IN THE MATTER OF THE PETITION FOR EXEMPTION OF:

Dennis O’Hara / Northern Images Photography

FOR AN EXEMPTION SEEKING RELIEF FROM THE REQUIREMENTS OF TITLE 14 OF

THE CODE OF FEDERAL REGULATIONS SECTIONS 61.113(a) & (b), 91.7(a), 91.121,

91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), AND 91.417(a) & (b)

CONCERNING COMMERCIAL OPERATION OF DJI PHANTOM 3 UNMANNED AIRCRAFT

SYSTEM PURSUANT TO SECTION 333 OF THE FAA MODERNIZATION AND REFORM

ACT OF 2012 (PUBLIC LAW 112­95)

Submitted on May 25, 2015

Dennis O’Hara

Northern Images Photography

5431 Shady Lane, Duluth, MN 55811

Tel: (218) 310­7805

INTRODUCTION

BACKGROUND

Current SUAS Platform and intentions

BASIS FOR PETITION

A. Name And Address Of The Petitioner.

B. The Specific Sections Of 14 C.F.R. From Which Dennis O’Hara Seeks

Exemption.

C. The Extent Of Relief Dennis O’Hara Seeks And The Reason Dennis O’Hara ­

Northern Images Photography Seeks The Relief.

1. Extent Of Relief Dennis O’Hara Seeks And The Reason Dennis O’Hara Seeks

Relief From Section 61.113(a) And (b).

2. Extent Of Relief Dennis O’Hara Seeks And The Reason Dennis O’Hara Seeks

Relief From Section 91.7(a).

3. Extent Of Relief Dennis O’Hara Seeks And The Reason Dennis O’Hara Seeks

Relief From Section 91.121.

4. Extent Of Relief Dennis O’Hara Seeks And The Reason Dennis O’Hara Seeks

Relief From Section 91.151(b).

5. Extent Of Relief Dennis O’Hara Seeks And The Reason Dennis O’Hara Seeks

Relief From Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), And 91.417(a) &

(b).

D. The Reasons Why Granting Dennis O’Hara’s Request Would Be In The Public

Interest; That Is, How It Would Benefit The Public As A Whole.
1. The Public Will Benefit From Decreased Congestion Of The NAS.

2. The Public Will Benefit From The Safety And Efficiency Of The DJI Phantom 3 UAS.

3. Performing Aerial Video and Photography Operations With The DJI Phantom 2

Vision+ and DJI Inspire 1 UASs Will Benefit The Economy.

4. There Are No Privacy Issues.

E. The Reasons Why Granting The Exemption Would Not Adversely Affect Safety, Or How

The Exemption Would Provide A Level Of Safety At Least Equal To That Provided By The

Rule From Which Dennis O’Hara Seeks Exemption.

1. Reasons Why The DJI Phantom 3 Meets The Conditions Of The FAA Modernization

and Reform Act of 2012 (FMRA) Section 333.

2. Reasons Why An Exemption From The Requirements Of Section 61.113(a)

And (b) Would Not Adversely Affect Safety.

3. Reasons Why An Exemption From The Requirements Of Section 91.7(a) Would Not

Adversely Affect Safety.

4. Reasons Why An Exemption From The Requirements Of Section 91.121 Would Not

Adversely Affect Safety.

5. Reasons Why An Exemption From The Requirements Of Section 91.151(b)

Would Not Adversely Affect Safety.

6. Reasons Why An Exemption From The Requirements Of Sections 91.405(a),

91.407(a)(1), 91.409(a)(1) & (a)(2), And 91.417(a) & (b) Would Not Adversely Affect

Safety.

F. A Summary That Can Be Published In The Federal Register, stating: The Rules From

Which Dennis O’Hara Seeks Exemption:

G. Any Additional Information, Views, Or Arguments Available To Support Dennis O’Hara’s

Request.

CONCLUSION

INTRODUCTION

I am Dennis O’Hara, Owner of Northern Images Photography which has been providing

photographic services in Duluth Minnesota for over 25 years, including aerial, architectural,

commercial, and scenic photography.

Like many other photography tools, aircraft, have always been an effective means of

photographing subject matter in certain situation. The incorporation of Small SUAS will be used

by myself as another tool to capture aerial images in a safe and effective manner.

For brevity of my title and this petition, Dennis O’Hara, includes Northern Images Photography

as one in the same entity.
BACKGROUND

Aviation:

My background in aviation includes 20 years in the Minnesota Air National Guard as a Navigator

on Reconnaissance F4­Phantoms. This combination of cameras and airplanes has always been

a part of my photographic interests.

In addition to a military career in aviation I also have a Private Pilot License ­ 1970 (#2011417)

In the past 5 years I have built and safely operated Mikrokopter UAV’s for private use.

I now feel that SUAS system have come of age and can be successfully worked into my

photography business, Northern Images Photography. Therefore, I am pursuing the course to

appropriate use of SUAS at this time.

Current SUAS Platform and intentions

Dennis O’Hara, sole owner and operator of Northern Images Photography seeks an exemption

to operate DJI Phantom 3 for compensation or hire within the NAS. The DJI Phantom 3 is a

multi­rotor Unmanned Aircraft (UA) with a Ground Control Station (GCS) utilizing electronic

tablet or smart phone systems.

The DJI Phantom 3 which has a maximum gross weight of approximately 2 pounds 11 ounces,

while having a length of 16 inches width of 16 inches, height of 8 inches, and a maximum speed

of 35 MPH. The Phantom 3 is the newest SUAS’s in the DJI line and is fully capable of

producing professional results in a safe and effective manner.

BASIS FOR PETITION

Petitioner, Dennis O’Hara, pursuant to the provisions of the Federal Aviation Regulations (14

C.F.R. § 11.61) and the FAA Modernization and Reform Act of 2012 (FMRA), Section 333,

Special Rules for Certain Unmanned Aircraft Systems, hereby petitions the Administrator to

commercially operate the DJI Phantom 3 in the National Airspace System (NAS), and for an

exemption from the requirements of 14 C.F.R §§ 61.113(a) & (b), 91.7(a), 91.121, 91.151(b),

91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b).

In consideration of the speed, weight, size, and limited operating area associated with the

unmanned aircraft and its operation, Dennis O’Hara as the sole operator, will operate the DJI

Phantom 3 UAS to meets the conditions of FMRA Section 333 and therefore, will not require an

airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H.

