**Private and Confidential**

**4 -** **Verticals A**

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**L.L.C.** , **West Bloomfield, MI**

- Section 333 Exemption Petition
**February**

**2 nd**  **, 2016** U. S. Department of Transportation Docket Management System 1200 New Jersey Ave, SE W ashington, DC 20590 I, Chris Payton, the owner of 4

-Vericals Aerial Imagery LLC, prepared this document. The use of the terms “I”, “My”, “We”, “Our” from here forth within this document refer to 4

-Vericals Aerial Imagery LLC. **Re** : Exemption Request Section 333 of the FAA Reform Act of the Federal Aviation Regulations from 14 C.F.R. 45.23(b); 14 C.F.R. Part 21; 14 C.F.R. 61.113(a)&(b); 91.7(a); 91.9(b) (2); 91.103(b); 91.109; 91. 119 ; 91 .121; 91.151(a); 91.203(a)&(b); 91.4 05(a); 91.407(a)(1); 91.409(a) (2); 91.417(a)&(b) Pursuant to Secti on 333 of the FAA Modernization and Reform Act of 2012 (the Reform Act) and 14 C.F.R. Part 11, **4 -** **Verticals Ae**  **rial Imagery L.L.C.** , operator of Small Unmanned Aircraft Systems (“sUASs”) equipped to conduct aerial photography and videography, hereby applies for an exemption from the listed Federal Aviation Regulations (“FARs”) to allow commercial operation of its sUASs, so long as such operations are conducted within and under the conditions outlined herein or as may be established by the FAA as required by Se ction 333.1 Following exemption and approval by the FAA, **4 -** **Verticals A erial Imagery** 

**L.L.C.** , will primarily use its professionally built **DJI Inspire 1**  **(To be Purchased A SA** **P) and DJI Phantom 3**  **(Currently**

**Own)** UAS equipped with cameras for the following applications:

 Event Photography/Videography
 Agriculture purposes
 Real Estate Photography
 Aerial filmmaking and photography
 Construction site/Real property inspections
 Private property mapping and surveys

- Marketing/advertising

- Land development

- Insurance claims

- Golf course planning

- Construction

- Vineyard and winery

- Land appraisal2

2  Educational and research operations **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  ’s, exemption request would permit the operation of ultra
li ghtweight , unmanned (i.e. piloted by remote control) UAS’s fo r the development of community and government use videos, permissible within property boundaries for individual homeowners and withi n tightly controlled, limited airspaces predetermined in areas away from the general public, airports, heliports and vehicular traffic. Currently, similar lightweight, remote controlled UAS's are legally operated by unmonitored amateur hobbyists with no safety plan or controls in place to prevent catastrophe. Furtherm ore, it is my intent to assist future FAA safety protocols and regulations exclusive to lightweight UAS's for specific video and photography usage by shari ng information with the FAA as , **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  , record s flight data and other pert inent information gained through permitted flight operations. In addition, granting **4 -** **Verticals Ae**  **rial Imagery**  **L.L.C.** ’s exemption request , will comply with the Secretary of Transportation’s (FAA Administrator’s) instructions to not only integrate UAS's i nto the national airspace system, but to “...establish requirements for the safe operation of such a ircraft systems [UAS's] in the national airspace system” under Section 333(c) of the Reform Act specific to the use of UAS's fo r real estate/Realtor purposes, educational videos, Search and Rescue, land/trusts inspections, agricultural field monitoring, film/video productions, mapping purposes , and structure inspections, to aid state and local agencies. Further, **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  , will conduct its operations in compliance with the protocols described herein or as otherwise established by the FAA. For the reasons stated below, **4 -** **Verticals Ae**  **rial Imagery**  **L.L.C.** , respectfully requests the g rant of a n exemption allowing operations of ultra
- lightwe ight , remote controlled UAS’s to aid academic community awareness, to benefit/stimulate attraction to the metro **Detroit** and to enhance personal and public video feeds. A grant that will ultimately allow UAS’s to play a more positive role in our local commu nity by increasing employment opportunities, heightening security measures and decreasing government expenditures by reducing the need fo r heavier manned aircraft, containing costly, combustible fuel

- a potential public hazard in and of itself.3

3 **I** . Contact Information: **Chris Pay ton**  **4 -** **Verticals A**

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**L.L.C. West Bloomfield, MI, 48324**  Phone: **248 -** **496 -** **5744** Email: **cpayton@gmail.com II**  . The Specific Sections of Title 14 of the Code of Federal Regulations from Wh ich **4 -** **Verticals A**

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**L.L.C.** Requests Exemption are: 14 CFR 21; 14 C.F.R. 45.23(b); 14 CFR 61.113 (a) & (b); 14 C.F.R. 91, et seq.; 14 CFR 407 (a) (1); 14 CFR 409 (a) (2); and, 14 CFR 417 (a) & (b). **III** . The Extent of Relief **4 -** **Verticals A erial Imagery** 

**L.L.C.** Seeks and the Reason it Seeks Such Relief: **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  , submit this application in accordance with the Reform Act, 112 P.L. 95 §§ 331

