Laser Specialists, Inc.

November 18, 2015

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 Regu lations

Dear Madam, Sir,

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the “Reform Act”)
and 14 C.F.R. Part 11, Laser Specialists, Inc. (“ LSI ”), an operator of the eXom Unmanned Aircraft System (“ eXom ”) seeks an exemption from the Federal Aviation Regulations (“FARs”)

listed below:

 14 C.F.R. 21

 14 C.F.R. 61.133(a) (b)

 14 C.F.R. 91.7(b)

 14 C.F.R. 91.119

 14 C.F.R. 91.151(a)

 14 CFR Subpart E (91.401

- 91.417)

The requested exemption would authorize commercial operations usin g the eXom for mapping

and inspection applications. These operations will be subject to strict operating requirements

defined in the eXom user manual ( LSI requests the FAA treat the eXom user program as proprietary under 14 C.F.R. 11.35(b) and does not inc lude this document in the public docket) and

conditions defined in the paragraph 3

.

1. CHARACTERISTICS OF THE AIRCRAFT

The eXom is a small and l ig ht quadrotor (maximum take

- off weight of 3.7 pounds) that offers different flight modes to suit every proje ct: semi

- automatic mode (waypoint navigation) or interactive ScreenFly mode (using the supplied joypad to navigate and orientate the drone via computer screen). The ScreenFly mode includes flight assistance features such as cruise control

and distance lock . In any situation, RC

- based manual control always remains available as a backup function.

The eXom, contains a rich array of advanced integrated sensors. These sensors work together to provide the user with full situational awareness and support obstacle avoidance:

 Five ‘Navcam’ vision sensors allow the operator to see in the direction the drone is moving via its flight control software, without needing to turn the system’s TripleView camera head. This technology is unique in such a lightweight UAS, simi lar to the visual parking sensors in modern cars, but brought into a 3D flight environment.

 Five ultrasonic proximity sensors work in harmony with eXom’s Navcams to ensure the operator always knows the drone’s distance from nearby objects. (The drone’s sh ock

absorbent carbon fiber shrouding is also always on hand to protect its rotors in case ofsurface contact.)

 Numerous other sensors, including inertial measurement units, barometers, magnetometers, GPS and magnetic encoders, maximize the drone’s stabili ty and safety.

The eXom is particularly safe. It was developed with flexible material absorbing potential shocks, and SenseFly R&D team has developed also a unique carbon

- fiber shrouding protecting the propellers. We have added also redundancy in our comm and and control system. In case something happens to the primary autopilot, the eXom will switch automatically to the secondary autopilot.

2. APPLICATIONS

The eXom would be used for aerial photography, aerial mapping (photogrammetry), and aerial

video fo r the public good. Typical applications would include, but are not limited to:

Agriculture monitoring
Mapping new and existing construction projects
Mapping for land development and or real estate purposes
Mapping for environmental mitigation projects

Ma pping for transportation related projects
Mapping for utilities
Construction monitoring
Real estate photography

This exemption would be in the Public Interest and for the Public Good because:

Use of the eXom will reduce the need to operate conventional a ircraft for mapping and
surveying, as well as more expensive equipment currently required to perform inspections of
power transmission systems, pipeline systems, vertical structures and other types of

infrastructure.

The public benefits of using a UAS com pared to conventional aircraft or other equipment is an
equivalent or greater level of safety to the public and/or operators of both airborne or land based
equipment which are often in dangerous environments that involve hazardous materials, high
voltage, high heights and/or extreme temperatures.

There is also benefit to the Public Good since the eXom can provide real time video feedback for
instant analysis in critical situations that may involve imminent danger to public safety and

welfare.

Additional benefits occur when UAS operations for critical infrastructure inspection are
significantly faster than conventional methods, thereby allowing for a timelier assessment of risk,
repair, and/or mitigation of potential failures.

Finally, there is a signific ant public benefit in the low carbon foot print of the UAS compared to
alternative options.3. APPLICABLE LEGAL STANDARD UNDER SECTION 333

a. Airworthiness assessment of the eXom

LSI notes that SenseFly Ltd received an exemption for the eXom.

b. Opera ting requirements

Grant of the exemption to LSI for the eXom will be subject to the following operating conditions :

 1. Operations authorized by this grant of exemption are limited to the SenseFly eXom when weighing less than 55 pounds including payload. Proposed operations of any other aircraft will require a new petition or a petition to amend this exemption.

