ArgenTech Solutions, Inc.

16701 SE McGillivray Suite 210
Vancouver, WA 98683 April 22, 2015

Manager, Flight Standards Service
Unmanned Aircraft Systems Integration Office
Federal Aviation Administration 800 Independence A venue, SW Washington, DC 20591

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

ArgenTech Solutions respectfully requests an exemption from several provisions of Title 14 of the Code of Federal Regulations (C.F.R.) to permit the use of small unmanned aerial systems (sUAS) to assist in the evaluation and inspection of Public Utilities, Infrastructure, Forest fire monitoring and Emergency Public Response. This re quest is motivated primarily by the desire to maximize safety during high-risk and hazardous operations, as well as assisting with public emergencies and to mitigate any safety concerns associated with such operations. While an exemption would not eliminate the current need fo r in-person visual insp ection and monitoring, it would allow ArgenTech Solutions to evaluate asse ts and infrastructure with sUAS, resulting in a safer and more efficient valuation of public utilities, infrastructure, wildfire monitoring and emergency public response.

Company Profile

ArgenTech Solutions (AgTS) is a Veteran-Owned Small Business that was formed in March 2009 as a NH-based S-corporation. Our company co re competencies include providing Unmanned Aerial System (UAS) Field Serv ice Representatives (FSRs) in support of DoD and civilian industry. AgTS is a professi onal aviation organization with significant experience in UAV operation.

AgTS has supported 182 deployments with a co mbined total of 20,000 deployed days. As an aggregate, AgTS’ 50 highly trai ned Field Service Representativ e’s (FSR) have accumulated over 40,000 hours of experience as Pilot in Command (PIC) with over 13,000 UAS launches and recoveries for Group II and hi gher UAS. Our average FSR experi ence level is >950 hours PIC,
>650 launches and recoveries.

NOTE: All information pertaining to this system can be found in Appendix A (OEM manual).

ArgenTech Solutions hold's Unmanned Aircraft in surance with United States Aircraft Insurance Group (Policy Number SIHL1-142Y).ArgenTech Solutions, Inc.

16701 SE McGillivray Suite 210
Vancouver, WA 98683 ArgenTech Solutions intends to use the 3DRobotic s Spektre Industrial Multi -Rotor Aerial vehicle (The OEM Manual of which is attached as Appendix A) in its sUAS operations.

ArgenTech intends to adopt:

 ASTM F2500-07 Standard Practice for Unma nned Aircraft System (UAS) Visual Range Flight Operations (Attached as Appendix B).

 ASTM F2909-14 Standard Practice for Ma intenance and Continued Airworthiness of small Unmanned Aircraft Syst ems (Attached as Appendix C).

Regulatory Provisions from which Arge nTech Solutions seeks an Exemption

ArgenTech Solutions believes it may need an exemption from the following provisions to conduct the contemplated operations. In some in stances, relief is needed because relief from another provision renders compliance with th e regulation at hand not feasible. 14 C.F.R. 21.171 through 21.199 14 C.F.R. §45.23(b) 14 C.F.R. §61.113(a) and (b) 14 C.F.R. §91.7(a) 14 C.F.R. §91.9(b)(2) 14 C.F.R. §91.103 14 C.F.R. §91.109(a) 14 C.F.R. §91.119 14 C.F.R. §91.121 14 C.F.R. §91.151 14 C.F.R. §91.203(a) and (b) 14 C.F.R. §91.405(a) 14 C.F.R. §91.407(a) 14 C.F.R. §91.409(a)

ArgenTech Solutions believes an exemption is only needed from the above-listed regulatory provisions. To the extent that the FAA believes that additional re lief is required for ArgenTech
Solutions to conduct the operations described here, we reque st an exemption from any such regulatory provisions as well.

The Extent of Requested Relief an d the Reasons Relief is Needed

14 C.F.R. §61.113(a) and (b)

§61.113 Private pilot privileges an d limitations: Pilot in command.

(a) Except as provided in paragraphs (b) through (h) of this section, no person who holds a private pilot certificate may act as pilot in command of an aircraft that isArgenTech Solutions, Inc.

16701 SE McGillivray Suite 210
Vancouver, WA 98683 carrying passengers or property for compen sation or hire; nor may that person, for compensation or hire, act as pilo t in command of an aircraft.

(b) A private pilot may, for compensation or hire, act as pilot in command of an
aircraft in connection with a ny business or employment if:

(1) The flight is only incidental to that business or employment; and

(2) The aircraft does not carry passengers or property for compensation or hire.

