June 

### 30, 2015 Business 

## III ALASKA DIGITAL, LLC- "Asset Media Solutions" Address 

## Ill P.O. Box 190735Anchorage, AK 99519 Phone 

## III 907DIGITAL is (907)344-4825 Email 

## Ill 907DIGITAL @gmail.com Web 

## Ill 907DIGITAL .com

U.S. Department ofTransportation, Docket Operations West Building Ground Floor, Room w12-140 1200 NewJerseyAve. SE. Washington, DC 20590
USDOT Exemption Request Section 333 ofthe FAA Reform Act- COVER LETTER Attached, please find the ALASKA DIGITAL, LLC ("ALASKA DIGITAL") request for exemption from Code of Federal Regulations (CFRs) to allow commercial operation for Unmanned Aircraft Systems ("UAS") for aerial imagingfor NAICS Codes : 51, 

### 56, in the state ofAlaska

. This exemption request is forthe use of industry designated professional UAS manufactures as listed in the document. Additiora.lly, thjs letter**outlit:~es** the operating requirements, limitations, and technical specificationsfor requested**exemptic>n~for** the UAS.
Thank you foryourtime and consideration. Ifthere are questions or additional requests for materials, ALASKA DIGITAL, LLC will expedite answers and materialsASAP. Sincerely


### Av.DIGITAL, llC _,

# Adam~~- Manager**~Asset** Media Specialist. ALASKA DIGITAL, LLCJune 30, 2015 Business 

## III ALASKA DIGITAL, LLC- "Asset Media Solutions" Address 

## Ill P.O. Box 190735Anchorage, AK 99519 Phone 

## III 907DIGITAL is (907)344-4825 Email 

## Ill 907DIGITAL @gmail.com Web 

## III 907DIGITAL .com

U.S. Department ofTransportation, Docket Operations West Building Ground Floor, Room w12-140 1200 NewJerseyAve. SE. Washington, DC 20590 Exemption Request Section 333 ofthe FAA Reform Act
USDOT
In accordance with Section 333 ofthe FAA Modernization and Reform Act of2012 and 14CFR Part 11, ALASKA DIGITAL, LLC, a licensed business entity (#1023417, see attachments) in the State ofAlaska, hereby applies for exemptionsfrom the following Federal Aviation Regulations (FARs) in orderto operate Unmanned Aircraft Systems (UAS) for commercial applications in National Airspace (NAS) that is governed by the Federal Aviation Administration (FAA). All flight operations will be conducted underthe conditions and boundaries outlined herein or as established by the FAA in accordance with Section 333.
In accordance with the FAA, CFR's, and approved exemption documentation, ALASKA DIGITAL, LLC, requests to safely operatefor commission UAS.
The exemptions, as requested byALASKA DIGITAL, LLC, would permitthe provision of commercial operations for "Information" 

### & "Administrative, Support, Waste Management and Remediation Services" (NAICS Code: 51 

### & 56) in the State ofAlaska. Regulations from which an exemption is requested:
14CFR Part 21 14 CFR Part 27 14 CFR 45.23 14 CFR 45.27 14 CFR 61.113 14 CFR 91.103 14CFR 91.105 14CFR 91.109 14CFR 91.119 14CFR 91.121 14CFR 91.151 14CFR 91.203 14CFR (91.401- 91.421) Subpart E 14CFR 91.7 14CFR 91.9



## 1ALASKA DIGITAL, LLC, seeks relief in orderto ensure compliant operations as set forth by regulatory agencies for primary line of business for NAICS Code 51, "Information", furthermore "All Other Information Services" including subcomponents, with a secondary line ofbusiness NAICS Code 56 "Administrative, Support, Waste Management and Remediation Services", furthermore, "All Other Business Support Services" including subcomponents. Benefiting the public coincides with ALASKA DIGITAL's 'CommitmentTo Safety'. Safe and lawful operations of UAS will enable ALASKA DIGITAL, LLC, to provide clients with innovative solutions that in turn help sustain economies and promote astable infrastructure. Owner, Adam Holzer, has a 14year history in Alaska's aviation communityas well as client histories with non-profit and for-profit companies. Providing innovative "asset media" will continue to promote medical and health awareness as well as fitness and wellbeingthroughoutthe state. In addition, supplying businesses newsolutionsto expand markets and generate revenues.

