October 27, 2015 U.S
. Department ofTransportation Docket Management System 1200 New Jersey Ave
., SE Washington, DC 20590 Re: Exemption Request Under Section 333 of the FAA Reform Act and Part 11 of the Federal Aviation Regulations Dear Madam, Sir, Pursuant to Section 333 ofthe FAA Modernization and Reform Act of 2012 (the "Reform Act") and 14 C
.F
.R. Part 11 , SANE Technology (SANE), an operator of the eBee Unmanned Aircraft System ("eBee") seeks an exemption from the Federal Aviation Regulations ("FARs") listed below:
• 14 C.F.R. 21 • 14 C.F.R. 61.133(a) (b) • 14 C.F.R. 91.7(b) • 14 C.F
.R. 91.119 • 14 C.F.R. 91.151 (a) • 14 CFR Subpart E (91.401

- 91.417) The requested exemption would authorize commercial operations using the eBee for mapping, training, agricultural and survey applications. These operations will be subject to strict operating requirements defined in the eBee user manual SANE Technology requests the FAA treat the eBee training program as proprietary under 14 C .F.R. l l.35(b) and does not include this document in the public docket and conditions defined in the paragraph 3
. SANE Technology deploys innovative, 3D scanning/modeling services that make inaccessible or rigorous data collection possible. The organization was formed in 2010 with a mission of assisting with safe, efficient, and rapid data collection via the latest technologies that are available
. Placing technology into various industrial environments, as opposed to people, allows for safer documentation ofpotentially dangerous space. We hope to achieve an exemption to continue with our original mission. SANE Technology is actively engaged in field services for the mining, civil engineering, electric utility, pipeline, oil & gas, environmental, flood and hazards mapping industries
. To date, our services have been rooted in "boots on the ground" field activities that require our staffto work and coordinate in hazardous conditions such as active open-pit mines, electric utility substations and hazardous terrain
.1. CHARACTERISTICS OF THE AIRCRAFT The eBee is a small E-37
.8 inches wingspan) and ultra-light (maximum take-off weight of 1.7 pounds) platform made offlexible foam that performs pre-programmed precision aerial mapping missions thanks to the on-board GPS and the related flight management software (eMotion) that allows the operator to plan safely and efficiently a mission in 3D, and then monitor it in real-time. Thanks to the embedded camera, protected by a foam envelope, the eBee takes a collection of high-definition still images that are used later to generate maps and contour lines ofthe surveyed area. The four main characteristics ofthe eBee are : a. Very light weight The eBee is so light that the operator can launch it by hand and let it land on almost any surface without requiring a parachute or landing net (belly land). Its low impact energy (38 Jin case ofa controlled emergency landing) also significantly reduces the risk ofhazardous situations
. Finally, the wings ofthe eBee are detachable and made of flexible foam with no sharp or hard edges and almost no internal strengthening structure. b
. Electric-powered The eBee is electric powered
. A brushless engine technology makes it silent and reliable
. The propeller is attached with a rubber band to the body ofthe plane so that it can easily flex awa y in case ofcontact with any object.
c. Semi-automatic flight The artificial intelligence incorporated within the eBee autopilot system continuously analyzes data from the Inertial Measurement Unit and from the onboard GPS and takes care of all the aspects ofthe flight under the supervision ofthe operator. d
. Option for Manual control Additionally, the eBee provides an override capability that allows the operator to take manual actions during the flight (Go to Home, Go Land, Hold and Resume the mission) and also suspend automated operations and take manual control of the aircraft should it become necessary to respond emergent circumstances, thanks to the remote controller provided with the system. 2. APPLICATIONS SANE has more than a decade ofexperience conducting 3D laser surveys in large manufacturing space, industrial plants, historical structures, wastewater pipe-lines, coal mines, limestone mines, high-wall mines, tunnels, rotary kilns
. We take great pride in our ability to rapidly document space and deliver a finished product, tailored to the customer' s needs in a timely and cost effective manner. The value and advancement an eBee could bring to our industry is tremendous
. This technology could improve, or, in some cases, eliminate field crew activities in active mines, electric utility facilities and other hazardous environments
. As importantly, clients demand safe and professional field services and a UAV would insure maximum value with optimal safety conditions
. The eBee gives Sane the ability to collect and deliver unparalleled data to help drive safe and efficientoperations ofsuch facilities
. Access to the technolo--gy and state-of-the art software would allow us to work in ' active' spaces with little to no disruption of production
. Projects that were once considered cost-prohibitive, hazardous or overwhelming can now become a reality. We would offer a full range of applications with the eBee, including but not limited to : • Documentation oflarge interior space - As-built Surveys • 3D CAD model extraction from Point Cloud Scan Surveys (AutoCAD, Microstation, SolidWorks, 3ds Max
.. . ) • Scan to BIM Services (Revit, Bentley, ArchiCAD, Vectorworks, IFC.
.. ) • Interference (Clash) Detection (Navisworks, LFM, Bentley
. . .) • Remotely inspect and track degradation ofrefractory lining • Investigate pipes and other facility infrastructure • Estimate the volume and shapes of large surfaces (i.e. boilers, kiln shells, incinerators, buildings, etc.) • Fixed and mobile 3D scanning and processing • Estimate material reserves (Material Stockpiles, etc.) • Slope/Rock Face/Shoring Stability Monitoring • Topographic Surveys • Historical Preservation Surveys • Managing Mining Remediation • Substation security
3. APPLICABLE LEGAL STANDARD UNDER SECTION 333
