U. S. Department of Transportation

Docket Management System

1200 New Jersey Ave, SE

Washington, DC 20590

Exemption Request Pursuant To Section 333 of the FAA Modernization and Reform 

Act of 2012

Name and Address of Petitioner

William B. Rogers Private Pilot FAA Certificate 3838344

4907 Troydale Rd.

Tampa, Florida 33615

813.263.0748

Dronemaster4907@gmail.com

Introduction

As set forth herein, to commercially operate small Unmanned Aircraft Systems (UAS) safely and 

legally in the National Airspace System (NAS), William B. Rogers Tampa, Florida, seeks an exemption 

from Federal Aviation Regulations pursuant to 14 C.F.R. and

Section 333 of the FAA Modernization and Reform Act of 2012.

Section 333 states that the FAA may issue a certificate of waiver upon a finding that a type of UAS, 

as a result of its size, weight, speed, operational capacity, proximity to airports and populated 

areas, and operations within visual line of sight do not create a hazard to users of the NAS or the 

public or pose a threat to national security. The grant of such an exemption is consistent with 

Congress’ intent, reflected in Section 333, that safe systems be permitted in the national airspace 

prior to the issuance of final regulations governing general use of these systems.

Being “ unmanned aircraft and associated elements, including communication links and the

components that control the unmanned aircraft that are required for the pilot in command to 

operate safely and efficiently in the national airspace system,” William B. Rogers UAS meet the 

Section331 definition of “small unmanned aircraft.”

Section 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. We would like to operate our small UAS(s) 

prior to the time period by which the Reform Act requires the FAA to promulgate rules governing 

such craft, thereby providing direct experience and valuable information for formal regulation.

William B. Rogers intends to use small UAS to provide aerial photography and videography services

to businesses, organizations and community members. See the Public Benefit section of this

document for more details. More specifically, we intend to:

● enable businesses to improve marketing and outreach through the use of

state-of-the-art aerial photography and videography

● help to inspect buildings and structures, and map landscapes in a safe, cost-effective manner

● provide economic stimulus and public benefit by providing an effective means by which

companies or individuals can use up-to-date, high-quality photos and videos to learn about

properties, neighborhoods and communities

● help communities realize economic benefit by encouraging public participation and

encouraging tourism; by showcasing community buildings and landscapes; and by
documenting community events in low-cost ways not previously available to them

● increase awareness/knowledge of the amenities of a local area by the general public and by

visiting tourists

● provide non-profit organizations as well as schools and universities and local municipalities

ways to showcase facilities, document events, and educate the public

● aid in search and rescue operations and accident investigators.

We understand that we are entitled to submit a Petition for Exemption if we believe that following 

a rule will burden us, we can provide a level of safety at least equal to that provided by the rule, and 

our request is in the public interest. Therefore we seek relief from the following sections of the 

current

regulations:

14 CFR 21 subpart H - Certification procedures; Airworthiness Certificates

14 CFR 45.23 - Display of Marks

14 CFR 61.113 (a) & (b) Private Pilot Privileges and Limitations

14 CFR 91.105 Flight crewmembers at stations

14 CFR 91.109 (a) Flight instruction

14 CFR 91.119 (c) Minimum safe altitudes

14 CFR 91.121 - Altimeter settings

14 CFR 91.151 (a) - Fuel Requirements for Flight in VFR Conditions

14 CFR 91.203 Carrying Civil Aircraft Certification and Registration

14 CFR 91.405 (a) 14 CFR 91.407 (a) (1), 14 CFR 91.409 (a) (2) Maintenance required;

Operation after maintenance, preventive maintenance, rebuilding or alteration

14 CFR 91.417 (a) & (b) Maintenance Records

14 CFR 91.7 (a) - Civil Aircraft Airworthiness

14 CFR 91.9 (b) Civil aircraft flight manual, marking, and placard requirements.

This application is similar to many which have received FAA approval. As stated in Exemption 

#11639, the FAA has found that the enhanced safety achieved using an UAS with the specifications 

described by herein, and carrying no passengers or crew, rather than a manned aircraft of 

significantly greater proportions, carrying crew in addition to flammable fuel, gives the FAA good 

cause to find that such exemption is in the public interest. Since we are applying at a time when the 

FAA is using a “summary grant process” be informed that while developing this request we 

reviewed, among others, exemptions #11636, #11639, #11595, #11596, #11564, #11569, and 

#11616.

