January 25 th , 2016 Eric West CEO Mr. James Williams Hawaii’s Best Real Estate DBA Maui Drone Photograph y Manager, Flight Standards Service 172 Holomakani Place Kula HI 96790 Unmanned Aircraft Sy stems Integration Office ( 808) 298

- 2030 Federal Aviation Administration HawaiisBest1@gmail.com 800 Independence Avenue, SW

www. mauiphotographydrone.com Washington, DC 20591 U.S. Department of Transportation, Docket Operation West Building Ground Floor, Room w12

- 140 1200 New Jersey

Avenue, SE Washington, DC 20590 Re: Request for exemption from multiple regulatory provisions to allow the use of small unmanned aerial s ys tems on land co ntrolled b y clients of Hawaii’s Best Real Estate DBA Maui Drone Photograph y referred to as (HBR Dba MDP) to assist in the safe still and video photograph y of land, and improved assets.
Dear Mr. Williams: Hawaii’s Best Real Estate DBA Maui Drone Photography ( HBR Dba MDP ) requests an exemption from several provisions of Titl e 14 of the Code of Federal Regulations (C.F.R.) to permit the use of small unmanned aerial sy stems (sUAS) to assist in the

– aerial photograph y for our clients. Accordingl y, the grant of an exemption is consistent with Congress’ intent, reflected in Sectio n 333 of the FAA Modernization and Reform Act of 2012 (Modernization Act), 1 that safe s ys tems be permitted in the national airspace prior to the issuance of final regulations governing general use of these s ys tems. 2 A summary of this request suitable for p ublication in the Federal Register is provided as Appendix A. Appendix B provides the manufacturers information regarding the design, aircraft performance, and fail

- safe features. We have provided manufacturer information related to operating limitations, normal and emergency procedures, and maintenance and inspection procedures. As we add aircraft designs, we will update this appendix appropriately. Appendix C provides the Drone Fleet & Aerospace Management Operations Manual for flights covered under thi s Exemption Request.

1 P.L. 112

- 95, 126 Stat 11, February 14, 2012.

2 Section 333(b) (2) specifically contemplates that the FAA may issue a certificate of waiver upon a finding that a type of UAS, as a result of its size, weight, speed, operational capacity, proximity to airports and populated areas, and operations within visual line of sight do not create a h azard to users of the NAS or the public or pose a threat to national security.**Background Information**

HBR Dba MPD is in the busin ess of aerial photograph y for our clients. HBR DBA MPD Clients look to us for Safe Operations of sUAS. We have developed specific HBR DBA MPD Safe UAV Operational Procedures. Increasingl y, we have clients looking to operate sUAS for aerial video and phot ograph y. **Aerial Photography Operations**  : Residential Real Estate Commercial Buildings Water Sports (surfing, paddling) Weddings / Engagements As part of this HBR DBA MPD is requesting FAA Exemption for sUAS operations for photograph y and video capture usage. **Regulatory Basis for Exemption Request** In addition to the waiver authority provided in §333 of the Modernization Act, the FAA may grant an exemption under 49 U.S.C. §44701(f) if it has determined that such an exemption is in the pub lic interest. The FAA has imposed a separate requirement in its procedural regulations, providing that the petitioner shall explain why granting the exemption would not adversel y affect safety or how the exemption would provide at least an equivalent level of safety as compliance with the underl yi ng regulation. In this case, approval of this exemption would advance the public interest by significantly

enhancing the safety of aerial photography since UAS are utilized under tightly controlled conditions, thus ensuring that operations will not have an adverse impact on safety. We anticipate that use of sUAS will enhance safety i n aerial photograph y operations. Granting an Exemption is in the Public Interest. The safety and efficiency of conventional aerial photograph y (helicopter and fixed wing aircraft) pose significantly more risk than unmanned aircraft.**Granting an Exemption will not Adversely Affect Safety**

HBR DBA MPD notes that there is no applicable standard for an equivalency determination. Some have argued that the appropriate standard is that for model aircraft, noting that their operations, if conducted for recreational purposes, would fall completely within the allowable operations for model aircraft. We bel ieve it is difficult to argue that there is sufficient correlation between model operations controlled by the Academ y of Model Aeronautics and the ones contemplated b y HBR DBA MPD . At the same time, it is clear that equivalency

cannot be established for traditional, manned civil aircraft because the design and use profiles between traditional aircraft and sUAS are simply too different. As such, we believe it makes more sense to focus on why the contemplated operations would not adversel y affect safety, wh ich is all that §11.81(e) requires. Granting an exemption will not adversely affect safety

