Re: Exemption Request Pursuant To Section 333 of the FAA Reform Act of 2012

Dear Sir or Madam,

Pursuant to §333 of the FAA Modernization and Reform Act of2012 (the Reform Act) and 14 

C.F.R. Part 11, Robert Barnes DBA Camerawork Video & Photography, operator of Small 

Unmanned Aircraft Systems (sUASs) equipped to conduct aerial photography for the media 

and advertising industries for pre-planned, controlled areas, photographic and video services, 

hereby applies for an exemption from the listed Federal Aviation Regulations (FARs) to allow 

commercial operation of its sUASs, so long as such operations are conducted within and under 

the conditions outlined herein or as may be established by the Federal Aviation Administration 

(FAA) as required by§333. Robert Barnes current operation of sUASs for commercial purposes 

has been halted to comply with recently enacted federal aviation regulations pertaining to 

sUASs.

As described more fully below, the requested exemption would permit the operation of small, 

unmanned and relatively inexpensive multi-rotor aircraft under controlled conditions in 

airspace that is 1) contained 2) predetermined 3) has on-site safety personnel controlling 

access, and 4) would provide increased safety and enhancements to clients' business operations.

The name and address of the applicant is: 

Robert Barnes

Address: 4610 Lake in the woods Drive, Spring Hill, Fl. 34607

Ph:+l- (727)-272-2306 Email: bob@cvpus.com

I, Robert Barnes respectfully requests a grant of an exemption of the following sections of Title 

14 of the Code of Federal Regulations:14 CFR 21; 14 CFR 91, et seq.; 14 CFR 45.23 (b);

Re: Exemption Request Pursuant To Section 333 of the FAA Reform Act of2012 • 14 CFR 

61.113 (a) & (b);

14 CFR 407 (a)(l); 

14 CFR 409 (a)(2);• 14CFR417(a)&(b). 

I, Robert Barnes also respectfully requests an Exemption from Section 333 of the FAA Reform 

Act and Part 11 of the Federal Aviation Regulations from:

14 CFR 45.23(b);14 CFR Part 21;14 CFR 61.1 13 (a) & (b); 91.7 

(a);91.9(b)(2);91.103(b);

91.109;• 91.119;• 91.121;• 91.151(a);• 91.203(a) & (b); • 91.405 (a);• 91.407 (a) (1);• 

91.409 (a) (2);• 91.417 (a) & (b).
The Extent of Relief Robert Barnes Seeks and the Reason It Seeks Such Relief:

Robert Barnes submits this application in accordance with the Reform Act, 112 P.L. 95 §§331-

334, seeking relief from any currently applicable federal aviation regulations PARs pertaining 

to UASs (unmanned aircraft systems) and operating to prevent Robert Barnes contemplated 

commercial photography, Photographic mapping, and other flight operations within the U.S. 

national airspace system.

The Reform Act in §332 provides for such integration of civil UASs into our national airspace 

system as it is in the public's interest to do so. Robert Barnes lightweight UASs meet the 

definition of "small unmanned aircraft" as set forth in §331 and combined with a sterling safety

record in similar industries, Robert Barnes light duty UASs are ideal recipients of exemption by

the intent of the Reform Act.

Considerations for relief include a combination of sUAS physical characteristics, safety

features, and safe practices identified in §333:

• sUAS weight,• sUAS overall size,• sUAS speed over ground,

• sUAS flight zone characteristics,

- Non-operation near airports (civilian or military), 

- Tightly controlled operation in populated areas, 

the client.Specific consideration is outline below.

