, Drone Dispatch, LLC (Operator) seeks an exemption from Federal Aviation Regulations (FARs) to allow commercial operations of their UASs (Unman ned Aerial Systems) for the purpose of conducting aerial photography, video, and survey for various industries.

This requested exemption follows the language of exemptions Pursuant to Section 333 that have previously been approved by the FAA.

Regarding t he Unmanned Aircraft Systems

1. The requested exemption would support an application for a commercial Certificate of Authorization (COA) to use the below described UAS, so long as operations are conducted within and underPage 2 of 11 the conditions outlined herein or as may be established by the FAA as required by Section 333. Like the FAA, it is the Operator’s mission to provide the safest and most efficient means of Civil Commercial implementation into the National Airspace System (NAS).

Systems Used

• DJI Quad copter Systems (DJI Inspire 1, DJI Phantom III, DJI Phantom II)

• 3D Robotics Quadcopter Systems

A) Reference: Inspire 1 User Manual (EN) v1.2

, Phantom III Professional User Manual (EN) v1.2

, 3D Robotics X8

- M Operation Manual

B) Reference: Inspire 1 Maintenance Manual v1.0

, Phantom III Safety Guidelines

, 3DR X8

- M Operation Manual (Safety Section)

C) Reference: Inspire 1 User Manual (EN) v1.0 [FCC Compliance

– Appendix Pg 62], Phantom III Professional
User Manual [FCC Compliance, Appendix Pg 56

- 57 ]

Regarding the Unmanned Aircraft PIC

1. Operator proposes to operate its UASs with a pilot holding, at minimum, a private or sport pilot certificate.

The UAS PIC will be trained in advance for the safe operation of the UAS to be operated. This will include operation of the UAS both in normal and emergency modes of operation, and willPage 3 of 11 include familiarization with the user manual published by the UA S manufacturer. Training will also include types of maneuvers to be performed and the safe operation in relation to persons, property and applicable airspace. The PIC must have accumulated a minimum of 100 flight cycles and 25 hours of total time as a UAS pilot and at least 10 hours logged as a UAS’s pilot with a similar UAS type. All operations must utilize Visual Observers (VOs). VOs who are not pilots will attend ground training to understand the roles of an observer, communication procedures, and prope r visual scan techniques, operations at non

- towered airports, and appropriate sections of the Aeronautical Information Manual.

2. The PIC must possess at least a third

- class airman medical certificate for all of petitioner’s flight operations.

Regarding t he Operation of the Unmanned Aircraft

1. Operator proposes Civil Commercial operation of an UAS to operate in the following manner:

• Aerial photography, video, and survey data collection for public and/or private use including real estate, architectur e, construction, land surveying, engineering and other related professional
activities.

• Aerial inspection/photography of residential/commercial structures under contract with the owners or local government authority.

• Aerial inspection/photography of residential/commercial utility infrastructure including but not limited to electrical power lines, wind turbines and cell towers. For additional operator adherence,Page 4 of 11 reference: Inspire 1 Safety Guidelines v1.0

, Phantom III Safety
G uidelines

, 3D Robotics X8

- M Operation Manual [Safety Section]

2. The UAS may not be flown at an indicated airspeed exceeding 29 knots (15 m/s). The UAS must be operated at an altitude of no more than 400 feet above ground level (AGL). The UA may not be operated less than 500 feet below or less than 2,000 feet horizontally from a cloud or when visibility is less than 3 statute miles from the PIC. UAS operations may not be conducted during night, as defined in 14 CFR § 1.1.

- All operations must be cond ucted under visual meteorological conditions (VMC).

- Flights under special visual flight rules (SVFR) are not authorized.

- A briefing will be performed regarding the planned UAS operations prior to each day’s flight consisting of all the days’ production activities.

- Flights will be terminated at 20% battery power.