-334, seeking relief from any currently applicable FARs operating to prevent **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  , contemplated commercial flight operations within the national airspace system. The Reform Act in Section 332 provides fo r such integration of civil unmanned aircraft systems into our national airspace system as it is in the public’s interest to do so. **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  ’s, ultra
- lightweight UAS meets the definition of “small unmanned aircraft” as defined in Section 331 and therefore the integration of its ultra
- lightweight UAS is expressly contemplated by the Reform Act. 4
-Verticals Aerial Imagery would seeks to operate ultra
- lightweight UAS prior to the time period by which the Reform Act requires the FAA to promulgate rules governing such craft. Thereby, providing direct experience and valuable information for formal reg ulation that can be administered uniformly to all related UAS aerial video and photography. The Reform Act guides the Secretary in determining the types of UAS's that may operate safely in our national airspace system. Considerations include: The weight, s ize, speed and overall capabilities of the UAS's; Wh ether the UAS will be operated near airports or heavily populated areas; and, whether the UAS will be operated by line of sight. 112 P.L. 95 § 333 (a).4

4 Each of these items reflects in favor of an exemption for**4 -** **Verticals A erial Imagery** 

**L.L.C.**

. Its UAS’s utilize eight (8) or less rotating propellers for ba lance, control and stability. The UAS’s are equipped with the following via video and data telemetry: 1) Altimeter 2) Attitude indicator 3) Ground Speed indicator 4) Magnetic compass 5) Heading indicator 6) Vertical speed indicator 7) Course deviation indicator 8) Radio magnetic indicator 9) GPS location 10) Battery consumption and Battery Left with approximate time. 11) Loiter and circl e mode. 12) Auto safety or RTL (Return To Launch) 13) Auto landing technology. Each UAS weighing less than thirty five **(35)** pounds (far below the maximum 55 pound limit); Including camera(s) with or without a gimbal (a camera stabilizer). **4 -** **Verticals A** **erial Imagery**  **L.L.C.** , considers safety as fo remost with each flight. Its small unmanned aircraft is designed to hover in place, circle in a specific place or loiter via GPS and can be operated in winds up to 30.4 knots (35mph) wind. For safety, stability a nd fear of financial loss , **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  will not fly in winds exceeding 21.7 knots (25 mph). Built in safety systems include a GPS mode that allows the UAS to hover/circle in place or land when radio controls are released. With three (3) modes to choose fro m, the PIC (Pilot in Command) will fly with the modes safest to complete its necessary aerial videography/photography

. The PIC also has the ability to choose the safest, most reliable , and stable mode to prevent accident and hazard. Wh en pilot communication fro m the radio control is lost, our UAS are designed to slowly descend to the point of takeoff and or to land at point of l aunch af

ter ascending to a pre-set altitude to ensure the UAS will clear any obstacles that may be between the takeoff point and the current position of the UAS. This failsafe altitude will not be set more than 200ft and is determined before each flight.

**4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  , will not operate its UAS within 5 NM of airports/heliports , hospitals , police missions, and will not operate near areas that are densely populated. The PIC will constantly be on alert for any manned aircraft (police/medical helicopters, etc.) and will be prepared to land/abort immediately to the nearest and safest ground point should a manned aircraft approach the flight location. **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  UAS’s are capable of vertical and horizontal operatio ns, and are flown only within line of sight with the remote control pilot

. **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  UAS's are also flown with a second operator who aids5

5 in watching for any obstacles (visual observer) , including manned aircraft, within the flight zone of the UAS. Utilizing battery power rather than combusti ble fuels, flights generally last between (10) ten to fifteen (1 5) minutes, with an altitude under one hundred fifty (150) feet. S mart Mode includes, position hold, self

- leveling, altitude command, GPS, return home feature, and safety control to return ho me or land in the event of communication interruption between RC transmitter and UAS. **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  , utilizes a fresh fully charged battery with each flight as a safety precaution; full flight time limit for each battery is eight (8) to thirty (30) minutes as tested. The PIC will not operate the UAS at or below manufacturer recommend minimum charge levels for operation; preferring to remain we ll within a safe operating range to insure adequate communication between radio control and UAS to eliminate potential for crash, loss of control , or hazard. Reserve batteries are on hand with each exercise to insure replacement for sufficient safe level of operation. I do not believe in taking risk that may cause a crash that could create hazard to the public/property/manned aircraft, and have no desire to lose an investment. I have clocked numerous practice flights in remote areas as a hobbyist simulating flights fo r future commercial use to gain familiarization with the characteristics of this spe cific UAS's performance under different temperature and weather conditions. I also practice computerized simulated flights to maintain adequate skills and response reflex time. All for the sake of safety. **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  is extremely cautious when operating its UAS/ultra

lightweight unmanned aircraft and will not “create a hazard to users of the national airspace system or the public.” 112 P.L. 95 § 333 (b). Given the small size and weight of its UAS it falls we ll within Congress’s contemplated safety zone when it promulgated the Reform Act and the corresponding directive to integrate UAS's into the national airspace system. **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  ’s UAS, used in hobby flight, has a demonstrable safety record and does not pose any threat to the general public or national security. **IV** . How **4 -** **Verticals A**

