3S140 Barkley Avenue Warrenville, Illinois 60555

Phone (630) 836-1000 Fax (630) 836-8850

July 20, 2015

U. S. Department of Transportation

Docket Management System

1200 New Jersey Ave., SE

Washington, DC 20590

Re: Existing Docket ID: FAA-2015-2262 Addendum: Summary Processing: Exemption 

Request Under Section 333 of the FAA Reform Act and Part 11 of the Federal Aviation 

Regulations Based Upon Exemption 11110A Issued to Trimble Navigation Limited

Dear Sir or Madam:

PRECISION MIDWEST, LTD (“Applicant”) herewith applies for the issuance of an 

exemption under Section 333 of the FAA Modernization and Reform Act of 2012 (“Reform Act”) 

based upon Exemption 11110 issued to Trimble Navigation Limited (“Trimble”) on December 10, 

2014, as amended on May 7, 2015 with issuance of Exemption 11110A in FAA Docket 2014-

0367.

The requested exemption would allow Applicant to operate the Trimble UX5 and Trimble 

UX5 HP aircraft manufactured by Trimble Navigation, or other Trimble aircraft approved for 

commercial operations under Exemptions 11110 and 11110A, as they may be amended in the 

future. Applicant notes that, in granted Exemption 11666 dated May 22, 2015, the FAA 

authorized use of the Trimble UX5 by a third party company under conditions like those in 

Exemption 11110A.1 Applicant hereby confirms that it will accept the conditions in Exemptions 

11110A and 11666.

Applicant aircraft will be used to conduct aerial surveys and perform aerial data 

collection for agriculture, mining, and other purposes, but not for closed set filming (hereinafter 

“the Purpose”). Applicant hereby applies for an exemption from the listed Federal Aviation 

Regulations (“FARs”) to allow commercial operation of its small unmanned aerial vehicles 

(“sUAVs”), so long as such operations are conducted within and under the conditions outlined 

herein or as may be established by the FAA in an exemption granted under either Section 333 

or Section 49 U.S.C. §44701(f).

As this exemption request is identical to the already issued precedent, this request

should qualify for summary processing as the FAA has already provided public notice of and 

granted similar exemptions. The FAA has issued exemptions in circumstances similar in all 

material respects to those presented in this petition. In numerous exemptions, the FAA has 

found that the enhanced safety achieved using an unmanned aircraft (“UA”) with the 

specifications described by the petitioners and carrying no passengers or crew, when compared 

 

1

Exemption No. 11666 to AeroView Services LLC (see Docket No. FAA-2015-0630).
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FAA Docket No. FAA-2015-2262

to flights of much larger manned aircraft that carry crew in addition to flammable fuel, gives the 

FAA good cause to find that the sUAV operation enabled by the exemptions serves the public 

interest.2In those cases, use of the proposed sUAV not only enhanced safety but also fulfilled

the Secretary of Transportation’s (the FAA Administrator’s) responsibility to “. . . establish 

requirements for the safe operation of such aircraft systems in the national airspace system.” 

Section 333(c) of the Reform Act.

The name and address of the applicant is:

Richard Fisher, President

3 S 140 Barkley Avenue

Warrenville, IL 60555

PH: (630) 836-1000 ext 231

email: richard_fisher@precisionmidwest.com

Regulations from which the exemption is requested:

14 C.F.R. 61.23(a) and (c)

14 C.F.R. 61.101(e)(4) and (5)

14.C.F.R. 61.113(a)

14 C.F.R. 61.315(a)

14 C.F.R. 91.7(a)

14 C.F.R. 91.119(c)

14 C.F.R. 91.121

14 C.F.R. 91.151(a)(1)

14 C.F.R. 91.405(a)

14 C.F.R. 91.407(a)(1)

14 C.F.R. 91.409(a)(1) and (2)

14 C.F.R. 91.417(a) and (b)

This exemption application is expressly submitted to fulfill Congress’ goal in passing 

Sections 333(a) through (c) of the Reform Act. This law directs the Secretary of Transportation 

to consider whether certain unmanned aircraft systems may operate safely in the national 

airspace system (NAS) before completion of the rulemaking required under Section 332 of the 

Reform Act. In making this determination, the Secretary is required to determine which types of 

sUAVs do not create a hazard to users of the NAS or the public or pose a threat to national 

security in light of the following:

 The sUAV’s size, weight, speed, and operational capability;

 Operation of the sUAV in close proximity to airports and populated areas; and

 Operation of the sUAV within visual line of sight of the operator.