Re: Exemption Request Pursuant To Section 333 of the FAA Reform Act of2012

• Operation of the UAS by VLOS by

14 C.F.R. Part 21, Subpart H: Airworthiness Certificates14 C.F.R. §91.203 (a) (1) Subpart H, 

entitled Airworthiness Certificates, establishes the procedural requirements for the issuance of 

airworthiness certificates as required by FAR §91.203 (a) (1). Given the size and limited 

operating area associated sUASs, an exemption from Part 21 Subpart H meets the requirements 

of an equivalent level of safety under Part 11 and §333 of the Reform Act. 1l1e Federal 

Aviation Act (49 U.S.C.§4470 1 (f)) and §333 of the Reform Act both authorize the FAA to 

exempt aircraft from the requirement for an airworthiness certificate, upon consideration of the 

size, weight, speed, operational capability, and proximity to airports and populated areas of the 

particular sUAS. In all cases, an analysis of these criteria demonstrates that the UAS operated 

without an airworthiness certificate, in the restricted environment and under the conditions 

proposed will be at least as safe, or safer, than a conventional aircraft (fixed wing or rotorcraft) 

operating with an airworthiness certificate without the restrictions and conditions proposed.

The sUAS to be operated by Robert Barnes is less than 11kg. with maximal payload consisting 

of remote sensing instrumentation, carries neither no persons, carries no explosive or 

flammable materials including combustible fuels, and operates exclusively within a secured 

area. Unlike other civil aircraft, operations under this exemption will be tightly controlled and 

monitored by both the pilot (PIC), 'spotter' role designated to act as both the remote sensing 

controller and secondary monitor for safety issues, and a technician, which assists in matters

related to maintaining the sUAS and also monitors for safety concerns and liaisons to

the on-site safety officials. These enhancements to current safety practices and regulations, 

which already apply to civil aircraft, provide a greater degree of safety to the public and 

property owners than conventional aircraft operations conducted with airworthiness certificates 
issued under 14 C.F.R. Part 21, Subpart H. Lastly, application of these same criteria 

demonstrates that there is no intrinsic credible threat to national security posed by the UAS, 

due to its size, speed of operation, location of operation, lack of intrinsic explosive materials or 

flammable liquid fuels, and inability to carry a substantial external load.

14 C.F.R. §45.23 (b). Marking of the Aircraft The regulation requires: When marks include 

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.

Even though the sUAS will have no airworthiness certificate, an exemption may be needed as 

the sUAS will have no entrance to the cabin, cockpit or pilot station on which the word 

"Experimental" can be placed. Given the size of the sUAS, two-inch lettering will be 

impossible. The word "Experimental" will be placed on the frame in compliance with §45.29 

(f) at a size suitable for the available space.

The equivalent level of safety will be provided by having the sUAS marked on its fuselage as 

required by §45.29 (f) where the pilot, observer and others working with the sUAV will see the 

identification of the UAS as "Experimental." The FAA has issued the following exemptions to 

this regulation to Exemptions Nos. 10700, 8738, 10167 and 10167A.

Further markings include the use of flashing green LED illumination on the underside of the 

sUAS frame which stands at contrast against a blue or white sky.

Re: Exemption Request Pursuant To Section 333 of the FAA Reform Act of2012

14 C.P.R. §61.113 (a) & (b): Private Pilot Privileges and Limitations: Pilot in 

Command.§61.113 (a) & (b) limit private pilots to non-commercial operations. Because the 

sUAS will not carry a pilot or passengers, the proposed operations can achieve the equivalent 

level of safety of current operations by requiring a ground crew member to have a private 

pilot's license rather than a commercial pilot's license to operate this sUAS. Unlike a 

conventional aircraft that carries the pilot and passengers, the sUAS is remotely controlled with 

no persons on board. The area of operation is controlled and restricted, and all flights are 

planned and coordinated in advance. The risks associated with the operation of the sUAS are so 

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

61 when drafted, that allowing operations as requested with a private pilot in the ground crew 

exceeds the present level of safety achieved by 14 C.P.R. §61.1 13 (a) & (b).

14 C.P.R. §91.7(a): Civil aircraft airworthiness.The regulation requires that no person may 

operate a civil aircraft unless it is in airworthy condition. As there will be no airworthiness 

certificate issued for the aircraft, should this exemption be granted, no

FAA regulatory standard will exist for determining airworthiness. Given the size of the aircraft 

and the requirements contained in the Manual for maintenance and use of safety check lists 

prior to each flight, a subset of which are provided in enclosed Supplemental material, an 

equivalent level of safety will be provided.