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**L.L.C.** ’s Request Wi ll Benefit the Public as A Wh ole: Aerial videography for geographical awareness, education, mapping , land management, structure inspections , and for real estate marketing has been around for a long time through manned fixed wing aircraft and helicopters. For small budget companies, average homeowners and property own ers the expense of such aerial videography is cost prohibitive. Only large companies and high end Realtors or luxury homeowners can afford to absorb such expense; depriving non - luxury owners and lower budget companies , such as myself a certified Realtor, from a valuable marketing tool. Manned aircraft pose a threat to the public through potential catastrophic crash ing which could result in the loss of property or in worst case scenario, life. **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  ’ s, UAS poses no such threat s ince size and lack of combustible fuel alleviates any potential threat to the public. Congress has already proclaimed that it is in the public’s interest to integrate commercially flown UAS's into the national airspace system, hence the passing of the Refo rm Act. Granting **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  ’s, exemption request fu rthers the public interest through academic/visual awareness of the geographical benefits in and around the metro **Detroit** area. My ultra
- li ghtweight UAS is battery6

6 powered and creates no emissions that can harm the environment. The consequence of my ultra light
-weight UAS crashing is far less than a full size helicopter or fixed wing aircraft; which are heavy, contain combustible fuel , and can cause catastrophic devastation to the pub lic. The public’s interest is fu rthered by minimizing ecological and crash threats by permitting aerial video/photo capture through battery operated ultra
- lightweight UAS's. Permitting **4 -** **Verticals Ae**  **rial Imagery** 

**L .L.C.**  , to immediately fly within national a ir space furthers economic growth. Granting this exemption request substantially furthers the economic impact for the metro **Detroit** area serving as a stimulus to the community

. **V** . Reasons Wh y **4 -** **Verticals A erial Imagery** 

**L.L.C.** ’s Exemption Wi ll Not Adversely Affect Safety or How the Exemption W ill Provide a Level of Safety At Least Equal To Existing Rule: **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  ’s, exemption will not adversely affect safety. Quite the contrary, for the reasons stated permitting **4 -** **Vertical s**  **Ae rial**  **Imagery L**  **.L.C.** to log more flight time in FAA controlled airspace

. Communication with the FAA, will allow me to contribute to the innovation and implementation of new, and as of yet , undiscovered safety protocols for Realtors, as well as, land and structure owners for development in cooperation with the FAA. In addition , **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  , submits the following representations of enhancements to current aerial videography and photography: The UAS’s weigh less than seven (7) pounds complete with an integrated ultra
- light weight camera.; The PIC only operates the UAS below the 400 foot AGL ceiling set by the FAA Modernization and Reform Act of 2012 ; The UAS ’s only operate fo r 3

-30 minutes per flight; The PIC will l and the UAS prior to manufacturer recommended minimum level of battery power; The PIC will operate using a remote control never losing line of s ight; and have live video feed for a secondary pilot to monitor video recording; The PIC receives a live telemetry feed fro m the UAS during all flights wh ich include remaining battery voltage, distance, altitude, and any anomalies th at may occur during flight.
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**L.L.C.** UAS’s Command and Control utilizes spread spectrum 2.4Ghz

-2.485Ghz frequencies in accord ance with CFR 47, Part 15 for model aircraft use. **4 -** **Verticals A**

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**L.L.C.** UAS’s camera system utilizes 5.725Ghz

-5.875Ghz frequencies in accordance with CFR 47, Part 15. **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  UAS’s have a GPS controlled flight controller
- a flight safety feature whereby it hovers or circles and then lands at the GPS takeoff point if communication with the remote control pilot is lost; The PIC will actively record and analyze flight data throug h the DJI Inspire 1 and DJI phantom 3 flight controller app to constantly update and enhance safety protocols; The PIC will only operate in reasonably safe environments that are strictly controlled, are away from power lines, elevated lights, airports , and actively populated areas; The PIC will conduct extensive preflight inspections and protocol, during wh ich safety carries primary importance; The PIC will always obtain all necessary permiss ions prior to operation; and, have procedures in place to abort fl ig hts in the event of safety breaches or potential danger. **4 -** **Verticals Ae**  **rial Imagery**  **L.L.C.** ’s , safety protocols provide a level of safety equal to or exceeding existing rules. It is important to note that absent the integration of commercial UAS into our national airspace system, helicopters are the primary means of aerial video and7

7 photography for community awareness , real estate, structured inspections, land management , and mapping

