27 Boston Street Somerville, MA 02143

617

- 721

- 5437 February	11,	2016

U.S.	Department	of	Transportation
Docket	Operations

1200	New	Jersey	Ave.,	SE
Washington,	DC	20590

RE:	Petition	for	Exemption	and	Relief	from	Specific	Regulations	of	Title	14	of
the	Code	of	Federal	Regulations	Pursuant	to	Section	333	of	the	FAA
Modernization	and	Reform	Act	of	1012	(Public	Law	112

- 95)	Regarding
Commercial	Employment	of	Unmanned	Aircraft	Systems	(UAS)

Dear	Sir/Madam,

Pursuant	to	Section	333	of	Public	La w	112

- 95	commonly	known	as	the	“FAA

Modernization	and	Reform	Act	of	2012”	or	“The	Reform	Act”, Alex	Loer hereby	applies
for	authorization	to	conduct	commercial	unmanned	aerial	systems	(UAS)	operations
within	the	United	States	National	Airspace	System	(NAS) for	the	purpose	of oil and

HAZMAT spill	survey	response	imaging	and mapping with	a s UAS	platform

.

Federal	Register	Summary

Pursuant	to	14	CFR	§11.81,	the	following	summary	is	provided	for	publication	in	the
Federal	Register,	should	it	be	determined	that	publication is	needed:

Alex	Loer seeks	exemption	from	14	CFR	Part	21,	Subpart	H;	14	CFR	Part	27;	14	CFR	45.23(b);	14
CFR	61.113(a)(b);	14	CFR	91.7(a);	14	CFR	91.9(b)(2)(c);	14	CFR	91.103;	14	CFR	91.109(a);	14	CFR
91.119;	14	CFR	91.121;	14	CFR	91.151(a);	14	CFR 91.203(a)(b);	14	CFR	91.405(a);	14	CFR
91.407(a)(1);	CFR	91.409(a)(1)	and	(a)(2);	14	CFR	91.417(a)(b)	to	allow	commercial	employment
of	Unmanned	Aerial	Systems	(UAS)	in support	of	research and	UAS	platform	development	in	the
areas	of	oceanography, surveyin g, photography ,	and	environmental	science.	This	exemption	will
enhance	safety	by	reducing	risk	to	the	general	public	and	property	owners	from	the	substantial
hazards	associated	with	performing	equivalent	work	with	conventional	rotorcraft.

1The	name	and	address	of	the	applicant	is:

Alex	Loer Ocean	Works	Group	/	43	North

27	Boston	Street
Somerville,	MA	02143

617

- 721

- 5437
alex@owgi.com

Signed:

R. Alex	Loer Ocean	Works	Group /	43	North

2GLOSSARY	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

LOL Loss	of	Link

NAS National	Airspace	System

NOTAM Notice	to	Airmen

PIC Pilot	in	Command

Section	333 FAA	Modernization	and	Reform	Act	of	2012,	Secti on	333

SOP Standard	Operating	Procedures

UA Unmanned	Aircraft

UAS Unmanned	Aircraft	System

VFR Visual	Flight	Rules

VLOS Visual	Line	of	Sight

VMC Visual	Meteorological	Conditions

VO Visual	Observer

INTRODUCTION	AND	INTEREST	OF	THE	PETITION ERThe	use	of	small	unmanned	aerial	systems (sUAS)	in	commercial	and first response applications	is	now	widespread	and	transforming	agricultural	assessments,
environmental	compliance	regimes	and	spatial	ecological	science.	These	devices	are
used	regularly	t o	reduce	costs,	increase	safety	and	boost	knowledge	of	key	agricultural
parameters,	to	assess	progress	and	environmental	compliance	in	mining	operations	and
occasionally	to	study	the	terrestrial	habitats	and	aggregations	of	wildlife	[3].	The	use	of

sUAS	in hazardous	spill survey applications	is	also	growing,	and	the	availability	of	safe
and	sophisticated	commercial	hardware	and	software	solutions	is	now	f acilitating	their
use	by first responders .	The	use	of	sUAS	by first	responders can	provide	significant

b enefits	including	reduced	costs,	greater	survey	efficiency,	reduced	wildlife	disturbance,
reduced	risk	to	human	pilots	and	observers	and	higher	data	quality	and	quantity,	yet
there	are	few	programs	exploring	these	opportunities. Ocean	Works	Group and	43