 

2

Exemption Nos. 11062 to Astraeus Aerial (see Docket No. FAA−2014−0352),11109 to Clayco, 

Inc. (see Docket No. FAA−2014−0507), 11112 to VDOS Global, LLC (see Docket No. FAA−2014−0382), 

and 11213 to Aeryon Labs, Inc. (see Docket No. FAA−2014−0642).
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FAA Docket No. FAA-2015-2262

Reform Act § 333(a). Lastly, if the Secretary determines that such vehicles “may operate safely 

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

operation of such aircraft in the national airspace system.” Id. § 333(c) (emphasis added).

3

The Federal Aviation Act, in addition to the authority granted by Section 333 of Reform 

Act, expressly grants the FAA the authority to issue exemptions. This statutory authority by its 

terms includes exempting civil aircraft, as the term is defined under § 40101 of the Act, from the 

requirement that all civil aircraft, which includes sUAVs, must have a current airworthiness 

certificate.4

The sUAVs that Applicant proposes to use are fixed wing Trimble UX5 and UX5 HP, 

each aircraft weigh less than 55 lbs, including payload. They operate, under normal conditions, 

at a speed of no more than 87 knots. They will operate at altitudes of no more than 400 feet

above ground level, as further explained, and only within line of sight. They will operate as set 

forth in the confidential manuals attached hereto and made a part hereof (Exhibits 1 and 2).

5

 

Operations in compliance with these manuals will ensure that the sUAV will “not create a hazard 

to users of the national airspace system or the public”6and that the aircraft will operate in 

compliance with the conditions set forth in this application.

AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY/NATIONAL SECURITY

The Applicant states that operating in compliance with the conditions set forth in 

Exemption 11666 and 11110A will provide an equivalent level of safety for the operation of the 

UX5 and UX5 HP. Approval of exemptions allowing commercial operations of sUAVs for aerial 

data collection will enhance safety by reducing risk. Conventional operations, using jet or piston 

power aircraft, operate at extremely low altitudes just feet from the subject being photographed 

and in extreme proximity to people and structures and present the risks associated with vehicles 

that weigh in the neighborhood of 6,000 lbs., carrying large amounts of jet A or other fuel (140 

gallons for jet helicopters). Such aircraft must fly to and from the project location. In contrast, a 

sUAV 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 sUAV is carried to 

the target area and not flown. The sUAV will carry no passengers or crew and, therefore, will 

 

3 Applicant interprets this provision to place the duty on the Administrator to not only 

process applications for exemptions under section 333, but for the Administrator to craft 

conditions for the safe operation of the sUAV, if it should be determined that the conditions set 

forth herein do not fulfill the statutory requirements for approval.

4

“The Administrator may grant an exemption from a requirement of a regulation 

prescribed under subsection (a) or (b) of this section or any sections 44702-44716 of the 

Transportation Act if the Administrator finds the exemption in the public interest.” 49 U.S.C. 

§44701(f). See also 49 U.S.C. § 44711(a); 49 U.S.C. § 44704; 14 C.F.R. § 91.203(a)(1).

5 Applicant has marked the manuals “CONFIDENTIAL” and separately submitted them. 

Applicant requests that these manuals be maintained in confidence and not be placed in the 

public docket or otherwise disclosed to the public. As the information contained in the manuals 

includes trade secrets and commercial information that is confidential and not made available to 

the public, it is exempt from disclosure under the Freedom of Information Act, 5. U.S.C. § 552(b) 

and 14 C.F.R. Part 11. Should the FAA receive a request for access to these manuals, 

Applicant requests notification of such request prior to any action being taken by the FAA, as it 

may relate to the request.

