UNITED STATES OF AMERICA DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION

WASHI NGTON, DC

Regulatory

Docket No.

**IN THE MATTER OF THE PETITION FOR EXEMPTION OF:**  **Carl H. Schneider FOR**  **AN EXEMPTION**  **SEEKING RELIEF**  **FROM THE**  **REQUIREMENTS OF** 

**TITLE 14 OF THE CODE OF FEDERAL REGULATIONS SECTIONS**  **61.113(a) &**  **(b), 91.7(a),**  **91.121, 91.151(b),**  **91.405(a), 91.407(a)(1),**  **91.409(a)(1) & (a)(2), AND 91.417(a) & (b) CONCERNING COMMERCIAL**  **OPERATION OF YUNEEC Q500 TYPHOON QUADCOPTER**  **UNMANNED AIRCRAFT**  **SYSTEMS PURSUANT TO SECTION 333 OF**  **THE FAA**  **MODERNIZATION AND**  **REFORM ACT**  **OF 2012** 

**(PUBLIC LAW 112**  **- 95)** 

Submitted on May

20, 2015 Carl H. Schneider 6795 Crescent Cove Drive St. Augustine, FL 32086 864

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- 72202 **TABLE OF CONTENTS**  Page GLOSSARY OF ABBREVIATIONS.

................................ ................................ ................. 3 SUMMARY.

................................ ................................ ................................ ......................... 4 IN TRODUCTION AND INTERESTS OF PETITIONER.

................................ ................... 4 BACKGROUND.

................................ ................................ ................................ .................. 5 BASI S FOR PETITION.

................................ ................................ ................................ ....... 5 NAME AND ADDRESS OF PETITIONER.

................................ ........................... 8 THE SPECIFIC SECTIONS OF 14 C.F.R. FROM WHICH CARL H. SCHNEIDER SEEKS EXEMPTION.

................................ ................................ . 8 THE EXTENT OF RELIEF CARLH. SCHNEIDER AND THE REASON CARLH. SCHNEIDER SEEKS THE RELIEF............... 8 11 THE REASONS WHY GRANTING CARL H. SCHNEIDER ’S REQUEST WOULD BE IN THE PUBLIC INTEREST

.......... ................................ .............. 15 THE REASONS WHY GRANTING THE EXEMPTION WOULD NOT ADVERSELY AFFECT SAFETY.

................................ ................................ ........ 19 SUMMARY THAT CAN BE PUBLISHED IN THE FEDERAL REGI STER.

.... 33 ANY ADDITIONAL INFORMATION, VIEWS, OR ARGUMENTS AVAILABLE TO SUPPORT CARL H. SCHNEIDER ’S REQUEST....

............ 34 34 CONCLUSION.

................................ ................................ ................................ .................. 34 APPENDICES........................................................................................3 63 **GLOSSARY OF ABBREVIATIONS** AGL Above Ground Level AOI Area of Interest ATC Air Traffic Control ATO Air Traffic Organization AV Aerial Vehicle CFR Code of Federal Regulations COA Certificate of Authorization FAA Federal Aviation Administration FAR Federal Aviation Regulation GCS Ground Control Station GPS Global Positioning System LO L Lo ss of Link NAS National Airspace System NOTAM Notice to Airman PIC Pilot In Command Section 333 FAA Modernization and Reform Act of 2012 (FMRA) Section 333 SO Safety Observer SOP Standard Operating Procedures UA Unmanned Aircraft UAS Unmanned Aircraft System VFR Visual Flight Rules VLOS Visual Line of Site VMC Visual Meteorological Conditions VTOL Vertical Takeoff and Landing4 **SUMMARY** Carl H. Schneider seeks exemption from the requirements of 14 C.F.R §§ 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b), to operate an Unmanned Aircraft S ys tem pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA). This exemption will permit Carl H. Schneider to operate an Unmanned Aircraft System (UAS) fo r the commercial purpose of conducting aerial video and photography of construction sites, real estate, and landscape over certain areas of the United States.

**INTRODUCTION AND INTERESTS OF THE PETITIONER** Carl H. Schneider provides clients with expertise and knowledge in advanced technologies and solutions to increase efficiency, productivity and effectiveness. He holds a private pilot’s license (instrument rating), retired from NASA as an aerospace engineer and has been fly ing radio controlled aircraft a

nd helicopters for over 40 years. The objective Carl H. Schneider ’s aerial video and photography operations is to provide high quality imaging for a variety of commercial, public, and residential uses, specificall y targeting:

 Real estate and private property aerial photography

 Aerial acquisitions used for inspections of public and private structures.

 In crease public knowledge of UAS and promote safe UAS operations.5 **BACKGROUND** Unmanned Aircraft Systems: Yuneec Q500 T yphoon quadcopter Carl H. Schneider seeks an exemption to operate DJIs ys tems for compensation or hire within the NAS. The Yuneec Q500 Ty phoon quadcopter is a vertical takeoff and landing (VTOL) Unmanned Aircraft (UA) with a Ground Control Station (GCS) utilizing electronic tablet or smart phone systems. The Yuneec Q500 Ty phoon quadcopter has a maximum gross weight of approximately 2 pounds 11 ounces, while having a length of 14 inches width of 14 inches, height of 8 .5 inches, and a maximum speed of approximately 29 knots. The Yuneec Q500 Ty phoon quadcopter is equipped with four main rotors; driven by Lithium Poly

mer battery

powered electric motors. The Yuneec Q500 Ty

phoon quadcopter UAS that will be operated b y Carl H. Schneider will be registered in accordance with 49 U.S.C. 44103, Registration of Aircraft, as well as 14 C.F.R Part 47, Aircraft Registration , and marked in accordance with 14 C.F.R. Part 45, Identification and Registration Marking

. **BASIS FOR PETITION** Petitioner, Carl H. Schneider , pursuant to the provisions of the Federal Aviation Regulations (14 C.F.R. § 11.61) and the FAA Modernization and Reform Act of 2012 (FMRA), Section 333, Special Rules for Certain Unmanned Aircraft Systems , hereb y petitions th e Administrator to commerciall y operate the Yuneec Q500 Ty phoon quadcopter UAS in the National Airspace S ys tem (NAS), and for an exemption from the requirements of 14 C.F.R §§ 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)( 1) & (a)(2), and 91.417(a) & (b).6 In consideration of the speed, weight, size, and limited operating area associated with the unmanned aircraft and its operation, Carl H. Schneider ’s operation of Yuneec Q500 Ty phoon quadcopter UAS meets the conditions of FMRA Section 333 and therefore, will not require an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. Accordingl y, Carl H. Schneider requests relief from Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b), as these sections set forth requirements for maintenance that onl y appl y to aircraft with an airworthiness certificate. Carl H. Schneider submits that the requested relief is proper since an equivalent level of safety

will be ensured. Carl H. Schneider will use experienced personnel or technicians to perform maintenance, alterations, or preventive maintenance on the UASs using the methods, techniques, and practices prescribed in the operating documents (i.e., Monthly Maintenanc e Log, and Yuneec Q500 Ty phoon quadcopter Instruction Manual). Furthermore, Carl H. Schneider will document and maintain all maintenance records for the Yuneec Q500 Ty

phoon quadcopter UAS. Relief from certain requirements of Section 61.113(a) and (b), entitled Private pilot privileges and limitations: Pilot in command, is requested by Carl H. Schneider to the extent necessary

to allow a Pilot in Command (PIC) holding a private pilot or higher level certificate, as well as an airman medical certificate, and who has demonstrated, b y meeting minimum flight