North is	develo ping	a	UAS applications to	1)	help	meet	the	growing	needs	of first
responders seeking	to	use	sUAS	in terrestrial, ocean	and	coastal spill	response
applications	and;	2)	to	support	sUAS

- based response in	coastal	and	marine
environments	nationally	and	internationally.	To	ac hieve	these	goals,	our	program	must
engage	in	domest ic	sUAS	operations	for first	responders and	training	purposes.	Due	to
the	nature	of	our	work,	these	flights	will	occur	predominantly	in	coastal	areas.	UAS	are
developing	as	a	legitimate	and	robust	means	o f	conducting spill	surveys that	heretofore
have	been	possible	only	from	manned	aircraft.	Such	traditional	survey	techniques	are
expensive,	incur	substantial	risk	to	personnel	and	produce	lower	quality	data.	Our	work

addres ses	these	issues	through first	res ponder	efforts	in	rapid	response	to	oil	and
chemical	spills.	These	s UAS	applications can	have	a	benefit	to society	at	large.

OVERVIEW	CHARACTERISTICS	OF	PROPOSED	UAS

Aircraft	Type DJI	Phantom	3 Aircraft	Weight .99kg/2.1lbs

Dimensions 26	Inches wide Max	Flight	Time 20	Minutes Max	Air	Speed 30	mph Propulsion Brushless	DC	Motor

Power 5200ah	LiPo Payload Digital	Compact/IR/Thermal	Cameras

Aircraft	Type 3DR	Solo Aircraft	Weight 1.5kg/3.3 lbs

Dimensions 18 Inches	wide Max	Flight	Time 25 Minutes Max	Air	Speed 55 mph Propulsion Brushless	DC	Motor

Power 5200 m ah	LiPo Payload Digital	CompactQUALIFICATION	FOR	APPROVAL	UNDER	SECTION	333	OF	THE	REFORM	ACT

The	proposed	operations	in	this	petition	for	exemption	qualify	for	expedi ted	approval
under	Section	333	of	the	Reform	Act.	Each	of	the	statutory	criteria	and	other	potentially

relevant	factors	are	satisfied.

The	proposed	operations	would	permit	the	use	of	small	and	relatively	inexpensive	UAS

under	controlled	conditions	in airspace	that	is:	(1)	limited;	(2)	predetermined;	(3)	away
from	populated	areas;	(4)	would	provide	an	increased	level	of	safety	beyond	that
existing	when	fixed	or	rotor	wing	aircraft	are	used	to	accomplish	the	same	purpose.

The	UAS's	planned	to	be	o perated	are	rotorcraft,	each	weighing	typically	less	than	15
lbs.,	and	always	less	than	55	lbs.,	including	payload.	They	would	operate,	under	normal
conditions,	at	a	speed	of	no	m ore	than	4 0	knots.	The	principal	construction	material	of

the	UAS	aircraft	wo uld	typically	be	foam,	carbon	fiber, aluminum and/or	plastic.
Operations	will	be	performed	by	a	qualified	UAS	Pilot	in	Command	(PIC),	as	outlined
below,	to	insure	that	the	UAS	will	"not	create	a	hazard	to	users	of	the	national	airspace
system	or	the	public ."	Given	the	small	size	of	the	UAS	involved	and	the	pre

- planned
environment	within	which	they	will	operate,	the	applicant	believes	that	these
operations	fall	squarely	within	that	zone	of	safety	(an	equivalent	level	of	safety)	in	which
Congress	envisioned	t hat	the	FAA	must,	by	exemption,	allow	commercial	operations	of
UAS	to	commence	immediately.	Also,	due	to	the	size	of	the	UAS	and	the	pre

- defined,
restricted	area	in	which	the	UAS	will	operate	approval	of	the	application	presents	no
national	security	issue. The	operation	of	UAS	by	knowledgeable	professionals	will	serve
to	enhance	safety,	add	to	the	public	benefit,	and	reduce	environmental	impacts	related
to	current	methods	of	manned	aircraft	flight	operations.	These	limitations	and
conditions	to	which	the	op erator,	or	its	employees,	acting	as	UAS	PIC	agrees	to	be
bound	when	conducting	commercial	operations	under	a	FAA	issued	exemption:

1) Operations	authorized	by	this	grant	of	exemption	are	limited	to	the	following

aircraft: DJI	Phantom	3	and	3DR	Solo

.

