January 4, 2016

U.S. Department of Transportation

Docket Management System 1200

New Jersey Ave., SE Washington,

DC 20590

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

Regulations

Dear Sir or Madam:

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the “Reform Act”) and 14

C.F.R. Part 11, Servi-Tech Expanded Premium Services LLC. (“STEPS”), an agronomic consulting company 

and owner of one 2015 AgEagle small Unmanned Aircraft Systems (“sUAS”) seeks an exemption from the

Federal Aviation Regulations (“FARs”) listed below and discussed in Appendix A. Details of the 2015

AgEagle sUAS, which is developed and built by AgEagle LLC (“AgEagle”), are described in Appendix B.

[Attached as Appendix C is a summary of this request.]

The requested exemption would permit STEPS commercial operation of AgEagle’s 2015 AgEagle (see

details in Appendix B), in the Precision Agriculture market space. The Air Vehicle weighs 7.5 lbs. with

imaging payload, to perform market research, aerial surveys, mapping, and inspections that consist of

still photographs, video, and other data taken by onboard sensors. The 2015 AgEagle uses DroneDeploy

software which produces high quality imagery and data that can be used independently --- or in the case

of surveying and thermal modelling, can be combined to produce precision charts, contour maps and

determine the health of a crop. Applications for this sUAS include inspection of; mapping and surveying

tasks in precision agriculture, crop scouting, crop insurance, hazard mitigation and in support of Federal

Crop Management programs. Use of the 2015 AgEagle for these inspections and surveying applications

reduces the need to operate conventional aircraft, providing data more quickly, accurately,

economically, safely, and with reduced environmental impact.

Operations under the exemption will be subject to strict operating requirements and conditions to

ensure at least an equivalent level of safety to currently authorized operations using manned aircraft

and under conditions as may be modified by the FAA as required by Section 333.

AgEagle LLC, the developer of the 2015 AgEagle sUAS, was granted an exemption request on May 1, 2015. 

(Exemption No. 11480.) This exemption application is very similar to that one.

As described more fully below, the requested exemption would authorize STEPS to perform commercial 

operations of aerial inspections and surveys using the 2015 AgEagle1

, which at 7.5 lbs. is small in size and

powered electrically by a Li-Po battery.
The 2015 AgEagle will be operated under controlled conditions at low altitude (<400’ agl) in Class G

airspace that is limited in scope, as described more fully herein. It will have automated control features,

as described below. The 2015 AgEagle is designed to be operated by one person but flight operations

generally involve two people, an operator and an observer. The operator is responsible for flying the

sUAS, monitoring itsstatus and flight dynamics while maintaining visual-line-of-sight (VLOS), and keeping

the flight within the specified factory limits (in terms of wind, flight range, battery life, etc.) to ensure

safe operation of the sUAS itself. The observer is responsible for monitoring the airspace for other

aircraft and hazards and instructing the operator before and during flight as necessary to ensure safe

launching and de-confliction with ANY aircraft or identified hazards. The operator also will be an

individual who has passed the FAA approved or military equivalent ground training exam and authorized

AgEagle training program for the 2015 AgEagle. Finally, the airspace in which the 2015 AgEagle will

operate will be disclosed to and approved, as needed, by the FAA in advance.

STEPS respectfully submits that because this small, unmanned aerial system – the 2015 AgEagle – will be

used in lieu of comparatively hazardous operations now conducted with fixed and rotary wing

conventional aircraft, the FAA can have confidence that the operations will achieve at least an

equivalent-level or greater, of safety. Approval of this exemption would thereby enhance safety and fulfill

the Secretary of Transportation’s (the FAA Administrator’s) responsibilities under Section 333(c) of the

Reform Act to “establish requirements for the safe operation of such aircraft systems in the national

airspace system.”

The name and address of the applicant are:

Austin Bontrager

Servi-Tech Expanded Premium Services

1816 E Wyatt Earp

PO Box 1397

Dodge City, Kansas 67801

+1 (800) 557-7509

The primary contact for this application is:

Austin Bontrager

austin.bontrager@servitech.com

+1 (234) 567-9137

The regulations from which the exemption is requested are as follows:

14 C.F.R. Part 21;

14 C.F.R. 45.23(b);

14 C.F.R. xx1.113(a) & (b);

14 C.F.R. xx1.133(a);

14 C.F.R. 91.7(a);

14 C.F.R. 91.9(b)(2) & (c);

14 C.F.R. 91.103;

14 C.F.R. 91.109(a);

14 C.F.R. 91.119;

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

14 C.F.R. 91.203(a) & (b);

14 C.F.R. 91.405(a);
14 C.F.R. 91.407(a)(1);

14 C.F.R. 91.409(a)(2);

14 C.F.R. 91.417(a).
Appendix A discusses each rule listed above and explains why exemptions pursuant to the proposal set

forth in this letter are appropriate, provide an equivalent level of safety, and are in the public interest.

