3691 Gatlin Drive, Rockledge, FL 32955

O: 321-806-5872, F: 321-978-0330

www.aerialworks.us

FAA

Exemption Rulemaking

Section 333

Of The

FAA Reform Act and Part 11

INSPIRE 1 – sUAS - 2015

Prepared by

Edward A. Silva

January 15, 2015
3691 Gatlin Drive, Rockledge, FL 32955

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Attention: United States Secretary of Transportation

Mr. Anthony R Foxx

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 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, AerialWorks, Inc., a research developer and operator of Small Unmanned Aircraft

Systems (“sUASs”) equipped to conduct aerial photography for industrial, motion picture, and

television industry for scripted closed set filming, hereby applies for an exemption from the listed

Federal Aviation Regulations (“FARs”) to allow commercial operation of its sUASs (Fixed-wing &

Multi-Rotor), 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. 1

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 industrial, film, and television production community presently

using conventional and unmanned aircraft. Approval of this exemption would thereby enhance

safety and fulfill the Secretary of Transportation’s (the FAA Administrator’s) responsibilities to

“...establish requirements for the safe operation of such aircraft systems in the national airspace

system.” Section 333 (c) of the Reform Act.

________________________________________________________________

1 The conditions proposed by the applicant are drawn from Order 8900.1 CHG 0, Volume 3, Chapter 8-

Issue a Certificate of Waiver for Motion Picture and Television Filming.
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The name and address of the applicant is:

AerialWorks Incorporated

Attn: Edward A. Silva

Phone: 321-806-5872

Email: Edward.Silva@aerialworks.us

Address: 3691 Gatlin Drive, Rockledge, FL 32955

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 CFR 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)
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This exemption application is expressly submitted to fulfill Congress’ goal in passing Section

333 (a) through (c) of the Reform 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 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).2

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, 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).

________________________________________________________________

2 Applicant interprets this provision to place of the duty on the Administrator to not only process

applications for exemptions under section 333, but for the Administrator to craft conditions

herein 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.
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AerialWorks Incorporated’ sUASs are rotorcraft and fixed-wing aircraft, weighing 55 or fewer

lbs. including sensor payload. They operate their rotorcraft, 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. They operate their fixed-wing aircraft, under normal

conditions at a speed of no more than 50 knots and primarily have the flight characteristics of

traditional airplanes. They will manually operate only in VLOS and will operate only within the

sterile area described in the Confidential: Flight Operations Manual (FOM) attached as Exhibit

1 (hereinafter “the Manual”).3 Adherence to the Manual will insure that the sUAS will “not create

a hazard to the national airspace system or the public.” 4

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 commercial operations of UASs to commence immediately. Also due to the size of the

UASs and the restricted 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, reduction in environmental impacts, including reduced emissions

associated with allowing UASs for movie and television operations, the grant of the requested

exemptions is in the public interest. Accordingly, the applicant respectfully requests that the

FAA grant the requested exemption without delay.

________________________________________________________________

3 The Flight Operation Manual is presented as an applicant Confidential document under 14

CFR 11.35 (b) as the entire manual contains proprietary methods and information that the

applicant has not and will not share with others. The manual reflects learned experiences,

methods, operating conditions, and procedures that are not available to the public and are

protected from release under the Freedom of Information Act 5 USC 552 et.seq.

4 Reform Act Section 333 (b)
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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 limitations provide for

at least an equivalent or even higher level of safety to operations under the current regulator

structure because the proposed operations represent a safety enhancement to the already

safe movie and television filming operations conducted with conventional aircraft. These

limitations and condition to which AerialWorks agrees to be bound when conducting

commercial operations under an FAA issued exemption include:

1. The sUAS will weigh less than 55 lbs.

2. Flights will be operated manually within visual line of sight (VLOS) of the Pilot and

aircrew (Spotter / Observer, Camera / Sensor Operator). 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 airborne data collection is planned.

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 Camera / Sensor

Operator.

6. The sUAS Pilot will be an FAA licensed airman with at least a private pilot’s certificate

and third class medical. The Camera / Sensor Operator and Spotter (Observer) will

hold at least a third class medical.

7. The sUAS Pilot will serve as Pilot in Command (PIC). If a pilot certificate holder other

than the sUAS Pilot, who possess the necessary PIC qualifications, is also present on

set (i.e. the Aerial Coordinator), that person can also be designated as PIC.

8. The sUAS will only operate within a confined “Sterile Area” as defined in the Manual.

Section D of the Manual requires the establishment of a “Security Perimeter” for the

flight operations areas.
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9. A pre-flight briefing will be conducted in regard to the planned sUAS operation 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.

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 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 equivalent level of safety

determination, as required by Appendix A.3 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 (3) days before

the proposed shoot as required by Section E of the Manual.

13. Pilot, Camera Operator, and Spotter (Observer) will have been trained in operation of

sUAS generally and received up-to-date information on the particular sUAS to be

operated as required by Section J and Section 2. B of the Manual.

14. Spotter (Observer) and Pilot will at all times be able to communicate by voice, radio,

and/or text.

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

16. All required permission s and permits will be obtained from territorial, 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 capability

to return to a pre-determined location within the Security Perimeter and land.

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

emergencies.
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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

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 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, pursuant to safety

requirements, 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

filming. The FAA will have advance notice of all operations. These safety enhancements,

which already apply to civil aircraft operated in connection with motion picture and television

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 liquid fuels, and inability to carry a

substantial external load.
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14 CFR §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 station, 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 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 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, 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 §61.113 (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 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 by

the requirements included in the Manual exceeds 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 private pilot as the PIC exceeds the present level of safety achieved

by 14 CFR §61.113 (a) & (b).
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14 CFR §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 check lists prior to each flight, as set forth in Sections J, L and Q, 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 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, 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 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 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 Sections J and K of the 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.
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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 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

experimental aircraft. See Exemptions Nos. 5778K & 9862A. The equivalent level of safety

provided by the fact that aircraft.

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 that is a fixed-wing or rotorcraft requests authority to

operate at altitudes up to 400 ft. AGL, or not more than 200 ft. above an elevated platform from

which filming 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 ft. AGL. It will however be operated in restricted area with 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, speed of the UAS as well

as 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 Section K of the Manual. Compared to flight operations with aircraft or rotorcraft

weighing far more than the maximum 55 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 the movie 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.
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14 CFR §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 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, 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. See Exemption 10673 (allowing Lockheed Martin Corporation to operate without

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 reserved 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.
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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 return the sUAS to its planned landing zone from anywhere in its limited operating

area.

Similar exemptions 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 passengers or crew.

The UAS fully loaded 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 these 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 exceptions includes Exemption Nos. 9565, 9665, 9789,

9789A, 9797, 9797A, 9816A, and 10700.
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14 CFR §91.405 (a); 407 (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 © 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 flight manual and operating handbook as referenced in the Manual.

(See Sections L and Q) 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 ft. 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 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 commercially a small unmanned vehicle (55lbs

or less) in industrial, motion picture and television operations.

Privacy

All flights will occur over private or controlled access property with the property owner’s prior

consent and knowledge. 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.
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Airborne Image Capture (Day & Night)

With regard to airborne filming AerialWorks Incorporated (“AWI”) adheres to all FAA

regulations. Further AWI airborne teams operate under the principals of: Safety First, Quality

Assurance, Accountability, Reporting, and Training. When approved by the FAA it is AWI’

mandate to treat all sUAS operations the exact same as that of conventional aircraft.

Approval of exemptions allowing commercial operations of sUASs in the film industry will

enhance safety by reducing risk. Conventional film operations, using jet or piston powered

aircraft, operate at extremely low altitudes just feet from the subject being filmed 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 (193

gallons for jet helicopter shown below). Such aircraft must fly to and from film location. In

contrast, a sUAS weighing fewer than 55lbs. (Inspire 1 travel case shown below) 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 case 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 flights.

INSPRIRE 1 – SINGLE CASE W/ DUAL CONTROLLERS ASTAR 355 W/IR SENSOR MOUNTED ON TYLER SIDEMOUNT
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The operation of small UASs, weighting less than 55lbs., 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 ground than

conventional operations conducted with turbine helicopters operating in close proximity to the

ground and people.

DAMAGE ASSESSMENT - CELLULAR TOWER POWER LINE - HIGH VOLTAGE SUB-STATION

The primary market of interest for AWI utilizing sUASs is the visual inspections of

telecommunications towers and secondary is power lines. To simulate sUAS aircraft flying at

below 400 feet AWI has conducted manned aircraft data collections utilizing gyro-stabilized

systems (i.e., CineFlex, Wescam) with standard long telephoto lenses. In the cellular tower

sector it is estimated the use of sUAS aircraft will reduce hazardous tower climbs by as much

as forty percent (40%). Aside from reducing the number of physical climbs, the utilization of

sUAS will dramatically lower the use of cranes and lifts, which also pose dangerous conditions

for build and repair personnel. In a number of instances, inspectors just need to get “eyes on”

the tower top assemblies to look for specific deficiencies. With regard to power lines when

climbers are sent in the power must be deferred. The use of sUAS may allow these industries

to fill in the data gaps where traditional aircraft are currently restricted. In addition AWI is

conducting engineering research with local universities addressing a number of sUAS

concerns (i.e., RF shielding, flight control range).
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It is anticipated that the airborne image capture process will be accomplished in both day and

night environments. Currently, conventional aircraft are flown in highly populated and/or urban

areas, with turbine powered helicopters. The grant of this exemption request will provide

improved safety in both day and night operations. To capture the highest quality of resolution

the majority of airborne data collections will take place during the 10:00am – 4:00pm window.

There may be night operations conducted where infrared sensors will be deployed. If such

operations are required the ground facilities and the subject tower assemblies may require

additional lighting so that visibility is as though it was conducted during daylight hours.

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 in the

industrial, motion picture and television production industry pursuant to the Manual appended

hereto. AWI 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,

Edward A. Silva

Chief Executive Officer

AerialWorks, Incorporated