. Wh ile the safety record of s uch helicopters is remarkably astounding, th ere has been local incidents involving loss of l ife , as well as extensive property damage; it is far safer to operate a battery powered ultra
- lightweight UAS. First, the potential loss of life is diminished because UAS's carry no people on board and the PI C only operates the UAS in specific areas away from mass populations. Second, there is no fuel on board a UAS and thus the potential for fi re or explosions is greatly diminished. Third, the small size and extreme maneuverability of the UAS allow the PIC to remotely pilot away fro m and avoid hazards quickly and safely. Lastly, given its small size and we ight, even when close enough to capture amazing images, the UAS need not be so close to the objects they are focused on
. Through technology and use of post editing software , **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  can do post shoot pan and zooms to fit the wants/needs of

customers. Accordingly, **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  **’s** UAS has been experimentally operated for fa miliarization/competency and will continue to operate at and above current safety levels. **VI** . A Summary the FAA May Publish in the Federal Register: 14 C.F.R. 21 and 14 C.F.R. 91: Airworthiness Certificates, Manuals and the Like. 14 C.F.R. 21, Subpart H, entitled Airworthiness Certificates, sets forth requirements fo r procurement of necessary airworthiness certificates in relation to FAR §91.203(a)(1). The size, weight , and enclosed operational area of **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  ’s, UAS permits exemption from Part 21 because its UAS meets (and exceeds) an equivalent level of safety pursuant to Section 333 of the Reform Act. The FAA is authorized to exempt aircraft from the airworthiness certificate requirement under both the Act (49 U.S.C. § 44701 (f)) and Section 333 of t he Reform Act. Both pieces of legislation permit the FAA to exempt UAS's from the airworthiness certificate requirement in consideration of the weight, size, speed, maneuverability and proximity to areas such as airports and dense populations. **4 -** **Verticals Ae**  **rial Imagery**  **L .L.**  **C.** ’s, current and projected UAS's meet or exceed each of the elements.
14 C.F.R. 91.7(a) prohibits the operation of an aircraft without an airworthiness certificate. As no such certificate will be applicable in the fo rm contemplated by the FARs, this Reg ulation is inapplicable. 14 C.F.R. § 91.9 (b) (2) requires an aircraft flight manual in the aircraft. As there are no on board pilots or passengers, and given the size of the UAS's, this Regulation is inapplicable. An equivalent level of safety will be achieved by maintaining a safety/flight manual delineating areas of where safety can be defined. The FAA has previously issued exemptions to this regulation in Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 10700 and 32827. 14 C.F.R. § 91.121 regarding altimeter settings is inapplicable insofar as my UAS utilizes electronic global positioning systems with a barometric sensor or controlled GPS “geofencing”8

8 14 C.F.R. § 91.203 (a) and (b) provides fo r the carrying of civil a ircraft certifications and registrations. They are inapplicable for the same reasons described above. The equivalent level of safety will be achieved by maintaining any such required certifications and registrations by **4 -**  **Verticals A**

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**L.L.C.**
**.** B

. 14 C.F.R. § 45.23: Marking of the Aircraft. Applicable Codes of Federal Regulation require aircraft to be marked according to certain specifications. My UAS can be marked with the appropriate “N” number once this “N” number has been given. C. 14 C.F.R. § 61.113: Private Pilot Privileges and Limitations: PIC. Pursuant to 14 C.F.R. §§ 61.113 (a) & (b), private pilots are limited to non -commercial operations. **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  , The sUAS Pilot in Command must possess at least a sport pilot ce rtificate and a driver's license. The PIC must also meet the flight review requirements specified in 14 CFR § 61.56 in which the PIC is rated on his/her pilot certificate

. D. 14 C.F.R. 91.119: Minimum Safe Altitudes. 14 C.F.R. § 91.119 prescribes safe alt itudes fo r the operation of

civil aircraft. It allows helicopters to be operated at lower altitudes in certain conditions. My UAS will never operate at an altitude greater than 400 feet AGL

. **4 -** **Verticals Ae**  **rial Imagery** 

**L .L.C.**  , will however operate its UAS i n safe areas away from public and traffic , providing a level of safety at least equivalent to or safer than those in relation to minimum safe altitudes. Given the size, weight, maneuverability and speed of the UAS, an equivalent or higher level of safety will be achieved. E. 14 C.F.R. 91.405 (a); 407 (a) (1); 409 (a) (2); 417(a) & (b): Maintenance Inspections .1,2, Manual

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

. . .”These Regulations only apply to aircraft with an airworthiness certificate. They will not, therefore, apply to **4 -** **Verticals Ae**  **rial Imagery** 

**L .L.C.**  's, UAS. However, as a safety precaution The PIC will inspect the UAS before and after each flight. A Summary The FAA May Publish in the Federal Register: A. 14 C.F.R. 21 and 14 C.F.R. 91: Airworthiness Certificates, Manuals and The Like. 14 C.F.R. 21, Subpart H, entitled Airworthiness Certificates, sets fo rth requirements for procurement of n ecessary airworthiness certificates in relation to FAR § 91.203(a)(1). The size, we ight and enclosed operational area of my UAS permits exemption fro m Part 21 because my , **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  ’s, UAS meets an equivalent level of safety pursuant to Section 333 of the Reform Act. The FAA is authorized to exempt aircraft from the airworthiness certificate requirement under both the Act (49 U.S.C. § 44701 (f)) and Section 333 of the Reform Act. Both pieces of l egislation permit the FAA to exempt UAS's from the airworthiness certificate requirement in consideration of t he we ight, size, speed, maneuverability , and proximity to areas such as airports and dense populations. **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  **’s** UAS meets or exceeds each of the elements. 14 C.F.R. 91.7(a) prohibits the operation of an ai rcraft without an airworthiness certificate. As no such certificate will be applicable in the fo rm contemplated by the FARs, this Regulation is9