THE APPLICABLE LEGAL STANDARD UNDER SECTION 333

STEPS submits that grant of this exemption application for use of the 2015 AgEagle in Precision

Agriculture, market research, surveying, mapping and inspection operations will advance the

Congressional mandate in Section 333 of the Reform Act to accelerate the introduction of sUASs into

the national airspace system (“NAS”) if it can be accomplished safely. This law directs the Secretary of 

Transportation to consider whether certain sUASs may operate safely in the NAS before completion of the 

rulemaking required under Section 332 of the Reform Act. In making this determination, the Secretary is 

required to determine which types of sUASs do not create a hazard to users of the NAS or the public or 

pose a threat to national security in light of the following:

• The sUAS’s size, weight, speed, and operational capability;

• Operation of the sUAS in close proximity to airports and populated areas; and

• Operation of the sUAS within visual line of sight of the operator.

Reform Act § 333(a)(1). If the Secretary determines that such vehicles “may operate safely in the national 

airspace system, the Secretary shall establish requirements for the safe operation of such aircraft in the

national airspace system.” Id. §333(c) (emphasis added).2

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, from the requirement that all civil aircraft must have a current airworthiness certificate 

and those regulations requiring commercial pilots to operate aircraft in commercial service:

The Administrator may grant an exemption from a requirement of a regulation prescribed under

subsection (a) or (b) of this section or any of sections 44702---4471xx of this title if the

Administrator finds the exemption is in the public interest.

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

The grant of the requested exemption is in the public interest based on the clear direction in Section 333

of the Reform Act; the additional authority in the Federal Aviation Act, as amended; the strong equivalent

level of safety surrounding the proposed operations; and the significant public benefit, including enhanced

safety and cost savings associated with transitioning to sUASs for aerial surveying, mapping and 

inspection applications. Accordingly, the applicant respectfully requests that the FAA grant the

requested exemption without delay.

Airworthiness of the 2015 AgEagle

A critical element of the exemption application involves evidence of the airworthiness of AgEagle sUAS 

including the 2015 AgEagle. STEPS believes that AgEagle has shown compliance through a history of flight 

operations totaling approximately 21,000 operational hours.
2 Applicant submits that this provision places a duty on the Administrator to not only process applications for exemptions under

Section 333, but for the Administrator, if he deems the conditions proposed herein require modification in order to allow approval, to

supply conditions for the safe operation of the sUAS. AgEagle welcomes the opportunity to consult with FAA staff in order to address

any issues or concerns that this proposal may raise that they believe may require modification.

The criteria set forth in the Order specify the substantive showings of the device’s safety and fitness for 

operation to ensure that the FAA has sufficient basis to evaluate the aircraft’s safety.3 The 2015 AgEagle

also has a significant set of automated features provided by DroneDeploy to ensure safe takeoff, flight

and landing in many conditions, further details of operation can be found in Appendix B.

Mandatory Operating Conditions

Grant of the exemption to STEPS will be subject to the following mandatory conditions, which are based 

upon operating conditions set forth for operation of sUAS by public entities pursuant to Certificates of

Authorization, with additional restrictions:

• All operations to occur in Class G airspace.

• Operations to avoid congested or populated areas, which are depicted in yellow on VFR charts.

• Operations to be conducted over private or controlled---access property.

• Permission from land owner/controller required before commencing any flight.

• Operations to occur during Visual Flight Rules Meteorological Conditions (VMC).

• Aircraft to remain within Visual Line of Sight (VLOS).

• VLOS guaranteed with a cylinder of operation around operator of 1⁄2 nautical miles (NM).

• Cylinder walls may be expanded by observer with ability to control aircraft.

• Operations to occur during daylight hours.

• Above Ground Level (AGL) altitude to be restricted to 400 feet.

• All operations conducted in vicinity of airport to remain more than 2.5 NM from centerline

azimuth of runway centerline measured from runway thresholds.

• Operator will file a NOTAM for each flight.

• All required permissions and permits will be obtained from territorial, state, county or city

jurisdictions, including local law enforcement, fire, or other appropriate governmental

agencies.

• All operations will include one pilot for flight control and one observer for VLOS enhancement of 

surrounding area near the aircraft

Operator Requirements

STEPS respectfully proposes that operator requirements should take into account the characteristics of

the particular sUAS. Certain sUASs, such as the AgEagle 2015 AgEagle, are characterized by a high

degree of pre-programmed control and various built-in technical capabilities that limit the potential for

operation outside of the operating conditions set forth above. The 2015 AgEagle sUAS also provides

many built-in functional and safety features to assist the operator in safe and reliable operation powered 

by DroneDeploy risk-mitigation software.

The 2015 AgEagle provides two semi-autonomous flight modes using a point-and-click map and video 

interface.
3 STEPS can submit under confidentiality the following documents in support of this exemption application for the 2015 AgEagle: 1)

AgEagle 2015 AgEagle User Guide (Exhibit 1) which includes Safety and PreFlight Checklists; and 2) Training Manual (Exhibit 2).

4 As of Dec 2015, AgEagle staff and customers have performed over 8,360 flights, logging 21,000 hours of flight time with the 2015 AgEagle with

both development and release versions. The previous generation product, the AgEagle, achieved over 480 flights and 1440 hours of flight time

globally by AgEagle and its customers. Thisis a significant amount of flight time collected to understand and refine the AgEagle sUAS products.