- hour and currency requirements, that the PIC is able to safely operate the Yuneec Q500 Ty

phoon quadcopter UAS in a manner consistent with this exemption, including evasive and emergency maneuvers and maintaining appropriate distances from people, vessels, vehicles and structures.7 Carl H. Schneider seeks relief from Section 91.7(a), entitled Civil aircraft airworthiness , bec ause the Yuneec Q500 Ty phoon quadcopter UAS does not require an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. As such, Carl H. Schneider submits that he will ensure that the Yuneec Q500 Ty phoon quadcopter UAS is in an airworthy condition, prior to every flight, by determining that the UAS is in compliance with the operating documents (i.e., Monthly Maintenance Log, and Yuneec Q500 Ty phoon quadcopter Instruction Manual), and that the aircraft is in a condition for safe flight. Carl H. Schneider also seeks an exemption from the requirements of Section 91.121, entitled Altimeter Settings , as the Yuneec Q500 Ty phoon quadcopter UA will not have a typical barometric altimeter onboard. However, altitude information of the Yuneec Q500 Ty phoon quadcopter UA will be provided to the PIC via Global Positioning System (GPS) equipment and radio communications telemetry data link, which downlinks from the UA to the GCS for active monitoring of the flight path. This altitude information, combined with Carl H. Schneider ’s operation of the Yuneec Q500 Ty phoon quadcopter UAS within visual line of sight, at or below 400 feet AGL, will ensure a level of safety equivalent to Section 91.121. Additionally, Carl H. Schneider seeks an exemption from the requirements of Section 91.151(b), entitled Fuel requirements for flight in VFR conditions

. Carl H. Schneider submits that safety will not be affected by

operation of the Yuneec Q500 Ty phoon quadcopter UA during daylight hours in visual meteorological conditions (VMC) under visual flight rules (VFR), with enough battery power to fl y for a total duration of8

approximately 14 minutes to the first point of intended landing and, assuming normal cruising speed, to fl y after that for at least 5 minutes. In accordance with 14 C.F.R. § 11.81, Carl H. Schneider provides the following information in support of its petition for exemption: **A. Name And Address Of The Petitioner.**  The name and address of the Petitioner and point of contact is: Carl H. Schneider 6795 Crescent Cove Drive St. Augustine, FL 32086 864

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- 7220 **B. The Specific Sections Of 14 C.F.R. From Which**  **Carl H. Schneider Seeks**  **Exemption. 1.**  **Carl H. Schneider Seeks Exemption From The Requirements Of**  **Section 61.113(a)**  **And (b).**  Section 61.113, entitled Private pilot privileges and limitations: Pilot in command, subsections (a) and (b) prescribe the following, in relevant part: (a) No person who holds a private pilot certificate may act as a pilot in command (PIC) of an aircraft that is carrying passengers or property for compensation or hire; nor may

that person, for compensation or hire, act as PIC of an aircraft. (b) A private pilot may, for compensation or hire, act as PIC of an aircraft in connection with any business o r emplo ym ent if

— (1) The flight is onl y incidental to that business or employment; and (2) The aircraft does not carry passengers or property

for compensation or hire.
**2. Carl H. Schneider**  **Seeks Exemption**  **From The**  **Requirements Of**  **Section 91.7(a).**  Section 91.7, entitled Civil aircraft airworthiness , subsection (a), states the following:9 (a) No person may

operate a civil aircraft unless it is in an airworthy condition. **3. Carl H. Schneider**  **Seeks Exemption**  **From The**  **Requirements Of**  **Se ction**  **91.121.** Section 91.121, entitled Altimeter settings, subsection (a), states the following, in part: (a) Each person operating an aircraft shall maintain the cruising altitude or flight level of that aircraft, as the case may be, b y reference to an altim eter that is set, when operating

-- (1) Below 18,000 feet MSL, to
-- (i) The current reported altimeter setting of a station along the route and within 100 nautical miles of the aircraft; (ii) If there is no station within the area prescribed in paragraph (a)(1)(i) of this section, the current reported altimeter setting of an appropriate available station; or (iii) In the case of an aircraft not equipped with a radio, the elevation of the departure airport or an appropriate altimeter setting available before departure. **4. Carl H. Schneider**  **Seeks Exemption From The Requirements Of Section**  **91.151(b).** Section 91.151, entitled Fuel requirements for flight in VFR conditions , subsection (b), states the following: (b ) No person may begin a flight in a rotorcraft 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, to fly after that for at least 20 minutes. **5. Carl H. Schneider**  **Seeks Exemption From The Requirement Of Section**  **91.405(a).** Section 91.405, entitled Maintenance required, subsection (a), states the following: Each owner or operator of an aircraft

—10 (a) Shall have that aircraft inspected as prescribe d in subpart E of this part and shall between required inspections, except as provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter[.] **6. Carl H. Schneider**  **Seeks Exemption From The Requirements Of Sec** **tion 91.407(a)(1)**  Section 91.407, entitled Operation after maintenance, preventive maintenance, rebuilding, or alteration , subsection (a)(1), states the following: (a) No person may

operate any

aircraft that has undergone maintenance, preventive maintenance, rebuilding, or alteration unless

-- (1) It has been approved for return to service b y a person authorized under § 43.7 of this chapter[.] **7. Carl H. Schneider**  **Seeks Exemption**  **From The**  **Requirements Of**  **Sections 91.409(a)(1) And**  **91.409(a)(2).** Section 91.409, entitled Inspections , subsection (a), states the following: (a) Except as provided in paragraph (c) of this section, no person may operate an aircraft unless, within the preceding 12 calendar months, it has had

-- (1) An annual inspection in accordance with part 43 of this chapter and has been approved for return to service by a person authorized by § 43.7 of this chapter; or (2) An inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter. **8. Carl H. Schneider**  **Seeks Exemption from**  **the Requirements**  **of Sections**  **91.417(a) And 91.417(b).**  Section 91.417, entitled Maintenance records , subsections (a) and (b), state the following: (a) Except for work performed in accordance with §§ 91.411 and 91.413, each registered owner or operator shall keep the following records for the periods specified in paragraph (b) of this section: (1) Records of the maintenance, preventive maintenance, and alteration and records of the 100

- hour, annual, progressive, and other required or approved inspections, as a

ppropriate, for each aircraft (including the airframe) and11 each engine, propeller, rotor, and appliance of an aircraft. The records must include

-- (i) A description (or reference to data acceptable to the Administrator) of the work performed; and (ii) The date of completion of the work performed; and (iii) The signature, and certificate number of the person approving the aircraft for return to service. (2) Records containing the following information: (i) The total time in service of the airframe, each engine, each propeller, and each rotor. (ii) The current status of life

