Gregory Zonsius, Photographer / Videographer, Chicagoland , IL, USA

- Section 333 Exemption Petition

Gregory Zonsius, Photographer / Videographer, Chicagoland, IL USA

- Section 333 Exemption Petition Page 1 of 16 January 01, 2015

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

Re: 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. Par t 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)

Dear Sir or Madam,

I, Gregory Zonsius , am writing pursuant to the FAA Modernization and Refo rm Act of 2012 and the procedures contained within 14 C.F.R

. 11, to request that I, Gregory Zonsius , an owner and operator of small unmanned aircraft, be exempted from the Federal Aviation Regulations (“FARs”) listed
below so that I, Gregory Zonsius , may o perate my small ultra

- lightweigh t unmanned aircraft system (“ sUAS ”) commercially in airspace regulated by the Federal Aviation Administration (“FAA”).

As described herein I, Gregory Zonsius , am a photographer / videographer / cinematographer ; experienced

i n flying hobby aircraft for recreational purposes. I have added a quad

- copter 1 sUAS to my inventory equipped with a self

- contained camera with intent for aerial photography / videography / cinematography ; following exemption and approval by the FAA

.

I hav e flown small RC electric helicopters for over three (3) years without incident. In addition I have flown multiple sUAS quadcopters for over a year without incident continually practicing to become proficient in the flight characteristics and dynamics of t heir operations. Committed to safety with each flight. My, Gregory

Zonsius ' , exemption request would permit operation of ultra

- light weight, unmanned (piloted by remote control) and comparatively inexpensive sUAS (s) in tightly controlled and limited airspa ce. 2 Predetermined in areas away from general public, airports, heliports and vehicular traffic for community videos, and within property boundaries for individual homeowner for aerial photography/videography

. Currently, similar lightweight, remote contro lled sUAS s are legally operated by unmonitored amateur hobbyists with no safety plan or controls in place to prevent catastrophe. I, Gregory Zonsius , have personally instilled safety protocols and controls 3 to avoid and prevent public hazard, as well as ma nned aircraft hazards/catastrophe. This will act to further safety protocols exclusive to lightweight sUAS 's specific to photography & videography usage as I, Gregory Zonsius , record flight data and other information gained through permitted flight operati ons to share with the FAA through any required FAA reports to assist with future protocol and safety regulation.

Granting my, Gregory Zonsius ’

, request comports with the Secretary of Transportation’s (FAA Administrator’s) responsibilities and authority to not only integrate sUAS s into the national airspace system, but to “...establish requirements for the safe operation of such aircraft systems [ sUAS s] in the national airspace system” under Section 333(c) of the Reform Act specific to the use of sUAS s for photography & videography purposes

. Further I, Gregory Zonsius , will conduct my operations in compliance with the protocols described herein or as otherwise established by the FAA. For the reasons stated below I, Gregory

Zonsius , respectfully request the grant of an exemption allowing me to operate ultra

- light weight, remote

controlled sUAS s for the purposes of acquiring aerial photos & videos, b oth of which will promote local economic growth throu gh increased employment and increased tax base. Both with p ublic safety in mind by keeping heavier manned aircraft containing combustible fuel that that poses potential public hazard.

1 Supplemental File

– Phantom 2 Vision Plus (User Manual 1.6) & Appendix A

2 Appendix B

– Aeronautical Charts

3 Appendix C

- Personal Protocols and ControlsGregory Zonsius, Photographer / Videographer, Chicagoland , IL, USA

- Section 333 Exemption Petition

Gregory Zonsius, Photographer / Videographer, Chicagoland, IL USA

- Section 333 Exemption Petition Page 2 of 16 I. Contact Information:

Gregory Zonsius

, ZonCom Productions, Inc.