The user clicks on a map to direct the 2015 AgEagle to fly to the point on the map where the operator is

pointing, or programmed flight plans may be entered for a series of waypoints or grid based area.

Additional navigation aids including landing zones and flight areas may be designated to ensure the

2015 AgEagle operates only within user-specified flight parameters. All flight operations are GPS

controlled making the system easy to navigate, and the flight control system also employs a variety of

sensors including sonar, barometric pressure, temperature, wind speed and others to ensure the high 

stability and reliability in challenging weather conditions. At all times during flight operations, the

operator can intervene a programmed flight and take immediate control.

Using DroneDeploy’s software package, additional automated safety functions and safety enhancing

features of the 2015 AgEagle include the following:

● Automated pre-flight system performance checks

● User pre-flight checklist

● “Hit the deck” mode can be activated by simply pushing a button on the controller which causes

the aircraft to drop from its cruising altitude to 50 above the ground and circle there to avoid a collision

with another aircraft.

● Automated condition or fault detection, warnings, and pre-defined responses to a number of flight

and system conditions.

◦ High winds with system and user defined safety thresholds

◦ Low battery with system and user defined safety thresholds

◦ High temperature or other system safety thresholds

◦ Lost-link communication

● Pre-defined responses include behavior such as attempting to re-establish radio communication,

return to home position and hover, return to home position and land, or land in current position

● In the case of lost GPS, a manual user flight mode is enabled which allows the operator to provide

manual navigation inputs to assist in landing the vehicle.

Given these safety features, STEPS proposes that operators of the 2015 AgEagle should not be required to

hold a commercial or private pilot certification. Instead, operators should be required to:

● have successfully completed, at a minimum, FAA private pilot ground instruction and passed the FAA 

Private Pilot written examination or FAA---recognized equivalents including commercial or private license

and ground school issued from an ICAO recognized country;

● have completed AgEagle’s authorized training program for operation and maintenance of the sUAS.

STEPS notes that the FAA has found that safety factors permitted operation of sUASs by operators with 

these qualifications in the case of operations pursuant to public COAs when the mandatory operating

conditions specified above were present. See Federal Aviation
Administration, Notice N---8900.227, Unmanned Aircraft Systems (UAS) Operational Approval, at 20---21 

(July 30, 2013). The FAA has the statutory authority to grant exemptions to the requirements for and 

privileges associated with the grant of airmen’s certificates. 49 USC §44701 (f).

In summary, applicant seeks an exemption from the FARs set forth above and in Appendix C to allow

market research and commercial operations of a small unmanned vehicle in surveying, mapping and

inspection operations.

Approval of the exemption allowing commercial operations of the 2015 AgEagle for surveying, mapping

and inspection operations will enhance safety by reducing risk. Conventional aerial survey and

inspection operations using manned aircraft involve very heavy aerial vehicles carrying significant

quantities of combustible fuels, and a multi---person crew in piloting and observation roles. These

operations require transit to and from the location of the activity, and often take place in congested

environments and include close proximity to physical obstacles and/or presence of the general public.

By contrast, the 2015 AgEagle weighs 7.5 lbs including payloads and uses a battery for power, is

transported or carried to/from the area of activity, removes the need for airborne pilots/observers, and

poses less risk to people and infrastructure on the ground.

Additionally, no national security issue is raised by the grant of the requested exemptions. Given the

size, load carrying capacity, speed at which it operates, and the fact that it carries no explosives or other

dangerous materials, the 2015 AgEagle poses no threat to national security.

The operation of the 2015 AgEagle for market research, surveying, mapping and inspection operations in

accordance with the strict conditions outlined above, will provide an equivalent level of safety supporting

the grant of the exemptions requested herein, including exempting STEPS from the requirements of Part

21.

The 2015 AgEagle’s satisfaction of the criteria set forth in Section 333 of the Reform Act (i.e. size, weight,

speed, operating capabilities, operation within VLOS and lack of proximity to airports, populated or

areas national security) and demonstrated equivalent level of safety as it relates to the requirement for

FAA pilot certification, provide more than adequate justification for the grant of the requested

exemptions allowing STEPS’s commercial operation of the 2015 AgEagle in agricultural market research,

surveying, mapping and inspection operations.

In conclusion, the safe operation of the 2015 AgEagle is of utmost concern and safety remains

paramount. STEPS intends to operate within the spirit of all applicable FAA regulations and will adhere

to any further refinements. The operation of Precision Agriculture sUAS’s in remote farmlands across

the country are literally of little safety concern, provided the operators and observers maintain integrity

of the flight, pose no risk to airborne platforms, and/or mitigate all risk to ground personnel and

property.