Accordingly, Dennis O’Hara requests relief from Sections 91.405(a), 91.407(a)(1), 91.409(a)(1)

& (a)(2), and 91.417(a) & (b), as these sections set forth requirements for maintenance that only

apply to aircraft with an airworthiness certificate.
Dennis O’Hara ­ Northern Images Photography submits that the requested relief is proper since

an equivalent level of safety will be ensured. Dennis O’Hara, the operator has the aviation

background, technical ability and UAV experience to perform maintenance, alterations, or

preventive maintenance on the UASs using the methods, techniques, and practices prescribed

in the operating documents (i.e., the P3 Ground School developed by Dennis O’Hara to provide

a complete system of operations, aircraft, weather, maintenance for the Phantom 3 UAV), this

ground school is formatted into a website at: www.p3groundschool.com ).

Note: ​Part of Dennis O’Hara’s flight operations included the creation of an online Phantom 3

Ground School that can be referenced for all documentation of training, aircraft performance,

calibration and specs. I will reference my Phantom 3 Ground School throughout this

document when appropriate. http://www.p3groundschool.com

Relief from certain requirements of Section 61.113(a) and (b), entitled private pilot privileges

and limitations: Pilot in command, is requested by Dennis O’Hara to the extent necessary to

allow a Pilot in Command (PIC) holding a private pilot or higher level certificate, as well as an

airman medical certificate, and who has demonstrated, by meeting minimum flight­ hour and

currency requirements, that the PIC is able to safely operate the DJI Phantom 3 UASs in a

manner consistent with this exemption, including evasive and emergency maneuvers and

maintaining appropriate distances from people, vessels, vehicles and structures.

Dennis O’Hara seeks relief from Section 91.7(a), entitled civil aircraft airworthiness, because the

DJI Phantom 2 Vision+ and DJI Inspire 3 UAS do not require an airworthiness certificate in

accordance with 14 C.F.R. Part 21, Subpart H. As such, Dennis O’Hara submits that he will

ensure that the DJI Phantom 3 is in an airworthy condition, prior to every flight, by determining

that the UAS are in compliance with the operating documents (i.e., the Phantom 3 Aerial

Operations Manual, Monthly Maintenance Log, and DJI Phantom 3, and that the aircraft are in a

condition for safe flight.

Dennis O’Hara also seeks an exemption from the requirements of Section 91.121, entitled

Altimeter Settings, as the DJI Phantom 3 UAS will not have a typical barometric altimeter

onboard. However, altitude information of the DJI Phantom 3 will be provided to the PIC via

Global Positioning System (GPS) equipment and radio communications telemetry data link,

which downlinks from the UA to the GCS for active monitoring of the flight path. This altitude

information, combined with Dennis O’Hara’s operation of the DJI Phantom 3 UAS within visual

line of sight, at or below 500 feet AGL, will ensure a level of safety equivalent to Section 91.121.

Additionally, Dennis O’Hara seeks an exemption from the requirements of Section 91.151(b),

entitled Fuel requirements for flight in VFR conditions. Dennis O’Hara submits that safety will not

be affected by operation of the DJI Phantom 3 UAS during daylight hours in visual

meteorological conditions (VMC) under visual flight rules (VFR), with enough battery power to fly
for a total duration of approximately 18 minutes to the first point of intended landing and,

assuming normal cruising speed, to fly after that for at least 4.5 minutes.

In accordance with 14 C.F.R. § 11.81, Dennis O’Hara provides the following information in

support of its petition for exemption:

A. Name And Address Of The Petitioner.

The name and address of the Petitioner and point of contact is:

Dennis O’Hara

5431 Shady Lane

Duluth, MN 55811

Tel: 218 310­7805

Email: denny.ohara@gmail.com

B. The Specific Sections Of 14 C.F.R. From Which Dennis O’Hara Seeks

Exemption.

1. Dennis O’Hara Seeks Exemption From The Requirements Of Section 61.113(a) And

(b).

Section 61.113, entitled Private pilot privileges and limitations: Pilot in command,

subsections (a) and (b) prescribe the following, in relevant part:

(a) No person who holds a private pilot certificate may act as a pilot in command (PIC) of an

aircraft that is carrying passengers or property for compensation or hire; nor may that person,

for compensation or hire, act as PIC of an aircraft.

(b) A private pilot may, for compensation or hire, act as PIC of an aircraft in connection with any

business or employment if—

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

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

2. Dennis O’Hara Seeks Exemption From The Requirements Of Section 91.7(a).

Section 91.7, entitled Civil aircraft airworthiness, subsection (a), states the following:

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

3. Dennis O’Hara Seeks Exemption From The Requirements Of Section 91.121.

Section 91.121, entitled Altimeter settings, subsection (a), states the following, in part:
(a) Each person operating an aircraft shall maintain the cruising altitude or flight

level of that aircraft, as the case may be, by reference to an altimeter that is set,

when operating­­

(1) Below 18,000 feet MSL, to­­

(i) The current reported altimeter setting of a station along the route and within

100 nautical miles of the aircraft;

(ii) If there is no station within the area prescribed in paragraph (a)(1)(i) of this

section, the current reported altimeter setting of an appropriate available station; or

(iii) In the case of an aircraft not equipped with a radio, the elevation of the

departure airport or an appropriate altimeter setting available before departure.

4. Dennis O’Hara seeks Exemption From The Requirements Of Section 91.151(b).

Section 91.151, entitled Fuel requirements for flight in VFR conditions, subsection (b), states

the following:

(b) No person may begin a flight in a rotorcraft under VFR conditions unless (considering wind

and forecast weather conditions) there is enough fuel to fly to the first point of intended landing

and, assuming normal cruising speed, to fly after that for at least 20 minutes.

5. Dennis O’Hara Seeks Exemption From The Requirement Of Section 91.405(a).

Section 91.405, entitled Maintenance required, subsection (a), states the following:

Each owner or operator of an aircraft—

(a) Shall have that aircraft inspected as prescribed in subpart E of this part and shall

between required inspections, except as provided in paragraph (c) of this section, have

discrepancies repaired as prescribed in part 43 of this chapter[.]

6. Dennis O’Hara Seeks Exemption From The Requirements Of Section 91.407(a)(1)

Section 91.407, entitled Operation after maintenance, preventive maintenance,

rebuilding, or alteration, subsection (a)(1), states the following:

(a) No person may operate any aircraft that has undergone maintenance, preventive

maintenance, rebuilding, or alteration unless­­

(1) It has been approved for return to service by a person authorized under 43.7

of this chapter[.]

7. Dennis O’hara Seeks Exemption From The Requirements Of Sections 91.409(a)(1)

And 91.409(a)(2).

Section 91.409, entitled Inspections, subsection (a), states the following:

(a) Except as provided in paragraph (c) of this section, no person may operate an

aircraft unless, within the preceding 12 calendar months, it has had ­­

(1) An annual inspection in accordance with part 43 of this chapter and has

been approved for return to service by a person authorized by § 43.7 of this

chapter; or

(2) An inspection for the issuance of an airworthiness certificate in accordance
with part 21 of this chapter.