15402 S. Michael Dr.
Plainfield, IL 60544 Office: ( 815) 676

- 5 275 Mobile: ( 815 ) 676

- 5271

Email: greg@zonsius.com



### II. The Specific Sections of Title 14 of the Code of Federal Regulations From Which Gregory

Zonsius Requests Exemption are:

14 CFR 21; 14 C.F.R. 45.23(b); 14 CFR 61.113 (a) & (b); 14 C.F.R. 91, et seq. ; 14 CFR 407 (a) (1); 14 CFR 409 (a) (2); and, 14 CFR 417 (a) & (b).



### III. The Extent of relief Gregory Zonsius seeks and the Reason He Seeks Such Relief:

I, Gregory Zonsius , submit this application in accordance with the Reform Act, 112 P.L. 95 §§ 331

- 334,

s eeking relief from any currently applicable FARs operating to prevent me, Gregory Zonsius , contemplated commercial cinematic, academic and other flight operations within the national airspace system. The Reform Act in Section 332 provides for such integrat ion of civil unmanned aircraft systems into our national airspace system as it is in the public’s interest to do so. My, Gregory Zonsius ’

, ultra

- lightweight sUAS meets
the definition of “small unmanned aircraft” as defined in Section 331 and therefore the integration of my

ultra

- lightweight sUAS is expressly contemplated by the Reform Act. I would like to operate my ultra

lightweight sUAS prior to the time period by which the Reform Act requires the FAA to promulgate rules governing such craft. Thereby, pro viding direct experience and valuable information for formal regulation that can be administered uniformly to all related sUAS aerial photography & videography . The Reform Act guides the Secretary in determining the types of sUAS s that may operate safely i n our national airspace system. Considerations include: The weight, size, speed and overall capabilities of the sUAS s; whether the

sUAS will be operated near airports or heavily populated areas; and, w hether the sUAS will be operated by line of sight. 112 P.L. 95 § 333 (a). Each of these items reflect in favor of an exemption for me, Gregory

Zonsius . My sUAS utilizes four (4) counter

- rotating propellers for balance, control and stability. My sUAS is equipped with GPS and auto return safety technology. Weigh ing less than five (5) pounds (far below the maximum 55 pound limit); including camera with gimbal.

I, Gregory Zonsius , consider safety as u pmost import ance with e very flight. My small unmanned aircraft is designed to hover in place via GPS and op erate in less tha n a 16 knot (17 mph) wind. For safety, stability

and fear of financial loss I will not f ly in winds exceeding 14 knot (15 mph). Built in safety systems include a GPS mode that allows my sUAS to hover in place when radio controls are released. With three mo des to choose from, I utilize the GPS Mode 4 for aerial photography and videography . This is the safest, most reliable and stable mode to prevent accident s and hazard s . When pilot communication is lost , the sUAS is designed to s lowly descend to point of ta ke

- off. I do not operate my sUAS near airports, Hospitals nor Police

4 GPS Mode includes safe circle for operation, position hold, self

- leveling, al titude command, GPS, return home feature, and safety control to return home or land in the event of communication interruption between RC transmitter and sUAS . See Appendix A

- Operator Manual.Gregory Zonsius, Photographer / Videographer, Chicagoland , IL, USA

- Section 333 Exemption Petition

Gregory Zonsius, Photographer / Videographer, Chicagoland, IL USA

- Section 333 Exemption Petition Page 3 of 16 heliports, and do not operate near areas where general public is within thirty to one hundred ( 3 0

- 100) yards depending on location, conditions and weather. I am constantly on alert for an y manned aircraft (Police/Medical helicopters, etc.) and prepared to land / abort immediately to the nearest and safest ground point should a manned aircraft approach my location or I suspect manned aircraft may approach near my location. My sUAS is capable of vertical and horizontal operations, and are flown only within my line of sight of me, as the remote control pilot. Utilizing battery power rather than combustible fuels, flights generally last

between ten (10) to fifteen (15 ) minutes, with an altitude u nder two hundred ( 200 ) feet. I, Gregory Zonsius

