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 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, Joshua Dane Napper, private pilot, a freelance photographer, photojournalist and operator of a Small Unmanned Aircraft System ("sUAS"), hereby applies for an exemption from the listed Federal Aviation Regulations ("FARs") to allow commercial operation of his Small Unmanned Aircraft Systems.

Proposed operation would include:

●Newsgathering/Media

●Weather Related Events and Phenomena

●Real Estate

●Marketing/Advertising

●Commercial and Film Production

●Sporting Events

●Emergency Management Partnering●Nature and Landscape Photography and Videography

●Improve Safety for Current and Future UAS Utilization As detailed in this document, the requested exemption would permit the operation of sUAS under controlled conditions in airspace that is limited, predetermined, controlled access and would provide safety enhancements to the safety procedures followed by Joshua Dane Napper at each one of his shoots. Approval of this exemption would thereby enhance safety and fulfill the Secretary of Transportation's responsibilities as outlined in Section 333 (c) of the Reform Act. The name and address of the applicant is: Joshua Dane Napper

PH: 4177666922 Email: j.napper@aviwxchasers.com Address: 553 N Farm Rd 97 Springfield, MO 65802

Regulations from which the exemption is requested: 14C.F.R.Part21, 14 C.F.R. 45.23(b), 14C.F.R.61.113(a)&(b), 14C.F.R. 91.7(a), 14 C.F.R. 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, 14C.F.R.91.151(a), 14C.F.R. 91.203(a)&(b), 14C.F.R.91.405(a), 14 C.F.R. 407(a)(1), 14C.F.R. 409(a)(2), 14C.F.R.417(a)&(b)

sUAS's submitted for exemption of the above safety regulations: DJI Phantom 3 (Standard, Advance, Professional) DJI Inspire 1

Yuneec Q500 4k

STATUTORY AUTHORITY FOR EXEMPTIONS The Federal Aviation Act expressly grants the FAA authority to issue exemptions. This statutory authority includes exempting civil aircraft, as the term is defined under §40101 of the Act, including sUAS's, 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 4470244716 of this title if the Administrator finds theexemption in the public interest. 49 U.S.C. §44701(f)

Section 333(b) of the Reform Act assists the Secretary in determining whether sUAS may operate in the National Airspace System (NAS) without creating a hazard to the user, the public, or a threat to national security. In making this determination, the Secretary must consider:

• The UAS's size, weight, speed, and operational capability; • Whether the UAS operates within the visual line of sight of the operator • Whether the UAS operates outside of highly populated areas and away from close proximity to airports

Reform Act §333(a). If the Secretary determines that a UAS "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).

Joshua Dane Napper’s sUAS's are quadcopters, weighing 10 pounds or less including payload. They operate under normal conditions at a speed of no more than 50 knots and have the capability to hover, and move in the vertical and horizontal plane simultaneously. The sUAS's will operate only in the pilot's visual line of sight at all times and contained, safe area.

Considering the small size of the sUAS's involved and the restricted and sterile environment which they will operate, his application falls within the zone of safety Congress envisioned the FAA, by exemption, allow commercial operations of sUAS's to begin immediately.

In addition to the small size of the sUAS's, the low altitudes and restricted areas in which his sUAS's will operate, approval of the application presents no national security issue.

PUBLIC INTEREST 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 safely in the NAS before completion of the rulemaking required under Section 332 of theReform Act. By granting an exemption the FAA will fulfill Congress's intent of allowing UAS's to operate with significant safety precautions

in low risk environments.

The use of sUAS's for newsgathering purposes can provide the general public an additional avenue for getting news quickly and efficiently. In many breaking news situations, it is imperative to get information to the general public without interfering with the situation efforts on the ground. UAS's allow media to gather information by providing live video with little interference. In many instances, media and emergency management work together. UAS's can provide a live view through video/photography that can be used to assist with search and rescue during emergencies or natural disasters in which a helicopter or other conventional aircraft may be a larger safety issue.

In addition to newsgathering and mediarelated uses, sUAS's allow the operator to survey and gather images/video of worksites, real estate and situations on the ground from a safe vantage. UAS's can significantly reduce risk associated with each worksite given the sUAS's size and innate safety features (GPS lock, auto "Go Home," failsafe, etc.).

EQUIVALENT LEVEL OF SAFETY Joshua Dane Napper proposes that the exemption requested herein apply to civil aircraft that have the characteristics and that operate with the limitations listed herein. These limitations provide for an equivalent or higher level of safety because operations will further enhance the safety of the persons and/or property using conventional aircraft.These limitations and conditions to which the applicant agrees to adhere to when conducting commercial operations under the FAA issued exemption as set forth in the Flight Operations Manual (FOM)

include:

●The UAS will be less than 55 pounds.

●Flights will be operated within visual line of sight of a pilot.

●Maximum total flight time for each operational flight will be 15-

20 minutes. The sUAScalculates battery reserve in real time, and will return to its ground station with at least 20% battery power reserve should that occur prior to the 30

minute limit.

●Flights will be operated at an altitude of no more than 400 feet

AGL.

●The flights will occur no closer than a 5 mile radius of the geographic center/Airport Reference Point (ARP) of a tower controlled or uncontrolled airport.

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

●Crew for each operation will consist of the sUAS pilot who will keep the sUAS within his/her visual line of sight at all times. As well as a camera operator focusing on photo/video composition.

●The sUAS pilot will be trained in flight, operations, and safety procedures via FAA regulations and the owner's manuals.

●A briefing will be conducted in regard to the planned sUAS operations prior to each day's production activities. It will be mandatory that all personnel who will be performing duties within the boundaries of the safety perimeter be present for this briefing.

●All onsite personnel will consent to the sUAS flyover on site by waiver, and the operator will obtain additional verbal or written consent of all persons who will be allowed within 100 feet of the flight operation.●The pilot will have been trained in operation of sUAS generally and received uptodate information on the particular sUAS to be operated.

●Written and/or oral permission from the relevant property

holders will be obtained.

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

●If the sUAS loses communications with the remote controller or loses GPS signal, the sUAS will have the capability to return to a predetermined location within a designated location and land autonomously.

●The sUAS will have the capability to abort a flight in case of unpredicted obstacles, weather, or emergencies. DESCRIPTION OF SPECIFIC

REGULATIONS 14 CFR Part 21, Subpart H: Airworthiness Certificates 14 C.F.R. §91203(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 Joshua Dane Napper, an exemption from Part 21 Subpart H meets the requirements of an equivalent level of safety under Part 11 and Section 333 of the Reform Act. The Federal Aviation Act (49 U.S.C.§44701 (f)) and Section 333 of the Reform Act both authorize the FAA to exempt aircraft from the requirement for an airworthiness certificate, upon consideration of the size, weight, speed, operational capability,and proximity to airports and populated areas of the particular UAS. His small UAS will be operated at low speed in a controlled environment, at least five miles from an airport and more than three miles from any city or densely populated area. An analysis of these criteria demonstrates that the UAS operated without an airworthiness certificate, in the restricted environment and under the conditions proposed will be at least as safe, or safer, than a conventional aircraft (fixed wing or helicopter) operating with an

airworthiness certificate without the restrictions and conditions proposed. The sUAS's to be operated are less than 10 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. Like other civil aircraft, operations under this exemption will be tightly controlled and monitored by the operator, pursuant to the Manual's requirements, and under the requirements and in compliance with local public safety requirements. Lastly, application of these same criteria demonstrates that there is no credible threat to national security posed by the UAS, due to its size, speed of operation, location of operation, lack of explosive materials or flammable liquid fuels, and ability to carry an external load no greater than two lbs.

14 C.F.R. 45.23(b): Marking of the Aircraft This regulation requires certain experimental, provisionally certificated aircraft, or lightsport category aircraft to be marked with letters between 2 inches and 6 inches high "limited," "restricted," "lightsport," "experimental," or "provisional," near each entrance to a cabin, cockpit, or pilot station.

Even though the UAS will have no airworthiness certificate, an exemption may be needed as the UAS will have no entrance to the cabin, cockpit or pilot station on which the word "Experimental" can be placed. Given the size of the UAS, twoinch lettering will be impossible. The word "Experimental" will be placed on the fuselage in compliance with §45.29 (f).

The equivalent level of safety will be provided by having the UASmarked on its fuselage as required by §45.29 (f) where the pilot, observer and others working with the UAS will see the identification of the UAS as "Experimental." The FAA has issued the following exemptions to this regulation: Exemptions Nos. 10700, 8738,10167 and 10167A.

14 CFR 61.113 (a) & (b): Private pilot privileges and limitations: Pilot in command(PIC) Sections 61.113 (a) & (b) limit private pilots to noncommercial 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 license 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 coordinated in advance as set forth in the Manual. The level of safety provided exceeds that provided by a single individual holding a commercial pilot’s certificate operating a conventional aircraft. The risks associated with the operation 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 with a private pilot as the PIC exceeds the present level of safety 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 Section B and Section G, an

equivalent level of safety will be provided.

14 CFR 91.9 (b)(2): Civil aircraft flight manual, marking, and placard requirements The UAS, given its size and configuration has no ability or place tocarry such a flight manual on the aircraft, not only because there is no pilot on board, but because there is no room or capacity to carry such an item on the aircraft. The equivalent level of safety will be maintained by keeping the flight manual at the ground control point where the pilot flying the UAS will have immediate access to it. 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 Action This regulation requires each pilot in command take certain actions before flight to ensure the safety of flight. An exemption is needed from this requirement as the pilot will take separate preflight actions, including checking for weather conditions, propeller inspection, checking flight battery requirements, checking takeoff and landing distances, and all other actions in the preflight checklist. These actions will provide an equivalent level of safety.

14 C.F.R. 91.109: Flight Instruction Section 91.103 provides that no person may operate a civil aircraft (except a manned free balloon) that is being used for flight instruction unless that aircraft has fully functioning dual controls.

By design, UAS and remotely piloted aircraft 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 previously approved exemptions for aircraft without fully functional dual controls. 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, the ability to control the UAS via radio signals from the controller, and by the size and speed of the aircraft.

14 C.F. R. 91.119: Minimum Safe Altitudes Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 91.119 (d) allows helicopters to be operated at less than the minimums prescribed, provided the person operating the helicopter complies with any route or altitudes prescribed for helicopters by the FAA. As this exemption is for a sUAS that is a helicopter and the exemption requests authority to operate at altitudes up to 400 AGL, anexemption 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 security perimeter, where buildings and people will not be exposed to operations without their preobtained

consent.

The equivalent level of safety will be achieved given the size, weight, and speed of the UAS as well as the location where it is operated. No flight will be taken without the permission of the

property owner or local officials. Because of the advance notice to the property owner and participants in the filming activity, all affected individuals will be aware of the planned flight operations as set forth in the Manual. Compared to flight operations with aircraft or rotorcraft weighting far more than the maximum 55lbs. proposed herein and the lack of flammable fuel, any risk associated with these operations is far less than those presently presented with conventional aircraft operating at or below 500 AGL in the movie industry. In addition, the lowaltitude operations of the sUAS will ensure separation between these smallUAS operations and the operations of conventional aircraft that must comply with Section 91.119. 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. §91.121 Altimeter Settings This regulation requires each person operating an aircraft to maintain cruising altitude by reference to an altimeter that is set “...to the elevation of the departure airport or an appropriate altimeter setting available before departure.” As the 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 Preflight Checklist, confirming the altitude readout of the sUAS is set to 0ft (QFE operations) on the GPS altitude indicator before flight.

14 C.F.R. § 91.151(a): Fuel Requirements for Flight in VFR Conditions Section 91.151 (a) prohibits an individual from beginning “a flight in an airplane under VFR conditions unless (considering wind and forecastweather conditions) there is enough fuel to fly to the first point of intended landing, and, 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 40 minutes of powered flight. To meet the 30 minute reserve requirement in 14 CFR §91.151, sUAS flights would be limited to approximately 10 minutes in length. Given the limitations on the UAS’s proposed flight area and the location of its proposed operations within a predetermined area, a longer time frame for flight in daylight or night VFR conditions is reasonable.

Applicant believes that an exemption from 14 CFR §91.151(a) falls within the scope of prior exemptions (11857, 11825, 11204). 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 engender the type of risks that Section 91.151(a) was intended to alleviate given the size and speed of the small UAS. Additionally, limiting sUAS flights to 10 minutes would greatly reduce the utility for which the exemption will be granted.

Applicant believes that an equivalent level of safety can be achieved by limiting flights to 30 minutes or 25% of battery power whichever happens first. This restriction would be more than adequate to return the sUAS to its planned landing zone from anywhere in its limited operating area.

14 CFR 91.203 (a) & (b): Carrying civil aircraft certification and registration The regulation provides in part: (a) Except as provided in § 91.715, no person may operate a civil aircraft unless it has within it the following: (1) An appropriate and current airworthiness certificate. ... (b) No person may operate a civil aircraft unless the airworthiness certificate required by paragraph (a) of this section or a special flight authorization issued under §91.715 is displayed at the cabin or cockpit entrance so that it is legible to passengers or crew.

The UAS fully loaded weighs no more than 10 lbs and is operated without an onboard pilot. Therefore there is no ability or place to carrycertification and registration documents or to display them on the

UAS.

An equivalent level of safety will be achieved by keeping these documents at the ground flight control point where the pilot flying the UAS will have immediate access to them, to the extent they are applicable to the UAS. 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)(1); 409 (a)(2); 417 (a) & (b): Maintenance inspections These regulations require that an aircraft operator or owner "shall have that aircraft inspected as prescribed in subpart E of this part and shall between required inspections, except as provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter...," and others shall inspect or maintain the aircraft in compliance with Part 43.

Given that these sections and Part 43 apply only to aircraft with an airworthiness certificate, these sections will not apply to sUAS's. Maintenance will be accomplished by the operator pursuant to the flight manual and operating handbook as referenced in the 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 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, perform required maintenance, and keep a log of any maintenance performed. Moreover, the operator is the person most familiar with the aircraft and best suited to maintain the aircraft in an airworthy condition to provide the equivalent level of safety.

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;

91.15l(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 (55bs or less) in videography and photography in news, media and marketing.

Allowing commercial operations of UAS in aerial photography and videography enhance safety while reducing risk. These lightweight aircraft operate at slow speeds, close to the ground, and in a sterile environment, as a result, are far safer than conventional operations conducted with turbine helicopters operating in close proximity to the ground and people.

The Operations described in this exemption request will be conducted wholly within the United States

As directed 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 the significant public benefit, including enhanced safety, the grant of the requested exemptions is in the public interest. Accordingly, Joshua Dane Napper respectfully requests that the FAA grant the requested exemption without delay.

Sincerely,

Joshua Dane Napper AviWxChasers.Com 417-766-6922 j.napper@aviwxchasers.com