Onebindingsystems, LLC/Bozeman Aerial Photo/Flatearthinc

Attn: Ryan Watson

321 Perkins Pl apt D

U.S. Department of Transportation

Docket Management System

1200 New Jersey Ave., SE

Washington DC 20590

Re: Exemption Request Pursuant to Section 333 of the FAA Reform Act and Part 11 of the

Federal Aviation Regulations from: 14 CFR 21 subpart H; 14 CFR 45.23(b); 14 CFR

61.113(a) and (b); 14 CFR 91.7(a); 14 CFR 91.9(b)(2); 14 CFR 91.103; 14 CFR 91.109; 14

CFR 91.119(c); 14 CFR 91.121; 14 CFR 91.151(a); 14 CFR 91.203 (a) and (b); 14 CFR

91.405 (a); 14 CFR 91.407 (a) (1) 14 CFR 91.409 (a)(1) and (2); 14 CFR 91.417(a) and (b)

Dear Sir or Madam:

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

and 14 CFR Part 11, Ryan Watson, operator of an Unmanned Aircraft System (UAS), hereby

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

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

the conditions outlined herein or as may be established by the FAA as required by Section

333.

Commercial operation of an UAS, as described herein, which are equipped with camera(s)

and sensors, would operate in the following manner:

­ Aerial photography and/or video for public and/or private use including real estate,

architecture,

land surveying, engineering and other related professional activities.

­Aerial video and/or photography for public and/or private use including television, public

events,

cinematography and news gathering.

­Aerial inspection/photography of residential/commercial structures under contract with the

owners

or local government authority.

­Aerial inspection/photography of residential/commercial utility infrastructure including but not
limited to electrical power lines, wind turbines and cell towers.

­Aerial video/photography or providing live video feed to assist with search and rescue

operations in

cases of an emergency or natural disaster only when the local authorities or government has

requested it by contract or donation.

­The ability to offer training to persons individually or belonging to both private and/or public

organizations that have interests in the use and application of a UAS for the purpose of the

safe

operation of a UAS to enhance the safety of the National Airspace System (NAS) as well as

for the

protection of the persons and property.

As described fully below, the requested exemption would permit the operation of a UAS under

controlled conditions in the NAS that would be a) limited b) controlled c) predetermined and d)

will provide safety enhancements to the already safe operations in the industry presently

using conventional aircraft. Approval of this exemption would thereby enhance safety and

fulfill the Secretary of Transportation’s (the FAA

Administrator’s) responsibilities to “...establish requirements for the safe operation of such

aircraft systems in the national airspace system.”

The name and address of the applicant is:

Onebindingsystems, LLC

Attn: Ryan Watson, Director of Operations/Chief Pilot

Ph: 970­291­9211

Email: onebindingsystems@gmail.com

Address: 321 Perkins Pl Apt D

Regulations from which the exemption is requested:

14 CFR Part 21 subpart H

14 CFR 45.23 (b)

14 CFR 61.113 (a) & (b)

14 CFR 91.7 (a)

14 CFR 91.9 (b) (2)

14 CFR 91.103

14 CFR 91.109

14 CFR 91.119 (c)
14 CFR 91.121

14 CFR 91.151 (a)

14 CFR 91.203 (a) & (b)

14 CFR 91.405 (a)

14 CFR 91.407 (a) (1)

14 CFR 91.409 (a) (2)

14 CFR 91.417 (a) & (b)

Onebindingsystems, LLC will operate the DJI Inspire 1 (or equivalent UAS). The Dji Inspire,

Model T600, with a total weight of 2935g or 6.47lbs. The dimensions are 438mm x 451mm x

301mm or 17.24inch x 17.75inch x 11.85inch. Under still air the maximum speed is no more

than 22m/s or 49mph with a cruising speed of 11m/s or 25mph. The DJI Inspire 1 has the

ability to hover and move along a vertical and horizontal plane simultaneously. The DJI

Inspire 1 has four motors, Motor Model DJI 3510, powered by a 6­cell 4500mAh or 5700mAh

Lithium Polymer battery. There are four propellers, Propeller Model DJI 1345, in use. The DJI

Inspire 1 will be controlled with the C1 remote controller with an operating frequency of

2.400GHz Ð 2.483GHz. The live video feed will have an operating frequency of 5.728GHz Ð

5.850GHz. The applicant will operate the UAS in line of sight within a closed off and

predetermined area owned and/operated by the property representative.