Extent of Relief and Reason for Seeking Relief; Why the Exemption would not

Adversely Affect Safety, or How the Exemption would Provide a Level of Safety

Equal to Existing Rule

Part 21 Airworthiness Certification; Subpart H Certification procedures for products 

and parts, Airworthiness Certificates

This section outlines requirements for the issue of design and production approvals, airworthiness

certificates, and other airworthiness approvals. We seek relief from this rule because the size, 

weight and enclosed operational area of our UAS, as described elsewhere in this document, permit

exemption from Part 21 because our UAS meet and exceed 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.

Therefore, relief from 14 CFR part 21, and any associated noise certification and testing 

requirements of part 36, is not necessary.

Instead of following this requirement, we will as outlined in this document, as per our Flight

Operations and Procedures Manual and Training Manual (currently in development) William B. 

Rogers seeks to uphold the same level or exceeded level of safety as described in Part 21 of 14 

C.F.R. Therefore this exemption will not adversely affect safety or will provide a level of safety equal 

to the existing rule.

14 CFR 45.23 Display of Marks

This section outlines regulations requiring specific location(s) and size of aircraft marks. We seek 

relief from this rule because, given the size of our UAS, and the lack of cabin, cockpit or pilot 

station, two-inch lettering is difficult to place on such small aircraft. Instead of following this 

requirement, we will mark the UAS in lettering that is as large as practicable by placing an N number 

registered with the FAA on its fuselage so that the PIC, VO, or other observers will see the markings. 

This exemption will therefore not adversely affect safety or will provide a level of safety equal to 

the existing rule.

14 CFR 61.113 (a) & (b) Private Pilot Privileges and Limitations

This section describes regulations concerning certification of pilots. We seek relief from this rule

because the risks associated with the operation of a UAS are lesser than and often uncorrelated 

with the risks associated with the commercial and private aircraft operations contemplated by Part 

61 when drafted. The skills required to fly large, manned aircraft are substantially different from the 

skills required to remotely operate a small UAS. Also, manned aerial vehicles weighing significantly 

more than small drones (such as ultralight vehicles) as well as small UAS legally operated by 

hobbyists, operate without the need for pilot certification. Requiring a private or commercial pilot 

certificate would provide no appreciable safety benefit and would needlessly impose an undue 

burden of time and cost on William B. Rogers, most particularly in light of the FAA’s Small UAS 

Notice of Proposed Rulemaking which proposes that small UAS pilots be considered ‘operators’ 

required to meet certain requirements that do not include pilot’s license.

Instead of following this requirement, to minimize risk and maximize safety, all UAS operations will 

be controlled and limited, and all flights will be planned and coordinated prior to operations:

• prior to operations, William B. Rogers’s PIC(s) will go through a documented process of

dedicated ground school and flight lessons in accordance with manufacturer and industry guides.

• all PIC’s will only operate the UAS as stated in this document and in our Flight Operations and

Procedures Manual, flying at altitudes well below the permissible limits for other civil aircraft, and

within a geographical envelope under the control of William B. Rogers, clients.

• the PIC will be designated before a flight and will not transfer control at any time during a flight.

• William B. Rogers, will comply with upcoming FAA Operator Certification and Responsibilities 

once they are finalized.

This exemption will therefore not adversely affect safety or will provide a level of safety equal to 

the existing rule. More information about pilot safety can be found in the Operation of the 
Unmanned Aircraft to Minimize Risk to the NAS, People and Property section of this 

document.