. HBR DBA MPD contemplates conducting sUAS operations over client owned or controlled land, solel y during daylight hours, at altitudes well below that which would pose a risk to other aircraft. In general, sUAS operations are intended to be conducted in areas distant from both congested areas and airports. The nature of operations anticipated by HBR DBA MPD requires that the sUAS be flown at relativel y low altitud es and relativel y low speeds. HBR DBA MPD expects that in most instances, the sUAS will be flown less than 75 feet from the highest structure along the path of the sUAS. Accordingl y, the risk of interference with another aircraft is minimal. HBR DBA MPD also plans to conduc t sUAS operations at least five miles from any public airports (including heliports). In the event an operation needs to be conducted closer to an airport, HBR DBA MPD will inform the airport operator and airport air traffic control tower of the contemplated operation and will comply with any directions issued by

air traffic control at that airport. Approval of exemptions allowing commercial operations of sUASs in the aerial photograph y industry

will enhance safety b y reducing risk. Conventional operations, using helicopter and fixed wing aircraft operate at extremely low altitudes just feet from the subject being inspected and in extreme proximity to people and structures

. Such aircraft must fly

to and from the inspection site. In c ontrast, a sUAS weighing fewer than 55 lbs. and powered by batteries eliminates virtually all of that risk given the reduced mass and lack of combustible fuel carried on board. The sUAS is carried to the inspection site. The sUAS will carry no passengers o r crew and, therefore, will not expose them to the risks associated with manned aircraft flights. The operation of small UASs, weighing less than 55 lbs., conducted in the strict conditions outlined above, will provide an equivalent level of safety supporting the grant of the exemptions requested herein, including 333 Aircraft Exemption Status exempting the applicant from conventional aircraft requirements and allowing commercialoperations. These lightweight aircraft operate at slow speeds, close to the ground, and in a

controlled environment and, as a result, are far safer than conventional operations conducted with turbine helicopters operating in close proximity to the ground and people.

HBR DBA MPD initially intends to use a d edicated staff for sUAS operations. All operations will be within visual line

- of

- sight (i.e., no more than approximately 0. 2 5 miles from the manipulator of the controls, or pilot in command (PI C)). Each PI C will conduct at least three take

- offs and landing s with the sUAS on which he or she is trained every 90 day s. PIC’s will establish their qualifications thru a combination	of	aeronautical knowledge, UAS	airmanship	skills,	and	verification	through	testing	of	flight	ability	before infrastructures	operations have	commenced. Depending on the type of operation, additional ground

- based visual observers may be employed as well. These observers will be within constant visual line of sight and in constant contact with the PIC. The visual observers will assist the P IC in avoiding objects near the sUAS. There are no standards for either Private or Commercial sUAS pilot certificates. The safe operation and control of the UAS as described in this application does not depend on the ty pe of FAA license held by the PIC. G iven the restricted and controlled airspace within which operations will take place, the key factors needed b y the PIC are knowledge of the airspace within which the operation will take place and how that airspace fits into the National Airspace Sy stem (NA S). That knowledge can be and is gained primarily through ground school and not through flight training in fixed wing or rotor aircraft, nor is it dependent on the acquisition of a commercial or private pilot’s certificate. Those certificates demonstrate k nowledge of the factors and skills needed for the safe operation of those ty

pes of aircraft (fixed wing or rotorcraft). It cannot be assumed that a commercial pilot, approved to operate a helicopter or fixed wing aircraft, has the skill or ability to safel y operate a small unmanned aerial vehicle, operating at 400 AGL or lower, within strictly

controlled pre

- approved airspace. Besides knowledge of airspace regulations, dexterity

in the control and operation of the sUAS acquired from actual operation of the aircraft is the most important factor in establishing an equivalent level of safety.
If the PI C has acquired the necessary knowledge of airspace requirements, the relevant issues are (1) where the aircraft will be flown, (2) the size of the aircraft relative to what is being used today

to accomplish the same mission, and (3) what precautions will be taken to ensure the safety of those in the area of operation Should there be a mishap, the sUAS being flown pose significantly less of a threat than the helic opters and fixed wing aircraft now being employed because they are a fraction of the size, carry

no flammable fuel, do not carry crew or passengers, and pose an infinitesimal risk to others. This is in stark contrast to conventional aircraft that are flown to the site, carry

explosive fuel, carry

passengers and crew, and operate in a much larger
area. From a practical standpoint, there are relatively few licensed full

- scale aircraft pilots who are also qualified to fl y the type of sUAS that are utilized fo r infrastructure image

-capture operations. There are even fewer commercial pilots that can fly these sUAS

