July 15, 2015 (revised 12/30/2015 U. S. Department of Transportation Docket Management System 1200 New Jersey Ave., SE Washington, DC 20590

RE: Pursuant to Section 333 of the F AA Modernization and Reform Act of 2012

Dear Sir or Madam:

Pursuant to Section 333 of the FAA Moderniza tion and Reform Act of 2012 (the Reform Act) and C.F.R. Part 11, Renato De Castro ow ner and operator of Sm all Unmanned Aircraft Systems (UASs), request to be ex empted from the Federal Aviati on Regulations (FARs) listed below so that RylanAerialMedia may operate U ASs commercially in airspace regulated by the Federal Aviation Administration; as long as such operations are conducted within and under the conditions outlined herein or as may be estab lished by the FAA as required by section 333. As described more fully below, the requested exem ption would permit t he operation of small, unmanned and relatively inexpensive UAS under cont rolled conditions in airspace that is 1) limited 2) predetermined and 3) controlled. The proposed exempti on, if granted, would allow RylanAerialMedia to conduct commercial operations of UAS meeting or exceeding all of the operational and safety requirements Congr ess has set forth in Section 333. Re: Exemption Request Pursuant to Section 333 of the FAA Reform Act and Part 11 of the Federal Aviation Regulations from: 14 CFR 21 su bpart H; 14 CFR 45.23(b); 14 CFR 61.113(a) and (b); 14 CFR 91.7(a); 14 CFR 91.9(b) (2); 14 CFR 91.103; 14 CFR 91.109; 14 CFR 91.119(c); 14 CFR 91.121; 14 CFR 91.151(a); 14 CFR 91.203 (a) and (b); 14 CFR 91.405 (a); 14 CFR 91.407 (a) (1) 14 CFR 91.409 (a)(1) and (2); 14 CFR 91.417(a) and (b) Commercial operation of an UAS, as described herein, which are equi pped with camera(s) and sensors, would operate in the following manner:  Aerial photography and/or video for public and/or private use including real estate, architecture, land surveying, engineering an d other related professional activities.  Aerial video and/or photography for public and/or private use including television, public events, cinematography and news gathering.  Aerial inspection/photography of residential/commercial structures under contract with the owners or local government authority.  Aerial inspection/photography of residential/comme rcial utility infrastruc ture including but not limited to electrical power li nes, wind turbines and cell towers. Aerial video/photography or providing live video feed to assist with search and rescue operations in cases of an emergency or natural disaster only when the local au thorities or government has requested it by contract or donation.  Ability to offer training to persons indivi dually or belonging to both private and/or public organizations that have interests in the use and application of a UAS for the purpose of the safe operation of a UAS to enhance the safety of the National Airspace System (NAS) as well as for the protection of the persons and property. As described fully below, the requested exempt ion would permit the operation of a UAS under controlled conditions in the NAS that would be a) limited b) controll ed c) predetermined and d) will provide safety enhancements to the already safe operations in the industry presently using conventional aircraft. Approval of this exempt ion would thereby enhance safety and fulfill the Secretary of Transportation’s (the FAA Administ rator’s) responsibilities to “....establish requirements for the safe operation of such ai rcraft systems in the national airspace system.”

The name and address of the applicant is: Company name: RylanAerialMedia
Attn: Renato De Castro - Owner/Chief Pilot
Email: rylanaerialmedia@gmail.com Address: 134 Buffet Key, Boynton Beach FL 33426