ArgenTech Solutions specially trained employees will condu ct the sUAS operations. While these individuals will have private pilot licenses, they will not hold commercial pilot licenses. The sUAS will not carry property for compensation or hire since they will be used solely to assist in evaluation and inspections of public utilities and infrastructure. Without an exemption, the pilot would be required to hold a commercial pilo t certificate under §61.133. However, the risk associated with the contemplated operations is less than the risk posed by a traditional manned aircraft. The sUAS will fly at altitudes well belo w the permissible limits for other civil aircraft, eliminating the risk to other aircraft, and within a geographical envelope under the sole control of ArgenTech Solutions. Accordingly, the risk woul d be limited to ArgenTech personnel, who will be appropriately outfitted in safety gear. Requi ring a commercial pilot ce rtificate would provide no appreciable safety benefit and would needlessly impose additional costs on ArgenTech and its customers. Because the contemplated operations would not comply with §61.113(b)(1) and none of the other exceptions to paragraph (a) apply, re lief is needed from both paragraphs (a) and (b).

14 C.F.R. 91.7(a)

§91.7 Civil aircraft airworthiness

. (a) No person may operate a civil aircraft unless it is in an airworthy condition.

(b) The pilot in command of a civil aircra ft is responsible for determining whether
that aircraft is in condition for safe fli ght. The pilot in command shall discontinue the flight when un-airworthy mechanical, elec trical, or structural conditions occur.

There is no clear definition of “airworthy” as applied to the proposed sUAS, and the term has been defined in various ways depending on the circumstances. In all instances, it appears that the concept includes a requirement that the airplane 1) conforms to the aircraft’s type design or its type certificate, as modified by supplemental type certificates and airworthiness directives, and 2) be in condition for safe operations. The sUAS will not have a type design or type certificate, as the FAA has not developed standards ap plicable to sUAS. As discussed later in this document, the types of operations contemplated by ArgenTech w ill not qualify the sUAS for an experimental
airworthiness certif icate. Accordingly, relief from §§21.171 through 21.199 and §91.7(a) is required. Should the FAA include airworthiness requirements as a condition of exercising the exemption, ArgenTech will assure the continued airworthiness of the sUAS. Regardless, ArgenTech believes that it can meet the require ments of §91.7(b) and is not requesting an exemption from that provision.ArgenTech Solutions, Inc.

16701 SE McGillivray Suite 210
Vancouver, WA 98683 14 C.F.R. 91.9(b)(2)

§91.9 Civil aircraft flight manual, ma rking, and placard requirements.

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

... (2) For which an Airplane or Rotorcraft Flight Manual is not required by §21.5 of this chapter unless there is available in the aircraft a current, approved manual material, markings, and placards, or any combination thereof.

...

The sUAS comes with access to online manuals that provide instructions for the safe operation and maintenance of the aircraft. Comp liance with this regulatory provision is not possible because this information has not been , and cannot be, approved by the FAA since there are no applicable standards established by the FAA against which to evaluate the platform. Additionally, the sUAS is too small to carry a printed manual. Since, by definition, there will never be a person aboard the sUAS, ArgenTech submits that there is no need to re quire the manual to be placed on the sUAS and an exemption is appropriate. Safety will be maintained by keeping the flight manual at the ground control point where th e PIC will have immediate access to it. Since the sUAS cannot be operated without the Ground Contro l Station containing the manuals, there is minimal risk that the manuals will become sepa rated from the sUAS, and ArgenTech will be able to immediately locate the manuals to effectuate any needed repairs on the sUAS detailed in the flight manual.

14 C.F.R. 91.109

§91.109 Flight instruction; simulated instru ment flight and certain flight tests.

(a) No person may operate a civil aircraft (except a manned free ba lloon) that is being used for flight instruction unless that aircraft has fully functioning dual controls....

Small UASs, by their design, do not have fully functional dual controls . Flight control is accomplished through the use of a Ground Control Stat ion that communicates with the aircraft via radio communications (C2 Link). Ai rcraft being considered for use by ArgenTech allows the UAS Instructor to place the aircraft into ‘loiter’ mode (fi xed altitude stationary ho ld). In the event of the student losing control, the UAS Instructor can quickly and via alternate equipment (equipment not in the hands of the student) place the aircraft into a mode that then allows the instructor to bring
the aircraft back into control and back to th e pre-determined and/or safe landing location.

14 C.F.R. 91.119

§91.119 Minimum safe altitudes: General.ArgenTech Solutions, Inc.

16701 SE McGillivray Suite 210
Vancouver, WA 98683 Except when necessary for takeoff or landing, no person may operate an aircraft below the following altitudes:

... (c) Over other than congested areas. An a ltitude of 500 feet a bove the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any pe rson, vessel, vehicle, or structure.