– to the point that to do both is considered rare. Assuming that it is unlikely for a company to find a pilot that has both qualifications, that compa ny would either have to source a qualified sUAS pilot to train and obtain a commercial certificate, or find a commercial certificated pilot who would be willing to learn to fly a sUAS to the competency level required for professional use. Minimum requirem ents for the PI C include: 1) A minimum of 200 flight cycles and 25 hours of total time as a sUAS rotorcraft pilot and at least 10 hours logged as a sUAS pilot with a similar sUAS ty pe (single blade or multirotor); 2) A minimum of 5 hours as sUAS pilot with the make and model of sUAS to be utilized for operations under the exemption and 3 take offs and landings in the preceding 90 day s; 3) Have undergone a qualification process as specified in the Flight Operations & Procedures Manual consisting of a knowledge & skill test of the aircraft to be used. Another consideration supporting the certificate requirement is that pilots holding a

HBR DBA MPD intends to use commerciall y available sUAS Components for sUAS. These sUAS s ys tems will be tested for quality & safe ty in our test facility before being deplo yed to the field. The sUAS is less than 55 lbs. fully loaded, and carries neither a pilot nor passenger

. We have a routine maintenance schedule to verify that the sUAS will remain in safe and operational condition. Please see **Appendix B** , for Specific Types of sUAS. Notes Regarding: 14 C.F.R. Part 21, Subpart H In	accordance	with	the	statutory	criteria	provided	in	Section	333	of	PL	112

- 95	in reference	to	49	USC	44704,	and	in	consideration	of	the	size,	weight,	speed,	and limited	operating	area	associated	with	the	aircraft	and	its	operation,	we	request	that this	aircraft	exemption	meets	the	conditions	of	Section	333.	Therefore,	if	granted Section	333	relief	of	14	CFR	part	21,	and	any	associated	noise	certification	and testing requirements	of	part	36,	is	not	necessary.Notes Regarding: 14 C.F.R. § 45.23 (b). Marking of the Aircraft

Given the size of the sUAV, two

- inch lettering will be impossible. UA	will	be	identified by	serial	number,	registered	in accordance	with	14	CFR	part	47,	and	have	identification	(N

Number)	markings	in	accordance	with	14	CFR	part	45,	Subpart	C.	Markings	will	be	as	large as	practicable.

Notes Regarding: 14 CFR § 91.7(a) Civil Aircraft Airworthiness HBR DBA MPD ’s request is based on the fact that no airworthiness certificate will be issued for the UAS. HBR DBA MPD ’s UAS will not require an airworthiness certificate in accordance with 14 CFR part 21, Subpart H. Based on the fact that an airworthiness certificate will not be issued, exemption from § 91.7(a) is not necessary

. Notes Regarding: 14 CFR § 91.9(b)(2) Civil aircraft flight manual, marking & placard Certifications required, the original intent of these regulations was to display an aircraft’s airworthiness, certific ation, and registration documents so they would be easily

available to inspectors and passengers. Based on the FAA Memorandum subject “Interpretation regarding whether certain required documents may be kept at an unmanned aircraft’s control station,” dated August 8, 2014, the requested relief from 14 CFR §§ 91.9(b)(2) and 91.203(a) and (b) is not necessary

. Notes Regarding: §91.109 Flight instruction; Simulated instrument & certain flight tests Small UASs, by

their 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 communications. Aircraft being considered for use by HBR DBA MPD allow the UAS Instructor to place the aircraft into ‘loiter’ mode (f ixed altitude stationary hold). In the event of the student losing control, the UAS Instructor can quickly and via alternate equipment (equipment not in the hands of the student) place the aircraft into a mode that then allows the instructor to bring the a ircraft back into control and back to the pre

- determined and/or safe landing location. HBR DBA MPD does not describe training scenarios in which a dual set of controls would be utilized or required, i.e. dual flight instruction, provided by a flight ins tructor or other company- designated individual, that would require that individual to have full y functioning dual controls. Rather, HBR DBA MPD evaluates the qualification of its PI Cs based on their experience with the UAS to be operated and verifies through testing, in lieu of formalized training. As such, HBR DBA MPD does not seek relief from 14 CFR § 91.109.**HBR DBA MPD Safety Operations & Procedures Overview:** 

Technology Considerations: Best

- in

- class, tried and proven technologies that are in advanced iterations. Software from highly

- reputable industry partners will include features

- 1. Auto descent (landing) if communication signal were to be severed. If the sUAS loses communications, the sUAS will have capability t o return to a pre
- determined location within the Security Perimeter and land. 2. Auto descent (landing) if battery were to drop lower than nominal level. 3. Flights will be terminated at 25% battery power reserve. 4. Li ve video for oper ator gives real

- time positioning feedback. In other words, we
can monitor the scene from the vehicle's perspective for collision avoidance, and to maintain spatial orientation. 5. The sUAS will have the capability to abort a flight in case of unpredicted obst acles or emergencies. 6. On