6 Section 333(b) of the Reform Act.
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FAA Docket No. FAA-2015-2262

not expose them to the risks associated with manned aircraft flights. These lightweight aircraft 

operate at slow speeds, close to the ground, and in areas that are under the control of the

operator and, as a result, are far safer than conventional operations conducted with larger 

manned aircraft operating in close proximity to the ground and people.

Given the small size of the sUAVs involved and the restricted environment within which 

they will operate, Applicant falls squarely within that zone of safety (an equivalent level of 

safety) in which Congress envisioned that the FAA must, by exemption, allow commercial 

operations of sUAVs to commence immediately. Also, due to the size of the sUAVs, the 

restricted areas in which they will operate, and the fact that they will be flown by pilots holding at 

least an FAA sport or recreational pilot license, approval of the application presents no national 

security issue.

PUBLIC INTEREST

The FAA has granted exemptions to the regulations listed on page 2 in the exemptions 

cited above. As discussed in detail for each of these regulations in the attached Appendix A, 

the public interest will be served by an exemption because, with respect to each, operation in 

compliance with the requested conditions will ensure an equivalent level of safety. As also 

explained at length in Trimble’s original Section 333 exemption request submitted on May 30, 

2014, the grant of the requested exemption is in the public interest given the clear direction in 

Section 333 of the Reform Act; the authority included in the Federal Aviation Act, as amended; 

the strong equivalent level of safety surrounding the proposed operations; and the significant 

public benefit derived from, among other things, the enhanced safety and reduced 

environmental impact, including the reduced emissions associated with allowing battery 

powered sUAVs instead of turbine or gas powered aircraft.

*********

Pursuant to 14 C.F.R. Part 11, the following summary is provided for publication in the 

Federal Register, should it be determined that publication is needed:

Applicant seeks an exemption from the following rules:

14 C.F.R. §§61.23(a) and (c ), 61.101(e )(4) and (5), 61.113(a), 61.315(a), 91.7(a), 

91.119(c), 91.121, 91.151(a)(1), 91.405(a), 91.405(a)(1), 91.409(a)(1) and (2), and 91.417(a) 

and (b) to operate commercially a small unmanned vehicle (55 lbs. or less) in motion picture 

and television operations and aerial data collection.

Satisfaction of the criteria provided in Section 333 of the Reform Act of 2012 – size, 

weight, speed, operating capabilities, proximity to airports and populated areas and operation 

within visual line of sight and national security – provide more than adequate justification for the 

grant of the requested exemption allowing commercial operation of applicant’s sUAV for the 

Purpose outlined herein and are consistent with exemptions already granted, including 

Exemption 1110A. Accordingly, the applicant respectfully requests that the FAA grant the 

requested exemption without delay.

Very truly yours,

Richard Fisher- President
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FAA Docket No. FAA-2015-2262

APPENDIX A

14 C.F.R. § 61.23(a) and (c): Medical Certificates: Requirement and Duration

Sections 61.23(a) and (c) address the requirement of medical certificates for pilots. 

Section 61.23(a) requires a person exercising the privileges of a recreational pilot to hold at 

least a third class medical certificate. Section 61.23(c) permits the holder of a sport pilot 

certificate to act as PIC of a light-sport aircraft with either a medical certificate or U.S. issued 

driver’s license. Light-sport aircraft may weigh up to 1,430 pounds and seat up to two persons, 

including the pilot. Comparatively, the Trimble craft will weigh fewer than 55 pounds, and it will 

not carry pilots, passengers, or cargo. The UX5/UX5 HP sUAV will also be operated within 

visual line of sight of the PIC and below 400 feet above ground level and limited to operations 

with permission over private or controlled-access property. 