14 C.F.R. §91.9 (b) (2): Civil Aircraft Flight Manual in the Aircraft.§91.9 (b) (2) provides: 

No person may operate a U.S.-registered civil aircraft ... (2) For which an Airplane or 

Rotorcraft Flight Manual is not 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.

The sUAS, given its size and configuration has no ability to carry a physical flight manual on 

the aircraft. The equivalent level of safety will be maintained by keeping the flight manual at 

the ground control point where the pilot flying the sUAS will have immediate access to it. The 

FAA has issued the following exemptions to

this regulation: Exemption Nos. 8607,8737,8738,9299, 9299A, 9565,95658, 10167, 10167A, 

10602,32827, and 10700.

14 C.F.R. §91.103: Preflight actionThis regulation requires each PIC to take certain actions 

before flight to insure the safety of flight. As FAA approved rotorcraft flight manuals will not 

be provided for the aircraft an exemption will be needed. The PIC will take all actions 

including reviewing weather, flight battery requirements, landing and takeoff distances and 

aircraft performance data before initiation of flight. Further, we have proprietary manuals 

created

with the help of sUAS experts, the manufacturer, the regional sUAS vendor and policy holding 

insurer and continue to work with these organizations to ensure best safe practices are adhered 

to.

14 C.P.R. §91.109: Flight instruction§91.103 provides that no person may operate a civil 

aircraft (except a manned free balloon) that is being used for flight instruction unless that 

aircraft has fully functioning dual controls. sUASs and remotely piloted aircraft, by their design 

do not have fully functional dual controls. Flight control is accomplished through the use of a 

control box that communicates with the aircraft via radio communications. The FAA has 

approved exemptions for flight training without fully functional dual controls for a number of 

aircraft and for flight

instruction in experimental aircraft. See Exemption Nos.5778K & 9862A. The equivalent level 

of safety provided by the fact that neither a pilot nor passengers will be carried in the aircraft 

and by the size and

Re: Exemption Request Pursuant To Section 333 of the FAA Reform Act of2012

speed of the aircraft. Enhancing this safety is the technology inherent in the remote controls 

utilizing digital communications which is paired to the sUAS making it nearly impossible to 

unintentionally or intentionally have the control communications interrupted.

14 C.F.R. §91.119: Minimum safe altitudes§91.119 establishes safe altitudes for operation of 

civil aircraft. §91.119 (d) allows helicopters to be operated at less than the minimums 

prescribed, provided the person operating the helicopter complies with any route or altitudes 

prescribed for helicopters by the FAA. As this exemption is for a sUAS that closely mimics the 

behavior of a helicopter, and the exemption requests authority to operate at altitudes up to 400 

AGL, an exemption may be needed to allow such operations. As set forth herein, the UAS will 

never operate at higher than 400 AGL or beyond unaided visual line of sight, whichever is 

closer. It will however be operated in a restricted area with security officials tasked with 

ensuring public safety, and where buildings and people will not be exposed to operations 

without their pre-obtained consent and training.

The equivalent level of safety will be achieved given the size, weight, speed of the UAS as well 

as the location where it is operated. No flight operation will be taken without the permission of 

the property owner in the case of private property or local officials i the case of public property
or private property with public interests. Because of the advance notice to the property owner 

and participants in the remote sensing activity, all affected individuals will be aware of the 

planned flight operations. Compared to flight operations with aircraft or rotorcraft weighting 

far more than the maximum 11kg of Robert Barnes sUASs proposed herein and the lack of 

flammable fuel, any risk associated with these operations is far less than those presently

presented with conventional aircraft operating at or below 500 AGL. In addition, the lowaltitude operations of the sUAS will ensure separation between these small- UAS operations 

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

14 C.F.R. §91. 121 Altimeter Settings§91.121 requires each person operating an aircraft to 

maintain cruising altitude by reference to an altimeter that is set "...to the elevation of the 

departure airport or an appropriate altimeter setting available before departure." As the sUAS 

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

needed. An equivalent level of safety will be achieved by the operator, confirming the altitude 

of the launch site shown on the GPS altitude indicator before flight. The PIC and Technician 

will also ensure effective pairing with multiple GPS sources to guarantee accurate detection of 

height.

