February 13, 2015

U.S. Department of Transportation

Federal Aviation Aministration

800 Independence Avenue, SW

Washington, DC 20591

RE: Exemption Request Section 333 of the FAA Reform Act and Part 11 of the Federal Aviation Regulations from 14 C.F.R. 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); 91.405 (a); 91.407(a) (1); 91.409 (a) (2); 91.417 (a) & (b).

Dear Sir or Madam:

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

14 C.F.R. Part 11, Motter Aero Vision (“the applicant”), devel oper and operator of Small Unmanned Aircraft Systems (“sUASs”) equipped to conduct infrastructure and construction inspection and assist business operations, hereby applies for an exemption from the listed Federal Aviation Regulations (“FARs”) to allow com mercial 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.

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, 3) controlled as to access, and 4) would provide safety enhancements to the already safe operations in the infra structure and business operations industry presently using conventional aircraft. Approval of this exemption would thereby enhance safety and fulfill the Secretary of Transportation’s (the FAA Administrator’s) responsibilities to “...establish requirements f or the safe operation of such aircraft systems in the national airspace system.” Section 333(c) of the Reform Act.

The name and address of the applicant is:

Matthew Motter

504 Emily Lane

Piedmont SC, 29673

mmotter90@gmail.com(360)672

- 1547

Regulations from which the exemption is requested:

14 CFR Part 21

14 C.F.R. 45.23(b)

14 C FR 61.113 (a) & (b)

14 C.F.R. 91.7 (a)

14 CFR 91.9 (b) (2)

14 C.F.R. 91.103

14 C.F.R. 91.109

14 C.F. R. 91.119

14 C.F.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 Reform Act. This law directs the Secretary of Transportation to consider whether certain unmanned aircraft systems may operate s afely 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 NA S 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 of the operator.Reform Act § 333 (a). Lastly, if the Secretary determines that such vehicles “may operate safely in

the national airspace system, the Secretary shall establish requirements for the safe operation of such aircraft in the national airspace system.” Id. §333(c) (emphasis added). 1

The Federal Aviation Act expressly grants the FAA the authority to issue exemptions. This statutory authority by its terms includes exempting civil aircraft, as the term is defined under §40101 of the Act, which includes sUASs, from the requirement that all civil aircraft must have a current airworthiness

certificate.

The Administrator may g rant 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. §44701(f) See also 49 USC §4471 1(a); 49 USC §44704; 14 CFR §91.203 (a) (1).

Motter Aero Vision ’ s sUASs (Appendix 1) are rotorcraft, weighing 55 or fewer lbs. including payload. They operate under normal conditions at a speed of no more than 25 knots and have the capability to hover and move in the vertical and horizontal plane simultaneously. They will operate only in line of sight and will ope rate only within the sterile area. Such operations insure that the sUAS does “not create a hazard to users of the national airspace system or the public.” 3

Given the small size of the sUASs involved and the restricted sterile environme nt 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 commercial operations of UASs to commence immediately. Also due t o the size of the UASs and the restricted areas in which the relevant sUASs 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 Av iation Act, as amended; the strong equivalent level of safety surrounding the proposed operations, and the significant public benefit, including enhanced safety, reduction in environmental impacts, including reduced emissions associated with allowing UASs for infrastructure, construction, and business operations, the granting of the requested exemptions is in the public interest. Accordingly, the applicant respectfully requests that the FAA grant the requested exemption without delay.



### Background Informat ion

Motter Aero Vision is in the business of consulting on building and maintaining mission specific sUAS for infrastructure, construction, and public safety. Motter Aero Vision ’ s clients look to us for safe

1 Applicant interprets this provision to place the duty on the Administrator to not only process applications for exemptions under section 333, but for the Administrator to craft conditions for the safe operation of the UAS , if it

should be determined that the conditions set forth herein do not fulfill the statutory requirements for approval.operations of sUAS. We have de veloped specific safe UAV operational procedures. Increasingly, we have

clients looking to operate sUAS for infrastructure and maintenance inspections, construction documentation, public safety, and business operations.

O perations performed by Mo tter Aero Vision :

Utility and General Infrastructure Documentat ion

Construction Site Documentation Land Development Public Safety Agriculture Inspection Geospatial Mapping

Real Estate Marketing

As part of this Motter Aero Vision is requesting FAA Exemption for sUAS operations for safety, inspection and video capture usage.

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 within the limitations listed herein. These limitations provide for at least an equivalent or even higher level of safety to operations under the current regulatory structure because the proposed ope rations represent a safety enhancement to the already safe infrastructure, construction, and business operations conducted with conventional aircraft.

These limitations and conditions to wh ich Motter Aero Vision agrees to be bound when conduct ing commercial operations under an FAA issued exemption include:



### 1. The sUAS will weigh less than 55 lbs.



### 2. Flights will be operated within line of sight of a pilot and/or observer.



### 3. Maximum total flight time for each operational flight will be 30 minutes. Flights will be terminated at 25% battery power reserve should that occur prior to the 30 minute limit.



### 4. Flights will be operated at an altitude of no more than 400 feet AGL or, not more than 200 feet above an elevated platform from which flight is planned

. 

### 5. Minimum crew for each operation will consist of the sUAS Pilot and the Visual Observer.



### 6. The sUAS pilot will be a specially trained staff member of Motter Aero Vision knowledgeable of the airspace within which the operation will take place and how that airspace fits into the NAS.



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



### 8. The sUAS will only operate within defined boundaries as outlined in Section 8.4 of the Manual.

### 9. A briefing will be conducted in regard to the planned sUAS operations prior to each mission. I t will

be mandatory that all personnel who will be performing duties within the boundaries of the safety perimeter be present for this briefing.



### 10. The operator will file a FAA Form 7711

- 1, or its equivalent, as modified in light of the requested exemption, with the appropriate Flight Standards District Office (FSDO).



### 11. The operator will obtain the consent of all persons involved in the mission 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 equivalent level of safety determination, as required by Section 8.4 of the Manual. With the advanced permission of the relevant FSDO, operations at closer range can be approved.



### 12. The operator will submit a written Plan of Activities to the FSDO three days before the proposed mission as required in Section 8.1 of the Manual. Items will include:



### a. Dates and times for all flights;



### b. Name and phone number of the operator for the UAS mission conducted under this petition of exe mption;



### c. Make, model, and serial or N

- number of UAS to be used;



### d. Name and certificate number of UAS PICs involved in the mission;



### e. A statement that the operator has obtained permission from property owners and/or local officials to conduct the mission;



### f. Th e list of those who gave permission made available to the inspector upon request;



### g. Signature of exemption

- holder or representative; and



### h. A description of the flight activity, including maps or diagrams of any area, city, town, county, and/or state over whi ch the mission will be conducted and the altitudes essential to accomplish the operation.



### 13. Pilot and observer will have been trained in operation of UAS generally and received up

- to

- date information on the particular UAS to be operated as required in Secti ons 7.4 and 7.5 of the

Manual.



### 14. Observer and pilot will at all times be able to communicate by voice.



### 15. Written and/or oral permission from the relevant property holders will be obtained.



### 16. All required permissions and permits will be obtained from territori al, state, county or city jurisdictions, including local law enforcement, fire, or other appropriate governmental agencies.



### 17. If the sUAS loses communications or loses its GPS signal, the UAS will have the capability to return

to a pre

- determined location w ithin the Security Perimeter and land.



### 18. The sUAS will have the capability to abort a flight in case of unpredicted obstacles or emergencies.



### 14 C.F.R. Part 21, Subpart H: Airworthiness Certificates 14 C.F.R. §91.203 (a) (1)

Subpart H, entitled Airwor thiness 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 exem ption from Part 21 Subpart H meets the requirements of an equivalent level of safety under Part 11 and Section 333 of the Reform Act. The Federal Aviation Act (49 U.S.C.§44701 (f)) and Section 333 of the Reform Act both authorize the FAA to exempt aircraft from the requirement for an airworthiness certificate, upon consideration of the size, weight, speed, operational capability, and proximity to airports and populatedareas of the particular UAS. In all cases, an analysis of these criteria demonstrates tha t the UAS operated

without an airworthiness certificate, in the restricted environment and under the conditions proposed will be at least as safe, or safer, than a conventional aircraft (fixed wing or rotorcraft) operating with an

airworthiness certificate without the restrictions and conditions proposed.

The sUAS to be operated hereunder is less than 55 lbs. fully loaded, carries neither a pilot nor passenger, carries no explosive materials or flammable liquid fuels, and operates exclusively within a secured area as set out in the Manual. Unlike other civil aircraft, operations under this exemption will be tightly controlled and monitored by both the operator and observer, pursuant to the Manual’s policies,

and under and i n compliance with local public safety requirements, to provide security for the area of operation as is now done with conventional infrastructure and construction inspections and business operations. The FAA will have advance notice of all operations. Thes e safety enhancements, which already apply to civil aircraft operated in connection with infrastructure and construction inspections and business operations, 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, locati on of operation, lack of explosive materials or flammable liquid fuels, and inability to carry a substantial external load.



### 14 C.F.R. § 45.23 (b). Marking of the Aircraft

The regulation requires:

When marks include only the Roman capital letter "N " and the registration number is displayed on limited, restricted or light

- sport category aircraft or experimental or provisionally certificated aircraft, the operator must also display on that aircraft near each entrance to the cabin, cockpit, or pilot st ation, in letters not less than 2 inches nor more than 6 inches high, the words "limited," "restricted," "light

- sport," "experimental," or "provisional," as applicable.

Even though the UAS will have no airworthiness certificate, an exemption may be need ed as the UAS will have no entrance to a cabin, cockpit or pilot station on which the word “Experimental” can be placed. Given the 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 §45.29 (f) where the pilot, observer and others working with the sUAV will see the identification of the UAS as “Experimental.” T he FAA has issued the following exemptions to this regulation to Exemptions Nos. 10700, 8738, 10167 and 10167A.

14 C.F.R. § 61.113 (a) & (b): Private Pilot Privileges and Limitations: Pilot in Command.Sections 61.113 (a) & (b) limit private pilots t o 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 specially trained staff 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 coordinated in advance as set forth in the Manual. The level of safety provided by the requirements included in the Manual exceeds that provided by a single individual holding a commercial pilot’s certificate operating a conventional aircraft. The risks associated with the opera tion of the sUAS are so diminished from the level of risk associated with commercial operations contemplated by Part 61 when drafted, that allowing operations of the sUAS as requested by specially trained staff as the PIC exceeds the present level of safet y achieved by 14 C.F.R. §61.113 (a) & (b).

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

The regulation requires that no person may operate a civil aircraft unless it is in airworthy

condition. As there will be no airworthiness certificate issued for the aircraft, should this exemption be granted, no FAA regulatory standard will exist for determining airworthiness. Given the size of the aircraft and the requirements contained in the Manual for maintenance and use of safety checklists prior to each flight, as set forth in Sections 9.1 and 9.6, an equivalent level of safety will be provided.

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

Section 91.9 (b) (2) provides:

No person may operate a U.S.

- registered civil aircraft ... (2) For which an Airplane or Rotorcraft Flight Manual is not required by §21.5 of this chapter, unless there is available in the aircraft a current approved airplane or Rotorcraft Flight Manual, approved manual material, ma rkings, 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 room or capacity to carry such an item on the aircraft.

The equivalent level of safety will be maintained by keeping the flight manual at the ground control point where the pilot flying the sUAS will have immediate access to it.

The FAA has issued the following exemptions to this regulation: Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 32827, and 10700.



### 14 C.F.R. § 91.103: Preflight actionThis regulation requires each pilot in command to take certain actions before flight to insur e 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 Sections 8 and 9

of the Manual. The PIC will take all actio ns including reviewing weather, flight battery requirements, landing and takeoff distances, and aircraft performance data before initiation of flight.



### 14 C.F.R. §91.109: Flight instruction

Section 91.103 provides that no person may operate a civil ai rcraft (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 through the use of a control box that communicates with the aircraft via radio communications. The FAA has approved exemptions for flight training without fully functional dual controls for a number of aircraft and for flight instruction in ex perimental aircraft. See Exemption Nos. 5778K & 9862A. The equivalent level of safety provided by the fact that neither a pilot nor passengers will be carried in the aircraft and by the size and speed of the aircraft.



### 14 C.F.R. §91.119: Minimum safe altitudes

Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 91.119(d) allows helicopters to be operated at less than the minimums prescribed, provided the person operating the helicopter c omplies with any route or altitudes prescribed for helicopters by the FAA. As this exemption is for a sUAS that is a helicopter and the exemption requests authority to operate at altitudes up to 400 AGL, or not more than 200 above an elevated platform from which operation is planned, an exemption may be needed to allow such operations. As set forth herein, except for the limited conditions stated in the Manual, the UAS will never operate at higher than 400 AGL. It will, however, be operated in a

restricted area with a security perimeter, 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, and speed of the UAS as

well as the location where i t is operated. No flight will be taken without the permission of the property owner or local officials. Because of the advance notice to the property owner and participants in the mission, all affected individuals will be aware of the planned flight operat ions as set forth in Section 6.2, 8.1, and 8.2 of the Manual. Compared to flight operations with aircraft or rotorcraft weighing far more than the maximum 55lbs. proposed herein and the lack of flammable fuel, any risk associated with these operations is f ar less than those presently presented with conventional aircraft operating at or below 500 AGL in the infrastructure and construction inspections and business operations industry. In addition,

the low

- altitude operations of the sUAS will ensure separation between these small UAS operations and the operations of conventional aircraft that must comply with Section 91.119.

### 14 C.F.R. §91.121 Altimeter Settings

This regulation requires each person operating an aircraft to maintain cruising altitude by

ref erence to an altimeter that is set “...to the elevation of the departure airport or an appropriate altimeter setting available before departure.” As the sUAS may not have a barometric altimeter, but instead a GPS altitude read out, an exemption may be needed . An equivalent level of safety will be achieved by the operator, pursuant to the Manual and safety checklist, confirming the altitude of the launch site shown on the GPS altitude indicator before flight.



### 14 C.F.R. § 91.151(a): Fuel Requirements for Fli ght 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, a nd, assuming normal cruising speed

– (1) During the day, to fly after that for at least 30 minutes; or (2) at night, to fly after that for at least 45 minutes.”

The battery powering the sUAS provides approximately 30 minutes of powered flight. To meet

t he 30

- minute reserve requirement in 14 CFR §91.151, sUAS flights would be limited to approximately 20 minutes in length. Given the limitations on the UAS’s proposed flight area and the location of its proposed operations within a predetermined area, a long er 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 with out compliance with 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 reserve fuel, does not engend er the type of risks that Section 91.151(a) was intended to alleviate given the size and speed of the small UAS. Additionally, limiting sUAS flights to 20 minutes would greatly reduce the utility for which the exemption will be granted.

Applicant believ es that an equivalent level of safety can be achieved by limiting flights to 20 minutes or 25% of battery power whichever happens first. This restriction would be more than adequate to return the sUAS to its planned landing zone from anywhere in its limite d operating area.

Similar exemptions have been granted to other operations, including Exemptions 2689F, 5745, 10673, and 10808.



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

The regulation provides in pertinent part:

### (a) Except as provided in § 91.715, no person may operate a civil aircraft unless it has within it the following:

(1) An appropriate and current airworthiness certificate. . . .



### (b) No person may operate a civil aircraft unless the airworthiness certificate required by paragraph (a) of this section or a special flight authorization issued under §91.715 is displayed at the cabin or cockpit entrance so that it is legible to passengers or

crew.

The UAS fully loade d weighs no more than 55 lbs and is operated without an onboard pilot. As such, there is no ability or place to carry certification and registration documents or to display them on

the sUAS.

An equivalent level of safety will be achieved by keeping thes e documents at the ground control point where the pilot flying the sUAS will have immediate access to them, to the extent they are applicable to the sUAS. The FAA has issued numerous exemptions to this regulation. A representative sample of other exception s includes Exemption Nos. 9565, 9665, 9789, 9789A, 9797, 9797A, 9816A, and

10700.



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

These regulations require that an aircraft operator or owner “shall have that air craft 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 maint ain the aircraft in compliance with Part 43.

Given that these sections and Part 43 apply only to aircraft with an airworthiness certificate, these sections will not apply to the applicant. Maintenance will be accomplished by the operator pursuant to the flight manual and operating handbook as referenced in the Manual (See Sections 8.6 and 9). 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 restricted areas for limited periods of time. If mechanical issues arise the UAS can land immediately and will be operating from no higher than 400 feet AGL. As provided in the Manual, the operator will ensure that the UAS is in working order prior to initiating flight, p erform required maintenance, and keep a log of any maintenance performed. Moreover, the operator is the person most familiar with the aircraft and best suited to maintain the aircraft in an airworthy condition to provide the equivalent level of safety.

Pursuant to 14 C.F.R. 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 C.F.R. §21, subpart H; 14 C.F.R 45.23(b);14 C.F.R. §§ 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) and (b); 91.405 (a); 91.407 (a) (1); 91.409 (a) (2); 91.409 (a) (2) and 91.417 (a) & (b) to operate commercially a small unmanned vehicle (55lbs or less) in motion picture and television operations.

Approval of exemptions allowing commercial operations of sUASs in the infrastructure and construction inspections and business operations will enhance safety by reducing risk. Conventional infrastructure and construction inspections and business operations, using jet or piston power aircraft, operate at extremely low altitudes just feet from the infrastru cture being inspected and in extreme proximity to people and structures; and present the risks associated with vehicles that weigh in the neighborhood of 4,000lbs, carrying large amounts of jet A or other fuel. Such aircraft must fly to and from the work

l ocation. In contrast, a sUAS weighing fewer than 55 lbs. and powered by batteries eliminates virtually all of that risk given the reduced mass and lack of combustible fuel carried on board. The sUAS is carried

to the worksite and not flown. The sUAS will c arry no passengers or crew and, therefore, will not expose them to the risks associated with manned aircraft flights.

The operation of small UASs, weighing less than 55 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 operations. These lightweight aircraft operate at slow speeds, close to the ground, and in a sterile environment and, as a result, are far safer than conventional operations conducted with turbine helicopters operating in close proximity to the ground and people.



### Privacy

All flights will occur over private or controlled access property with the property owner’s prior consent and knowledge. Infrastructure and construction inspections and business operations will be performed for people who have also consented for work to be performed or otherwise have agreed to be in the area where UAS flight will take place.



### Conclusion

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 requestedexemptions allowing commercial operation of applicant’s UAS in the infrastructure and construction

inspections and business operatio ns industry pursuant to the Manual appended hereto.

Sincerely,

Matthew Motter Owner/ Operator

Motter Aero Vision 504 Emily Lane Piedmont SC, 29673 (360) 672

- 1547

Appendix 1

1.1

- DJI Phantom 2 Vision +

See Attached Flight Manuals:

DJI Phantom 2 Vision+ User Manual 1.8

Naza

- M v2 Quick Start Manual v1.26



### 1.2

– DJI Phantom 3See Attached Flight Manuals: DJI Phantom 3 Professional User Manual 1.2



### 1.3

– DJI Inspire 1

See Attached Flight Manual: DJI Inspire 1 User Manual 1.4