Given these safety parameters, Applicant requests that the FAA waive Section 61.23(a) 

upon a finding that an equivalent level of safety will be provided by allowing operation of the 

Trimble craft by pilots with a recreational or sport pilot certificate and a valid U.S. state issued 

driver’s license, in lieu of an FAA-issued medical certificate. Applicant also requests that the 

FAA grant relief from Section 61.23(c) to allow sport pilot certificate holders to operate aircraft 

other than light-sport aircraft with a valid U.S. issued driver’s license. The FAA has granted 

exemptions to conduct similar operations in a number of cases, including Exemption 11213.

14 C.F.R. Part 61: Private Pilot Privileges and Limitations: Pilot in Command

Sections 61.113 (a) & (b) limit private pilots to non-commercial operations. 

Section 61.315(a) addresses the privileges and limitations of the holder of a sport pilot 

certificate.

Because the sUAV will not carry a pilot or passengers, the proposed operations can 

achieve the equivalent level of safety of current operations by requiring the PIC operating the 

aircraft to hold a certificate issued by the FAA authorizing operation of any aircraft (ATP, 

Commercial, Private, Recreational or Sport). Unlike a conventional aircraft that carries the pilot 

and passengers, the sUAV is remotely controlled with no living thing on board. The area of 

operation is controlled and restricted, and all flights are planned and coordinated in advance as 

set forth in the manual. The level of safety provided by the requirements included in the 

manuals exceeds that provided by a single individual holding a commercial pilot’s certificate 

operating a conventional aircraft. The risks associated with the operation of the sUAV are so 

diminished from the level of risk associated with commercial operations contemplated by Part 

61 when drafted, that allowing operations of the sUAV as requested with any certificate issued 

by the FAA as the PIC greatly exceeds the present level of safety achieved by 14 C.F.R. Part 

61. The FAA has granted exemptions for private and sport or recreational pilots to conduct 

similar operations in Exemptions 11062, 11213, 11360 and 11666.

14 C.F.R. § 91.119: Minimum Safe Altitudes

Section 91.119 establishes safe altitudes for operation of civil aircraft. Specifically, 

91.119(c) limits aircraft flying over areas other than congested areas to an altitude of 500 feet 

above the surface, except over open water or sparsely populated areas. In those cases, the 

aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure.
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FAA Docket No. FAA-2015-2262

As set forth herein, the Trimble craft will never operate at higher than 400 feet AGL. 

They will, however, be operated to avoid congested or populated areas that are depicted in 

yellow on VFR sectional charts. Because aerial survey work must be accomplished at relatively 

low altitudes and at altitudes less than 400 feet AGL, an exemption from Section 91.119(c) is 

needed.

The equivalent level of safety will be achieved given the size, weight, speed, and 

material with which the Trimble craft are built. Also, no flight will be taken without the 

permission of the landowner or those who control the land. Because of the advance notice to 

the landowner, all affected individuals will be aware of the survey flights. Compared to aerial 

survey operations conducted with aircraft or rotorcraft weighing far more than the Trimble craft 

and carrying flammable fuel, any risk associated with these operations will be far less than 

those currently allowed with conventional aircraft operating at or below the same altitude. 

Indeed, the low-altitude operations of the sUAV will maintain separation between these sUAV 

operations and the operations of conventional aircraft that must comply with Section 91.119. 

The FAA has granted exemptions to conduct similar operations in Exemptions 11062, 11213, 

11360 and 11447.

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 each sUAV model in at least one operating 

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

will be needed. An equivalent level of safety will be achieved by the operator, pursuant to the 

manuals, confirming the altitude of the launch site shown on the GPS altitude indicator before 

flight. The FAA has granted exemptions to conduct similar operations in Exemptions 11062, 

11213, 11360 and 11447.

14 C.F.R. § 91.151(a): Fuel Requirements 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 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 after that for at least 30 minutes; or (2) At night, to fly after that for at least 45 

minutes.” 