- Screen

- Display (OSD) contains operating information to ascertain vehicle health at all times: speed, altitude, number of GPS satellites (when available), heading and voltage. 7. GPS lock supplies for return

- to

- home (RTH). Should Command and Control (C2) link failures occur (highly improbable), vehicle returns automatically to the point of launch. 8. Altitude information will be provided to the sUAS pilot via a digitally encoded telemetric data feed, which downlinks from the aircraft to a ground

- based on

- screen display . This altitude information will be generated by equipment installed on board the aircraft, using GPS triangulation, or digitally encoded barometric altimeter, or radio altimeter, or any combination thereof. Prior to each f light, a zero altitude initiation point will be established and confirmed for accuracy by the pilot. Mechanical/Physical: 1. We will fly line

- of

- sight (LOS) only . The vehicle will alway s remain in direct LOS to the pilot, thus eliminating the concern of signal severance (flying behind objects/walls). 2. The sUAS will weigh less than 55 lbs and travel at less than 50 knots. 3. Batteries should far exceed the capacity required for actual flight time. 4. Flights will be operated at an altitude of no more than 400 feet AGL. 5. Fireproof bags for storage and charging of high capacity Lipo batteries on

- site. 6. UA operated under this exemption will be marked in accordance with 14 CFR	part	45	or	as	otherwise	authorized	by	the	FAA.
Personnel: 1. Spotters ensure safe operation and act as a redundant set of eyes for operators (pilot, gimbal op, director) 2. Radio spectrum analysis for interference on the frequencies utilized for vehicle control/communication. 3. A briefing will be conducted in regard to the planned sUAS operations prior to each day’s activities. It will be mandatory that all personnel who will be performing duties within the boundaries of the safety perimeter be present for this briefing. 4. The operator will obtain the consent of all persons involved in the sUAS operation sand ensure that only consenting persons will be allowed within 100 feet of the flight operations. 5. Observer and pilot will at all times be able to communicate by voice. 6. Written and/or oral permission from the relevant property holders will be obtained. 7. Pilot and observer will have been trained in operation of UAS generally and received up

- to

- date information on the particular UAS to be operated. Operations: 1. The unmanned aircraft (UA) must weigh less than 55 pounds (25 Kg), including energy

source(s) and equipment. Operations authorized by this petition of exemption are limited to the following aircraft described in Appendix B. Proposed operations of any other aircraft will require a new petition or a petition amendment to this request

. 2. The UA may

not be flown at a ground speed exceeding 50 knots.

3. Flights must be operated at an altitude of no more than 400 feet above ground level (AGL), as indicated b y the procedures specified in the operator’s manual. All altitudes reported to ATC mu st be in feet AGL.
4. The UA must be operated within visual line of sight (VLOS) of the PIC at all times. This requires the PIC to be able to use human vision unaided by an y device other than corrective lenses, as specified on the PIC’s FAA

- issued medical certificate.

5. All operations must utilize a visual observer (VO). The VO may be used to satisfy the VLOS requirement as long as the PI C alway s maintains VLOS capability . The VO and PIC must be able to communicate verbally at all times.
6. The operator’s manu al included as Appendix C and this petition of exemption must be maintained and made available to the Administrator upon request. If a discrepancy

exists between the conditions and limitations in this exemption and the procedures outlined in the operator’s manual, the conditions and limitations herein take precedence and must be followed. Otherwise, the operator must follow the procedures as outlined in its operator’s manual. The operator may

update or revise its operator’s manual. It is the operator’s
res ponsibility

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. If the operator determines that any up date or revision would affect the basis for which the FAA grants this petition for exemption, then the operator must petition for amendment to their exemption. The FAA’s UAS Integration Office (AFS

- 80) may be contacted if questions arise regarding updates or revisions to the operator’s manual. 7. Prior to each flight the PI C must inspect the UAS to ensure it is in a conditionfor safe flight. If the inspection reveals a condition that affects the safe operation of the UAS, the aircraft is p rohibited from operating until the necessary maintenance has been performed and the UAS is found to be in a condition for safe flight. The Ground Control Station, if utilized, must be included in the preflight inspection. All maintenance and alterations mu st be properl y documented in the aircraft records.
8. Any UAS that has undergone maintenance or alterations that affect the UAS operation or flight characteristics, e.g. replacement of a flight critical component, must undergo a functional test flight in acc ordance with the operator’s manual. The PI C who conducts the functional test flight must make an entry in the UAS aircraft records of the flight. The requirements and procedures for a functional test flight and aircraft record entry must be added to the op erator’s manual.
9. The operator must follow the manufacturer’s UAS aircraft/component, maintenance, overhaul, replacement, inspection, and life limit requirements. When unavailable, aircraft maintenance/component/overhaul, replacement, and inspection/maintenance requirements must be established and identified in the operator’s manual. At a minimum, requirements for the following must be included in the operator’s manual:
a. Actuators / Servos; b. Transmission (single rotor);
c. Powerplant (motors); d. Propellers;
e. Electronic speed controller; f. Batteries; g. Mechanical dy