Regulations from which t he exemption is requested: 14 CFR Part 21 subpart H 14 CFR 45.23 (b) 14 CFR 61.113 (a) & (b) 14 CFR 91.7 (a) 14 CFR 91.9 (b) (2) 14 CFR 91.103
14 CFR 91.109 14 CFR 91.119 (c)
14 CFR 91.121 14 CFR 91.151 (a) 14 CFR 91.203 (a) & (b) 14 CFR 91.405 (a) 14 CFR 91.407 (a) (1)14 CFR 91.409 (a) (2) 14 CFR 91.417 (a) & (b) RylanAerialMedia will oper ate the DJI Phantom 3 Professional, with a total weight of 1280g or 2lbs 13 oz. The dimensions are 40.36cm x 40.36c m x 19.05cm or 16inch x 16inch x 7.5inch. Under still air the maximum speed is no more t han 16m/s or 35mph with a cruising speed of 11m/s or 25mph. The DJI Phantom 3 Professional has the ability to hover and move along a vertical and horizontal plane simultaneously. The DJI Phantom 3 Professional has four motors, Motor Model DJ I 3510, powered by a 4480mAh 4s LiPo Lithium Polymer battery. Th ere are four propellers, Propeller Model DJI 1345, in use. The DJI Phantom 3 Professional will be controlled wi th the C3 remote controller with an operating frequency of 2.400GHz – 2.483GHz. The live video feed will have an operating frequency of 2.4GHz ISM with maximum range of 1.2 miles. The applicant will operate the UAS in line of sight within a closed off and predetermi ned area owned and/operated by the property representative. DJI Phantom 3 Professional GENERAL FEATURES  Ready to fly
 3-axis camera stabilization  Precision flight and stable hovering  GPS/GLONASS positioning & auto return home
 Onscreen real-time flight parameters  High Definition 4k Camera
 Camera tilt control  Film straight down  Supports Adobe DNG RAW  Adobe lens profile support  Camera parameter settings  Album synchronization  FAA no-fly zones locked out via installed software TRANSMITTER  Operating Frequency: 2.400 GHz – 2.483 GHz
 Communication Distance ( open area ) : CE: 2000m; FCC: 2000m Receiver Sensitivity ( 1%PER ) :-101dBm +/- 2dBm

・ Transmitter Power: CE: 16dBm; FCC: 20dBm

・ Working Voltage: 1.2A @ 7.4V

・ Battery: 6000 mAh LiPo 2s CAMERA

・ Operating Environment Temperature : 0 Ԩ -40 Ԩ

・ Max Resolution: 4096 x 2162p @ 24/25fps

・ FOV: 94°/ 85°

・ Sensor size: 1/2.3"

・ HD Recording: 4k p 24/25fps / 720p 60fps DJI VISION APP

・ System Requirement of Mobile Device: iOS version 6.0 or above/ Android system version 4.0 or above

・ Mobile Device Support: Recommended: IOS and Android phones and Tablets.
Given the small size of the UAS and the controlled environment provided the proposed operations will adhere to the Refo rm Act’s safety requirements. The approval of this application presents no national security issues. Regardi ng the level of safety surrounding the proposed operations and the public benefit, reduction in environmental impacts, including but not limited to reduced emissions and noise, the grant of the requested exemption is in the public interest. Accordingly the applicant requests that the FAA grantthe requested exemption with minimum delay. AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY The operation limitations proposed for an equiva lent or higher level of safety because operations will further enhance the safety of the persons and/or property using conventional aircraft.
These limitations and conditions to which th e applicant agrees to adhere to when conducting commercial operations under the FAA issued exemptio n as set forth in the Flight Operations Manual (FOM) include:

・ The UAS will weigh less than 55 lbs. (DJI Phantom 3 Professiona l weighs 1280G or 2lbs 13oz)

・ The UAS will have a maximum operating speed of no more than 35mph.

