Christopher E. Clarke

2741 Jackson Pike

Batavia, OH 45103

(513) 201-7772

chris.clarke.fly@gmail.com

U.S. Department of Transportation 

Docket Management System

1200 New Jersey Ave., SE 

Washington, DC 20590 

Exemption Request Section 333 of the FAA Reform Act of 2012 

References:

1. FAA Exemption No. 11138, Regulatory Docket No. FAA-2014-0481 in the matter of the petition of 

DOUGLAS TRUDEAU

2. FAA Exemption No. 11136, Regulatory Docket No. FAA–2014–0508 in the matter of the petition of 

ADVANCED AVIATION SOLUTIONS LLC 

3. FAA Exemption No. 11080 Regulatory Docket No. FAA-2014-0355 in the matter of the petition of 

FLYING CAM INC 

Dear Sir or Madam: 

This petition is being submitted on my behalf without legal counsel or consulting services. 

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the Reform Act), and 14 C.F.R. Part 11, 

Christopher E. Clarke, referred to hereafter as the petitioner, is a freelance multimedia producer and commercial 

pilot. The petitioner hereby applies for an exemption from the Federal Aviation Regulations (FARs) listed below to 

allow operation of our Small Unmanned Aircraft System (sUAS) commercially in airspace regulated by the Federal 

Aviation Administration (FAA) so long as such operations are conducted with and under the conditions outlined 

herein or as may be established by the FAA as required by Section 333. 

The requested exemption would permit the petitioner to pursue his commercial interests in providing services to 

clients using a small advanced sUAV in the following areas: aerial photography, cinematography, videography, 

mapping, crop surveying, inspections and other flight operations that could be performed safely and more cost 

effectively with the use of small UAS at low altitude within the U.S. national airspace system as compared to a 

manned aircraft. 
The petitioner states that all sUAS flights will occur over private or controlled access property and will do so with 

the property owner's consent and knowledge and that only people who have consented or otherwise have agreed to 

be within the UAS’ radius during filming and photography applications. 

The petitioner has demonstrated the ability to safely and effectively fly the sUAS Yuneec Q500+ which will be used 

for all commercial and private purposes. The petitioner complies with local ordinances and laws regarding the 

operation of sUAS, and adheres to all weather and environmental restrictions or limitations in reference to the 

operations of sUAS. 

All flights will occur in ordinance with any state or local laws regarding privacy. 

I, Christopher E. Clarke, am seeking the exemption because I am committed to complying with all of the rules, 

guidelines, limitations, and future legislation set forth by the FAA. I agree to operate the sUAS in the manner that I 

have described, and for the purposes that I have described. Without the exemption request granted, I would be 

unable to safely and effectively run my business, and it is my intention to comply with the FAA and obtain an 

exemption of the following regulations. 

The following contains my list of regulations from which I am seeking exemption, and a complete list of 

responsibilities I assume as operator; it also contains information regarding the aircraft, public benefit and safety 

features, and similar petitions requests granted. 

Regulations from which exemption is requested: 

14 C.F.R. Part 21 

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. 91.109 

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) & (b) 

14 C.F.R. 91.205(b) 

14 C.F.R. 91.215 

14 C.F.R. 91.401 - 91.417 

I, THE OPERATOR, ASSUME THE FOLLOWING RESPONSIBILITIES 
1. Operations authorized by this grant of exemption are limited to the Yuneec Q500+ when weighing less than 55 

pounds including payload. Proposed operations of any other aircraft will require a new petition or a petition to 

amend this exemption. 

2. Operations for the purpose of closed-set motion picture and television filming are not permitted. 

3. The UA may not be operated at a speed exceeding 87 knots (100 miles per hour). The exemption holder may use 

either groundspeed or calibrated airspeed to determine compliance with the 87 knot speed restriction. In no case will 

the UA be operated at airspeeds greater than the maximum UA operating airspeed recommended by the aircraft 

manufacturer. 

4. The UA must be operated at an altitude of no more than 400 feet above ground level (AGL). Altitude must be 

reported in feet AGL. 