11SAFE SKIES, SUSTAINABLE SOLUTIONS" /// SAFETY COMMITMENT ALASKA DIGITAL, LLC., "Safety First, Target Zero".
- Low costs, reduced noise, and low environmental impact are the top reasons thatthe UAS industries are flooding the market. ALASKA DIGITAL, LLC,. sets the pace by campaigning safety as being top prioritywithin their line ofexpertise. The advantages of UAS are easy to recognize and ALASKA DIGITAL, LLC, sets the example by "flying right". SAFEST IN ALASKA- ALASKA DIGITAL, LLC, wi!! train, document, and monitorstandard operating procedures (SOP's) of UAS as setforth by the FAA, CFR's, and documentation ofthis exemption forthe following industry professional UAS model manufacturers: 3DR, BLADE, DJI, FREEFLY, HUBSAN, Parrot, Walkera, xFold, XProHeli, and YUNEEC; furthermore operating within parameters of: federal, state, and local regulations, <551b total weight, <50 knots max speed, <400ftAGL altitude, operate within visual line ofsite and remaining clear of manned aircraft operations. ALASKA DIGITAL knows thatthe FAA has partnered with industry associations to promote Know BeforeYou Fly, a campaign to educate about using unmanned aircraftsafely and responsibly. ANY incident, accident, orflight operation thattransgresses the lateral/vertical boundaries ofthe operational area as defined by the COA will be reported to the FAA's UAS Integration Office (AFS-80) within 24 hours. Accidents will be reported tothe National Transportation Safety Board (NTSB) per instructions contained on the NTSB Web site: www.ntsb.gov.
EXEMPTION SUMMERY
14C.F.R. Part 21, Subpart H, Airworthiness Certificates & 14C.F.R. § 91.203(a)(1). This petition seeks an exemption from 14 C.F.R. Part 21, Subpart H, which establishes the procedural requirements forthe issuance of airworthiness certificates as required by 14 C.F.R. §91.203(a)(l). Given the size and limited operating area associated with the UAS to be utilized bythe Petitioner, an exemption from Part 21 Subpart H meets the requirements ofan equivalent level ofsafety under Part 11 and Section 333 ofthe Reform Act.
The Federal Aviation Act (49 U.S.C.§ 44701(f)) and Section 333 ofthe Reform Act both authorize the FAA to exempt aircraftfrom the requirementfor an airworthiness certificate, upon consideration ofthe size, weight, speed, operational capability, and proximityto airports and populated areas ofthe particular UAS.
In all cases, an analysis ofthese criteria demonstrates thatthe UAS operated without an airworthiness certificate, in the restricted environment and underthe conditions proposed will be at least as safe, orsafer, than a conventional rotorcraft operating with an airworthiness certificate withoutthe restrictions and conditions ofthe proposed UAS operations. Equivalent Level ofSafety The UAS to be operated hereunder are less than 55 lbs. fully loaded, carries neither a pilot nor passenger, and carries no explosive materials orflammable liquid fuels. Unlike other civil aircraft, the proposed operations in this petition for exemption will be controlled and monitored by the operator, in accordance with the requirements.



## 2These safety enhancements, which already apply to civil aircraft operated in connection with existing inspection operations, provide agreater degree ofsafetytothe public and property owners than conventional operations conducted with airworthiness certificates issued under 14 C.F.R. Part 21, Subpart H. Lastly, application ofthese same criteria demonstrates thatthere is no credible threatto national security posed by the UAS, due to its size, speed ofoperation, location ofoperation, lack ofexplosive materials orflammable liquid fuels, and inabilityto carry asubstantial external load.
14 C.F.R. Part 27: Airworthiness Standards: Normal Category Rotorcraft. 14 C.F.R. Part 27 sets forth the procedural requirements for airworthiness certification of normal category rotorcraft. To the extentthe Petitioner's UAS would otherwise require certification under Part 

### 27, as a rotorcraft, Petitioner requests an exemption from Part 27's airworthiness standardsforthe same reasons identified in the exemption request from 14 C.F.R. Part 21, Subpart H.
Aircraft Marking and Identification Requirements: 14 C.F.R. §§ 91.9(c), 4S.23(b) and 45.27(a). This petition seeks an exemption from the aircraft marking and identification requirements of 14 C.F.R. §§ 91.9(c), 45.23(b) and 45.27(a).
14 C.F.R. § 91.9(c), Civil aircraftflight manual, marking, and placard requirements, provides that: No person may operate a U.S.-registered civil aircraft unless that aircraft is identified in accordance with part 45 ofthis chapter.
14 C.F.R. § 45.23(b), Markings ofthe Aircraft, states: 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 tothe cabin, cockpit, or pilotstation, in letters not less than 2 inches nor more than 6 inches high, the words "limited," "restricted," "light-sport," "experimental," or "provisional," as applicable.
14 C.F.R. § 45.27(a), Rotorcraft, states: Each operator ofa rotorcraft must display on that rotorcraft horizontallyon both surfaces ofthe cabin, fuselage, 