2) UA	(aircraft	and	payload)	will	weigh	less	than	55lbs.

3) UA	will	be	operated	at	altitudes	not	greater	than	400	feet	AGL.	Altitudes
reported	to	ATC	will	be	in	feet	AGL.

4) UA	will	be	flown	at	g round	speeds	not	greater	than	40 knots.

5 ) The	UAS	PIC	will 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,	theDistrict	of	Columbia,	Puerto	Rico,	a	ter ritory,	a	possession,	or	the	Federal
government.	The	PIC	must	also	meet	the	recent	flight	experience	requirement
stated	in	14	CFR	§	61.57	and	flight	review	requirements	stated	in	14	CFR	§	61.56.

6) In	addition	to	holding	an	FAA	issued	airman	certificate, UAS	PIC	must
complete an	Ocean	Works	Group UAS	Training	Program.	This	training	will	include
detailed	review	of	manufacturer	operating	manuals	and	practical	demonstration
of	ability	to	safely	operate	UAS	in	a	manner	consistent	with	how	the	UAS	will	be

oper ated	under	this	exemption	(to	include	evasive	and	emergency	maneuvers
and	maintaining	appropriate	distances	from	persons,	vehicles,	vessels	and
structures).	PIC	qualification	will	have	a	currency	requirement	of	at	least	three

take

- offs	and	landings	within the	preceding	90	days.	PIC	qualification	flight	hours
will	be	logged	in	a	manner	consistent	with	14	CFR	§	61.51.

7) UA	will	not	be	operated	within	5	nautical	miles	(NM)	of	an	airport	having	an
operational	control	tower,	or	3	NM	of	an	airport	with	a	publis hed	instrument
flight	procedure	but	not	an	operational	control	tower,	or	2	NM	of	an	airport
without	a	published	instrument	flight	procedure	or	operational	control	tower,	or
2	NM	of	a	heliport	with	a	published	instrument	flight	procedure.	Flights	will	be

op erated	in	Class	G	airspace	whenever	possible.	If	operation	in	other	airspace	is
required,	the	relevant	controlling	agency	will	be	notified	at	least	24	hours	prior
to	the	operation	and,	if	required,	any	necessary	permission	obtained

8) UAS	flights	will	ope rate	within	visibility	and	cloud	clearance	requirements
equivalent	to	Visual	Flight	Rules	(VFR).

9) UAS	operations	will	not	be	conducted	during	night,	as	defined	within	14	CFR	§

1.1.

10) UA	flights	over	land	will	not	be	operated	by	the	PIC	from	any	movin g	vehicle
or	device.	UA	flights	conducted	entirely	over	water	may	be	operated	from	a

suitable	vessel.

11) UA	will	not	be	operated	from	a	raised	platform.

12) The	UA	will	remain	clear	of	and	yield	right	of	way	to	manned	aviation

operations.

13) UA	will	b e	operated	within	visual	line	of	sight	(VLOS)	of	the	PIC	at	all	times.

The PIC	will	use	human	vision	unaided	by	device	other	than	corrective	lenses	as
specified	on	PIC’s	FAA	medical	certificate.

14) UAS	operations	will	employ	a	visual	observer	(VO).	The	V O	may	be	used	to
satisfy	the	VLOS	requirement	as	long	as	the	PIC	maintains	VLOS	capability.	TheVO	and	PIC	must	be	able	to	communicate	verbally	for	the	duration	of	the	flight.
Electronic	messaging	or	texting	is	not	allowed	during	flight	operations.

15) The	VO	will	perform	no	duties	other	than	assisting	the	PIC	see	and	avoid

other aircraft,	obstacles,	persons	or	property.

16) UAS	will	be	equ ipped	with	an	autopilot	system. The	UAS	will	utilize	GPS

navigation, failsafe’s,	return

- to

- home	(RTH)	and flight	abort	safety	features.