- limited parts of each airframe, engine, propeller, rotor, and appliance. (iii) The time since last overhaul of all items installed on the aircraft which are required to be overhauled on a specified time basis. (iv) The current inspection status of the aircraft, including the time since the last inspection required by the inspection program under which the aircraft and its appliances are maintained. (v) The current status of applicable airworthines s directives (AD) and safety directives including, for each, the method of compliance, the AD or safety directive number and revision date. If the AD or safety directive involves recurring action, the time and date when the next action is required. (vi) Copies of the forms prescribed b y § 43.9(d) of this chapter for each major alteration to the airframe and currentl y installed engines, rotors, propellers, and appliances. (b) The owner or operator shall retain the following records for the periods prescribed: (1) The records specified in paragraph (a)(1) of this section shall be retained until the work is repeated or superseded by other work or for 1 year after the work is performed. (2) The records specified in paragraph (a)(2) of this section shall be retained and trans ferred with the aircraft at the time the aircraft is sold.12 (3) A list of defects furnished to a registered owner or operator under § 43.11 of this chapter shall be retained until the defects are repaired and the aircraft is approved for return to service. **C. The Extent Of Relief**  **Carl H. Schneider Seeks And The Reason**  **Carl H. Schneider**  **Seeks The Relief.**  **1. Extent Of Relief**  **Carl H. Schneider Seeks And The Reason**  **Carl H. Schneider**  **Seeks Relief From Section 61.113(a) And (b).**  Relief from Section 61.113(a) and (b) entitled Private pilot privileges and limitations: Pilot in command, is requested to the extent necessary to allow a PIC holding a private pilot or higher level certificate, as well as a current and valid airman medical certificate, and who has met certain flight

- hour and currency requirements, to conduct the proposed UAS flight operations for compensation or hire. This relief is requested since the limitations set forth in Section 61.113(a) and (b) state that a private pilot may, for compensation or hire, act as PIC of an aircraft in connection with any business or emplo ym ent if: (1) The flight is only incidental to that business or employ

ment; and (2) The aircraft does not carry passengers or property for compens ation or hire. As set forth more full y below, Carl H. Schneider submits that an equivalent level of safety will be maintained because no PI C will be allowed to operate the Yuneec Q500 Ty phoon quadcopter UAS unless that PIC has met certain flight

- hour and currency requirements, demonstrating that the PIC is able to safel y operate the Yuneec Q500 Ty phoon quadcopter UAS in a manner consistent with the operations specifications as described in this exemption, including evasive and emergency maneuvers, as well a s maintaining appropriate distances from people, vessels, vehicles and structures.13 Further, Carl H. Schneider submits that all flights of the Yuneec Q500 Ty phoon quadcopter UAS, conducted by the PIC pursuant to the grant of this Petitio n: (1) will be incidental to Carl H. Schneider ’s business; and (2) will not carry passengers or property for compensation or hire. **2. Extent Of Relief**  **Carl H. Schneider Seeks And The Reason**  **Carl H. Schneider**  **Seeks Relief From Section 91.7(a).**  Relief from Section 91.7(a) entitled Civil aircraft airworthiness , is requested to the extent required to allow Carl H. Schneider to determine that the Yuneec Q500 Ty phoon quadcopter UAS is in airworthy condition prior to every flight by ensuring that the UAS is in compliance with the operating documents (i.e., Monthly Maintenance Log, and Yuneec Q500 Ty phoon quadcopter Instruction Manual). Carl H. Schneider seeks the requested relief because the Yuneec Q500 Ty phoon quadcopter UAS does not require an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. Therefore, Carl H. Schneider will ensure that the Yuneec Q500 Ty phoon quadcopter UAS is in airworthy condition based upon its compliance with the operating documents (i.e., Monthly Maintenance Log, and Yuneec Q500 Typhoon quadcopter Instruction Manual) prior to every flight, and further, determine that the aircraft is in condition for safe flight, as stated in the conditions and limitations below. **3. Extent Of Relief**  **Carl H. Schneider Seeks And The Reason**  **Carl H. Schneider**  **Seeks Relief From Section 91.121.**  Relief from Section 91.121, entitled Altimeter settings, may be required to allow flight operations of the Yuneec Q500 Ty phoon quadcopter UAS, which utilize a barometric pressure sensor, GPS equipment, and a radio communications telemetry data link to downlink altitude information from the UA to the PIC at the ground control station (GCS). Since the FAA requires that any altitude information concerning UAS operations14

be reported to air traffic control (ATC) in feet above ground level (AGL), Carl H. Schneider seeks the requested relief because the Yuneec Q500 Ty phoon quadcopter UA altimeter may

be set on the ground to zero feet AGL , rather than the local barometric pressure or field altitude, before each flight. Considering the limited altitude of the proposed operations, relief from 14 CFR 91.121 is sought to the extent necessary to comply

with the applicable conditions and limitations stated below. As more fully set forth herein, an equivalent level of safety will be maintained since the Yuneec Q500 Ty phoon quadcopter UA is equipped with a barometric pressure sensor and GPS equipment, which automaticall y ensures that a ground level pressure setting will be established prior to each flight, and provides the PIC with altitude information of the UA on the heads

- up display of the GCS. **4. Extent Of Relief**  **Carl H. Schneider Seeks And The Reason**  **Carl H. Schneider**  **Seeks Relief From Section 91.151(b).**  Relief from Section 91.151(b) entitled Fuel requirements for flight in VFR conditions, is requested to the extent required to allow flights of the battery powered Yuneec Q500 Ty

phoon quadcopter UA during daylight hours in visual meteorological conditions (VMC), under visual flight rules (VFR), for a total duration of 14 minutes to the first point of intended landing and, assuming normal cruising speed, to fly after that for at least 5 minutes. Carl H. Schneider seeks the requested relief because without an exemption from Section 91.151(b), the flight time duration of the battery powered Yuneec Q500 Ty

phoon quadcopter UA will severely constrain the practicality of any aerial video or still photo flight operations that Carl H. Schneider proposes to conduct pursuant to this Petition. Significantl y, as set forth below, the technical specifications of the Yuneec Q500 Ty phoon quadcopter UAS, the Yuneec Q500 Ty phoon quadcopter operating documents,15

Carl H. Schneider’s proposed operating limitations, ensure that Carl H. Schneider will safel y operate the battery powered Yuneec Q500 Ty phoon quadcopter UA during daylight hours in visual meteorological conditions (VMC), under visual flight rules (VFR), with enough battery p ower to fl y for a total duration of 14 minutes to the first point of intended landing and, assuming normal cruising speed, to fl y after that for at least 5 minutes. **5. Extent Of Relief**  **Carl H. Schneider Seeks And The Reason**  **Carl H. Schneider**  **Seeks Relief From Sections 91.405(a), 91.407(a)(1), 91.409(a)(1)**  **& (a)(2), And 91.417(a) & (b).** Since Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) only appl y to aircraft with an airworthiness certificate, Carl H. Schneider requests relief from these Sections because the Yuneec Q500 Typhoon quadcopter UAS does not require airworthiness certificates. As set forth more full y below, the Yuneec Q500 Ty phoon quadcopter UAS meets the conditions of FMRA Section 333 for operation without an airworthiness certificate. Accordingl y, Carl H. Schneider will use trained technicians to perform maintenance, alterations, or preventive maintenance on the UASs using the methods, techniques, and practices prescribed in the UAS operating documents (i.e., Monthly Maintenance Log, and Yuneec Q500 Ty phoon quadcopter). Furthermore, Carl H. Schneider will document and maintain all maintenance records for the Yuneec Q500 Ty phoon quadcopter UAS. **D. The Reasons Why Granting**  **Carl H. Schneider ’s Request Would Be In**  **The Public**  **Interest; That Is, How It Would Benefit The Public As A Whole.** Granting the present Petition will further the public interest b y allowing Carl H. Schneider to safely, efficiently, and economicall y perform aerial video and photography of construction sites , real estate, and landscape over certain areas of the United States.16 Additionally, use of the Yuneec Q500 Ty phoon quadcopter UAS will decrease congestion of the NAS, reduce pollution, and provide significant benefits to the economy. Notably, the benefits of Carl H. Schneider ’s proposed operation of the Yuneec Q500 Ty phoon quadcopter UAS will be realized without implicating any privacy issues. **1. The Public Will Benefit From Decreased Congestion Of The**  **NAS.** The Yuneec Q500 Ty