, utilize a fresh fully charged battery with each flight as a safety precaution; full flight time limit for each battery

is twenty ( 20) to twenty

- five (25 ) minutes as tested. I do not operate my sUAS at or bel ow the manufacture r recommend minimum charge levels for operation; preferring to remain well within a safe operating range to insure adequate communication between radio control and sUAS to eliminate potential for crash, loss of

control or hazard s . Reserve batteries are at hand with each exercise to insure replacement for sufficient safe level of operation. I do not believe in taking risk that may cause a crash, which could create hazard s to the public / property / manned aircraft, and have no desire to lose an investment. I have done s cores of practice flights in remote areas as a hobbyist simulating flights for future commercial use to gain familiarization with the characteristics of this specific sUAS ’ s performance under different temperature and

weather condi tions. I also practice computerized simulated flights to maintain adequate sk ills and response reflex time, a ll for the sake of safety.

I, Gregory Zonsius , am extremely cautious when operating of my sUAS / ultra

- lightweight unmanned aircraft

and will not “c reate a hazard to users of the national airspace system or the public

. ” 112 P. L. 95 § 333 (b). Given the small size and weight of my sUAS it falls well within Congress’s contemplated safety zone when it promulgated the Reform Act and the corresponding dire ctive to integrate sUAS s into the national airspace
system. My, Gregory Zonsius ’ sUAS , used in hobby flight, has a demonstrable safety record and does not pose any threat to the general public or national security.



### IV. How Gregory Zonsius ’ Request Will Benefit t he Public As A Whole:

Aerial photography and has been around for a long time through manned fixed wing aircraft and helicopters. For small budget productions the expense of such aerial photography and videography is cost prohibitive. Only large r companie s can afford to absorb such expense. Manned aircraft pose a threat to the public through the potential of a catastrophic crash. My, Gregory Zonsius '

, sUAS pose s no such threat since size and lack of combustible fuel alleviates any potential threat to the public.

C ongress has already proclaimed that it is in the public’s interest to integrate commercially flown sUAS s into the national airspace system, hence the passing of the Reform Act. Granting my, Gregory Zonsius ’

, exemption request furthers the public interest t hrough academic/visual awareness of the photography and videography fields throughout the Chicagoland are a. My ultra

- lightweights UAS is battery powered and

creates no emissions that can harm the environment. The consequence of my ultra

- lightweights UAS

cr ashing is far less than a full size helicopter or fixed wing aircraft; which are heavy, contain combustible

fuel and can cause catastro phic devastation to the public. The public’s interest is furthered by minimizing ecological and crash threat by permitti ng aerial photography and videography capture d through my battery operated ultra

- lightweights UAS 's. Permitting me, Gregory Zonsius , to immediately fly within national air space furthers economic growth. Granting my exemption request substantially furthers the economic impact

for the Chicagoland area for companies looking to use aerial photography and videography, b oth of which serve as a stimulus to the community.



### V. Reasons Why Gregory Zonsius ’ Exemption Will Not Adversely Affect Safety Or How The Exemptio n Will Provide a Level of Safety At Least Equal To Existing Rule:

My, Gregory Zonsius ’ , exemption will not adversely affect safety. Quite the contrary, for the reasons stated permitting me, Gregory Zonsius , to log more flight time in FAA controlled airspac e, with communication with the FAA, will allow me to contribute to the innovation and implementation of new and novel, as of yet undiscovered safety protocols for photographers and videographers for development in cooperation withGregory Zonsius, Photographer / Videographer, Chicagoland , IL, USA

- Section 333 Exemption Petition

Gregory Zonsius, Photographer / Videographer, Chicagoland, IL USA

- Section 333 Exemption Petition Page 4 of 16 the FAA. In addition I, G regory Zonsius , submit the following representations of enhancements to current aerial photography/videography.