14 C.F.R. §9 1.15l (a): Fuel Requirements for Flight in VFR Conditions§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 

sUAS provides approximately15 minutes of powered flight in hover mode with out payload. 

Robert Barnes sUAS will not be able to meet the 30 minute reserve requirement in 14 CPR 

§91.151. Operating the small UAS, 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 power, does not engender the type of risks that Section 9l.l51(a) was 

intended to alleviate given the size and speed of the small UAS. Robert Barnes believes that an 

equivalent level of safety can be achieved by limiting flights to » 10 minutes or 25% of battery

power whichever happens first. This restriction would be more than adequate to return the 

sUAS toils planned landing zone from anywhere in its limited operating area.Similar 

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

and10808.

Re: Exemption Request Pursuant To Section 333 of the FAA Reform Act of2012

14 C.P.R. §91.203 (a) & (b): Carrying Civil Aircraft Certification and Registration The 

regulation provides in pertinent part:

(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 unless the airworthiness certificate required 

by paragraph (a) of this section or a special flight authorization issued under §91.715 is 

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

The sUAS fully loaded weighs no more than llkg and is operated without an onboard pilot. As 

such, there is no ability or place to carry certification and registration documents or to display

them on the sUAS. An equivalent level of safety will be achieved by keeping these documents 
at the ground control point where the pilot flying the sUAS will have immediate access to 

them, to the extent they are applicable to the sUAS. The FAA has issued numerous exemptions 

to this regulation. A representative sample of other exceptions includes Exemption Nos. 

9565,9665,9789, 9789A, 9797, 9797A, 9816A, and 10700.

14 C.P.R. §91.405 (a); 407 (a) (1); 409 (a) (2); 417(a) & (b): Maintenance Inspections These 

regulations require 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...;' and others shall inspect or maintain the aircraft in compliance with Part 43. Given 

that these section 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 flight manual. An equivalent level of safety will be achieved because these 

small UASs are very limited in size and will carry a small payload and operate only in 

restricted areas for limited periods of time. If mechanical issues arise the UAS can land 

immediately and will be operating from no higher than 400 feet AGL. The operator will ensure 

that the UAS 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 to provide the 

equivalent level of safety.

An exemption granted to Robert Barnes would permit its operation of lightweight, unmanned, 

remotely controlled, sUASs in a tightly controlled environment with limited airspace. Robert 

Barnes utilizes local business' safety officers in specifically determined areas (designed flight 

zone) to mitigate injury and property damage while fulfilling clients' goals. Technical 

enhancements to current safety controls will allow Robert Barnes to operate exceeding current 

safety specifications, and stay ahead of, or meet, new ones being implemented by the FAA and 

Department of Transportation. Further, Robert Barnes DBA Camerawork Video & 

Photography conducts its operations in compliance with protocols described herein or as 

otherwise established by the FAA.

II. Commercial and Public Benefits

I Robert Barnes believe that granting this exemption request furthers the public interest by

providing safe (by way of an unmanned system) and efficient means to meet technical 

problems solvable by elevated data collection instruments. Robert Barnes client base are 

typically small to medium sized business' looking to increase their awareness of structures or 

landscape on their respective properties through data collection other Public Interest 

aerial videography for geographical awareness and for real estate marketing has been around 

for a long time through manned fixed wing aircraft and helicopters, but for small business 

owners, its expense has been cost-prohibitive. Granting this exemption to the petitioner would 

allow him to provide this service at a much lower cost. Further, the petitioner indicates his 

small UAS will pose no threat to the public given its small size and lack of combustible fuel 

when compared to larger manned aircraft. The petitioner also states that the operation of his 

UAS will minimize ecological damage and promote economic growth by providing 

information to companies looking to relocate or build in the North Tampa area. 
Re: Exemption Request Pursuant To Section 333 of the FAA Reform Act of2012

by photographic, videography. By moving these functions onto sUAS based aircraft, the 

potential for loss of life or property is diminished due to the greater control in a smaller and 

safer aircraft that holds no persons. Second, there are no reactive or combustible materials on 

board the sUAS and thus the potential for fire or explosions is greatly diminished. Third, the 

small size and extreme maneuverability of Robert Barnes UASs allow the PIC to avoid 

hazards. Accordingly, Robert Barnes UASs have operated and will continue to operate at and 

above current safety levels.

A. The costs and benefits of your proposed action to society in general and specific groups 

within society

As described above, Robert Barnes DBA Camerawork Video & Photography past customers 

have been small to medium business seeking Aerial videography for geographical awareness 

and for real estate marketing has been around for a long time through manned fixed wing 

aircraft and helicopters. For small budget real estate companies and average homeowners the 

expense of such aerial videography is cost prohibitive. Only large companies and high end 

Realtors or luxury homeowners can afford to absorb such expense. Depriving non-luxury

homeowners and lower budget Realtors from a valuable marketing tool. Manned aircraft pose a 

threat to the public through potential catastrophic rash that the various communities have 

experienced in the past with military aircraft and medical helicopter crashes within a even 

cities. Each resulting in loss of life, each with combustible fuel that exploded and burned on 

impact. My, Robert Barnes, UAS pose no such threat since size and lack of combustible fuel 

alleviates any potential threat to the public. 

Congress has already proclaimed that it is in the public’s interest to integrate commercially

flown UAS's into the national airspace system, hence the passing of the Reform Act. Granting 

my, Robert Barnes, exemption request furthers the public interest through academic/visual 

awareness of the geographical benefits in and around the NW Florida 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 catastrophic 

devastation to the public. 

Utilizing s UASs minimizes the requirement for conventional aircraft. This eliminates the need 

for an onboard pilot, time consuming adherence to regulations surrounding bookkeeping and 

submission of flight paths to local civilian or military airports, and detrimental effects to the 

environment caused b y operating a combustible fuel based, large scale aircraft, with 

restrictions on the proximity to the target for remote sensing. 

The impact to society, financial and otherwise, would be extremely minimal. Indeed, it's been 

demonstrated that sUASs have the ability to drastically increase the information available to 

policymakers at a fraction of the cost of measuring this data by terrestrial means. One such 

impact would be inconvenience to directly proximal and non-essential personnel that would be 

displaced from public or business owned property if it is deemed to be unsafe. In this case we 
relay our needs for a f1ight zone with the requirement that it be safe from casual intrusions and 

allow the business time to shift operations in order to minimize potential safety issues. This is 

best performed with the aid of safety personnel that actively steer non-essential persons around 

the flight zone.

Flight Capabilities and Characteristics of Robert Barnes UASs Pursuant to 112 P.L. 95 §333 

(a), concerns for public safety are mitigated by the overall capabilities and characteristics of the 

sUAS. Robert Barnes UASs utilizes four (4) counter-rotating 9 inch propellers paired 

oppositely to each other for balance, control and stability. The total span of the sUAS is less 

than ""'1.2m allowing for stable flight or landing even with the sudden onset of detrimental 

environmental conditions. The sUAS's have a maximal unit+ payload mass of 11kg, including 

cinematic/photographic or other surveying equipment. Robert Barnes sUAS is designed to 

primarily hover in place to capture photographic data and then operate at less than a 35 knot 

maximum speed to then next point of interest. They are capable of vertical and horizontal 

operations but, in practice, is operated only within unaided VLOS of the PIC. In addition to the 

PIC, Robert Barnes has been actively producing aerial photographs and video for over 20 years 

via conventional helicopter or fixed wing aircraft and a 20ft Helium Blimp (tethered) with an

impeccable safety record. 

Re: Exemption Request Pursuant To Section 333 of the FAA Reform Act of2012

off and otherwise minimize pedestrian access in the flight zone of the client's grounds. In the 

event of loss of visual of the UAS, the PIC can change flight controls from cartesian (X,Y,Z) 

based controls to radial (r,a ,h) based controls which allows the PIC to utilize one controller 

axis to recall the VAS to the PIC's position without concern to the current heading of the sUAS. 

In the event of loss of sight of the sUAS into an area containing hazards or possible hazards, 

the spotter has a heads-up-display containing a live video feed which can be used to locate the 

UAS while it maintains it's position in hover mode. The sUAS has demonstrated

it's ability to maintain it's position by GPS coordinates in hover mode in 25 kts or greater wind 

gusts at rvr less than 25 feet representing an extreme environmental condition beyond the range 

of conditions within the scope for sUAS operation.