 2. Operations for the purpose of closed

- set motion picture and television filming are not permitted.

 3. The UA may not be operated at a speed exc eeding 87 knots (100 miles per hour). The exemption holder may use either groundspeed or calibrated airspeed to determine compliance with the 87 knot speed restriction. In no case will the UA be operated at airspeeds greater than the maximum UA operating a irspeed recommended by the aircraft

manufacturer.

 4. The UA must be operated at an altitude of no more than 400 feet above ground level (AGL). Altitude must be reported in feet AGL.

 5. The UA must be operated within visual line of sight (VLOS) of the PIC at all times. This requires the PIC to be able to use human vision unaided by any device other than corrective lenses, as specified on the PIC’s FAA

- issued airman medical certificate or U.S.

driver’s license.

 6. All operations must utilize a visual obser ver (VO). The UA must be operated within the visual line of sight (VLOS) of the PIC and VO at all times. The VO may be used to satisfy the VLOS requirement as long as the PIC always maintains VLOS capability. The VO and

PIC must be able to communicate verb ally at all times; electronic messaging or texting is not permitted during flight operations. The PIC must be designated before the flight and cannot transfer his or her designation for the duration of the flight. The PIC must ensure that the VO can perfor m the duties required of the VO.

 7. This exemption and all documents needed to operate the UAS and conduct its operations in accordance with the conditions and limitations stated in this grant of exemption, are hereinafter referred to as the operating doc uments. The operating documents must be accessible during UAS operations and made available to the Administrator upon request. If a discrepancy exists between the conditions and limitations in this exemption and the procedures outlined in the operating doc uments, the conditions and limitations herein take precedence and must be followed. Otherwise, the operator must follow the procedures as outlined in its operating documents. The operator may update or revise its operating documents. It is the operator’s r esponsibility to track such revisions and present updated and revised documents to the Administrator or any law enforcement official upon request. The operator must also present updated and revised documents if it petitions for extension or amendment to th is grant of exemption. If the operator determines that any update or revision would affect the basis upon which theFAA granted this exemption, then the operator must petition for an amendment to its grant

of exemption. The FAA’s UAS Integration Office (AF S

- 80) may be contacted if questions arise regarding updates or revisions to the operating documents.

 8. Any UAS that has undergone maintenance or alterations that affect the UAS operation or flight characteristics, e.g. replacement of a flight critical co mponent, must undergo a functional test flight prior to conducting further operations under this exemption. Functional test flights may only be conducted by a PIC with a VO and must remain at least 500 feet from other people. The functional test flight mus t be conducted in such a manner so as to not pose an undue hazard to persons and property.

 9. The operator is responsible for maintaining and inspecting the UAS to ensure that it is in a condition for safe operation.

 10. Prior to each flight, the PIC mus t conduct a pre

- flight inspection and determine the UAS is in a condition for safe flight. The pre

- flight inspection must account for all potential discrepancies, e.g. inoperable components, items, or equipment. If the inspection

reveals a condition that a ffects the safe operation of the UAS, the aircraft is prohibited from operating until the necessary maintenance has been performed and the UAS is found to be in a condition for safe flight.

 11. The operator must follow the UAS manufacturer’s maintenance, overhaul, replacement, inspection, and life limit requirements for the aircraft and aircraft

components.

 12. Each UAS operated under this exemption must comply with all manufacturer safety

bulletins.

 13. Under this grant of exemption, a PIC must hold eit her an airline transport, commercial, private, recreational, or sport pilot certificate. The PIC must also hold a current FAA airman medical certificate or a valid U.S. driver’s license issued by a state, the District of Colombia, Puerto Rico, a territory, a possession, or the Federal government. The PIC must also meet the flight review requirements specified in 14 CFR § 61.56 in an aircraft in which the PIC is rated on his or her pilot certificate.

 14. The operator may not permit any PIC to operate unless the PIC demonstrates the ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption, including evasive and emergency maneuvers and maintaining appropriate distances from persons, vessels, vehicles and s tructures. PIC qualification flight hours and currency must be logged in a manner consistent with 14 CFR § 61.51(b). Flights for the purposes of training the operator’s PICs and VOs (training, proficiency, and experience

- building) and determining the PIC’s ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption are permitted under the terms of this exemption. However, training operations may only be conducted during dedicated training sessions. During training, proficiency, and experience

- building flights, all persons not essential for flight operations are considered nonparticipants, and the PIC must operate the UA with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119.