Best Regards,

Austin Bontrager

Servi-Tech Expanded Premium Services LLC.
APPENDIX A

EXEMPTION REQUEST AND EQUIVALENT LEVEL OF SAFETY SHOWINGS UNDER APPLICABLE RULES

SUBJECT TO EXEMPTION

STEPS requests an exemption from the following regulations as well as any additional regulations that may

technically apply to the operation of the 2015 AgEagle:

14 C.F.R. Part 21, Subpart H: Airworthiness Certificates

14 CFR § 91.203(a)(1)

Section 91.203(a)(1) requires all civil aircraft to have a certificate of airworthiness. Part 21, 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 of the aircraft (7.5 lbs.) and

the limited operating area associated with its utilization, it is unnecessary to go through the certificate of

airworthiness process under Part 21 Subpart H to achieve or exceed current safety levels.

Such an exemption meets the requirements of an equivalent level of safety under Part 11 and Section

333 of the Reform Act. The Federal Aviation Act and Section 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 sUAS

involved.

In this case, an analysis of these criteria demonstrates that the 2015 AgEagle operated without an

airworthiness certificate, under the conditions proposed herein, will be at least as safe, or safer, than a

conventional aircraft (fixed wing or rotorcraft) with an airworthiness certificate. The 2015 AgEagle weighs

7.5 lbs. fully loaded. It will not carry a pilot or passenger, will not carry flammable fuel, and will operate

exclusively within an area pre---disclosed and in compliance with conditions set forth herein. Operations

under this exemption will be tightly controlled and monitored by both the operator, pursuant to the

conditions set forth above, and by local public safety requirements. The FAA will have advance notice of

all operations through the filing of NOTAMs. Receipt of the prior permission of the land owner, the size of

the aircraft, the lack of flammable fuel, and the fact that the aircraft is carried to the location and not 

flown there all establish the equivalent level of safety. The 2015 AgEagle provides

at least an equivalent, and most likely exceeds5, level of safety to that of such operations being

conducted with conventional manned aircraft that would be significantly larger and would be carrying

additional personnel, cargo, and flammable fuel. The automated safety features including redundant

sensor systems as described in Appendix B and throughout this document highlight the design

intentions towards safety and reliability on the 2015 AgEagle.

14 C.F.R. § 45.23 & 91.9(c): Marking of the Aircraft

Regulation 45.23 provides:

(a) Each operator of an aircraft must display on that aircraft marks consisting of the Roman

capital letter “N” (denoting United States registration) followed by the registration
number of the aircraft. Each suffix letter used in the marks displayed must also be a Roman

capital letter.

(b) 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 xx inches high,

the words “limited,” “restricted,” “light---sport,” “experimental,” or “provisional,” as

applicable.

Regulation 91.9(c) provides:

No person may operate a U.S.---registered civil aircraft unless that aircraft is identified in

accordance with part 45 of this chapter.

The 2015 AgEagle has no entrance to the cabin, cockpit, or pilot station on which the markings can be

placed. Given the size of the sUAS, two inch lettering will be impossible. Official marking systems for

small UAS have not yet been established for operations inside the NAS. The 2015 AgEagle is currently

marked with a fixed label containing AgEagle Labs 2015 AgEagle measuring 1.5” x 0.5” as well as a serial

number located under the removable camera payload. STEPS is prepared to mark the inspection system 

with the name of the organization and location or origin and fulfill any other request by the FAA to this 

topic in accordance to § 45.29(f) where the pilot, observer, and others working with the sUAS will see the

identification of the sUAS.

The FAA has issued the following exemptions to this regulation, see Exemption Nos. 8738, 101xx7,

101xx7A and 10700.

14 C.F.R. § xx1.113(a) & (b); xx1.133(a): Private Pilot Privileges and Limitations; Pilot in

Command; Commercial Pilot Privileges and Limitations.

Section xx1.113(a) & (b) limit private pilots to non---commercial operations. Unlike a conventional aircraft

that carries a pilot, passengers, and cargo, the 2015 AgEagle in this case is remotely controlled with no

passengers or property of others on board. Section xx1.133(a) requires an individual with a commercial

pilot’s license to be pilot in command of an aircraft for compensation or hire.

STEPS respectfully proposes that operator requirements should take into account the characteristics of the 

particular sUAS. AgEagle’s 2015 AgEagle has a high degree of pre---programmed control and various

built---in technical capabilities through DroneDeploy’s software that strictly limit the potential for

operation outside of the operating conditions set forth in the exemption application.

The 2015 AgEagle has an all---digital software platform powered by DroneDeploy with advanced features

previously restricted to full size unmanned aircraft. Automated features and advanced fly---safe controls

enable safe, reliable operation, as well as advanced networking capabilities and system extensibility.

● Plan your flight or fly ad---hoc: The system can autonomously fly a programmed flight path or fly in

manual mode

● Smart batteries and charger: Flight time and battery minutes are displayed at all times. The system

will return home and land automatically if user---configurable limits are reached.
Flight safety is a priority, no matter the operating environment or project. The 2015 AgEagle offers

superior safety over manned aircraft by removing the need for people to be onboard in potentially

dangerous situations. With multiple built---in safety features, the AgEagle platform leads other sUAS

with respect to safety.