9 ina pplicable. 14 C.F.R. § 91.9 (b) (2) requires an aircraft flight manual in the aircraft . As there are no pilots or passengers, and given the size of the UAS's, this Regulation is inapplicable. An equivalent level of safety will be achieved by maintaining a manual. The FAA has previously issued exemptions to this regulation in Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167, maintenance program that involves regular software updates and curative measures for any damaged hardware. Therefore, an equivalent level of safety will be achieved. In summary, **4 -** **Verticals A erial**  **Imagery L.L.C.**  seeks an exemption from the following Regulations: 14 C.F.R. 21, subpart H; 14 C.F.R. 45.23(b); 14 C.F.R. §§ 61.113 (a) & (b); 14 C.F.R. §91.7 (a); 14 C.F.R. § 91.9 (b)(2); 14 C.F.R. § 91.103(b); 14 C.F. R. § 91.109; 14 C.F.R. §91.119; 14 C .F.R. § 91.121; 14 C.F.R. § 91.151(a); 14 C.F.R. §§ 91.203(a) and (b); 14 C.F.R. § 91.405 (a); 14 C.F.R. § 91.407 (a)(1); 14 C.F.R. § 91.409 (a) (2); 14 C.F.R. § 91.409 (a ) (2); and, 14 C.F.R. §§ 91.417 (a) & (b) to commercially operate my, **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  's, small unmanned vehicle/lightweight unmanned aircraft vehicle for purposes mentioned earlier

.10

10 **F. A dditional FAA** 

**Required Operating Conditions and Limitations**

Wh en not covered elsewhere in this Operations Manual, the following conditions and limitations apply:
1. The UA must weigh less than 55 pounds (25kg), including energy source(s) and equipment 2. The UA may not be flown at a speed exceeding a ground speed of 85 knots. 3. Flights must be operated at an altitude of no more than 4 00 feet above ground level (AGL), as indicated by the procedures specified in the operator's manual. All altitudes reported to ATC must be in feet AGL. 4. The UAS 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 state driver’s license. 5. All operations must utilize a visual observer (VO). The VO may be used to satisfy the VLOS requirement, as long as the PIC always maintains VLOS capability. The VO and PIC must be able to communicate verbally at all times. 6. If a discrepancy exists between these limitations and any procedure outlined elsewhere in th is operations manual, the conditions and limitations herein take precedence and must be followed. 7. Prior to each flight, the PIC must inspect the UAS to ensure 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, if utilized, must be included in the preflight i nspection. All maintenance and alterations must be properly documented in the aircraft records. 8. Any UAS that has undergone maintenance or alterations that affect the UAS operation or flight characteristics, e.g. replacement of a flight critical compon ent, must undergo a functional test flight in accordance with the operator's manual. The PIC who conducts the functional test flight must make an entry in the UAS aircraft records of the flight. 9. The operator must follow the manufacturer's UAS aircraft/component, maintenance, overhaul, replacement, inspection, and life limit requirements. W hen unavailable, aircraft maintenance/component/overhaul, replacement, and inspection/maintenance11

11 requirements must be established and identified in the operator's manual. At a minimum, the following must be included in the operator's manual: a. Actuators / Servos b. Transmission (single rotor) c. Powerplant (motors) d. Propellers e. Electronic speed controller f. Batteries g. Mechanical dynamic components (single rotor) h. Remote command and control i. Ground control station (if used) j. Any other components as determined by the operator 10. The Pilot in Command (PIC) must possess at least a sport pilot certificate and at least a current state driver’s license. 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/her pilot certificate. 11. Prior to operations conducted 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), a minimum of 200 flight cycles and 25 hours of total time as a UAS rotorcraft pilot and at least ten hours logged as a UAS pilot with a similar UAS type (single blade or multirotor). Prior documented flight experience that was obtained in compliance with applicable regulations may satisfy this requirement. Training, proficiency, and experience
- building flights can also be conducted unde r this grant of exemption to accomplish the required flight cycles and flight time. During training, proficiency, and experience
- building flights, all persons not essential for flight operations are considered non - participants, and the PIC must operate the UAS with appropriate distance from non

participants in accordance with 14 CFR § 91.119. 12. Prior to operations conducted 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), a minimum of five hours as UAS pilot operating the make and model of UAS to be utilized for operations under the exemption and three take

-offs and three landings in the preceding 90 days. Training, proficiency, experience

- building, and take
-off and landing12

12 currency flights can be conducted under this grant of exemption to accomplish the required flight time and 90 day currency. During training, proficiency, experience