The battery powering the sUAV limits the duration of a flight. To meet the 30-minute 

reserve requirement in 14 C.F.R. § 91.151, sUAV flights would be severely limited, in some 

cases to approximately 10 minutes in length. Given the limitations on the sUAV’s proposed 

flight area and the location of its proposed operations within a predetermined area, a longer time 

frame for flight in daylight or night VFR conditions is reasonable.

Applicant believes that an exemption from 14 C.F.R. § 91.151(a) falls within the scope of 

prior exemptions. See Exemption 10673 (allowing Lockheed Martin Corporation to operate 

without compliance with FAR 91.151 (a)). Operating the sUAV, in a tightly controlled area 

where only people and property owners or official representatives who have signed waivers will 

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 sUAV.
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FAA Docket No. FAA-2015-2262

Applicant believes that an equivalent level of safety can be achieved by limiting flights to 

five minutes of reserve time on the batteries. This restriction would be more than adequate to 

return the sUAV to its planned landing zone from anywhere in its limited operating area. Similar 

exemptions have been granted to other operations in Exemptions 2689F, 5745, 10673, 10808 

and Exemptions 11062, 11213, 11360, 11447 and 11666.

14 C.F.R. Part 91: Maintenance Inspections

Section 91.405(a) requires that an aircraft operator 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 . . . .” Section 91.407 similarly makes reference to requirements in 

Part 43; Section 91.409(a)(2) requires an annual inspection for the issuance of an airworthiness 

certificate. Section 91.417(a) requires the owner or operator to keep records showing certain 

maintenance work that has been accomplished by certificated mechanics, under Part 43, or 

licensed pilots and records of approval of the aircraft for return to service.

Given that these sections and Part 43 apply only to aircraft with an airworthiness 

certificate, these sections will not apply to the applicant. Maintenance will be accomplished by 

the operator pursuant to the manuals. An equivalent level of safety will be achieved because 

these sUAVs are very limited in size and will carry a small payload and operate only in areas for 

limited periods of time. If mechanical issues arise, the sUAV can land immediately since it will 

be operating from no higher than 400 feet AGL. As provided in the manuals, the operator will 

ensure that the sUAV is in working order prior to initiating flight, perform required maintenance, 

and keep a log of any maintenance performed. Moreover, the operator is the person most 

familiar with the aircraft and best suited to maintain the aircraft in an airworthy condition in order 

to provide the equivalent level of safety. The FAA has granted exemptions for similar operations 

in Exemptions 11062, 11213, 11360, 11447 and 11666.
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FAA Docket No. FAA-2015-2262

Exhibit 1

Precision Midwest UAS Field Operations Protocol

Precision Midwest's ("PMW") field sUAS operational procedures and conduct are listed 

below in order to meet the goal of operating at the highest safety levels:

1. Field operations will be comprised of a 2-person UAS team, the Pilot-In-Command, and 

forward observer who will act as a field safety technician.

2. PMW staff will refrain from using, or operating, mobile phones and other distraction 

devices during pre-flight, in-flight, and post-flight aircraft checks until the aircraft is 

recovered and deemed "disarmed" for the auto-pilot system. The only exception would 

be if there is an emergency in the field during flight that would require the immediate use 

of mobile phones, as required by the situation.

3. When possible, all mission planning will be done before the UAS crew arrives on site, in 

addition, potential site obstructions will be researched to prevent any in-air collisions with 

other tall objects, ie towers, stacks, etc. A project site COA document will be confirmed 

and the flight crew will have a hardcopy of this document in the field for visual inspection, 

if requested.

4. As part of pre-flight, the PMW field crew will fully inspect all UAS equipment items, 

including aircraft, batteries, controller and communication link device to ensure all items 

are in good working order without any damage or missing parts that could pose a 

potential in-flight safety issue. Items found to be damaged will be marked accordingly 

for replacement or repair and a backup item will be used accordingly.