a. Airworthiness assessment ofthe eBee SANE Technology notes that the airworthiness of the eBee has already been demonstrated for different projects in the United States, involving state /federal agencies or universities (among others the New Mexico State University: https:// newscenter.nmsu.edu/Articles/view / 10208/nmsuuas-flight-test-center-conducts-ebee-airworthiness-assessment, and the USACE New Orleans, who coordinated with the Department ofArmy and the FAA to obtain all authorizations required in order to operate the eBee UAS). Moreover the eBee already received 15 Exemptions from the FAA
. . SenseFly also obtained flight approvals for the eBee (delivered by national civil aviation authorities) in many countries, among others : • Switzerland (flight approval for VLOS operations) • Canada (flight approval for VLOS operations) • Australia (flight approval for VLOS operations) • France (flight approval for Extended-VLOS operations) • Germany (flight approval for VLOS operations) • United Kingdom (flight approval for VLOS operations) • Norway (flight approval for VLOS operations) • Sweden (flight approval for VLOS operations) • Denmark (flight approval for VLOS operations)b. Operating requirements Grant of the exemption to SANE Technology for the eBee will be subject to the following operating conditions : • 1
. Operations authorized by this grant ofexemption are limited to the SenseFly eBee when weighing less than 55 pounds including payload
. Proposed operations ofany other aircraft will require a new petition or a petition to amend this exemption
. • 2
. Operations for the purpose of closed-set motion picture and television filming are not permitted. • 3
. The UA may not be operated at a speed exceeding 87 knots (100 miles per hour). The exemption holder may use either groundspeed or calibrated airspeed to determine compliance with the 87 knot speed restriction. In no case will the UA be operated at airspeeds greater than the maximum UA operating airspeed recommended by the aircraft manufacturer
. • 4. The UA must be operated at an altitude of no more than 400 feet above ground level (AGL)
. Altitude must be reported in feet AGL.
• 5. The UA must be operated within visual line of sight (VLOS) of the PIC at all times
. This requires the PIC to be able to use human vision unaided by any device other than corrective lenses, as specified on the PIC ' s FAA-issued airman medical certificate or U.S. driver's license. • 6
. All operations must utilize a visual observer (VO)
. The UA must be operated within the visual line ofsight (VLOS) ofthe PIC and VO at all times. The VO may be used to satisfy the VLOS requirement as long as the PIC always maintains VLOS capability
. The VO and PIC must be able to communicate verbally at all times; electronic messaging or texting is not permitted during flight operations
. The PIC must be designated before the flight and cannot transfer his or her designation for the duration of the flight. The PIC must ensure that the VO can perform the duties required ofthe VO.
• 7. This exemption and all documents needed to operate the UAS and conduct its operations in accordance with the conditions and limitations stated in this grant of exemption, are hereinafter referred to as the operating documents
. The operating documents must be accessible during UAS operations and made available to the Administrator upon request. Ifa discrepancy exists between the conditions and limitations in this exemption and the procedures outlined in the operating documents, the conditions and limitations herein take precedence and must be followed
. Otherwise, the operator must follow the procedures as outlined in its operating documents
. The operator may update or revise its operating documents
. It is the operator' s responsibility to track such revisions and present updated and revised documents to the Administrator or any law enforcement official upon request. The operator must also present updated and revised documents if it petitions for extension or amendment to this grant of exemption. If the operator determines that any update or revision would affect the basis upon which the FAA granted this exemption, then the operator must petition for an amendment to its grant ofexemption. The FAA' s UAS Integration Office (AFS-80) may be contacted ifquestions arise regarding updates or revisions to the operating documents
. • 8
. Any UAS that has undergone maintenance or alterations that affect the UAS operationor flight characteristics, e.g. replacement of a flight critical component, must undergo a functional test flight prior to conducting further operations under this exemption
. Functional test
-flights may only be conducted by a PIC with a VO and must remain at least 500 feet from other people
. The functional test flight must be conducted in such a manner so as to not pose an undue hazard to persons and property.
• 9. The operator is responsible for maintaining and inspecting the UAS to ensure that it is in a condition for safe operation
. • 10. Prior to each flight, the PIC must conduct a pre-flight inspection and determine the UAS is in a condition for safe flight. The pre-flight inspection must account for all potential discrepancies, e.g. inoperable components, items, or equipment. Ifthe inspection reveals a condition that affects the safe operation of the UAS, the aircraft is prohibited from operating until the necessary maintenance has been performed and the UAS is found to be in a condition for safe flight.
• 11. The operator must follow the UAS manufacturer's maintenance, overhaul, replacement, inspection, and life limit requirements for the aircraft and aircraft components.
• 12
. Each UAS operated under this exemption must comply with all manufacturer safety bulletins.
• 13
. Under this grant ofexemption, a PIC must hold either an airline transport, commercial, private, recreational, or sport pilot certificate. The PIC must also hold a current FAA airman medical certificate or a valid U.S
. driver' s license issued by a state, the District of Colombia, Puerto Rico, a territory, a possession, or the Federal government. The PIC must also meet the flight review requirements specified in 14 CFR 