- building, and take
-off and landing currency flights, all persons not essential for flight operations are considered non

participants, and the PIC must operate the UAS with appropriate distance from non

- participants in accordance with 14 CFR § 91.119. 13. Prior to any flight operations authorized by this grant of exemption, the PIC and visual observer (VO) must have successfully completed a qualification process, as outlined in the operator’s manual. As this is a requirement stipulated by the operator, the test must be developed and implemented by a qualified person desi gnated at the sole discretion of the operator. A record of completion of this qualification process must be documented and made available to the Administrator upon request. 14. Prior to operations conducted for the purpose of motion picture filming (or si milar operations), a flight demonstration, administered by an operator

-approved and
-qualified pilot must be successfully completed and documented. This documentation must be available for review upon request by the Administrator. Because the knowledge and airmanship test qualifications have been developed by the operator, and there are no established practical test standards that support a jurisdictional FAA FSDO evaluation and approval of company designated examiners, the petitioner will conduct these tests in accordance with the operator’s manual. 15. The UAS may not be operated directly over any person, except authorized and consenting production personnel, below an altitude that is hazardous to persons or property on the surface in the event of a UAS failure or emergency.

16 . Regarding distance from non

- participating persons, the operator must ensure that no persons are allowed within 500 feet of the area except those consenting to be involved and necessary for the filming production. This provision may be reduced to no less than 200 feet if it would not adversely affect safety and the Administrator has approved it. For example, an equivalent level of safety may be determined by an aviation safety inspector’s evaluation of the filming production area to note terrain features, obstructions, buildings, safety barriers, etc. Such barriers may protect non

- participating persons (observers, the public, news media, etc.) from debris in the event of an accident. This is also consistent with the same FAA Order 89 00.1, V3, C8, S1. 18. If the UAS loses communications or loses its GPS signal, the UA13

13 must return to a pre
-determined location within the security perimeter and land or be recovered in accordance with the operator’s manual. 17 . If the UAS loses communicati ons or loses its GPS signal, the UA must return to a pre

determined location within the security perimeter and land or be recovered in accordance with the operator’s manual. 18 . The UAS must abort the flight in the event of unpredicted obstacles or emergen cies in accordance with the operator’s manual. 19 . Each UAS operation must be completed within 30 minutes flight time or with 25% battery power remaining, whichever occurs first. 20 . The operator must obtain an Air Traffic Organization (ATO) issued Certificate of Wa iver or Authorization (COA) prior to conducting any operations under this 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. 21 . All aircraft operated in accordance with this exemption must be identified by serial number, registered in accordance with 14 CFR part 47, and have identification (N

Number) markings in accordance with 14 CFR part 45, Subpart C. Mark ings must be as large as practicable. 22 . The operator must develop procedures to document and maintain a record of the UAS maintenance, preventative maintenance, alterations, status of replacement/overhaul component parts, and the total time in service of the UAS. These procedures must be added to the operator’s manual. 23 . Each UAS operated under this exemption must comply with all manufacturer Safety Bulletins. 24 . The operator must develop UAS technician qualification criteria. These criteria must be added to the operator’s manual. 25 . The preflight inspection section in the operator’s manual must be amended to include the following requirement: The preflight inspection must account for all discrepancies, i.e. inoperable components, items, or equipment, not covered in the relevant preflight inspection sections of the operator’s manual. 2 6 . Before conducting operations, the radio frequency spectrum used for operation and control of the UAS must comply with the Federal Communications Commission ( FCC) or other appropriate government oversight agency requirements.14

14 27 . At least three days before scheduled filming, the operator of the UAS affected by this exemption must submit a written Plan of Activities to the local FSDO with jurisdiction over the a rea of proposed filming. The 3

-day notification may be waived with the concurrence of the FSDO. The plan of activities must include at least the following: a. Dates and times for all flights b. Name and phone number of the person responsible for the UAS filming production under this grant of exemption c. Name and phone number of the person responsible for the on

-scene operation of the UAS. d. Make, model and serial or N
- number of the UAS to be used e. Name and certificate number of the UAS PIC's involved in the filming production event f. A statement that the operator has obtained permission from property owners and/or local officials to conduct the filming production event; the list of those who gave permission must be made available to the ins pector upon request. g. Signature of exemption

- holder or representative h. A description of the flight activity, including maps or diagrams of any area, city, town, county, and/or state over which filming will be conducted and the altitudes essential to accomplish the operation 28 . The documents required under 14 CFR § 91.9 and § 91.203 must be available to the PIC at the ground control station of the UAS any time the aircraft is operating. These documents must be made available to the Administrator or any law enforcement official upon request. 29 . The UAS must remain clear and yield the right of way to all other manned operations and activities at all times (including, but not limited to, ultralight vehicles, parachute activities, parasailing activities, hang gliders, etc.). 30 . UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All operations must be conducted under visual meteorological conditions (VMC). Flights under special visual flight rules (SVFR) are not autho rized. 31 . The UAS cannot be operated by the PIC from any moving device or vehicle. 32 . The UAS may not be operated less than 500 feet below or less than 2,000 feet horizontally from a cloud or when visibility is less than 3 statute miles from the PIC.15

15 3 3 . The UAS may not operate in Class B, C, or D airspace without written approval from the FAA. The UAS may not operate within 5 miles of the geographic center of a non

-towered airport 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. 34 . Any 1) incident, 2) accident, or 3) flight operation that transgresses the lateral or vertical boundaries of the operational area as defined by the applicable COA must be reported to the Federal Aviation Administration’s (FAA) 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 W eb site: www.ntsb.gov. Further flight operations may not be conducted until the incident, accident, or transgression is reviewed by AFS

-80 and authorization to resume operations is provided.

