1

1 Private and Confidential

PAUL SHERIDON, St. Petersburg, Florida

- Section 333 Exemption Petition

February 1, 2016

U. S. Department of Transportation Docket Management System

1200 New Jersey Ave,

SE Washington, DC 20590

Re: Exemption Request Section 333 of the FAA Reform Act of the Federal Aviation Regulations from 14 C.F.R. Part 21; 14 C.F.R. 45.23(b); 14 C.F.R. 61.113(a)&(b); 91.7(a); 91.9(b) (2); 91.103; 91.109; 91.119; 91.121; 91.151(a); 91.203(a)&(b); 91.405(a); 91.4 07(a) (1); 91.409(a) (2); 91.417(a)&(b)

Dear Sir or Madam, I, PAUL SHERIDON, am writing pursuant to the FAA Modernization and Reform Act of 2012 and the procedures contained within 14 C.F.R. 11, to request that I, PAUL SHERIDON, an owner and operator of small unmanned aircraft, be exempted from the Federal Aviation Regulations (“FARs”) listed below so that I, PAUL SHERIDON, may operate my small ultra lightweight unmanned aircraft system (“UAS”) in commercially regulated airspace by the

Federal Aviation A dministration (“FAA”).

Following exemption and approval by the FAA, I, PAUL SHERIDON, will primarily use my professionally built DJI Inspire 1 ; DJI Inspire 1 Professional ; DJI Phantom 3; DJI Phantom 4; DJI S 900; DJI S1000 + ) UAS equipped with cameras f or the following applications: Closed

- Set Film Operations on Film and Television Productions, as well as aerial videography/cinematography/photography to safely enhance films and commercials; augmentation of real estate listing photography and videos; and the creation of visual and topography layout videos for Search and Rescue (SAR) missions for state and local agencies, education, agricultural inspections and building and construction zone inspections and mapping; aerial surveying of commercial sites and civic landscapes; community volunteer work.

My, PAUL SHERIDON’s, exemption request would permit the operation of ultra

- lightweight, unmanned (i.e. piloted by remote control) UAS’s for the of community and government use videos, permissible within propert y boundaries for individual homeowners and within in tightly controlled, limited airspaces in areas away from the general public, airports, heliports and vehicular traffic. Currently, similar lightweight, remote controlled UAS's are legally operated by

unm onitored amateur hobbyists with no safety plan or controls in place to prevent catastrophe. Furthermore, it is my intent to assist future FAA safety protocols and regulations exclusive to2

2 lightweight UAS's for specific video and photography usage by sharin g information with the FAA as I, PAUL SHERIDON, record flight data and other pertinent information gained through permitted flight operations.

In addition, granting my, PAUL SHERIDON’s, exemption will comply with the Secretary of Transportation’s (FAA Ad ministrator’s) instructions to not only integrate UAS's into the national airspace system, but to “...establish requirements for the safe operation of such aircraft systems [UAS's] in the national airspace system” under Section 333(c) of the Reform Act spe cific to the use of UAS's for real estate/Realtor purposes, videos, Search and Rescue, land/trusts inspections, agricultural field monitoring, film/video productions, closed

- set motion picture film operations and television, and structure inspections, to a id state and local agencies. Further I, PAUL SHERIDON, will conduct my operations in compliance with the protocols described herein or as otherwise established by the FAA. For the reasons stated below, I, PAUL SHERIDON, respectfully request the grant of an exemption allowing me to operate ultra

lightweight, remote controlled UAS’s to aid academic community awareness, to benefit/stimulate attraction not only to the Tampa Bay area but in areas of interest throughout the United States and to enhance personal a nd public video feeds. A grant that will ultimately allow UAS’s to play a more positive role in our local community by increasing employment opportunities, heightening security measures and decreasing government expenditures by the need for

heavier manned aircraft, containing costly, combustible fuel

- a potential public hazard in and of
itself.