My sUAS weighs less than 5 pounds complete with a small ultra

- lightweight high quality camera;

I only operate my sUAS below 4 00 feet (wit hin the 400 foot permissible ceiling set by the FAA Modernization and Reform Act of 2012); My sUAS only operate s for ten (10) to fifteen (15) minutes per flight;
I land my sUAS prior to manufacturer recommended minimum level of battery power;

I pilot my sUAS through remote control only by visual line of sight; My sUAS has GPS

, a flight safety feature whereby it hovers and then slowly lands if communication with the remote control pilot is lost; I actively analyze flight data and other sour ces of information to constantly update and enhance safety protocols; I only operate in reasonably safe environment that are strictly controlled, are away from power lines, elevated lights, airports and actively populated areas;

I conduct extensive pre

- flight inspections and protocol, during which safety carries primary importance; I always obtain all necessary permissions prior to operation; and, I have procedures in place to abort flights in the event of safety breaches or potential danger

.

My, Gregory Zonsius ’ , safety protocols provide a level of safety equal to or exceeding existing rules. It is important to note that absent the integration of commercial sUAS into our national airspace system, helicopters are the primary means of aeria l photography and videography

. While the safety record of such helicopters is remarka bly astounding, there has been incident s involving loss of life as well as extensive property damage; it is far safer to operate a battery powered ultra

- lightweight sUAS

. First, the potential loss of life is diminished because sUAS s carry no peo ple on board and I only
operate my sUAS in specific areas away from mass populations. Second, there is no fuel on board a sUAS and thus the potential for fire or explosions i s greatly

diminished. Third, the small size and extreme maneuverability of my sUAS allow me to remotely pilot away from and avoid hazards quickly and safely. Lastly, given its small size and weight, even when close enough to capture amazing images, my sUAS need not be so close to the objects they are focused on through the technology and use of post editing software allowing pan ning, tilting and zoom ing

. Accordingly, my sUAS has been experimentally operated for familiarization/competency and will co ntinue to operate at and above current safety levels.

VI. A Summary : The FAA May Publish in the Federal Register:

A. 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 Certifi cates, sets forth requirements for procurement of necessary airworthiness certificates in relation to FAR § 91. 203(a)(1). The size, weight and enclosed operational area of my, Gregory Zonsius ’

, sUAS permits exemption from Part 21 because my sUAS meets (and exceeds) 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 pi eces of legislation permit the FAA to
exempt sUAS s from the airworthiness certificate requirement in consideration of the weight, size, speed, maneuverability and proximity to areas such as airports and dense populations. My, Gregory

Zonsius ’ , current and projected sUAS s meet s or exceed s each of the elements.

14 C. F. R. 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 inappli cable.Gregory Zonsius, Photographer / Videographer, Chicagoland , IL, USA

- Section 333 Exemption Petition

Gregory Zonsius, Photographer / Videographer, Chicagoland, IL USA

- Section 333 Exemption Petition Page 5 of 16 14 C. F. R. § 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 sUAS s, this Regulation is inapplicable. An equivalent level of safety will be achieved by maintai ning a safety/flight manual delineating areas of where safety can be

defined. 5 The FAA has previously issued exemptions to this regulation in Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 10700 and 32827.

14 C. F. R. § 91. 121 regarding altimeter settings is inapplicable insofar as my sUAS utilizes electronic global positioning systems with a barometric sensor.

14 C. F. R. § 91. 203 (a) and (b) provides for the carrying of civil aircraft certifications and registrations.

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

.

B. 14 C. F. R. § 45. 23: Marking of the Aircraft.

Applicable C odes of Federal Regulation require aircraft to be marked according to certain specifications. My sUAS s are, by definition, unmanned. They therefore do not have a cabin, cockpit or pilot station on which to mark certain words or phrases. Further, two

- inc h lettering is difficult to place on such small aircraft with dimensions smaller that minimal lettering requirement. Regardless, I will mark the sUAS s in the largest possible lettering by placing the word “EXPERIMENTAL” on its fuselage as required by 14 C

. F. R. §45. 29 (f) so that I the pilot, or anyone assisting me as a spotter with the UAV will see the markings. The FAA has previously issued exemptions to this regulation through Exemptions Nos. 8738, 10167, 10167A and 10700.