 15. UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All operations must be conducted under visual meteorological conditions (VMC). Flights under special visual flight rules (SVFR) are not authorized. 16. The UA may not operate wi thin 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 must be made available to the Administrator or any law

enforcement o fficial upon request.

 17. The UA may not be operated less than 500 feet below or less than 2,000 feet horizontally from a cloud or when visibility is less than 3 statute miles from the PIC.

 18. If the UAS loses communications or loses its GPS signal, the UA must return to a pre

determined location within the private or controlled

- access property.

 19. The PIC must abort the flight in the event of unpredicted obstacles or emergencies.

 20. The PIC is prohibited from beginning a flight unless (considering wind and forecast weather conditions) there is enough available power for the UA to conduct the intended operation and to operate after that for at least five minutes or with the reserve power recommended by the manufacturer if greater.

 21. Air Traffic Or ganization (ATO) Certificate of Waiver or Authorization (COA). All operations shall be conducted in accordance with an ATO

- issued COA. The exemption holder may apply for a new or amended COA if it intends to conduct operations that

cannot be conducted unde r the terms of the attached COA.

 22. All aircraft operated in accordance with this exemption must be identified by serial number, registered in accordance with 14 CFR part 47, and have identification (N

Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must be as large as practicable.



 23. Documents used by the operator to ensure the safe operation and flight of the UAS and any documents required under 14 CFR §§ 91.9 and 91.203 must be available to the PIC at

the Ground Control Stati on of the UAS any time the aircraft is operating. These documents must be made available to the Administrator or any law enforcement official

upon request.

 24. The UA must remain clear and give way to all manned aviation operations and

activities at all t imes.

 25. The UAS may not be operated by the PIC from any moving device or vehicle.

 26. All Flight operations must be conducted at least 500 feet from all nonparticipating persons, vessels, vehicles, and structures unless:

 a. Barriers or structures are p resent that sufficiently protect nonparticipating persons from the UA and/or debris in the event of an accident. The operator must ensure that nonparticipating persons remain under such protection. If a situation arises where nonparticipating persons leave such protection and are within 500 feet of the UA, flight operations must cease immediately in a manner ensuring the safety of nonparticipating persons; and

 b. The owner/controller of any vessels, vehicles or structures has granted permission fo roperating 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.

The PIC, VO, operator trainees or essential persons are not considered nonparticipating
persons under this exemption.

27. All operations shall be conducted over private or controlled

- access property with
permission from the property owner/controller or aut horized representative. Permission
from property owner/controller or authorized representative will be obtained for each
flight to be conducted.

28. Any incident, accident, or flight operation that transgresses the lateral or vertical
boundaries of the ope rational area as defined by the applicable COA must be reported to

the FAA's UAS Integration Office (AFS

- 80) within 24 hours. Accidents must be
reported to the National Transportation Safety Board (NTSB) per instructions contained

on the NTSB Web site: w ww.ntsb.gov

.



### 3. The Name and address of the applicant:

Laser Specialists, Inc.

Attn: Bob Parker

19879 W. 156 th Street

Olathe, KS 66062

Phone: 913

- 780

- 9990

Fax: 913

- 780

- 9815

Email: bob.parker@lasergps.com

Bob Parker
General Manager

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 aircra ft 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 UAS involved. An analysis of these different criteria demonstrates that th e
eXom operated without an airworthiness certificate, under the conditions proposed in that exemption, will be at least as safe, or safer, than a conventional aircraft with an airworthiness certificate. A proprietary risk assessment for operations with the eXom , which demonstrates that assertion, is also being submitted to the FAA as part of this application. LSI requests the FAA

treat the eXom airwo r

thiness justification as proprietary under 14 C.F.R. 11.35(b) and not include this document in the public do cket.14 C.F.R. § 61.3: Requirements for certificates, ratings and authorizations

14 C.F.R. § 61.113(a) & (b); 61.133(a): Private Pilot Privileges and Limitations; Pilot in
Command; Commercial Pilot Privileges and Limitations

The regulation provides tha t no person may serve as a required pilot flight crewmember of a civil aircraft of the United States, unless that person:

(1) Has a pilot certificate or special purpose pilot authorization issued under this part in that person's physical possession or rea dily accessible in the aircraft when exercising the privileges of that pilot certificate or authorization. However, when the aircraft is operated within a foreign country, a pilot license issued by that country may be used.