14 CFR 91.105 Flight crewmembers at stations

This section outlines regulations for flight crewmembers inside an aircraft. We seek relief from this

rule because there is no flight crew onboard a small UAS. Instead of following this requirement, in 

keeping with the direction of the regulation, the PIC of the UAS and VO will be at their respective 

crewmember stations on the ground during takeoff and landing as well as the complete duration of 

the flight. By instituting this procedure this exemption will therefore not adversely affect safety or 

will provide a level of safety equal to the existing rule.

14 CFR 91.109 (a) Flight Instruction

This section 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. We seek 

relief from this rule because UAS do not have fully functioning dual controls. Instead, 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. This exemption 

will therefore not adversely affect safety or will provide a level of safety equal to the existing rule.

14 CFR 91.119 (c) Minimum safe altitudes: General.

This section establishes minimum altitudes for operation of civil aircraft. We seek relief from this 

rule because the services we intend to provide for the public good may require photo or video 

images captured from an altitude of less than 500 feet. Instead of following this requirement, all 

UAS flights will be conducted with within visual line of sight and with prior permission from the 

owner of the property or municipality. All persons, vessels, vehicles, not directly involved with the 

operation will be notified and cleared of the area where UAS operations will be conducted. Given 

our policies of advance notice and access restricted area, and given the size, weight, 

maneuverability and speed of our UAS, we will maintain an equivalent or higher level of safety of 

that described in this rule.

14 CFR 91.121 Altimeter settings

This section defines regulations for altimeter settings. We seek relief from this rule concerning

altimeter settings because: our UAS has no altimeter settings. Instead, electronic GPS downlinks

telemetry data in real time to the PIC’s ground-based on-screen display as to the altitude (AGL) of 

the UAS above the takeoff location. This exemption will not adversely affect safety, as our PIC will 

provide a level of safety equal to the existing rule by confirming the altitude of the launch site 

shown on the GPS altitude indicator prior to each flight.

14 CFR 91.151 (a) Fuel Requirements for Flight in VFR Conditions

This regulation 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.” We seek relief from 

this rule because our UAS runs on battery instead of fuel, most of our UAS flights last less than the 

30 minute reserve requirement, and we do not fly at night.
Instead of following this requirement, an equivalent level of safety will be achieved by following the

UAS manufacturer’s operating documents with regard to battery voltage. To ensure safety and

maintain adequate communication between radio contol and the UAS, our PIC will not begin a flight

with a battery holding less than 75% charge; and will not begin a flight unless (considering wind and

forecast weather conditions) there is enough power to fly to the intended landing point at normal

cruising speed and land the UAS with no less than 30% of battery power. A landing sequence will be

initiated at the 30% warning and the UAS automatically initiates landing sequence at 15% charge

while still under PIC control. Through implementation of these procedures, this exemption will not 

adversely affect safety or will provide a level of safety equal to the existing rule.

14 CFR 91.203 Carrying Civil Aircraft Certification and Registration

This regulation pertains to display of airworthiness certification within an aircraft. We seek relief 

from this rule because our small UAS each weigh less than 10 pounds, and are operated without an

onboard pilot. There are no passengers or crew; and no cabin or cockpit entrance upon which to 

display certificates. An equivalent level of safety will be achieved by keeping these documents at 

the ground control point where the PIC will have immediate access to them, and be able to provide 

them upon request.

14 CFR 91.405 (a) Maintenance required; 14 CFR 91.407 (a) (1) Operation after 

maintenance, preventive maintenance, rebuilding, or alteration; 14 CFR 91.409 (a) (2) 

Inspections; and 14 CFR 91.417 (a) & (b) Maintenance records

We seek relief from these 4 rules because these regulations only apply to aircraft with an

airworthiness certificate, and will not, therefore, apply to William B. Rogers UAS. We seek relief also 

because the FAA has not developed maintenance standards for UAS that would allow an UAS 

operator to meet the part 91 maintenance requirements. In particular, there are no individuals

authorized by the FAA to approve a UAS for return to service or to conduct the initial airworthiness

and annual return to service inspections as required.