3. As described fully above, the requested exemption would permit the operation of an UAS under controlled conditions in the NAS that would be a) limited b) controlled c) predeterm ined and d) will provide safety enhancements to the already safe operations in the industry presently using conventional aircraft. Approval of this exemption would thereby enhance safety and fulfill the Secretary of Transportation’s (the FAA
Administrator’ s) responsibilities to “....establish requirements for the safe operation of such aircraft systems in the national airspace system.”Page 5 of 11 Given the small size of the UAS and the controlled environment provided, the proposed operations will adhere to the Reform Act’s safety requirements. The approval of this application presents no national security issues. Regarding the level of safety surrounding the proposed operations and the public benefit, reduction in environmental impacts, including but not limited to re duced emissions and noise, the grant of the requested exemption is in the public interest.

4. The UAS may not operate within 5 nautical miles of an airport reference point as denoted on a current FAA

- published aeronautical chart unless a letter of agreeme nt with the airport’s management is obtained, and the operation is conducted in accordance with a Notice to Airmen (NOTAM), as required by the operator’s COA.

5. The UAS must be operated within the visual line of sight (VLOS) of
the PIC and VO at all time s. The VO may be used to satisfy the VLOS requirement as long as the PIC always maintains VLOS capability. The VO and PIC must be able to communicate verbally at all times. Electronic messaging or texting is not permitted during flight operations.

6. Refe rence

– Inspire 1 User Manual (EN) v1.2, Phantom III Professional User Manual (EN) v1.2, 3D Robotics X8

- M Operation Manual, Inspire 1 Maintenance Manual v1.0, Phantom III Safety
Guidelines

7. Operator’s Point of Contact

– Kevin Whatley

, 1401 Sunny Meadows Loop, Georgetown, Texas 78626

8. Operator will obtain any required COAs (if needed) once exemption is granted.Page 6 of 11 Exemption Requests and Equivalent Level of Safety

14 CFR Part 21, Subpart H: Airworthiness Certificates 14 CFR § 91.203 (a)(1)

Based on the limited size, weight, operating conditions, design safety features, and the imposed conditions and limitations, Operator has demonstrated that its operations would not adversely affect safety compared to similar operations conducted with
aircr aft that have been issued an airworthiness certificate under 14 CFR part 21, Subpart H. Therefore, as the FAA found for Astraeus Aerial, Exemption 11062, the requested relief from 14 CFR Part 21, and any associated noise certification and testing requireme nts of part 36, is not necessary.

14 CFR § 45.23 (b)

– Display of marks

Since Operator’s UAS has no entrance to the cabin, cockpit, or pilot station on which the markings can be placed, two inch lettering will be impossible. Official marking systems for small UAS have not yet been established for operations inside the
NAS. Operator is prepared to mark the UAS with the name of the organization and location nor origin and fulfill any other request by the FAA to this topic in accordance with 45.29 (f) where the pilot, observer, and others working with the sUAS will see the identification of the sUAS. The FAA has issued the following exemptions to this regulation, see Exemption Nos. 8738, 10167,Page 7 of 11 10167A and 10700.

14 CFR § 61.113 (a) & (b)

- Private pilot priv ileges and
limitations

This regulation provides: (a) This regulation provides that no person that holds a private pilot certificate may act as pilot in command of an aircraft for compensation or hire. (b) This allows a private pilot to act as pilot in com mand 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. All the requirements of a private p ilot certificate will prepare the UAS operator for the environment that they will be operating
in. *Please reference Grant of Exemption No. 11062 to Astraeus Aerial (Astraeus), the FAA determined that a PIC with a private pilot certificate operating a UAS would not adversely affect operations in the NAS or present a hazard to persons or property on the ground.

14 CFR § 91.7 (a) & (b)

- Civil aircraft airworthiness

This regulation provides: (a) No person may operate a civil

aircraft unless it is in an airw orthy condition. (b) The pilot in command of a civil aircraft is responsible for determining whether that aircraft is in condition for safe flight. The pilot in command shall discontinue the flight when unairworthy mechanical, electrical, or structural con ditions occur. While the operator’s UAS will not require an airworthiness certificate, operator is required to ensure that its aircraft is in an airworthy condition

– based on compliance with the operating documents prior to every flight. AsPage 8 of 11 previously det ermined with Astraeus Aerial, Exemption 11062, relevant materials may be kept in a location accessible to the PIC in compliance with the regulations.

