Aerial Pursuit
, Logan, UT

Docket ID: FAA

- 2015

- 2843

- Section 333 Exemption Petition Aerial Pursuit Mapping (Aerial Pursuit)

- Updated Section 333 Exemption Petition

-- November 4, 2015 U. S. Department of Transportation Docket Management System
1200 New Jersey Ave, SE Washington, DC 20590

Contact Information:

Chris Thomas 962 Canyon Rd, Logan, UT 84321 435

- 881

- 8628 clearflowin gwater@gmail.com

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); 9 1.405(a); 91.407(a) (1); 91.409(a) (2); 91.417(a)&(b)
Dear Sir or Madam, I, chris Thomas , 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, chris thomas , an owner and

o perator of small unmanned aircraft ( dji phantom 3 professional and dji inspire 1 ), be exempted from the Federal Aviation Regulations (“FARs”) listed below so that I, chris thomas , may operate my small Dji phantom or inspire 1 commercially in airspace regul ated by the Federal Aviation Administration (“FAA”).
As described herein I, chris thomas , have professional grade quad

- copters with DJI Zenmuse H3 camera with intent for aerial videography/cinematography to enhance academic community awareness through Bri dge r land Applied Technology for those individuals and companies in the logan Utah area

- Section 333 Exemption Petition entities; following exemption and approval by the FAA. This will allow for enhancement of the academic research experience for the Logan area. I have years of experience flying remote control planes and I flew large UAV’s as part of Utah States Aggie Air professionally for 3
years using their COA

. My exemption request would permit operation of ultra light weight, unmanned (piloted by remo te control) and comparatively inexpensive UAS(s) in tightly controlled and limited airspace. Predetermined in areas away from general public, airports, heliports and vehicular traffic for community videos, and within property boundaries for individual home owner 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, chris thomas , have personally instill ed safety protocols, sterile cockpit rule and checklists prior to operation. This will act to further safety protocols exclusive to lightweight UAS's specific to real estate video and photography usage as I, chris tho m as , record flight data and other infor mation 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, chris thomas’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 R eform Act specific to the use of UAS's for Aerial Surveying and Search and Rescue Systems.
Section 333 Exemption Petition:
Further I, chris thomas , will conduct my operations in compliance with the protocols described herein or as otherwise established by the FAA. For the reasons stated below I, chris thomas , respectfully request the grant of an exemption allowing me to operate ultra light weight, remote controlled UAS’s for academic community awareness to benefit/stimulate attraction to the Logan area and to enhance real estate listing 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.
The Specific Sections of Title 14 of the Code of Federal Regulations From Which Chris Thomas Requests Exemption are: 14 CFR 21; 14 CFR 61.113 (a) & (b); 1 4 C.F.R. 91, et seq.; 14 CFR 407 (a) (1); 14 CFR 409 (a) (2); and, 14 CFR 417 (a) & (b). III. The Extent of relief Chris Thomas seeks and the Reason He Seeks Such Relief: I, chris thom a s , submit this app lication in accordance with the Section 333 Exemption Petition Reform Act, 112 P.L. 95 §§ 331

- 334, seeking relief from any currently applicable FARs operating to prevent me, chris thomas , from commercial cinematic, academic and other flight operations within the national airspace system. The Reform Act in Se ction 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, chris thomas , ultra light weight UAS meets the definition of “small unmanned aircraft” as defined i n Section 331 and therefore the integration of my ultra light weight UAS is expressly contemplated by the Reform Act. I would like to operate my ultra light weight UAS prior to the time period by which the Reform Act requires the FAA to promulgate rules go verning 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 wi ll be operated by line of sight. 112 P.L. 95 § 333 (a). Each of these items reflect in favor of an exemption for me, chris thomas . My UAS utilizes four (4)
counter