17) Prior	to	each	flight	the	PIC	will	inspect	the	UAS	to	ensure	it	is	in	a	condition
for	safe	flight.	Checklists	developed	from	manufacturer	operating	documents	will
be	the	basis	for	this	inspection.	If	the	inspection reveals	a	condition	that	affects
safe	operation	of	the	UAS,	the	aircraft	is	prohibited	from	operating	until
necessary	maintenance	has	been	performed	and	the	UAS	is	found	to	be	in	a	safe
condition	for	flight.	The	Ground	Control	Station	must	be	included	in	t he	preflight

inspection.

18) All	UAS	operations	will	be	conducted	over	remote	and	sparsely	populated
property	or	over	open	waters.	Permission	for	flight	will	be	obtained	in	advance
from	property	owners	or	controlling	agency.	A	Ground	Station	will	be	conne cted,
by	radio	communication,	to	the	UAS	during	the	entire	flight,	which	will	give	the
PIC	flight	information	such	as	GPS	Position,	Altitude,	Air	speed,	Battery
Remaining,	and	other	telemetry	information.

19) Flight	boundaries	will	be	established	for	each flight	and	such	boundaries	will
be	designed	such	that	the	UA	will	pass	no	closer	than	500	feet	from
nonparticipating	persons,	vehicles	or	structures.

20) If	the	UAS	loses	communications	or	loses	GPS	signal,	the	UA	will	return	to	a
predetermined	location within	the	established	flight	boundary	and	land	or	be
recovered	in	accordance	with	manufacturer	operations	documents.

21) The	PIC	will	abort	any	flight	in	the	event	of	unpredicted	obstacles,
occurrence	of	adverse	weather	or	loss	of	UAS	flight	control	capa bility	in
accordance	with	manufacturer	operations	documents.

22) The	PIC	is	prohibited	from	beginning	a	flight	unless	(considering	wind	and
forecast	conditions)	there	is	enough	power	to	fly	the	planned	route	to	the
intended	landing	point	and	land	the	UAS with	25%	of	battery	capacity	remaining.

23) Documents	required	by	14	CFR	§	91.9	and	91.203	will	be	available	to	the	PIC
at	the	Ground	Control	Station	of	the	UAS	whenever	the	aircraft	is	operating.These	documents	will	be	made	available	to	the	Admin istrator	or	any	law
enforcement	official	upon	request.

24) Before	conducting	flight	operations,	the	radio	frequency	spectrum	used	for
operation	and	control	of	the	UA	must	comply	with	Federal	Communications
Commission	(FCC)	or	other	appropriate	government oversight	agency

requirements.

25) A	Flight	Operations	and	Maintenance	Log	will	be	maintained	for	each	UAS.
Cumulative	flight	hours,	maintenance	activities,	repairs,	alterations	and
inspections	will	be	noted.

26) Any	UAS	maintenance	or	alterations	that	a ffect	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	Flight	Operations	and	Maintenance	Log.

SPECIFIC	SECTIONS	OF	14	CFR	FROM	WHICH	PETITIONER	SEEKS	EXEMPTION	OR RELIEF

14	CFR	Part	21,	Subpart	H

– Airworthiness	Certificates	and	14	CFR	§	91.203(a)(1)

The	FAA	has	stated	that	no	exemption	is	needed	from	this	section	if	a	finding	is	made
under	Part	11	and	Section	333	of	the	Reform	Act	that	the	UAS	selected	provides	an
equivalent	level	of	safety	when	compared	to	civil	aircraft	normally	used	for	the	same
application.	The	petitioner	submits	that	given	the	small	size	of	the	UAS,	the	limited

o perating	areas	and	procedures	defined	within	the	training	and	operations	section	of
the	petition,	an	equivalent	level	of	safety	is	obtained	and	exemption	is	not	required	(see
Grant	of	Exemption	to	Astraeus	Aerial,	Docket	No.	FAA

- 2014

- 0352).	If	however,	the FAA

determines	that	there	are	some	characteristics	of	the	chosen	UAS	that	fail	to	meet	the
requirements	of	the	Reform	Act,	an	exemption	is	requested.