phoon quadcopter UA is battery powered and serves as a safe, efficient, and economical alternative to the manned aircraft traditionally utilized to obtain aerial imagery . By reducing the amount of manned aircraft needed to perform aerial acquisitions, an exemption all owing the use of a Yuneec Q500 Ty phoon quadcopter UAS would reduce the amount of manned aircraft in the NAS, reduce noise and air pollution, as well as increase the safety of life and property in the air and on the ground. Furthermore, b y reducing the number of manned aircraft operating in the NAS, congestion around airports caused b y arriving and departing aircraft will be reduced. The Yuneec Q500 Ty

phoon quadcopter UA does not require an airport to takeoff or land. Likewise, a reduction of manned airc raft conducting aerial video and photography missions would result in fewer aircraft that must be handled b y air traffic control during the ground, takeoff, departure, arrival, and landing phases of flight operations. **2. The Public Will Benefit From The Safet** **y And Efficiency Of The Yuneec Q500 Typhoon quadcopter**  **UAS.** Conducting aerial acquisitions with the Yuneec Q500 Ty phoon quadcopter UAS, instead of manned aircraft, will greatl y benefit the public by drastically reducing the levels of air and noise pollution generated during traditional aerial video and still photography flight operations. By using battery

power and electric motors, the Yuneec Q500 Ty phoon quadcopter UAS produces no air pollution, and is the most viable environmentally conscious alternative to the cabin class, six cylinder internal combustion17

engine aircraft that are ty

pically utilized for aerial video and photography, while burning approximately 20

- 30 gallons per hour of leaded aviation fuel. The Yuneec Q500 Ty phoon quadcopter UA, while reducing the carbon footprint of aerial acquisitions, also eliminates noise pollution, as the UAs are propelled b y battery powered electric motors, rather than an internal combustion engine. By using the Yuneec Q500 Ty phoon quadcopter UAS to perform aerial acquisitions, the substantial risk to life and property in the air and on the ground, which is usually associated with traditional manned aircraft flight operations, will be substantially reduced or completel y eliminated. Aside from the lack of flight crew members located onboard the aircraft, the Yuneec Q500 Ty phoon quadcopter UA (weighing approximately

2 pounds 11 ounces, at its maximum gross weight with a length of 14 inches, widths of 14 inches, and with no fuel on board), has less physical potential for collateral damage to life and property on the ground, and in the air, compared to the manned aircraft that typi cally conduct similar operations (weighing approximately 6,000 pounds with a wingspan of approximately 42 feet, a len gth of 34 feet, and a fuel capacity of 180 gallons). **3. Performing Aerial Video and Photography Operations With The**  **Yuneec Q500 Typhoon quadcopter UAS Will Benefit The**  **Economy.** In addition to being safe and efficient, the Yuneec Q500 Ty phoon quadcopter UAS i s also an economical alternative to using manned aircraft to conduct similar aerial operations. As such, operation of the Yuneec Q500 Ty phoon quadcopter UAS will allow United States based companies, like Carl H. Schneider ’s, to remain competitive and contribute to growth of the U.S. economy. Specifically, with the rising cost of aviation fuel and the Environmental Protection Agency (“EPA”) regulatory

actions phasing out leaded aviation fuels, U.S. owned and operated companies must adopt new and alternative18

technology in order to remain competitive. Operating the battery powered Yuneec Q500 Ty phoon quadcopter UASs is one such technology that not onl y allows companies greater operational flexibility

compared to manned aircraft, but provides such flexibility without the high operational cost of a traditional manned aircraft. By operating the Yuneec Q500 Ty phoon quadcopter UAS, companies such as Carl H. Schneider ’s, can remain competitive and profitable, and therefore, provide greater job stability to employees and contractors, which will ultimately contribute to growth of the U.S. economy . Improved financial performance of U.S. companies, through commercial use of the Yuneec Q500 Ty phoon quadcopter UAS, provides a stable workforce that increases consumer spending; improves local, state, and federal tax revenues; and allows companies to invest in research and development in order to remain competitive both in the United States and abroad. **4. There Are No Privacy Issues.**  Similar to the manned aerial acquisition flight operations that have been conducted for decades, Carl H. Schneider ’s proposed operation of the Yuneec Q500 Ty phoon quadcopter UAS will not implicate any privacy issues. Specifically, the Yuneec Q500 Ty phoon quadcopter UAS will be operated onl y in compliance with operating documents (i.e., Monthly Maintenance Log, and Yuneec Q500 Ty phoon quadcopter) which requires property owner involvement as well as local law enforcement notification, and in accordance with the Federal Aviation Regulations, including the minimum altitude requirements of 14 C.F.R. § 91.119.19

**E. 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**  **Carl H. Schneider Seeks**  **Exemption. 1.**  **Reasons Why The Yuneec Q500 Typhoon quadcopter**  **UA Meets The Conditions Of The FAA Modernization and Reform Act of 2012 (FMRA)**  **Section 333.** In consideration of the size, weight, speed, and limited operating area associated with the unmanned aircraft and its operation, Carl H. Schneider’s operation of the Yuneec Q500 Ty phoon quadcopter UAS meets the conditions of FMRA Section 333, and will not require an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. Section 333 provides authority for a UAS to operate without airworthiness certification and sets forth requirements for considering whether a UAS will create a hazard to users of the NAS or the public, or otherwise pose a threat to national security

. Specificall y, FMRA Section 333 states the following, in part: (a) In General.

--Notwithstanding any other requirement of this subtitle, and not later than 180 days after the date of enactment of this Act, the Secretary of Transportation shall determine if certain unmanned aircraft systems may operate safely in the national airspace system before completion of the plan and rulemaking required by section 332 of this Act or the guidance required by section 334 of this Act. (b) ) Assessment of Unmanned Aircraft S ystems.
--In making the determination under subsection (a), the Secretary shall determine, at a minimum

-- (1) ) which types of unmanned aircraft systems, if any, as a result of their size, weight, speed, operational capability, proximity to airports and populated areas, and operation within visual line of sight do not create a hazard to users of the national airspace system or the public or pose a threat to national security; and (2) ) whether a certificate of waiver, certificate of authorization, or airworthiness certification under section 44704 of title 49, United States Code, is required for the operation of unmanned aircraft systems identified under paragraph (1 ). (c) Requirements for Safe Operation.