namic components (single rotor); h. Remote command and control; i. Ground control station (if used); and j. Any other components as determined by the operator;
10. The Pilot In Command (PI C) must possess at least a legal State drivers license.
11. Prior to operations conducted for the purpose of infrastructure inspections, the PI C must have accumulated and logged, in a manner consistent with 14 CFR § 61.51(b), a minimum of 200 flight cycles and 25 hours of total time as a UAS rotorcraft pilot and at least 10 hours logged as a UAS pilot with a similar UAS ty pe (single blade or multirotor). Prior documented flight experience that was obtained in compliance with applicable regulations may satisfy this requirement. Training, proficiency , and experience

- building flights can also be conducted under this petition of exemption to accomplish the required flight cycles and flight time. During training, proficiency , and experience

- b uilding flights, all persons not essential for flight operations are considered nonparticipants, and the PIC mustoperate the UA with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119.
12. Prior to operations conduct ed for the purpose of infrastructure inspection, the PI C must have accumulated and logged, in a manner consistent with 14 CFR § 61.51(b), a minimum of five hours as UAS pilot operating the make and model of UAS to be utilized for operations under the exemp tion and three take

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

building, and take

- off and landing currency flights can be conducted under this petition of exemption to accomplish the required flight time and 90 day currency

. During training, proficiency , experience

- building, and take

- off and landing currency flights all persons not essential for flight operations are considered nonparticipants, and the PI C must operate the UA with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119.

13. Prior to any

flight operations authorized by this petition of exemption, the PIC and VO must have successfully completed a qualification process, as outlined in the operator’s manual. As this is a requirement stip ulated by the operator, the test must be developed and implemented by a qualified person designated at the sole discretion of the operator. A record of completion of this qualification process must be documented and made available to the Administrator upon request.
14. Prior to operations conducted for the purpose of infrastructure inspection, a flight demonstration, administered by an operator

- approved and

- qualified pilot must be successfully completed and documented. This documentation must be available for review upon request by the Administrator. Because the knowledge and airmanship test qualifications have been developed by the operator, and there are no established practical test standards that support a jurisdictional FAA FSDO evaluation and approval of company

designated examiners, the petitioner will conduct these tests in accordance with the operator’s manual.

15. The UA may not be operated directly over any person, except authorized and consenting personnel, below an altitude that is hazardous to person s or property on the surface in the event of a UAS failure or emergency.
16. Regarding the distance from participating persons, the operator’s manual has safety mitigations for authorized and consenting personnel. At all times, those persons must be essential to the operations.

17. Regarding distance from nonparticipating persons, the operator must ensure that no persons are allowed within 500 feet of the area except those consenting to be involved and necessary for the infrastructure inspection operations. This provision may be reduced to no less than 200 feet if it would not adversely affect safety and the Administrator has approved it. For example, an equivalent level of safety may be determined by

an aviation safety

inspector’s evaluation of the infrastructure inspection area to note terrain features, obstructions, buildings, safety barriers, etc. Such barriers may protect nonparticipating persons (observers, the public, news media, etc.) from debris in the event of an accident.18. If the UAS lo ses communications or loses its GPS signal, the UA must return to a pre
- determined location within the security perimeter and land or be recovered in accordance with the operator’s manual.
19. The UAS must abort the flight in the event of unpredicted obstacle s or emergencies in accordance with the operator’s manual.
20. Each UAS operation must be completed with 25% battery power remaining.

21. The operator must obtain an Air Traffic Organization (ATO) issued Certificate of Waiver or Authorization (COA) prior to cond ucting any operations under this petition of exemption. This COA will also require the operator to request a Notice to Airman (NOTAM) not more than 72 hours in advance, but not less than 48 hours prior to the operation.

22. All aircraft operated in accordance with this exemption must be identified by serial number, registered in accordance with 14 CFR part 47, and have identification (N

-Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must be as large as practicable.
23. The operator must d evelop procedures to document and maintain a record of the UAS maintenance, preventative maintenance, alterations, status of replacement/overhaul component parts, and the total time in service of the UAS. These procedures must be added to the operator’s ma nual.