C. 14 C. F. R. § 61. 113: Private Pilot Privileges and Limitations: PIC.

Pursuant to 14 C. F. R. §§ 61. 113 (a) & (b), private pilots are limited to non

- commercial operations. I, Gregory Zonsius , can achieve an equivalent level of safety as achieved by current Regulations because my sUAS do es not carry any pilots or passengers. Further, while helpful, a pilot license will not ensure remote control piloting skills. The risks attended to the operation of my sUAS is far

less than the risk levels inherent in the commercial activities outlined i n 14 C. F. R. § 61, et seq. Thus, allowing me, Gregory Zonsius , to operate my sUAS 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 fo r the operation of civil aircraft. It allows helicopters to be operated at lower altitudes in certain conditions. My sUAS will never operate at an altitude greater than 4 00 AGL. I, Gregory Zonsius , will however operate my sUAS in safe areas away from pub lic and traffic, providing a level of safety at least equivalent to or below those in relation to

minimum safe altitudes. Given the size, weight, maneuverability and speed of my sUAS , an equivalent or higher level of safety will be achieved.

E. 14 C. F. R. 91. 405 (a); 407 (a) (1); 409 (a) (2); 417(a) & (b): Maintenance Inspections.

The above

- cited Regulations require, amongst other things, aircraft owners and operators to “have [the] aircraft inspected as prescribed in subpart E of this part and shall betw een required inspections, except as provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter.

. . . ”

5 Appendix D

– Flight LogGregory Zonsius, Photographer / Videographer, Chicagoland , IL, USA

- Section 333 Exemption Petition

Gregory Zonsius, Photographer / Videographer, Chicagoland, IL USA

- Section 333 Exemption Petition Page 6 of 16 These Regulations only apply to aircraft with an airworthiness certificate. They will not, theref ore, apply to

my, Gregory Zonsius '

, sUAS

. However, as a safety precaution I thoroughly inspect my sUAS before and after each flight.Gregory Zonsius, Photographer / Videographer, Chicagoland , IL, USA

- Section 333 Exemption Petition

Gregory Zonsius, Photographer / Videographer, Chicagoland, IL USA

- Section 333 Exemption Petition Page 7 of 16 A Summary

The FAA May Publish in the Federal Register: A. 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 enclosed operational area of my sUAS permits ex emption from Part 21 because my, Gregory Zonsius ’

, sUAS 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. § 4 4701 (f))

and Section 333 of the Reform Act. Both pieces of legislation permit the FAA to exempt sUAS s from the airworthiness certificate requirement in consideration of the weight, size, speed, maneuverability and proximity to areas such as airports and d ense populations. My sUAS meets or exceeds each of the

elements. 14 C. F. R. 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

C. F. R. § 91. 9 (b) (2) requires an aircraft flight manual in the aircraft. As there are no pilots or passengers, and given the size of the sUAS s, this Regulation is inapplicable. An equivalent level of safety will be achieved by maintain ing a manual. The FAA has previously issued exemptions to this regulation in Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167, maintenance program that involves regular software updates and curative measures for any damaged hardware. Theref ore, an equivalent level of safety will be achieved.

In summary, Gregory Zonsius seeks an 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); 14 C. F. R. § 91. 409 (a ) (2); and, 14 C. F. R. §§ 91. 417 (a) & (b) to commercially operate my, Gregory Zonsius ' , small unmanned vehicle/lightweight unmanned aircraft vehicle in community awareness and aerial photography and videography operations. Currently,

area awareness and aerial photograph y and videography relies primarily on the use of larger aircraft running

on combustible fuel. Posing potential risk to the public. Granting my, Gregory Zonsius ’ , request for exemption will reduce current risk levels and thereby enhance safety. My sUAS craf t do es not contain potentially explosive fuel, is smaller, lighter and more maneuverable than conventional aircraft with much less flight time. Further, I operate at lower altitudes and in controlled airspace eliminating potential public risk flying to and f rom established air fields. I, Gregory Zonsius , have been informally analyzing flight information and will compile safety protocols and the implementation of a flight operations manual that exceeds currently accepted means and methods for safe flight. Form al collection of information shared with the FAA will enhance the FAA's internal efforts to establish protocols for complying with the FAA