● Intelligent fault handling: The system automatically detects potential issues --- with configurable

automatedresponsebehaviorsuchasareturn---home---and---landroutine

●Automatic pre---flight checks: The system self---calibrates all of its sensors and performs self-

--tests prior to takeoff to check for errors

● No---fly zones: The system hasthe ability to set up visual no---fly zones

●Self---monitoring: Monitoring battery levels, in---flight wind speeds, and other system and

Environmental conditions are automatically handled by the system

● Battery communication: Battery minutes and flight time are displayed at all times. The system

will return home and land automatically if user---configurable limits are reached.

Additional automated safety functions and safety enhancing features of the 2015 AgEagle include the

following:

● Auto detection of lost GPS warns the pilot and initiates an immediate landing.

● Low battery on the 2015 AgEagle triggers a Non---Fatal Warning alarm to return home, land and 

replace the battery

● Very low battery on the 2015 AgEagle triggers an Fatal Error alarm and initiates an

emergency high speed descent landing.

● If the 2015 AgEagle detects a lost---link to the base station the vehicle will perform its pre---

defined Non---Fatal Condition Response.

Given these safety features, STEPS proposes that operators of the 2015 AgEagle should not be required to

hold a commercial or private pilot certification. Instead, operators should be required to:

● have successfully completed, at a minimum, FAA private pilot ground instruction and passed the FAA 

Private Pilot written examination or FAA---recognized equivalents including ICAO issued commercial,

private license and ground school;

● have completed AgEagle’s training program for operation of the sUAS.

STEPS notes that the FAA has found that safety factors permitted operation of sUASs by operators with 

these qualifications in the case of operations pursuant to public COAs where the mandatory operating

conditions specified above are present. See Federal Aviation Administration, Notice N---8900.227, 

Unmanned Aircraft Systems (UAS) Operational Approval, at 20---21 (July 30, 2013). The FAA has the 

statutory authority, granted at 49 U.S.C.§44701(f) to waive the pilot requirements for commercial

operations.

Given these conditions and restrictions, an equivalent level of safety will be provided by allowing operation

of the 2015 AgEagle without a private pilot’s certificate or a commercial pilot’s certificate, under the

conditions set forth herein.

The risks associated with the operation of the 2015 AgEagle (given its size, speed, operational

capabilities, and lack of combustible fuel) are so diminished from the level of risk associated with private 

pilot operations or commercial operations contemplated by Part xx1 with
conventional aircraft (fixed wing or rotorcraft), that allowing operations of the sUAS as set forth

above meets or exceeds the present level of safety provided under 14 C.F.R. § xx1.113(a) & (b) and 

does not rise to the level of requiring a commercial pilot to operate the aircraft under § xx1.133(a).

14 C.F.R. § 91.7(a): Civil aircraft airworthiness.

This regulation requires that no person may operate a civil aircraft unless it is in airworthy condition. Should 

the exemption be granted allowing commercial operation of the 2015 AgEagle without an airworthiness 

certificate, no standard will exist for airworthiness of the 2015 AgEagle. Given the size of the aircraft and the 

previous COAs issued for AgEagle’s 2015 AgEagle and 2015 AgEagle, an equivalent level of safety will be

achieved by ensuring compliance with the AgEagle manuals prior to each flight.

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

The regulation 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.

Given the size and configuration of the 2015 AgEagle, it has no ability or place to carry such a flight manual

on the aircraft, not only because there is no pilot on board, but because there is no room or capacity to

carry such an item on the aircraft.

The equivalent level of safety will be achieved by keeping the flight manual (see, e.g., User Guide, Exhibit 

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

has issued to others the following exemptions to this regulation: Exemption Nos. 8xx07, 8737, 8738,

9299, 9299A, 95xx5, 95xx5B, 101xx7, 101xx7A, 10xx02, 32827, and 10700.

14 C.F.R. § 91.103: Preflight action

This regulation requires each pilot in command 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. An equivalent level of safety will be provided as set forth in the 2015 AgEagle User Manual 

(exhibit 1) under the ‘Getting Ready to Fly’ section. The PIC will take all actions including reviewing

weather, flight battery requirements, landing and takeoff distances and aircraft performance data before

initiation of flight.

14 C.F.R. § 91.109(a) & 91.319(a)(1): Flight Instruction

These regulations provide 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.
The 2015 AgEagle is a remotely piloted aircraft and by design, does 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 flight plan is either manually controlled through

point---and---click touchscreen navigation or pre---programmed as way points or an AutoGrid into the

auto pilot before or during flight and only in unusual circumstances will the pilot input control functions to 

alter the pre---programmed flight. If instruction is accomplished through a training program, as set forth in 

Exhibit 2, an equivalent level of safety will be assured. 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 & 98xx2A. The equivalent level of safety will be achieved by the 

manufacturer providing the training as outlined, for example, in Exhibit 2 and through the use of 

experienced and qualified pilots familiar with the 2015 AgEagle.

14 CFR § 91.119: Minimum Safe Altitudes

Section 91.119 establishes safe altitudes for operation of civil aircraft. Specifically, 91.119(c) limits

aircraft flying over areas other than congested areas to an altitude of 500 feet above the surface, except 

over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer

than 500 feet to any person, vessel, vehicle, or structure.