...

ArgenTech submits that the only relief it requires from §91.119 is from the minimum altitudes listed in paragraph (c). Relief is required from paragraph (c) for fixed wing operations
because asset evaluation conducted at 500 feet or higher is insufficiently distinct to be meaningful. Since operations at this altitude al so pose a heightened risk of collis ion with another aircraft, safety can only be assured through the gran t of an exemption. The anticipat ed rotorcraft operations should be adequately addressed by paragr aph (d) (1). Additionally, relief should not be needed from paragraph (a) because an emergency landing of the aircraft due to a power failure will not create an undue hazard to persons or property on the su rface. As noted in the explanation of why an exemption will not adversely affect safety.

ArgenTech will have exclusive use of the land over which the sUAS will be operated, and public access is restricted. Controlled access to public utility land, structures or emergency response areas assure that no indi viduals unassociated with the pla nned operations are within the affected area of operations. ArgenTech perso nnel are required to w ear mandatory safety equipment, including hard hats, safety glasses when ever dispatched to a work site. As such, the risk of injury is minimal. ArgenTech does not contemplate conducting operations over congested areas, so relief is not re quested from paragraph (b).

14 C.F.R. 91.151

§91.151 Fuel requirements for flight in VFR conditions.

(a) No person may begin a flight in an airplane under VFR conditions unless (considering wind and forecast weather conditi ons) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed –

(1) During the day, to fly afte r that for at least 30 minutes.

(b) No person may begin a flight in a rotorcraft under VFR conditions unless (considering wind and forecast weather condit ions) 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.

Operating the sUAS in a pre-defined area with less than 30 minutes of reserve fuel does not raise the type of risk contemplated by §91.151, i.e., that an aircraft could run out of fuel in the event it has to be flown to an alternate airport or circle the planned airport in the event ofArgenTech Solutions, Inc.

16701 SE McGillivray Suite 210
Vancouver, WA 98683 unanticipated conditions. ArgenTech does not inte nd to use the sUAS for point-to-point flights and will not operate the sUAS be yond visual line of sight. Nor will the sUAS require an airport in order to land. Rather, ArgenTech wi ll operate the sUAS using pre-pl anned flight paths (taking into account weather conditions) designed to allow the sUAS to fly to the point of intended landing. As such, there is no need for a time-based excess fuel requirement. Rather it should be sufficient to require only as much additional excess flight capacity as necessary to safely land the sUAS. We believe that a 20% energy reserve is more than sufficient to meet this objective.

14 C.F.R. 91.203(a) and (b)

§ 91.203 Civil Aircraft: Certifications required.

(a) Except as provided in §91.715, no pers on may operate a civil aircraft unless it has within it the following:

(1) An appropriate and current airworthiness certificate. ...

(2) An effective U.S. registration certif icate issued to its ow ner or, for operations within the United States, the second copy of the Aircraft Registration Application as provided for in §47.31(c), or a registration certification issued under the laws of a foreign country.

(b) No person may operate a civil aircraft unless the airworthin ess certificate required by paragraph (a) of this section or a speci al flight authorization issued under §91.715 is displayed at the cabin or cockpit entrance so that it is legible to passengers or crew.

...

The sUAS that ArgenTech intends to operate will not qualify for an airworthiness certificate
unless the FAA chooses to issue them a restricted category certificate. This is because the sUAS
do not meet the current conditions for either a stan dard airworthiness certificate or an experimental airworthiness certificate. Notably, under 14 C.F.R. §21.191,8 experimental airworthiness certificates are only available for research and de velopment, showing compliance with regulations, crew training, exhibitions, air racing, market surveys, operating amateur-built aircraft, operating primary kit-built aircraft and operating light-sport aircraft. Until such time as the FAA develops airworthiness standards appli cable to sUAS for non-recreatio nal and non-experimental use, ArgenTech submits that the FAA should consider exemptions to the requirements of §91.203(a). The absence of such exemptions hinders the development of sUAS and applicable uniform standards since it is only through the development of the aircraft that the FAA can reliably evaluate them and determine appropriate design standards.

Section 333 of the Modernization Act author izes the FAA to exempt aircraft from the requirement for an airworthiness certificate base d on a consideration of the size, weight, speed, operational capability of the particular UAS, as well as its proximity to airports and populated areas. An analysis of these criteria demonstrates that the sUAS operated without an airworthinessArgenTech Solutions, Inc.