### boom, ortail the marks required by §45.23. Exemption from§ 45.23(b) is warranted because the UAS has no entrance to the cabin, cockpit, or pilotstation on which the word "Experimental" can be placed. Moreover, given the size ofthe UAS, two-inch letteringwould be impossible. The word "Experimental" will be placed on thefuselage in compliance with§ 45.29(f). Given the nature ofthe specific reliefsought bythis exemption request, Petitioner requires relieffrom the associated marking and identification requirements of§45.27(a) and§ 91.9(c), which would require compliance with§ 45.23(b). Equivalent Level of Safety An equivalent level ofsafety for exemptions to the aircraft marking and identification requirements of§§ 91.9(c), 45.23(b) and 45.27(a), will be provided by having the UAS marked on its fuselage as required by §45.29(f) where the pilot, observer, and others workingwith the UAS will see the identification ofthe UAS as "Experimental." Additionally, Petitioner will ensure compliance with any requests of UAS marking bythe FAA.
14 C.F.R. § 61.113 (a) & (b): Private Pilot Privileges and limitations: Pilot in Command. This petition seeks an exemption from the private pilot privileges and limitations of§ 61.113 (a) & (b), which states: Private Pilot Privileges and Limitations: Pilot in Command. (a) Except as provided in paragraphs (b) through (h) ofthis section, no person who holds a private pilot certificate may act as pilot in command ofan aircraftthat is carrying passengers or propertyfor compensation or hire; nor maythat person, for compensation or hire, act as pilot in command ofan aircraft. (b) A private pilot may, for compensation or hire, act as pilot in command ofan aircraft in connection with any business or employment if: (1)Theflight is only incidental tothat business or employment; and (2) The aircraft does not carry passengers or propertyfor compensation or hire.
Section 61.113(a) limits private pilots to being in command of non-commercial flights. Section 61.113(b)(1) provides an exception that allows a private pilotto command an aircraftwithout passengers or property, in connection with business or employment if"[t]theflight is only incidentaltothat business or employment." That


## 3exception likely does notapply tothe proposed operations underthis petition for exemption, as theflights are not incidental to the proposed aerial surveys and inspections but rather essential to it. Accordingly, this petition seeks an exemption to§ 61.113(a)'s commercial limitation and/or§ 61.113(b)(1)'s requirementthatthe flight be incidental tothe business to benefit from the exception. Equivalent Level ofSafety Because the UAS will not carry a pilot or passengers and is inherently stable, with sophisticated computer and GPS controls, the proposed operations can achieve the equivalent level ofsafetyto§ 61.113 (a) and (b), by requiring the PIC operatingthe UAS to have training.
Unlike aconventional aircraftthat carries the pilot and passengers, the UAS is remotely controlled with no living thing on board. Moreover, the area ofoperation is controlled and restricted, and all flights are planned and coordinated in advance in accordance with the Manuals, and flights are limited in duration and altitude.
14C.F.R. § 91.9(b)(2): Civil Aircraft Flight Manual in the Aircraft. This petition seeks an exemption from the flight manual requirements of 14 C.F.R. §91.9(b)(2), which states: (b) 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 ofthis chapter, unless there is available in the aircraft acurrent approved airplane or Rotorcraft Flight Manual, approved manual material, markings, and placards, orany combination thereof.
Given its size, configuration, and load capacity, the UAS has no abilityto carry such a manual on the aircraft, not only because there is no pilot on board, but because there is simply no room or capacity to carry such an item on the aircraft. Equivalent Level ofSafety The safety related purpose ofthis manual requirement can be equally satisfied by maintaining the UAS flight manual at the ground control pointwhere the pilot flying the UAS will have immediate access to it. Accordingly, Petitioner requests an exemption from §91.9(b)(2)'s flight manual requirements, on the condition thatthe UAS flight manual be available at the control point during each operation.
14C.F.R. § 91.7(a): Civil Aircraft Airworthiness. This petition seeks an exemption from 14 C.F.R. §91.7(a), which requires that acivil aircraft be in an airworthy condition to be operated. Inasmuch there will be no airworthiness certificate issued forthe UAS, should this exemption be granted, no FAA regulatory standard will exist for determining airworthiness. Equivalent Level ofSafety Given the size ofthe UAS and the requirements contained in the Manual for maintenance and use ofsafety checklists priorto each flight, an equivalent level ofsafetywill be provided.
14C.F.R. § 91.103: Preflight Action. This petition seeks an exemption from § 91.103, which requires a PIC to become familiarwith specific information before each flight, including information contained in the FAA approved Flight Manual on board the aircraft. Inasmuch as an FAA approved flight manual will not be provided forthe UAS, an exemption will be needed. Equivalent Level ofSafety An equivalent level ofsafetywill be provided byfollowing the Aircraft Operations Manual comprehensive preflight checklist. The PIC will take all actions, including reviewing weather, flight battery requirements, landing and takeoff distances, and aircraft performance data, before initiation offlight.
14C.F.R. 91.105- Flight crewmembers at stations Seeks exemption from 14 C.F.R. 91.105, which discusses flight crewmembers atstations. Specifically, 91.105 states "(a) Duringtakeoffand landing, and while en route, each required flight crewmembershall (1) Be atthe crewmember station unless the absence is necessary to perform duties in connection with the operation ofthe aircraftor in connection with physiological needs; and (2) Keep thesafety belt fastened while atthe crewmember