14 CFR § 91.9 (b)(2)

- Civil Aircraft Flight Manual, marking, and placard requirements

14 CFR § 91.203 (a) & (b)

- Civil aircraft: Certifications required

As previously determined with Astraeus Aerial, Exemption 11062, relief from these sections are not necessary. Relevant materials may be kept in a location accessible to the PIC in compliance with the reg ulations.

14 CFR § 91.109

- Flight instruction: Simulated instrument flight and certain flight tests

This regulation provides that "No person may operate a civil aircraft that is being used for flight instruction unless that aircraft has fully functionin g dual controls." The controls for a UAS do not currently have a set of fully functioning dual controls. If a UAS’s pilot is being trained, the pilot performing the training would be directly supervising and could take over the controls from the pilot
in t raining if the need arose. This would be similar to the technique
of a "throw

- over type" control wheel in some fixed wing aircraft. We feel that this technique meets the intent 91.109 and provides an equivalent level of safety.

14 CFR § 91.119

- Minimum s afe altitudesPage 9 of 11 This regulation provides that over sparsely populated areas the aircraft cannot 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, v essels, 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, UAS a ircraft operate at a very slow airspeed, and a low mass, and do not need as much space to operate safely, as outlined in 91.119. We believe the slower speed, smaller mass and careful pre

- planning would provide an equivalent level of safety. Furthermore, Op erator can place barriers and/or structures to sufficiently protect nonparticipating person from the UA or debris in the event of an
accident.

14 CFR § 9l.l21

- Altimeter settings

This regulation provides that aircraft shall maintain cruising
altitudes b y reference to an altimeter setting available within 100 nautical miles of the aircraft. The UAS will normally be flying close to the ground, and in line of sight of the PIC or an observer. This line of sight operation will provide separation from other
ai rcraft, obstructions and terrain providing an equivalent level of safety. Additionally, the altitude information generated by onboard GPS equipment installed on the aircraft will aid in estimating the
altitude.

14 CFR § 91.151

- Fuel requirements for flig ht in VFR
conditionsPage 10 of 11 This regulation provides that no person may begin a flight in an airplane under dayVFR 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 int ention of this paragraph it to provide a reasonable reserve of energy to plan for a safe landing should there be a delay in landing. Given the close proximity to the ground station, the ability for the UAS to land in a very small space and the built in ene rgy level monitoring of the UAS there is a resulting equivalent level of safety if the flight is planned to be completed with 20% battery energy remaining. We request an exemption to the word "fuel" and ask for an equivalent interpretation with the word "e nergy".

14 CFR § 91.205 (b)

– Powered civil aircraft with standard category U.S. airworthiness certificates: Instrument and equipment requirements

Since the Operator’s UAS does not have a standard category U.S. airworthiness certificate, relief from 14 CFR § 91.205 is not

necessary.

14 CFR § 91.215

- ATC transponder and altitude reporting equipment and use

Section 91.215 (b)(3) includes provision for aircraft not originally certificated with an engine

- driven electrical system or which has not subsequently been certified with such a system installed. For UAS not equipped with a transponder, sub

- paragraph (d)( 3) authorizes requests for ATC authorized deviations made to the ATC facility having jurisdiction over the concerned airspace within the time periods specified. For operation of an aircraft that is not equipped with a transponder, the request must be made atPage 11 of 11 least one hour before the proposed operation.

14 CFR § 91.401

– 91.417

– Maintenance, preventive maintenance, and alterations

This regulation provides that the operator is primarily responsible for maintaining the aircraft in an airworthy condition, i ncluding compliance with part 39 and 43. Operator believes that adherence to their documents containing preflight and post flight checks for the UAS is sufficient to ensure that safety is not adversely affected.

Thank you for your consideration.

Best R egards,

Kevin Whatley

CFO, Drone Dispatch LLC

1401 Sunny Meadows Loop, Georgetown, Texas 78626

Email: info@dispatchadrone.com