16701 SE McGillivray Suite 210
Vancouver, WA 98683 certificate in the areas and under the conditions contemplated by Ar genTech will be at least as safe, or safer, than a conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate without the conditions proposed in this request. The sUAS is less than 55 lbs. fully loaded, carries neither a pilot nor passenger, and operates exclusively within a secured area as set out in the UAS Operating Manual (Appendix B). Un like other civil aircraft, operations under this exemption will be tightly controlled and monitore d by the operator and observer. Operations will be conducted in compliance with the FAA and with local public safety requirements to provide security for the area of operation. Lastly, applicat ion of these same criteria demonstrates that there is no credible threat to national security posed by the sUAS, due to its size, speed of operation, location of operation, lack of e xplosive materials and inability to carry a substantial external load.

If the FAA waives the requirements of paragra ph (a) (1), then it is technically impossible to comply with paragraph (b), so an exemption is merited there as well.

14 C.F.R. 91.405(a), 91.407(a) (1) and 14 C.F.R. 91.409(a)

§91.405 Maintenance required.

Each owner or operator of an aircraft –

(a) Shall have that aircraft inspected as pr escribed in subpart E of this part and shall between required inspections, except as provide d in paragraph (c) of this section, have discrepancies repaired as prescrib ed in part 43 of this chapter;

...

§91.407 Operation after mainte nance, preventive mainte nance, rebuilding, or
alteration.

(a) No person may operate any aircraft th at has undergone maintenance, rebuilding,
or alteration unless –

(1) It has been approved for return to service by a person aut horized under §43.7 of this chapter;

...

§91.409 Inspections.

(a) Except as provided in paragraph (c) of this section, no person may operate an aircraft unless, within the preced ing 12 calendar months, it has had ...

(1) An annual inspection in accordance w ith part 43 of this chapter and has been approved for return to service by a person au thorized by §43.7 of this chapter; orArgenTech Solutions, Inc.

16701 SE McGillivray Suite 210
Vancouver, WA 98683 (2) An inspection for the issuance of an airworthiness certific ate in accordance with part 21 of this chapter.

...

ArgenTech believes that an exemption from these three maintenance requirements is appropriate because the FAA has not developed maintenance standards that would allow an operator to meet the part 91 ma intenance requirements. In part icular, there ar e no individuals authorized by the FAA to approve a sUAS for re turn to service under §91.407(a) or to conduct the
initial airworthiness and annual return to service inspections required by §91.409(a). ArgenTech
will maintain the aircraft as instructed in the owner’s manual and ASTM F2909 (Attached as Appendix C), where applicable, and will not operate th e aircraft until it has reasonably determined that any needed repairs have been made. Howeve r, because of the tec hnical impossibility of meeting the requirements of §§91.405(a), 407(a) a nd 409(a), we believe an exemption from these provisions is appropriate.

Please do not hesitate to contac t me at the phone number or via the e-mail address provided above should you have any questions or concerns.

Respectfully,

Marcel Piet
President-UAS Services 603-836-0588 X122 | Cell: 207-651-3476
Email: mpiet@agts.usArgenTech Solutions, Inc.

16701 SE McGillivray Suite 210
Vancouver, WA 98683 Summary for Federal Register Publication

Pursuant to 14 C.F.R. Part 11, the following su mmary is provided for publication in the Federal Register should the FAA determine that publication is needed.

Petitioner: ArgenTech Solutions

Sections of 14 C.F.R. Affected: 14 C.F.R. 21.171 through 21.199 14 C.F.R. §45.23(b) 14 C.F.R. §61.113(a) and (b) 14 C.F.R. §91.7(a) 14 C.F.R. §91.9(b) (2) 14 C.F.R. §91.103 14 C.F.R. §91.109(a) 14 C.F.R. §91.119 14 C.F.R. §91.121 14 C.F.R. §91.151 14 C.F.R. §91.203(a) and (b) 14 C.F.R. §91.405(a) 14 C.F.R. §91.407(a) 14 C.F.R. §91.409(a)

Description of Relief Sought: Petitioner seeks relief from th e requirements of 14 C.F.R. §§45.29, 61.113(a)&(b), 91.7(a), 91.9(b)(2), 91.119, 91.121(a), 91.151, 91.203(a) &(b), 91.405(a), 91.407(a) and 91.409(a) to conduct sUAS operations over privet and publicly owned or controlled land, solely during daylight hours, to assist in th e safe evaluation and analysis of public utility's and infrastructure and operations. In general, sUAS operations are intended to be conducted in areas remote from both congested areas and air ports. The nature of ope rations anticipated by ArgenTech requires that the sUAS be flown at relatively low altit udes. ArgenTech expects that in most instances, the sUAS will be flown less than 75 feet from the highest structure along the path
of the sUAS and in no instances will be flown hi gher than 400 f eet above the ground. Accordingly,
the risk of interference with other aircraft is minimal.