8. Dennis O’Hara Seeks Exemption From The Requirements Of Sections 91.417(a) And

91.417(b).

Section 91.417, entitled Maintenance records, subsections (a) and (b), state the

following:

(a) Except for work performed in accordance with §§ 91.411 and 91.413, each

registered owner or operator shall keep the following records for the periods

specified in paragraph (b) of this section:

(1) Records of the maintenance, preventive maintenance, and alteration and

records of the 100­hour, annual, progressive, and other required or approved

inspections, as appropriate, for each aircraft (including the airframe) and

each engine, propeller, rotor, and appliance of an aircraft. The records must

include­­

(i) A description (or reference to data acceptable to the Administrator) of the work

performed; and

(ii) The date of completion of the work performed; and

(iii) The signature, and certificate number of the person approving the

aircraft for return to service.

(2) Records containing the following information:

(i) The total time in service of the airframe, each engine, each propeller, and

each rotor.

(ii) The current status of life­limited parts of each airframe, engine,

propeller, rotor, and appliance.

(iii) The time since last overhaul of all items installed on the aircraft which

are required to be overhauled on a specified time basis.

(iv) The current inspection status of the aircraft, including the time since the

last inspection required by the inspection program under which the

aircraft and its appliances are maintained.

(v) The current status of applicable airworthiness directives (AD) and safety

directives including, for each, the method of compliance, the AD or

safety directive number and revision date. If the AD or safety directive

involves recurring action, the time and date when the next action is

required.

(vi) Copies of the forms prescribed by § 43.9(d) of this chapter for each

major alteration to the airframe and currently installed engines, rotors,

propellers, and appliances.

(b) The owner or operator shall retain the following records for the periods

prescribed:

(1) The records specified in paragraph (a)(1) of this section shall be retained

until the work is repeated or superseded by other work or for 1 year after the

work is performed.

(2) The records specified in paragraph (a)(2) of this section shall be retained
and transferred with the aircraft at the time the aircraft is sold.

(3) A list of defects furnished to a registered owner or operator under § 43.11 of

this chapter shall be retained until the defects are repaired and the aircraft is

approved for return to service.

C. The Extent Of Relief Dennis O’Hara Seeks And The Reason Dennis O’Hara -

Northern Images Photography Seeks The Relief.

1. Extent Of Relief Dennis O’Hara Seeks And The Reason Dennis O’Hara Seeks

Relief From Section 61.113(a) And (b).

Relief from Section 61.113(a) and (b) entitled Private pilot privileges and limitations: Pilot in

command, is requested to the extent necessary to allow a PIC holding a private pilot or higher

level certificate, as well as a current and valid airman medical certificate, and who has met

certain flight­hour and currency requirements, to conduct the proposed UAS flight operations for

compensation or hire.

This relief is requested since the limitations set forth in Section 61.113(a) and (b) state that a

private pilot may, for compensation or hire, act as PIC of an aircraft in connection with any

business or employment if:

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

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

As set forth more fully below, Dennis O’Hara submits that an equivalent level of safety will be

maintained because no PIC will be allowed to operate the DJI Phantom 3 UAS unless that PIC

has met certain flight­hour and currency requirements, demonstrating that the PIC is able to

safely operate either the DJI Phantom 3 UAS in a manner consistent with the operations

specifications as described in this exemption, including evasive and emergency maneuvers,

as well as maintaining appropriate distances from people, vessels, vehicles and structures.

Further, Dennis O’Hara submits that all flights of the DJI Phantom 3, conducted by the PIC

pursuant to the grant of this Petition: (1) will be incidental to Dennis O’Hara’s business; and (2)

will not carry passengers or property for compensation or hire.

2. Extent Of Relief Dennis O’Hara Seeks And The Reason Dennis O’Hara Seeks

Relief From Section 91.7(a).

Relief from Section 91.7(a) entitled Civil aircraft airworthiness, is requested to the extent

required to allow Dennis O’Hara to determine that the DJI Phantom 3 is airworthy condition prior

to every flight by ensuring that the UAS is in compliance with the operating documents (i.e., the

Dennis O’Hara Aerial Operations Manual, Monthly Maintenance Log, and DJI 3 Instruction

Manual).

Dennis O’Hara seeks the requested relief because the DJI Phantom 3 does not require an

airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. Therefore, Dennis
O’Hara will ensure that the DJI Phantom 3 is in airworthy condition based upon its compliance

with the operating documents (i.e., the Dennis O’Hara Aerial Operations Manual, Monthly

Maintenance Log, and DJI Phantom 3 Instruction Manual) prior to every flight, and further,

determine that the aircraft are in condition for safe flight, as stated in the conditions and

limitations below.

3. Extent Of Relief Dennis O’Hara Seeks And The Reason Dennis O’Hara Seeks

Relief From Section 91.121.

Relief from Section 91.121, entitled Altimeter settings, may be required to allow flight operations

of the DJI Phantom 2 Vision+ and DJI Inspire 1 UASs, which utilize a barometric pressure

sensor, GPS equipment, and a radio communications telemetry data link to downlink altitude

information from the UA to the PIC at the ground control station (GCS). Since the FAA requires

that any altitude information concerning UAS operations be reported to air traffic control (ATC)

in feet above ground level (AGL), Dennis O’Hara seeks the requested relief because the DJI

Phantom 3 UAV altimeter may be set on the ground to zero feet AGL, rather than the local

barometric pressure or field altitude, before each flight.

Considering the limited altitude of the proposed operations, relief from 14 CFR 91.121 is sought

to the extent necessary to comply with the applicable conditions and limitations stated below. As

more fully set forth herein, an equivalent level of safety will be maintained since the DJI

Phantom 3 UAS are equipped with a barometric pressure sensor and GPS equipment, which

automatically ensures that a ground level pressure setting will be established prior to each flight,

and provides the PIC with altitude information of the UA on the heads­up display of the GCS.

4. Extent Of Relief Dennis O’Hara Seeks And The Reason Dennis O’Hara Seeks

Relief From Section 91.151(b).

Relief from Section 91.151(b) entitled Fuel requirements for flight in VFR conditions, is

requested to the extent required to allow flights of the battery powered DJI Phantom 3 UAV

during daylight hours in visual meteorological conditions (VMC), under visual flight rules (VFR),

for a total duration of 15 minutes to the first point of intended landing and, assuming normal

cruising speed, to fly after that for at least 4.5 minutes. Dennis O’Hara seeks the requested

relief because without an exemption from Section 91.151(b), the flight time duration of the

battery powered DJI Phantom 3 UAS will severely constrain the practicality of any aerial video

or still photo flight operations that Dennis O’Hara proposes to conduct pursuant to this Petition.