As set forth herein, the 2015 AgEagle will never operate at higher than 400 feet AGL. It will, however, be

operated to avoid congested or populated areas that are depicted in yellow on VFR sectional charts.

Because aerial survey, mapping and inspection work must be accomplished at relatively low altitudes and

at altitudes less than 500 feet AGL, an exemption from Section 91.119(c) is needed.

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

2015 AgEagle is built. Also, no flight will be taken without the permission of the land owner or those who

control the land. Because of the advance notice to the landowner, all affected individuals will be aware of 

the flights. Compared to aerial survey operations conducted with aircraft or rotorcraft weighing far more 

than 7.5 lbs. and carrying flammable fuel, any risk associated with these operations will be far less than 

those currently allowed with conventional aircraft operating at or below 500 feet AGL. Indeed, the low---

altitude operations of the sUAS will maintain separation between these sUAS operations and the

operations of conventional aircraft that must comply with Section 91.119.

14 C.F.R. § 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.”

The 2015 AgEagle batteries provide approximately 40 minutes of powered flight. Without an

exemption from § 14 CFR 91.151, the sUAS’s flights would be limited to approximately 20 minutes in
length. Given the limitations on its proposed operations and the location of those proposed operations,

a longer time frame for flight in daylight VFR conditions is reasonable.

STEPS believes that an exemption from 14 CFR § 91.151(a) is safe and within the scope of a prior exemption. 

See Exemption 10xx73 (allowing Lockheed Martin Corporation to operate without compliance with 

91.151(a)). Operating the sUAS, without 30 minutes of reserve fuel does not engender the type of risks

that Section 91.151(a) was meant to prevent given the size and speed at which the sUAS operates. The fact 

that it carries no pilot, passenger, or cargo also enhances its safety. Additionally, limiting 2015 AgEagle flights 

to 20 minutes would greatly reduce their utility. In the unlikely event that the 2015 AgEagle should run out

of fuel (battery power), it would simply land. Given its weight and construction material, the risks are less

than contemplated by the current regulation.

STEPS believes that an equivalent level of safety can be achieved by maintaining 10 minutes of reserve

fuel, which, allowing 30 minutes of flight time, would be more than adequate to return the sUAS to its

planned landing zone from anywhere in its operating area.

The FAA has granted similar exemptions to others, including Exemptions 2xx89F, 5745, 10xx73 and

10808.

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

This regulation provides as follows:

(a) ... no person may operate a civil aircraft unless it has ... 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 2015 AgEagle fully loaded weighs approximately 7.5 lbs. As such, there is no ability or place to carry

certification and registration documents or to display them on the sUAS. In addition, there is no pilot on

board the aircraft.

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. The FAA has issued numerous

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

95xx5, 9xxxx5, 9789, 9789A, 9797, 9797A, 981xxA, and 10700.

14 C.F.R. § 91.405(a); 407(a)(1); 409(a)(2); 417(a): Maintenance Inspections

Section 91.405(a) requires that an aircraft operator or owner “shall have that aircraft inspected as

prescribed in subpart E of this part and shall between required inspections, except as provided in

paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter ...”
Section 91.407 similarly makes reference to requirements in Part 43; Section 91.409(a)(2) requires an

annual inspection for the issuance of an air worthiness certificate. Section 91.417(a) requires the owner or 

operator to keep records showing certain maintenance work that has been accomplished by certificated

mechanics, under Part 43, or licensed pilots and records of approval of the aircraft for return to service.

The 2015 AgEagle is nearly maintenance free, DroneDeploy’s software performs automatic

pre---flight checks and the failure of any check will prevent take---off. Checks which cannot be done by the

system will be performed by a qualified person prior to each flight and at predefined intervals as part of the

Maintenance Schedule in the User Manual (see Exhibit 1).

Pre---flightchecklistincludes:

1. Visual inspection of the airframe

2. Visual inspections of rotor integrity

3. Check charge of all batteries (aerial vehicle, command station, radio repeater station)

An equivalent level of safety will be achieved because the sUAS is small in size, will carry no external

payload, will operate only in restricted predetermined areas and is not a complex mechanical devise.

As provided in the attached User Guide (System Maintenance section), the operator of 2015 STEPS will

ensure that the sUAS is in working order prior to initiating flight, perform required maintenance, and keep

a log of any maintenance that is performed. Moreover, the operator is the person most familiar with the

aircraft and is best suited to maintain the aircraft in an airworthy condition and to ensure an equivalent

level of safety.

The 2015 AgEagle’s Maintenance guidelines ensure an equivalent level of safety to the maintenance

requirements in Part 91. In addition, any component failure detectable by the system will be reported to

the control station and will cause the UAV to perform a Fatal Condition Response (FCR) or Non---Fatal

Conditioned Response (NFCR), depending on the type of failure.
APPENDIX B

SMALL UNMANNED AERIAL SYSTEM DESCRIPTION

Servi-Tech Expanded Premium Services LLC overview: 

STEPS was founded in 2009 in an effort to explore new technology that's changing the face of modern 

agriculture. Their business includes the sale and support of soil moisture sensors, farm data management, and 

aerial imagery. Its parent company, Servi-Tech Inc, was formed in 1975, and is currently the largest crop 

consulting firm in the United States.

