Private and Confidential

Joe Fish, JFI 3, Torrance, California 90505 - Section 333 Exemption Petition

DATE: January 11, 2016

U. S. Department of Transportation Docket Management System

1200 New Jersey Ave.,

SE Washington, DC 20590 

Re: Exemption Request Section 333 of the FAA Reform Act of the Federal Aviation Regulations 

from 14 C.F.R. 45.23(b); 14 C.F.R. Part 21; 14 C.F.R. 61.113(a)&(b); 91.7(a); 91.9(b) (2); 

91.103(b); 91.109; 119.121; 91.151(a); 91.203(a)&(b); 91.405(a); 91.407(a) (1); 91.409(a) (2); 

91.417(a)&(b) 

Dear Sir or Madam:

I, Joe Fish, JFI 3, am writing pursuant to the FAA Modernization and Reform Act of 2012 and 

the procedures contained within 14 C.F.R. 11, to request that I, Joe Fish, JFI 3, an owner and 

operator of small unmanned aircraft, be exempted from the Federal Aviation Regulations 

(“FARs”) listed below so that I, Joe Fish, JFI 3, may operate my small ultra lightweight 

unmanned aircraft system (“UAS”) in commercially regulated airspace by the Federal

Aviation Administration (“FAA”). 

Following exemption and approval by the FAA, I, Joe Fish, JFI 3, will primarily use my 

professionally built DJI Inspire 1 and DJI Phantom 3, UAS equipped with cameras for the 

following applications: Closed-Set Film Operations on Film and Television Productions, as well 

as aerial videography/cinematography to safely enhance films and commercials; augmentation 

of real estate listing videos; and the creation of visual and topography layout videos for Search 

and Rescue (SAR) missions for state and local agency’s, education, agricultural inspections and 

building and construction zone inspections. 
My, Joe Fish, JFI 3’s, exemption request would permit the operation of ultra lightweight, 

unmanned (i.e. piloted by remote control) UAS’s for the development of community and 

government use videos, permissible within property boundaries for individual homeowners and 

within in tightly controlled, limited airspaces predetermined in areas away from the general 

public, airports, heliports and vehicular traffic. Currently, similar lightweight, remote controlled 

UAS's are legally operated by unmonitored amateur hobbyists with no safety plan or controls in 

place to prevent catastrophe. Furthermore, it is my intent to assist future FAA safety protocols 

and regulations exclusive to lightweight UAS's for specific video and photography usage by 

sharing information with the FAA as I, Joe Fish, JFI 3, record flight data and other pertinent 

information gained through permitted flight operations. 

In addition, granting my, Joe Fish, JFI 3’s, exemption request will comply with the Secretary of 

Transportation’s (FAA Administrator’s) instructions to not only integrate UAS's into the national 

airspace system, but to “...establish requirements for the safe operation of such aircraft systems 

[UAS's] in the national airspace system” under Section 333(c) of the Reform Act specific to the 

use of UAS's for real estate/Realtor purposes, educational videos, Search and Rescue, 

land/trusts inspections, agricultural field monitoring, film/video productions, closed-set motion 

picture film operations and television, and structure inspections, to aid state and local agency’s. 

Further I, Joe Fish, JFI 3, will conduct my operations in compliance with the protocols described 

herein or as otherwise established by the FAA. For the reasons stated below, I, Joe Fish, JFI 3, 

respectfully request the grant of an exemption allowing me to operate ultra lightweight, remote 

controlled UAS’s to aid academic community awareness, to benefit/stimulate attraction to the 

metro Los Angeles and to enhance personal and public video feeds. A grant that will ultimately 

allow UAS’s to play a more positive role in our local community by increasing employment 

opportunities, heightening security measures and decreasing government expenditures by 

reducing the need for heavier manned aircraft, containing costly, combustible fuel- a potential 

public hazard in and of itself. 

I. Contact Information:

Joe Fish, Owner

JFI 3

Torrance, California 90505

Phone: 310-863-2495

Email: jfishentertainment@yahoo.com

II. The Specific Sections of Title 14 of the Code of Federal Regulations From Which 

Joe Fish, JFI 3, Requests Exemption are: 

14 CFR 21; 14 C.F.R. 45.23(b); 
14 CFR 61.113 (a) & (b); 

14 C.F.R. 91, et seq.; 

14 CFR 407 (a) (1); 

14 CFR 409 (a) (2); and, 

14 CFR 417 (a) & (b). 

III. The Extent of relief Joe Fish, JFI 3, Seeks and the Reason He Seeks Such Relief: 

I, Joe Fish, JFI 3, submit this application in accordance with the Reform Act, 112 P.L. 95 §§ 

331-334, seeking relief from any currently applicable FARs operating to prevent me, Joe Fish, 

JFI 3, contemplated commercial cinematic, academic and other flight operations within the 

national airspace system. The Reform Act in Section 332 provides for such integration of civil 

unmanned aircraft systems into our national airspace system as it is in the public’s interest to do 

so. My, Joe Fish, JFI 3’s, ultra lightweight UAS meets the definition of “small unmanned aircraft” 

as defined in Section 331 and therefore the integration of my ultra light weight UAS is expressly 

contemplated by the Reform Act. I would like to operate my ultra lightweight UAS prior to the 

time period by which the Reform Act requires the FAA to promulgate rules governing such craft. 

Thereby, providing direct experience and valuable information for formal regulation that can be 

administered uniformly to all related UAS aerial video and photography. The Reform Act guides 

the Secretary in determining the types of UAS's that may operate safely in our national airspace 

system. Considerations include: The weight, size, speed and overall capabilities of the UAS's; 

Whether the UAS will be operated near airports or heavily populated areas; and, Whether the 

UAS will be operated by line of sight. 112 P.L. 95 § 333 (a). 

Each of these items reflect in favor of an exemption for me, Joe Fish, JFI 3. My UAS’s utilize 

eight (8) or less rotating propellers for balance, control and stability. My UAS’s are equipped 

with the following via video and data telemetry:

1) Altimeter 

2) Attitude indicator 

3) Ground Speed indicator 

4) Magnetic compass 

5) Heading indicator 

6) Vertical speed indicator 

7) Course deviation indicator 

8) Radio magnetic indicator 

9) GPS location 

10) Battery consumption and Battery Left with approximate time. 

11) Loiter and circle mode. 

12) Auto safety or RTL ( Return To Launch) 
13) Auto landing technology. 

Each UAS weighing less than thirty (35) pounds (far below the maximum 55 pound limit); 

Including camera(s) with or without gimbal (a camera stabilizer). I, Joe Fish, JFI 3, considers 

safety as foremost with each flight. My small unmanned aircraft is designed to hover in place, 

circle in a specific place or loiter via GPS and can be operated in winds up to 30.4 knots 

(35mph) wind. For safety, stability and fear of financial loss I will not fly in winds exceeding 21.7 

knots (25 mph). Built in safety systems include a GPS mode that allows my UAS to hover/circle 

in place or land when radio controls are released. 

With three (3) modes to choose from, I will fly with the modes safest to complete the videos for 

aerial videography/photography and have the ability to choose the safest, most reliable and 

stable mode to prevent accident and hazard. When pilot communication from the radio 

control is lost, UAS is designed slowly descend to point of takeoff and or to land at point of 

launch after ascending to a pre-set altitude to ensure the UAS will clear any obstacles that 

may be between the takeoff point and the current position of the UAS. This failsafe altitude 

will not be set more than 200ft and is determined before each flight. 

I, Joe Fish, JFI 3, will not operate my UAS near airports, hospitals nor police heliports, and do 

not operate near areas where general public is within fifty to one hundred (50-100) yards 

depending on location, conditions and weather. I am constantly on alert for any manned aircraft 

(police/medical helicopters, etc.) and prepared to land/abort immediately to the nearest and 

safest ground point should a manned aircraft approach my location or I suspect manned aircraft 

may approach near my location. My UAS’s are capable of vertical and horizontal operations, 

and is flown only within my line of sight, as the remote control pilot. My UAS's are also flown 

with a second operator who aids in watching for any obstacles, including manned aircraft, within 

the flight zone of the UAS. Utilizing battery power rather than combustible fuels, flights generally 

last between three (10) to fifteen (25) minutes, with an altitude under one hundred fifty (150) 

feet. (3 )Smart Mode includes, position hold, self-leveling, altitude command, GPS, return 

home feature, and safety control to return home or land in the event of communication 

interruption between RC transmitter and UAS.

I, Joe Fish, JFI 3, utilize a fresh fully charged battery with each flight as a safety 

precaution; full flight time limit for each battery is eight (8) to thirty (30) minutes as tested. I do 

not operate my UAS at or below manufacturer recommend minimum charge levels for 

operation; preferring to remain well within a safe operating range to insure adequate 

communication between radio control and UAS to eliminate potential for crash, loss of control or 
hazard. Reserve batteries are at hand with each exercise to insure replacement for sufficient 

safe level of operation. I do not believe in taking risk that may cause a crash, that could create 

hazard to the public/property/manned aircraft, and have no desire to lose an investment. I have 

clocked numerous practice flights in remote areas as a hobbyist simulating flights for future 

commercial use to gain familiarization with the characteristics of this specific UAS's performance 

under different temperature and weather conditions. I also practice computerized simulated 

flights to maintain adequate skills and response reflex time. All for the sake of safety. 

I, Joe Fish, JFI 3, am extremely cautious when operating of my UAS/ultra lightweight 

unmanned aircraft and will not “create a hazard to users of the national airspace system or the 

public.” 112 P.L. 95 § 333 (b). Given the small size and weight of my UAS it falls well within 

Congress’s contemplated safety zone when it promulgated the Reform Act and the 

corresponding directive to integrate UAS's into the national airspace system. Joe Fish, JFI 3’s 

UAS, used in hobby flight, has a demonstrable safety record and does not pose any threat to 

the general public or national security. 

IV. How Joe Fish, JFI 3’s Request Will Benefit the Public As A Whole: Aerial 

videography for geographical awareness, education, search and rescue, land management, 

structure inspections and for real estate marketing has been around for a long time through 

manned fixed wing aircraft and helicopters. For small budget companies, average homeowners 

and property owners the expense of such aerial videography is cost prohibitive. Only large 

companies and high end Realtors or luxury homeowners can afford to absorb such expense; 

depriving non-luxury owners and lower budget companies from a valuable marketing tool. 

Manned aircraft pose a threat to the public through potential catastrophic crash that the Los 

Angeles community has experienced in the past with military aircraft, medical helicopters, and 

news helicopters crashes within the city of Los Angeles. Each resulting in loss of life. 

Each with combustible fuel that exploded and burned on impact. Police helicopters have 

made emergency hard landings within city limits. My, Joe Fish, JFI 3's, UAS poses no such 

threat since size and lack of combustible fuel alleviates any potential threat to the public. 

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

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

Fish, JFI 3’s, exemption request furthers the public interest through academic/visual 

awareness of the geographical benefits in and around the metro Los Angeles area. My ultra 

light 

weight UAS is battery powered and creates no emissions that can harm the environment. The 

consequence of my ultra light weight UAS crashing is far less than a full size helicopter or 

fixed wing aircraft; which are heavy, contain combustible fuel and can cause catastrophic 

devastation to the public. The public’s interest is furthered by minimizing ecological and crash 

threat by permitting aerial video/photo capture through my battery operated ultra lightweight 

UAS's. Permitting me, Joe Fish, JFI 3, to immediately fly within national air space furthers 

economic growth. Granting my exemption request substantially furthers the economic impact for 

the metro Los Angeles and surrounding community for companies looking to relocate or build 

around the Los Angeles metro area as well as individuals looking to relocate for career 
advancement through academic and geographical awareness. 

Both of which serve as a stimulus to the community. 

V. Reasons Why Joe Fish, JFI 3’s, Exemption Will Not Adversely Affect Safety Or How 

The Exemption Will Provide a Level of Safety At Least Equal To Existing Rule: My, Joe Fish, JFI 

3’s, exemption will not adversely affect safety. Quite the contrary, for the reasons stated 

permitting me, Joe Fish, JFI 3, to log more flight time in FAA controlled airspace, with 

communication with the FAA, will allow me to contribute to the innovation and implementation of 

new and novel, as of yet undiscovered safety protocols for Realtors, land and structured 

owners. For development in cooperation with the FAA. In addition I, Joe Fish, JFI 3, submit the 

following representations of enhancements to current aerial videography and photography: My 

UAS’s weigh less than ten (10) pounds complete with a an integrated ultra-light weight camera.; 

I only operate my UAS below 200 feet (well within the 400 foot permissible ceiling set by the 

FAA Modernization and Reform Act of 2012); My UAS only operate for 3-30 minutes per flight; I 

land my UAS prior to manufacturer recommended minimum level of battery power; I pilot my 

UAS through remote control only by line of sight; and have live video feed for a secondary pilot 

to monitor video recording; I receive a live telemetry feed from my UAS during all flights which 

include remaining battery voltage, distance, altitude, and any anomalies that may occur during 

flight;

My UAS’s Command and Control utilizes spread spectrum 2.4Ghz-2.485Ghz frequencies in 

accordance with CFR 47, Part 15 for model aircraft use.

My UAS’s camera system utilizes 5.725Ghz-5.875Ghz frequencies in accordance with CFR 47, 

Part 15.

My UAS’s have a GPS controlled flight controller- a flight safety feature whereby it hovers or 

circles and then lands at the GPS takeoff point if communication with the remote control pilot 

is lost; I actively record and analyze flight data through the DJI Inspire 1 and DJI phantom 3 

flight controller app to constantly update and enhance safety protocols; I only operate in 

reasonably safe environment that are strictly controlled, are away from power lines, elevated 

lights, airports and actively populated areas; I conduct extensive preflight inspections and 

protocol, during which safety carries primary importance; I always obtain all necessary 

permissions prior to operation; and, I have procedures in place to abort flights in the event of 

safety breaches or potential danger. My, Joe Fish, JFI 3’s, safety protocols provide a level of 

safety equal to or exceeding existing rules. It is important to note that absent the integration of 

commercial UAS into our national airspace system, helicopters are the primary means of aerial 

video and photography for community awareness real estate, structured inspections, land 

management and search and rescue. While the safety record of such helicopters is remarkably 

astounding, there has been local incident involving loss of life as well as extensive property 

damage; it is far safer to operate a battery powered ultra lightweight UAS. First, the potential 

loss of life is diminished because UAS's carry no people on board and I only operates my UAS 

in specific areas away from mass populations. Second, there is no fuel on board a UAS and 

thus the potential for fire or explosions is greatly diminished. Third, the small size and extreme 

maneuverability of my UAS allow me to remotely pilot away from and avoid hazards quickly and 

safely. Lastly, given its small size and weight, even when close enough to capture amazing 
images, my UAS need not be so close to the objects they are focused on through the 

technology and use of post editing software allowing pan and zoom. Accordingly, my UAS has 

been experimentally operated for familiarization/competency and will continue to operate at and 

above current safety levels. 

VI. A Summary The FAA May Publish in the Federal Register: 

14 C.F.R. 21 and 14 C.F.R. 91: Airworthiness Certificates, Manuals and The Like. 

14 C.F.R. 21, Subpart H, entitled Airworthiness Certificates, sets forth requirements for 

procurement of necessary airworthiness certificates in relation to FAR §91.203(a)(1). The 

size, weight and enclosed operational area of my, Joe Fish, JFI 3’s, UAS permits exemption 

from Part 21 because my UAS meets (and exceeds) an equivalent level of safety pursuant to 

Section 333 of the Reform Act. The FAA is authorized to exempt aircraft from the airworthiness 

certificate requirement under both the Act (49 U.S.C. § 44701 (f)) and Section 333 of the 

Reform Act. Both pieces of legislation permit the FAA to exempt UAS's from the airworthiness 

certificate requirement in consideration of the weight, size, speed, maneuverability and proximity 

to areas such as airports and dense populations. My, Joe Fish, JFI 3’s, current and projected 

UAS's meet or exceed each of the elements.

14 C.F.R. 91.7(a) prohibits the operation of an aircraft without an airworthiness certificate. As no 

such certificate will be applicable in the form contemplated by the FARs, this Regulation is 

inapplicable. 

14 C.F.R. § 91.9 (b) (2) requires an aircraft flight manual in the aircraft. As there are no on 

board pilots or passengers, and given the size of the UAS's, this Regulation is inapplicable. An 

equivalent level of safety will be achieved by maintaining a safety/flight manual delineating 

areas of where safety can be defined. 

The FAA has previously issued exemptions to this regulation in Exemption Nos. 8607, 8737, 

8738, 9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 10700 and 32827. 

14 C.F.R. § 91.121 regarding altimeter settings is inapplicable insofar as my UAS utilizes 

electronic global positioning systems with a barometric sensor or controlled GPS “geofencing” 

14 C.F.R. § 91.203 (a) and (b) provides for the carrying of civil aircraft certifications and 

registrations. They are inapplicable for the same reasons described above. The equivalent level 

of safety will be achieved by maintaining any such required certifications and registrations by 

me, Joe Fish, JFI 3. 

B. 14 C.F.R. § 45.23: Marking of The Aircraft. Applicable Codes of Federal Regulation require 

aircraft to be marked according to certain specifications. My UAS can be marked with the 

appropriate “N” number once this “N” number has been given.

C. 14 C.F.R. § 61.113: Private Pilot Privileges and Limitations: PIC. Pursuant to 14 C.F.R. §§ 

61.113 (a) & (b), private pilots are limited to non-commercial operations. I, Joe Fish, JFI 3, The 
sUAS Pilot in Command must possess at least a sport pilot certificate and a driver's license. The 

PIC must also meet the flight review requirements specified in 14 CFR § 61.56 in which the PIC 

is rated on his/her pilot certificate as outlined in 14 C.F.R. § 61.

D. 14 C.F.R. 91.119: Minimum Safe Altitudes. 14 C.F.R. § 91.119 prescribes safe altitudes for 

the operation of civil aircraft. It allows helicopters to be operated at lower altitudes in certain 

conditions. My UAS will never operate at an altitude greater than 300fclose AGL; safely below 

the standard of 400 AGL. I, Joe Fish, JFI 3, will however operate my UAS in safe areas away 

from public and traffic, providing a level of safety at least equivalent to or below those in relation 

to minimum safe altitudes. Given the size, weight, maneuverability and speed of my UAS, an 

equivalent or higher level of safety will be achieved.

E. 14 C.F.R. 91.405 (a); 407 (a) (1); 409 (a) (2); 417(a) & (b): Maintenance Inspections.1,2,

Manual

The above-cited Regulations require, amongst other things, aircraft owners and operators to 

“have [the] 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. . . .”These Regulations only apply to aircraft with an 

airworthiness certificate. They will not, therefore, apply to my, Joe Fish, JFI 3's, UAS. However, 

as a safety precaution I inspect my UAS before and after each flight. 

A Summary The FAA May Publish in the Federal Register: A. 14 C.F.R. 21 and 14 C.F.R. 91: 

Airworthiness Certificates, Manuals and The Like. 14 C.F.R. 21, Subpart H, entitled 

Airworthiness Certificates, sets forth requirements for procurement of necessary airworthiness 

certificates in relation to FAR § 91.203(a)(1). The size, weight and enclosed operational area 

of my UAS permits exemption from Part 21 because my, Joe Fish, JFI 3’s, UAS meets an 

equivalent level of safety pursuant to Section 333 of the Reform Act. The FAA is authorized to 

exempt aircraft from the airworthiness certificate requirement under both the Act (49 U.S.C. § 

44701 (f)) and Section 333 of the Reform Act. Both pieces of legislation permit the FAA to 

exempt UAS's from the airworthiness certificate requirement in consideration of the weight, size, 

speed, maneuverability and proximity to areas such as airports and dense populations. My UAS 

meets or exceeds each of the 

elements. 14 C.F.R. 91.7(a) prohibits the operation of an aircraft without an airworthiness 

certificate. As no such certificate will be applicable in the form contemplated by the FARs, this 

Regulation is inapplicable. 14 C.F.R. § 91.9 (b) (2) requires an aircraft flight manual in the 

aircraft. As there are no pilots or passengers, and given the size of the UAS's, this Regulation 

is inapplicable. An equivalent level of safety will be achieved by maintaining a manual. The 

FAA has previously issued exemptions to this regulation in Exemption Nos. 8607, 8737, 8738, 

9299, 9299A, 9565, 9565B, 10167, maintenance program that involves regular software 

updates and curative measures for any damaged hardware. Therefore, an equivalent level of 

safety will be achieved. In summary, Joe Fish, JFI 3 seeks an exemption from the following 

Regulations:14 C.F.R. 21, subpart H; 14 C.F.R. 45.23(b); 14 C.F.R. §§ 61.113 (a) & (b); 14 
C.F.R. §91.7 (a); 14 C.F.R. § 91.9 (b)(2); 14 C.F.R. § 91.103(b); 14 C.F.R. § 91.109; 14 C.F.R. 

§91.119; 14 C.F.R. § 91.121; 14 C.F.R. § 91.151(a); 14 C.F.R. §§ 91.203(a) and (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. § 91.409 (a ) (2); 

and, 14 C.F.R. §§ 91.417 (a) & (b) to commercially operate my, Joe Fish, JFI 3's, small 

unmanned vehicle/lightweight unmanned aircraft vehicle in community awareness, education, 

structural inspection land management, search and rescue and real estate operations, and to 

develop economic platforms for the aforementioned to enhance the experience of those seeking 

to relocate, rebuild, reevaluate and to find in the metro Los Angeles area. 

F. Additional FAA Required Operating Conditions and Limitations

When not covered elsewhere in this Operations Manual, the following conditions and 

limitations apply:

1. The UA must weigh less than 55 pounds (25kg), including energy source(s) 

and equipment

2. The UA may not be flown at a speed exceeding a ground speed of 85 knots.

3. Flights must be operated at an altitude of no more than 500 feet above ground 

level (AGL), as indicated by the procedures specified in the operator's manual. All 

altitudes reported to ATC must be in feet AGL.

4. The UAS 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 state driver’s license.

5. All operations must utilize a visual observer (VO). 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 verbally at all times.

6. If a discrepancy exists between these limitations and any procedure outlined 

elsewhere in this operations manual, the conditions and limitations herein take 

precedence and must be followed.

7. Prior to each flight, the PIC must inspect the UAS to ensure it is in a condition for 

safe flight. If the inspection reveals a condition that affects 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. The Ground 

Control Station, if utilized, must be included in the preflight inspection. All 

maintenance and alterations must be properly documented in the aircraft records.

8. Any UAS that has undergone maintenance or alterations that affect the UAS 

operation or flight characteristics, e.g. replacement of a flight critical component, must 

undergo a functional test flight in accordance with the operator's manual. The PIC who 

conducts the functional test flight must make an entry in the UAS aircraft records of the 

flight.

9. The operator must follow the manufacturer's UAS aircraft/component, maintenance, 

overhaul, replacement, inspection, and life limit requirements. When unavailable, aircraft 

maintenance/component/overhaul, replacement, and inspection/maintenance

requirements must be established and identified in the operator's manual. At a minimum, 

the following must be included in the operator's manual:

a. Actuators / Servos

b. Transmission (single rotor)

c. Powerplant (motors)

d. Propellers

e. Electronic speed controller 

f. Batteries

g. Mechanical dynamic components (single rotor)

h. Remote command and control

i. Ground control station (if used)

j. Any other components as determined by the operator

10. The Pilot in Command (PIC) must possess at least a sport pilot certificate and at least a 

current state driver’s license. 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/her pilot 

certificate.

11. Prior to operations conducted for the purpose of motion picture filming (or similar 

operations), the PIC must have accumulated and logged, in a manner consistent with 14

CFR § 61.51 (b), a minimum of 200 flight cycles and 25 hours of total time as a UAS 

rotorcraft pilot and at least ten hours logged as a UAS pilot with a similar UAS type (single 
blade or multirotor). Prior documented flight experience that was obtained in compliance 

with applicable regulations may satisfy this requirement. Training, proficiency, and 

experience-building flights can also be conducted under this grant of exemption to 

accomplish the required flight cycles and flight time. During training, proficiency, and 

experience-building flights, all persons not essential for flight operations are considered 

non-participants, and the PIC must operate the UAS with appropriate distance from 

non-participants in accordance with 14 CFR § 91.119.

12. Prior to operations conducted for the purpose of motion picture filming (or similar 

operations), the PIC must have accumulated and logged, in a manner consistent with 14

CFR § 61.51 (b), a minimum of five hours as UAS pilot operating the make and model of UAS 

to be utilized for operations under the exemption and three take-offs and three landings in the 

preceding 90 days. Training, proficiency, experience-building, and take-off and landing 

currency flights can be conducted under this grant of exemption to accomplish the required 

flight time and 90 day currency. During training, proficiency, experience-building, and take-off 

and landing currency flights, all persons not essential for flight operations are considered 

non-participants, and the PIC must operate the UAS with appropriate distance from 

non-participants in accordance with 14 CFR § 91.119.

13. Prior to any flight operations authorized by this grant of exemption, the PIC and visual 

observer (VO) must have successfully completed a qualification process, as outlined in

the operator’s manual. As this is a requirement stipulated by the operator, the test must be 

developed and implemented by a qualified person designated at the sole discretion of the 

operator. A record of completion of this qualification process must be documented and made 

available to the Administrator upon request.

14. Prior to operations conducted for the purpose of motion picture filming (or similar 

operations), a flight demonstration, administered by an operator-approved and -qualified pilot 

must be successfully completed and documented. This documentation must be available for 

review upon request by the Administrator. Because the knowledge and airmanship test 

qualifications have been developed by the operator, and there are no established practical 

test standards that support a jurisdictional FAA FSDO evaluation and approval of company 

designated examiners, the petitioner will conduct these tests in accordance with the operator’s 

manual.
15. The UAS may not be operated directly over any person, except authorized and consenting 

production personnel, below an altitude that is hazardous to persons or property on the surface 

in the event of a UAS failure or emergency.

16. Regarding the distance from participating persons, the operator’s manual has safety 

mitigations for authorized and consenting production personnel. At all times, those persons 

must be essential to the closed-set film operations. Because these procedures are specific to 

participating persons, no further FSDO or Aviation Safety Inspector (ASI) approval is 

necessary for reductions to the distances specified in the petitioner’s manuals. This is 

consistent with the manned aircraft procedures described in FAA Order 8900.1, V3, C8, S1 

Issue a Certificate of Waiver for Motion Picture and Television Filming.

17. Regarding distance from non-participating persons, the operator must ensure that no 

persons are allowed within 500 feet of the area except those consenting to be involved and 

necessary for the filming production. This provision may be reduced to no less than 200 feet 

if it would not adversely affect safety and the Administrator has approved it. For example, an 

equivalent level of safety may be determined by an aviation safety inspector’s evaluation of 

the filming production area to note terrain features, obstructions, buildings, safety barriers, 

etc. Such barriers may protect non-participating persons (observers, the public, news media, 

etc.) from debris in the event of an accident. This is also consistent with the same FAA Order 

8900.1, V3, C8, S1. 18. If the UAS loses communications or loses its GPS signal, the UA 

must return to a pre-determined location within the security perimeter and land or be 

recovered in accordance with the operator’s manual.

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

pre-determined location within the security perimeter and land or be recovered in 

accordance with the operator’s manual.

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

accordance with the operator’s manual.

20. Each UAS operation must be completed within 30 minutes flight time or with 25%

battery power remaining, whichever occurs first.

21. The operator must obtain an Air Traffic Organization (ATO) issued Certificate of Waiver or 

Authorization (COA) prior to conducting any operations under this grant of

exemption. This COA will also require the operator to request a Notice to Airman 
(NOTAM) not more than 72 hours in advance, but not less than 48 hours prior to the 

operation.

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. The operator must develop procedures to document and maintain a record of the UAS 

maintenance, preventative maintenance, alterations, status of replacement/overhaul 

component parts, and the total time in service of the UAS. These procedures must be 

added to the operator’s manual.

24. Each UAS operated under this exemption must comply with all manufacturer Safety

Bulletins.

25. The operator must develop UAS technician qualification criteria. These criteria must be 

added to the operator’s manual.

26. The preflight inspection section in the operator’s manual must be amended to include the 

following requirement: The preflight inspection must account for all discrepancies, i.e. 

inoperable components, items, or equipment, not covered in the relevant preflight 

inspection sections of the operator’s manual.

27. Before conducting operations, the radio frequency spectrum used for operation and 

control of the UAS must comply with the Federal Communications Commission (FCC) or 

other appropriate government oversight agency requirements.

28. At least three days before scheduled filming, the operator of the UAS affected by this 

exemption must submit a written Plan of Activities to the local FSDO with jurisdiction 

over the area of proposed filming. The 3-day notification may be waived with the 

concurrence of the FSDO. The plan of activities must include at least the following:

a. Dates and times for all flights

b. Name and phone number of the person responsible for the UAS filming 

production under this grant of exemption

c. Name and phone number of the person responsible for the on-scene 

operation of the UAS.

d. Make, model and serial or N-number of the UAS to be used

e. Name and certificate number of the UAS PIC's involved in the filming 

production event 
f. A statement that the operator has obtained permission from property 

owners and/or local officials to conduct the filming production event; the 

list of those who gave permission must be made available to the 

inspector upon request.

g. Signature of exemption-holder or representative

h. A description of the flight activity, including maps or diagrams of any area, 

city, town, county, and/or state over which filming will be conducted and the 

altitudes essential to accomplish the operation

29. The documents required under 14 CFR § 91.9 and § 91.203 must be available to the PIC 

at the ground control station 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.

30. The UAS must remain clear and yield the right of way to all other manned operations 

and activities at all times (including, but not limited to, ultralight vehicles, parachute 

activities, parasailing activities, hang gliders, etc.).

31. 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.

32. The UAS cannot be operated by the PIC from any moving device or vehicle.

33. The UAS 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.

34. The UAS may not operate in Class B, C, or D airspace without written approval from the 

FAA. The UAS may not operate within 5 miles of the geographic center of a non-towered 

airport as denoted on a current FAA-published aeronautical chart unless a letter of 

agreement with that airport’s management is obtained, and the operation is conducted in 

accordance with a NOTAM as required by the operator’s COA. The letter of agreement 

with the airport management must be made available to the Administrator upon request.

35. Any 1) incident, 2) accident, or 3) flight operation that transgresses the lateral or vertical 

boundaries of the operational area as defined by the applicable COA must be reported to 

the Federal Aviation Administration’s (FAA) 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: www.ntsb.gov. Further flight operations may 

not be conducted until the incident, accident, or transgression is reviewed by AFS-80 and 
authorization to resume operations is provided.

Currently, the aforementioned aerial videography/photography relies primarily on the use of 

larger aircraft running on combustible fuel. Posing potential risk to the public. Granting my, 

Joe Fish, JFI 3’s, request for exemption will reduce current risk levels and thereby enhance 

safety. My UAS craft do not contain potentially explosive fuel, is smaller, lighter and more 

maneuverable than conventional video and photographic aircraft with much less flight time. 

Further, I operate at lower altitudes and in controlled airspace eliminating potential public risk 

flying to and from established airfields. I, Joe Fish, JFI 3, have been informally analyzing and 

recording flight information and will compile safety protocols and the implementation of a flight 

operations manual for usage that exceeds currently accepted means and methods for safe 

flight. Formal collection of information shared with the FAA will enhance the FAA's internal 

efforts to establish protocols for complying with the FAA Modernization and Reform Act of 2012. 

There are no personnel on board my Joe Fish, JFI 3’s, UAS and therefore the likelihood of 

death or serious bodily injury is significantly diminished. My, Joe Fish, JFI 3’s, operation of my 

UAS, weighing less than forty (40) pounds and traveling at lower speeds within limited areas low 

to the ground will provide an equivalent level of safety as that achieved under current FARs. 

Accordingly I, Joe Fish, JFI 3, respectfully request that the FAA grant my exemption request and 

am willing to cooperate in sharing information to benefit the FAA, safety of manned aircraft, and 

the general public at large. 

Respectfully submitted, 

Joe Fish, Owner

JFI 3

4302 W. 238th Street

Torrance, California 90505

Ph: 310-863-2495

10

Appendix A
List of Aircraft

No. Make and Model

1 DJI Inspire Electric po

unmanned 

2 DJI Phantom 3 Electric po

unmanned 

1. 1. DJI INSPIRE ONE

2. The operation of the DJI INSPIRE ONE system is as follows.

3.

4. 1. Build Materials

5. I. Plastic

6. II. Aluminum 

7.

8. 2. Motor Configuration

9. I. The DJI INSPIRE ONE flight in a 4 motor quadcopter setup. ,

10.

11.

12. 3. Payload 

I. I. The DJI INSPIRE ONE flies it’s own light-weight integrated camera. 

II. II. Maximum All-up weight- 6lbs

III.

IV. 4. Maintaining the DJI INSPIRE ONE

V. I. Before each flight:

VI. 1. Check all hardware to ensure it is securely tightened.

VII. 2. Check that the motor is level and locked in place.

VIII. 3. Check the propeller to ensure it is tight and there are no visible signs of cracks, stress, 

IX. 4. Check all wiring to motors, motor controllers, batteries, and flight controller for signs of 

stress or frays. 

X. 5. Check all navigational lighting to ensure it is properly working.

XI.

XII. II. After 45 hours of flight

XIII. 1. Remove and check all motors and motor mounts for signs of wear and tear. Replace 

as necessary. 

XIV. 2. Remove motor controllers and visually inspect and check for damage. Replace as 

necessary. 

XV. 3. Remove flight controllers and visually inspect and check for damage. Replace as 

necessary. 
XVI. and/or chips. Replace the propeller if questionable. 

XVII. 4. Check for cuts, fraying, cracks, and/or loose/cold solder connections. Fix before flying.

XVIII. 5. Check for updates to flight controller firmware. If available, install and 

XIX. perform a minimum of 15 test flights before conducting commercial work.

XX.

XXI.

XXII.

XXIII. Appendix B 

XXIV. 2. DJI Phantom 3 

XXV. The operation of the DJI Phantom 3 system is as follows.

XXVI.

XXVII. 1. Build Materials

XXVIII. I. Plastic

XXIX. II. Aluminum 

XXX.

XXXI. 2. Motor Configuration

XXXII. I. The Phantom 3 uses a 4 motor quadcopter setup. 

XXXIII.

XXXIV.3. Payload

XXXV. I. The Phantom 3’s own integrated camera. 

XXXVI.II. Maximum All-up Weight- 4lbs

XXXVII.

XXXVIII. 4. Maintaining the Phantom 3

XXXIX.I. Before each flight:

XL. 1. Check all hardware to ensure it is securely tightened.

XLI. 2. Check that the motor is level and locked in place.

XLII. 3. Check the propeller to ensure it is tight and there are no visible signs of cracks, stress, 

XLIII. 4. Check all wiring to motors, motor controllers, batteries, and flight controller for signs of 

wear. 

XLIV. 5. Check all navigational lighting to ensure it is properly working.

XLV.

XLVI. II. After 45 hours of flight

XLVII. 1. Remove and check all motors and motor mounts for signs of wear and tear. Replace 

as necessary. 

XLVIII. 2. Remove motor controllers and visually inspect and check for damage. Replace as 

necessary. 

XLIX. 3. Remove flight controllers and visually inspect and check for damage. Replace as 

necessary. 

L. and/or chips. Replace if propeller is questionable. 

LI. 4. Check for cuts, fraying, cracks, and/or loose/cold solder connections. Fix before flying.

LII. 5. Check for updates to flight controller firmware. If available, install and 

LIII. perform a minimum of 15 test flights before conducting commercial work.

LIV.

LV. 7. Remove motor controllers and visually inspect and check for damage. Replace as 
LVI. necessary.

LVII. 8. Remove flight controllers and visually inspect and check for damage. Replace as 

LVIII. necessary. Check for updates to flight controller firmware. If available, install and 

perform a minimum of 15 test flights before conducting commercial work. 

LIX.

LX.

LXI. Appendix C

LXII.

LXIII. Personal Protocols/Controls/Flight Manual 

LXIV. Protocols and Controls 

LXV.

LXVI. Joe Fish, JFI 3, Torrance, California 90505

LXVII.

LXVIII. Safety for public on the ground as well as manned aircraft above is an essential and 

utmost consideration for aerial videos and photography. As such, safety protocols and controls 

must be implemented through pre-flight preparation and during flight. Pre-Flight Protocol: 

LXIX.

LXX. Check batteries with voltage meter to insure fully charged and ready for use. 

LXXI.

LXXII. Inspect batteries for damage or leakage that may affect proper operation. 

LXXIII.

LXXIV. Inspect propellers for cracks, chips or damage that may cause sudden loss of propulsion 

or 

LXXV. unmanageable/uncontrolled flight. 

LXXVI.

LXXVII. Check all GPS and Telemetry connections prior to flight. 

LXXVIII.

LXXIX. Check weather forecasts for wind advisory or other conditions that my impact flight. 

LXXX.

LXXXI. Consult Sky Vector aeronautical Charts (Skyvector.com)for airport vicinity and flight 

paths of 

LXXXII. possible air traffic.

LXXXIII.

LXXXIV. Contact respective airport to advise of estimated flight time, estimated flight 

duration, estimated elevation of flight, and any other pertinent information. 

LXXXV.

LXXXVI. Inspect flight area for 

LXXXVII. Vicinity of public safety helipads/heliports

LXXXVIII. Vicinity of medical helipads/heliports 

LXXXIX. Vicinity of light poles vicinity or utility wires 

XC. Vicinity of trees flocks of birds that may cause interference and potential flight 

impact Vicinity of any elevated obstructions that may pose potential flight hazard 

XCI. Vicinity of roadways with moderate to heavy traffic that can distract the public 

XCII. Gatherings that may attract viewers optional point of control for best visual site of 
UAS while in flight 

XCIII. Emergency landing areas 

XCIV.

XCV. Takeoff and landing 

XCVI.

XCVII. Inspect area for best and safest point of takeoff and landing 

XCVIII.If in a subdivision or area that is within 150 feet of a residential street, post 

warning 

XCIX. Sign(s)/stand(s) "Attention Aerial Photography In Progress - Remain Back 150 

Feet " 

C.

CI. Flight Protocol: takeoff and land from same location ( have alternate landing areas in 

case of emergencies) remain alert to birds, sound or aircraft, curious public, and approaching 

vehicles do not allow anyone to engage in conversation or distract the remote control pilot 

restrict flight to minimal elevation sufficient to acquire desired results remained prepared for 

emergency landing at all times pay attention to flight time – warning meter for low voltage. 

CII.

CIII. Set voltage meter alarm for low voltage and flight timer as a safety alert land UAS and 

shut down propulsion immediately following landing – priority of disconnecting batteries 

CIV.

CV. Post flight: 

CVI.

CVII. 1. a) Disconnect battery to prevent accidental activation of propulsion system 

CVIII.

CIX. 2. b) Secure UAS in a safe location 

CX.

CXI. c) Remove all warning signs from public access areas Emergency or Suspected Hazard: 

CXII.

CXIII. Immediate land UAS at safest and closet ground location in the event 

CXIV.

CXV. Manned aircraft is heard or seen in vicinity of flight 

CXVI. There is a public gathering within established safety boundary wanting to 

observe flight 

CXVII. Pilot is being distracted from focusing on flight and safety 

CXVIII.Sudden change in weather (wind bursts) 

CXIX. Sudden increase in vehicular traffic in vicinity of flight 

CXX. Birds enter into proximity of flight 

CXXI. Any sudden unsafe event that can cause collision, distraction or interruption of 

control 

CXXII.

CXXIII.Safety for public on the ground as well as manned aircraft above is an essential and 

utmost consideration for aerial videos and photography. 

CXXIV.

CXXV. Maintaining a record of safe flight for FAA request and for determining future UAS safety 
protocols is imperative. 

CXXVI.

CXXVII.

CXXVIII.

CXXIX.

CXXX. Date:____________________ 

Location:___________________________________________________ 

CXXXI.

CXXXII. pre-flight Inspection: 

CXXXIII.

CXXXIV. o Yes o No

CXXXV.

CXXXVI. Comment: _________________________________________________ 

CXXXVII.

CXXXVIII. Elements 

CXXXIX.

CXL. Proximity to airport: _________________ (see attached map pinpointing approximate 

location of flight) 

CXLI.

CXLII. Airport notified: No Yes 

CXLIII.

CXLIV.Date:_______________ Time: ______________ 

CXLV.

CXLVI.Phone Number: _______________________ 

CXLVII. Contact Name:___________________________________ 

CXLVIII.

CXLIX.Nearest major intersection: 

______________________________________________________________ 

CL.

CLI. Proximity to medium traffic road: 

_________________________________________________________ 

CLII.

CLIII. Proximity to heavily traveled roadway road: 

_________________________________________________ 

CLIV.

CLV. Proximity to congested population: 

________________________________________________________ 

CLVI.

CLVII. Approx. Takeoff Time : GMT: 

CLVIII.

CLIX. Weather Good Fair Poor Comment : 

CLX.

CLXI. Visibility Good Fair Poor Comment : 

CLXII.
CLXIII. Wind Speed ___mph ___Gusts/MPH ___avg/MPH Comment : 

CLXIV.

CLXV. Approx. Landing Time: GMT: Estimated Elevation Ground level: 

CLXVI.Safety Concerns: 

CLXVII. Additional Comments: 

CLXVIII. sea level: 

CLXIX.

CLXX.

CLXXI.

CLXXII. Ap

pendix 'D'

CLXXIII.

CLXXIV. Aircraft 

Manuals

CLXXV.

CLXXVI. This Appendix includes UAS manufacturer's user manuals, maintenance 

instructions, and illustrated parts catalogs. These manuals may be attached to the docket 

when submitted. Information regarding design, aircraft performance, fail-safe features, 

operating limitations, normal and emergency procedures, and maintenance and inspection 

procedures is contained within the manuals and supplemental information documents listed 

below:

CLXXVII.

CLXXVIII.

CLXXIX. 1. DJI Inspire Manual V1.0

CLXXX. 2. Inspire 1 Maintenance Manual v1.0

CLXXXI. 3. Intelligent Flight Battery Safety Guidelines v1.4

CLXXXII.4. Inspire 1 Safety Guidelines

CLXXXIII. 5. Phantom 3 Professional Manual V1.0

CLXXXIV. 6. Phantom 3 Intelligent Flight Battery Safety Guidelines v1.0 (EN)

CLXXXV.

CLXXXVI.

CLXXXVII.

CLXXXVIII.

CLXXXIX.

CXC.

CXCI. For more information or questions about this manual please contact:

CXCII.

CXCIII.Joe Fish, Owner

CXCIV. JFI 3

CXCV. 4302 W. 238th Street

CXCVI. Torrance, California 90505

CXCVII. Ph: 310-863-2495

CXCVIII.

CXCIX.