--If the Secretary determines under this section that certain unmanned aircraft systems may operate safely in the20 national airspace system, the Secretary shall establish requirements for the safe operation of such aircraft systems in the national airspace system. In seeking this exemption , Carl H. Schneider submits that the Yuneec Q500 Ty phoon quadcopter UAS can operate safely in the NAS pursuant to FMRA Section 333,
as demonstrated by : (a) the characteristics of the Yuneec Q500 Ty phoon quadcopter UAS; (b) the pilot certification requirement; and (c) the specific operating limitations.

**a. The Specifications Of The**  **Yuneec Q500 Typhoon quadcopter UAS**  **Demonstrate Its Safe**  **Characteristics.** The Yuneec Q500 Ty

phoon quadcopter UAS does not create a hazard to users of the NAS or the public, or otherwise pose a threat to national security considering its size, weight, speed, and operational capability

.

**i. Technical Specifications Of The**  **Yuneec Q500 Typhoon quadcopter UAS.**  The technical specifications of the Yuneec Q500 Ty phoon quadcopter UAS is set forth by the Yuneec Q500 Ty

phoon quadcopter Specifications and Data Sheet, attached hereto as Exhibit A.

**ii. The**  **Yuneec Q500 Typhoon quadcopter UAS Autonomous Flight**  **And Navigation Modes Enable The UASs To Remain Within A Defined Operational**  **Area.** The Yuneec Q500 Ty

phoon quadcopter UAS may be operated in both manual and fully autonomous flight modes. A complete description of the flight and navigational modes of the Yuneec Q500 Ty phoon quadcopter UAS is provided at pages 25

- 35 of the Yuneec Q500 Ty

phoon quadcopter and pages 12

- 16 User Manual, attached hereto as Exhibit B

. **iii. The**  **Yuneec Q500 Typhoon quadcopter UAS is Designed For** 

**Automatic Return To Home Point Or Hover In The Event Of Loss Of The Control Link Or**  **Navigation.** When the Control Link is lo st, the Yuneec Q500 Typhoon quadcopter UA will21

remain stationary, in flight, for 3 seconds or more. If, after 3 seconds, the Yuneec Q500 Ty phoon quadcopter Professional UA does not reacquire control link data from the GCS, the UAs will assume that the Control Link is lost and the UAs will return to the home position (i.e., failsafe mode) via GPS, and will descend to the takeoff position and shutdown. A complete description of the Failsafe Functions of the Yuneec Q500 Ty phoon quadcopter UAS are set forth at pages 27 through 29 of the Yuneec Q500 Ty phoon quadcopter User Manual, attached hereto as Exhibit B.

**iv. The**  **Yuneec Q500 Typhoon quadcopter GCS And Its**  **Operation.** A complete description of the operation and specifications of the Yuneec Q500 Ty phoon quadcopter GCS and flight control software is provided at pages 32 through 43 of the Yuneec Q500 Ty

phoon quadcopter User Manual. Yuneec Q500 Typhoon quadcopter User Manual is attached hereto as Exhibits B.

**b. Flight Operations Of**  **Yuneec Q500 Typhoon quadcopt er**  **UAS is Limited To**  **The Line Of Sight Of A Certificated Pilot in Command**  **With A Safety Observer.** Carl H. Schneider will only utilize certificated pilots who possess a current and valid airman medical certificate to act as a pilot in command (PIC) of the Yuneec Q500 Ty phoon quadcopter UAS. Additionally, a safety observer will assist all pilots during flight time.

**c. Flights Of**  **Yuneec Q500 Typhoon quadcopter UAS Will Be Conducted**  **Pursuant To Specific Operating Limitations.**  In seeking this exemption, Carl H. Schneider proposes to commerciall y operate Yuneec Q500 Ty

phoon quadcopter UAS for the special purpose of conducting aerial video and photography over certain areas of United States, pursuant to the following specific operating limitations:22 1. Operations authorized by this grant of exemption will be limited to the following aircraft described in the operating documents, rotorcraft UASs weighing less than 55 pounds maximum gross weight: Yuneec Q500 Ty phoon quadcopter Unmanned Aircraft Systems. Proposed operation s of any other aircraft will require a new petition or a petition to amend this grant. 2. UAS operations under this exemption will be limited to conducting operations for the purpose of aerial video and photography

. 3. The UAs may

not be flown at an indicated airspeed exceeding 20 knots. 4. The UA must be operated at an altitude of no more than 400 feet above ground level (AGL), as indicated by the procedures specified in the operating documents unless a special request is made and approved b y ATC. All altitudes reported to ATC must be 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. 6. The use of first person view (FPV) b y the PIC or safety observer (SO) is not permitted. 7. All operations must utilize a safety observer (SO). The SO may be used to satisfy the VLOS requirement as long as the PIC always maintains VLOS capability . The SO 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 SO can perform the functions prescribed in the operating documents. 8. The SO must not perform any other duties beyond assisting the PIC with seeing and avoiding other air traffic and other ground based obstacles/obstructions and is not permitted to operate the camera or other instruments. 9. The operating documents and the grant of exemption must be accessible during UAS operations and made available to the Administrator upon request. Ifa discrepanc y exists between the conditions and limitations contained in the grant of exemption and the procedures outlined in the operating documents, the conditions and limitations contained in the grant of exemption 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 upon request. The operator must also present updated and revised documents if it petitions for extension or amendment to the grant of exemption. If the operator determines that any23 update or revision would affect the basis upon which the FAA granted the exemption, then the operator must petition for 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. Prior to each flight the PIC mu st inspect the UAS to ensure that it is in a condition for safe flight. 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. The Ground Control Station must be included in the preflight inspection. All maintenance and alterations must be properly documented in the aircraft records. 10. 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. The PIC who conducts the functional test flight must make an entry in the aircraft records. 11. The pre

- fli ght inspection must account for all potential discrepancies, e.g. inoperable components, items, or equipment, not already covered in the relevant sections of the operating documents. 12. The operator must follow the UAS manufacturer’s aircraft/component, maintenance, overhaul, replacement, inspection, and life limit requirements. 13. The operator must carry out its maintenance, inspections, and record keeping requirements, in accordance with the operating documents. Maintenance, inspection, alterations, and s tatus of replacement/overhaul component parts must be noted in the aircraft records, including total time in service, description of work accomplished, and the signature of the authorized person returning the UAS to service. 14. Each UAS operated under this exemption must comply with all manufacturer Safety Bulletins. 15. The authorized person must make an entry in the aircraft record of the corrective action taken against discrepancies discovered between inspections. 16. The PIC must possess at least a private pilo t certificate and at least a current third

- class medical certificate. 17. The operator may

not permit any

PIC to operate unless the PIC meets the operator’s qualification criteria and demonstrates the ability to safel y operate the UAS in a manner consistent with how the UAS will be operated under the exemption, including evasive and emergency maneuvers and maintaining appropriate distances from persons, vessels, vehicles and structures. PIC qualification flight hours must be logged in a manner consistent with 14 C.F.R. § 61.51(b). Flights for the purposes of training the operator’s PICs are permitted under the terms of the exemption. However, training operations may only be conducted during dedicated training sessions. During training, proficiency, and experience