14	CFR	Part	27

– Airworthiness	Standards:	Normal	Category	Rotorcraft

14	CFR	Part	27	sets	fort h	the	procedural	requirements	for	airworthiness	certification	of
normal	category	rotorcraft.	To	the	extent	petitioner’s	UAS	would	otherwise	require
certification	under	Part	27,	petitioner	seeks	exemption	for	the	same	reasons	identified
in	the	request	for	e xemption	from	14	CFR	Part	21,	Subpart	H.

14	CFR	§	45.23	(a)(b)	and	91.9	(c)

– Marking	of	the	Aircraft

Regulation	45.23	provides: (a)	Each	operator	of	an	aircraft	must	display	on	that	aircraft
marks	consisting	of	the	Roman	capital	letter	“N”	(de noting	United	States	registration)
followed	by	the	registration	number	of	the	aircraft.	Each	suffix	letter	used	in	the	marks
displayed	must	also	be	a	Roman	capital	letter.	(b)	When	marks	include	only	the	Romancapital	letter	“N”	and	the	registration	number is	displayed	on	limited,	restricted	or	light

sport	category	aircraft	or	experimental	or	provisionally	certificated	aircraft,	the	operator
must	also	display	on	that	aircraft	near	each	entrance	to	the	cabin,	cockpit,	or	pilot

station,	in	letters	not	less	t han	2	inches	nor	more	than	6	inches	high,	the	words	“limited,”
“restricted,”	“light

- sport,”	“experimental,”	or	“provisional,”	as	applicable.

Regulation	91.9	(c)	provides: No	person	may	operate	a	U.S.

- registered	civil	aircraft
unless	that	aircraft is	identified	in	accordance	with	part	45	of	this	chapter.

The	UAS	has	no	entrance	to	the	cabin,	cockpit	or	pilot	station	on	which	markings	can	be
placed.	Given	the	small	size	of	the	UAS,	two

- inch	lettering	will	not	be	possible.	In	a
previous	Grant	of Exemption,	the	FAA	determined	that	exemption	from	these
requirements	was	warranted	provided	that	the	aircraft	“have	identification	(N

- Number)
markings	in	accordance	with	14	CFR	Part	45,	Subpart	C	if	the	markings	are	as	large	as
practicable.”	The	petitione r	additionally	proposes	to	place	all	required	markings,
placards,	flight	envelope	restrictions,	cautionary	notices	in	an	easily	visible	location	at
the	UAS	Ground	Control	Station.	The	FAA	has	issued	several	exemptions	to	this
regulation:	see	Exemptions	Nos .	8738,	10167,	10167A	and	10700.

14	CFR	§	91.9(b)(2)

– Aircraft	Flight	Manual	in	the	Aircraft

Regulation	91.9	stipulates (b)	No	person	may	operate	a	U.S.

- registered	civil	aircraft

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

Given	the	size	of	the	UAS,	they	have	no place	or	ability	to	carry	a	flight	manual	aboard
the	aircraft.	An	equivalent	level	of	safety	will	be	achieved	by	keeping	the	flight	manual
at	the	Ground	Control	Station	where	the	pilot	operating	the	UAS	will	have	immediate

access	to	it.	The	FAA	has	issued several	exemptions	to	this	regulation:	see	Exemptions

Nos.	8607,	8737,	8738,	9299,	9299A,	9565,	10167,	10602,	32827	and	10700.

14	CFR	§	61.113	(a)(b)	and	61.133(a)(i)(ii)

– Private	and	Commercial	Pilot	Privilege	and

Limitations

Regulation	61.11 3	stipulates (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	is	carrying	passengers	or	property	for	compensation	or	hire;	nor	may
that	per son,	for	compensation	or	hire,	act	as	pilot	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	any	business	or	employment	if:	(1)	The	flight	is	only	incidental	to	th at business	or	employment;	and	(2)	The	aircraft	does	not	carry	passengers	or	property	for
compensation	or	hire.Regulation	61.133	stipulates (a)	Privileges

— (1)	General.	A	person	who	holds	a
commercial	pilot	certificate	may	act	as	pilot	in	command	of an	aircraft

—

(i)	Carrying	persons	or	property	for	compensation	or	hire,	provided	the	person	is
qualified	in	accordance	with	this	part	and	with	the	applicable	parts	of	this	chapter	that
apply	to	the	operation;	and
(ii)	For	compensation	or	hire,	provided	th e	person	is	qualified	in	accordance	with	this
part	and	with	the	applicable	parts	of	this	chapter	that	apply	to	the	operation.