24. Each UAS operated under this exemption must comply with all manufacturer Safety Bulletins.
25. The operator must develop UAS technician qualification criteria. These criteria must be added to the operator’s manual.
26. The preflight inspection section in the operator’s manual must be amended to include the following requirement: The preflight inspection must account for all discrepancies, i.e. inoperable components, items, or equipment, not covered in the relevant preflight inspection sections of the operator’s manual.

27. Before conducting operations, the radio frequency spectrum used for operation and control of the UA must comply with the Federal Communications Commission (FCC) or other appropriate government oversight agency requirements.
28. At least three days before scheduled aerial photography , the operator of the UAS affected by this exemption must submit a written Plan of Activities to the local FSDO with jurisdiction over the area of proposed infrastructure inspection. The 3

- day notification may

be waiv ed with the concurrence of the FSDO. The plan of activities must include at least the following:

a. Dates and times for all flights; b. Name and phone number of the operator for the UAS infrastructureinspection operations conducted under this petition of exemption;
c. Name and phone number of the person responsible for the on

- scene operation of the UAS; d. Make, model, and serial or N

- number of UAS to be used;
e. Name and certificate number of UAS PICs involved in the infrastructure inspection event; f. A statement that the operator has obtained permission from property owners and/or local officials to conduct the infrastructure inspection event; the list of those who gave permission must be made available to the inspector upon request; g. Signature of exemption

- holder or representative; and h. A description of the flight activity, including maps or diagrams of any area, city , town, county , and/or state over which infrastructure inspection will be conducted and the altitudes essential to accomplish the operation.

29. The documents required under 14 CFR §§ 91.9 and 91.203 must be available to the PIC at the Ground Control Station of the UAS any time the aircraft is operating. These documents must be made available to the Adm inistrator or any law enforcement official upon request.
30. The UA must remain clear and yield the right of way to all other manned operations and activities at all times (including, but not limited to, ultralight vehicles, parachute activities, parasailing activities, hang gliders, etc.).
31. UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All operations must be conducted under visual meteorological conditions (VMC). Flights under special visual flight rules (SVFR) are not authoriz ed.
32. The UAS may

not be operated by

the PIC from any

moving device or vehicle.

33. 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.
34. The UA may not operate in Class B, C, or D airspace without written approval from the FAA. The UA may not operate within 5 nautical miles of the geographic center of a non

- towered airport as denoted on a current FAA

- published aeronautical chart unless a letter of agr eement 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.
35. 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 (AFS

- 80) within 24 hours. Accidents must be reported to the National Transportation Safety Board (NTSB) per instructions contained on the NTSB Web site: www.ntsb.gov. Further flight operations may not be conducted until the incident, accident, or transgression is reviewed by

AFS

- 80 and authorization to re sume operations is provided.**Support for Petition for Exemption**

In accordance with the procedural requirements of 14 C.F.R. §11.81, HBR DBA MPD provides the following information:
**Contact Information:** Eric West CEO Hawaii’s Best Real Estate DBA Maui Drone Photograph y 172 Holomakani Place Kula HI 96790 (808) 298

- 2030 HawaiisBest1@gmail.com www.mauiphotographydrone.com **Regulatory Provisions from which HBR DBA MPD**  **seeks an Exemption** HBR DBA MPD believes it may need an exemption from the following provisions to conduct the contemplated operations. In some instances, relief is needed because relief from another provision renders compliance with the regulation at hand infeasible. 333 Aircraft Exemption Status 14 C.F.R. §61.113(a) and (b) 14 C.F.R. §91.119(c) 14 C.F.R. §91.121 14 C.F.R. §91.151 14 C.F.R. §91.405(a) 14 C.F.R. §91.407(a) 14 C.F.R. §91.409(a)(1)&(2) 14 C.F.R. §91.417(a)&(b) HBR DBA MPD believes an exemption is only needed from the above

- liste d regulatory

provisions. To the extent that the FAA believes that additional relief is required for HBR DBA MPD to conduct the operations described here, we request an exemption from any

such regulatory

provisions as well. 3

3 Fo r example, 14 C.F .R. §91. 417(a) imposes certain maintenance record keeping requirements “as applicable”. Since none of the underlying requirements (e.g., inspection intervals) can be met and will require an exemption, HBR DBA MPD believes a separate exemption should not be requi red for §91.417(a).**The Extent of Requested Relief and the Reasons Relief is Needed**