-building flights, all persons not essential for flight24 operations are considered nonparticipants, and the PIC must operate the UA with appropriate distance from nonparticipants in accordance with 14 C.F.R. § 91.119. 18. UAS operations may

not be co nducted during night, as defined in 14 C.F.R. § 18.1. All operations must be conducted under visual meteorological conditions (VMC). If flight at night is required, a special request will be made at the FAA office closest to proposed area of operations. Flights under special visual flight rules (SVFR) are not authorized. 19. The UA 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 agreement with that airport’s management is obtained, and the operation is conducted in accordance with a NOTAM as required by the operator’s COA. The letter of agreement with the airport management must be made available to the Administrator upon request. 20. The UA may

not be operated less than 50 0 feet below or less than 2,000 feet horizontally

from a cloud or when visibility is less than 3 statute miles from the PIC. 21. If the UA loses communications or loses its GPS signal, it must return to a pre determined location within the planned operating area and land or be recovered in accordance with the operating documents. 22. The PIC must abort the flight in the event of unpredicted obstacles or emergencies in accordance with the operating documents. 23. The PIC is prohibited from beginning a flight unless (considering wind and forecast weather conditions) there is enough power to fly at normal cruising speed to the intended landing point and land the UA with 25% battery power remaining. 24. The operator must obtain an Air Traffic Organization (ATO) issued Certificate of Waiver or Authorization (COA) prior to conducting any operations under the grant of exemption. This COA will also require the operator to request a Notice to Airman (NOTAM) not more than 72 hours in advance, but not less than 48 hours prior to the operation. All operations shall be conducted in accordance with airspace requirements in the ATO issued COA including class of airspace, altitude level and potential transponder requirements. 25. All aircraft operated in accordance with the exemption must be identified by serial number, registered in accordance with 14 C.F.R. part 47, and have identification (N

- Number) markings in accordance with 14 C.F.R. part 45, Subpart C. Markings must be as large as practicable. 26. Before conducting operations, the radio frequency spectrum used for operation and control of the UA must comply with the Federal Communications25 Commission (FCC) or other appropriate government oversight agency requirements. 27. The documents required fewer than 14 C.F.R. 91.9 and 91.203 must be available to the PI C at the Ground Control Station of the UAS any time the UAS is operating. These documents must be made available to the Administrator or any law enforcement official upon request. 28. The UA must remain clear and yi eld the right of way to all manned aviation operations and activities at all times. 29. The UAS may

not be operated b y the PIC from any moving device or vehicle. 30. Flight operations must be conducted at least 500 feet from all nonparticipating persons (persons other than the PIC, SO, operator trainees or essential 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 and/or; b. The aircraft is operated near vessels, vehicles or structures where the owner/controller of such vessels, vehicles or structures has granted permission 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, and;
c. Operations nearer to the PIC, SO, operator trainees or essential persons do not present an undue hazard to those persons per § 91.119(a). 31. All operations shall be conducted over private or controlled

- access property with p ermission from the land owner/controller or authorized representative. Permission from land owner/controller or authorized representative will be obtained for each flight to be conducted. 32. 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

. **2. Reasons Why An Exemption From The Requirements Of Section**  **61.113(a) And (b) Would Not Adversely Affect**  **Safety.**26 Carl H. Schneider submits that the equivalent level of safety established by Section 61.113(a) and (b) will be maintained because no PIC will be allowed to operate the Yuneec Q500 Ty phoon quadcopter UAS unless that PIC has demonstrated, by meeting minimum flight

- hour and currency

requirements, that the PIC is able to safel y operate the Yuneec Q500 Ty phoon quadcopter UAS in a manner consistent with the exemption, including evasive and emergency

maneuvers and maintaining appropriate distances from people, vessels, vehicles and structures. Considering Carl H. Schneider ’s proposed area of operations, and the operating limitations set forth

- above; the parallel nature of private pilot aeronautical knowledge requirements to those of commercial pilot requirements (See Exemption No. 11062); and the airmanship skills necessary to safel y operate the Yuneec Q500 Ty phoon quadcopter UAS, Carl H. Schneider submits that the additional manned airmanship experience of a commerciall y certificated pilot would not correlate to the airmanship ski lls necessary for Carl H. Schneider ’s specific proposed flight operations. The FAA has previously

granted relief from Section 61.113(a) and (b) specific to UAS, in circumstances similar, in all material respects, to those presented herein (e.g. Exemption N os. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110, 11112, 11136, 11138, 11150, 11153, 11156, 11158, 11159, 11160, 11161). Carl H. Schneider will not allow any PIC to operate the Yuneec Q500 Typhoon quadcopter UAS unless that PIC has demon strated, by meeting minimum flight

- hour requirements or the Yuneec Q500 Ty phoon quadcopter UAS training and currency requirements, that the PIC is able to safel y operate the Yuneec Q500 Ty phoon quadcopter UAS in a manner consistent with this exemption, including evasive and emergency
maneuvers and maintaining appropriate distances from people, vessels, vehicles and27

structures. Specificall y, the PIC must have accumulated and logged, in a manner consistent with 14 C.F.R. § 61.51(b), 25 hours of total time as a UAS rotorcraft pilot (with a minimum of 5 hours of those hours as a UAS pilot operating the same make and model of UAS to be used for operations under the exemption). In addition to the hour requirements, the PIC must accomplish 3 takeoffs and landing s in the preceding 90 days (for currency purposes). As in Exemption Nos. 11062, 11138, and 11153, prior documented flight experience that was obtained in compliance with applicable regulations will ensure an equivalent level of safety during Carl H. Schnei der ’s proposed operations. The Administrator has held that prior documented flight experience that was obtained in compliance with applicable regulations would ensure safe operations, stating as follows: In Exemption No. 11062, the FAA required that prior to conducting operations for the purpose of motion picture filming (or similar operations), the PIC must have accumulated and logged, in a manner consistent with 14 CFR 61.51(b), 25 hours of total time as a UAS rotorcraft pilot including at least 10 hours logged as a UAS pilot with a multi

- rotor UAS. Prior to operations under Exemption No. 11062, the PIC must also have accumulated and logged a minimum of 5 hours as a UAS pilot operating the same make and model of UAS to be used for operations under the exemption. For clarification, the FAA considers these minimum hour requirements to be inclusive rather than additive; i.e. 5 hours make and model time may be included in the 10 hours of multi

- rotor time and the 10 hours may be included in the total 25 hours of UAS rotorcraft time. In addition to the hour requirements, the PIC must accomplish 3 takeoffs and landings in the preceding 90 days (for currency purposes). The FAA finds that at a minimum, the flight

- hour requirements in Exemption No. 11062 are appropriate to practice and build proficiency in the skills necessary

to safely conduct the petitioner’s proposed operations. The FAA also finds that prior documented flight experience that was obtained in compliance with applicable regulations would satis fy this requirement. Training, proficiency, and experience

-building flights can also be conducted under the grant of exemption to accomplish the required flight time. During training, proficiency, and28 experience

-building flights the PIC is required to operate the UA with appropriate distances in accordance with 14 C.F.R 91.119. Exemption No. 11138 at page 15. Accordingl y, Carl H. Schneider will ensure safe operations b y not allowing any PIC to operate the Yuneec Q500 Ty phoon quadcopter UAS unless that PIC has demonstrated, by meeting minimum flight