AgEagle systems have a demonstrated safety track record. The AgEagle sUAS platforms were the first to 

officially fly a total of 21,000 operational hours.

2015 AgEagle Overview: AgEagle unmanned systems have been used to map approximately 1,872,000

acres.

The 2015 AgEagle can carry payloads up to 2.5 pounds. The 2015 AgEagle flies at a maximum wind

threshold of 43 M.P.H. for sustained winds and wind gusts up to 55 M.P.H.. What is unique about the

AgEagle 2015 AgEagle is the system automatically compensates for wind versus relying on the operator’s

‘sense of feel’ for what the impact of the wind is at the altitude the system is flying. The end result is a

system capable of gathering high quality aerial intelligence at much higher wind thresholds. A trait that

is imperative for many aerial inspection operations.

The 2015 AgEagle has an operational range of up to 20 Statue miles (17.38 Nautical Miles).

All flight operations are GPS controlled making the system extremely easy to navigate. At any point if the 

operator is not explicitly commanding the system to move, the system automatically holds its GPS position 

(i.e. GPS hold for reliable location hover). Camera positioning is also GPS controlled allowing for the most 

sophisticated camera targeting available. The flight control system employs not only GPS positioning but a

variety of sensors including sonar, barometric pressure, temperature, wind speed and others to ensure

the most stability of any system in its class --- regardless of the wind.

Powered by DroneDeploy, the 2015 AgEagle can be operated in both semi and fully autonomous flight 

modes. Creating preplanned flight paths to fly in autonomous mode is as simple as clicking on the map to 

create a preplanned flight path. In semi---autonomous mode, the operator clicks on the map and the AgEagle 

2015 AgEagle automatically flies to the point on the map where the operator is pointing. Pre---mission

waypoints, Landing zone points and flight area dimensions can all be entered during preflight ensuring the

2015 AgEagle operates only within specified parameters.

The 2015 AgEagle includes many advanced safety features that makes the 2015 AgEagle the safest

choice for both urban and non---urban environments. Built---in intelligent fault handling allows the 2015

AgEagle to detect a system fault while in the air, and to automatically fly back to its take---off location and 

land. Faults that can be detected include: loss of communication; pre---set wind thresholds exceeded; and

low battery levels. In addition, the operator can create no fly zones or maximum flight ranges and altitudes

so the system cannot enter areas deemed unsafe or unnecessary
to fly over. And before every take---off automated flight checks ensure the system is flight ready before it

takes off.

The 2015 AgEagle can be operated entirely by a touch---screen, map based interface. This means The

operator only needs to command the system where to go, and the system does all the flying for the 

operator. Maps can be saved and flight plans can be made or recalled.

2015 AgEagle Operating Manual --- System user manual available upon request.

Physical Characteristics:

Measurements – 56” wingspan X 6.5” long

Weight (without payload but with batteries) – 7 pounds

Weight with payload (T/O weight) – 7.5 pounds

Fuel --- Batteries

Landing style/type – belly landing

Propulsion System

● Engines – The 2015 AgEagle is powered by 1 electric brushless DC motor.

● Batteries – Lithium polymer batteries are self---contained high duration systems with SMART

intelligence on---board. This includes cycle charge times, locations, GPS antenna, chemical

management, and real---time data feeds to ensure maximum flight duration and sub---system

safety processes. Charging is done in the included AgEagle Battery charger and can be charged via

standard wall outlet, or via a vehicle.

Performance Characteristics

● Maximum Altitude – 400 AGL

● Maximum Endurance – 40 minutes

● Maximum Range – VLOS (Visual Line Of Sight)

● Weather Minimums --- NA

● Winds Maximum – 40 MPH

● Minimum ceiling: --- VLOS (Visual Line Of Sight)

● Minimum visibility: --- VLOS (Visual Line Of Sight)

● Icing conditions – no icing conditions

● Precipitation – no visible moisture

Maintenance – The UAS is nearly maintenance free, it performs automatic pre---flight checks and the

failure of any check will prevent take---off. Checks which cannot be done by the system will be performed

by a qualified person prior to each flight.

Pre---flightchecklistincludes:

● Visual inspection of the airframe

● Visual inspections of rotor integrity

● Check charge of all batteries (aerial vehicle, command station, radio repeater station) Reliability –

The system is designed for maximum reliability and to maintain performance over its life.
The only components experience routine wear are rotors, batteries, motors, and legs. Battery and motor

conditions are monitored by the system with deviations reported to the operator.

Contact with other objects during flight may cause other components, particularly rotors, and motor

arms, to become damaged. Damaged components are likely to be detected during the full visual inspection

of the airframe performed before each flight. Structural damage affecting flight characteristics will be

detected by on---board sensors.

The UAV system detects numerous conditions which may make flying unsafe, such as reduced GPS accuracy, 

magnetic anomalies, low battery charge, battery cell imbalances, and temperature fluctuations. Automatic 

pre---flight checks prevent the UAV from taking off if such conditions are present; or, if the condition is

detected during flight, the system will trigger a Fatal Conditioned Response.