Significantly, as set forth below, the technical specifications of the DJI Phantom 3 UAS, the DJI

Phantom 3 operating documents, and Dennis O’Hara’s proposed operating limitations, ensure

that Dennis O’Hara will safely operate the battery powered DJI Phantom 3 UAS during daylight

hours in visual meteorological conditions (VMC), under visual flight rules (VFR), with enough

battery power to fly for a total duration of 15 minutes to the first point of intended landing and,

assuming normal cruising speed, to fly after that for at least 4.5 minutes.
5. Extent Of Relief Dennis O’Hara Seeks And The Reason Dennis O’Hara Seeks

Relief From Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), And 91.417(a)

& (b).

Since Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) only apply to

aircraft with an airworthiness certificate, Dennis O’Hara requests relief from these Sections

because the DJI Phantom 3 UASs do not require airworthiness certificates. As set forth more

fully below, the DJI Phantom 3 UASs meet the conditions of FMRA Section 333 for operation

without an airworthiness certificate. Accordingly, Dennis O’Hara will use trained technicians to

perform maintenance, alterations, or preventive maintenance on the UASs using the methods,

techniques, and practices prescribed in the UAS operating documents (i.e., the Dennis O’Hara

Aerial Operations Manual, Monthly Maintenance Log, and DJI Phantom 3 Instruction Manual).

Furthermore, Dennis O’Hara will document and maintain all maintenance records for the DJI

Phantom 3 UASs.

D. The Reasons Why Granting Dennis O’Hara’s Request Would Be In The Public

Interest; That Is, How It Would Benefit The Public As A Whole.

Granting the present Petition will further the public interest by allowing Dennis O’Hara to safely,

efficiently, and economically perform aerial video and photography of construction sites, real

estate, and landscape over certain areas of the United States.

Additionally, use of the DJI Phantom 3 will decrease congestion of the NAS, reduce pollution,

and provide significant benefits to the economy. Notably, the benefits of Dennis O’Hara’s

proposed operation of the DJI Phantom 3 UAS will be realized without implicating any privacy

issues.

1. The Public Will Benefit From Decreased Congestion Of The NAS.

The DJI Phantom 3 UAs are battery powered and serve as a safe, efficient, and

economical alternative to the manned aircraft traditionally utilized to obtain aerial

imagery. By reducing the amount of manned aircraft needed to perform aerial

acquisitions, an exemption allowing the use of a DJI Phantom 3 would reduce the

amount of manned aircraft in the NAS, reduce noise and air pollution, as well as

increase the safety of life and property in the air and on the ground.

Furthermore, by reducing the number of manned aircraft operating in the NAS,

congestion around airports caused by arriving and departing aircraft will be reduced. The

DJI Phantom 3 does not require an airport to takeoff or land.

Likewise, a reduction of manned aircraft conducting aerial video and photography

missions would result in fewer aircraft that must be handled by air traffic control during

the ground, takeoff, departure, arrival, and landing phases of flight operations.
2. The Public Will Benefit From The Safety And Efficiency Of The DJI

Phantom 3 UAS.

Conducting aerial acquisitions with the DJI Phantom 3, instead of manned aircraft, will

greatly benefit the public by drastically reducing the levels of air and noise pollution

generated during traditional aerial video and still photography flight operations. By using

battery power and electric motors, the DJI Phantom 3 UAS produce no air pollution, and

is the most viable environmentally conscious alternative to the cabin class, six cylinder

internal combustion engine aircraft that are typically utilized for aerial video and

photography, while burning approximately 20­30 gallons per hour of leaded aviation fuel.

The DJI Phantom 3 UAs, while reducing the carbon footprint of aerial acquisitions, also

eliminates noise pollution, as the UAs are propelled by battery powered electric motors,

rather than an internal combustion engine.

By using the DJI Phantom 3 UASs to perform aerial acquisitions, the substantial risk to

life and property in the air and on the ground, which is usually associated with traditional

manned aircraft flight operations, will be substantially reduced or completely eliminated.

Aside from the lack of flight crew members located onboard the aircraft, the DJI Phantom

3 UAS weighing approximately 2 pounds 11 ounces at it’s maximum gross weights with

lengths of 16 inches and 17.3 inches respectively, widths of 16 inches and 17.7 inches

respectively, and with no fuel on board), has less physical potential for collateral damage

to life and property on the ground, and in the air, compared to the manned aircraft that

typically conduct similar operations (weighing approximately 6,000 pounds with a

wingspan of approximately 42 feet, a length of 34 feet, and a fuel capacity of 180

gallons).

3. Performing Aerial Video and Photography Operations With The DJI

Phantom 2 Vision+ and DJI Inspire 1 UASs Will Benefit The Economy.

In addition to being safe and efficient, the DJI Phantom 3 are also an economical

alternative to using manned aircraft to conduct similar aerial operations. As such,

operation of the DJI Phantom 3 UAS will allow United States based companies, like

Dennis O’Hara ­ Northern Images Photography, to remain competitive and contribute to

growth of the U.S. economy. Specifically, with the rising cost of aviation fuel and the

Environmental Protection Agency (“EPA”) regulatory actions phasing out leaded aviation

fuels, U.S. owned and operated companies must adopt new and alternative technology

in order to remain competitive. Operating the battery powered DJI Phantom 3 one such

technology that not only allows companies greater operational flexibility compared to

manned aircraft, but provides such flexibility without the high operational cost of a

traditional manned aircraft.

By operating the DJI Phantom 3, companies such as Dennis O’Hara’s, can remain

competitive and profitable, and therefore, provide greater job stability to employees and
contractors, which will ultimately contribute to growth of the U.S. economy. Improved

financial performance of U.S. companies, through commercial use of the DJI Phantom 3

UASs, provides a stable workforce that increases consumer spending; improves local,

state, and federal tax revenues; and allows companies to invest in research and

development in order to remain competitive both in the United States and abroad.

4. There Are No Privacy Issues.

Similar to the manned aerial acquisition flight operations that have been conducted for

decades, Dennis O’Hara proposed operation of the DJI Phantom 3 UAS will not

implicate any privacy issues. Specifically, the DJI Phantom 3 will be operated only in

compliance with operating documents (i.e., the Dennis O’Hara Aerial Operations Manual,

Monthly Maintenance Log, and DJI Phantom 3 Instruction Manual) which requires

property owner involvement as well as local law enforcement notification, and in

accordance with the Federal Aviation Regulations, including the minimum altitude

requirements of 14 C.F.R. § 91.119.

E. The Reasons Why Granting The Exemption Would Not

Adversely Affect Safety, Or How The Exemption Would

Provide A Level Of Safety At Least Equal To That Provided

By The Rule From Which Dennis O’Hara Seeks Exemption.