Instead of following these requirements, we will:

• perform preventative and required maintenance on each aircraft as per the owner’s manuals.

• inspect our UAS before and after each flight as per our Flight Operations and Procedures Manual

to ensure that the UAS is in a condition for safe flight.

• will conduct a test flight on each aircraft following any major repairs.

• will properly note all discrepancies, maintenance, and alterations in a Maintenance Log.

Therefore this exemption would not adversely affect safety or would provide a level of safety equal 

to the existing rule. More information about maintenance procedures can be found in the 

Operation of the Unmanned Aircraft to Minimize Risk to the NAS, People and Property 

section of this document.

14 CFR 91.7 (a) Civil aircraft airworthiness

This section states that “no person may operate a civil aircraft unless it is in an airworthy 

condition.” We seek relief from this rule based on the fact that William B. Rogers’ UAS will not 

require an airworthiness certificate in accordance with 14 CFR part 21, Subpart H. Based on the fact 

that an airworthiness certificate will not be issued, exemption from § 91.7(a) is not necessary.

An equivalent level of safety will be achieved through the guidance from our Flight Operations and

Procedures Manual, pilot training, and operational risk management for each activity.
14 CFR 91.9 (b) Civil aircraft flight manual, marking, and placard requirements

This section requires an aircraft flight manual in the aircraft. We seek relief from this rule based on

the small size of our UAS and the fact that our UAS carries no onboard pilots or passengers. Given 

its size and configuration there is no room or capacity in our UAS to carry such an item. This 

regulation is therefore inapplicable. An equivalent level of compliance will be achieved by keeping 

our versions of these documents at the ground control point where the PIC will have immediate 

access to them, and be able to provide them upon request.

Public Benefit: how our request would benefit the public as a whole

Granting William B. Rogers the ability to operate small UAS safely and legally in the National

Airspace System will have the following positive economic and societal impacts on local

communities, businesses, organizations and community members:

● benefit local business marketing by offering state-of-the-art aerial photography and

videography

● help to inspect buildings and structures, and map landscapes in a safe, cost-effective manner

● provide economic stimulus and public benefit by providing an effective means by which

companies or individuals looking to relocate to an area can use up-to-date, high-quality

photos and videos of real estate properties to learn about properties, neighborhoods and

communities

● help communities realize economic benefit by encouraging public participation and

encouraging tourism by showcasing community buildings and landscapes and by documenting

community events in low-cost ways not previously available to them

● increase awareness/knowledge of the amenities of a local area by the general public and by

visiting tourists

● provide non-profit organizations as well as schools and universities and local municipalities

ways to showcase facilities, document events, and educate the public

● aid in search and rescue operations and accident investigators.

All of the above services:

● are otherwise unavailable to the public, given the UAS’s the ability to:

○ safely capture images from 0 to 400 feet.

○ create images that are more up-to-date and more closely defined than Google

Earth-type satellite images.

○ create images at prices lower than that of traditional helicopter and airplane

photography and videography.

● increase safety of and reduce risk to the public and the NAS by:

○ replacing large manned helicopter and airplane flights with small UAS flights, thereby

reducing air and and noise pollution as well as the dangers inherent in flying aircraft

loaded with crewmembers and combustible fuel close to people and property.
○ offering safer ways to inspect tall structures and remote locations, e.g. removing the

physical risk of climbing on a roof or structure to inspect it.

● reduce environmental pollution and reliance on fossil fuels by replacing fueled aircraft flights

with battery-operated UAS flights.

Operation of the Unmanned Aircraft 

to Minimize Risk to the NAS, People and Property

Concerning our commercial UAS flight operations, we take seriously our obligation to clearly define

operational borders, and implement operational risk management procedures to ensure the public

safety of persons and property both in the air and on the ground.