## 4station. (b) Each required flight crewmember ofa U.S.-registered civil aircraftshall, during takeoffand landing, keep his or her shoulder harness fastened while at his or her assigned duty station. This paragraph does not apply if(1) The seat atthe crewmember's station is not equipped with ashoulder harness; or (2) The crewmember would be unable to perform required duties with the shoulder harness fastened. AlertS will need exemption from this regulation due tothe fact thatthe sUAS will not have aflight crew orcrew stations otherthan the PIC and a FOVO. The PIC will also not have to be restrained intoa seat via shoulder harness orsafety belt atthe time ofthe flight.
14C.F.R. § 91.109(a): Flight Instruction. This petition seeks an exemption from 14 C.F.R. § 91.109(a), which provides that "no person may operate acivil aircraft (except a manned free balloon) that is being used forflight instruction unless that aircraft has fully functioning dual controls." UAS and remotely piloted aircraft, by their design do not have fully functional dual controls. Instead, flight control is accomplished through the use ofacontrol box that communicates with the UAS via radio communications. Equivalent Level ofSafety Given the size and speed ofthe UAS, an equivalent level ofsafe training can still be performed without dual controls because no pilot or passengers are aboard the UAS, and all persons will be asafe distance away should the UAS experience any difficulties duringflight instruction.
14C.F.R. § 91.119: Minimum Safe Altitudes. This petition seeks an exemption from the minimum safe altitude requirements of 14 C.F.R. § 91.119. Section 91.119 prescribes the minimum safe altitudes underwhich aircraft may notoperate, including 500feet above the surface and awayfrom any person, vessel, vehicle, orstructure in non-congested areas. C.F.R. § 91.119(c). Section § 91.119{d)(1) allows for a helicopterto operate at less than those altitudes when itcan be operated "without hazard to persons or property on the surface," provided that "each person operatingthe helicopter complies with any routes or altitudes specifically prescribed for helicopters by the FAA.
To provide the intended inspections, the UAS will normally need to be operated within a range ofbetween 50 and 200 feetfrom the property beingfilmed or photographed. Accordingly, due to the nature ofthe proposed operations, the PIC may attimes be less than 500 feet awayfrom structures during the operation, and an exemption is therefore required. Equivalent Level ofSafety Compared to flight operationswith rotorcraft weighting far more than the maximum 55 lbs. proposed herein, and the lack offlammable fuel, any risk associated with these operations is far less than those presently presented with conventional aircraft. An equivalent level ofsafety will be achieved given the size, weight, and speed ofthe UAS as well as the location where it is operated. No flight will be taken withoutthe permission ofthe property owner and/or local officials. Because ofthe advance noticetothe property owner and participants, all affected individuals will be aware ofthe planned flight operations. Furthermore, by operating at such loweraltitudes, the UAS will not interfere with other aircraftthatare subject tothe minimum safe altitude regulations.
14C.F.R. § 91.121 Altimeter Settings. This petition seeks an exemption from 14 C.F.R. § 91.121, which requires a person operating an aircraftto maintain cruising altitude orflight level by reference to an altimeterthat is set to the elevation ofthe departure airport or barometric pressure. An exemption is required because the UAS does not have a barometric altimeter, but rather a GPS altitude read out. Equivalent Level ofSafety An equivalent level ofsafetywill be achieved byfollowing the procedures set forth in the Manual. As prescribed in the Manual,the operatorwill confirm the altitude ofthe launch site shown on the GPS altitude indicator before flight. Moreover,the PIC will use the GPS altitude indicatorto constantly monitorthe UAS height, thus ensuring operation at safe altitudes.



