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Gregory	Dirk	Sichel **FAA Document # FAA**
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# FAA Exem

ption Rulemaking Section 333 of the 

# FAA Reform Act and Part 11 **FAA Document # FAA**
**- 2015** 
**- 0398** 
**- 0001**  This is amended to reflect the addition of additional aircraft being the DJI Phantom 2, DJI Phantom 3, DJI S

- 900, DJI S

- 1000, 3D Robotics Iris, Solo, X8, Aero

-M and SenseFly eBee

. Prepared by 

# Gregory Dirk Sichel Private Pilot Filed February 18 , 2015 and amended April 2 3, 2015. 3900 County Line Road Suite 4A Tequesta, Florida 33469
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Gregory	Dirk	Sichel **FAA Document # FAA**
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## Attention: United States Secretary of Transportation Mr. Anthony R

. Foxx 1200 New Jersey Ave., SEWashington, DC 20590 Re: Exemption Request Section 333 of the FAA Reform Act and Part 11 of the Federal Aviation Regulations from 14 CFR 45.23(b); 14 CFR Part 21; 14 CFR 61.113 (a) & (b); 91.7 (a); 91.9 (b) (2); 91.103 (b); 91.109; 91.119; 91.121; 91.151 (a); 91.203 (a) & (b); 91.409 (a) (2); 91.417 (a) & (b)
Dear Mr. Secretary, Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the Reform Act) and 14 CFR Part 11, Gregory Dirk Sichel , private pilot , and operator of Small Unmanned Aircraft Systems (“sUASs”) equipped to conduct aerial photography for the education of real estate professionals and real estate marketing purposes, general aerial photography and videography, 3d mapping and surveying, agri cultural surveying, inspections, training and data gathering and hereby applies for an exemption from the listed Federal Aviation Regulations (“FARs”) to allow commercial operation of its sUASs, 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

. **These operations as requested do not include closed**  **cinematography ,**  **television production or lift and delivery systems.**  As described more fully below, the requested exemption would permit the operation of small, unmanned and relatively inexpensive sUAS under controlled conditions in airspace that is 1) limited 2) predetermined and 3) controlled as to access. Approval of thi s exemption would thereby fulfill the Secretary of Transportation’s (the responsibilities to “...establish requirements for the safe operation of such aircraft systems in the national airspace system.” Section 333 (c) of the Reform Act. Sincerely; 

# Gregor y Dirk Sichel
Gregory Dirk Sichel 3900 County Line Road, Suite 4A Tequesta, Florida 33469Page **3** of **14**

Gregory	Dirk	Sichel **FAA Document # FAA**
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**- 0001**  The name and address of the applicant is: Gregory Dirk Sichel 3900 County Line Road , Suite 4A Tequesta, Florida 33469 Private Pilot FAA 3575382 512

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- 2227 dirksichel@gmail.com Regulations from which the exemption is requested: 14 CFR Part 21 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 14 CF R 91.121 14 CFR 91.151 (a) 14 CFR 91.203 (a) & (b) 14 CFR 91.405 (a) 14 CFR 407 (a) (1) 14 CFR 409 (a) (2) 14 CFR 417 (a) & (b) This exemption application is expressly submitted to fulfill Congress’ goal in passing Section 333 (a) through (c) of the Refo rm Act. This directs the Secretary of Transportation to consider whether certain unmanned aircraft systems may operate safely in the national airspace system (NAS) before completion of the rulemaking required under Section 332 of the Reform Act. In making this determination, the Secretary is required to determine which types of UASs do not create a hazard to users of the NAS or the public or pose a threat to national security in light of the following:

 The UAS’s size, weight, speed, and operational capability:

 Operation of the UAS in close proximity to airports and populated areas; and

 Operation of the UAS within Visual Line of Sight (VLOS) of the Pilot and Observers. Reform Act § 333 (a). Lastly, if the Secretary determines thatPage **4** of **14**

Gregory	Dirk	Sichel **FAA Document # FAA**
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**- 0001**  such vehicles “may operate safely in the national airspace system, the Secretary shall establish requirements for the safe operation of such aircraft in the national airspace system.” Id

. § 333 (c) (emphasis added)

. The Fed eral Aviation Act expressly grants the FAA the authority to issue exemptions. This statutory authority by its terms includes exempting civil aircraft, as the term is defined under § 40101 of the Act; that includes sUASs, from the requirement that all civil aircraft must have a current airworthiness certificate. The Administrator may grant an exemption from a requirement of a regulation prescribed under subsection (a) or (b) of this section or any sections 44702

-44716 of this title if the Administrator finds the exemption in the public interest. 49 U.S.C. §44704; 14 CFR §91.203 (a) (1). Gregory Dirk Sichel ’s UAS ( s ) are small rotorcraft aircraft, weighing less than 10 lbs. including sensor payload. They operate their rotorcraft, under normal conditio ns at a speed of no more than 20 knots , usually 3

- 5 knots, and have the capability to hover, and move in the vertical and horizontal plane simultaneously. They will manually operate only in Visual Line of Sight

. Aircraft included: DJI Inspire 1, DJI Phantom 2 , DJI Phantom 3 , DJI S

- 900, DJI S

- 1000, 3D Robotics X8 , Iris, Solo , and Aero

- M SenseFly eBee. Adherence to the Operating Manual will insure that the sUAS will “not create a hazard to the national airspace system or the public.” Given the small size and weight of the sUAS involved and the restricted sterile environment within which they will operate, the applicant falls squarely within that zone of safety (an equivalent level of safety) in which Congress envisioned that the FAA must, by exemption, allow commerci al operations of UASs to commence immediately. Also due to the size of the UASs and the areas in which the relevant sUAS will operate, approval of the application presents no national security issue. Given the clear direction in Section 333 of the Reform Act, the authority contained in the Federal Aviation Act, as amended; the strong equivalent level of safety, surrounding the proposed operations, and significant public benefit, including enhanced safety, re duction in environmental impact , including reduced emissions associated with allowing UASs for educational and marketing operations, (as opposed to full scale aircraft), the grant ing of the requested exemptions is in the public interest. Accordingly, the applicant respectfully requests that the FAA grant the requested exemption without delay. **AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY** The applicant proposes that the exemption requested herein apply to civil aircraft that have the characteristics and that operate with the limitations listed herein. These lim itations provide for at least an equivalent or possibly higher level ofPage **5** of **14**

Gregory	Dirk	Sichel **FAA Document # FAA**
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**- 0001**  safety to operations under the current regulator structure because the proposed operations represent a safety enhancement to the already safe filming operations conducted with conventi onal aircraft. These limitations and condition to which Gregory Dirk Sichel agrees to be bound when conducting commercial operations under an FAA issued exemption include: 

## 1. The sUAS will weigh less than 10 lbs. 

## 2. Flights will be operated manually within visual line of sight (VLOS) of the Pilot and aircrew (Spotter / Observer). 

## 3. Maximum total flight time for ea ch operational flight will be 20 mi nutes. Flights will be terminated at 25% battery power reserve s hould that occur prior to the 20 minute limit. 

## 4. F lights will be operated at an altitu de of no more than 400 feet AGL, though most operations will be conducted within 50 feet of the ground 

## 5. Minimum two (2) man crew for each sUAS operation will consist of the Pilot and Spotter / Observer. In most cases the third aircrew member will serve as the Safety Officer

. 

## 6. The sUAS Pilot will be an FAA licensed airman with at least a private pilot’s certi ficate and third class medical and valid driver’s license. 

## 7. The sUAS Pilot will serve as Pilot in Command (PIC). If a pilot certificate holder , other than the sUAS Pilot, possess es th e necessary PIC qualifications and is also present, that person can also be designated as PIC. 

## 8. Additionally, the sUAS will only operate under 400ft AGL, and outside a 5 statute mile radius of any airport. The sUAS will never enter any MOA or Restricted Airspace, nor shall it violate any TFR as outlined by the FAA. 

## 9. A pre

-flight briefing will be conducted in regard to the planned sUAS operation prior to each day’s fly ing / recording activities. It will be mandatory that all personnel who will be performing duties as “flight crew” be present for this briefing. 

## 10. The Operator will obtain the consent of all persons involved in the filming and ensure that only consenting persons will be allowed within 100 feet of the flight operation, and this radius may be reduced to 30 feet based upon an equivalen t level of safety determination

. 

## 11. Pilot and Spotter (Observer) will have been trained in operation of sUAS generally and received up

- to

- date information on the particular sU AS to be operated as required.Page **6** of **14**

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## 12. Spotter (Observer) and Pilot will at all times be able to communicate by voice or radio

. 

## 13. Written and/or oral permission from the relevant prop erty holders will be obtained. 

## 14. If the sUA S loses communications or loses its GPS signal, the UAS will have capability to return to a pre

- determined location and land. 

## 15. The sUAS will have the capability to abort a flight in case of unpredi cted obstacles or em ergencies. A. The sUAS Pilot in Command (PIC) shall possess at a minimum, a private pilot certificate and current third

- class medical certificate. i. The PIC shall also meet the flight review requirements specified in 14 CFR §61.56 in an aircraft in which the PIC i s rated on their pilot certificate. ii. The PIC shall be trained in the operation of the specific make and model of the sUAS being piloted and successfully completed all training required. iii. The PIC shall 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 sUAS rotorcraft pilot and at least five hours logged as a sUAS pilot with a similar sUAS type (multirotor or helicopter). Prior documented flight experience that was obtained in compliance with applicable regulations may satisfy this requirement. iv. The PIC shall have accumulated and logged, in a manner consistent with 14 CFR §61.51 (b), a minimum of five hours as sUAS pilot operating the make and model of sUAS to be utilized for operations under the exemption and three take

- offs and three landings in the preceding 90 days. v. Training, proficiency, and experience

-building flights can also be conducted under this grant of exemption to accomplish the required f light cycles and flight time.
1. During training, proficiency, and experience

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

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

-participants in accordance with 14 CFR §91.119. B. The sUAS Safety Observer (SO) shall meet all training requirements and be responsible for all of his/her duties as set forth by sUAS Operating Manual. C. The PIC and SO will be designated before each flight i. Minimum crew for each flight operation will consist of the sUAS PIC and SO.Page **7** of **14**

Gregory	Dirk	Sichel **FAA Document # FAA**
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**- 0001**  D. The PIC and SO shall always be within visual line of sight (VLOS) of each other and in direct verbal communication at all times. E. Safety Briefings shall be conducted before each day’s activities to include, but not limited to: i. Designated roles of PIC and SO ii. Risk Management and Mitigation F. Liability Insurance General Liability Insurance shall be maintained

. 

### 14 CFR Part 21 , Subpart H: Airworthiness Certificates 14 CFR §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 capability, and proximity to airports and populated areas of the particular UAS. In all cases, an analysi s 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) operati ng with an airworthiness certificate without the restrictions and conditions proposed. The sUAS to be o perated hereunder is less than 10 lbs. fully loaded, carries neither a pilot nor passenger, carries no explosive materials nor flammable liquid fuels, a nd operates exclusively within a limited radius area as set out in the pre flight briefing / VLOS operations . Unlike other civil aircraft, operations under this exemption will be tightly controlled and monitored by both the Operator, pursuant to safety req uirements, and under the requirements and in compliance with local public safety requirements, to provide security for the area of operation as is now done with conventional aircraft . These safety enhancements, which already apply to civil aircraft operate d in connection with video production, 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 liquidPage **8** of **14**

Gregory	Dirk	Sichel **FAA Document # FAA**
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**- 0001**  fuels, and inability to carry a substantial external l oad. 14 CFR §45.23 (B): Marking of the Aircraft The regulation requires: Wh en marks include only the Roman capital letter “N” and the registration number is displayed on limited, restricted or light

- sport category aircraft or experimental or provisional ly 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”, “light

- sport,” “experime ntal,” 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 th e size of the sUAV, two

inch 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 sUAV marked on its fuselage as required by §45.2 9 (f) where the Pilot, Spotter (Observer) and others working with the sUAV will see the identification of the UAS as “Experimental.” The FAA has issued the following exemptions to this regulation to Exemptions Nos. 10700, 8738, 10167 and 10167A. 14 CFR §6 1.113 (a) & (b): Private Pilot Privileges and Limitations

- Pilot in Command (PIC) Sections 61.113 (a) & (b) limit private pilots to non

- commercial operations. Because the UAS will not carry a pilot or passengers, the proposed operations can achieve the equivalent level of safety of current operations by requiring the PIC operating the aircraft to have a private pilot’s license rather than a commercial pilot’s l icense to operate this small UAS. Unlike a conventional aircraft that carries the pilot and passengers, the sUAS is remotely controlled with no living thing on board. The area of operation is controlled and restricted, and all flights are planned and coord inated in advance as set forth in the Operating Manual. The level of safety provided by the requirements included in the Operating Manual meets that provided by single individual holding a commercial pilot’s certificate operating a conventional aircraft. The risks associated with commercial operations contemplated by Part 61 when drafted, that allowing operations of the sUAS as requested with a p rivate pilot as the PIC exceeds the present level of safety achieved by 14 CFR §61.113 (a) & (b). 14 CFR §91.7 (a): Civil Aircraft Airworthiness The regulation requires that no person may operate a civil aircraft unless it is inPage **9** of **14**

Gregory	Dirk	Sichel **FAA Document # FAA**
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**- 0001**  airworthy condition. As t here 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 and the requirements contained in the Operating Manual for mainte nance and use of safety checks prior to each flight, as set forth in the Operating Manual , an equivalent level of safety will be provided. 14 CFR §91.9 (b) (2): Civil Aircraft Flight Manual in the Aircraft Section 91.9 (b) (2) provides: No pers on 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 sUAS, 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 ro om or capacity to carry such an item on the aircraft. The equivalent level of safety will be maintained by keeping the Operating Manual at the ground control point where the pilot flying the sUAS will have immediate access to it. The FAA has issued the fo llowing exemptions to this regulation: Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167, 10167A 10602, 32827, and 10700 14 CFR §91.103: Preflight Action This regulation requires each pilot in command to take certain actions before flight to insure the safety of flight. As FAA approved rotorcraft flight manuals will not be provided for the aircraft an exemption will be needed. An equivalent level of safety will be provided as set forth in the Operating Manual. The PIC will take all actions including reviewing weather, flight battery requirements, landing and takeoff distances and aircraft performance data before initiation of flight. 14 CFR §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. SUASs and remotely piloted aircraft, by their design do not have fully functional dual controls. Flight control is accomplished t hrough 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 inPage **10** of **14**

Gregory	Dirk	Sichel **FAA Document # FAA**
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**- 0001**  experimental aircraft. See Exemptions Nos. 5778K & 9862A. The equivalent level of safety pro vided by the fact that aircraft will be piloted by a certified private pilot who has previously trained in remote flight areas before attempting flight within filming distance of s tructures. 14 CFR §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 sUAS , Gregory Dirk Sichel requests authority to operate at altitudes up to 400 ft. AGL ; an exemption may be needed to allow such operations. As set forth herein, the UAS will never operate at higher than 400 ft. AGL. It will however be operated in a controlled area where buildings and people will not be exposed to operations without their pre

- obtained consent. The equivalent level of safety will be achieved given the size, weight, speed of the UAS as well as location where it is operated. No flight will be taken without the permission of the property owner. Because of the advance notice to the property owner and participants in the photographic activ ity, all affected individuals will be aware of the planned flight operations as set forth in the Operating Manual. Compared to flight operations with aircraft or rotorcraft weighing far more than the maxi mum 10 lbs. 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 ft. AGL. In addition, the low

- altitude operations of the sUAS wi ll ensure separation between these small UAS operations and the operations of conventional aircraft that must comply with Section 91.119. 14 CFR §91.121: Altimeter Settings This regulation requires each person operating an aircraft to maintain cruising a ltitude 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 sUAS will not have a barometric altimeter, but instead a GPS altitude read out, an exempt ion may be needed. An equivalent level of safety will be achieved by the operator, pursuant to the Operating Manual and Safety Check list, confirming the altitude of the launch site shown on the GPS altitude indicator before flight. 14 CFR §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, assumingPage **11** of **14**

Gregory	Dirk	Sichel **FAA Document # FAA**
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**- 0001**  normal cruising speed

– (1) During the day, to fly after that for at least 30 minutes; or (2) At night, to fly after that for at least 45 minutes.” The battery powering the sUAS provides approximately 20 minutes of powered flight. To meet the 30 minute reserve requirement in 14 CFR §91.151, sUAS flights would be impossible . 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 night VFR conditions is reasonable. Applicant believes that an exemption from 14 CFR §91.151 (a) falls within the scope of prior exemptions. See Exemption 10673 (allowing Lockheed Martin Corporation to operate without compliance wit h FAR 91.151 (a)). Operating the small 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 reserved fuel, does not engender the type of ri sks that Section 91.151 (a) was intended to alleviate given the size and speed of the small UAS. Additionally, limiting sUAS flights would greatly reduce the utility for which the exemption will be granted. Applicant believes that an equivalent level of s afety can be achieved by limiting flights to 20 minutes or 25% of battery power whichever happens first. This restriction would be more than adequate return the sUAS to its planned landing zone from anywhere in its limited operating area. Similar exemptio ns have been granted to other operations, including Exemptions 2689F, 5745, 10673, and 10808. 14 CFR §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 (b) 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 passenge rs or crew. The UAS ful ly loaded weighs no more than 10 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 sUAS. An equivalent level of safety w ill be achieved by keeping these documents at thePage **12** of **14**

Gregory	Dirk	Sichel **FAA Document # FAA**
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**- 0001**  ground control point where the Pilot flying the sUAS will have immediate access to them, to the extent they are applicable to the sUAS , and should they be issued . The FAA has issued numerous exemptions to this regulation. A representative sample of other exceptions includes Exemption Nos. 9565, 9665, 9789, 9789A, 9797, 9797A, 9816A, and 10700. 14 CFR §91.405 (a); 407 (a) (2); 417 (a) & (b): Maintenance Inspection s 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 Operating manual. An equivalent level of safety will be achieved because these small UASs are very limited in size and will carry a small payload and operate only in restricte d areas for limited periods of time. If mechanical issues arise the UAS can land immediately and will be operating from no higher than 400 ft. AGL. As provided in the Operating Manual, the PIC (operator) will ensure that the UAS is in working order prior to initiating fligh t, and perform required maintenance . 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.

********* Pursuant to 14 CFR Part 11, the following summary is provided for publication in the Federal Register, should it be determined that publication is needed: Applicant seeks an exemption from the following rules: 14 CFR § 21, subpart H; 14 CFR § 45.23 (b); 14 CFR § 61. 113 (a) & (b); 91.7 (a); 91.9 (b) (2); 91.103 (b); 91.109; 91.119; 91.121; 91.151 (a); 91.203 (a) & (b); 91.405 (a); 91.407 (a) (1); 91.409 (a) (2) and 91.417 (a) & (b) to operate commerci ally a small unmanned vehicle ( 5lbs or less) in Educational and Marketing operations. **Privacy** All flights will occur over private or controlled access property with the property owner’s prior consent and knowledge , or over remote public land . Image capture of people will rarely take place, but in the event they are, they will have consented prior to being filmed or otherwise have agreed to be in the area where data collection will take place. **Ai rborne Image Capture** Page **13** of **14**

Gregory	Dirk	Sichel **FAA Document # FAA**
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**- 0001**  Wi th regard to airborne filming , Gregory Dirk Sichel adheres to all FAA regulations. Further Gregory Dirk Sichel airborne teams operate under the principals of: Safety First, Quality Assurance, Accountability, Reporting, and Training. Wh en approved by the FAA it is Gregory Dirk Sichel ’s mandate to treat all sUAS operations the exact same level of professionali sm and seriousness as that of conventional aircraft. Approval of exemptions allowing commercial operations of sUASs will enhance safety by reducing risk. Conventional film ing operations, using turbine or pis ton powered aircraft present the risks associate d with vehicles tha t weigh in the neighborhood of 2 ,000lbs. + , carrying large amounts of Jet A or 100LL ( 90 gallons for the aircraft primarily used by Gregory Dirk Sichel ). Such aircraft must fly to and from photographing location. In contra st, a sUAS weigh ing fewer than 10 lbs and powered by batteries eliminates virtually all of the risk given the substantial reduced mass and lack of combustible fuel carried on board. The sUAS is typically transported to the location via auto or cargo van in a medium sized c ase and is never flown to set. The sUAS will carry no passengers or crew and, therefore, will not expose them to the risks associated with manned aircraft The operation of s mall UASs, weighting less than 10 lbs., conducted in the strict conditions outlined above, will provide an equivalent level of safety supporting the grant of the exemptions requested herein, including exempting the applicant from the requirements of Part 21 and allowing commercial operatio ns. These lightweight aircraft operate at slow speeds, close to the ground, and in a sterile environment and, as a result, are far safer than ground than conventional operations conducted with piston helicopters or fixed wing aircraft operating in relative ly close proximity to the ground and people. The primary market of interest for Gregory Dirk Sichel utilizing sUASs is the marketing of real property, general aerial photography and videography, agricultural surveying, 3D mapping, inspections, training an d data gathering. These operations as requested do not include cinematography, television production or lift and delivery systems. It is anticipated that the airborne image capture process will be accomplished exclusively in day time VFR environments. To capture the highest quality of resolution the majority of airborne data collections will take place during the 07:00am

– 07 :00pm (19:00) window

. **Public Safet y**  **and Reason to grant exemption** Many un

- authorized commercial UAV operations are taking place. My goal is to operate safely and legally to provide these services to the public and adhere to FAA regulations.Page **14** of **14**

Gregory	Dirk	Sichel **FAA Document # FAA**
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**- 0001**  **Summary** Satisfaction of the criteria provided in Section 333 of the Reform Act of 2012

– size, weight, speed, operating capabilities, proximity to airports and populated areas and operation within visual line of sight and national security

– provide more than adequate justification for the grant of the requested exemptions allowing commercial operation of applicant’s sUAS

. Gregory Dirk S ichel is eagerly standing by to support the FAA and sUAS community in its quest to establish proper regulations and protocols for the safe introduction of unmanned aircraft into the national airspace. Sincerely, 

# Gregory Dirk Sichel Gregory Dirk Sichel 3900 County Line Road Suite 4A Tequesta, Florida 33469 512

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