1. Reasons Why The DJI Phantom 3 Meets The Conditions Of The FAA

Modernization and Reform Act of 2012 (FMRA) Section 333.

In consideration of the size, weight, speed, and limited operating area associated with

the unmanned aircraft and its operation, Dennis O’Hara’s operation of the DJI Phantom

3 meets the conditions of FMRA Section 333, and will not require an airworthiness

certificate in accordance with 14 C.F.R. Part 21, Subpart H. Section 333 provides

authority for a UAS to operate without airworthiness certification and sets forth

requirements for considering whether a UAS will create a hazard to users of the NAS or

the public, or otherwise pose a threat to national security.

Specifically, FMRA Section 333 states the following, in part:

(a) In General.­­Notwithstanding any other requirement of this subtitle, and not

later than 180 days after the date of enactment of this Act, the Secretary of

Transportation shall determine if certain unmanned aircraft systems may operate

safely in the national airspace system before completion of the plan and

rulemaking required by section 332 of this Act or the guidance required by

section 334 of this Act.

(b) Assessment of Unmanned Aircraft Systems.­­In making the determination

under
subsection (a), the Secretary shall determine, at a minimum­­

(1) which types of unmanned aircraft systems, if any, as a result of their

size, weight, speed, operational capability, proximity to airports and

populated areas, and operation within visual line of sight do not create a

hazard to users of the national airspace system or the public or pose a

threat to national security; and (2) whether a certificate of waiver,

certificate of authorization, or airworthiness certification under section

44704 of title 49, United States Code, is required for the operation of

unmanned aircraft systems identified under paragraph (1).

(c) Requirements for Safe Operation.­­If the Secretary determines under this

section that certain unmanned aircraft systems may operate safely in the

national airspace system, the Secretary shall establish requirements for the safe

operation of such aircraft systems in the national airspace system.

In seeking this exemption, Dennis O’Hara submits that the DJI Phantom 3 can

operate safely in the NAS pursuant to FMRA Section 333, as demonstrated by:

(a) the characteristics of the DJI Phantom 3 UASs;

(b) the pilot certification requirement; and

(c) the specific operating limitations.

a. The Specifications Of The DJI Phantom 3 Demonstrate Its Safe Characteristics.

The DJI Phantom 3 UASs do not create a hazard to users of the NAS or the public, or

otherwise pose a threat to national security considering its size, weight, speed, and

operational capability.

i. Technical Specifications Of The DJI Phantom 3 UASs.

The technical specifications of the DJI Phantom 3UASs are set forth by the DJI

Phantom 3 Specifications and Data Sheet,

http://www.p3groundschool.com/performance­data

ii. The DJI Phantom 3 UAS autonomous Flight And Navigation Modes

Enable The UASs To Remain Within A Defined Operational Area.

The DJI Phantom 3 UASs may be operated in both manual and fully autonomous

flight modes. A complete description of the flight and navigational modes of the

DJI Phantom 3 is provided at http://www.p3groundschool.com/

iii. The DJI Phantom 3 UASs Are Designed For Automatic Return To Home

Point Or Hover In The Event Of Loss Of The Control Link Or Navigation.

When the Control Link is lost, the DJI Phantom 3 UAs will remain stationary, in

flight, for 3 seconds or more. If, after 3 seconds, the DJI Phantom 3 UAs do not

reacquire control link data from the GCS, the UAs will assume that the Control

Link is lost and the UAs will return to the home position (i.e., failsafe mode) via

GPS, and will descend to the takeoff position and shutdown.

http://www.p3groundschool.com/

iv. The DJI Phantom 3 GCS And Its Operation.

A complete description of the operation and specifications of the DJI Phantom 3 GCS

and flight control software is provided at pages 32 through 43 of the DJI Phantom 3 User

Manual
b. Flight Operations Of DJI Phantom 3 UASs Are Limited To The Line Of Sight Of A

Certificated Pilot in Command With A Safety Observer.

Dennis O’hara will be the only pilot in command (PIC) of the DJI Phantom 3 UAS.

Additionally, a safety observer will assist during flight time.

c. Flights of the DJI Phantom 3 Will Be Conducted Pursuant To Specific Operating

limitations.

In seeking this exemption, Dennis O’Hara proposes to commercially operate DJI

Phantom 3 UASs for the special purpose of conducting aerial video and photography

over certain areas of United States, pursuant to the following specific operating

limitations:

1. Operations authorized by this grant of exemption will be limited to the following

aircraft described in the operating documents, rotorcraft UASs weighing less than

55 pounds maximum gross weight: DJI Phantom 3 Unmanned Aircraft Systems.

Proposed operations of any other aircraft will require a new petition or a petition

to amend this grant.

2. UAS operations under this exemption will be limited to conducting operations

for the purpose of aerial video and photography.

3. The Phantom 3 may not be flown at an indicated airspeed exceeding 20 knots.

4. The Phantom 3 must be operated at an altitude of no more than 500 feet

above ground

level (AGL), as indicated by the procedures specified in the operating documents

unless a special request is made and approved by ATC. All altitudes reported to

ATC must be in feet AGL.

5. The Phantom 3 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 FAA­issued airman

medical certificate.

6. The use of first person view (FPV) by the PIC or safety observer (SO) is not

permitted.

7. All operations must utilize a safety observer (SO). The SO may be used to

satisfy the VLOS requirement as long as the PIC always maintains VLOS

capability.

The SO and PIC must be able to communicate verbally at all times. Electronic

messaging or texting is not permitted during flight operations. The PIC must be

designated before the flight and cannot transfer his or her designation for the

duration of the flight. The PIC must ensure that the SO can perform the functions

prescribed in the operating documents.

8. The SO must not perform any other duties beyond assisting the PIC with

seeing and avoiding other air traffic and other ground based

obstacles/obstructions and is not permitted to operate the camera or other

instruments.
9. The operating documents and the grant of exemption must be accessible

during UAS operations and made available to the Administrator upon request. If a

discrepancy exists between the conditions and limitations contained in the grant

of exemption and the procedures outlined in the operating documents, the

conditions and limitations contained in the grant of exemption take precedence

and must be followed. Otherwise, the operator must follow the procedures as

outlined in its operating documents. The operator may update or revise its

operating documents. It is the operator’s responsibility to track such revisions and

present updated and revised documents to the Administrator upon request.

The operator must also present updated and revised documents if it petitions for

extension or amendment to the grant of exemption. If the operator determines

that any update or revision would affect the basis upon which the FAA granted

the exemption, then the operator must petition for amendment to its grant of

exemption. The FAA’s UAS Integration Office (AFS­80) may be contacted if

questions arise regarding updates or revisions to the operating documents.