I. Contact Information:
Paul Sheridon
3641 Queen Street North St. Petersburg, Florida 33713

Phone: 727

- 686

- 6309 Email: psheridon@yahoo.com

II. The Specific Sections of Title 14 of the Code of Federal Regulations from Which PAUL SHERIDON Requests Exemption are: 14 CFR 21; 14 C.F.R. 45.23(b); 14 CFR 61.113 (a) & (b); 14 C.F.R. 91.7(a), 9(b ) (2), 103, 109, 119,121, 151(a), 203(a) & (b), 405( a) 14 CFR 407 (a) (1); 14 CFR 409 (a) (2); and, 14 CFR 417 (a) & (b).

III. The Extent of relief PAUL SHERIDON Seeks and the Reason He Seeks Such Relief: I, PAUL SHERIDON, submit this application in accordance with the Reform Act, 112 P.L. 95 §§

331

- 33 4, seeking relief from any currently applicable FARs operating to prevent me, PAUL SHERIDON, contemplated commercial cinematic, academic and other flight operations within the national airspace system. The Reform Act in Section 332 provides for such integr ation of civil unmanned aircraft systems into our national airspace system as it is in the public’s interest3

3 to do so. My, PAUL SHERIDON’s, ultra

- lightweight UAS meets the definition of “small aircraft” as defined in Section 331 and therefore the integrati on of my ultra light weight UAS is expressly contemplated by the Reform Act. I would like to operate my ultra lightweight UAS prior to the time period by which the Reform Act requires the FAA to promulgate rules governing such craft. Thereby, providing dir ect experience and valuable information for formal regulation 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, size, speed and overall capabilities of the UAS's; whether 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)

.

Each of these items reflects in favor of an exemption for me, PAUL SHERIDON. My UAS’s utilize eight (8) or less rotating propellers for balance, control and stability. My 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 approxima te time. 11) Loiter and circle 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 gimbal (a camera stabilizer). I, PAUL SHERIDON, consider safety as foremost with each flight. My 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 safet y, stability and fear of financial loss I will not fly in winds exceeding 21.7 knots (25 mph). Built in safety systems include a GPS mode that allows my UAS to hover/circle in place or land when radio controls are released.

With three (3) modes to choose from, I will fly with the modes safest to complete the videos for aerial videography/photography and have the ability to choose the safest, most reliable and stable mode to prevent accident and hazard. When pilot communication from the radio control is

lo st, UAS is designed slowly descend to point of takeoff and or to land at point of launch after 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 failsa fe altitude will not be set more than 200ft and is determined before each flight.4

4 I, PAUL SHERIDON, will not operate my UAS near airports, hospitals nor police heliports, and do not operate near areas where general public is within fifty to one hundred ( 50

- 100) yards depending on location, conditions and weather. I am constantly on alert for any manned aircraft (police/medical helicopters, etc.) and prepared to land/abort immediately to the nearest and safest ground point should a manned aircraft approach my location or I suspect manned aircraft may approach near my location. My UAS’s are capable of vertical and horizontal operations, and is flown only within my line of sight, as the remote control pilot. My UAS's are also flown with a second operator who aids in watching for any obstacles, including manned aircraft, within the flight zone of the UAS. Utilizing battery power rather than combustible fuels, flights generally last between three (10) to fifteen (25) minutes, with an altitude under one hundred f ifty (150) feet. (3) Smart Mode includes, position hold, self

- leveling, altitude command, GPS, return home feature, and safety control to return home or land in the event of communication interruption
between RC transmitter and UAS.

I, PAUL SHERIDON, uti lize 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. I do not operate my UAS at or below manufacturer recommend minimum charge levels for operatio n; preferring to remain well 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 at hand with each exercise to insure replacement fo r 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 for future commercial use to gain familiarization with the characteristics of this specific UAS's performance under different temperature and weather conditions. I also practice computerized simulated flights to

maintain a dequate skills and response reflex time, all for the sake of safety.

I, PAUL SHERIDON, am extremely cautious when operating of my 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 my UAS it falls well 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. PAUL
SHERI DON’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 PAUL SHERIDON’s Request Will Benefit the Public as A Whole: Aerial videography for geographical awareness, education, search and rescue, land management, structure inspections, mapping 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 owne rs 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 from a valuable marketing tool.

Manned aircraft pose a threat to the public through potential catastrophic crash that local5

5 communities have experienced in the past with military aircraft, medical helicopters, and news helicopters crashes, with each incident resulting in loss of life and with c ombustible fuel that explodes and burns on impact.