Modernization and Reform Act of 2012. There are no personnel on

- board my, Gregory Zonsius ’

, sUAS and

therefore the li kelihood of death or serious bodily injury is significantly diminished. My, Gregory Zonsius ’

, operation of my sUAS , weighing less than 5 pounds and travelling at lower speeds within limited areas will provide an equivalent level of safety as that achieved under current FARs. Accordingly I, Gregory Zonsius

, respectfully request that the FAA grant my exemption request and am willing to cooperate in sharing information to benefit the FAA, safety of manned aircraft, and the general public at large.

Respectfu lly submitted,

Gregory Zonsius

, Photographer / Videographer ZonCom Productions, Inc.

15402 S. Michael Dr. Plainfield, IL 60544Gregory Zonsius, Photographer / Videographer, Chicagoland , IL, USA

- Section 333 Exemption Petition

Gregory Zonsius, Photographer / Videographer, Chicagoland, IL USA

- Section 333 Exemption Petition Page 8 of 16 

# Appendix A

sUAS Aircraft

The UAV/ s UAS/UA which Gregory Zonsius , will be operating is the DJI Phantom 2 Vision +

, referred h ereafter as “P2V+”

. The inherent safety features, sophistication, programmability, GPS navigation, return home capability, airport vicinity no

- fly feature and restricted altitude feature, as well as differentiating radio frequency ( RF ) for aircraft control ler/receiver and for the camera

make this a much safer s UA S for the purposes of this petition. This is a hobby grade radio

controlled s UA S that has the capacity for software upgrades. It is light, less than 3 pounds including battery and camera. Incorpora ted into the programming of the P2V+ is an automatic return home feature that automatically directs the craft back to point of take

- off should

communication with the transmitter be lost. The P2V+ has a cruising speed of 15 knots, with a maximum speed of 29 knots. Maximum flight time is 25 minutes. Gross weight is 2. 86 pounds.

The P2V+ has an additional communication link between the camera and craft on a different RF

for a smart phone connection a llowing the operator or Pilot In Command (PIC) to monitor

ba ttery level, altitude (AGL), distance from PIC, camera imagery, and control camera angle.

The software for the P2V+ allows the operator or PIC to set maximum altitude AGL for each flight, allowing customization of flights to no higher than 100 feet, 150 f eet, or 250 feet AGL as examples. The 400 foot maximum AGL can be programmed into the s UA S 's software pre

- flight to insure compliance with FAA standards. Adding to the safety capabilities of this s UA S. it is programmed to remain in position when controls a re r eleased m aintaining altitude and GPS

location. The P2V+ has an altitude and radar monitoring function that allows the operator more precise determination of height, direction of flight and distance from the operator PIC. The operator or PIC can monito r GPS lock status while s UA S is in flight, with the ability to anticipate loss of GPS locking so the operator or PIC can land the s UA S as a precaution.

Best explanation of the P2V+ 's sophistication and capabilities can be observed through a video explanati on of a test by an independent party.

https://www.youtube.com/watch?v=ptVJGrOpyok



### The P2V+ maintains all capabilities defined in the video. The P2V +'s 2. 4 GHz

transmitter/controller/receiver RF for managing flight with a 5. 8 GHz RF transmitter/receiver for photography/videography functions eliminates the possibility of RF interference between the two
systems

. Considering the programmability and safety features of this sUAS ( P2V+) it serves as

the be st option to protect the Public and NAS for the purposes of this petition.

Additionally I have added Safety features to the P2V+.

 Propeller Guards to guard any items from touching the propellers.

 Additional LED Lighting to make P2V+ more visible in the sky

.

For more information about the P2V+ see the following.