10. Prior to each flight the PIC must inspect the UAS to ensure that it is in a

condition for safe flight. If the inspection reveals a condition that affects the safe

operation of the UAS, the aircraft is prohibited from operating until the necessary

maintenance has been performed and the UAS is found to be in a condition for

safe flight. The Ground Control Station must be included in the

preflight inspection. All maintenance and alterations must be properly

documented in the aircraft records.

11. Any UAS that has undergone maintenance or alterations that affect the UAS

operation or flight characteristics, e.g. replacement of a flight critical component,

must undergo a functional test flight. The PIC who conducts the functional test

flight must make an entry in the aircraft records.

12. The pre­flight inspection must account for all potential discrepancies, e.g.

inoperable components, items, or equipment, not already covered in the relevant

sections of the operating documents.

13. The operator must follow the UAS manufacturer’s aircraft/component,

maintenance, overhaul, replacement, inspection, and life limit requirements.

14. The operator must carry out its maintenance, inspections, and record keeping

requirements, in accordance with the operating documents. Maintenance,

inspection, alterations, and status of replacement/overhaul component parts must

be noted in the aircraft records, including total time in service, description of work

accomplished, and the signature of the authorized person returning the UAS to

service.

15. Each UASs operated under this exemption must comply with all

manufacturer's Safety Bulletins.

16. The authorized person must make an entry in the aircraft record of the

corrective action taken against discrepancies discovered between inspections.

17. The PIC must possess at least a private pilot certificate and at least a current

third­ class medical certificate.
18. The operator may not permit any PIC to operate unless the PIC meets the

operator’s qualification criteria and demonstrates the ability to safely operate the

UAS in a manner consistent with how the UAS will be operated under the

exemption, including evasive and emergency maneuvers and maintaining

appropriate distances from persons, vessels, vehicles and structures. PIC

qualification flight hours must be logged in a manner consistent with 14 C.F.R.

§ 61.51(b). Flights for the purposes of training the operator’s PICs are permitted

under the terms of the exemption. However, training operations may only be

conducted during dedicated training sessions. During training, proficiency, and

experience­building flights, all persons not essential for flight operations are

considered nonparticipants, and the PIC must operate the UA with appropriate

distance from nonparticipants in accordance with 14 C.F.R. § 91.119.

19. UAS operations may not be conducted during night, as defined in 14 C.F.R. §

1.1. All operations must be conducted under visual meteorological conditions

(VMC). If flight at night is required, a special request will be made at the FAA

office closest to proposed area of operations. Flights under special visual flight

rules (SVFR) are not authorized.

20. The UA may not operate within 5 nautical miles of an airport reference point

as denoted on a current FAA­published 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.

21. The UA 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.

22. If the UA loses communications or loses its GPS signal, it must return to a

predetermined

location within the planned operating area and land or be recovered in

accordance with the operating documents.

23. The PIC must abort the flight in the event of unpredicted obstacles or

emergencies in accordance with the operating documents.

24. The PIC is prohibited from beginning a flight unless (considering wind and

forecast weather conditions) there is enough power to fly at normal cruising

speed to the intended landing point and land the UA with 25% battery power

remaining.

25. The operator must obtain an Air Traffic Organization (ATO) issued Certificate

of Waiver or Authorization (COA) prior to conducting any operations under the

grant of exemption. This COA will also require the operator to request a Notice to

Airman (NOTAM) not more than 72 hours in advance, but not less than 48 hours

prior to the operation. All operations shall be conducted in accordance with

airspace requirements in the ATO issued COA including class of airspace,

altitude level and potential transponder requirements.
26. All aircraft operated in accordance with the exemption must be identified by

serial number, registered in accordance with 14 C.F.R. part 47, and have

identification (N­ Number) markings in accordance with 14 C.F.R. part 45,

Subpart C. Markings must be as large as practicable.

27. Before conducting operations, the radio frequency spectrum used for

operation and control of the UA must comply with the Federal Communications

Commission (FCC) or other appropriate government oversight agency

requirements.

28. The documents required fewer than 14 C.F.R. 91.9 and 91.203 must be

available to the PIC at the Ground Control Station of the UAS any time the UAS

is operating. These documents must be made available to the Administrator or

any law enforcement official upon request.

29. The UA must remain clear and yield the right of way to all manned aviation

operations and activities at all times.

30. The UAS may not be operated by the PIC from any moving device or vehicle.

31. Flight operations must be conducted at least 500 feet from all

nonparticipating persons (persons other than the PIC, SO, operator trainees or

essential persons), vessels, vehicles, and structures unless:

a. Barriers or structures are present that sufficiently protect

nonparticipating persons from the UA and/or debris in the event of an

accident. The operator must ensure that nonparticipating persons remain

under such protection. If a situation arises where nonparticipating persons

leave such protection and are within 500 feet of the UA, flight operations

must cease immediately and/or;

b. The aircraft is operated near vessels, vehicles or structures where the

owner/controller of such vessels, vehicles or structures has granted

permission and the PIC has made a safety assessment of the risk of

operating closer to those objects and determined that it does not present

an undue hazard, and;

c. Operations nearer to the PIC, SO, operator trainees or essential

persons do not present an undue hazard to those persons per §

91.119(a).

32. All operations shall be conducted over private or controlled­access property

with permission from the land owner/controller or authorized representative.

Permission from land owner/controller or authorized representative will be

obtained for each flight to be conducted.

33. Any incident, accident, or flight operation that transgresses the lateral or

vertical boundaries of the operational area as defined by the applicable COA

must be reported to the FAA's UAS Integration Office (AFS­80) within 24 hours.

Accidents must be reported to the National Transportation Safety Board (NTSB)

per instructions contained on the NTSB Web site: www.ntsb.gov.
2. Reasons Why An Exemption From The Requirements Of Section

61.113(a)

And (b) Would Not Adversely Affect Safety.

Dennis O’Hara submits that the equivalent level of safety established by Section 61.113

(a) and (b) will be maintained because no other PIC will be allowed to operate the DJI

Phantom 3 UASs.

Considering Dennis O’Hara’s proposed area of operations, and the operating limitations

set forth­above; the parallel nature of private pilot aeronautical knowledge requirements

to those of commercial pilot requirements (See Exemption No. 11062); and the

airmanship skills necessary to safely operate the DJI Phantom 3 UAS, Dennis O’Hara

submits that the additional manned

airmanship experience of a commercially certificated pilot would not correlate to the

airmanship skills necessary for Dennis O’Hara specific proposed flight operations.