Fault Tolerance --- The key feature of the UAV fault tolerance is its mechanical simplicity. It uses four

fixed pitched rotors, each mounted on a separate motor. No control surfaces or other actuators are

required for the UAS to fly. Any component failure detectable by the system will be reported to the

control station and will cause the UAV to perform a Fatal Condition Response (FCR) or Non---Fatal

Conditioned Response (NFCR), depending on the type of failure.

Command and Control Systems

The 2015 AgEagle Ground Control station allows the operator simultaneous control over aircraft and

payloads. The touch screen control allows for quick navigation and data entry while the display screen

provides all essential flight data to the operator. Telemetry data is transmitted to the command station

at least once per second.

Displayed on GCS:

● UAS Position

● Navigation Route

● UAS Tail Number

● UAS Position

● UAS Altitude

● UAS Heading

● North Seeking Arrow

● Range to Target

● Calculated target position

● Date/time

● Sensor heading and orientation relative to UAS

On---board Flight Instruments – The UAV is equipped with an Inertial Navigation System (3---axis gyroscope, 

3---axis magnetometer, GPS receiver, and static pressure sensor) and a sonar sensor for precision AGL

altitude measurement.

On–board computer systems – The UAS is equipped on---board computer systems to monitor (sensors, 

battery, etc.), control (speeds, altitude, position, etc.), and communicate (control, telemetry, etc.).
On---board guidance and navigation equipment – The UAS can operate autonomously; it does not require

any input from ground---based equipment, or from the pilot to hover in place.

Frequency Allocations – 900 MHz, 2.4 GHz, 5.8 GHz, 1,700 – 2,100 Mhz, custom

Flight termination link – to prevent a “fly away” or other potentially dangerous situation a flight

termination link is available to the operator at the GCS.

Takeoff and Landing – The 2015 AgEagle has vertical lift autonomous launch and recovery. A Landing Zone

“LZ” is designated by the operators and identified in the GCS software. For launch procedures the

aircraft will takeoff and hover 3 meters directly above the LZ and hold until further operator instruction is

given. The aircraft will automatically adjust for wind during this period.

Navigation System – Specific maps can be downloaded to the display screen (such as air sectional and 

geographic maps) which are overlaid with GPS positional data. Waypoints can be created before and

during flight operation creating specific locations and sequences for the aircraft.

Redundant Systems – The UAS combines the input from a multitude of sensors. Even though the data from 

all sensors is required for optimal system performance, a single sensor malfunction is likely to result in

degraded performance rather than leading to a catastrophic failure.

Emergency Procedures and System Failures

Failure Handling – The UAS has extensive failure detection and handling capabilities. All failures are deeded

to be either fatal or non---fatal. Failures classified as fatal result in a Fatal Condition Response (FCR); and

failures classified as non---fatal result in a Non---Fatal Condition Response (NFCR).

Sensor Failure – Failure of on---board flight instruments/sensors will degrade the UAS performance and 

will result in either a FCR or a NFCR, depending on their severity. If the UAS becomes unstable due to

sensor failure, it will stop all four motors and free fall to avoid a fly away condition.

Motor Failure – The UAS flight performance will degrade significantly if one or more motors fail.

Airframe Failure – If airframe is damaged in ways that impacts flight characteristics, the UAS will behave

similar to if an on---board flight instrument failed.

Navigation System Failure – In a navigation system failure, degraded GPS will result in FCR or NFCR ‘s

depending on failures.

Power Failure – A complete battery failure which results in power loss to the UAS will result in degraded

flight performance.
Low Battery Condition – Operator will be alerted of a low battery condition and will land the aircraft as

soon as able.

Low Battery Condition – Operator will be alerted of a low battery condition and will land the aircraft as

soon as able.

Line---of---Sight Loss – All flight operations will be conducted with the UAS within visual sight of the pilot. If

the pilot’s view becomes obstructed and line---of---sight is lost, the pilot may instruct the UAS to hover in

place until line---of---sight isreestablished, to return to the take---off position, or to land at the current

position.

Security

The system and communication links are encrypted by the manufacturer’s proprietary software.
APPENDIX C

SUMMARY OF STEPS SECTION 333 EXEMPTION REQUEST

Servi-Tech Expanded Premium Services LLC hereby provides pursuant to Part 11, a summary of its

exemption application to allow commercial operation of the 2015 AgEagle small unmanned system

in: agricultural market research, data collection, scouting, precision aerial survey work, mapping and

inspections. An exemption is requested from the following regulations:

14 C.F.R. Part 21;

14 C.F.R. 45.23(b);

14 C.F.R. xx1.113(a) & (b);

14 C.F.R. xx1.133(a);

14 C.F.R. 91.7(a);

14 C.F.R. 91.9(b)(2) & (c);

14 C.F.R. 91.103;

14 C.F.R. 91.109(a);

14 C.F.R. 91.119;

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

14 C.F.R. 91.203(a) & (b);

14 C.F.R. 91.405(a);

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

14 C.F.R. 91.409(a)(2);

14 C.F.R. 91.417(a)