### § 61. 56 in an aircraft in which the PIC is rated on his or her pilot certificate
. • 14
. The operator may not permit any PIC to operate unless the PIC demonstrates the ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption, including evasive and emergency maneuvers and maintaining appropriate distances from persons, vessels, vehicles and structures. PIC qualification flight hours and currency must be logged in a manner consistent with 14 CFR §
.61.5l(b)
. Flights for the purposes of training the operator' s PICs and VOs (training, proficiency, and experience-building) and determining the PIC ' s ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption are permitted under the terms ofthis exemption
. However, training operations may only be conducted during dedicated training sessions
. During training, proficiency, and experience-building flights , all persons not essential for flight operations are considered nonparticipants, and the PIC must operate the UA with appropriate distance from nonparticipants in accordance with 14 CFR § 91
. 119
. • 15
. UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All operations must be conducted under visual meteorological conditions (VMC). Flights under special visual flight rules (SVFR) are not authorized
. • 16. The UA may not operate within 5 nautical miles ofan airport reference point (ARP) as denoted in the current FAA Airport/Facility Directory (AFD) or for airports not denoted with an ARP, the center ofthe airport symbol as denoted on the current FAA- published aeronautical chart, unless a letter ofagreement with that airport' s management is obtainedor otherwise permitted by a COA issued to the exemption holder
. The letter of agreement with the airport management must be made available to the Administrator or any law enforcement official upon request.

,* • 17. The UA may not be operated less than 500 feet below or less than 2,000 feet horizontally from a cloud or when visibility is less than 3 statute miles from the PIC.
• 18. Ifthe UAS loses communications or loses its GPS signal, the UA must return to a predetermined location within the private or controlled-access property.
• 19
. The PIC must abort the flight in the event ofunpredicted obstacles or emergencies
. • 20. The PIC is prohibited from beginning a flight unless (considering wind and forecast weather conditions) there is enough available power for the UA to conduct the intended operation and to operate after that for at least five minutes or with the reserve power recommended by the manufacturer ifgreater. • 21. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All operations shall be conducted in accordance with an ATO-issued COA. The exemption holder may apply for a new or amended COA if it intends to conduct operations that cannot be conducted under the terms ofthe attached COA.
• 22
. All aircraft operated in accordance with this exemption must be identified by serial number, registered in accordance with 14 CFR part 47, and have identification (NNumber) markings in accordance with 14 CFR part 45 , Subpart C. Markings must be as large as practicable
. 

## • • 23
. Documents used by the operator to ensure the safe operation and flight ofthe UAS and any documents required under 14 CFR §§ 91.9 and 91.203 must be available to the PIC at the Ground Control Station of the UAS any time the aircraft is operating
. These documents must be made available to the Administrator or any law enforcement official upon request.
• 24. The UA must remain clear and give way to all manned aviation operations and activities at all times
.