The regulation provides also th at no person that holds a private pilot certificate may act as pilot in command of an aircraft for compensation or hire. Subparagraph (b) allows a private pilot to act as pilot in command of an aircraft in connection with any business or employment if:

(1) The flight is only incidental to that business or employment; (2) The aircraft does not carry passengers or property for compensation or hire.

Given the safety features of the eXom and the fact that the missions are pre

- programmed and

monitored in re al

- time with a specific flight management software (eMotion X ), SenseFly proposes that operators of the eXom should not be required to hold a commercial pilot certification. Instead, operators should be required to: Have a sport or recreational pilot lice nse (at least) and have successfully passed a manufacturer’ s training program for the eXom

.

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. Shou ld the exemption be granted allowing commercial operation of the eXom without

an airworthiness certificate, no standard will exist for airworthiness of the eXom . Given the size

of the aircraft a n equivalent level of safety will be achieved by insuring comp liance with the SenseFly manuals prior to each flight.

14 CFR § 91.119: Minimum Safe Altitudes

The regulation provides that over sparsely populated areas the aircraft cannot be operated closer than 500 feet to any person, vessel, vehicle, or structure. Since the aircraft will be operating at a
maximum of 400 feet AGL, the eXom cannot comply with this requirement.

The equivalent level of safety will be achieved because the eXom will only fly over private property with the permission of the landowner. Th e operator will define before every flight a working area radius and a flight area ceiling, preventing the eXo7 to go beyond the flight area. The landowner and the persons who may be on the ground in the flight area will be briefed of the expected route of flight and the associated risks to persons and property on the ground. Due to the

small size of the eXom and the material with which the eXom is built, the hazard to persons, vessels, vehicles, and structures is not comparable to manned aircraft and shoul d be considered in granting the exemption.

Moreover, the aircraft will not be operated over congested areas nor over any open

- air assemblyof persons. The aircraft will be operated at an altitude allowing, if a power unit fails, an

emergency landing with out undue hazard to persons or property on the surface.

14 C.F.R. § 91.151(a): Fuel Requirements for Flight in VFR Conditions

The regulation provides that no person may begin a flight in an airplane under day

- VFR conditions unless there is enough fuel to fly to the first point of intended landing and to fly after

that for at least 30 minutes.

Given the area of operation for the eXom

, LSI believes that an equivalent level of safety is already achieved with the specific procedure preventing the eXom to acc ept a take

- off order is the battery level is below a given value. Moreover, SenseFly has integrated “low” and “critical” battery level warnings and implemented a “return to Home” (and “Go Land”) actions in these

situations.

14 CFR Subpart E (91.401

- 91.4 17)

- Maintenance, Preventive Maintenance, and

Alterations

The regulation provides that the operator is primarily responsible for maintaining the aircraft in an airworthy condition, including compliance with Parts 39 and 43. Paragraphs 91.407 and 91.409 require that the aircraft be "approved for return to service by a person authorized under 43.7" after maintenance and inspection. Section 91.409(a)(2) requires an annual inspection for the issuance of an airworthiness certificate. Section 91.417(a) require s 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.

LSI proposes that the maintenan ce of the eXom will be accomplished by the owner/operator according to the eXom user manual manual, provided by SenseFly.

An equivalent level of safety will be achieved because the eXom is small in size, it is not a complex mechanical device, it will carr y no external payload, and it will operate only in restricted predetermined areas. 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. Finally, before every flight, the eXom runs automatically a sequence of pre

- flight tests to make sure that every sensor and every critical part is running properly. If a problem is detected,

the eXom will not be able to be switched

- on and a mess age error is displayed on the main screen

of t he flight management software . The operator can then refer to the user manual to troubleshoot this issue. Several parts of the eXom are easily interchangeable (propellers, shroudings ), which allows the operator to make sure the propulsion system and protections are always airworthy

when a mission is initiated.