While William B. Rogers, currently provides photography and videography services to the Central 

Florida area, we may at times contract with clients throughout the U.S. Our area of intended

operations include a range of population areas, from urban to rural, with some areas, especially

coastal ones, experiencing seasonal increases and decreases in activity from both people and 

aircraft.

Our operations will take into account these variations in populations and activities. Meeting or 

exceeding COA requirements to perform commercial operations in low-risk, controlled

environments, our UAS will be operated:

● during daytime Visual Flight Rules (VFR) conditions and visual meteorological conditions

(VMC).

● within visual line of sight (VLOS) of the Pilot in Command (PIC) or the Visual Observer (VO), in

accordance with the statutory Section 333(b)(1) mandate.

● in such a manner that the PIC and VO are able to communicate verbally at all times; and that

the VO can assist the PIC with seeing and avoiding other air traffic and other ground-based

obstacles/obstructions.

We will not operate our UAS:

● at altitudes exceeding 400 feet AGL

● in winds exceeding 25 knots.

● from any moving vehicle or device.

● at airspeeds greater than the maximum recommended by the manufacturer.

● less than 500 feet below or less than 2000 feet horizontally from a cloud or when visibility is

less than 3 statute miles from the PIC.

● unless (considering wind and forecast weather conditions) there is enough available power for

the UAS to conduct the intended operation and to operate after that for at least 5 minutes or

with the reserve power recommended by the manufacturer if greater.

● near areas where general public is within 200 feet; or directly over any person except

authorized William B. Rogers personnel and consenting inspection personnel, unless

operations nearer to the PIC do not present an undue hazard to those persons; or unless the

owner/controller of any vessels, vehicles or structures has granted permission for operating

closer to those objects and the PIC has made a safety assessment of the risk of operating
closer to those objects and determined that it does not present an undue hazard.

● near power lines, wind turbines, or elevated lights; or within areas of airspace restrictions

such as the one imposed by the National Park Service.

● near airports, heliports, or military bases; more specifically:

○ In accordance with the statutory Section 333 mandate regarding proximity to airports,

we will stay certain distances away from airports or heliports: 5 NM from an airport

having an operational control tower; or 3 NM from airport w/ a published instrument

flight procedure, but not operational tower; or 2 NM from an airport w/out published

instrument flight procedure or an operational tower; or 2 NM from a heliport with a

published instrument flight procedure.

○ We will not operate within 5 nautical miles of an airport reference point (ARP) as

denoted in the current FAA Airport/Facility Directory (AFD) or for airports not denoted

with an ARP, the center of the airport symbol as denoted on the current

FAA-published aeronautical chart, unless a letter of agreement with that airport’s

management is obtained or otherwise permitted by a COA issued to the exemption

holder. The letter of agreement with the airport management will be made available

to the Administrator or any law enforcement official upon request.

● If we intend to conduct operations in controlled airspaces which have existing requirements

to notify Flight Standards District Offices (FSDOs) prior to operations – such as motion picture

and television filming, or pipeline and powerline patrol – we will contact the local FSDO and

comply with their procedures, such as filing a NOTAM as per their request.

Our Flight Operations and Procedures Manual, will include procedures for:

● conducting a preflight safety risk assessment to determine that the UAS is in a condition for

safe flight, i.e. completing a preflight inspection checklist to ensure the UAS’s airworthiness. If

the inspection reveals a condition that affects the safe operation of the UAS and/or the

Ground Control Station, the aircraft will be prohibited from operating until the necessary

maintenance has been performed and the UAS is found to be in a condition for safe flight.

● maintaining a Flight Log (noting UAS flight time, Control Unit operation time, incident reports,

etc.); and making said Log available to the FAA if requested.

