Mark E. McKinnon

Matthew J. Clark

Mark.McKinnon@dentons.com

Matthew.Clark@dentons.com

D 703.336.8708

D 703.336.8714

Dentons US LLP

1676 International Drive • Penthouse

McLean, VA 22102

United States

T 703.336.8800

F 703.336.8750

Salans FMC SNR Denton

McKenna Long

dentons.com

August 6, 2015

To Whom it May Concern:

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (Reform Act)

and 14 C.F.R. Part 11, Massachusetts Institute of Technology (hereinafter sometimes referred to as

"MIT, or "University") hereby appliesfor a Summary Grant of Exemption from the Federal Aviation

Regulations (FARs) identified below, to operate small unmanned aerial vehicles (i.e., small

unmanned aircraft systems or UAS) for conducting aerial data collection in support of its education 

and research programs. Specifically, MIT seeks permission to operate the following vehicles: DJI 

Phantom series, DJI Spreading Wing series, DJI Inspire series, DJI F550 and F450 FlameWheel, 3D 

Robotics X8 and X8+, 3D Robotics Iris and Iris+, 3D Robotics Solo, 3D Robotics Y6, SenseFly 

eBee, Blade 350QX, Ascending Technologies (AscTec) Falcon 8, PrecisionHawk Lancaster, Yuneec 

Typhoon Q500+, Aerialtronics Altura Zenith ATX8, AscTec Hummingbird, Parrot AR.Drone 2.0

and Rolling Spider MiniDrone, Syma X1 4 Channel 2.4G RC Quad Copter, Draganflyer X8, and the 

Hobbyking Bixler V1.1. MIT respectfully submits that this Petition for Exemption qualifies for

expedited approval, as the Federal Aviation Administration (FAA) has previously issued grants of

exemption in circumstances similar in all material respects to those presented herein. 

In addition to this Petition for Exemption, MIT will also submit The University UAS

Operations Manual. MIT submits this material as a confidential document under separate cover

pursuant to 14 C.F.R. § 11.35(b), as the material contains confidential commercial and proprietary

information that MIT has not and will not share with others. The information contained in the

material is not generally available to the public and is protected from release under the Freedom of

Information Act, 5 U.S.C. §552 et seq.

U.S. Department of Transportation

Docket Management System

1200 New Jersey Ave., SE

Washington, DC 20590

Re: Petition of Massachusetts Institute of Technology for Summary Grant of Exemption

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012
 

U.S. Department of Transportation

August 6, 2015

Page 2

For your convenience, this Petition is organized as follows:

TABLE OF CONTENTS

PAGE

I. BACKGROUND & DESCRIPTION OF PETITIONER................................................................3

II. DESCRIPTION OF PROPOSED OPERATION...........................................................................3

III. RELEVANT STATUTORY AUTHORITY .................................................................................4

IV. MIT'S PROPOSED UAS OPERATIONS MEET THE REQUIREMENTS OF SECTION 

333 OF THE REFORM ACT ...................................................................................................5

A. Approval is Warranted Based on the UAS's Size, Weight, Speed, and 

Operational Capability.............................................................................................5

B. Approval is Warranted Based on the Operational Restrictions in MIT's 

Operating Documents ..............................................................................................8

V. REGULATIONS FROM WHICH EXEMPTION IS SOUGHT......................................................9

A. 91.9(c), 45.23(b) and 45.27(a): Aircraft Marking and Identification 

Requirements .........................................................................................................10

B. 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2); 91.417(a) and (b): 

Maintenance Inspections........................................................................................11

C. 61.23(a) and (c), 61.113, 61.101(e)(4) and (5), 61.315: Private, 

Recreational and Sport Pilot Medical Certificate, Privileges and 

Limitations.............................................................................................................11

D. 91.7(a): Civil Aircraft Airworthiness....................................................................12

E. 91.9(b)(2): Civil Aircraft Flight Manual in the Aircraft and 91.203(a) and 

(b): Carrying Civil Aircraft Certification and Registration ...................................13

F. 91.103: Preflight Action........................................................................................14

G. 91.109(a): Flight Instruction .................................................................................14

H. 91.119(c): Minimum Safe Altitudes Over Other Than Congested Areas..............14

I. 91.121: Altimeter Settings....................................................................................15

J. 91.151(a): Fuel Requirements for Flight in VFR Conditions................................16

VI. DRUG AND ALCOHOL PROGRAM ......................................................................................16

VII. PUBLIC INTEREST..............................................................................................................16

VIII. PRIVACY ............................................................................................................................17

IX. FEDERAL REGISTER SUMMARY........................................................................................17

X. CONCLUSION .....................................................................................................................17
 

U.S. Department of Transportation

August 6, 2015

Page 3

I. BACKGROUND & DESCRIPTION OF PETITIONER

The soul of MIT is research, through interdisciplinary collaborations across department and 

laboratory boundaries. MIT is focused on tackling incredible challenges on a global scale and has 

produced an unending stream of advancements, many of which have been world-changing. MIT 

remains committed to important community-centric initiatives like sustainability, ending world 

poverty, and facilitating free online education access to all. MIT is currently engaged in research 

activities funded by the FAA, under a Center for Excellence, to focus on environmental 

improvements in sustainable aircraft technologies to address noise, air quality, and alternative 

aviation jet fuels. It is a pioneer in the research and development of cutting edge technology like 

smart prostheses that can mimic or exceed the capabilities of our biological limbs, wearable 

computing, and the next generation of robots. MIT has an interest in using UAS to advance its 

studies and research that will expand both the technological capabilities and applications of UAS.

In accordance with 14 C.F.R. § 11.81(a), MIT providesthe following information in support

of its Petition for Exemption. 

The contact information for Petitioner is as follows:

Regina Dugan

Counsel

Massachusetts Institute of Technology

Office of the General Counsel

77 Massachusetts Ave.

Building 10-370

Cambridge, MA 02139

Phone: (617) 253-2823

Email: dugan@mit.edu

II. DESCRIPTION OF PROPOSED OPERATION

MIT seeks an exemption pursuant to Section 333 of the Reform Act to use a number of

different UAS platforms for aerial data collection in support of a broad range of educational and 

research endeavors. By way of example, education and research programssupported by the proposed

UAS operations, include, but are not limited to: aerial surveys and remote sensing applications, 

aeronautical research and development, including UAS controlsystems, collision avoidance/senseand-avoid technologies, environmental monitoring, precision agriculture and vegetation mapping,

emergency and disaster response/assessment, cryosphere surveys, atmospheric testing and 

monitoring, building and infrastructure inspections, wildlife and forestry censuses, natural resource 

management/exploration, geographical mapping applications, photogrammetry, GPS and 

telecommunications research, construction monitoring, and aerial photograph/videography. Aerial 

data collected by Petitioner's UAS would also be used to promote and market MIT, as well as 

support student recreational and sport activities. 
 

U.S. Department of Transportation

August 6, 2015

Page 4

All of the UAS platforms MIT intends to use have already been approved by the FAA in 

previously granted exemptions, or otherwise exhibit the same characteristics in terms of their weight, 

speed and operational capabilities which meet the requirements of Section 333 of the Reform Act.

MIT is committed to maintaining the highest standards of flight safety. All UAS operations

will be performed in accordance with the accompanying MIT operating documents (as hereinafter 

defined), and in accordance with the requirements of an applicable COA. Among other things, and

as detailed in the operating documents, all UAS operations will occur in uncontrolled airspace, 

unless specific authorization is granted by the FAA or applicable authorities, within visual line-ofsight (VLOS) of the pilot and visual observer, and will be limited to daytime Visual Flight Rules 

(VFR) conditions. Moreover, MIT's operating documents incorporate redundant safeguards to

enhance safety.

The proposed operations in this Petition for Exemption are not new or novel to the FAA. The

FAA has previously issued grants of exemption to use small UAS for aerial data collection in

support of similar educational and research activities, including:

 Exemption No. 11552 to Sinclair Community College to conduct educational research

and training (Docket No. FAA-2015-0374);

 Exemption No. 11304 to Auburn University Aviation Center to conduct training courses

to instruct students in the operation of unmanned aircraft and their associated systems.

(Docket No. FAA-2014-1014); and

 Exemption No. 11265 to the City of Roswell Coalition to perform research, development

and validation of a formal UAS training curriculum (Docket No. FAA-2014-0732).

The low-risk UAS operations proposed by MIT in this Petition for Exemption fall squarely

within the category of aerial data collection that has been subject to previous approval. 

III. RELEVANT STATUTORY AUTHORITY

This Petition for Exemption is submitted pursuant to Section 333(a) through (c) of the

Reform Act. Congress has directed the FAA "to safely accelerate the integration of civil unmanned

aircraft systems into the national airspace system." Pursuant to Section 333 of the Reform Act, the

FAA Administrator is to permit unmanned aircraft systems to operate in the NAS where it is safe to

do so based on the following considerations:

 The UAS's size, weight, speed and operational capability;

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

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

Additionally, the FAA Administrator has general authority to grant exemptions from the

agency's safety regulations and minimum standards when the Administrator decides a requested

exemption is in the public interest. See 49 U.S.C. § 106(f) (defining the authority of the
 

U.S. Department of Transportation

August 6, 2015

Page 5

Administrator); 49 U.S.C. § 44701(f) (permitting exemptionsfrom §§ 44701(a), (b) and §§ 44702 –

44716, et seq.). A party requesting an exemption must explain the reasons why the exemption: (1)

would benefit the public as a whole, and (2) would not adversely affect safety (or how it would

provide a level of safety at least equal to the existing rules). See 14 C.F.R. § 11.81 (petitions for

exemption).

IV. MIT'S PROPOSED UAS OPERATIONS MEET THE REQUIREMENTS OF SECTION 333 OF

THE REFORM ACT

MIT's proposed operations in this Petition for Exemption qualify for expedited approval via

the summary grant process pursuant to Section 333 of the Reform Act, as each of the statutory

criteria and relevant factors are satisfied and the FAA has previously issued grants of exemption in

circumstances similar in all material respects to those presented in this Petition for Exemption. 

A. Approval is Warranted Based on the UAS's Size, Weight, Speed, and

Operational Capability

The FAA is familiar with and has already determined that the following vehicles chosen by

MIT meet the requirements of Section 333 of the Reform Act due to their weight, speed and

operational capabilities: DJI Phantom 1, DJI Phantom 2, DJI Phantom 2 Vision, DJI Phantom 2 

Vision+, DJI Phantom 3, DJI F550 FlameWheel, DJI F450 FlameWheel, I Inspire 1, DJI Spreading 

Wing series, 3D Robotics Iris, 3D Robotics Iris+, 3D Robotics X8, 3D Robotics X8+, and the 3D 

Robotics Solo, SenseFly eBee, Blade 350QX, Ascending Technologies (AscTec) Falcon 8, 

PrecisionHawk Lancaster, Yuneec Typhoon Q500+, and the Aerialtronics Altura Zenith ATX8. See 

e.g.,

 DJI Phantom 1: Exemption No. 11577 to HAZON Solutions, LLC; Exemption No. 11650 

to Trinity Aeroimaging; and Exemption No. 11318 to MicroDrone Vision, Inc.

 DJI Phantom 3: Exemption No. 11783 to Precision Design and Drafting, Inc.; Exemption 

No. 11788 to Birds Eye Aerial Photography, Inc.; Exemption No. 11696 to Midwest UAV 

Imagining; Exemption No. 11335A to Voler, Inc.; Exemption No. 11267A to ETAK 

Systems, Inc.; Exemption No. 11306A to Hawk Aerial, LLC 

 DJI Phantom 2: Exemption No. 11315 to The Climate Corporation and Precision Planting, 

LLC; Exemption No. 11784 to Precision Unmanned Aerial LLC; Exemption No. 11785 to 

CinemaCapture Videography

 DJI Phantom 2 Vision: Exemption No. 11768 to Copper City Aviation Services LLC; 

Exemption No. 11267 to ETAK Systems Inc.; Exemption No. 11310 to Colin Hinkle; 

Exemption No. 11624 to Vertical Information Services Inc.; Exemption No. 11556 to Sydor 

Aerial Photography, LLC

 DJI Phantom 2 Vision+: Exemption No. 11224 to NextEra Energy, Inc.; Exemption No. 

11230 to Montico, Inc.; Exemption No. 11228 to Steven Zeets ; Exemption No. 11218 to 

Saratoga Aerial Vehicle; and Exemption No. 11215 to Mike Johnson
 

U.S. Department of Transportation

August 6, 2015

Page 6

 DJI Spreading Wings S800: Exemption No. 11756 to C.H. Fenstermaker & Associates, 

LLC; Exemption No. 11584 to UAS Professionals Inc.; Exemption No. 11468 to United 

Dynamics AT Technologies Corp.

 DJI Spreading Wings S900: Exemption No. 11710 to Fly Low Aero, LLC; Exemption No. 

11714 to Sky Scape Industries LLC; Exemption No. 11697 to Andrew Dunn

 DJI Spreading Wings S1000: Exemption No. 11731 to D&C Inspection Services, Inc.; 

Exemption No. 11732 to Terraplance, LLC; Exemption No. 11733 to The Visual Arts 

Group, LLC

 DJI Spreading Wings S1000+: Exemption No. 11777 to SkyGizmo; Exemption No. 11778 

to Cloud9Drones; Exemption No. 11659 to Fovea Aero Systems LLC 

 DJI Spreading Wing series1: Exemption No. 11804 to Orbic Air, LLC

 DJI F550 FlameWheel: Exemption No. 11397 to Colorado Cartographics; Exemption No. 

11312 to Southgate Films Inc.; Exemption No. 11430 to Aerial Optics

 DJI F450 FlameWheel: Exemption No. 11691 to OpenSky Drones, LLC

 DJI Inspire 1: Exemption No. 11254 to Upward Aerial; Exemption No. 11659 to Fovea 

Aero Systems; Exemption No. 11668 to Sky-Forge Robotics LLC

 3D Robotics X8: Exemption No. 11521 to SkyWard IO, Inc.; Exemption No. 11446 to 

Trumbull Unmanned, LLC; and Exemption No. 11335 to Voler, Inc.

 3D Robotics X8+: Exemption No. 11626 to Olssson Associates; Exemption No. 11617 to 

Aerial Precision Survey 

 3D Robotics Iris: Exemption No. 11521 to SkyWard IO, Inc.

 3D Robotics Iris+: Exemption No. 11273 to AIG PC Global Services, Inc.; Exemption No. 

1141 to Douglas R. Dorrer; and Exemption No. 11204 to Build Imagery, LLC

 3D Robotics Solo: Exemption No. 11778A to Cloud9Drones

 SenseFly eBee: Exemption No. 11673 to Aerial Scout Ag Ops Support, LLC; Exemption 

No. 11646 to BioSensing Systems, LLC; Exemption No. 11263 to SenseFly LTD

 

1

The DJI Spreading Wing series is composed of the S1000+, S1000, S900 and S800 Evo. 
 

U.S. Department of Transportation

August 6, 2015

Page 7

 Blade 350QX: Exemption No. 11358 to New Heights Aerial Media, LLC.

 Ascending Technologies (AscTec) Falcon 8: Exemption No. 11277 to Advanced Aerial 

Inspection Resources; Exemption No. 11268 to HURVData LLC; Exemption No. 11208 to 

Sky-Futures USA, Inc.

 PrecisionHawk Lancaster: Exemption No. 11253A to Drone Fleet & Aerospace 

Management, Inc.; Exemption No. 11309 to United Services Automobile Association

 Yuneec Typhoon Q500: Exemption no. 11576 to Ascent Aerial Video Productions; 

Exemption No. 11842 to ProFly Drones; Exemption No. 11777 to SkyGizmo

 Aerialtronics Altura Zenith ATX8: Exemption No. 11713 to Property Drone Consortium 

LLC; Exemption no. 11188 to State Farm Mutual Automobile Insurance Company

In addition to the above referenced vehicles that the FAA has already approved and found 

suitable for aerial data collection, MIT also seeks to operate the following commercial-off-the-shelf 

vehicles which also meet the requirements of Section 333 of the Reform Act due to their weight, 

speed and operational capabilities:

 

2

For additional technical specifications on the Parrot AR.Drone 2.0, see: 

http://ardrone2.parrot.com/

Name Type Dimensions Composition MTOW

Max 

Flight 

Time 

(Mins)

Control 

Frequency

Max 

Airspeed

GPS 

Lostlink / 

RTH

Ascending 

Technologies, 

Hummingbird

Multicopter/ 

helicopter

540x540x85.5

mm

Plastic 200g 20 2.4 GHz 15 m/s Yes

Parrot 

AR.Drone 

2.02

Multicopter/ 

helicopter 500x500mm Plastic, Foam 420g 15 Bluetooth 5 m/s No

Parrot 

Rolling 

Spider 

MiniDrone

Quadcopter 140x140mm Plastic 55 g 8 Bluetooth 5 m/s No

3D Robotics Hexacopter 500x500mm Plastic 2500g Variable 2.4 GHz 15 m/s Yes
 

U.S. Department of Transportation

August 6, 2015

Page 8

The following shared characteristics of the DJI Phantom 1, DJI Phantom 2, DJI Phantom 2 

Vision, DJI Phantom 2 Vision+, DJI Phantom 3, DJI F550 FlameWheel, DJI F450 FlameWheel, I 

Inspire 1, DJI Spreading Wing series, 3D Robotics Iris, 3D Robotics Iris+, 3D Robotics X8, 3D 

Robotics X8+, 3D Robotics Solo, SenseFly eBee, Blade 350QX, Ascending Technologies (AscTec) 

Falcon 8, PrecisionHawk Lancaster, Yuneec Typhoon Q500+, Aerialtronics Altura Zenith ATX8, 

Ascending Technologies, Hummingbird, Parrot AR.Drone 2.0, Parrot Rolling Spider MiniDrone, 3D 

Robotics Y6, Syma X1 4 Channel 2.4G RC Quad Copter, Draganflyer X8, and the Hobbyking 

Bixler V1.1 warrant approval for a grant of exemption:

 They all weigh less than 55 pounds including payload;

 The radio frequencies used for operations and control of the UAS comply with the Federal

Communications Commission (FCC) and other appropriate government oversight agency

requirements; and

 The UAS all operate at a speed of 87 knots or less. 

B. Approval is Warranted Based on the Operational Restrictions in MIT's

Operating Documents

The University UAS Operations Manual, MIT's checklists, and the manufacturer's manuals

 

3

The FAA has previously approved several similar Draganflyer models, including the X4-P, X4-

ES, X6 and Guardian. See e.g., Exemption No. 11281 to Draganfly Innovations, Inc.

4

For additional technical specifications on the Draganflyer X8, see: 

http://www.draganfly.com/uav-helicopter/draganflyer-x8/specifications/

Y6 (6 motor 

coaxial 

configuration)

Syma X1 4 

Channel 2.4G 

RC Quad 

Copter

Quadcopter 370x370mm Plastic 600g 6 2.4 GHz 5 m/s No

Draganflyer 

X834

Multicopter/ 

helicopter

Width: 87cm 

Length: 87cm 

Top Diameter: 

106cm 

Height: 32cm

Carbon 

Fiber, Glass 

Filled 

Injected

Nylon,

Aluminum & 

Stainless 

Steel 

Fasteners

2700g

 

20 

(without 

payload)

2.4 GHz 30 mph Yes

Hobbyking 

Bixler V1.1 Fixed-wing 1400x925mm EPO Foam 650g 30 2.4 GHz 60 mph Yes
 

U.S. Department of Transportation

August 6, 2015

Page 9

for the selected UAS platforms (hereinafter collectively referred to as "operating documents")

contain all the procedures and limitations necessary to safely and successfully perform the proposed

operations. To expedite the FAA's safety assessment of MIT's proposed UAS operations, MIT has

tailored its operating documents to comply with the conditions and limitationsimposed on similarly

situated petitioners seeking to use small UAS for aerial data collection. See e.g., Exemption No.

11552 issued to Sinclair Community College, Docket No. FAA-2015-0374. In particular, the

operating documents contain systems and procedures to permit MIT to comply with the conditions

and limitations in the FAA's Grant of Exemption. Id. 

V. REGULATIONS FROM WHICH EXEMPTION IS SOUGHT

The Federal Aviation 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, including UAS, from its safety regulations and minimum standards when the

Administrator decides a requested exemption is in the public interest.5

MIT seeks an exemption from several interrelated provisions of 14 C.F.R. Parts 45, 61 and

91 for purposes of conducting the requested operations using small UAS, including:

 

5

See 49 U.S.C. § 44701(f) (authorizing the grant of exemptions from requirements of regulations

prescribed pursuant to Sections 44701(a) and (b) and Sections 44702 - 44716).

FAR Description

91.9(c); 45.23(b) and

45.27(a)

Aircraft Marking and Identification Requirements

91.405(a); 91.407(a)(1);

91.409(a)(1) and (2);

91.417(a) and (b)

Maintenance and Inspection Requirements

61.23(a) and (c), 61.113;

61.101(e)(4) and (5), 61.315

Private, Recreational and Sport Pilot Medical Certificate,

Privileges and Limitations

91.7(a) Civil Aircraft Airworthiness

91.9(b)(2); 91.203(a) and

(b)

Carrying Aircraft Flight Manual, Certification and Registration in

the Aircraft

91.103 Preflight Action

91.109(a) Flight Instruction

91.119(c) Minimum Safe Altitudes Over Other than Congested Areas
 

U.S. Department of Transportation

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Page 10

Listed below are the specific sections of 14 C.F.R. for which an exemption issought, and the

operating procedures and safeguards that Petitioner has established which will ensure a level of

safety better than or equal to the rules from which exemption is sought.6

A. 91.9(c), 45.23(b) and 45.27(a): Aircraft Marking and Identification

Requirements

MIT seeks an exemption from the aircraft marking and identification requirements contained

in 14 C.F.R. §§ 91.9(c), 45.23(b) and 45.27(a).

● 14 C.F.R. § 91.9(c), Civil Aircraft Flight Manual, Marking and Placard Requirements,

provides that:

No person may operate a U.S.-registered civil aircraft unlessthat aircraft isidentified

in accordance with Part 45 of this chapter.

● 14 C.F.R. § 45.23(b), Markings of the Aircraft, states:

When marksinclude only the Roman capital letter "N" and the registration number is

displayed on limited, restricted or light-sport category aircraft or experimental or

provisionally certificated aircraft, the operator must also display on that aircraft near

each entrance to the cabin, cockpit, or pilot station, in letters not less than 2 inches

nor more than 6 inches high, the words "limited," "restricted," "light-sport,

"experimental," or "provisional," as applicable.

● 14 C.F.R. § 45.27(a), Rotorcraft, states:

Each operator of a rotorcraft must display on that rotorcraft horizontally on both

surfaces of the cabin, fuselage, boom, or tail the marks required by § 45.23.

In prior grants of exemption under Section 333 of the Reform Act, the FAA determined that

exemption from these requirements was warranted provided that the aircraft "have identification (NNumber) markings in accordance with 14 C.F.R Part 45, Subpart C if the markings are as large as

 

6

See 14 C.F.R. § 11.81(e), which requires a petition for exemption to include:

The reasons why granting the exemption would not adversely affect safety, or how

the exemption would provide a level of safety at least equal to that provided by the

rule from which you seek exemption.

91.121 Altimeter Settings

91.151(a) Fuel Requirements for Flight in VFR Conditions
 

U.S. Department of Transportation

August 6, 2015

Page 11

practicable."7 All UAS flown by MIT will bear N-number markingsthat are aslarge as practicable in

accordance with 14 C.F.R. Part 45, Subpart C.8 

B. 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2); 91.417(a) and (b): Maintenance

Inspections

MIT seeks an exemption from the maintenance inspection requirements contained in 14

C.F.R. § 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2); 91.417(a) and (b). These regulationsspecify

maintenance and inspection standards in reference to 14 C.F.R. Part 43.9 An exemption from these

regulationsis needed because Part 43 and these sections only apply to aircraft with an airworthiness

certificate, which the UAS to be operated under this grant of exemption will not have.

An equivalent level of safety will be achieved because maintenance and inspections will be

performed in accordance with the operating documents and any required manufacturer Safety or

Service Bulletins. Further, asrequired by the operating documents, the PIC will conduct a pre-flight

inspection of the UAS and all associated equipment to account for all discrepancies and/or

inoperable components. Maintenance will be performed and verified to address any conditions

potentially affecting safe operation of the UAS and no flights will occur unless, and until, all flight

critical components of the UAS have been found to be airworthy and in a condition safe for

operation. A functional test flight will be conducted following the replacement of any flight-critical

components. Asrequired by the operating documents, the PIC who conductsthe functional test flight

will make an entry in the UAS aircraft records of the flight. 

The operating documents also include requirements to follow the UAS manufacturer’s

maintenance, overhaul, replacement, inspection, and life limit requirements for the aircraft and

aircraft components. Moreover, the operating documents also include 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 Petitioner's UAS. As a whole,

the maintenance and inspection proceduresrequired by Petitioner's operating documents ensure that

an equivalent or higher level of safety will be achieved.

C. 61.23(a) and (c), 61.113, 61.101(e)(4) and (5), 61.315: Private, Recreational

and Sport Pilot Medical Certificate, Privileges and Limitations

MIT seeks exemption from these sections, which restricts private, recreational orsport pilot

certificate holders from flying aircraft for compensation or hire, and would also require a second

class medical certificate. The purpose of Part 61 is to ensure that the skill and competency of any

PIC matchesthe airspace in which the PIC will be operating, as well asrequiring certificationsif the

 

7

FAA Docket No. FAA-2014-0352.

8

See, e.g., FAA Docket No. FAA-2014-0352, at 14. 

9

See, e.g., 14 C.F.R. § 91.405(a) (stating that each owner or operator of an aircraft "[s]hall have the

aircraft inspected as prescribed in subpart E of this part and shall between required inspections

...have discrepancies repaired as prescribed in part 43 of this chapter.").
 

U.S. Department of Transportation

August 6, 2015

Page 12

private pilot is carrying passengers or cargo for hire. In this case, while the UAS will be operated as

part of a commercial operation, it carries neither passengers nor cargo. 

In the Grant of Exemption No. 11062 to Astraeus Aerial10, the FAA determined that the

unique characteristics of UAS operation outside of controlled airspace did not warrant the additional

cost and restrictions attendant with requiring the PIC to have a Commercial Pilot Certificate and

Class II Medical Certificate. The fulfillment of the additional requirements for a private pilot to

become qualified as a commercial pilot would not lead to any additional safety benefits when UAS

operations are involved. 

More recently, the FAA determined that holders of recreational and sport pilot certificates

would also have adequate aeronautical knowledge to pilot a UAS. Accordingly, because these

individuals would also be subject to security screening by the Department of Homeland Security

(DHS), the FAA determined that holders of recreational and sport pilot certificates would be

qualified to serve as the PIC for UAS operations.11 

The restrictions Petitioner has placed on its UAS operations meet or exceed the restrictions

similarly imposed on Astraeus Aerial and other operatorsin more recently granted exemptions under

Section 333 of the FAA Reform Act. MIT will operate away from persons and property that is not

the subject matter of the flight. MIT will also require all PICs to be thoroughly trained in the unique

aspects of UAS flight. As set forth in the operating documents, pilots will have experience not only

in UAS operations generally but have logged flight time in the specific make and model used for the

operations before they are permitted to participate in commercial flights on behalf of MIT. The pilot

qualification, training, and currency requirements in the operating documents ensure that MIT's

pilots are competent and proficient in the UAS they are operating. The Petitioner's training and

qualification requirements are consistent with those contained in prior FAA-issued grants of

exemption, and will provide a higher level of competency and proficiency for its pilots and will

ensure at least an equivalent level of safety.

D. 91.7(a): Civil Aircraft Airworthiness

Inasmuch as there will be no airworthiness certificate issued for the UAS, MIT seeks an

exemption from 14 C.F.R. § 91.7(a), which requiresthat a civil aircraft be in an airworthy condition

to be operated. While the petitioner’s UAS will not have an airworthiness certificate, the FAA has

determined that for the purposes of this exemption the pilot may determine the aircraft is in an

airworthy condition prior to flight. The operating documents contain procedures which allow the PIC

to determine whether the aircraft isin a condition safe for flight, and an exemption from § 91.7(a) is

therefore warranted. 

 

10 FAA Docket No. FAA-2014-0352.

11 See Grant of Exemption No. 11213 to Aeryon Labs, Inc. (Docket No. FAA-2014-0642 at pgs.

8-9).
 

U.S. Department of Transportation

August 6, 2015

Page 13

E. 91.9(b)(2): Civil Aircraft Flight Manual in the Aircraft and 91.203(a) and

(b): Carrying Civil Aircraft Certification and Registration

Title 14 C.F.R. § 91.9(b)(2) and § 91.203(a) and (b) require the operator to carry

airworthiness documents and other aircraft manuals onboard the aircraft.

Pursuant to 14 C.F.R. § 91.9(b)(2):

(b) No person may operate a U.S.-registered civil aircraft –

...

(2) For which an Airplane or Rotorcraft Flight Manual is required by § 21.5 of this

chapter, unless there is available in the aircraft a current approved Airplane or

Rotorcraft Flight Manual, approved manual material, markings, and placards, or any

combination thereof.

Pursuant to 14 C.F.R. § 91.203(a) and (b):

(a) Except as provided in § 91.715, no person may operate a civil aircraft unless it

has within it the following:

(1) An appropriate and current airworthiness certificate...

(b) No person may operate a civil aircraft unlessthe airworthiness certificate required

by paragraph (a) of thissection or a special flight authorization issued under § 91.715

is displayed at the cabin or cockpit entrance so that it islegible to passengers or crew.

Given the small size and configuration of the UAS, it would be impossible to keep

airworthiness documents and other aircraft manuals on board the UAS because there is simply no

room and the UAS has no cabin or cockpit. 

In an FAA Office of Chief Counsel's Opinion dated August 8, 2014, and prepared by Dean E.

Griffith, Attorney, AGC-220, it was acknowledged that the intent of 14 C.F.R. 91.9(b) and 91.203(a)

and (b) is met if the pilot of the unmanned aircraft has access to the UAS flight manual, registration

certificate, and other required documents from the ground control station from which he or she is

operating the aircraft.12 Asthis FAA Office of Chief Counsel Opinion clarifies, the intent of the rule

is to ensure the pilot has access to these key documents during flight. Therefore, an equivalent level

of safety will be achieved by ensuring that the pilot has access to the documents at the ground

control station from which he or she is piloting the UAS.13 

 

12 Memorandum from Mark Bury, FAA Assistant Chief Counsel for International Law, Legislation

and Regulation, to John Duncan, FAA Flight Standards Service (Aug. 8, 2014);see also Docket No.

FAA-2014-0352 at 16-18. 

13 See also Exemption No. 11213 to Aeryon Labs, Inc. at pg. 11:

The petitioner requested relief from 14 CFR § 91.9(b)(2): Civil aircraft flight

manual, marking, and placard requirements and § 91.203(a) and (b): Civil aircraft:

{footnote continued}
 

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August 6, 2015

Page 14

F. 91.103: Preflight Action

Petitioner seeks an exemption from 14 C.F.R. § 91.103, which requires a PIC to become

familiar with specific information before each flight, including information contained in the FAAapproved Flight Manual on board the aircraft. While the PIC will be familiar with all information

necessary to safely conduct the flight, an exemption isrequested to the extent that an FAA-approved

Flight Manual is required.

Adherence to the requirements in the operating documents will ensure that the UAS is in an

airworthy condition prior to flight. The PIC will perform a series of checklists designed to identify

any defects or inoperable components, which cover pre-flight, take-off, landing and post-flight

procedures. The PIC will also be required to review weather, flight requirements, battery charge,

landing and takeoff distance, UA performance data, and contingency landing areas—before initiation

of flight. Petitioner's operating documents will be kept at the ground control station and will be

accessible to the PIC at all times while operating the UAS.

G. 91.109(a): Flight Instruction

Petitioner seeks an exemption from 14 C.F.R. § 91.109(a), which provides in pertinent part

that "[n]o person may operate a civil aircraft (except a manned free balloon) that is being used for

flight instruction unlessthat aircraft hasfully functioning dual controls." UAS and remotely piloted

aircraft, by their design, do not have functional dual controls. Instead, flight control is accomplished

through the use of a device that communicates with the aircraft via radio communications. 

Accordingly, an exemption will be required for the flight instruction requirements of 14 C.F.R. §

91.109(a). 

Given the size and speed of the UAS that Petitioner intendsto use, an equivalent level ofsafe

training can still be achieved without dual controls because no pilot or passengers are aboard the

UAS, and as required by the operating documents, all persons will be a safe distance away in the

event that the UAS experiences any difficulties during flight instruction. Moreover, all flight training

will be conducted in controlled and sterile environment. As a whole, the procedures provided for in

the operating documents ensure that UAS flight instruction can be performed safely.

H. 91.119(c): Minimum Safe Altitudes Over Other Than Congested Areas

MIT requests an exemption from the minimum safe altitude requirements of 14 C.F.R. §

91.119(c).

14 Section 91.119 prescribes the minimum safe altitudes under which aircraft may not

 

{continued from previous page}

Certifications required. The FAA has previously determined that relief from these

sectionsis not necessary. See Exemption No. 11062. Relevant materials may be kept

in a location accessible to the PIC in compliance with the regulations.

14 Relief from § 91.119(a) will not be necessary because Petitioner will be able to perform an

emergency landing without undue hazard to persons or property on the ground in the event of a

{footnote continued}
 

U.S. Department of Transportation

August 6, 2015

Page 15

operate, including 500 feet above the surface and away from any person, vessel, vehicle, orstructure

in non-congested areas. See 14 C.F.R. § 91.119(c). 

An exemption isrequired because the proposed UAS operations will normally need to occur

below 400 feet AGL. Additionally, due to the nature of the proposed operations, the PIC and/or

Observers may need to be lessthan 500 feet away from the UAS. Compared to flight operations with

rotorcraft weighing far more than the maximum weights proposed herein, and given the lack of

flammable fuel with the UAS, any risk associated with these operations is far less than those that

presently exist with conventional aircraft. 

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

as well the controlled location where the operations will occur. In order to avoid any risk to manned

aircraft, flight operations will be restricted to below 400 feet AGL. As set forth in the operating

documents, the UAS will be operated in a controlled environment, and all flights will occur at a

lateral distance of at least 500 feet from nonparticipating persons, unless that person is in a position

where he or she is shielded from the UAS and any possible debris resulting from UAS failure. 

Procedures will be in place to ensure flight operations can be safely terminated if a nonparticipating

person within 500 feet of the UAS leaves a shielded position. Further, UAS operations will occur at

least 500 feet away from vehicles or structures unless the property owner/controller has granted

permission and the PIC has made a safety assessment of the risk of operating closer to those objects,

and operations near the PIC or Observer will not present an undue hazard per § 91.119(a). 

Adherence to these restrictions in MIT's operating documents will ensure the proposed operations

can be conducted without compromising safety to persons or property on the ground. 

I. 91.121: Altimeter Settings

To the extent necessary for MIT to conduct the proposed operations, Petitioner requests an

exemption from 14 C.F.R. § 91.121, which requires a person operating an aircraft to maintain

cruising altitude or flight level by reference to an altimeter that isset to the elevation of the departure

airport or barometric pressure. 

The FAA has stated that an equivalent level of safety to the requirements of 14 C.F.R. §

91.121 can be achieved in circumstances where: (1) the UAS will be operated 400 feet AGL or

below, (2) within VLOS, (3) where GPS based altitude information is relayed in real time to the

operator at a ground-based on-screen display and, (4) where prior to each flight, a zero altitude

initiation point is established for the PIC to confirm accuracy of the onboard GPS.15

 

{continued from previous page}

failure. Petitioner's proposed UAS operations will not occur over congested areas, and therefore an

exemption from § 91.119(b) will not be necessary. See e.g., Grant of Exemption No. 11157 to

Slugwear, Inc., dba Likeonatree Aerial at pg. 15 (Docket No. FAA-2014-0534).

15 See Grant of Exemption No. 11062 to Astraeus Aerial (Docket No. FAA-2014-0352 at 21).
 

U.S. Department of Transportation

August 6, 2015

Page 16

The UAS that Petitioner intendsto use for performing the proposed operations meet all these

operational characteristics. Moreover, the operating documents require the PIC to calibrate the

aircraft's GPS compass prior to each flight operation. As the FAA has determined in circumstances

similar to this Petition for Exemption, Petitioner's UAS and the safety mitigation procedures

contained in the operating documents, ensure that an equivalent level ofsafety will be achieved, and

a grant of exemption to the requirements of § 191.121 is therefore appropriate.

J. 91.151(a): Fuel Requirements for Flight in VFR Conditions

MIT requests an exemption from 14 C.F.R. § 91.151(a)'sfuel requirementsfor flight in VFR

conditions. Section 91.151 states:

(a) No 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 after that for at least 30 minutes; or

(2) At night, to fly after that for at least 45 minutes.

Here, the technological limitations on UAS battery power means that no meaningful flight

operations can be conducted while still maintaining a 30-minute battery reserve. An exemption from

the fuel requirements of 14 C.F.R. § 91.151(a) is therefore required. 

The FAA has previously granted relief from the fuel requirements of § 91.151(a) for flight in

daytime VFR conditionsin circumstancessimilar to those presented in this Petition for Exemption.

16

In Exemption No. 11213 to Aeryon Labs, Inc.17, the FAA determined that a requirement prohibiting

the PIC from beginning a UAS flight unless (considering wind and forecast weather conditions)

there was enough available power for UAS to operate for the intended operational time and to

operate after that for at least five minutes or with the reserve power recommended by the

manufacturer if greater, would ensure an equivalent level of safety to the fuel requirements of §

91.151(a). Petitioner's operating documentsimpose thissame requirement and an exemption from §

91.151(a)'s fuel requirements for flight in VFR conditions is therefore appropriate. 

VI. DRUG AND ALCOHOL PROGRAM

MIT will have policies in place to ensure that no person may participate in UAS flight

operations if they are under the influence of alcohol or any drug. 

VII. PUBLIC INTEREST

The public interest will be served by granting MIT's Petition for Exemption. Congress has

established a national policy that favors early integration of UAS into the NAS in controlled, safe

 

16 See e.g., Exemption Nos. 8811, 10808, and 10673.

17 Docket No. FAA-2014-0642.
 

U.S. Department of Transportation

August 6, 2015

Page 17

working environments such as those proposed in this Petition. Granting this Petition for Exemption

helps fulfill Congress' goal in passing Section 333(a) through (c) of the Reform Act—the FAA

Administrator's assessment of whether certain UAS may operate safely in the NAS before

completion of the statutorily required rulemaking. 

Beyond increased levels ofsafety, the public standsto benefit enormously from the education

and research programssupported by the proposed operationsin this Petition for Exemption. Whether

it is studying how UAS can be used to aid disaster recovery efforts, or developing tomorrow's UAS 

collision avoidance systems, the public as a whole with benefit from the information gathered and

studied as part of the education and research programs supported by the proposed operations in this

Petition for Exemption. 

VIII. PRIVACY

The proposed operations will be conducted in accordance with applicable federal, state, or

local laws regarding privacy. MIT will not conduct flight operations over property that it does not

own or control without the prior consent and knowledge of the property owner. 

IX. FEDERAL REGISTER SUMMARY

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:

Petitioner seeks an exemption from the following rules in Title 14 of the Code of Federal

Regulations:

45.23(b); 45.27(a); 61.23(a) and (c); 61.113; 61.101(e)(4) and (5); 61.315; 91.7(a);

91.9(b)(2); 91.9(c); 91.103; 91.109(a); 91.119(b); 91.121; 91.151(a); 91.203 (a) & (b); 91.405(a);

91.407(a)(1); 91.409(a)(1) & (2); 91.417 (a) & (b). 

The exemption will enhance safety by reducing risk to the general public and property

owners from the substantial hazards associated with using conventional fixed-wing aircraft or

rotorcraft for aerial data collection in support of university education and research programs.

X. CONCLUSION

The proposed operations in this Petition for Exemption satisfy the criteria articulated in

Section 333 of the Reform Act and the FAA hasissued grants of exemption in circumstancessimilar

in all respects to those presented by MIT in this Petition for Exemption. In consideration of the

foregoing, MIT respectfully submitsthat this Petition for Exemption qualifiesfor expedited approval

via the FAA's summary grant process.

We thank you for your prompt consideration of our requested exemptions. Should you have

any questions, or if you need additional information to support the requested exemptions, please do

not hesitate to contact us. 
 

U.S. Department of Transportation

August 6, 2015

Page 18

Very truly yours,

Mark E. McKinnon

Matthew J. Clark

Counsel for Massachusetts Institute 

of Technology

Attachment
 

U.S. Department of Transportation

August 6, 2015

Page 19

(The following attached item will be submitted under separate cover as it contains proprietary and

commercial information exempt from disclosure under the Freedom of Information Act, 5 U.S.C. §

522 et seq., and should be held in a separate file pursuant to 14 C.F.R. § 11.35(b)).

Attachments:

 The University UAS Operations Manual