・ Flights will be operated within line of sight of the Pilot in Command (PIC) and/or Visual Observer (VO). Maximum flight time for each operational flight will be 20 minut es. Flights will be terminated at 25% battery power reserve or 20 minutes of flight time whic hever occurs first.  Flights will be operated at an altitude of no more than 400 feet Above Ground Level (AGL) and not more than 200 feet above an elevated pl atform from which filming is planned.  Minimum crew for each operation will consist of the UAS Pilot, the Visu al Observer (VO) and may include but not limit ed to a Camera Operator.  The UAS pilot will be a designated Pilot in Command (PIC) and will take and pass all necessary certifications currently being approved by the FAA administration for commercial use.  A briefing will be performed regarding the planned UAS operations prior to each day’s flight consisting of all the days’ production activities.  All flights will occur under Visual Flight Rules Meteorological Conditions (VMC) only.  The flights will occur no closer than a 5 mile radius of the geographic center/Airport Reference Point (ARP) of a tower controlled or uncontrolled ai rport. The DJI Phantom 3 Professional has built in software for all FAA regulated ‘No Fly Zones’ and was uploaded by DJI (February 2015) for all DJI drones to download and prevent any possible flights occurring within no-fly zones. DJI Phantom 3 Professional has installed software (code) thatdenies flights within the FAA no-fly zones.  If operations will be within a 5 mile radius of the geographic center/A irport Reference Point (ARP) of a tower controlled or uncontrolled air port the respective airports will be contacted advising them of the estimated f light time, flight duration, elev ation of flight and other pertinent information.  The operator will file FAA Form 7711-1, or its equivalent, as modified in light of the requested exemption, with the appr opriate local Flight Standards District Office (FSDO) no more than 72 hours but no less than 48 hours from planned operation.  The operator will obtain verbal/written cons ent of all persons involved with the planned operation and ensure that only consenting persons wi ll be allowed within 10 0 feet of the flight operation, and the radius may be reduced to 30 feet based upon an equivalent level of safety determination, as required under the FOM. With the advanced permission of the FSDO, operations at closer range may be approved.  The PIC and VO will have been trained in operation of UAS and receive up-to-date information for the parti cular UAS to be operated.  The PIC and VO will be able to communicate byvoice, radio, and/or text at all times.  Written and/or verbal permission and permits will be obtained from territorial, state, county or city jurisdictions, including law enforcement, fire or other appropriate governmental agencies.
 If the UAS loses communications with the re mote controller or loses GPS signal, the UAS will have the capability to return to a pre- determined location within a designated location and land autonomously. The UAS will have the capability to abort a fli ght in case of unpredicted obstacles, weather, or emergencies. 14 C.F.R. Part 21, Subpart H: Airworthiness Certificat es 14 C.F.R. §91.203 (a) (1) Subpart H, entitled Airworthiness Certificates, es tablishes the procedural requirements for the issuance of airworthiness certificates as re quired by FAR §91.203 (a) (1). Given the size and limited operating area associated wi th the aircraft to be utilized by the Applicant, an exemption from Part 21 Subpart H meets th e requirements of an equivalent level of safety under Part 11 and Section 333 of the Reform Act. The Fede ral Aviation Act (49 U.S.C.§44701 (f)) and Section 333 of the Reform Act both authorize the FAA to exempt aircraft from the requirement for an airworthiness certificate, upon consider ation of the size, weight, speed, operational capability, and proximity to airports and populated areas of the parti cular UAS. In all cases, an analysis of these criteria dem onstrates that the UAS oper ated without an airworthiness certificate, in the restricted environment and under the conditions proposed will be at least as safe, or safer, than a conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate without the restrictions and conditions proposed. The UAS to be operated hereunder is less than 55 lbs. (3 lbs.) fully loaded, carries neither a pilot nor passenger, carries no explosive materi als or flammable liquid fuels, and operates exclusively within a secured and designated area. Unlike other civil airc raft, operations under this exemption will be tightly controlled and monitored by both the operator and under the requirements and in compliance with local publ ic safety requirements. The FAA will have advance notice of all operations. These sa fety enhancements provi de a greater degree of safety to the public and property owners than conventional operations conducted with airworthiness certificates iss ued under 14 C.F.R. Part 21, Subpart H. Lastly, application of these same criteria demonstrates that there is no credible threatto national security posed by the UAS, due to its size, speed of operation, loca tion of operation, lack of explosive materials or flammable liquid fuels, and inability to carry a substantial external load. 14 C.F.R. § 45.23 (b). Ma rking of the Aircraft The regulation requires: When marks include only the Roman capital letter "N" and the registration number is displayed on limited, restricted or light-sport category aircraft or experimental or provisionally certificated aircraft, the operator must also display on that ai rcraft near each entrance to the cabin, cockpit, or pilot station, in letters not less than 2 in ches nor more than 6 inches high, the words "limited," "restricted," "light -sport," "experimental," or "provisional," as applicable. Even though the UAS will have no airworthine ss certificate, an exemption will be needed as the UAS will have no entrance to the cabin, cockpit or pilot station on which the word “Experimental” can be placed. Given the size of the UAS, two-inch lettering wi ll be impossible. The word “Experimental” will be placed on the fuselage in compliance with §45.29 (f). The equivalent level of safety will be provided by having the UAS marked on its fuselage as required by §45.29 (f) where the pilot, observer and others working with the UAS will see the identification of the U AS as “Experimental.” 14 C.F.R. § 61.113 (a) and (b): Private Pilo t Privileges and Limi tations: Pilot in Command.Pursuant to 14 CFR 61.113 (a) & (b), no person who holds a private pilot certificate may act as a pilot in command of an aircraft that is carryi ng passengers or propertyfor compensation or hire. An equivalent level of safety can be achieved by current Regulations because the applicant’s UAS do not carry any pilots or pa ssengers nor property. The risks attendant to the operation of UAS is far less than the risk levels i nherent in the commercial activities outlined in 14 CFR 61. The operation and limitations set forth in the FOM will equate to the safe operation of the UAS. 14 C.F.R. §91.7(a): Civil Aircraft Airworthiness. The regulation requires that no person may operate a civil aircra ft unless it is in airworthy condition. As there will be no airworthiness ce rtificate issued for the aircraft, should this exemption be granted, no FAA regul atory standard will exist for determining airworthiness. Given the size of the aircraft for maintenance and use of safety check list s prior to each flight an equivalent level of safety will be provided. 14 C.F.R. § 91.9 (b) (2): Civil Aircra ft Flight Manual in the Aircraft. Section 91.9 (b) (2) provides: No person may operat e a U.S.-registered civil aircraft ... (2) For which an Airplane or Rotorcraft Flight Manual is not required by §21.5 of this chapter, unless there is available in the ai rcraft a current approved airplane or Rotorcraft Flight Manual, approved manual material, marki ngs, and placards, or any comb ination thereof. The UAS, given its size and configuration has no ability or place to carry such a flight manual on the aircraft, not only because there is no pilot on board, but because there is no room or capacity to carry such an item on the aircraft. The equiva lent level of safety will be maintained by keeping the flight manual at the ground control point where the pilot flying the UAS will have immediate access to it. 14 C.F.R. § 91.103: Preflight Action. This regulation requires each pilot in command to take certain actions before flight to insure the safety of flight. As FAA approved rotorcra ft flight manuals will not be provided for the aircraft an exemption will be needed. The PIC will take al l actions as stated in the manufacturer FOM in the pre-flight inspection section, including but not limited to reviewing weather, flight battery require ments, landing and takeoff distanc es and aircraft performance data before initiation of flight. 14 C.F.R. §91.109: Flight Instruction. Section 91.103 provides that no person may operate a civil aircraft (except a manned free balloon) that is being used for flight instruction unless that aircraft has fully functioning dual controls. UAS and remotely piloted aircraft, bytheir design do not have fully functional dual controls. Flight control is accomplished through the use of a control box that communicates with the aircraft via radio comm unications. The FAA has approved ex emptions for flight training without fully functional dual controls for a num ber of aircraft and for flight instruction in experimental aircraft. The equivalentlevel of safety provided by t he fact that neit her a pilot nor passengers will be carried in the aircraft and by the size and speed of the aircraft. 14 C.F.R. §91.119: Minimum Safe Altitudes.
Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 91.119 (d) allows helicopters to be operated at less than the minimums prescribed, provided the personoperating the helicopter complies with any route or altitudes prescribed for helicopters by the FAA. As this exemption is for a UAS that is a helicopter and the exemption reques ts authority to operate at al titudes up to 400 AGL, or not more than 200 above an elevated platform from which filming is planned, an exemption may be needed to allow such operations. As set forth herein, the UAS will never operate at higher than 400 AGL with the exception t hat in circumstances where the UAS is used to survey or photograph a structure whos e height exceeds 400 feet AGL, the UAS will not be operated more th an 200 feet above the highest point on the structure. It will however be operated in a rest ricted area with security perimeter, where buildings and people will not be exposed to oper ations without their pre-obtained consent. The equivalent level of safety will be achieved given the size, weight, speed of the UAS as well as the location where it is operated. No flightwill be taken without the permission of the property owner or local officials. Because of the advance notice to the property owner and participants in the filming activity, all affected individuals will be aware of the planned flight operations. Compared to flight operations with aircraft or rotorcraft weighting far more than the maximum 55lbs. proposed herein and the lack of flammable fuel, any risk asso ciated with these operations is far less than those presently presented with conventional ai rcraft operating at or below 500 AGL. In addition, the low-altitude operations of the U AS will ensure separation between these UAS operations and the operations of conventional aircraft that must comply with Section 91.119. 