Currently, the aforementioned aerial videography/photography relies primarily on the use of larger aircraft running on combustible fuel. Posing potential risk to the public. Granting **4 -**  **Verticals Ae**  **rial Imagery**  **L.L.C.** ’s, request for exemption will reduce current risk levels and thereby enhance safety. My UAS craft do not contain potentially explosive fuel, is smaller, lighter and more maneuverable than conventional video and photographic aircraft with much less flight time. Further, our PIC operate at lower altitudes and in controlled airspace eliminating potential public risk flying to and fro m established airfields. **4 -** **Verticals Aerial**  **Imagery L**  **.L.C.** , has been informall y analyzing and recording flight information and will compile safety protocols and the implementation of afl ig ht operations manual fo r usage that exceeds currently accepted means and methods for safe flight. Formal collection of i nformation shared with th e FAA will enhance the FAA's internal efforts to establish protocols for complying with the FAA Modernization and Reform Act of 2012. There are no personnel on board my, **4 -** **Verticals Ae**  **rial Imagery** 

**L .L.C.**  ’s, UAS and therefore the likelihood of death or seri ous bodily injury is significantly diminished. My, **4 -** **Verticals Ae**  **rial Imagery**  **L.L.C.** ’s, operation of m y UAS, we ighing less than forty (40) pounds and traveling at lower speeds within limited areas low to the ground will provide an equivalent level of safety as that achieved under current FARs. Accordingly , **4 -** **Verticals Ae**  **rial Imagery**  **L .L.C.**  , respectfully requests that the FAA grant the exemption requested. Furthermore, I am willing to cooperate in sharing information to benefit the FAA, safety of manned aircraft, and the general public at large.16

16 Respectfully submitted, **Chris Pay ton** 

**4 -** **Verticals A**

**erial Imagery**

**L.L.C. 7456 A** **rrow ood Drive**  **West Bloomfield, MI 48324** 17

17 10 Appendix A


### List of Aircraft

No. Make and Model Description Serial No. Registration No. 1 DJIInspire 1 Electric powered, 4 rotor, small unmanned multirotor helicopter Not yet Purchased N/A 2 DJIPhantom 3 Electric powered, 4 rotor small unmanned multirotor helicopter P76DCF3 0016757 Pending

1. DJI INSPIRE ONE The operation of the DJI INSPIRE ONE system is as follows. 1. Build Materials I. Plastic II. Aluminum 2. Motor Configuration I. The DJI Inspire 1

- flight is a 4 motor quadcopter setup. ,
3. Payload I. The DJI INSPIRE ONE flies it’s own light

-weight integrated camera. II. Maximum All
- up weight
- 6lbs 4. Maintaining the DJI INSPIRE ONE I. Before each flight: 1. Check all hardware to ensure it is securely tightened. 2. Check that the motor is level and locked in place. 3. Check the propeller to ensure it is tight and there are no visible signs of cracks, stress, 4. Check all wiring to motors, motor controllers, batteries, and flight controller for signs of 5. Check all navigational lighting to ensure it is properly working. II. Afte r 45 hours of flight 1. Remove and check all motors and motor mounts for signs of wear and tear. Replace as necessary. 2. Remove motor controllers and visually inspect and check for damage. Replace as necessary. 3. Remove flight controllers and visually inspect and check for damage. Replace as necessary. and/or chips. Replace if propeller is questionable.18

18 4. Check for cuts, fraying, cracks, and/or loose/cold solder connections. Fix before flying. 5. Check for updates to flight controller firmware. If available, install and perform a minimum of 15 test flights before conducting commercial work.