**Section 333 Aircraft Exemption Status:** Section 333 of the Modernization Act authorizes the FAA to exempt aircraft from the requirement for an airworthiness certificate based on a consideration of the size, weight, speed, operational capability of the particular UAS, as well as its proximity to airports and populated areas. An analysis of these criteria demonstrates that the sUAS operated without an airworthiness certificate in the areas and under the conditions contemplated by HBR DBA MPD will be at least as safe, or safer, than a conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate without the conditions proposed in this request.
The UAS is less than 55 lbs. fully loaded, carries neither a pilot nor passenger, and operates exclusively within a secured area. Unlike other civil aircraft, operations under this exemption will be tightly controlled and monitored by the operator and observer. Operations will be conducted in compliance with the FAA and with local public safety requirements to provide security f

or the area of operation as is now done with conventional equipment, infrastructure, bridge and out building evaluation. These safety enhancements provide an expanded degree of safety to the inspectors over conventional operations. Lastly, application of these same criteria demonstrates that there is no credible threat to national security posed by the sUAS, due to its size, speed of operation, location of operation, lack of explosive materials and inability to carry a substantial external load.
Given the size and limited operating area associated with the aircraft to be utilized by the Applicant, this meets the requirements of an equivalent level of safety under Part 11 and Section 333 of the Reform Act. The Federal Aviation Act (49 U.S.C.§44701 (f)) and S ection 333 of the Reform Act both authorize the FAA to exempt aircraft from the requirement for an airworthiness certificate, upon consideration of the size, weight, speed, operational capability, and proximity to airports and populated areas of the partic ular sUAS. In all cases, an anal ys is of these criteria demonstrates that the UAS operated 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.14 C.F.R. §61.113(a) and (b) **§61.113 Private pilot privileges and limitations: Pilot in command.** (a) Except as provided in paragraphs (b) through (h) of this section, no person who holds a private pilot certificate may act as pilot in command of an aircraft that is carrying passengers or property f or compensation or hire; nor may that person, for compensation or hire, act a s pilot in command of an aircraft. (b) A private pilot may , for compensation or hire, act as pilot in command of an aircraft in connection with any business or employ

ment if: (1) The flight is only

incidental to that business or employ ment; and (2) The aircraft does not carry passengers or property

for compensation or hire.
***** HBR DBA MPD anticipates initially using a cadre of specially trained staff to conduct the sUAS operations. While these individuals will not hold commercial pilot licenses. Th e sUAS will not carry property for compensation or hire since they will be used solely

to take aerial photos and video. However, the risk associated with the contemplated operations is less than the risk posed by a traditional aircraft. The sUAS will fly at altitudes well below the permissible limits for other civil aircraft, eliminating the risk to other aircraft, and within a geographical envelope under the sole control of HBR DBA MPD clients. Accordingl y, the risk would be limited to HBR DBA MPD per sonnel, who will be appropriatel y outfitted in safety gear, and HBR DBA MPD client’s property on the ground. Requiring a commercial pilot certificate would provide no appreciable safety benefit and would needlessly impose additional cost on HBR DBA MPD . Because the contemplated operations would not comply with §61.113(b)(1) and none of the other exceptions to paragraph (a) apply , relief is needed from both paragraphs (a) and (b).14 C.F.R. 91.119(c) **§91.119 Minimum safe altitudes: Gen eral.**  Except when necessary

for takeoff or landing, no person may operate an aircraft below the following altitudes:
*** (c) Over other than congested areas. An altitude of 500 feet above the surface, except over open water or sparsel y populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure. ***** HBR DBA MPD submits that the only relief it requires from §91.119 is from the minimum altitudes listed in paragraph (c). Relief is required from paragraph (c) for fixed wing operations because asset evaluation conducted at 500 feet or higher is insufficiently

distinct to be meaningful. Since operations at this altitude also pose a heightened risk of collision with another aircraft, safety can only be assured through the grant of an exemption. The anticipated rotorcraft operations should be adequately addressed b y paragraph (d) (1). Additionally, relief should not be needed from paragraph (a) because an emergency landing of the aircraft due to a power failure will not create an undue hazard to persons or property on the surface. As noted in the explanation of why an exemption wi ll not adversel y affect safety. As such, the risk of injury is minimal. HBR DBA MPD does contemplate conducting o perations over congested areas, so relief is requested from paragraph (b).
14 C.F.R. 91.121 **14 C.F.R. §91.121 Altimeter Settings** This regulation requires each person operating an aircraft to maintain 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 sUAS may

not have a barometric altimeter, but instead a GPS altitude read out, an exemption may

be needed. An equivalent level o f safety will be achieved b y the operator, pursuant to the Manual and Safety Check list, confirming the altitude of the launch site shown on the GPS altitude indicator before flight. Altitude information will be provided to the sUAS pilot via a digitally encoded telemetric data feed, which downlinks from the aircraft to a ground