The FAA has previously granted relief from Section 61.113(a) and (b) specific to UAS, in

circumstances similar, in all material respects, to those presented herein (e.g. Exemption

Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110, 11112, 11136,

11138, 11150, 11153, 11156, 11158, 11159, 11160, 11161).

Dennis O’Hara will not allow any other PIC to operate the DJI Phantom 3 UAS besides

himself.

As in Exemption Nos. 11062, 11138, and 11153, prior documented flight experience that

was obtained in compliance with applicable regulations will ensure an equivalent level of

safety during Dennis O’Hara’s proposed operations. The Administrator has held that

prior documented flight experience that was obtained in compliance with applicable

regulations would ensure safe operations, stating as follows:

In Exemption No. 11062, the FAA required that prior to conducting operations for the

purpose of motion picture filming (or similar operations), the PIC must have accumulated

and logged, in a manner consistent with 14 CFR 61.51(b), 25 hours of total time as a

UAS rotorcraft pilot including at least 10 hours logged as a UAS pilot with a multi­rotor

UAS. Prior to operations under Exemption No. 11062, the PIC must also have

accumulated and logged a minimum of 5 hours as a UAS pilot operating the same make

and model of UAS to be used for operations under the exemption. For clarification, the

FAA considers these minimum hour requirements to be inclusive rather than additive; i.e.

5 hours make and model time may be included in the 10 hours of multi­rotor time and the

10 hours may be included in the total 25 hours of UAS rotorcraft time. In addition to the

hour requirements, the PIC must accomplish 3 takeoffs and landings in the preceding 90

days (for currency purposes). The FAA finds that at a minimum, the flight­hour

requirements in Exemption No. 11062 are appropriate to practice and build proficiency in

the skills necessary to safely conduct the petitioner’s proposed operations. The FAA also

finds that prior documented flight experience that was obtained in compliance with

applicable regulations would satisfy this requirement. Training, proficiency, and
experience­building flights can also be conducted under the grant of exemption to

accomplish the required flight time. During training, proficiency, and experience­building

flights the PIC is required to operate the UA with appropriate distances in accordance

with 14 C.F.R 91.119. Exemption No. 11138 at page 15.

Accordingly, Dennis O’Hara will ensure safe operations by not allowing any PIC to

operate the DJI Phantom 3 UAS unless that PIC has demonstrated, by meeting

minimum flight­hour and currency requirements, that the PIC is able to safely operate the

DJI Phantom 3 UAS in a manner consistent with the exemption, including evasive and

emergency maneuvers and maintaining appropriate distances from people, vessels,

vehicles and structures.

3. Reasons Why An Exemption From The Requirements Of Section

91.7(a) Would Not Adversely Affect Safety.

The equivalent level of safety established by Section 91.7(a) will be maintained because

prior to every flight, Dennis O’Hara will ensure that the DJI Phantom 3 UAS is in an

airworthy condition based upon the UAS’s compliance with its operating documents and

as stated in the conditions and limitations herein.

Additionally, the FAA has previously granted relief from Section 91.7(a) specific

to UAS, in circumstances similar, in all material respects, to those presented herein (e.g.

Exemption Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110,

11112,

11136, 11138, 11150, 11153, 11156, 11157, 11158, 11159, 11160, 11161).

4. Reasons Why An Exemption From The Requirements Of Section

91.121 Would Not Adversely Affect Safety.

The equivalent level of safety established by Section 91.121 will be maintained

because the altitude information of the DJI Phantom 2 Vision+ and DJI Inspire 1 UAs will

be provided to the PIC via GPS equipment and a radio communications telemetry data

link, which downlinks from the UA to the GCS for active monitoring of the flight path and

altitude. This altitude information, combined with Dennis O’Hara’s operation of the DJI

Phantom 3 within visual line of sight, at or below 500 feet AGL, will ensure a level of

safety equivalent to Section 91.121. The altitude information will be generated by GPS

equipment installed onboard the aircraft. Prior to each flight, a zero altitude initiation

point is automatically established by the UASs at ground level.

The FAA has previously granted relief from Section 91.121 specific to UAS, in

circumstances similar, in all material respects, to those presented herein (e.g. Exemption

Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11112, 11136, 11138,

11150, 11153, 11156, 11157, 11158, 11159, 11160, 11161).
5. Reasons Why An Exemption From The Requirements Of Section

91.151(b)

Would Not Adversely Affect Safety.

A grant of this exemption would ensure an equivalent level of safety established by 14

C.F.R. Section 91.151(b) as a result of (1) the technical specifications of the DJI

Phantom 3 UASs; (2) the limitations on the proposed flight operations; and (3) the

location of the proposed flight operations. Accordingly, Dennis O’Hara will ensure that he

will safely operate the battery powered DJI Phantom 3 during daylight hours in VFR

conditions, with enough battery power to fly for a total duration of 15 minutes to the first

point of intended landing and, assuming normal cruising speed, to fly after that for at

least 4.5 minutes.

Here, as in Exemption No. 11109, the technical specifications of the DJI Phantom 3; the

limitations on the proposed flight operations; and the location of the proposed

operations, will ensure an equivalent level of safety established by 14 C.F.R. Section

91.151(b). Furthermore, safety will be ensured as the DJI Phantom 3 UAS provide

audible and visual warnings to the PIC at the GCS when the UAs experiences low

battery voltage, the first warning occurring at approximately 33% remaining battery

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

battery level, the DJI Phantom 3 UASs will descend and land automatically.

Significantly, previous exemptions granted by the FAA concerning Section 91.151

establish that safety is not adversely affected when the technical characteristics and

operating limitations of the UAS are considered. Relief has been granted for manned

aircraft to operate at less than the minimums prescribed in Section 91.151, including

Exemption Nos. 2689, 5745, and 10650. Moreover, the FAA has previously granted

relief from Section 91.151 specific to UAS, in circumstances similar, in all material

respects, to those presented herein (e.g. Exemption Nos. 8811, 10808, 10673, 11042,

11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110, 11136, 11138,

11150, 11153, 11156, 11157, 11158, 11159, 11160, 11161).

6. Reasons Why An Exemption From The Requirements Of Sections

91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), And 91.417(a) & (b)

Would Not Adversely Affect Safety.

In seeking this exemption, Dennis O’Hara submits that the equivalent level of safety with

regard to the regulatory maintenance and alteration requirements established by

Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) will be met

because Dennis O’Hara will use trained technicians to perform maintenance, alterations,

or preventive maintenance on the UASs using the methods, techniques, and practices

prescribed in the operating documents (i.e., the Dennis O’Hara Aerial Operations
Manual, Monthly Maintenance Log, and DJI Phantom 3 Instruction Manual).

Furthermore, Dennis O’Hara will document and maintain all maintenance records for the

DJI Phantom 2 Vision+ and DJI Inspire 1 UASs.