## 514 C.F.R. § 91.151(a): Fuel Requirements for Flight in V FR Conditions. This petition seeks an exemption from 14 C.F.R. §91.151(a)'s fuel requirements forflight in VFR conditions. Section 91.151 states: (a) No person may begin aflight in an airplane underVFR conditions unless (considering wind and forecast weather conditions) there is enough fuel toflyto the first point of intended landing and, assuming normal cruising speed (1) Duringthe day, to fly afterthatfor at least 30 minutes; or (2) At night, tofly afterthat for at least 45 minutes. The battery powering the UAS provides approximately 20 minutes of powered flight. An exemption from the 30 minute reserve requirement in 14 CFR §91.151 is therefore required. Equivalent Level ofSafety An equivalent level ofsafety can be achieved by limitingflights to 25 minutes or 25% of battery power, whichever happens first. This restriction would be more than adequate to return the UAS to its planned landing zone from anywhere within its limited operating area. Operation ofthe UAS with less than 30 minutes of reserve fuel does not engenderthe type of risks thatSection 91.151{a) was intended to alleviate given the size and speed ofthe small UAS. Moreover, operation will be limited to controlled areas where only people and property owners, or official representatives who have signed waivers will be allowed.
14C.F.R. § 91.203 (a) 

### & (b): Carrying Civil Aircraft Certification and Registration. This petition seeks an exemption from civil aircraft certification and registration requirements of 14 C.F.R. § 91.203 (a) and (b). The regulation provides in pertinent part: (a) Except as provided in §91.715, no person may operate a civil aircraft unless it has within itthefollowing: {1) An appropriate and current airworthiness certificate (b) No person may operate a civil aircraft unless the airworthiness certificate required by paragraph (a) ofthis section or a special flight authorization issued under §91.715 is displayed atthe cabin or cockpit entrance so that it is legible to passengers or crew.
In addition tothe factthat Petitioner is seeking an exemption from the airworthiness certificate requirements, an exemption tothis regulation is necessary because: (1) the UAS's load capacity and size does notallow itto carry certification and registration documents; (2) the UAS does not have a cabin or cockpit entrance atwhich the documents could be displayed; and (3) there are no passengers or crew forwhom the certificates need be displayed. Equivalent Level ofSafety To the extentthese regulations are applicable tothe proposed UAS operations, an equivalent level ofsafetywill be achieved by keeping these documents atthe ground control pointwhere the pilotflying the UAS will have immediate access to them.
14 CFR Subpart E{91.401 - 91.421} - Maintenance, Preventive Maintenance, Alterations. Section 91.405(a) requires that an aircraft operator or owner 11Shall have that aircraft inspected as prescribed in subpart Eofthis part and shall between required inspections, except as provided in paragraph(c) ofthis section, have discrepancies repaired as prescribed in part 43 ofthis chapter". The regulation provides thatthe operator is primarily responsible for maintainingthe aircraft in an airworthy condition, including compliance with part 39 and 43. Paragraphs 91.407 and 91.409 require that the aircraft be "approved for return to service by a person authorized under43.7" after maintenance and inspection. Equivalent Level ofSafety The PIC will ensure before each flightthe aircraft is in airworthiness condition and perform an inspection before and afterthe flight is overto ensure its continued safety. We feel these policies will ensure an equivalent level of safety.
14 C.F.R. §§ 91.405(a); 91.407(a)(1}; 91.409(a)(2); 91.417 (a) & (b): Maintenance Inspections. This petition seeks an exemption from the maintenance inspection requirements of 14 C.F.R. §§ 91.405(a); 91.407(a)(1); 91.409(a)(2); 91.417 (a) & (b). These regulations specify maintenance and inspection standards in reference to 14 C.F.R. Part 43. See, e.g., 14 C.F.R. § 91.405(a) (statingthat each owner or operator ofan aircraft "shall have that aircraft inspected as prescribed in subpart Eofthis part and shall between required inspections