- based on

- screen display. This altitude information will be generated by equipment installed on board the aircraft, using GPS triangulation, or digitally encoded barometric altimeter, or radio altimeter, or any combination thereof. Prior to each flight, a zero altitude initiation point will be established and confirmed for accuracy by the pilot.14 C.F.R. 91.151 **§91.151 Fuel requirements for flight in VFR conditions.** (a) N o person may

begin a flight in an airplane 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

– (1) During the day , to fly af ter that for at least 30 minutes. (b) No person may

b egin 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 s peed, to fly after that for at least 20 minutes.
***** Operating the sUAS in a pre

- defined area with less than 30 minutes of reserve fuel does not raise the type of risk contemplated by §91.151, i.e., that an aircraft could run out of fuel in the event it has to be flown to an alternate airport or circle the p lanned airport in the event of unanticipated conditions. HBR DBA MPD does not intend to use the sUAS for point

- to

- point flights and will not operate the sUAS beyond visual line of sight. Nor will the sUAS require an airport in order to land. Rather, HBR DBA MPD will operate the sUAS using pre

- planned flight paths (taking into account weather conditions) designed to allow the sUAS to fly to the point of intended landing. As such, there is no need for a time

- based excess fuel requirement. Rather it should be sufficient to require onl y as much additional excess flight capacity as necessary to safely land the sUAS. We believe that a 25% battery reserve is more than sufficient to meet this objective.14 C.F.R. 91.405(a), 91.407(a) (1), 14 C.F.R. 91.409(a) (1)&(2) and 14 C.F.R. 91.417(a) & (b) **§91.405 Maintenance required.** 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 p rovided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter;
***** **§91.407 Operation after maintenance, preventive maintenance, rebuilding, or alteration.**  (a) No person may

operate any

aircraft that has undergone maintenance, rebuilding, or alteration unless

– (1) It has been approved for return to service b y a person authorized under §43.7 of this chapter;
***** **§91.409 Inspections.** (a) Except as provided in paragraph (c) of this section, no person may operat e 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.
***** **§91.417 (a) & (b)**
***** HBR DBA MPD believes that an exemption from these three maintenance requirements is appropriate because the FAA has not developed maintenance standards that would allow an operator to meet the part 91 maintenance requirements. In particular, there are no individuals authorized by the FAA to approve a sUAS for return to service under §91.407(a) or to conduct the initial airworthiness and annual return to service inspections required by

§91.409(a). HBR DBA MPD will maintain the aircraft as instructed in the owner’s manual and ASTM F2909, where applicable, and will not operate the aircraft until it has reasonably

determined that any

needed repairs have been made. However, because of the technical impossibility of meeting the requirements of §§91.405(a), 407(a), 409(a) and 417(a)&(b), we believe an exemption from these provisions is appropriate. Please do not hesitate to contact me at the p hone number or via the e

- mail address provided above should you have any questions or concerns.

Respectfully

submitted, Eric West CEO Hawaii’s Best Real Estate DBA Maui Drone Photography.**Appendix A**

Summary for Federal Register Publication Pursuant to 14 C.F.R. Part 11, the following summary is provided for publication in the Federal Register should the FAA determine that publication is needed.
Petitioner: Hawaii’s Best Real Estate DBA

Maui Drone Photograph y

Sections of 14 C.F.R. Affected: 333 Aircraft Exemption Status 14 C.F.R. §61.113(a) and (b) 14 C.F.R. §91.119(c) 14 C.F.R. §91.121 14 C.F.R. §91.151 14 C.F.R. §91.405(a) 14 C.F.R. §91.407(a) 14 C.F.R. §91.409(a) 14 C.F.R. §91.417(a)&(b) Description of Relief Sought: Petitioner seeks relief from the requirements of 333 Aircraft Exemption Status, 14 C.F.R., 61.113(a)&(b)), 91.119(c), 91.121, 91.151, 91.405(a), 91.407(a), 91.409(a), and 91.417(a)&(b) to conduct sUAS operations over HBR DBA MPD Client’s owned o r controlled land, solel y during daylight hours, to assist in the safe evaluation and anal ys is of infrastructure and operations. In general, sUAS operations are intended to be conducted in areas remote from both congested areas and airports. The nature of operations anticipated b y HBR DBA MPD requires that the sUAS be flown at relativel y low altitudes. HBR DBA MPD expects that in most instances, the sUAS will be flown less than 75 feet from the highest structure along the path of the sUAS and in no inst ances will be flown higher than 400 feet above the ground. Accordingly, the risk of interference with other aircraft is minimal.**Appendix B**

**Specific	type(s),	make,	and	model**

## #1

**- DJI	Phantom**  **3**

**See	Attached Flight	Manuals:**  **DJI	Phantom	3 User	Manual**  **NAZA**

**- M_Flight	Control	System_v1.26**