14 C.F.R. §91.121 Altimeter Settings. This regulation requires each person operating an aircraft to ma intain cruising altitude by reference to an altimeter that is set “...to the elevation of the departure airport or an appropriate altimeter setting available before departure.” As the UAS may not have a barometric altimeter, but instead a GPS altitude read out, an exempt ion may be needed. An equivalent level of safety will be achieved by the operator, pursuantto the safety check list and live flight data monitoring, confirming the altitude of the l aunch site shown on the GPS altitude indicator before flight. 14 C.F.R. § 91.151(a): Fuel Requirement s for Flight in VFR Conditions Section 91.151 (a) prohibits an individual from beginning “a flight in an airplane under VFR conditions unless (considering wind and forecast w eather conditions) there is enough fuel to fly to the first point of intended landing, and, assuming normal cruising speed – (1) During the day, to fly after that fo r at least 30 minutes; or (2) At night, to fly after t hat for at least 45 minutes.” The battery powering the UAS provides approxima tely 25 minutes of powered flight. To meet the 30 minute reserve requirement in 14 CF R §91.151, UAS flights would be limited to approximately 10 minutes in length. Given the limitations on the UAS’s proposed flight area and the location of its proposed operations within a predet ermined area, a longer time frame for flight in daylight or twilight VFR conditions is reasonable. Applicant believes that an exemption from 14 CFR §91.151(a) falls within the scope of prior exemptions.Operating the UAS, in a tight ly controlled area where on ly people and property owners or official representatives who have signed waivers w ill be allowed, with less than 30 minutes of reserve fuel, does not engender the type of risks that Section 91.151(a) was intended to alleviate given the size and speed of the small UAS. Additionally, limi ting UAS flights to 10 minutes would greatly reduce the utility for wh ich the exemption will be granted. Applicant believes that an equivalent level of safety can be achieved by limiting flights to 20 minutes or 25% of battery power— whichever happens first. This restriction would be more than adequate to return the UAS to its pl anned landing zone from anywhere in its limited operating area. 14 C.F.R. §91.203 (a) and (b): Carrying Civil Aircraft Certification and Registration The regulation provides in pertinent part: (a) Except as provided in § 91.715, no person may operate a civil aircraft unless it has within it the following: (1) An appropriate and current ai rworthiness certificate. . . . (b) No person may operate a civil aircraft unle ss the airworthiness certificate required by paragraph (a) of this section or a special flig ht authorization issued under §91.715 is displayed at the cabin or cockpit entrance so thatit is legible to passengers or crew. The UAS fully loaded weighs no more than 55 lb s. and is operated without an onboard pilot. As such, there is no ability or place to carry certif ication and registration doc uments or to display them on the UAS. An equivalent level of safety will be achi eved by keeping these documents at the ground control point where the pilot flying the UAS will have immediate access to them; to the extent they are applicable to the UAS. 14 C.F.R. §91.405 (a); 407 (a) (1); 409 (a) (2 ); 417(a) & (b): Mainte nance Inspections. These regulations require that an aircraft operat or or owner “shall have that aircraft inspected as prescribed in subpart E of this part and shall between required inspections, except as provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter...,” and others shall inspect or maintain the aircraft in compliance with Part 43. Given that these section and Part 43 apply only to aircraft with an airworthiness certificate, these sections will not apply to the applican t. Maintenance will be accomplished by the operator pursuant to the flightmanual and operating handbook. An equivalent level of safety will be achieved because the UAS is very limi ted in size and will carry a small payload and operate only in restricted areas for a limited period of time.
If mechanical issues arise the UAS can land i mmediately and will be operating from no higher than 400 feet AGL. The operator will ensur e that the UAS is in working order prior to initiating flight, perform required maintenance, and keep a log of any ma intenance performed. Moreover, the operator is the person most familiar with the aircraft and best suited to maintain the aircraft in an airworthy condition to provide the equivalent level of safety.An equivalent level of safety will be achi eved because maintenance and inspections will be performed in accordance with the UAS Manufactu rer's User Manual. As provided in the FOM, the operator will ensure t hat the UAS is in working order pr ior to initiating flight and perform required maintenance needed.

Sincerely yours,
Renato De Castro “Safety is my first priority”