Given the small size of the UAS and the controlled environment provided the proposed

operations will adhere to the Reform Act’s safety requirements. The approval of this

application presents no national security issues. Regarding the level of safety surrounding the

proposed operations and the public benefit, reduction in environmental impacts, including but

not limited to reduced emissions and noise, the grant of the requested exemption is in the

public interest. Accordingly the applicant requests that the FAA grant the

requested exemption with minimum delay.

AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY

The operation limitations proposed for an equivalent or higher level of safety because

operations will further enhance the safety of the persons and/or property using conventional

aircraft.

These limitations and conditions to which the applicant agrees to adhere to when conducting

commercial operations under the FAA issued exemption as set forth in the Flight Operations

Manual (FOM) include:

­The UAS will weigh less than 55 lbs.

­The UAS will have a maximum operating speed of no more than 50mph.
­Flights will be operated within line of sight of the Pilot in Command (PIC) and/or Visual

Observer (VO).

­Maximum flight time for each operational flight will be 30 minutes. Flights will be terminated

at 25% battery power reserve or 30 minutes of flight time whichever occurs first.

­Flights will be operated at an altitude of no more than 400 feet Above Ground Level (AGL)

and not more than 200 feet above an elevated platform from which filming is planned.

­Minimum crew for each operation will consist of the UAS Pilot, the Visual Observer (VO) and

may include but not limited to a Camera Operator.

­The UAS pilot will be a designated Pilot in Command (PIC) and trained in standard

commercial flight protocol . If the PIC feels another operator to be qualified with the necessary

skills to be PIC & trained in planned flight and commercial flight protocol, that person may be

designated PIC provided they have a minimum of 20 hours of flight time with the UAS.

­A briefing will be performed regarding the planned UAS operations prior to each day’s flight

consisting of all the day’s production activities.

­All flights will occur under Visual Flight Rules Meteorological Conditions (VMC) only.

­The flights will occur no closer than a 5 mile radius of the geographic center/Airport

Reference Point (ARP) of a tower controlled or uncontrolled airport.

­If operations will be within a 5 mile radius of the geographic center/Airport Reference Point

(ARP) of a tower controlled or uncontrolled airport the respective airports will be contacted

advising them of the estimated flight time, flight duration, elevation of flight and other pertinent

information.

­The operator will file FAA Form 7711­1, or its equivalent, as modified in light of the requested
exemption, with the appropriate local Flight Standards District Office (FSDO) no more than 72

hours but no less than 48 hours from planned operation.

­The operator will obtain verbal/written consent of all persons involved with the planned

operation and ensure that only consenting persons will be allowed within 100 feet of the flight

operation, and the radius may be reduced to 30 feet based upon an equivalent level of safety

determination, as required under the FOM. With the advanced permission of the FSDO,

operations at closer range

may be approved.

­The PIC and VO will have been trained in operation of UAS and receive up­to­date

information for the particular UAS to be operated.

­The PIC and VO will be able to communicate by voice, radio, and/or text at all times.

­Written and/or verbal permission and permits will be obtained from territorial, state, county or

city jurisdictions, including law enforcement, fire or other appropriate governmental agencies.

­If the UAS loses communications with the remote controller or loses GPS signal, the UAS will

have the capability to return to a pre­determined location within a designated location and

land autonomously.

­The UAS will have the capability to abort a flight in case of unpredicted obstacles, weather,

or emergencies.

14 C.F.R. Part 21, Subpart H: Airworthiness Certificates 14 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 with the aircraft to be utilized by the Applicant, an exemption

from Part 21 Subpart H meets the requirements of an equivalent level of safety under Part 11

and Section 333 of the Reform Act. The Federal Aviation Act (49 U.S.C.¤44701 (f)) 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 particular UAS. 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 UAS to be operated hereunder is less than 55 lbs. fully loaded, carries neither a pilot nor

passenger, carries no explosive materials or flammable liquid fuels, and operates exclusively

within a secured and designated area. Unlike other civil aircraft, operations under this

exemption will be tightly controlled and monitored by both the operator and under the

requirements and in compliance with local public safety requirements. The FAA will have

advance notice of all operations. These safety enhancements provide a greater degree of

safety to the public and property owners than conventional 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 credible threat to national security posed by

the UAS, due to its size, speed of operation, location of operation, lack of 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 light­sport 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," "light­sport," "experimental," or "provisional," as applicable.

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

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

“Experimental” can be placed. Given the size of the UAS, two­inch lettering will be impossible.

The word “Experimental” will be placed on

the fuselage in compliance with ¤45.29 (f).

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

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

identification of the UAS as “Experimental.”

