The Extent of relief Jeremy Blackwood seeks and the Reason He Seeks Such Relief

The Extent of relief Christopher Gardner seeks and the Reason He Seeks Such Relief: I, Christopher Gardner, submit this application in accordance with the Reform Act, 112 P.L. 95 §§ 331 334, seeking relief from any currently applicable FARs operating to prevent me, Jeremy Blackwood, contemplated commercial cinematic, academic and other flight operations within the national airspace system. The Reform Act in Section 332 prov ides for such integration of civil unmanned aircraft systems into our national airspace system as it is in the public’s interest to do so. My ultra

- light weight UAS meets the
definition of “small unmanned aircraft” as defined in Section 331 and therefore t he integration of my
ultra

- light weight UAS is expressly contemplated by the Reform Act. I would like to operate my ultra

lightweight UAS prior to the time period by which the Reform Act requires the FAA to promulgate rules governing such craft. Thereby, p roviding direct experience and valuable information for formal regulation that can be administered uniformly to all UAS aerial video and photography. The Reform Act guides the Secretary in determining the types of UASs that may operate safely in our nation al airspace system. Considerations include: The weight, size, speed and overall capabilities of the UAS's; Whether the UAS will be operated near airports or heavily populated areas; and, Whether the UAS will be operated by line of sight. 112 P.L. 95 § 333 (a). Each of these items reflect in favor of an exemption for me, Christopher Gardner. My UAS utilizes four (4) counter rotating propellers for balance, control and stability. My UAS is equipped with GPS and auto return safety technology. Weighing less tha n seven (7) pounds (far below the maximum 55

- pound limit) ; including camera with gimbal. Jeremy Blackwood, Wyandotte MI Section 333 Exemption Petition I consider safety as foremost with each flight. My small unmanned aircraft is designed to hover in pla ce via GPS and operate in less than a 10 m/s wind knot (approx. 22 mph) wind. For safety, stability and fear of financial loss I will not fly in winds exceeding 7 m/s (15 mph). Built in safety systems include a GPS mode that allows my UAS to hover in place when radio controls are lost. With three modes to choose from, I utilize the Positioning Mode for aerial 3 videography/photography. This is the safest, most reliable and stable mode to prevent accident and hazard. When pilot communication is lost UAS is d esigned slowly descend to point of takeoff, or near the control transmitter when utilizing Dynamic Mode. I do not operate my UAS near airports, Hospitals nor Police heliports, and do not operate near areas where general public is within fifty to one hundre d ( 100) yards depending on location, conditions and weather. I am constantly on alert for any manned aircraft (Police/Medical helicopters, etc.) and prepared to land/abort immediately to the nearest and safest ground point should a manned aircraft approac h my location or I suspect manned aircraft may approach near my location. My UAS is capable of vertical and horizontal operations, and are flown only within my line of sight, as the remote control pilot. Utilizing battery power rather than combustible
fuel s, flights generally last between eight (8) to twelve (12) minutes, with an altitude under two hundred fifty (250) feet. I utilize a fresh fully charged battery with each flight as a safety precaution; full flight time limit for each battery is eighteen (1 8) to twenty

- two (22) minutes as tested. I do not operate my UAS at or below manufacture recommend minimum charge levels for operation; preferring to remain well within a safe operating range to insure adequate communication between radio control and UAS t o eliminate potential for crash, loss of control or hazard. Reserve batteries are at hand with each exercise to insure replacement for sufficient safe level of operation. I do not believe in taking risk that may cause a crash, that could create hazard to t he public/property/manned aircraft, and have no desire to lose an investment. I have clocked numerous practice flights in remote areas as a hobbyist simulating flights forfuture commercial use to gain familiarization with the characteristics of this speci fic UAS's performance

under different temperature and weather conditions. I also practice computerized simulated flights to maintain adequate skills and response reflex time. All for the sake of safety. I am extremely cautious when operating of my UAS/ultr a lightweight unmanned aircraft and will not “create a hazard to users of the national airspace system or the public.” 112 P.L. 95 § 333 (b). Given the small size and weight of my UAS it falls well within Congress’s contemplated safety zone when it promulg ated the Reform Act and the corresponding directive to integrate UAS's into the national 3 Positing Mode includes GPS, Vision Positioning Sensors, and Barometer for position hold, self leveling, altitude command, GPS, return home and dynamic return to home feature, and safety control to return home or land in the event of communication interruption between RC transmitter and UAS. See “Flight Mode” in Inspire 1 User Manual Christopher Gardner, Gainesville FL Section 333 Exemption Petition airspace system . My UAS, the DJI Inspire 1, used in hobby flight, has a demonstrable safety record and does not pose any threat to the general public or national security.