Since the DJI Phantom 3 UASs will be inspected as prescribed by the operating

documents, Dennis O’Hara will maintain the equivalent level of safety established by

Sections 91.405(a), 91.409(a)(1), and 91.409(a)(2). A copy of the DJI Phantom 3 User

Manuals are attached hereto in http://www.p3groundschool.com.

Likewise, the exemption sought will not adversely affect safety because Dennis O’Hara

will use trained technicians to perform maintenance, alterations or preventive

maintenance on the UAS using the methods, techniques, and practices prescribed by

the operating documents.

Furthermore, the exemption sought would maintain an equivalent level of safety

established by Sections 91.407, 91.417(a) and 91.417(b), because all maintenance of

the DJI Phantom 3 UASs will be performed by trained technicians.

Maintenance will be documented and maintained utilizing the monthly maintenance log.

Significantly, previous exemptions granted by the FAA concerning Sections 91.405(a),

91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) establish that safety is not

adversely affected when the technical characteristics and operating limitations of the

UAS are considered.

In consideration of Dennis O’Hara’s proposed operating limitations, the operating

documents, and the technical aspects of the DJI Phantom 3 UASs, Dennis O’Hara

submits that safety will not be adversely affected by granting exemption from 14 C.F.R.

Sections 91.405(a), 91.407(a)(1) and (a)(2), 91.409(a)(2), and 91.417(a) and (b). The

FAA has previously granted relief specific to UAS in circumstances similar, in all material

respects, to those presented herein (e.g. Exemption Nos. 11062, 11063, 11064, 11065,

11066, 11067, 11080, 11109, 11110, 11112, 11136, 11138, 11150, 11153, 11156,

11157, 11158, 11159, 11160, 11161).

7. The FAA May Prescribe Any Other Conditions For Safe Operation. In accordance with

Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA) and 14 C.F.R. §

21.16 entitled Special Conditions, Dennis O’Hara requests that the FAA prescribe

special conditions for the intended operation of the DJI Phantom 3 UASs, which contain

such safety standards that the Administrator finds necessary to establish a level of safety

equivalent to that established by 14 C.F.R. Part 21, Subpart H, and 14 C.F.R §§

61.113(a) & (b), 91.7 (a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) &

(a)(2), and 91.417(a) & (b). Such special conditions will permit safe operation of the UAs

for the limited purpose of conducting aerial video and photography over certain areas of

the United States for compensation or hire. FMRA Section 333 sets forth the
requirements for considering whether a UAS will create a hazard to users of the NAS or

the public, or otherwise pose a threat to national security; and further, provides the

authority for such UAS to operate without airworthiness certification in accordance with

any requirements that must be established for the safe operation of the UAS in the NAS.

Likewise, the Administrator may prescribe special conditions pursuant to 14 C.F.R. §

21.16, for operation of the DJI Phantom 2 Vision+ and DJI Inspire 1 UASs, since the

airworthiness regulations of 14 C.F.R. Part 21 do not contain adequate or appropriate

safety standards, due to the novel or unusual design features of the aircraft. Section

21.16, entitled Special Conditions, states the following:

If the FAA finds that the airworthiness regulations of this subchapter do not contain

adequate or appropriate safety standards for an aircraft, aircraft engine, or propeller

because of a novel or unusual design feature of the aircraft, aircraft engine or propeller,

he prescribes special conditions and amendments thereto for the product.

The special conditions are issued in accordance with Part 11 of this chapter and contain

such safety standards for the aircraft, aircraft engine or propeller as the FAA finds

necessary to establish a level of safety equivalent to that established in the regulations.

See 14 C.F.R. § 21.16.

Therefore, in accordance with FMRA Section 333 and 14 C.F.R. § 21.16, the FAA may

prescribe special conditions for Leading Edge’s intended operation of the DJI Phantom 3

UASs, which contain such safety standards that the Administrator finds necessary to

establish a level of safety equivalent to that established by 14 C.F.R. Part 21, Subpart H,

and 14 C.F.R Sections 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a),

91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b).

F. A Summary That Can Be Published In The Federal Register,

stating: The Rules From Which Dennis O’Hara Seeks Exemption:

Dennis O’Hara seeks exemption from the requirements of 14 C.F.R Sections

61.113(a)&(b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2),

and 91.417(a) & (b).

A Brief Description Of The Nature Of The Exemption Dennis O’Hara Seeks:

This exemption will permit Dennis O’Hara to commercially operate an Unmanned Aircraft

System (UAS) for the purpose of conducting aerial video and photography over certain

areas of the United States.
G. Any Additional Information, Views, Or Arguments Available To

Support Dennis O’Hara’s Request.

This Petition is made pursuant to the FAA Modernization and Reform Act of 2012

(FMRA) Section 333, which directs the Secretary of Transportation to determine if

certain UAS may operate safely in the NAS. As such, Dennis O’Hara’s request for

exemption may be granted pursuant to the authority of FMRA Section 333 and 14 C.F.R.

Part 11, as set forth above.

FMRA Section 333 sets forth the requirements for considering whether a UAS will

create a hazard to users of the NAS or the public, or otherwise pose a threat to national

security; and further, provides the authority for such UAS to operate without

airworthiness certification.

As discussed in detail above, Dennis O’Hara will operate the DJI Phantom 3 1 UASs

safely in the NAS, without creating a hazard to users of the NAS, or the public, or

otherwise pose a threat to national security.

CONCLUSION

As set forth herein, Dennis O’Hara ­ Northern Images Photography seeks an exemption

pursuant to 14 C.F.R. § 11.61 and Section 333 of the FAA Modernization and Reform Act of

2012 (FMRA), which will permit safe operation of the DJI Phantom 3 UAS commercially, without

an airworthiness certificate, for the limited purpose of conducting aerial video and photography

over certain areas of the United States. By granting this Petition, the FAA Administrator will be

fulfilling the Congressional mandate of the FAA Modernization and Reform Act of 2012, while

also advancing the interests of the public, by allowing Dennis O’Hara to safely, efficiently, and

economically operate the DJI Phantom 3 UAS commercially within the NAS.

WHEREFORE, in accordance with the Federal Aviation Regulations and the FAA Modernization

and Reform Act of 2012, Section 333, Dennis O’Hara respectfully requests that the

Administrator grant this Petition for an exemption from the requirements of 14 C.F.R Sections

61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and

91.417(a) & (b), and permit Leading Edge to operate the DJI Phantom 3 UASs commercially for

the purpose of conducting aerial video and photography over certain areas of the United States.

Dated: May 26, 2015

Respectfully submitted,

Dennis O’Hara ­ Northern Images Photography

5431 Shady Lane

Duluth, MN 55811

Tel: (218) 310­7805