 Supplemental File

– Phantom 2 Vision Plus (User Manual 1. 6)Gregory Zonsius, Photographer / Videographer, Chicagoland , IL, USA

- Section 333 Exemption Petition

Gregory Zonsius, Photographer / Videographer, Chicagoland, IL USA

- Section 333 Exemption Petition Page 9 of 16 

# Appendix B

Aeronautical Charts

Sectional Aeronautical Charts

VFR Terminal Area Charts

VFR Flyway Planning Charts

FAA Charts : (Downloa ds): http://www.faa.gov/air_traffic/flight_info/aeronav/digital_products/vfr/

Online: http://skyvector.com/Gregory Zonsius, Photographer / Videographer, Chicagoland , IL, USA

- Section 333 Exemption Petition

Gregory Zonsius, Photographer / Videographer, Chicagoland, IL USA

- Section 333 Exemption Petition Page 10 of 16



## Sectional Ae ronautical Chart (FAA Download)

Sectional Aeronautical Chart (SkyVector

. com

– Online Website )Gregory Zonsius, Photographer / Videographer, Chicagoland , IL, USA

- Section 333 Exemption Petition

Gregory Zonsius, Photographer / Videographer, Chicagoland, IL USA

- Section 333 Exemption Petition Page 11 of 16



## VFR Terminal Area Chart (FAA Download)

VFR Flyway Planning Chart (FAA Download)Gregory Zonsius, Photographer / Videographer, Chicagoland , IL, USA

- Section 333 Exemption Petition

Gregory Zonsius, Photographer / Videographer, Chicagoland, IL USA

- Section 333 Exemption Petition Page 12 of 16 

# Appendix C

Protocols & ControlsGregory Zonsius, Photographer / Videographer, Chicagoland , IL, USA

- Section 333 Exemption Petition

Gregory Zonsius, Photographer / Videographer, Chicagoland, IL USA

- Section 333 Exemption Petition Page 13 of 16



# Protocols & Controls

Safety for p ublic on the ground as well as manned aircraft above is an essential and utmost consideration
for aerial videos and photography. As such, safety protocols and controls must be implemented through

pre

- flight preparation and during flight.

Pre

- Flight Proto col:

Check all batteries with voltage meter or PC software to insure fully charged and ready for use.

o sUAS Batteries

o Controller battery

o Range Extender battery

o External batteries for LED lights, supplemental power for devices, etc

... Inspect all batteries for damage or leakage that may affect proper operation.
Inspect propellers and aircraft fuselage for cracks, chips or damage that may cause sudden loss of
propulsion or un manageable/uncontrolled flight and replace if necessary.
Inspect all motor shafts & mounts to insure they spin freely.
Inspect a ll exterior wiring and insure all connections are tight.

Check W eather forecasts for wind conditions and advisories or other conditions that my impact
flight.
Check NOTAMS and TFRs for any flight restrictions. 6

Ch eck Planetary K

- Index for any magnetic interference that may disrupt GPS signals. Don’t fly in

GPS mode if K

- index is 5 or above. 7

Consult Aeronautical charts for proximity to airports and airspace classifications 8

.

o Contact respective airport (s) if within 5 miles of flight to advise of estimated fl ight time,
estimated flight duration, estimated elevation of flight, and any other pertinent information.
Inspect flight area for :

o V icinity of p ublic safety helipads / heliports

.

o V icinit y of medical helipads / heliports

.

o V icinity of light poles

.

o V icinity or u tility wires

.

o V icinity of trees

.

o F locks of birds that may cause interfere nce and potential flight impact

.

o V icinity of any elevated obstructions that may pose potential flight hazar d

.

o V icinity of roadways with moderate to heavy traffic that can be distracte d

.

o P ublic gath erings that may attract viewers.

o O ptional point of control for best vis ual line of sight of sUAS while in flight.

o S uitable landing areas should a problem arise and sUAS is forced to land.
Takeoff and landing

o I nspect area for best and safest poi nt of takeoff and landing

.

o I f in a subdivision or area that is within 150 feet of a residential street, post warning sign(s)

/ stand(s) / placard(s) "Attention Aerial Flight in Pr ogress

- Remain Back 150 Feet ".

6 Website s

- https://pilotweb.nas.faa.gov/PilotWeb/ & http://tfr.faa.gov/tfr2/list.html

7 Website

- http://www.swpc.noaa.gov/products/planetary

- k

- index

8 Appendix B

– Aeronautical ChartsGregory Zonsius, Photographer / Videographer, Chicagoland , IL, USA

- Section 333 Exemption Petition

Gregory Zonsius, Photographer / Videographer, Chicagoland, IL USA

- Section 333 Exemption Petition Page 14 of 16 Flight Protocol:

Check Windspeed with handheld Anemometer 9

Check all controls & control surfaces to make sure working properly and clear of

obstructions.
Check all switches and knobs on controller & sUAS and put in appropriate
positions.

Turn on p ower to remote controller first then turn on power on sUAS.

T akeoff and land from the same locat ion if possible

. Immediately after takeoff hover around 5

- 10 feet AGL to confirm t he following

.

o Barometric Altimeter working correctly

.

o Compass working correctly

.

o GPS working correctly

.

o Telemetry downlink working properly if paired with a smart phone.

o Live video downlink working properly if paire d with a smart phone.

R emain alert to birds, sound of aircraft, curious p ubl ic, and approaching vehicles

. D o not allow anyone to engage in conversation or di stract the remote control pilot

. R estrict flight to minimal elevation suffic ient to acquire desired results

. Remain prepared for emergency landing at all times

. Pay attention to flight time

.

o I f possible set a timer as a safety alert

. L and sUAS and shut down propulsio n immediately following landing.

Post flight:

Turn off power to sUAS first then turn off po wer to r emote c ontroller

. D isconnect battery to prevent accidental activation of propulsion system

. Inspect all batteries for damage or leakage that may affect proper operation.
Inspect propellers and aircraft fuselage for cracks, chips or damage that may cause sudden loss of
propulsion or un manageable/uncontrolled flight and replace if necessary.
Inspect motor shafts & mounts to insure they spin freely.
Inspect any exterior wiring and insure all connections are tight.

S ecure sUAS in a safe location.

R emove all warning signs from public access areas.
Note any problems with flight and address issues.

Emergency or Suspected Hazard:

Immediate ly land sUAS at safest and clos et ground location in the event :

o M anned aircraft is hear d or seen in vicinity of flight

.

o T here is a public gathering within established safety bou ndary wanting to observe flight

.

o P ilot is being distracted fro m focusing on flight and safety

.

o S udden change in weather (wind bursts)

.

o S udden increase in vehicula r traffic in vicinity of flight

.

o B irds enter into proximity of flight

.

o A ny sudden unsafe ev ent that can cause collision, distract ion or interruption of control

.

9 S upplemental File

- La Crosse Technology EA

- 3010U Handheld Travel Anemometer (User Manual)Gregory Zonsius, Photographer / Videographer, Chicagoland , IL, USA

- Section 333 Exemption Petition

Gregory Zonsius, Photographer / Videographer, Chicagoland, IL USA

- Section 333 Exemption Petition Page 15 of 16 

# Appendix D

Flight LogsGregory Zonsius, Photographer / Videographer, Chicagoland , IL, USA

- Section 333 Exemption Petition

Gregory Zonsius, Photographer / Videographer, Chicagoland, IL USA

- Section 333 Exemption Petition Page 16 of 16



# Flight Log

Pre

- flight Inspection ☐ Yes ☐ No Comment

Date

Location

(circle) (circle) Comment

Weather Good Fair

Visibility Good Fair

Wind Speed Low Medium

Proximity to airport: Airport Notified? ☐ Yes ☐ No

Date: Time

Phone #: Contact Name:

Nearest maj or intersection:

Proximity to medium traffic road:

Proximity to heavily traveled roadway road:

Proximity to congested population:

Approx. Takeoff Time

Approx. Landing Time

Estimated Elevation

Safety Concerns:

Additional Comment s:

Unedited flight video/photos available for FAA upon written re quest within 180 days of flight? ☐ Yes ☐ No