All of Robert Barnes sUASs utilize LiPo (lithium polymer) battery based power sources, 

decreasing safety risks from more easily combustible, fuel based, power sources. Flight times 

generally last between eight (8) to ten (10) minutes allowing the staff to work with small flight 

areas per phase. The maximum flight time without payload is 22 minutes, however practical 

safe operation limits this to (10) minutes to give ample time to control the sUAS to a safe 

landing zone. Robert Barnes further restricts flight time by not operating its sUASs with less 

than twenty five percent battery capacity. Further safety management systems in place include 

a GPS mode that allows Robert Barnes sUASs to hover in place if communication with the PIC 

is lost and optionally follow a set of waypoints at a set speed and height to a 'home base' 

predesignated safe landing zone. In the event of unforeseen motor(s) failure, the system will 

enter into a controlled descent while allowing full use of all UAS flight controls by the PIC. All 

commands sent via remote controller received during a controlled descent are
translated to an 'as meant' paradigm meaning the flight control package will use it's realtime 3 

dimensional position and compensate rotors control the sUAS regardless of spin velocity. 

This assures that if one system is compensated a safe and successful landing can still occur.

IV. Reasons Why an Exemption to Robert Barnes Will Not Adversely Affect Safety 

Standards

Robert Barnes contends that operation of it's sUASs will not "create a hazard to users of the 

national airspace system or the public:' as stated in 112 P.L. 95 §333 (b). Given the diminutive 

size and weight of Robert Barnes sUASs, combined with their operation in cordoned off and 

well-controlled areas, Robert Barnes sUASs falls within Congress's contemplated safety zone. 

Robert Barnes sUASs have an established safety record bolstered by multi-point preflight 

checklist, awareness of their surroundings and intimate knowledge of the behavior of the sUAS 

platform in many weather conditions. This safety record and implemented operational practices

demonstrate an awareness of public safety. Robert Barnes operations routinely provide a 

level of safety at least equal to existing rules, and in nearly every

instance, exceeds existing rules. Robert Barnes has worked very closely with the regional 

vendors and support for this unit to create a tightly integrated and highly tolerant platform that 

has been tested thoroughly by a vendor with a proven record for safety and solid designs.

Robert Barnes also continues to work closely with organization to identify and mitigate sUAS 

platform risk due to their expertise in several industries closely

related to the aviation and transportation. Robert Barnes does not operate its UASs on or near 

airports and generally has only operated its fleet on private grounds with cordoned off areas or 

areas under the control of the property owner I client with assistance by safety officials 

employed by the business. Robert Barnes determines the areas needed to fulfill the clients' 

goals and only operates its UASs in these flight zones and only in compliance with well 

regarded safety protocols set forth initially by the RC UAS trade and hobby groups and 

recently codified by relevant FARs.

Re: Exemption Request Pursuant To Section 333 of the FAA Reform Act of2012 Robert Barnes

standardized on the following practices to ensure safe operation of it's UASs:

• Work with on-site personnel to plan the flight goals,• Work with on-site personnel to 

restrict access to non-essential persons, 

 Operation by unaided VLOS operation only,

 Operation in phases 10 minutes in length,

 Operation to minimal 25% battery power,

 Operation of device to GPS aided readout to 200ft at maximum,

 Numerous pre-programmed fail-safes that ensure specific behavior per issue,

 Three main roles supplemented by on-site safety personnel,

 Employ controlled lifecycle management of components to guard against multiple 

failures,

 Preform a site check day(s) before flight to identify potential issues, 

 Subscribe to relevant local weather and safety alerts,

 Expertly choose data collection instruments and accessories to minimize flight 
requirements or expertise,

 Robert Barnes has experience in similar fields and has adapted this experience in it's use 

of UASs to increase safety. In combination to the ever expanding knowledge 

repositories from hobbyists and experts alike, Robert Barnes is constantly evolving it's 

practices when there is a clear benefit to operations or increased safety element.