- hour and currency requirements, that the PIC is able to safel y operate the Yuneec Q500 Ty phoon quadcopter UAS in a manner consistent with the exemption, including evasive and emergency maneuvers and maintaining appropriate distances from people, vessels, vehicles and structures. **3. Reasons Why An Exemption From The Requirements Of Section**  **91.7(a) Would Not Adversely Affect Safety.**  The equivalent level of safety established by Section 91.7(a) will be maintained because prior to every

flight, Carl H. Schneider will ensure that the Yuneec Q500 Ty phoon quadcopter UAS is in an airworthy condition based upon the UAS’s compliance with its operating documents and as stated in the conditions and limitations h erein. Additionally, the FAA has previously granted relief from Section 91.7(a) specific to UAS, in circumstances similar, in all material respects, to those presented herein (e.g. Exemption Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 1111 0, 11112, 11136, 11138, 11150, 11153, 11156, 11157, 11158, 11159, 11160, 11161). **4. Reasons Why An Exemption From The Requirements Of Section 91.121**  **Would Not Adversely Affect Safety.** The equivalent level of safety established b y Section 91.121 will be maintained because the altitude information of the Yuneec Q500 Ty phoon quadcopter UA will be provided to the PIC via GPS equipment and a radio communications telemetry data link, which downlinks from the UA to the GCS for active monitoring of the flight path and altitude.29

This altitude information, combined with Carl H. Schneider ’s operation of the Yuneec Q500 Ty phoon quadcopter UA within visual line of sight, at or below 400 feet AGL, will ensure a level of safety equivalent to Section 91.1 21. The altitude information will be generated by GPS equipment installed onboard the aircraft. Prior to each flight, a zero altitude initiation point is automatically established by

the UASs at ground level. The FAA has previously

granted relief from Section 91.121 specific to UAS, in circumstances similar, in all material respects, to those presented herein (e.g. Exemption Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11112, 11136, 11138, 11150, 11153, 11156, 11157, 11158, 11159, 11160, 11161). **5. Reasons Why An Exemption From The Requirements Of Section 91.151(b)**  **Would Not Adversely Affect Safety.** A grant of this exemption would ensure an equivalent level of safety established by 14 C.F.R. Section 91.151(b) as a result of (1) the technic al specifications of the Yuneec Q500 Ty phoon quadcopter UAS; (2) the limitations on the proposed flight operations; and (3) the location of the proposed flight operations. Accordingl y, Carl H. Schneider will ensure that it will safel y operate the battery p owered Yuneec Q500 Ty phoon quadcopter UA during daylight hours in VFR conditions, with enough battery power to fly

for a total duration of 14 minutes to the first point of intended landing and, assuming normal cruising speed, to fly after that for at least 5 minutes. Here, as in Exemption No. 11109, the technical specifications of the Yuneec Q500 Ty phoon quadcopter UAS; the limitations on the proposed flight operations; and the location of the proposed operations, will ensure an equivalent level of safety established b y 14 C.F.R. Section 91.151(b). Furthermore, safety will be ensured as the Yuneec Q500 Ty phoon quadcopter UAS provide audible and visual warnings to the PIC at the GCS when the UAs experiences low battery voltage, the first warning occurring at30

approximately 33% remaining battery power, and again at approximately 10% remaining battery power. At the critically

low battery

level, the Yuneec Q500 Ty phoon quadcopter UAS will descend and land automatically

. Significantl y, previous exemptions granted by the FAA concerning Section 91.151 establish that safety is not adversel y affected when the technical characteristics and operating limitations of the UAS are considered. Relief has been granted for manned aircraft to operate at less than the minimums prescribed in Section 91.151, including Exemption Nos. 2689, 5745, and 10650. Moreover, the FAA has previously granted relief from Section 91.151 specific to UAS, in circumstances similar, in all material respects, to those presented herein (e.g. Exemption Nos. 8811, 10808, 10673, 11042, 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110, 11136, 11138, 11150, 11153, 11156, 11157, 11158, 11159, 11160, 11161). **6. Reasons Why An Exemption From The Requirements Of Sections**  **91.405(a), 91.407(a)(1), 91. 409(a)(1) & (a)(2), And 91.417(a) & (b) Would**  **Not Adversely Affect Safety.**  In seeking this exemption, Carl H. Schneider submits that the equivalent level of safety with regard to the regulatory maintenance and alteration requirements established by Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) will be met because Carl H. Schneider will use trained technicians to perform maintenance, alterations, or preventive maintenance on the UAS using the methods, techniques, and practices prescribed in the operating documents (i.e., Monthly Maintenance Log, and Yuneec Q500 Ty phoon quadcopter Instruction Manual). Furthermore, Carl H. Schneider will document and maintain all maintenance records for the Yuneec Q500 Ty phoon quadcopter UAS.31 Since the Yuneec Q500 Ty phoon quadcopter UAS will be inspected as prescribed by the operating documents, Carl H. Schneider will maintain the equivalent level of safety established by

Sections 91.405(a), 91.409(a)(1), and 91.409(a)(2). A copy of the Yuneec Q500 Ty phoon quadcopter User Manual is attached hereto as Exhibit B; a copy of the Yuneec Q500 Ty

phoon quadcopter UAS Maintenance LOG is attached hereto as Exhibit **C**

. Likewise, the exemption sought will not adversely affect safety because Carl H. Schneider will use trained technicians to perform maintenance, alterations or preventive maintenance on the UAS using the methods, techniques, and practices prescribed by the operating documents. Furthermore, the exemption sought would maintain an equivalent level of safety established by

Se ctions 91.407, 91.417(a) and 91.417(b), because all maintenance of the Yuneec Q500 Ty

phoon quadcopter UAS will be performed by trained technicians. Maintenance will be documented and maintained utilizing the monthly maintenance log. Significantl y, previous exemptions granted b y the FAA concerning Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) establish that safety is not adversel y affected when the technical characteristics and op erating limitations of the UAS are considered. In consideration of Carl H. Schneider ’s proposed operating limitations, the operating documents, and the technical aspects of the Yuneec Q500 Ty phoon quadcopter UAS, Carl H. Schneider submits that safety will not be adversely

affected by granting exemption from 14 C.F.R. Sections 91.405(a), 91.407(a)(1) and (a)(2), 91.409(a)(2), and 91.417(a) and (b). The FAA has previousl y granted relief specific to UAS in circumstances similar, in all material respects, to those presented herein (e.g. Exemption Nos. 11062,32

11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110, 11112, 11136, 11138, 11150, 11153, 11156, 11157, 11158, 11159, 11160, 11161). **7. The FAA May Prescribe Any Other Conditions For Safe**  **Ope ration.**  In accordance with Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA) and 14 C.F.R. § 21.16 entitled Special Conditions, Carl H. Schneider requests that the FAA prescribe special conditions for the intended operation of the Yuneec Q500 Ty phoon quadcopter UAS, which contain such safety standards that the Administrator finds necessary

