August 14, 2015

U.S. Department of Transportation Docket Management System 1200 New Jersey Ave., SE Washington, DC 20590
ELECTRONIC SUBMISSION Dear Sir or Madam: Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (herein referred to as Reform Act) and 14 CFR Part 11, Digital GIS, hereby applies for an exemption from the listed Federal Aviation Regulations (FARs) to allow commercial operation of sUAS for precision aerial surveying, 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. Digital GIS is a consulting firm that provides geospatial, surv eying, geosciences, inspection, photographic, and cinemagraphic services to a wide range of industries in the United States. The company leverages the capacities of mapping software, GPS systems, and surveying equipment to provide these services to industr ies that rely on them for regulatory compliance, public safety, and asset management. Being positioned in this highly competitive industry requires a significant investment in the aforementioned software and hardware products, but to also be aware of forth coming technological developments. The sUAS is among a group of several technological developments that Digital GIS considers to be a tool that will have a positive impact on the way we perform data collection, photogrammetry, and visual documentation meth odologies, all of which are services we provide for our customers. As detailed in this document, the requested exemption would permit the operation of sUAS under controlled conditions in airspace that is 1) limited, 2) predetermined, 3) controlled as to a ccess and 4) would provide safety enhancements to the already best practices safety protocols followed by Digital GIS . Approval of this exemption would thereby enhance safety and fulfill the Secretary of Transportation’s responsibilities to “...establish req uirements for the safe operation of such aircraft systems in the national airspace system.” Section 333(c) Reform Act. The name and address of the applicant is: Digital GIS, LLC Edward Roske 1164 Sedgewood Circle West Melbourne, FL 32904 321

- 795

- 3240 Edward@DigitalGIS.comRegulations 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 91.111(a) 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)
**AUTHORITY FOR EXEMPTIONS** The Federal Aviation Act expressly grants the FAA authority to issue exemptions. This statutory authority includes exempting civil aircraft, as the term is defined under §40101 of the Act, including sUASs, from the requirement that all civil aircraft must have a current airworthiness certificate. The Administrator m ay 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 USC §44701(f). See also 49 USC §44711(a); 49 USC §44704; 14 CFR 91.203(a)(1). Section 333(b) of the Reform Act assist the Secretary in determining whether sUASs may operate in the national airspace system without creating a hazard to the user, the public, or a threat to national security. In making this determination, the Secretary must consider:

 The sUAS’ size, weight, speed and operational capability;
 Whether the sUAS operates within the visual line of sight of the operator;
 Whether the sUAS operates outside of highly populated areas and away from close proximity to airports. Reform Act 333(a). If the Secretary determines that a sUAS “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). **Digital GIS ’**  **sUAS Fleet Specifications** Digital GIS’ fleet of sUAS consist of the following characteristics that illustrate their minimal impact to human beings, manned aircraft, and infrastructure:**1. 3DRobotics**  **Solo :** 

o Max Flight time: 25minutes without payload, 20 min with payload o Dimensions: 10 inch tall, 18 inch motor to motor o Weight: 1500g, 1800g with payload o Max distance: 0.5 miles o Flight controls: WiFi 2.4 GHz o Max speed: 55 m ph o Max payload 420 g o Max altitude: 400ft
**2. SenseFly eBee** 

o Total weight with maximum allowable payload: 1.5lbs, o Dimensions: Greatest width: 96c m ( 38in) o Material: EPA foam, carbon structure & composite parts o Maximum speed: 56mph o Battery system (11.1 volt, 2150 maH lithium

- polymer) provides fi fty ( 5 0 ) minutes of flight time o Radio link range up to 3 km (1.86miles)
The sUAS will operate only in the pilot’s or visual observer’s visual line of sight at all times. Such operations will insure that the sUAS will “not create a hazard to users of the national airspace system or the public.” Reform Act Section 333(b). Given the small size of the sUAS involved and the restricted environment within which they will operate, our application falls squarely within the zone of safety (an equivalent level of safety) in which Congress envisioned that the FAA must, by exemption, allow commercial operations of sUASs to commence immediately. Also due to the small size of the UAS and the low altitudes in which our sUAS wil l operate, approval of the application presents no national security issue. The sUAS can be operated entirely by a touch

- screen, map - based interface. This means the operator only needs to command the system where to go, and the system does all the flying for the operator. The sUAS can be operated in both semi and fully autonomous flight modes, with the operator simply clicking on a map to create a pre
- planned flight path for a flight. In addition, the operator can create no fly zones or maximum flight rang es and altitudes so the system cannot enter areas deemed unsafe or unnecessary to fly over. The sUAS has built