### - • 25
. The UAS may not be operated by the PIC from any moving device or vehicle
. • 26
. All Flight operations must be conducted at least 500 feet from all nonparticipating persons, vessels, vehicles, and structures unless : • a. Barriers or structures are present that sufficiently protect nonparticipating persons from the UA and/or debris in the event of an accident. The operator must ensure that nonparticipating persons remain under such protection
. If a situation arises where nonparticipating persons leave such protection and are within 500 feet of the UA, flight operations must cease immediately in a manner ensuring the safety of nonparticipating persons ; and • · b
. The owner /controller of any vessels, vehicles or structures has granted permission for operating closer to those objects and the PIC has made a safety assessment of the risk of operating closer to those objects and determined that it does not present an undue hazard. The PIC, VO, operator trainees or essential persons are not considered nonparticipating persons under this exemption.• 27
. All operations shall be conducted over private or controlled-access property with permission from the property owner /controller or authorized representative
. Permission from property owner £ controller or authorized representative will be obtained for each flight to be conducted
. • 28
. Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries of the operational area as defined by the applicable COA must be reported to the FAA's UAS Integration Office (AFS-80) within 24 hours
. Accidents must be reported to the National Transportation Safety Board (NTSB) per instructions contained on the NTSB Web site: www.ntsb.gov
. 3. CONCLUSION
Outlined in this exemption is a pragmatic approach to the safe operations ofan eBee ultra-light UAV. Overall, the technology offers a more efficient workflow for our business and industry
. Utilizing this system will allow us to provide customers services that will save more money, increase workflow efficiency and improve the overall safety within the workplace. SANE Technology, in association with senseFly, who has experience with safe integration of unmanned aircraft in the National airspace, has hopefully provided an adequatejustification for the grant ofthe exemption allowing use ofthe eBee system for aerial data collection and associated applications. Please do not hesitate to contact me ifyou have any questions.ANNEX A: EXEMPTION REQUEST AND EQUIVALENT LEVEL OF SAFETY SHOWINGS UNDER APPLICABLE RULES SUBJECT TO EXEMPTION SANE Technology requests- an exemption from the following regulations as well as any additional regulations that may technically apply to the operation ofthe eBee: 14 C.F.R. Part 21, Subpart B: Airworthiness Certificates 14 CFR § 91.203(a)(l) Section 91.203 requires all civil aircraft to have a certificate of airworthiness
. Part 21 , Subpart H, ent itled Airworthiness Certificates, establishes the procedural requirements for the issuance of airworthiness certificates as required by FAR 

### § 91.203 (a)
. Given the size of the eBee, its very light weight (the maximum take-off weight is 1.7 pounds) and the limited operating area associated with its utilization, it is unnecessary to go through the certificate of airworthiness process under Part 21 Subpart H in order to achieve or exceed current safety levels
. Such an exemption meets the requirements of an equivalent level of safety under Part 11 and Section 333 ofthe Reform Act. The Federal Aviation Act and Section 333 ofthe 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 ofthe UAS involved
. An analysis ofthese different criteria demonstrates that the eBee operated without an airworthiness certificate, under the conditions proposed in that exemption, will be at least as safe, or safer, than a conventional aircraft with an airworthiness certificate
. A proprietary risk assessment for operations with the eBee, which demonstrates that assertion, is also being submitted to the FAA as part of this application. SANE Technology requests the FAA treat the eBee risk assessment as proprietary under 14 C.F.R. 11. 3 5(b) and not include this document in the public docket. 14 C.F.R. § 61.3: Requirements for certificates, ratings and authorizations 14 C.F.R. § 61.113(a) & (b); 61.133(a): Private Pilot Privileges and Limitations; Pilot in Command; Commercial Pilot Privileges and Limitations The regulation provides that no person may serve as a required pilot flight crewmember of a civil aircraft ofthe United States, unless that person: ( 1) Has a pilot certificate or special purpose pilot authorization issued under this part in that person's physical possession or readily accessible in the aircraft when exercising the privileges of that pilot certificate or authorization. However, when the aircraft is operated within a foreign country, a pilot license issued by that country may be used. The regulation provides also that no person that holds a private pilot certificate may act as pilot in command ofan aircraft for compensation or hire
. Subparagraph (b) allows a private pilot to act as pilot in command ofan aircraft in connection with any business or employment if: (1 ) The flight is only incidental to that business or employment; (2) The aircraft does not carry passengers or property for compensation or hire
. Given the safety features of the eBee and the fact that the missions are pre-programmed and monitored in real-time with a specific flight management software (eMotion), SenseFly proposes that operators ofthe eBee should not be required to hold a commercial pilot certification
. Instead, operators should be required to :Have a sport or recreational pilot license (at least) and have successfully passed a manufacturer' s training program for the eBee
. 