Unlike	a	conventional	aircraft	that	carry	pilot,	passengers	and	cargo,	the	proposed	UAS
are	remotely	controlled	and	carry	no persons	or	cargo.	The	UAS	are	capable	of	a	high
degree	of	flight	automation	and	employ	technical	capabilities	that	limit	the	potential	for
operation	in	an	unintended	manner.	It	is	the	petitioner’s	belief	that	given	the	size,
weight,	speed,	operating	envir onment	and	operating	capabilities	of	the	UAS,	an
equivalent	level	of	safety	may	be	obtained	by	stipulating	the	UAS	PIC	must	hold	either
an	airline	transport,	commercial,	private,	recreational,	or	sport	pilot	certificate.	The	PIC

must	also	hold	a	current	FA A	airman	medical	certificate	or	a	valid	U.S.	driver’s	license
issued	by	a	state,	the	District	of	Colombia,	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.	The
FAA	has	issued	several	exemptions	to	this	regulation:	see	Exemptions	Nos.	11284,

11281,	11282	and	11296.

14	CFR	§	91.7(a)

– Civil	Aircraft	Airworthiness

Regulation	91 .7	stipulates (a)	No	person	may	operate	a	civil	aircraft	unless	it	is	in	an
airworthy	condition.

Should	this	exemption	be	granted	allowing	commercial	operation	of	UAS	without	an
airworthiness	certificate,	no	FAA	regulatory	standard	will	exist	for	air worthiness	of	the
UAS.	An	equivalent	level	of	safety	will	be	obtained	by	ensuring	compliance	with	UAS
operator	and	maintenance	manuals	and	safety	checklists	prior	to	each	flight.

14	CFR	§	91.121

– Altimeter	Settings

Regulation	91.121	requires	t hat (a)	Each	person	operating	an	aircraft	shall	maintain	the
cruising	altitude	or	flight	level	of	that	aircraft,	as	the	case	may	be,	by	reference	to	an
altimeter	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.Conventional	aircraft	are	provided	altitude	data	by	a	barometric	altimeter	t hat	is
most	commonly	set	to	a	local	barometric	pressure	and	therefore	reports	altitude
relative	to	MSL	(Mean	Sea	Level).	UAS	operations	are	restricted	to	altitudes	no	greater
than	400	feet	AGL	(Above	Ground	Level).	For	those	UAS	with	a	barometric	sensor,

g reater	utility	and	an	equivalent	level	of	safety	will	be	obtained	by	setting	the	altimeter
to	read	“zero	altitude”	when	the	UAS	is	on	the	ground	prior	to	takeoff	thus	providing	an
AGL	altitude	readout.	If	no	barometric	sensor	is	aboard	the	UAS,	a	GPS	deriv ed	altitude
similarly	set	to	zero	at	the	takeoff	point	will	provide	an	equivalent	level	of	safety.	The
FAA	has	issued	several	exemptions	to	this	regulation:	see	Exemptions	Nos.	11066,

11065,	11062	and	11063.

14	CFR	§	91.151

– Fuel	Requirements	for	Fl ight	in	VFR	Conditions

Regulation	91.151	stipulates	that (a)	No	person	may	begin	a	flight	in	an	airplane	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

— (1)	During	the	day,	to	fly	after	that	for	at	least	30	minutes;	or	(2)	At	night,	to	fly
after	that	for	at	least	45	minutes.	(b)	No	person	may	begin	a	flight	in	a	rotorcraft	under
VFR	conditions	unless	(considering	wind	a nd	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.