- in intelligent fault handling which allows it to detect a system fault while in the air and automatically fly back to its take

- off location and land. Faults that can be detected include: loss of communication; exceeding pre

- set wind thresholds; and low battery levels. All flight operations are global positioning system (GPS) controlled, making the system easy to navigate. At any point if the op erator is not explicitly commanding the system to move, the system automatically holds its GPS position. The flight control system employs not only GPS positioning but a variety of sensors including sonar, barometric pressure, temperature, wind speed and o thers to ensure stability solong as wind thresholds are not exceeded. Also a flight termination link

– to prevent a “fly away” or

other potentially dangerous situation

– is available to the operator.
**DESCRIPTION OF SPECIFIC REGULATIONS** 14 CFR Part 21, Subpart H: Airworthiness certificates Subpart H, 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 utiliz ed by Digital GIS, 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 USC §44701(f)) and Section 333 of the Reform Act both authorize the FAA to exempt aircraft from the requirement for an airworthiness certificate, upon consideration of the size, weight, speed, operational capability and proximity to airports and populated areas of the particular sUAS. In all cases, an analysis of these cr iteria demonstrates that the sUAS 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 operating with an airworthiness certificate w ithout the restrictions and conditions proposed. 14 CFR 45.23(b): Marking of the aircraft This regulation requires that certain experimental, provisionally certified aircraft, or light

- sport category aircraft to be marked with letters between 2 inches and 6 inches high “limited”, “restricted,” “light

sport,” “experimental,” or “provisional,” near each entrance to a cabin, cockpit or pilot station. Even though the UAS will have no airworthiness certificate, an exemption may be needed as the sUAS will have no entrance to the cabin, cockpit or pilot station on which the word “Experimental” can be placed. Given the size of the sUAS, 2 inch lettering will be impossible. Digital GIS will mark the sUAS with the organization’s name and address. An insurance barc ode attached to the aircraft will also be linked to Digital GIS

. 14 CFR 61.113(a) & (b): Private pilot privileges and limitations: Pilot in command Sections 61.113(a) and (b) limit private pilots to non

- commercial operations. Because the sUAS will not carry a pilot or passengers, the proposed operations can achieve the equivalent level of safety of current operations by requiring the pilot operating the aircraft to have completed a UAS flight training course of 100 hours before flying a sUAS. Unlike a c onventional aircraft that carries the pilot and passengers, the sUAS is remotely controlled with no living thing or cargo on board. The area of operation is controlled and restricted, and all flights are planned and coordinated in advance. The risks associ ated with the operation of the small UAS are so diminished from the level of risk associated with commercial operations contemplated by Part 61 when drafted, that allowing operations of the sUAS as requested exceeds the present level of safety achieved by 14 CFR 61.113(a) and (b). 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, shoul d this exemption be granted, no FAA regulatory standard will exist for determining airworthiness. Given the size of the aircraft and therequirements for maintenance and use of safety checklists prior to each flight an equivalent level of

safety will be provided. 14 CFR 91.9(b)(2): Civil aircraft flight manual, marking and placard requirements 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 User Manual at the ground control point where the pilot flying the sUAS will have immediate access to it.
14 C FR 91.103: Preflight action This regulation requires each pilot in command take certain actions before flight to ensure the safety of flight. An exemption is needed from this requirement as the pilot will take separate preflight actions, including checki ng for weather conditions, checking flight battery requirements, checking takeoff and landing distances, and all other actions in the safety checklists. These actions will provide an equivalent level of safety. 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. By design, sUASs and remotely piloted aircraft do not have fully functional dual controls. Flight control is accomplished through the use of a control box that communicates with the aircraft via radio communications. The equivalent level of safety is provided by the fact that neither a pilot nor passengers will be carr ied in the aircraft, the ability to control the sUAS via radio signals from the controller and by the size and speed of the aircraft.
14 CFR 91.11 1(a) : Operating near another aircraft
Section 91.11 1(a) establishes that no person may operate an aircraft so close to another aircraft as to create a collision hazard. Occasionally, sUAS engage in simultaneous flight routines that employ more than one (1) sUAS in a tightly controlled, patterned flight plan based on onboa rd GPS positioning navigation systems. This method of data collection employs interferometric capture sequences, requiring more than one measurement sensor during the flight routine. 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. Th is exemption is for a multirotor craft that flies similarly to a helicopter, with vertical takeoff and vertical landing, which will typically operate at altitudes of 200 feet above ground level (AGL), so an exemption may be needed to allow such operations. The sUAS will never operate at altitude higher than 400 AGL and all operations will occur during daylight hours under Visual Meteorological Conditions (VMC) only.The equivalent level of safety will be achieved given the size, weight and speed of the sU AS as well as

the location where it is operated. No flight will be taken without the permission of the property owner or local officials. Because advance notice to the property owner and any onsite personnel, as well as the precautions outlined below, all affected individuals will be aware of the planned flight operations. Flight operations will be conducted at least 500 feet from all non

- participating persons (persons other than the pilot in command (PIC) or visual observer (VO)), vessels, vehicles and structures, unless: Barriers or structures are present that sufficiently protect non

- participating persons from debris in the event of an accident. The PIC will ensure that non

- participating persons remain under such protection. If a situation arises where non - participating persons leave such protection and are within 500 feet of the sUAS, flight operations will cease immediately and/or; The aircraft is operated near vessels, vehicles or structures where the land owner/controller has granted permission a nd the PIC has made a safety assessment of the risk of operating closer to those objects and; Operations near the PIC or VO do not present an undue hazard to the PIC or VO, per 14 CFR 91.119(a). The sUAS will remain within visual line of sight of the P IC or VO. Flight operations will be conducted at least 5 miles from an airport and at least 3 miles from any city or densely populated area. The PIC or VO will provide notification to the local Flight Standards District Office and airport controller of all operations within 5 miles of an airport. The FAA will have advance notice of all operations through the filing of notices

-to
- airmen. Compared to flight operations with aircraft or rotorcraft weighing far more than the sUAS proposed herein and carrying flammable fuel, any risk associated with our operations is far less than those presently presented with helicopters and other conventional aircraft operating at or below 500 feet AGL. In addition, the low

- altitude operations of the sUAS will ensure separati on between these UAS operations and the operations of conventional aircraft that must comply with Section 91.119. 14 CFR 91.121: Altimeter Settings This regulation requires each person operating the aircraft to maintain cruising altitude by reference t o 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 equ ivalent level of safety will be achieved by the PIC 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) outlines fuel requirements for beginning a flight in VFR conditions. Our sUAS is limited to operations in controlled environments and has a limited flight time which require an exemption from 14 CFR 91.151(a). The battery powering the s UAS provides approximately 25 minutes of powered flight. This would render the sUAS unable to meet the 30 minute reserve requirement in 14 CFR 91.151. Given the limitations onthe sUAS’s proposed flight area and the location of its proposed operations with in a predetermined

area, a longer time frame for flight in daylight VFR conditions is reasonable. An equivalent level of safety can be achieved by limiting flights to 20 minutes, or enough battery reserve to ensure that the sUAS lands at the ground stati on with at least 20% of battery power (as determined by the onboard monitoring system and the PIC), whichever happens first. This restriction would be more than adequate to return the sUAS to its planned landing zone from anywhere in its limited operating area. 14 CFR 91.203(a) & (b): Carrying civil aircraft certification and registration The sUAS has no cabin, cockpit or pilot station and is operated without an onboard pilot. Therefore, there is no ability or place to carry certification and registrati on 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 th e sUAS. 14 CFR 91.405(a); 407(a)(1); 409(a)(2); 417(a) & (b): Maintenance inspections These regulations require that an aircraft operator or owner “shall have that aircraft inspected as prescribed in subpart E of this part and shall between required in spections, except as provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter...,” and others shall inspect or maintain the aircraft in compliance with Part 43. Given that these sections and Part 43 ap ply only to aircraft with an airworthiness certificate, these sections will not apply to Unmanned Experts. Maintenance will be accomplished by the operator pursuant to the manufacturer’s recommendations . An equivalent level of safety will be achieved becau se these sUASs 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 sUAS can land immediately and will be operating from no higher than 400 feet AGL. The o perator will ensure that the sUAS 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.
**PUBLIC INTEREST** Approval of exemptions allowing commercial operations of sUASs for precision aerial surveys enhances safety while reducing risk. Manned aircraft monitoring and surveying creates a greater risk because the craft are much larger, have combustible fuel, and carry an onboard human pilot. In contrast, a sUAS weighing 5 po unds and powered by batteries eliminates virtually all of that risk given the reduced mass and lack of combustible fuel carried on board. The sUAS will carry no passengers or crew and, therefore, will not expose them to the risks associated with manned aircraft flights. Conducting aerial surveys with the sUAS, instead of manned aircraft, will greatly benefit the public by drastically reducing the levels of air and noise pollution generated during traditional aerial survey flight operations. By using batte ry power and electric motors, the sUAS produces no air pollution and is aviable, environmentally conscious alternative to the cabin class, six cylinder internal combustion twin

engine aircraft that are typically utilized for aerial surveys, while burning approximately 20

- 30 gallons per hour of leaded aviation fuel. The sUAS, while reducing the carbon footprint of aerial surveys, also reduces noise pollution as it is propelled by battery powered electric motors rather than an internal combustion engine.
**E QUIVALENT LEVEL OF SAFETY**  Unmanned Experts proposes that the exemption requested herein apply to civil aircraft that have the characteristics and that operate within the limitations listed herein. These limitations provide for at least an equivalent or even higher level of safety to operations under the current regulatory structure because the proposed operations represent a safety enhancement to the already safe protocols followed by aerial survey operations conducted with helicopters and other conventio nal aircraft. Unmanned Experts will be bound by the following limitations when conducting its sUAS operations under an FAA issued exemption:
1. The sUAS will weigh less than 5 5 pounds. 2. Flights will be operated within line of sight of a pilot and/or observer. 3. Maximum total flight time for each operational flight will be 20 minutes. Flights will be terminated at 20% battery power reserve should that occur prior to the 20 minute limit. 4. Fl ights will be operated at an altitude of no more than 400 feet AGL. 5. Flight operations will be conducted 5 miles from an airport and at least 3 miles from any city or densely populated area, which are depicted in yellow on VFR sectional charts. 6. Flight ope rations within 5 miles of an airport require notification and approval from the local Flight Standards District Office and airport controller. 7. Flight operations will occur during daylight hours and under visual meteorological conditions only. 8. The FAA wil l have advance notice of all operations through the filing of notices

-to
- airmen. 9. Minimum crew for each operation will consist of the sUAS pilot and visual observer. 10. The sUAS pilot will be an FAA licensed airman with at least a private pilot’s certificate and third class medical. 11. The pilot and visual observer will have been trained in the operation of the sUAS. 12. The pilot and visual observer will at all times be able to communicate by voice and/or text. 13. Written and/or oral permission from the relevant property holders will be obtained. 14. Flight operations will be conducted at least 500 feet from all non

- participating persons, vessels, vehicles and structures unless: a. Barriers or structures are present that sufficiently protect non

- participating persons fro m debris in the event of an accident. The pilot will ensure that non

- participating persons remain under such protection. If a situation arises where non

- participating persons leave such protection and are within 500 feet of the sUAS, flight operations will cease immediately and/or; b. The aircraft is operated near vessels, vehicles or structures where the land owner/controller has granted permission and the PIC has made a safety assessment of the risk of operating closer to those objects and; c. Operations near the pilot or visual observer do not present an undue hazard to the pilot or visual observer. 15. If the sUAS loses communication or loses its GPS signal, the sUAS will have the capability to return to a safe, pre

- determined location and land.16. The sUAS will have the capability to abort flight in case of unpredicted obstacles or emergencies.

**PRIVACY** All flights will occur over private or controlled access property with the property owner’s prior consent and knowledge. Images taken will be of individuals wh o have also consented to being filmed or otherwise have agreed to be in the area where aerial photography will take place.
**FEDERAL REGISTER SUMMARY** Digital GIS, Mr. Edward Roske, Aerial Photogrammetrist and Mapping Specialist, 1164 Sedgewood Circle, Wes t Melbourne, Florida 32904 , petitioned the FAA on behalf of Digital GIS for an exemption from part 21 and §§ 45.23(b), 61.113(a) and (b), 91.7(a), 91.9(b)(2), 91.103, 91.109, 91.111(a), 91.119, 91.121, 91.151(a), 91.203(a) and (b), 91.405(a), 407(a)(1), 409(a)(2), 417(a) and (b) of Title 14, Code of the Federal Regulations (14 CFR). The exemption would allow commercial operation of small Unmanned Aircraft Systems (sUASs) for precision aerial surveys , inspection, photography, and cinematography

. ******* 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 adeq uate justification for the grant of the requested exemptions allowing commercial operation of Digital GIS’ sUAS for precision aerial surveys, inspection, photography, and cinematography. Sincerely, Digital GIS, LLC Edward Roske Aerial Photogrammetrist and Mapping Specialist