My, PAUL SHERIDON's, UAS poses no such threat since 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 Reform Act. Granting my, PAUL SHERIDON’s, exemption request furthers the public interest through academic/visual awareness of the geographical benefits in and

a round the metro area. My ultra light weight UAS is battery 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 public. The public’s interest is furthered by minimizing ecological and crash threat by permitting aerial video/photo capture through my battery operated ultra

- lightweight UAS's. Perm itting me, PAUL SHERIDON, to immediately fly within national air space furthers economic growth. Granting my exemption request substantially
furthers th e economic impact for the local and surrounding community for companies looking to

relocate or build ar ound the area as well as individuals looking to relocate for career advancement through academic and geographical awareness, both of which serve as a stimulus to the community.

V. Reasons Why PAUL SHERIDON’s Exemption Will Not Adversely Affect Safety or How the Exemption Will Provide a Level of Safety At Least Equal to Existing Rule: My, PAUL SHERIDON’s, exemption will not adversely affect safety. Quite the contrary, for the reasons stated permitting me, PAUL SHERIDON, to log more flight time in FAA cont rolled airspace, with communication with the FAA, will allow me to contribute to the innovation and implementation of new and novel, as of yet undiscovered safety protocols for Realtors, land and structured owners for development in cooperation with the FA A. In addition I,PAUL SHERIDON, submit the following representations of enhancements to current aerial videography and photography: My UAS’s weigh less than thirty

- five (35) pounds complete with a an integrated

ultra

- light weight camera.; I only operate my UAS below 300 feet (well within the 400 foot permissible ceiling set by the FAA Modernization and Reform Act of 2012); My UAS only operate for 3

- 30 minutes per flight; I land my UAS prior to manufacturer recommended minimum level of battery power; I pilot my UAS through remote control only by line of sight; and have live video feed for a secondary pilot to monitor video recording; I receive a live telemetry feed from my UAS during all flights which include remaining battery voltage, distance, altitude, and any anomalies that may occur during flight;

My UAS’s Command and Control utilizes spread spectrum 2.4Ghz

- 2.485Ghz frequencies in accordance with CFR 47, Part 15 for model aircraft use.

My UAS’s camera system utilizes 5.725Ghz

- 5.875Ghz frequencies in acc ordance with CFR 47,

Part 15.6

6 My 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; I actively record and ana lyze flight dat a through the DJI Inspire 1, DJI phantom 3 or DJI
S

- 1000 flight controller app to constantly update and enhance safety protocols; I only operate in reasonably safe environment that are strictly controlled, are away from power lines, elevated lights, airports and actively populated areas; I conduct extensive preflight inspections and protocol, during which safety carries primary importance; I always obtain all necessary permissions prior to operation; and, I have procedures in place to abort f lights in the event of safety breaches or potential danger. My, PAUL SHERIDON’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 airspa ce system, helicopters are the primary means of aerial video and photography for community awareness real estate, structured inspections, land management and search and rescue. While the safety record of such helicopters is remarkably astounding, there has been local incident involving loss of life 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 I only operate my UAS in specific areas away from mass populations. Second, there is no fuel on board a UAS and thus the potential for fire or explosions is greatly diminished. Third, the small size and extreme maneuverability of my UAS allow me to remotely pilot away fr om and avoid hazards quickly and safely. Lastly, given its small size and weight, even when close enough to capture amazing images, my UAS need not be so close to the objects they are focused on through the technology and use of post editing software allow ing pan and zoom. Accordingly, my UAS has been experimentally operated for familiarization/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 for procurement of necessary airworthiness certificates in relation to FAR §91.203(a)(1) . The size, weight and enclosed operational area of my, PAUL SHERIDON’s, UAS permits exemption from Part 21 because my 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 the Reform Act. Both pieces of legislation permit the FAA to exempt UAS's from the airworthiness certificate requirement in consideration of the w eight, size, speed, maneuverability and proximity to areas such as airports and dense populations. My, PAUL SHERIDON’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 ai rworthiness certificate. As no such certificate will be applicable in the form contemplated by the FARs, this Regulation 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 pass engers, and given the size of the UAS's, this Regulation is inapplicable. An7

7 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 th is 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 bar ometric sensor or controlled GPS “geofencing”

14 C.F.R. § 91.203 (a) and (b) provides for the carrying of civil aircraft 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

me, PAUL SHERIDON.