Appendix B 2. DJI Phantom 3 The operation of the DJI Phantom 3 system is as follows. 1. Build Materials I. Plastic II. Aluminum 2. Motor Configuration I. The Phantom 3 flight in a 4 motor quadcopter setup. , 3. Payload I. The Phantom 3 it’s own integrated camera. II. Maximum All
- up W eight
- 4lbs 4. Maintaining the Phantom 3 I. Before each flight: 1. Check all hardware to ensure it is securely tightened. 2. Check that the motor is level and locked in place. 3. Check the propeller to ensure it is tight and there are no visible signs of cracks, stress, 4. Check all wiring to motors, motor controllers, batteries, and flight controller for signs of 5. Check all navigational lighting to ensure it is properly working. II. After 45 hours of flight 1. Remove and check all motors and motor mounts for signs of wear and tear. Replace as necessary. 2. Remove motor controllers and visually inspect and check for damage. Replace as necessary. 3. Remove flight controllers and visually inspect and check for damage. Replace as necessary. and/or chips. Replace if propeller is questionable. 4. Check for cuts, fraying, cracks, and/or loose/cold solder connections. Fix before flying. 5. Check for updates to flight controller firmware. If available, install and perform a minimum of 15 test flights before conducting commercial work.19

19 Appendix C Personal Protocols/Controls/Flight Manual Protocols and Controls

**4**
**– Verticals A** 

**erial Imagery , West Bloomfield, Mi** 
**.** Safety for public on the ground as well as manned aircraft above is an essential and utmost consideration for aerial videos and photography. As such, safety protocols and controls must be implemented through pre
-flight pre paration and during flight. Pre

- Flight Protocol: Check batteries with voltage meter to insure fully charged and ready for use. Inspect batteries for damage or leakag e that may affect proper operation. Inspect propellers for cracks, chips or damage that may cause sudden loss of propulsion or unmanageable/uncontrolled flight. Check all GPS and Telemetry connections prior to flight. Check weather forecasts for wind advisory or other conditions that my impact flight. Consult Sky Vector aeronautical Charts (Skyvector.com) for airport vicinity and flight paths of possible air traffic. Contact respective airport to advise of estimated fl ight time, estimated flight duration, estimated elevation of flight, and any other pertinent information. **Inspect flight area for** Vicinity of public safety helipads/heliports Vicinity of medical helipads/heliports Vicinity of light poles vicinity or utility wires Vicinity of trees flocks of birds that may cause interference and potential flight impact Vicinity of any elevated obstructions that may pose potential flight hazard Vicinity of roadways with moderate to heavy traffic that can be distracted public Gatherings that may attract viewers optional point of control for best visual site of UAS wh ile in flight Emergency landing areas **Takeoff and landing** Inspect area for best and safest point of takeoff and landing If in a subdivision or area t hat is within 150 feet of a residential street, post warning Sign(s)/stand(s) "Attention Aerial Photography In Progress Remain Back 150 Feet”20

20 **Flight Protocol:** takeoff and land from same location (have alternate landing areas in case of emergencies) re main alert to birds, sound or aircraft, curious public, and approaching vehicles do not allow anyone to engage in conversation or distract the remote control pilot restrict flight to minimal elevation sufficient to acquire desired results remained prepared for emergency landing at all times pay attention to flight time

– warning meter for low voltage. Set voltage meter alarm for low voltage and flight timer as a safety alert land UAS and shut down propulsion immediately following landing

– priority of dis connecting batteries **Post flight:** 1. a) Disconnect battery to prevent accidental activation of propulsion system 2. b) Secure UAS in a safe location c) Remove all warning signs from public access areas Emergency or Suspected Hazard: Immediate land UAS at safest and closet ground location in the event Manned aircraft is heard or seen in vicinity of flight There is a public gathering within established safety boundary wanting to observe flight Pilot is being distracted from focusing on flight and safety Sudden change in weather (wind bursts) Sudden increase in vehicular traffic in vicinity of flight Birds enter into proximity of flight Any sudden unsafe event that can cause collision, distraction or interruption of control Safety for public on the ground as well as manned aircraft above is an essential and utmost consideration for aerial videos and photography. Ma intaining a record of safe flight for FAA request and for determining future UAS safety protocols is imperative

.

Date:____________________ Location:___________________________________________________ Pre
-flight Inspection: o Yes o No Comment: _________________________________________________21

21 Elements Proximity to airport: _________________ (see attached map pinpointing approximate location of flight) Airport notified: No Yes Date:_______________ Time: ______________ Phone Number: _______________________ Contact Name:_____________________________
______ Nearest major intersection:

______________________________________________________________ Proximity to medium traffic road:

_________________________________________________________ Proximity to heavily traveled roadway road:

________________

_________________________________ Proximity to congested population:

________________________________________________________ Approx. Takeoff Time: GMT: Weather Good Fair Poor Comment: Visibility Good Fair Poor Comment: Wi nd Speed ___mph ___Gusts/MPH ___avg/MPH Comment: Approx. Landing Time: GMT: Estimated Elevation Ground level: Safety Concerns: Additional Comments: Sea level:22

22 **Ap pendix 'D'** 


### Aircraft Manuals This Appendix includes UAS manufacturer's user ma nuals, maintenance instructions, and illustrated parts catalogs. These manuals can be found on dji.com and will be submitted with request . Information regarding design, aircraft performance, fail

-safe features, operating limitations, normal and emergency p rocedures, and maintenance and inspection procedures is contained within the manuals as well as supplemental information documents.

For more information or questions about this manual please contact: **Chris Pay ton**  **4 -** **Verticals A**

**erial Imagery**

**L.L.C. 7456 A** **rrow ood Dr.**  **West Bloomfield, MI 48324**