5. The UA must be operated within visual line of sight (VLOS) of the PIC at all times. This requires the PIC to be 

able to use human vision unaided by any device other than corrective lenses, as specified on the PIC’s FAA-issued 

airman medical certificate or U.S. driver’s license. 

6. All operations must utilize a visual observer (VO). The UA must be operated within the visual line of sight 

(VLOS) of the PIC and VO at all times. 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. The PIC must be designated before the flight and 

cannot transfer his or her designation for the duration of the flight. The PIC must ensure that the VO can perform the 

duties required of the VO. 

7. This exemption and all documents needed to operate the UAS and conduct its operations in accordance with the 

conditions and limitations stated in this grant of exemption, are hereinafter referred to as the operating documents. 

The operating documents must be accessible during UAS operations and made available to the Administrator upon 

request. If a discrepancy exists between the conditions and 4 limitations in this exemption and the procedures 

outlined in the operating documents, the conditions and limitations herein take precedence and must be followed. 

Otherwise, the operator must follow the procedures as outlined in its operating documents. The operator may update 

or revise its operating documents. It is the operator’s responsibility to track such revisions and present updated and 

revised documents to the Administrator or any law enforcement official upon request. The operator must also 

present updated and revised documents if it petitions for extension or amendment to this grant of exemption. If the 

operator determines that any update or revision would affect the basis upon which the FAA granted this exemption, 

then the operator must petition for an amendment to its grant of exemption. The FAA’s UAS Integration Office (AFS

−80) may be contacted if questions arise regarding updates or revisions to the operating documents. 

8. Any UAS that has undergone maintenance or alterations that affect the UAS operation or flight characteristics, 

e.g., replacement of a flight critical component, must undergo a functional test flight prior to conducting further 

operations under this exemption. Functional test flights may only be conducted by a PIC with a VO and must remain 

at least 500 feet from other people. The functional test flight must be conducted in such a manner so as to not pose 

an undue hazard to persons and property. 

9. The operator is responsible for maintaining and inspecting the UAS to ensure that it is in a condition for safe 

operation. 

10. Prior to each flight, the PIC must conduct a pre-flight inspection and determine the UAS is in a condition for 

safe flight. The pre-flight inspection must account for all potential discrepancies, e.g., inoperable components, items, 
or equipment. If the inspection reveals a condition that affects the safe operation of the UAS, the aircraft is 

prohibited from operating until the necessary maintenance has been performed and the UAS is found to be in a 

condition for safe flight. 

11. The operator must follow the UAS manufacturer’s maintenance, overhaul, replacement, inspection, and life limit 

requirements for the aircraft and aircraft components. 

12. Each UAS operated under this exemption must comply with all manufacturer safety bulletins. 

13. Under this grant of exemption, a PIC must hold either an airline transport, commercial, private, recreational, or 

sport pilot certificate. The PIC must also hold a current FAA airman medical certificate or a valid U.S. driver’s 

license issued by a state, the District of Columbia, Puerto Rico, a territory, a possession, or the Federal government. 

The PIC must also meet the flight review requirements specified in 14 CFR § 61.56 in an aircraft in which the PIC is 

rated on his or her pilot certificate. 5 

14. The operator may not permit any PIC to operate unless the PIC demonstrates the ability to safely operate the 

UAS in a manner consistent with how the UAS will be operated under this exemption, including evasive and 

emergency maneuvers and maintaining appropriate distances from persons, vessels, vehicles and structures. PIC 

qualification flight hours and currency must be logged in a manner consistent with 14 CFR § 61.51(b). Flights for 

the purposes of training the operator’s PICs and VOs (training, proficiency, and experience-building) and 

determining the PIC’s ability to safely operate the UAS in a manner consistent with how the UAS will be operated 

under this exemption are permitted under the terms of this exemption. However, training operations may only be 

conducted during dedicated training sessions. During training, proficiency, and experience-building flights, all 

persons not essential for flight operations are considered nonparticipants, and the PIC must operate the UA with 

appropriate distance from nonparticipants in accordance with 14 CFR § 91.119. 

15. UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All operations must be 

conducted under visual meteorological conditions (VMC). Flights under special visual flight rules (SVFR) are not 

authorized. 