... have discrepancies repaired as prescribed in part43 ofthis chapter"). An exemption to these regulations is needed



### 6because Part 43 and these sections apply onlyto aircraftwith an airworthiness certificate, which the UAS will not have. Equivalent Level ofSafety An equivalent level ofsafetywill be achieved because maintenance and inspections will be performed in accordance with the Manuals. As provided in the Manuals, the operatorwill ensure thatthe UAS is in working order priorto initiatingflight, perform required maintenance, and keep a log ofany maintenance performed. The operator is the person mostfamiliarwith the aircraft and best suited to maintain the aircraft in an airworthy condition to provide the equivalent level ofsafety.
Ifmechanical issues arise, the UAS can land immediately and will be operatingfrom no higherthan 200 feetAGL. Moreover, the UAS's small size, carrying capacity, and the fact that flight operations will onlytake place in restricted areas for limited periods oftime, create less risk than the same factors associated with conventional fixed-wing aircraft and rotorcraft performing the same operation.
14C.F.R. 91.7(a):Civil Aircraft Airworthiness This regulation states that (a) No person may operate acivil aircraft unless it is in airworthy condition and (b) The pilot in command ofacivil aircraft is responsible for determiningwhetherthat aircraft is in condition for safe flight. The pilot in command shall discontinuethe flight when un-airworthy mechanical, electrical, orstructural conditions occur. Equivalent Level ofSafety The UAS operated without an airworthiness certificate, underthe proposed conditions, will at a minimum, be as safe, orsafer, than a conventional aircraftwith an airworthiness certificate. DOES NOT carry a pilot, or a passenger, and does not carry flammable fuel, at anytime while operating in controlled areas. With the combination of approval for onsite operations, the size ofthe UAS, no flammable fuel, and the fact the aircraftwill be carried to the location ofoperation, notflown, establish at minimum the equivalent level ofsafety. The FAA has approved similar exemptions in 11062, 11063, 11064, 11065, 11066, 11067, 11080, and 11153.
Thank you for consideration. Sincerely

Adam Holzer Manager- Asset Media Specialist ALASKA DIGITAL, LLC STATE OF ALASKA }ss. THIRD JUDICIAL DISTRICT } THIS IS TO CERTIFY on this 

# 3atic. day ofJune, 2015, personally appeared before me, Adam Gregory Holzer on behalfofALASKA DIGITAL, LLC, and he certified to me that he has read the above and foregoing document and thatthe statements contained therein are true and correct to the best ofhis knowledge and belief.

# ~4-J~Y&~f? NOTARY PUBLIC in and forALASKA MyCommission Expires: 06/26/2019



## 7

### Alaska Business License

### #


## Alaska DepartmentofCommerce, Community, and Economic Development Division ofCorporations, Business and Professional l-icensing P.O. Box 110806, Juneau, Alaska 99811-0806
This is to certify that 

# ALASKA DIGITAL, LLC
P. 0. BOX 190735 ANCHORAGE AK 99519 owned 

### by
ALASKA DIGITAL, LLC

is licensed bythe departmentto conduct business forthe period June 30, 2015 through December 31, 2016 forthe following line ofbusiness: 51 -Information 56
- Administrative, Support, Waste Management and Remediation Services

This license shall not be taken as permission to do business in the state without having complied with the other requirements ofthe laws ofthe State orofthe United States. This license must be posted in a conspicuous place atthe business location. It is nottransferable or assignable. Chris Hladick Commissioner 

## 1023417

### Alask.a l::ntity#10030533 

# State of**Ala~ka** 

# Department of Commerce, Community, and Economic Development Corporations, Business, and Professional Licensing



# Certificate ofOrganization

The undersigned, as Commissioner of Commerce, Community, and -Economic Development of the State of Alaska, hereby certifies that a duly signed and verified filing pursuant to the provisions of Alaska Statutes has been received in this office and has been found to conform to law. ACCORDINGLY, the undersigned, as Commissioner of Commerce, Community, and Economic Development, and by virtue of the authority vested in me by law, hereby issues this certificate to 

## ALASKA DIGITAL, LLC

IN TESTIMONYWHEREOF, I execute the certificate and affixthe Great Seal ofthe State ofAlaska effective

### June 30, 2015. 

# C4_

# ~~ Chris Hladick Commissioner