### 14 C.F.R. 

### § 91.7(a): Civil aircraft airworthiness This regulation requires that no person may operate a civil aircraft unless it is in airworthy condition
. Should the exemption be granted allowing commercial operation ofthe eBee without an airworthiness certificate, no standard will exist for airworthiness ofthe eBee
. Given the size of the aircraft and the previous airworthiness assessments given to the eBee, among others:
• New Mexico State University : https :// newscenter.nmsu.edu/Articles/view / 10208/nmsuuas-flight-test-center-conducts-ebee-airworthiness-assessment
• USACE New Orleans, who coordinated with the Department of Army and the FAA to obtain all authorizations required in order to operate the eBee UAS for levee system monitoring, documentation of construction progress, and extensive oblique photography ofUSACE structures & activities An equivalent level of safety will be achieved by insuring compliance with the SenseFly manuals prior to each flight. 

### 14 CFR 

### § 91.119: Minimum Safe Altitudes The regulation provides that over sparsely populated areas the aircraft cannot be operated closer than 500 feet to any person, vessel, vehicle, or structure. Since the aircraft will be operating at a maximum of400 feet AGL, the eBee cannot comply with this requirement. The equivalent level of safety will be achieved because the eBee will only fly over private property with the permission of the landowner
. The operator will define before every flight a working area radius and a flight area ceiling, preventing the eBee to go beyond the flight area. The landowner and the persons who may be on the ground in the flight area will be briefed ofthe expected route offlight and the associated risks to persons and property on the ground
. Due to the small size of the eBee and the material with which the eBee is built, the hazard to persons, vessels, vehicles, and structures is not comparable to manned aircraft and should be considered in granting the exemption
. Moreover, the aircraft will not be operated over congested areas or over any open-air assembly of persons. The aircraft will be operated at an altitude allowing, ifa power unit fails , an emergency landing without undue hazard to persons or property on the surface
. 

### 14 C.F.R. 

### § 91.lSl(a): Fuel Requirements for Flight in VFR Conditions The regulation provides that no person may begin a flight in an airplane under day-VFR conditions unless there is enough fuel to fly to the first point ofintended landing and to fly after that for at least 30 minutes
. Given the area of operation for the eBee, SANE Technology believes that an equivalent level of safety is already achieved with the specific procedure preventing the eBee to accept a take-off order is the battery level is below a given value
. senseFly has integrated a "low and critical" battery-level warning, and implemented a "return to home" (and "Go Land") action in case of these situations
.14 CFR Subpart E (91.401 - 91.417) - Maintenance, Preventive Maintenance, and Alterations The regulation provides that the operator is primarily responsible for maintaining the aircraft in an airworthy condition, including compliance with Parts 39 and 43. Paragraphs 91.407 and 91.409 require that the aircraft be "approved for return to service by a person authorized under 43
.7" after maintenance and inspection
. Section 91.409(a)(2) requires an annual inspection for the issuance of an airworthiness certificate. Section 91.417(a) requires the owner or operator to keep records showing certain maintenance work that has been accomplished by certificated mechanics, under Part 43, or licensed pilots and records ofapproval ofthe aircraft for return to service. SANE Technology proposes that the maintenance of the eBee will be accomplished by the owner /operator according to the maintenance manual, provided by SenseFly. SANE Technology requests the FAA treat the eBee training program as proprietary under 14 C.F.R. 1 l .35(b) and not include this document in the public docket. An equivalent level of safety will be achieved because the eBee is small in size, it is not a complex mechanical device, it will carry no external payload, and it will operate only in restricted predetermined areas . Moreover, the operator is the person most familiar with the aircraft and is best suited to maintain the aircraft in an airworthy condition and to ensure an equivalent level of safety
. Finally, before every flight, the eBee runs automatically a sequence of pre-flight tests to make sure that every sensor and every critical part is running properly. Ifa problem is detected, the eBee will not be able to be switched-on and a message error is displayed on the main screen of the flight management software. The operator can then refer to the maintenance manual to troubleshoot this issue
. Several parts of the eBee are easily interchangeable (propellers, wings), which
.allows the operator to make sure the wings and propulsion system are always airworthy when a mission is initiated.