to establish a level of safety equivalent to that established by 14 C.F.R. Part 21, Subpart H, and 14 C.F.R §§ 61.113(a) & (b), 91.7 (a), 91.121, 91.151 (b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b). Such special conditions will permit safe operation of the UAs for the limited purpose of conducting aerial video and photography over certain areas of the United States for compensation or hire. FMRA Section 333 sets forth the requirements for considering whether a UAS will create a hazard to users of the NAS or the public, or otherwise pose a threat to national security; and further, provides the authority for such UAS to operate without airworthiness certification in accordance with any requirements that must be established for the safe operation of the UAS in the NAS. Likewise, the Administrator may prescribe special conditions pursuant to 14 C.F.R. § 21.16, for operation of the Yuneec Q500 Ty phoon quadcopter UAS, since the airworthiness regulations of 14 C.F.R. Part 21 do not contain adequate or appropriate safety standards, due to the novel or unusual design features of the aircraft. Section 21.16, entitled Special Conditions, s tates the following: If the FAA finds that the airworthiness regulations of this subchapter do not contain adequate or appropriate safety standards for an aircraft, aircraft engine, or propeller33 because of a novel or unusual design feature of the aircraft, aircraft engine or propeller, he prescribes special conditions and amendments thereto for the product. The special conditions are issued in accordance with Part 11 of this chapter and contain such safety

standards for the aircraft, aircraft engine or propeller as the FAA finds necessary

to establish a level of safety equivalent to that established in the regulations. See 14 C.F.R. § 21.16. Therefore, in accordance with FMRA Section 333 and 14 C.F.R. § 21.16, the FAA may prescribe special conditions for Carl H. Schneider’s intended operation of the Yuneec Q500 Ty

phoon quadcopter UAS, which contain such safety standards that the Administrator finds necessary to establish a level of safety equivalent to that established by 14 C.F.R. Part 21, Subpart H, and 14 C.F.R Sections 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b). **F. A Summary That Can Be Published In The Federal Register, stating: The**  **Rules From Which**  **Carl H. Schne ider**  **Seeks Exemption:**  Carl H. Schneider seeks exemption from the requirements of 14 C.F.R Sections 61.113(a)&(b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a )(2), and 91.417(a) & (b). **A Brief Description Of The Nature Of The Exemption Carl H. Schneider**  **Seeks:** This exemption will permit Carl H. Schneider to commercially operate an Unmanned Aircraft System (UAS) for the purpose of conducting aerial video and photography over certain areas of the United States. **G. Any Additional Information, Views, Or Arguments Available To**  **Support Carl H. Schneider**  **’s Request.**  This Petition is made pursuant to the FAA Modernization and Reform Act of 2012 (FMRA) Section 333, which directs the Secretary of Transportation to determine if certain UAS may operate safely

in the NAS. As such, Carl H. Schneider ’s request for exemption may be granted pursuant to the authority of FMRA Section 333 and 14 C.F.R. Part 11, as set forth above.34 FMRA Section 333 sets forth the requirements for considering whether a UAS will create a hazard to users of the NAS or the public, or otherwise pose a threat to national security; and further, provides the authority for such UAS to operate without airworthiness certi fication. As discussed in detail above, Carl H. Schneider will operate the Yuneec Q500 Ty phoon quadcopter UAS safely in the NAS, without creating a hazard to users of the NAS, or the public, or otherwise pose a threat to national security. **CONCLUSION** As set forth herein, Carl H. Schneider seeks an exemption pursuant to 14 C.F.R. § 11.61 and Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA), which will permit safe operation of the Yuneec Q500 Ty phoon quadcopter UAS commerciall y, without an airworthiness certificate, for the limited purpose of conducting aerial video and photography over certain areas of the United States. By granting this Petition, the FAA Administrator will be fulfilling the Congressional mandate of the FAA Modernization and Reform Act of 2012, while also advancing the interests of the public, by allowing Carl H. Schneider to safel y, efficiently, and economicall y operate the Yuneec Q500 Ty phoon quadcopter UAS commerciall y within the NAS. **WHEREFORE** , in accordance with the Federal Aviation Regulations and the FAA Modernization and Reform Act of 2012, Section 333, Carl H. Schneider respectfully requests that the Administrator grant this Petition for an exemption from the requirements of 14 C.F.R Sections 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b), and permit Carl H. Schneider to operate the Yuneec Q500 Ty

phoon quadcopter UAS commercially for the purpose of conducting aerial video35

and photography over certain areas of the United States. Dated: May

20, 2015

Respectfully submitted, Carl H. Schneider

Carl H. Schneider 6795 Crescent Cove Drive St. Augustine, FL 32086 864

- 344

- 7220
Appendices : A

– Yuneec Q500 Ty

phoon quadcopter Specifications Data Sheet B

– Yuneec Q500 Ty

phoon quadcopter Manufacturer’s User Manual C

– Monthly

Maintenance Lo g36 APPENDIX

– A **YUNEEC Q500 TYPHOON QUADCOPTER TECHNICAL** 

**SPECIFICATIONS** Carl H. Schneider onl y utilizes safe and reliable UASs. Yuneec is an industry leader in small UAS production. Yuneec UASs are loaded with ground breaking software enabling the user to set parameters which will not allow flight into controlled airspace. Parameters can also be set to limit flight to no higher than a predetermined and set altitude as well as limit flight to a predetermined and set distance. In addition, Yuneec software provides real

- time altitude and location information to the PIC via the linked monitor. 1.1 Yuneec Q500 Ty

phoon quadcopter 1.1.1 Aircraft 1.1.1.1 Supported Battery

– Yuneec 5400 mah LiPo Battery 1.1.1.2 Weight (Battery

& Propellers Included)

– 60.0 oz (1700 g) 1.1.1.3 Hover Accuracy

(Ready to Fly)

– Vertical: .8m; Horizontal: 2.5m Max Yaw Angular Velocity

- 200 0/s 1.1.1.4 Max Tilt Angel

- 35 0 1.1.1.5 Max Ascent Speed

– 6m/s 1.1.1.6 Max Descent Speed

– 2m/s 1.1.1.7 Max Flight Speed

– 15m/s (NOT RECOMMENDED) 1.1.2 Gimbal 1.1.2.1 Working Current

– Static: 750mA; Dy namic: 900mA 1.1.2.2 Control Accuracy

- ±0.03 0 1.1.2.3 Controllable Range

– Pitch:

- 90 0
- 0 0 1.1.2.4 Maximum Angular Speed

– Pitch: 90 0/s 1.1.3 Camera 1.1.3.1 Operating Temperature Range

- 32 0 F
- 104 0 F (0 0 C

- 40 0 C) 1.1.3.2 Sensor Size

– 1/2.3” 1.1.3.3 Effective Pixels

– 14M 1.1.3.4 Resolution

– 4384x3288 4.1.3.5 HD Video Recording

– 1080p 60,50,48 fps 4.1.3.6 Recording Field of View

- 110 0/85 0 1.1.4 Transmitter 1.1.4.1 Operating Frequency

– 5.728GHz

– 5.85GHz 1.1.4.2 Communication Distance (unobstructed)

– FCC Compliance: 6 00m 1.1.4.3 Receiver Sensitivity (1%PER)

- - 93dBm 1.1.4.4 Transmitter Power

– FCC Compliance: 100mW 1.1.4.5 Working Voltage

– 120mA@3.7V37 APPENDIX

– B Yuneec Q500 Ty

phoon quadcopter Manufacturer’s User Manual (See attached)38 APPENDIX

– C39 **MONTHLY$MAINTENANCE$LOG** month: (year: **UAS$#: $**  Date(Issue( Discovered Date(Issue(

Addressed Issue(Description(&(Maintenance(Conducted Maintenance(Performed(By:((( Print(&(Sign Software(Updates Airframe( Engines Propellers Camera(Gimbal Landing(Gear Vibration(Dampening
Other: