February 19, 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. 45.23(b); 14 C.F.R. Part 21; 14 C.F.R. 61.113(a)&(b); 91.7(a); 91.9(b) (2); 91.103(b); 91.109; 119.121; 91.151(a); 91.203(a)&(b); 91.405(a); 91.407(a) (1); 91.409(a) (2); 91.417(a)&(b)
Dear Sir or Madam,
I, Patrick LaJeunesse, 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, Patrick LaJeunesse, an owner and operator of small unmanned aircraft, be exempted from the Federal Aviation Regulations (“FARs”) listed below so that I, Patrick LaJeunesse, may operate my small ultra light weight unmanned aircraft system (“UAS”) commercially in airspace regulated by the Federal Aviation Administration (“FAA”).
As described herein I, Patrick LaJeunesse, am a professional photographer and licensed Realtor within the State of North Carolina; professional aerial photographer using helicopters and experienced flying hobby quad-copter 1 for recreational purposes. I have added a 2 hobby grade quad-copter 1 UAS to my inventory equipped with a hiquality 4k camera with intent for aerial photography, videography/cinematography to enhance academic community awareness for those individuals and companies unfamiliar with the geographical layout of the Durham, Chapel Hill Raleigh area, and produce real estate listing photographs and videos; following exemption and approval by the FAA. Thereby enhancing their academic research experience for the Durham, Chapel Hill Raleigh area. I plan to add more quad-copters 1 to my inventory in the future with comparable safety capabilities as my business grows.
I have been taking aerials from helicopters for over 12 years. More recent I have flown small RC electric quad-copter for over four (4) years, logged more than two hundred (200) hours in flight time without any incident. Committed to safety with each flight. My, Patrick LaJeunesse's, exemption request would permit operation of light weight, unmanned (piloted by remote control) and comparatively inexpensive UAS(s) in tightly controlled and limited airspace 2 . Predetermined in areas away from general public, airports, heliports and vehicular traffic for community videos, and within property boundaries for individual homeowner real estate listing videos/photos. Currently, similar lightweight, remote controlled UAS's are legally operated by unmonitored amateur hobbyists with no safety plan or controls in place to prevent catastrophe. I, Patrick LaJeunesse, have personally instilled safety protocols and controls as review in detail later in this letter to avoid and prevent public hazard, as well as manned aircraft hazards/catastrophe.

______________________________________________________________________ 1 Appendix C - DJI Phantom 3 quad-copter operator manual 2 Appendix B - Durham, Raleigh, Chapel Hill no fly radius area, 5 mile airport radius maps

1 Section 333 Exemption PetitionThis will act to further safety protocols 3 exclusive to lightweight UAS's specific to real estate video and photography usage as I, Patrick LaJeunesse, record flight data and other information gained through permitted flight operations to share with the FAA through any required FAA reports to assist with future protocol and safety regulation.
Granting my, Patrick LaJeunesse’s, request comports with the Secretary of Transportation’s (FAA Administrator’s) responsibilities and authority 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 specific to the use of UAS's for real estate/Realtor purposes. Further I, Patrick LaJeunesse, will conduct my operations in compliance with the protocols described herein or as otherwise established by the FAA.
For the reasons stated below I, Patrick LaJeunesse, respectfully request the grant of an exemption allowing me to operate light weight, remote controlled UAS’s for academic community awareness to benefit/stimulate attraction to the the Durham, Chapel Hill Raleigh area and to enhance real estate listing photography and videos for homeowners who cannot afford expensive manned aircraft for the same purpose. Both of which will promote local economic growth through increased employment and increased tax base. Both with public safety in mind by keeping heavier manned aircraft containing combustible fuel that that poses potential public hazard.

I. Contact Information:

Patrick LaJeunesse Owner, Broker, Aerial & Real Estate Photographer, Webmaster East Bridge Realty 42 Arrowhead Loop Pittsboro, NC 27312 Office: (919) 200-5496 Email: PL@Eastbridgerealty.com
II. The Specific Sections of Title 14 of the Code of Federal Regulations From Which Patrick LaJeunesse Requests Exemption are:

14 CFR 21; 14 C.F.R. 45.23(b); 14 CFR 61.113 (a) & (b); 14 C.F.R. 91, et seq.; 14 CFR 407 (a) (1); 14 CFR 409 (a) (2); and,

_______________________________________ 3 Appendix A - Personal Protocols and Controls

2 Section 333 Exemption PetitionIII. The Extent of relief Patrick LaJeunesse seeks and the Reason He Seeks Such Relief:
I, Patrick LaJeunesse, submit this application in accordance with the Reform Act, 112 P.L.95 §§ 331-334, seeking relief from any currently applicable FARs operating to prevent me, Patrick LaJeunesse, contemplated commercial cinematic, academic and other flight operations within the national airspace system. The Reform Act in Section 332 provides for such integration of civil unmanned aircraft systems into our national airspace system as it is in the public’s interest to do so. My, Patrick LaJeunesse’s, light weight UAS meets the definition of “small unmanned aircraft” as defined in Section 331 and therefore the integration of my light weight UAS is expressly contemplated by the Reform Act. I would like to operate my light weight UAS prior to the time period by which the Reform Act requires the FAA to promulgate rules governing such craft. Thereby, providing direct experience and valuable information for formal regulation that can be administered uniformly to all real estate 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 reflect in favor of an exemption for me, Patrick LaJeunesse. My 2 UAS utilizes four (4) counter-rotating propellers for balance, control and stability. My UAS is equipped with GPS and auto return safety technology. Weighing less than five (5) pounds (far below the maximum 55 pound limit); including camera with gimbal.
I, Patrick LaJeunesse, considers safety as foremost with each flight. My small unmanned aircraft is designed to hover in place via GPS and operate in less than a 24 knot (15 mph) wind. For safety, stability and fear of financial loss I will not fly in winds exceeding 16 kph (10 mph). Built in safety systems include a GPS mode that allows my UAS to hover in place when radio controls are released. With three modes to choose from, I utilize the Smart Mode 4 for aerial videography/photography. This is the safest, most reliable and stable mode to prevent accident and hazard. When pilot communication is lost UAS is designed slowly return and land at the point of take off. I do 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 two (2) UAS are capable of vertical and horizontal operations, and are flown only within my line of sight of me, as the remote control pilot. Utilizing battery power rather than combustible fuels, flights generally last between ten (10) to fifteen (15) minutes, with an altitude under three hundred fifty (350) feet.

__________________________ 4 Smart Mode includes safe circle for operation, 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. See Appendix A /B- Operator Manual.

3 Section 333 Exemption PetitionI, Patrick LaJeunesse, utilize a fresh fully charged battery with each flight as a safety precaution; full flight time limit for each battery is twenty two (22) to twenty five (25) minutes as tested. I do not operate my UAS at or below manufacture recommend minimum charge levels for operation; 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 for sufficient safe level of operation. I do not believe in taking risk that may cause a crash, that could create hazard to the public/property/ manned aircraft, and have no desire to lose an investment. I have clocked over two hundred (200) hours of flights as a hobbyist in areas a for future commercial use to gain familiarization with the characteristics of this specific UAS's performance under different temperature and weather conditions to maintain adequate skills and response reflex time. All for the sake of safety.
I, Patrick LaJeunesse’s, am extremely cautious when operating of my UAS light weight 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. Patrick LaJeunesse’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 Patrick LaJeunesse’s Request Will Benefit the Public As A Whole:
Aerial videography for geographical awareness and for real estate marketing has been around for a long time through manned fixed wing aircraft and helicopters. For small budget real estate companies and average homeowners the expense of such aerial photography and videography is cost prohibitive. Only large companies and high endRealtors or luxury homeowners can afford to absorb such expense. Depriving nonluxury homeowners and lower budget Realtors from a valuable marketing tool. Manned aircraft pose a threat to the public through potential catastrophic crash that the the Durham, Chapel Hill Raleigh area community has experienced in the past with aircraft crashes within the city limits. Each resulting in destruction and road closings. Each with combustible fuel that exploded and burned on impact. Police and medical helicopters have made emergency hard landings within city limits. My, Patrick LaJeunesse's, UAS pose 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, Patrick LaJeunesse’s, exemption request furthers the public interest through academic/visual awareness of the geographical benefits in and around the metro the Durham, Chapel Hill Raleigh area. My 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

4 Section 333 Exemption Petitiondevastation 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 light weight UAS’s. Permitting me, Patrick LaJeunesse, to immediately fly within national air space furthers economic growth. Granting my exemption request substantially furthers the economic impact for the Durham, Chapel Hill, Raleigh community for companies looking to relocate or build in the Durham, Chapel Hill Raleigh 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 Patrick LaJeunesse’s Exemption Will Not Adversely Affect Safety Or How The Exemption Will Provide a Level of Safety At Least Equal To Existing Rule:
My, Patrick LaJeunesse’s, exemption will not adversely affect safety. Quite the contrary,for the reasons stated permitting me, Patrick LaJeunesse, to log more flight time in FAA controlled airspace, with communication with the FAA, will allow me to contribute to the innovation and implementation of new rules and regulations, as of yet undiscovered safety protocols for Realtors that can be embraced by the NAR 5 , and RRAR 6 for development in cooperation with the FAA. In addition I, Patrick LaJeunesse, submit the following representations of enhancements to current aerial videography and photography for real estate:

• My UAS weighs less than five (5) pounds complete with a small light weight high

quality 4k camera;

• I operate my UAS below 350 feet (under the 400 foot permissible ceiling set by the FAA Modernization and Reform Act of 2012); my UAS only operate for 10-15 minutes per flight;

• I land my UAS prior to manufacturer recommended minimum level of battery power

of 25 minutes;

• I pilot my UAS through remote control only by line of sight; My UAS has GPS a flight

safety feature whereby it hovers and then slowly lands if communication with the remote control pilot is lost;

• I actively analyze flight data and other sources of information 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;

__________________________ 5 National Association of Realtors, http://www.realtor.org/ 6 Raleigh Association of Realtors, https://www.rrar.com/

5 Section 333 Exemption Petition• I conduct extensive pre-flight inspections and protocol, during which safety carries primary importance;

• I always obtains all necessary permissions prior to operation; and, I have

procedures in place to abort flights in the event of safety breaches or potential danger.
My, Patrick LaJeunesse’s, safety protocols provide a level of safety equal to or exceeding existing rules. It is important to note that absent the integration of commercial UAS into our national airspace system, helicopters are the primary means of aerial video and photography for community awareness and real estate. 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 light weight UAS.

• First, the potential loss of life is diminished because UAS's carry no people on board

and I only operates 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 from 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 allowing 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:

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 procurement of necessary airworthiness certificates in relation to FAR § 91.203(a)(1). The size, weight and enclosed operational area of my, Patrick LaJeunesse’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 weight, size, speed,

6 Section 333 Exemption Petitionmaneuverability and proximity to areas such as airports and dense populations. My, Patrick LaJeunesse’s, current and projected UAS's meet or exceed each of the elements.
14 C.F.R. 91.7(a) prohibits the operation of an aircraft without an airworthiness certificate. As no such certificate will be applicable in the 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 passengers, and given the size of the UAS's, this Regulation is inapplicable. An equivalent level of safety will be achieved by maintaining a safety flight manual delineating areas of where safety can be defined.10 The FAA has previously issued exemptions to this regulation in Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 10700 and 32827.
14 C.F.R. § 91.121 regarding altimeter settings is inapplicable insofar as my UAS utilizes electronic global positioning systems with a barometric sensor. 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, Patrick LaJeunesse.
B. 14 C.F.R. § 45.23: Marking of The Aircraft.
Applicable Codes of Federal Regulation require aircraft to be marked according to certain specifications. My UAS are, by definition, unmanned. They therefore do not have a cabin, cockpit or pilot station on which to mark certain words or phrases. Further, two-inch lettering is difficult to place on such small aircraft with dimensions smaller that minimal lettering requirement. Regardless, I will mark its UASs in the largest possible with my Small UAS Certificate of Registration by placing the # “FA3M3RC347” on its fuselage of each UAS as required by 14 C.F.R. §45.29 (f) so that I the pilot, or anyone assisting me as a spotter with the UAV will see the markings. The FAA has previously issued exemptions to this regulation through Exemptions Nos. 8738, 10167, 10167A and 10700.
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 noncommercial operations. I, Patrick LaJeunesse, can achieve an equivalent level of safety as achieved by current Regulations because my UAS does not carry any pilots or passengers. Further, while helpful, a pilot license will not ensure remote control piloting skills. The risks attended to the operation of my UAS is far less than the risk levels inherent in the commercial activities outlined in 14 C.F.R. § 61, et seq. Thus, allowing me, Patrick LaJeunesse, to operate my UAS meet and exceed current safety levels in relation to 14 C.F.R. §61.113 (a) & (b).

7 Section 333 Exemption PetitionD. 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 not operate at an altitude greater than 350 AGL; safely below the standard of 400 AGL. I, Patrick LaJeunesse, 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.
The above-cited Regulations require, amongst other things, aircraft owners and operators to “have [the] aircraft inspected as prescribed in subpart E of this part and shall between required inspections, except as provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter. . . .”
These Regulations only apply to aircraft with an airworthiness certificate. They will not, therefore, apply to my, Patrick LaJeunesse'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 procurement of necessary airworthiness certificates in relation to FAR § 91.203(a)(1). The size, weight and enclosed operational area of my UAS permits exemption from Part 21 because my, Patrick LaJeunesse’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 from 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 operation 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 are no pilots or passengers, and given the size of the UAS's, this Regulation is inapplicable. An equivalent level of safety will be achieved by maintaining a manual. The FAA has previously issued exemptions to this regulation in Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167, maintenance program that involves regular software updates and curative measures for any damaged hardware. Therefore, an equivalent l evel of safety will be achieved.