16. The UA may not operate within 5 nautical miles of an airport reference point (ARP) as denoted in the current 

FAA Airport/Facility Directory (AFD) or for airports not denoted with an ARP, the center of the airport symbol as 

denoted on the current FAA-published aeronautical chart, unless a letter of agreement with that airport’s 

management is obtained or otherwise permitted by a COA issued to the exemption holder. The letter of agreement 

with the airport management must be made available to the Administrator or any law enforcement official upon 

request. 

17. 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. 

18. If the UAS loses communications or loses its GPS signal, the UA must return to a pre-determined location within 

the private or controlled-access property. 

19. The PIC must abort the flight in the event of unpredicted obstacles or emergencies. 

20. The PIC is prohibited from beginning a flight unless (considering wind and forecast weather conditions) there is 

enough available power for the UA to conduct the intended operation and to operate after that for at least five 

minutes or with the reserve power recommended by the manufacturer if greater. 
21. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All operations shall be conducted 

in accordance with an ATO-issued COA. The exemption holder may apply for a new or amended COA if it intends 

to conduct operations that cannot be conducted under the terms of the attached COA. 6 

22. All aircraft operated in accordance with this exemption must be identified by serial number, registered in 

accordance with 14 CFR part 47, and have identification (N−Number) markings in accordance with 14 CFR part 45, 

Subpart C. Markings must be as large as practicable. 

23. Documents used by the operator to ensure the safe operation and flight of the UAS and any documents required 

under 14 CFR §§ 91.9 and 91.203 must be available to the PIC at the Ground Control Station of the UAS any time 

the aircraft is operating. These documents must be made available to the Administrator or any law enforcement 

official upon request. 

24. The UA must remain clear and give way to all manned aviation operations and activities at all times. 

25. The UAS may not be operated by the PIC from any moving device or vehicle. 

26. All Flight operations must be conducted at least 500 feet from all nonparticipating persons, vessels, vehicles, and 

structures unless: a. Barriers or structures are present that sufficiently protect nonparticipating persons from the UA 

and/or debris in the event of an accident. The operator must ensure that nonparticipating persons remain under such 

protection. If a situation arises where nonparticipating persons leave such protection and are within 500 feet of the 

UA, flight operations must cease immediately in a manner ensuring the safety of nonparticipating persons; and b. 

The owner/controller of any vessels, vehicles or structures has granted permission for operating closer to those 

objects and the PIC has made a safety assessment of the risk of operating closer to those objects and determined that 

it does not present an undue hazard. The PIC, VO, operator trainees or essential persons are not considered 

nonparticipating persons under this exemption. 

27. All operations shall be conducted over private or controlled-access property with permission from the property 

owner/controller or authorized representative. Permission from property owner/controller or authorized 

representative will be obtained for each flight to be conducted. 

28. Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries of the operational 

area as defined by the applicable COA must be reported to the FAA's UAS Integration Office (AFS−80) within 24 

hours. Accidents must be reported to the National Transportation Safety Board (NTSB) per instructions contained on 

the NTSB Web site: www.ntsb.gov.

The UAS 

The Yuneec Q500+ is a consumer grade small rotorcraft in the quadcopter configuration with an advertised weight 

of less than 1700g designed primarily to carry aloft a high definition camera. It has an advertised maximum speed of 

less than 15 knots (8m/s) and a maximum climb rate of less than 1200 feet per minute (6 m/s). It is powered by four 

electric motors with a distance between motors of less than 22 inches (558mm) It utilizes an internal inertial 

measuring unit (IMU) with integrated barometric sensor augmented with global positioning system (GPS) to 

maintain its geospatial orientation and position. It is controlled primarily through an FCC certified radio control 

(RC) unit. Real time video information is transmitted back to a ground control station allowing the operator and/or 

PIC camera imagery and control camera angle. It has failsafe modes of operation for either loss of RC or GPS 

signal. Altitude can be limited by the onboard flight controller and maximum altitude can be preprogrammed by the 
PIC. Battery life limits flight times to approximately 25 minutes. The onboard flight controller will warn the pilot 

via external lighting, audio cues, and vibration feedback before reaching a low battery state. An automatic 

termination of flight and landing will be initiated when the battery reaches a predetermined low state. It is 

anticipated that flights will usually last less than 20 minutes. This quadcopter shares many characteristics with the 

DJI Phantom 3. More information is available at this link, and in the manual (attachment 1) http://yuneec.com/

support/download/manuals/typhoon_q500plus_user_manual_v2.0.pdf 

SIMILAR EXEMPTIONS 

They are similar in all/or many material respects to relief previously requested in Grant of Exemption Nos. 11062, 

11109, 11112, and 11213 

Public Benefit and Safety 

Unmanned Aircraft System sUAVs are often seen as superior to helicopters as an aerial video gathering platform due 

to the smaller devices cheaper equipment and personnel cost, reduced noise and as such, a much smaller 

environmental impact which promotes public safety. 

The petitioner is petitioning for an exemption to operate a Yuneec Q500+ with a built-in stabilized HD camera and 

GPS safety features which limit its ability to limit the height it flies above ground level (AGL), to limit the radius of 

the distance it flies from the operator and to exclude it from operations within designated Class B, C and D airspace 

including a no-fly zone feature. 

The Yuneec Q500+ also has a failsafe function that is triggered in the event communication is lost between the 

sUAS and the main controller transmitter. At that time, the sUAS will return to its point of takeoff and land safety. If 

the connection is restored, the PIC can regain control of flight and land manually. 

These specifications meet with the Model Aircraft Operating Standards as set below: 

• The petitioner will only operate its sUAS in line-of-sight of a pilot and/or observer and will operate at sites that are 

`sufficient distance' from populated areas within the sterile area described in the FOPM. Such operations will ensure 

that the sUAS will "not create a hazard to users of the national airspace system or the public." 

• When flying the sUAS within three (3) miles of an airport, airport operators will be notified and the operator will 

give the right-of-way to avoid flying in the proximity of full-scale aircraft. Maximum flight time for each operation 

will be 30 minutes. 

• Flights will be terminated when battery levels reach 25%, allowing sufficient reserve flight time to safely land the 

sUAS. 

• The sUAS will be programmed so it will not be operated at an altitude that exceeds 400 feet AGL, and not more 

than 200 feet above an elevated platform from which videography is planned. 

• Minimum crew for each operation shall consist of: sUAS pilot, a visual sUAS observer, and the camera operator. 

• The sUAS PIC will be an FAA licensed airman holding a minimum of a Private Pilot certificate and a current FAA 

medical certificate. 
• The sUAS operated by the petitioner weighs less than 25 pounds, including all payload (i.e. camera, lens, and 

stabilized gimbal). 

• The sUAS will operate at speeds of no more than 50 knots, can hover, and can simultaneously move vertically and 

horizontally. 

• Given the small size of the sUAS and the restricted sterile environment within which it will operate, SkyVideoCT’s 

operations adhere to the Reform Act's safety requirements. 

Conclusion 

The petitioner is requesting this exemption for the purposes of “aerial photography, cinematography, videography, 

mapping, crop surveying, inspections and other flight operations”. The reason for such a general and broad based 

request is that the petitioner wishes to utilize a business strategy of horizontal integration and maximize economies 

of scope in order to capitalize on opportunities as they may arise in the future without the long turnaround time 

associated with additional exemptions The petitioner's business model is based on the idea of offering ad hoc small 

UAS services to individuals or companies who wish to employ these services as a safe, effective, and legal option to 

enhance their business or hobby. The petitioner’s own market research shows pent up demand for these services 

currently exists in the real estate market and other markets are just beginning to emerge. Although videography and 

photography are included in the request, the primary objective will be aerial survey of farm crops for precision 

agriculture. The petitioner has identified universities and other agencies that could benefit from the operation 

requested in this application. 

Many are currently operating similar UAS in exactly this fashion without, it is assumed, FAA authorization. The 

petitioner has refrained from engaging in commercial use of the UAS. The primary purpose of seeking this 

exemption is to obtain the capability to offer those services while remaining in compliance. The petitioner has 8 

years of experience in the radio control model aircraft hobby. 

Respectfully submitted, 

Christopher E. Clarke