A. 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:

Robert Barnes {applicant) seeks an exemption from the following rules: 14 C.P.R. §21, subpart 

H; 14 C.F.R 45.23(b); 14 C.P.R. §§61.113( a) & (b); 91.7 (a); 91.9 (b) (2); 91.103{b); 91.109; 

91.119; 91.121; 91.151(a); 91.203(a) & (b); 91.405 (a); 91.407 (a) (1); 91.409 (a) (2); 91.409 

(a) {2) and 91.417 (a) & (b) to operate commercially a small unmanned vehicle (11kg or less) 

in elevated photographic and remote sensing operations.

Approval of exemptions allowing commercial operations of sUASs in the media industry will 

enhance safety by reducing risk associated with conventional aircraft operations and other 

means of elevated remote sensing involving persons. The public benefit served by approval of 

this petition is increased awareness of characteristics of difficult imaging targets. A sUAS 

weighing fewer than 1lkg and powered by sealed batteries eliminates virtually all associated 

risk inherent in operating conventional aircraft in close proximity to buildings or persons or 

otherwise elevating persons to a position they would be able to collect needed data.

The operation of small UASs, weighting less than 55lbs., conducted in the strict conditions 

outlined above, will provide an equivalent level of safety supporting the grant of the 

exemptions requested herein, including exempting the applicant from the requirements of Part 

21 and allowing commercial operations.

Robert Barnes 

4610 Lake in the woods Drive, Spring Hill, Florida 34607

PIC VLOS Best,

Re: Exemption Request Pursuant To Section 333 of the FAA Reform Act of2012

As identified and described herein, Robert Barnes DBA Camerawork Video & Photography, is 

an experienced, recognized media services professional in the various photographic industries. 

Mr. Barnes and his companies have been producing and delivering media and technical 

solutions for the media service industry for twenty (20) years with a spotless safety record.

The FAA has been given the authority to issue the exemption to Robert Barnes pursuant to the 

Federal Aviation Act, 85 P.L. 726 (1958), and as such, we humbly seek your consideration and 

approval of this petition.

encl: Supplement A: Physical characteristics of UAS encl: Supplement B: Flight Operation and 

Procedures Manual (FOPM) related to operation encl: Supplement C: Flight maps in Robert 

Barnes regional base

VI.

Supplement B :Summary Sections of Flight Operations and Procedure Manual (FOPM) • All 
regular and irregular operations are noted with timestamps, relevant UAS metrics and 

corrective action procedures (CAP) that are performed.- Note: All irregular behavior have 

root cause analysis performed before UAS operation is resumed.

Emergency Procedures • Loss of Remote Signal

- The flight package features an optional enhanced fail-safe which returns the UAS to 

the home base waypoint via the same path taken to point of lost signal. 

- The UAS will then preform a hover over this waypoint and then a controlled landing. • 

Loss of GPS signal 

- The system will operate in GPS assisted mode with three (3) satellites.- At loss of three (3) 

GPS satellites, manual mode can be activated or the flight package can be

programmed to preform a controlled landing to the home base waypoint.- Ground based 

height ranging is preformed by a separate system and so loss of GPS will not impact

controlled landing in a safe manner. • Loss of Engine Power

- In the event of one (1) (or to two oppositely positioned) rotor or motor failure the 

system will enter into controlled spin where all controls are translated based on current 

orientation and will behave as normal operation to the PIC to ensure a safe landing, 

- In the event of multiple rotor or motor failures the flight package can be configured to 

preform a safe landing or attempt operation to home base waypoint. - Note: Behavior 

of the landing location is highly dependent on the position and number of rotors/motors 

that are affected. 

• Loss of Ground Control Software- This will not affect operation of the flight. The unit will 

be piloted to a safe landing area and then landed so that examination of the link can be 

made.

DJI Phantom Information

http://www.dji.com/product/phantom-2-vision-plus/spec

Phantom 2 Quick Start Guide

Smart Flight Battery Safety Guidelines

Phantom 2 Vision+ User Manual (EN) v1.8

Phantom 2 Vision Plus Pilot Training Guide v1.1

NAZA M Quick Start Guide v1.26