● conducting initial and ongoing training of PICs and VOs, to include classroom training, and

training, proficiency and experience-building flights; all persons not essential for flight

operations will be considered nonparticipants, and the PIC will operate the UAS with

appropriate distance from nonparticipants in accordance with 14 CFR 91.119.

● evaluating the operational abilities of PICs and VOs on a regular basis.

● maintaining and repairing the aircraft to ensure that it is in a condition for safe operation by:

○ following the UAS manufacturer’s maintenance, overhaul,replacement inspection, and

life limit requirements and safety bulletins for the aircraft and its components.

○ installing firmware updates provided by the manufacturer.

○ keeping a Maintenance Log noting all maintenance, inspection, alterations, and status

of replacement/overhaul component parts in the aircraft records, including total time

in service, description of work, and signature of the authorized person returning the
UAS to service; and making said Log available to the FAA if requested.

○ verifying condition of flight batteries and calibrating the Inertial Measurement Unit

(IMU) using manufacturer software.

○ conducting a functional test flight on any UAS that has undergone maintenance or

alterations that affect the UAS operation; said functional test flight will be conducted

by a PIC with a VO and so as to not pose an undue hazard to persons and property;

and recorded in the aircraft records.

● procedures that ensure that the planned operation can be completed safely, such as:

○ checking local sectional (air) charts, notam (notice to airmen), etc. prior to the flight.

○ conducting a pre-flight visual survey of the area to consider characteristics of the area

of intended operation(s) and the associated potential hazards regarding proximity to

populated areas.

○ remaining clear and giving way to all manned aviation operations and activities at all

times.

○ aborting a flight and landing the UAS at the nearest and safest ground point in the

event of safety breaches, potential danger, unpredicted obstacles or emergencies.

○ using a fresh, fully-charged battery with each flight as a safety precaution, to ensure

safety and maintain adequate communication between radio contol and the UAS; and

not operating our UAS at or below manufacturer recommend minimum charge levels

for operation.

Also:

● Flight operations will be performed only at the request of and with the authorization and

permission of clients (property owner/controller) or their authorized representatives.

● Caution signs will be placed at the site of aerial operations to warn people that aircraft

operations are in progress.

● Our Client Agreements will reserve us the right to decline a photo shoot if conditions of the

location (e.g. proximity of power lines) may cause unacceptable risk; and to reschedule a

photo shoot if weather conditions such as precipitation or wind speed become a factor.

● The operating documents for our UAS, and any revisions, will be accessible during UAS

operations and made available to the Administrator or law enforcement official upon request.

● We carry comprehensive general liability insurance coverage and an additional insurance

policy specifically covering our UAS.

Summary for Federal Register

William B. Rogers, Tampa, Florida, seeks exemption from Federal Aviation Regulations pursuant to 

14 C.F.R. and Section 333 of the FAA Modernization and Reform Act of 2012 for the purpose of 

commercially operating small Unmanned Aircraft Systems (UAS) safely and legally in the National 

Airspace System.

Specifically, William B. Rogers seeks relief from the following sections of the current regulations:
14 CFR 21 subpart H - Certification procedures; Airworthiness Certificates; 14 CFR 45.23 - Display of

Marks ; 14 CFR 61.113 (a) & (b) Private Pilot Privileges and Limitations ; 14 CFR 91.105 Flight

crewmembers at stations ; 14 CFR 91.109 (a) Flight instruction ; 14 CFR 91.119 (c) Minimum safe

altitudes ; 14 CFR 91.121 - Altimeter settings ; 14 CFR 91.151 (a) - Fuel Requirements for Flight

in VFR Conditions ; 14 CFR 91.203 Carrying Civil Aircraft Certification and Registration ; 14 CFR 

91.405 (a) 14 CFR 91.407 (a) (1), 14 CFR 91.409 (a) (2) Maintenance required; Operation after 

maintenance,

preventive maintenance, rebuilding or alteration; 14 CFR 91.417 (a)&(b ) Maintenance Records;

14 CFR 91.7 (a) - Civil Aircraft Airworthiness ; 14 CFR 91.9 (b) Civil aircraft flight manual, marking, 

and placard requirements.