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 U AS 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. I, PAUL SHERIDON, The sUAS Pilot in Command must possess at least a sport pilot certificate 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 as outlined in 14 C.F.R. § 61.

D. 14 C.F.R. 91.119: Minimum Safe Altitudes. 14 C.F.R. § 91.119 prescribes safe altitudes for the operation of civil aircraft. It allows helicopters to be operated at lower altitudes in certain conditions. My UAS will never op erate at an altitude greater than 300 feet AGL; safely below the standard of 400 AGL. I, PAUL SHERIDON, will however operate my UAS in safe areas away from public and traffic, providing a level of safety at least equivalent to or below those in relation

to minimum safe altitudes. Given the size, weight, maneuverability and speed of my 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 Manual

The above

- cite d 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 discrepa ncies 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 my, PAUL SHERIDON's, UAS. However, as a safety precaution I inspect my 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 forth requirements for p rocurement of necessary airworthiness certificates in relation to FAR § 91.203(a)(1). The size, weight and enclosed operational area8

8 of my UAS permits exemption from Part 21 because my, PAUL SHERIDON’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 legislation permit the FAA to exempt UAS's f rom the airworthiness certificate requirement in consideration of the weight, size, speed, maneuverability and proximity to areas such as airports and dense populations. My UAS meets or exceeds each of the elements. 14 C.F.R. 91.7(a) prohibits the operatio n of an aircraft without an airworthiness certificate. As no such certificate will be applicable in the form contemplated by the FARs, this Regulation is inapplicable. 14 C.F.R. § 91.9 (b) (2) requires an aircraft flight manual in the aircraft. As there ar e 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, 8 738, 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, PAUL SHERIDON 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, PAUL SHERIDON's, small unmanned vehicle/lightweight unman ned aircraft vehicle in community awareness, education, structural inspection land management, search and rescue and real estate operations, and to develop economic platforms for the aforementioned to enhance the experience of those seeking to relocate, re build, reevaluate and to find in the area of operations.

F. Additional FAA Required Operating Conditions and Limitations

When 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 500 feet above ground level (AGL), as indicated by th e 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 an y 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 V O and PIC must be able to communicate verbally at all times.9

9 6. If a discrepancy exists between these limitations and an y procedure outlined elsewhere in this 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 maintenan ce 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 inspection. All maintenance and alterations must be properly documented in the
aircraft records.

8. Any UAS that has undergone maintenance or alteration s that affect the UAS operation or flight characteristics, e.g. replacement of a flight critical component, must undergo a functional test flight in accordance with the operator's manual. The PIC who co nducts 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 a ircraft/component, maintenance, overhaul, replacement, inspection, and life limit requirements. When unava ilable, aircraft maintenance/component/overhaul, replacement, and inspection/maintenance 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 / Serv os 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. An y 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 § 61.5 6 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 complianc e with applicable regulations may satisfy this requirement. Training, proficiency, and experience

- building flights can also be conducted under this grant of exemption to accomplish the required flight cycles and flight time. During training, proficiency, a nd 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 § 91.119.10

10 12. Prior to operations co nducted 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 landing 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 appropria te 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 designated at the sole discretion of the operator. A record of completion of this qualification process must be do cumented and made available to the Administrator upon request. 14. Prior to operations conducted for the purpose of motion picture filming (or similar operations), a flight demonstration, administered by an operator

- approved and

- qualified pilot

must be su ccessfully 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 tes t 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 a uthorized 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 the distance from participating persons, the operator’s manual has safety

mi tigations for authorized and consenting production personnel. At all times, those persons

must be essential to the closed

- set film operations. Because these procedures are specific to participating persons, no further FSDO or Aviation Safety Inspector (ASI ) approval is necessary for reductions to the distances specified in the petitioner’s manuals. This is consistent with the manned aircraft procedures described in FAA Order 8900.1, V3, C8, S1 Issue a Certificate of
Waiver for Motion Picture and Television Filming.