This	regulation	is	written	based	on	the	capabilities	of	traditional	civ il	aircraft	which
typically	have	flight	times	with	full	fuel	of	several	hours.	For	the	majority	of	UAS	which
have	flight	times	of	an	hour,	or	much	less,	this	regulation	would	effectively	deny	an
ability	for	the	UAS	to	operate.	The	petitioner	submits	that	a n	equivalent	level	of	safety
will	be	obtained	by	requiring	that	no	UAS	flight	will	begin	unless	(considering	wind	and
forecast	conditions)	there	is	enough	fuel	(battery)	to	fly	the	planned	route	to	the	first
point	of	intended	landing	and	land	with	25%	of	b attery	capacity	in	reserve

. This
restriction	would	be	more	than	adequate	to	return	the	sUAS	to	its	planned	landing	zone
from	anywhere	in	its	limited	operating	area.

The	FAA	has	issued	several	exemptions	to	this	regulation:	see	Exemptions	Nos.	2689F,

5745,	10673	and	10808.

14	CFR	§	91.405(a),	91.407(a)(1),	91.409(a)(2),	91.417(a)	and	(b)

– Maintenance
Inspections

Regulation	91.405 (a)	requires	that	an	aircraft	operator	or	owner	“shall	have	that	aircraft
inspected	as	prescribed 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...” Regulation	91.407 (a)(1)	similarly	make s	reference

to	requireme nts	in	Part	43.	Regulation	91.409(a)(2)	requires	an	annual	inspection	for
issuance	of	airworthiness	certificate.		Regulation	91.417(a)	and	(b)	requires	the	owner	or
operator	to	keep	records	showing	certain	maintenance	work	that	has	been	accomplished
by	cer tified	mechanics,	under	Part	43,	or	licensed	pilots	and	records	of	approval	of	the
aircraft	for	return	to	service.

Exemption	from	these	regulations	is	needed	because	Part	43	and	these	sections	apply
only	to	aircraft	with	an	airworthiness	certificate.		An equivalent	level	of	safety	will	be
obtained	by	requirement	that	each	UAS	will	have	a	flight	and	maintenance	log.
Maintenance	and	inspections	will	be	accomplished	in	accordance	with	manufacture
recommendations.		The	FAA	has	issued	several	exemptions	to	thi s	regulation:	see
Exemptions	Nos.	11066,11062,	11067A	and	11065

14 CFR	§	91.103

– Preflight	Action

Regulation 91.103 stipulates Each pilot in command shall, before beginning a flight become familiar with all available information concerning that flight. This information

must include

– (a) For a flight under IFR or a flight not in the vicinity of an airport, weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be completed, and any known traffic delays of which the pilot in command has been advised by ATC; (b) For any flight, runway lengths at airports of intended use and the following takeoff and landing distance information(1) For civil aircraft for which an approved Airplane or Rotocraft Flight Manual co ntaining therein; and (2) For civil aircraft other than those specified in paragraph (b)(1) of this section, other reliable information appropriate to the aircraft, relating to the aircraft performance under expected values of airport elevation and runway slope, aircraft gross weight, and wind and temperature.

The	petitioner	seeks	exemption	to	the	extent	that	an	FAA

- approved	Flight	Manual	is
required.		An	equivalent	level	of	safety	will	be	provided	by	following	the	Operations
Manual	provided	by	the	manufac ture.		Additionally,	the	PIC	will	conduct	preflight
actions	to	include	performing	all	required	checklists,	reviewing	weather,	flight

requirements ,	battery	charge,	landing	and	take	off	distance,	aircraft	performance	data,
and	contingency	landing	areas,	befo re	initiation	of	flight.

14 CFR	§	91.109

– Flight	InstructionRegulation	91.109	stipulates,	in	part	that	(a)	No	person	may	operate	a	civil	aircraft
(except	a	manned	free	balloon)	that	is	being	used	for	flight	instruction	unless	that

aircraft	has fully	functioning	dual	controls.

UAS by	their	design	do	not	have	fully	functional	dual	controls.	Flight	control	is
accomplished	through	the	use	of	a	control	interface	that	communicates	with	the	aircraft
via	radio.	Given	the	size,	speed	and	limited	ope rational	parameters	of	the	UAS,	an
equivalent	level	of	safe	training	can	be	performed	without	dual	controls.	The	FAA	has
issued	several	exemptions	to	this	regulation:	see	Exemptions	Nos.	11066,	11062,

11067A	and	11065.