8 Section 333 Exemption PetitionIn summary, Patrick LaJeunesse 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, Patrick LaJeunesse’s, small unmanned vehicle/lightweight unmanned aircraft vehicle in community awareness and real estate operations, and to develop economic platforms for real estate to enhance the experience of those seeking to relocate to the Raleigh area. Currently, area awareness and real estate aerial videography/photography relies primarily on the use of larger aircraft running on combustible fuel. Posing potential risk to the public. Granting my, Patrick LaJeunesse’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 real estate 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 air fields. I, Patrick LaJeunesse, have been informally analyzing flight information and will compile safety protocols and the implementation of a flight operations manual for real estate usage that exceeds currently accepted means and methods for safe flight. Formal collection of information shared with the FAA will enhance the FAA's internal efforts to establish protocols for complying with the FAA Modernization and Reform Act of 2012. There are no personnel on board my, Patrick LaJeunesse, UAS and therefore the likelihood of death or serious bodily injury is significantly diminished. My, Patrick LaJeunesse’s, operation of my UAS, weighing less than five (5) pounds and traveling at lower speeds within limited areas will provide an equivalent level of safety as that achieved under current FARs. Accordingly I, Patrick LaJeunesse, 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,

Patrick LaJeunesse East Bridge Realty 42 Arrowhead Loop 919.200.5496

9 Section 333 Exemption Petition

# Appendix A

Protocols and Controls for Aerial Real Estate Photography and Videos
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, my safety protocols and controls must be implemented through pre-flight preparation and during flight.
Pre-Flight 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

propulsion or unmanageable/uncontrolled flight.

• Check weather forecasts for wind advisory or other conditions that my impact flight.

• Consult five (5) mile radius map for airport vicinity.

• Contact respective airport to advise of estimated flight time, estimated flight duration,

• E stimated elevation of flight, and any other pertinent information.

• Inspect flight area for

• Vi cinity of public safety helipads/heliports

• V icinity of medical helipads/heliports

• V icinity of light poles

• V icinity or utility wires

• V icinity of trees

• F locks of birds that may cause interference and potential flight impact

• V icinity of any elevated obstructions that may pose potential flight hazard

• V icinity of roadways with moderate to heavy traffic that can be distracted

• P ublic gatherings that may attract viewers

• Optional point of control for best visual site of UAS while in flight
Takeoff and landing :

• I nspect area for best and safest point of takeoff and landing

• I f in a subdivision or area that is within 150 feet of a residential street, post warning

• S ign(s)/stand(s) "Attention Aerial Photography In Progress - Remain Back 150 Feet "

10 Section 333 Exemption PetitionFlight Protocol:

• Takeoff and land from same location.

• 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 pilot.

• Restrict flight to minimal elevation sufficient to acquire desired results.

• Remained prepared for emergency landing at all times.

• Pay attention to flight time.

• If possible set a timer as a safety alert.

• Land UAS and shut down propulsion immediately following landing Protocols and

Controls.

• Aerial Community and Real Estate Videos.
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 closet ground location in the event.

• manned aircraft is heard or seen in vicinity of flight.

• there is a public gathering within established safety boundary wanting to observe

flight.

• pilot is being distracted from focusing on flight and safety.

• sudden change in weather (wind bursts).

• sudden increase in vehicular traffic in vicinity of flight.

• birds enter into proximity of flight.

• any sudden unsafe event that can cause collision, distraction or interruption of

control

. Consult five (5) mile radius map for airport vicinity :

• Contact respective airport to advise of estimated flight time, estimated flight duration.

• E stimated elevation of flight, and any other pertinent information.

• Inspect flight area for vicinity of public safety helipads/heliports

.

• Vicinity of medical helipads/heliports.

• Vicinity of light poles.

• Vicinity or utility wires.

• Vicinity of trees.

• Flocks of birds that may cause interference and potential flight impact.

• Vicinity of any elevated obstructions that may pose potential flight hazard.

• Vicinity of roadways with moderate to heavy traffic that can be distracted.

• Public gatherings that may attract viewers.

• Optional point of control for best visual site of UAS while in flight

.

11 Section 333 Exemption Petition

# Appendix B

Restricted Flight Areas Raleigh,Durham, Chapel Hill

I, Patrick LaJeunesse’s, am extremely cautious when operating of my UAS light weight unmanned aircraft and will not “create a hazard to users of the national airspace system or the public.” 112 P.L. 95 § 333 (b). As shown in the illustration below, my business model is targeted for areas far away from the 5 mile restricted Airport in our area. Keeping both myself and the pilots safe. 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.

12 Section 333 Exemption Petition

# Appendix C

DJI Phantom 3 Operating Manual

13 Section 333 Exemption Petition