17. 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 terrai n 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 8900.1, V3,11

11 C8 , S1. 18. If the UAS loses communications 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. If the UAS loses communications 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. 19. The UAS must abort the flight in the event of unpredicted obstacles or emergencies in

acco rdance with the operator’s manual. 20. Each UAS operation must be completed within 30 minutes flight time or with 25% battery power remaining, whichever occurs first. 21. The operator must obtain an Air Traffic Organization (ATO) issued Certificate of Waiv er 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. 22. All aircraft operated in accordance with this exemption must be identified by serial number, registered in accordance with 14 CFR part 47, and have identification (N

- Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must be as lar ge as practicable. 23. 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 pro cedures must be added to the operator’s manual. 24. Each UAS operated under this exemption must comply with all manufacturer Safety

Bulletins. 25. The operator must develop UAS technician qualification criteria. These criteria must be added to the operator ’s manual. 26. 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. 27. 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 gove rnment oversight agency requirements. 28. 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 area 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

thi s 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 event12

12 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 inspector 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 filmin g will be conducted and the altitudes essential to accomplish the operation
29. 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 document s must be made available to the Administrator or any law enforcement official upon request. 30. 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 vehic les, parachute activities, parasailing activities, hang gliders, etc.). 31. 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 v isual flight rules (SVFR) are not authorized. 32. The UAS cannot be operated by the PIC from any moving device or vehicle. 33. 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. 34. 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

- publish ed 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 ava ilable to the Administrator upon request. 35. 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 Admini stration’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 Web site: www.ntsb.gov. Further flight operations may not be conducted

un til 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 aircraf t running on combustible fue l, posing potential risk to the public. Granting my, PAUL SHERIDON’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, I operate at lower altitudes and in controlled airspace eliminating potential public risk flying to and from established airfields. I, PAUL SHERIDON, have been informally an alyzing and recording flight information and will compile safety protocols and the implementation of a flight operations manual for usage that exceeds currently accepted means and methods for safe13

13 flight. Formal collection of information shared with the FA A 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, PAUL SHERIDON’s, UAS and therefore the likelihood of death or serious bodily injury is sig nificantly diminished. My, PAUL SHERIDON’s, operation of my UAS, weighing less than thirty

- five (35) 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 I, PAUL SHERIDON, respectfully request that the FAA grant my exemption request and am willing to cooperate in sharing information to benefit the FAA, safety of manned aircraft, and the general public at large.

Respectfully submitted,

PAUL SHERIDON

3641 Queen Street North St. Petersburg, FL 3371314

14 Appendix A

List of Aircraft:

DJI Inspire 1 and DJI Inspire Professional

The operation of the DJI I NSPIRE ONE system is as follows:

1. Build Materials
I. Plastic
II. Aluminum
2. Motor Configuration

I. The DJI Inspire 1 and Pro

- flight is a 4 motor quadcopter setup. 3. Payload

I. The DJI Inspire 1 and Pro flies its own light

- weight integrated camera.

II. Maximum All

- up weight

- 6lbs 4. Maintaining the DJI 1 and Pro I. Before each fligh t: 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 controll ers, batteries, and flight controller for signs of

corrosion or wear. 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.

4. Replace if propeller is questionable.

5 . Check for cuts, fraying, cracks, and/or loose/cold solder connections. Fix before flying.

6 . Check for updates to flight controller firmware. If available, install and perform a minimum of 15 test flights before conducting commercial work.

DJI Phantom 3 Professiona l

The operation of the DJI Phantom 3 Pro system is as follows:

1. Build Materials
I. Plastic
II. Aluminum 2. Motor Configuration

I. The Phantom 3 Pro flight in a 4 motor quadcopter setup. 3. Payload
I. The Phantom 3 Pro its own integrated camera.

II. Maximum All

- up Weight

- 4lbs15

15 4. Maintaining the Phantom 3 Pro 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 n o 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 nece ssary.
4. Replace if propeller is questionable.

5 . Check for cuts, fraying, cracks, and/or loose/cold solder connections. Fix before flying.