William B. Rogers intends to use small UAS to provide aerial photography and videography services

to businesses, organizations and community members. More specifically, we intend to:

● enable businesses to benefit through the use of state-of-the-art visual marketing materials

● help to inspect buildings and structures, and map landscapes in a safe, cost-effective manner

● provide economic stimulus and public benefit by providing an effective means by which

companies or individuals can use up-to-date, high-quality photos and videos to learn about

properties, neighborhoods and communities

● help communities realize economic benefit by encouraging public participation and

encouraging tourism; by showcasing community buildings and landscapes; and by

documenting community events in low-cost ways not previously available to them

● increase awareness/knowledge of the amenities of a local area by the general public and by

visiting tourists

● provide non-profit organizations as well as schools and universities and local municipalities

ways to showcase facilities, document events, and educate the public

● aid in search and rescue operations and accident investigators.

The enhanced safety achieved using an UAS with the specifications described herein, and carrying 

no passengers or crew, rather than a manned aircraft of significantly greater proportions, carrying 

crew in addition to flammable fuel, should give the FAA good cause to find that such exemption is in 

the public interest. By granting this request for exemption, the FAA will facilitate the smooth 

integration of UAS into the NAS.

Additional Information

Design Characteristics, Aircraft Performance and Performance Limitations, and

Conditions of UAS to be Operated

All three UAS described below:

● utilize 4 counter-rotating propellers for balance, control and stability

● are equipped with GPS to maintain geospatial orientation and position

● use Return Home safety technology and Auto Landing feature if UAS loses transmitter signal

● are controlled primarily through FCC approved RF spectrum transmitter/controller/receivers;

and FCC approved RF spectrum EIRP with transmitting power of 100 mW for dedicated wifi

transmitter/receiver between sUAS, Range Extender attached to transmitter and mobile

viewing device displaying operational telemetry and video/photography functions.
● send real time video and telemetry information is transmitted back to a ground control

station, allowing PIC to monitor battery level, GPS signal strength, altitude (AGL), distance

from PIC, camera imagery, and control camera angle.

● have failsafe modes of operation for either loss of RC or GPS signal. Altitude can be limited by

the onboard flight controller and maximum altitude can be preprogrammed by the PIC.

● have audible and visual sequential low battery warnings set at 30% charge and 15% charge

remaining. The sUAS automatically initiates landing sequence at 15% charge while still under

PIC control. The onboard flight controller will warn the pilot via telemetry and external

lighting cues before reaching a low battery state. An automatic termination of flight and

landing will be initiated when the battery reaches a predetermined low state.

3DR Robotics Solo

● Gross weight of less than 3 pounds including camera and battery

● Cruising speed of 15 knots, with a maximum speed of 55 knots and maximum altitude of

800m

● Maximum flight time of 25 minutes

● FCC compliant Radio Frequency (RF) spectrum 2.4GHz

● manual available at http://3drobotics.com/wp-content/uploads/2015/08/v5_09_06_15.pdf 

DJI Phantom 3 Professional

● Gross weight of less than 3 pounds including camera and battery

● Cruising speed of 15 knots, with a maximum speed of 31 knots and maximum altitude of

6000m

● Maximum flight time of 23 minutes

● FCC compliant Radio Frequency (RF) spectrum 2.400 GHz2.483

GHz

● manual available at http://www.dji.com/product/phantom3/

download

DJI Inspire 1

● Gross weight of less than 7 pounds including camera and battery

● Cruising speed of 15 knots with maximum speed of 42 knots and maximum altitude of 4500m

● Maximum flight time of 18 minutes

● FCC compliant Radio Frequency (RF) spectrum 5.725~5.825 GHz and 2.400~2.483 GHz

● manual available at http://www.dji.com/product/inspire1/

download