5. Additionally, as part of pre-flight the site to be aerial mapped will be checked visually to 

confirm no new obstacles have been placed that would potentially pose a safety risk for 

the planned take-off and landing zone areas. Both the landing zone and take-off areas 

will be physically marked in person use the included GPS-enabled tablet controller to 

confirm and mark locations for safe UAS take-off and landing. A secondary landingzone, or backup, will be also marked in a separate area before UAS launch to offer an 

emergency backup landing location if the primary landing zone is deemed unsafe during 

flight and the P.I.C. can switch to the backup landing location.

6. A simulated flight will be performed in the field as part of pre-flight in order to confirm the 

proper flight line entry and flight path of the sUAV will not interfere with any avoidance 

zones entered into the flight planning software. The P.I.C. will confirm the landing zone 

glide paths for both landing zones are clear and meet minimum clearance 

recommendations by Trimble for width, length and obstacle clearance height in the glide 

path.

7. The Trimble Access Aerial Imaging field controller software includes a complete step-bystep preflight checklist which will be read aloud by the P.I.C. and performed by the field 

observer, and confirmed by the P.I.C. before proceeding to the next step.

a. Please refer to attached PDF "Aerial Imaging User Guide Ver2.0", Chapters 3 

and 4, which detail the steps followed for equipment safety checks and pre and 

post-flight detailed checklists.

8. During flight, the P.I.C. will use the tablet controller to observe aircraft progress, 

communication and power status and be aware of any potential objects that enter the 
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FAA Docket No. FAA-2015-2262

flight block area. A 2-way radio may be in use to communicate with the forward 

observer, as needed, or with local ATC, or local airspace in order to communicate as 

needed with other pilots in the area to ensure safety for everyone.

9. The forward observer will visually track the sUAV from take-off to landing and inform the 

P.I.C. of any safety concerns or flight plan deviations they observe. If deemed 

necessary the P.I.C. has ability to divert the sUAV in-flight to alternate locations to hold, 

climb, or descend to ensure clearance and safety. In an emergency situation the P.I.C. 

has the ability to abort the flight and the sUAV will immediately spiral down to the ground 

to clear the airspace quickly.

10. As part of post-flight both P.I.C. and forward observer will first visually inspect the sUAV 

and confirm it has been successfully "disarmed" by the P.I.C. before removing it from the 

landing zone to ensure the autopilot and electric motor have been fully disengaged.

11. Trimble Access Aerial Imaging field software on the control tablet also includes a postflight routine checklist to download all flight logs, aerial images and remove power supply 

from the aircraft completely. Both P.I.C. and forward observer will jointly complete the 

post-flight routine and verbally confirm each step.

12. Items that have have been damaged during the landing will be documented, removed 

and replaced, or serviced, before the next flight will occur.

13. A sUAV log book will be part of the PMW kit for flight log tracking, service tracking and 

record the P.I.C. and forward observer for each flight.

14. The manufacturer guidelines for replacing the complete sUAV body, or wing, will be 

adhered to, which is typically after 100-200 landings for the UX5 and UX5 HP wing 

bodies. The eBox will be transferred to the new wing, and pre-flight testing will confirm 

full and proper functionality of the new wing prior to launch.

15. At least annually, PMW UAS flight crew personnel will go through recursive safety and 

software training to ensure crews understand new software workflows and proper safety 

procedures are followed at all times.

All Pilot-In-Command PMW staff will hold a FAA Sport's pilot, or Private Pilot, license as well as will have 

successfully completed the four (4) day Trimble Certified UX5 Remote Operator Pilot training program.

Exhibit 2: 

Please refer to attached PDF "UX5 Maintenance Guide Feb 2015" which details how to properly service 

and replace parts of the UX5 and UX5 HP which are needed

Exhibit 3: 

Please refer to attached PDF " Aerial Imaging User Guide Ver2.0" which details how to properly setup

and execute a safe and proper aerial flight mission. Sample screen shots and equipment pictures are

included as visual references for the P.I.C. and forward observer staff to ensure they clearly understand

how to carry out the instructions, as directed by the manufacturer.

End of document