6 . Check for updates to flight controller firmware. If available, install and perform a minimum of 15 test flight s before conducting commercial work.16

16 Appendix B

Personal Protocols/Controls/Flight Manual Protocols and Controls

PAUL SHERIDON, St. Petersburg, Florida

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 preparation and during flight. Pre

- Fl ight Protocol:

Check batteries with voltage meter to insure fully charged and ready for use. Inspect batteries for damage or leakage that may affect proper operation. Inspect propellers for cracks, chips or damage that may cause sudden loss of propulsi on 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 vici nity and flight paths of possible air traffic. Contact respective airport to advise of estimated flight time, estimated flight duration, estimated elevation of flight, and any other pertinent information.

Inspect flight area for: Vicinity of public safet y helipads/heliports

. Vicinit y of medical helipads/heliports. Vicinity of light poles vicinity or utility wires. Vicinity of trees flocks of birds that may cause interfere nce and potential flight impact. Vicinity of any elevated obstructions that m ay pose potential flight hazard. Vicinity of roadways with moderate to heavy traffic th at can be distracted public gatherings that may attract viewers optional point of control for best visual site of UAS while in flight. Emergency landing areas.

Takeoff and land ing: Inspect area for best and safe st point of takeoff and landing.
If in a subdivision or area that is within 150 feet of a r esidential street, post warning sign(s)/stand(s) "Attention Aerial Photography In Progress

- Remain Back 150 Feet”

Flight Protoc ol:

T akeoff and land from same location (have alternate landing areas in case of emergencies) remain alert to birds, sound or aircraft, curious public, and approaching vehicles do not allow anyone to engage in conversation or distract the remote control p ilot 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.17

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

– prio rity of disconnecting batteries.

Post flight: Disconnect battery to prevent accidental activation of propulsion system.
Secure UAS in a safe location. Remove all warning signs from public access areas Emergency or Suspected Hazard:
Immediate land UAS at safest and clos et ground location in the event:
Manned aircraft is hear d or seen in vicinity of flight. There is a public gathering within established s afety bou ndary wanting to observe flight. Pilot is being distracted fro m focusing on flight and safety.
Sudden change in weather (wind bursts).
Sudden increase in vehicula r traffic in vicinity of flight.

Birds enter into proximity of flight. Any sudden uns afe event that can cause collision, distrac tion 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.

Maintaining a record of safe flight for FAA request and for determining future UAS safety protocols is imperative.

Date:____________________ Location:___________________________________________________

Pre

- flight Inspection: Yes or No

Comment s: _________________________________________

________

Ele ments:

Proximity to airport: _________________ (see attached map pinpointing approximate location of flight)

Airport notified: Yes or No

Date:_______________ Time: ______________

Phone Number: _______________________ Contact Name:_

__________________________________

Nearest major intersection:

______________________________________________________________18

18 Proximity to medium traffic road:

_________________________________________________________

Proximity to heavily traveled ro adway road:

_________________________________________________

Proximity to congested population:

________________________________________________________

Approx. Takeoff Time: GMT:

Weather Good Fair Poor Comment:

_____________________________________ ___________________

Vis ibility Good Fair Poor Comment:

________________________________________________________

Wind Speed _

___mph ____Gusts/MPH ____avg/MPH Comment:

________________________________________________________

Approx. Landing Time:_____ Es timated Elevation Ground level: _____

Safety Concerns:

________________________________________________________

________________________________________________________

Additional Comments:

________________________________________________________

________________________________________________________

Sea level:

________19

19 Appendix C

Aircraft Manuals:

This Appendix includes UAS manufacturer's user manuals, maintenance instructions, and illustrated parts catalogs. These manuals may be attached to the docket when submitted. Information regarding design, aircraft performance, fail

- safe features, operating limitations,

normal an d emergency procedures, and maintenance and inspection procedures is contained within the manuals and supplemental information documents listed below:

1. DJI Inspire 1 and Pro Manual V1.0

2. Inspire 1 and Pro Maintenance Manual v1.0

3. Intelligent Flight Battery Safety Guidelines v1.4 4. DJI Inspire 1 and Pro Safety Guidelines
5. Phantom 3 Professional Manual V1.0

6. Phantom 3 Intelligent Flight Battery Safety Guidelines v1.0 (EN)

For more information or questions about this manual please contact:

Paul Sheridon
3641 Queen Street North St. Petersburg, FL 33713

727

- 686

- 6309`