14	CFR	§	91.119

– Minimum	Safe Altitudes

Regulation	91.119	stipulates,	in	part,	that, Except	when	necessary	for	takeoff	or	landing,
no	person	may	operate	an	aircraft	below	the	following	altitudes:	(a)	Anywhere.	An
altitude	allowing,	if	a	power	unit	fails,	an	emergency	landing	with out	undue	hazard	to
persons	or	property	on	the	surface.	(b)	Over	congested	areas.	Over	any	congested	area
of	a	city,	town,	or	settlement,	or	over	any	open	air	assembly	of	persons,	an	altitude	of
1,000	feet	above	the	highest	obstacle	within	a	horizontal	rad ius	of	2,000	feet	of	the
aircraft.	(c)	Over	other	than	congested	areas.	An	altitude	of	500	feet	above	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	person,	vess el,	vehicle,	or	structure.

An	exemption	to	91.119(c)	is	required	because	UAS	operations	will	be	conducted	at
altitudes	no	greater	than	400	feet	above	the	surface.	The	size,	speed,	weight	and	limited
operational	parameters	of	the	UAS	allow	for	an	equi valent	level	of	safety.

WHY	GRANTING	THIS	PETITION	IS	IN	THE	PUBLIC	INTERESTAs	introduced	above,	the	requested	exemption	would	authorize	the	Applicant	to
perform	commercial	operations	with	sUAS	that	will	provide	significant	benefi ts	to	the
public	interest:

1) The	commercia l	use	of	sU AS	to	perform	research	and	photo/video activities	by

Alex	Loer	and Ocean	Works	Group is in	support	of	government	entities,	private
research	institutions,	scientific	studies	and	wildlife	monitorin g,	all	of	which	are

critical	to	the	well

- being	of	the	general	public

2) A	significant	reduction	in	costs	to	conduct first	responder ,	training	and spill

mitigation

. By	incorporating	sUAS	into	these	programs	we	can	incur	significant
savings	and	more	effici ently conduct	spill	response	surveys in	the	public	interest

3) The	use	of	sUAS	will	decrease	congestion	in	the	National	Airspace	System
along	with	reducing	the	noise	and	air	pollution	generated	during	traditional
manned	aircraft	flight	operations.

4) Whe n	using	UAS	to	complement	field	personnel,	they	reduce	safety	concerns when	gathering	data	from	inaccessible	or	unstable/unsafe	areas	and	in	extreme

weather	or	terrain.

5) Operation	of	sUAS	will	substantially	reduce	the	risk	to	life	and	property	in	the

ai r,	and	on	the	ground,	which	is	commonly	associated	with	traditional	manned
aircraft	flight	operations	for survey missions.

6) Similar	to	the	current	manned	aircraft	flight	operations	in spill	response that
have	been	conducted	for	many	decades,	sUAS	used	f or	similar	tasks	will	not

generate	any	new	privacy	issues.

Approval	of	this	exemption	would	thereby	enhance	safety	and	fulfill	the
Secretary	of	Transportation’s	(the	FAA	Administrator's)	responsibilities	under
Section	333(c)	of	the	Reform	Act	to	"establis h	requirements	for	the	safe
operation	of	such	aircraft	systems	in	the	national	airspace	system."	Approval	of
this	exemption	will	allow	for	safer,	more	efficient	and	less	costly	science
missions,	and	produce	much	higher	data	quality.

SUMMARY	OF REGULATIONS	FROM	WHICH	PETITIONER	SEEKS	EXEMPTION	OR	RELIEF14	CFR	Part	21,	Subpart	H	14	CFR	Part	27
14	CFR	45.23(b)
14	CFR	61.113(a)(b)

14	CFR	91.7(a)
14	CFR	91.9(b)(2)(c)

14	CFR	91.103
14	CFR	91.109(a)

14	CFR	91.119

14	CFR	91.121

14	CFR	91.1 51(a)
14	CFR	91.203(a)(b)
14	CFR	91.405(a)
14	CFR	91.407(a)(1)
CFR	91.409(a)(1)	and	(a)(2)	14	CFR	91.417(a)(b)