14 C.F.R. ¤ 61.113 (a) and (b): Private Pilot Privileges and Limitations: Pilot in Command.

Pursuant to 14 CFR 61.113 (a) & (b), no person who holds a private pilot certificate may act

as a pilot in command of an aircraft that is carrying passengers or property for compensation
or hire. Watson Incorporated may achieve an equivalent level of safety as achieved by current

Regulations because the applicant’s UAS do not carry any pilots or passengers nor property.

The risks attendant to the operation of UAS is far less than the risk levels inherent in the

commercial activities outlined in 14 CFR 61. The PIC of the UAS will have education in regard

to proper flight planning and safe flight practices in relation to 14 CFR 61.113 (a) & (b). I feel

the operation and limitations set forth in the FOM will equate to the safe operation of the UAS.

14 C.F.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 for maintenance and use of safety check lists prior to each flight

an equivalent level of safety will be provided.

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

Section 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 UAS,

given its size and configuration 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

maintained by keeping the flight manual at the ground control point where the pilot flying the

UAS will have immediate

access to it.

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. The PIC will take all actions as stated in the FOM in

Section 4 under Normal Procedures including but not limited to reviewing weather, flight

battery requirements, landing and takeoff distances and aircraft

performance data before initiation of flight.

14 C.F.R. ¤91.109: Flight Instruction.

Section 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. UAS 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. 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 speed of

the aircraft.

14 C.F.R. ¤91.119: Minimum Safe Altitudes.

Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 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

UAS that is a helicopter and the exemption requests authority to operate at altitudes up to 400

AGL, or not more than 200 above an elevated platform from which filming is planned, an

exemption may be needed to allow such operations. As set forth herein, the UAS will never

operate at higher than 400 AGL with the exception that in circumstances where the UAS is

used to survey or photograph a structure whose height exceeds 400 feet AGL, the UAS will

not be operated more than 200 feet above the highest point on the structure. It will

however be operated in a restricted area with security perimeter, where buildings and people

will not be exposed to operations without their pre­obtained consent.

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 will be taken without the permission of the

property owner or local officials. Because of the advance notice to the property owner and

participants in the filming 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 55lbs. 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 UAS will ensure separation between these UAS operations and

the operations of conventional aircraft that must comply with Section 91.119.

14 C.F.R. ¤91.121 Altimeter Settings.

This regulation 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 UAS 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, pursuant to the safety check list

and live flight data monitoring, confirming the altitude of the launch site shown on the GPS

altitude indicator before flight.
14 C.F.R. ¤ 91.151(a): Fuel Requirements for Flight in VFR Conditions

Section 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 Ð (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 UAS provides approximately 30 minutes of powered flight. To meet

the 30 minute reserve requirement in 14 CFR ¤91.151, UAS flights would be limited to

approximately 10 minutes in length. Given the limitations on the UAS’s proposed flight area

and the location of its proposed operations within a predetermined area, a longer time frame

for flight in daylight or twilight VFR conditions is reasonable.

Applicant believes that an exemption from 14 CFR ¤91.151(a) falls within the scope of prior

exemptions. Operating the 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 fuel, does not engender the type of risks that Section 91.151(a) was

intended to alleviate given the size and speed of the small UAS. Additionally, limiting UAS

flights to 10 minutes would greatly reduce the utility for which the exemption will be granted.

Applicant believes that an equivalent level of safety can be achieved by limiting flights to 30

minutes or 25% of battery powerÑ whichever happens first. This restriction would be more

than adequate to return the UAS to its planned landing zone from anywhere in its limited

operating area.

14 C.F.R. ¤91.203 (a) and (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 UAS fully loaded weighs no more than 55 lbs. 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 UAS.
An equivalent level of safety will be achieved by keeping these documents at the ground

control point where the pilot flying the UAS will have immediate access to them, to the extent

they are applicable to the UAS.

14 C.F.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 and operating handbook. An equivalent level of safety

will be achieved because the UAS is very limited in size and will carry a small payload and

operate only in restricted areas for a limited period 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 equivalent level of safety will be achieved because maintenance and inspections will be

performed in accordance with the UAS Manufacturer's User Manual. As provided in the FOM,

the operator will ensure that the UAS is in working order prior to initiating flight and perform

required maintenance needed.

Additional Information

The applicant, Ryan Watson, has been involved in the building and piloting of remote

controlled aircraft for more than 5 years. Also the primary pilot, Ryan Watson, has an indepth

understanding of the capabilities and safety concerns involved in using this technology as an

asset to the community. Satisfaction of criteria provided in Section 333 of the Reform Act of

2012 provide more than adequate justification for the grant of the requested exemptions

allowing the commercial operation of the applicant’s UAS.

Sincerely,
Ryan Watson