- rotating propellers for balance, control and stability. My UAS is equipped with GPS and auto return safety technology. Additionally, my UAS weighs less than five (5) pounds (far below the maximum 55 pound limit); including camera with gimbal. I, Ryan Marlow, consider safety 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 r adio controls are not touched. With three modes to choose from, I utilize the (GPS) Smart Mode 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 des igned slowly descend to point of take off. I do not operate my UAS nearairports, 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. I Do call in to local Air Traffic Control to alert of my flight plan and operations as well as calling back when operations are complete. My UAS is capable of vertical and horizontal operations, and is 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 twelve (12) to seventeen ( 25 ) minutes, with an altitude under one hundred fifty (150) feet. I, chris thomas , utilize a fresh fully charged smart battery with each flight as a safety precaution; full flight time limit for each battery is eighteen (18) to twenty (20) minutes as tested. I do not operate my UAS at or below manufacture recommend minimum charge levels for operation or exceed temperature ratings of 0*F as per manufactures request; 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 h and 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 co nducted numerous practice flights in remote areas as a hobbyist simulating flights for future commercial use to gain familiarization with the characteristics of this specific UAS's performance under different temperature and weather conditions. I also practice computerized simulated flights to maintain adequate skills and response reflex time. I, chris thomas , am extremely cautious when operating of my UAS/ultra 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. Ryan Marlow’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 chris thomas 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 production companies and average homeowners the expense of such aerial videography is cost prohibitive. Only large companies and high end film companies can afford to absorb such expense. Which is where the option of less expensive unmanned systems becomes affordable to anyone. My main goal is to prove to public that my UAS can be used in Fire, Police or natural disaster relief. My, chris thomas’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 th e national airspace system, hence the passing of the Reform Act. Granting my, chris thomas’s, exemption request furthers the public interest through academic/visual awareness of the geographical benefits in and around the Logan area. My ultra 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 cat astrophic devastation 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, chris thomas , to immediately fly within national air space furthers economic growth. Granting my exemption request substantially furthers the economic impact for the Anchorage community forcompanies looking to relocate or build in the Anchorage area as well as individuals looking to rel ocate

for career advancement through academic and geographical awareness. Both of which serve as a stimulus to the community. V. Reasons Why chris thomas Exemption Will Not Adversely Affect Safety Or How The Exemption Will Provide a Level of Safety At Least Equal To Existing Rule: My, chris thomas’s
, exemption will not adversely affect safety. Quite the contrary, for the reasons stated permitting me, to log more flight time in FAA controlled airspace, with communication with the FAA, will allow me to contri bute to the innovation and implementation of new and novel, as of yet undiscovered safety protocols. I, chris thomas , submit the following representations of enhancements to current aerial videography, photography and aerial surveying aspects: • My UAS wei ghs less than 5 pounds complete with a small ultra light weight high quality DJI Zenmuse H3 camera. • I only operate my UAS below 200 feet (well within the 400 foot permissible ceiling set by the FAA Modernization and Reform Act of 2012.) • My UAS only ope rates for 12

- 17 minutes per flight. • I land my UAS prior to manufacturer recommended minimum level of battery power. • 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. • I conduct extensive pre

-flight inspections and protocol, during which safety carries primary importance. • I always obtain all necessary permissions prior to operation. • I have procedures in place to abort flights in the event of safety breaches or potential danger.
My, chris thomas’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 remarkable; it is far safer to operate a battery
pow ered 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 capt ure 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 c ontinue 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 Certificat es, 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, chris thomas’s, UAS permits exemption from Part 21 because my UAS meets (and exceed s) 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, chris thomas’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 Regulatio n 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. 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, chris thomas, Aerial Pursuit

- Section 333 Exemption Petition B. 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 non

- commercial operations. I, chris thomas , can achieve an equivalent level of safety as achieved by current Regulations be cause 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 activiti es outlined in 14 C.F.R. § 61, et seq. Thus, allowing me, chris thomas
, to operate my UAS meet and exceed current safety levels in relation to 14 C.F.R. §61.113 (a) & (b). C. 14 C.F.R. 91.119: Minimum Safe Altitudes. 14 C.F.R. § 91.119 prescribes safe alti tudes for the operation of civil aircraft. It allows helicopters to be operated at lower altitudes in certain conditions. My UAS will never operate at an altitude greater than 200 AGL; safely below the standard of 400 AGL. I, chris thomas , will however ope rate 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 s afety will be achieved. D. 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 su bpart 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 333 Exemption Petition These Regulations only apply to aircraft with an airworthiness certificate. They will not, therefore, apply to my, chris thomas , 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, weig ht and enclosed operational area of my UAS permits exemption from Part 21 because my, chris thomas’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 certifi cate 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, maneuverabi lity 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 th e 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 sizeof the UAS's, this Regulation is inapplicable. An equiva lent 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 c urative measures for any damaged hardware. Therefore, an equivalent level of safety will be achieved.

In summary, Chris Thomas (Aerial Pursuit) 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, Ryan Marlow’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 Anchorage 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, chris thomas’s, request for exemption will reduce current risk levels and thereby enhance safety. My UAS craft does not contain potentially explosive fuel, is smaller, lighter and more maneuverable t han 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 airfields. I, chris thomas , have been informally analyzing flight information and will compile safety protocols and the implementation of a flight operations manual for 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, chris thomas , UAS and therefore the likelihood of death or serious bodily injury is signif icantly diminished. My, chris thomas , operation of my UAS, weighing less than 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, chris thomas , respectfu lly 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, Chris Thomas, Aerial Pursuit Mapping (Aerial Pursuit)