Thomas M. Fernandez, CEO

SkyView Aerial Solutions LLC

477 Whispering Breeze Lane

Summerville, South Carolina 29486

July 28, 2015

Mr. James Williams

Manager, Flight Standards Service

Unmanned Aircraft Systems Integration Office

Federal Aviation Administration

800 Independence Avenue SW

Washington, DC 20591

and

United States Department of Transportation

Docket Management System

1200 New Jersey Avenue SE

Washington, DC 20590

RE: Amendment to Exemption No. 11920, Regulatory Docket No. FAA-2015-1276.

Exemption Request Section 333 of the FAA Reform Act and Part 11 of the

Federal Aviation Regulations from 14 C.F.R. 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); 91.405 (a); 91.407(a) (1); 91.409 (a) (2); 91.417 (a) &

(b).

Dear Mr. Williams and the United States Department of Transportation:

On June 26, 2015, the Federal Aviation Administration (“FAA”) granted SkyView 

Aerial Solutions LLC with an exemption from the Federal Aviation Regulations 

(“FARs”) - Exemption No. 11920, Regulatory Docket No. FAA–2015–1276. The prior 

exemption was granted with sixteen (16) posted comments and no questions from the 

FAA.

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the 

Reform Act) and 14 C.F.R. Part 11, SkyView Aerial Solutions seeks an additional 

exemption from the FARs as listed and discussed below. Specifically, SkyView Aerial 

Solutions seeks an additional exemption for the following unmanned aircraft systems

(UAS):

• DJI Phantom 2 Vision Plus

• DJI Phantom 3

• DJI Inspire 1

• 3D Robotics, Inc. Aero-M
2

SkyView Aerial Solutions’ UASs perform surveying, documentations, videography, 

photography, and training in order to provide services for the following which shall 

include but not be limited to: real estate, agriculture, utility and general infrastructure 

documentation, public safety, geospatial mapping and other forms of aerial data and 

imagery collection (“purposes”). The use of SkyView Aerial Solutions’ UASs for these 

purposes reduces the need to operate conventional aircraft, typically needed to perform 

these types of operations, provides an economic benefit to the business consumer as the 

SkyView Aerial Solutions provides higher quality imagery at a fraction of the cost of 

surveys using conventional aircraft. These savings result in not only enhanced efficiency 

and productivity for the affected activities but added environmental and safety benefits to 

the public at large.

For the purposes outlined above, and as more fully described below, SkyView Aerial 

Solutions requested exemption would authorize commercial operations which will be 

operated under controlled conditions at an altitude of no greater than four hundred (400) 

feet AGL in airspace that is limited in scope and will have automated control features. As 

outlined below, the airspace in which SkyView Aerial Solutions will operate within will 

be disclosed to the FAA in advance to flight operation. Finally, SkyView Aerial 

Solutions UASs will be used in lieu of comparatively hazardous operations now 

conducted with fixed wing and rotary conventional aircraft which should reassure the 

FAA that these operations will achieve at least an equivalent level or greater level of 

safety. The types of aircraft SkyView Aerial Solutions anticipates utilizing in order to 

provide the purposes includes: DJI Phantom 2 Vision Plus, DJI Phantom 3, DJI Inspire 1, 

and the 3D Robotics, Inc. Aero-M.

In the interest of economic efficiency and public safety, SkyView Aerial Solutions

hereby respectfully applies for an exemption from the listed FARs to allow commercial 

operations by SkyView Aerial Solutions, 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. Approval of this exemption would thereby enhance safety and fulfill the 

Secretary of Transportation’s (the FAA Administrator’s) responsibilities under Section 

333(c) of the Reform Act to “establish requirements for the safe operation of such aircraft 

systems in the national airspace system.”

As discussed above and more fully described below, the requested exemption would 

permit the operation of small, unmanned and relatively inexpensive UAs under controlled 

conditions in airspace that is limited and predetermined. Approval of this exemption 

would thereby enhance safety and fulfill the Secretary of Transportation’s 

(“Administrator”) responsibilities to “...establish requirements for the safe operation of 

such aircraft systems in the national airspace system.” See Section 333(c) of the Reform 

Act.
3

The name and address of the applicant is:

SkyView Aerial Solutions LLC

Attn: Thomas M. Fernandez, CEO

Ph: (843) 655-8944

Email: Tom.Fernandez@skyviewaerialsolutions.com

Address: 477 Whispering Breeze Lane, Summerville, South Carolina 29486

Regulations from which the exemption is requested:

14 CFR Part 21

14 C.F.R. 45.23(b)

14 CFR 61.113 (a) & (b)

14 C.F.R. 91.7 (a)

14 CFR 91.9 (b) (2)

14 C.F.R. 91.103

14 C.F.R. 91.109

14 C.F. R. 91.119

14 C.F.R. 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)

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

Section 333(a) through (c) of the Reform Act. This law 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 of the operator.

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).1

																																																							 1 Applicant interprets this provision to place the duty on the Administrator to not only process applications 

for exemptions under section 333, but for the Administrator to craft conditions 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.
4

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, which 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. §44701(f) 

See also 49 USC §44711(a); 49 USC §44704; 14 CFR §91.203 (a) (1).

SkyView Aerial Solutions LLC’s sUASs (Appendix 1) are rotorcraft and fixed wing

weighing 55 or fewer lbs. including payload. They operate under normal conditions at a 

speed of no more than 25 knots and have the capability to hover and move in the vertical 

and horizontal plane simultaneously. They will operate only in line of sight and will 

operate only within the sterile area described in the confidential SkyView Aerial 

Solutions Unmanned Aircraft Systems Operations Manual, attached as Appendix 2

(hereinafter “the Manual”)2. Such operations insure that the sUAS does “not create a 

hazard to users of the national airspace system or the public.”

3

Given the small size of the sUASs 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 sUASs 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 

the significant public benefit, including enhanced safety, reduction in environmental 

impacts, including reduced emissions associated with allowing UASs for infrastructure, 

construction, and business operations, the granting of the requested exemptions is in the 

public interest. Accordingly, the applicant respectfully requests that the FAA grant the

requested exemption without delay.

Background Information

SkyView Aerial Solutions LLC is in the business of consulting on building and 

maintaining mission specific sUAS for infrastructure, construction, and public safety. 

SkyView Aerial Solutions’ clients look to us for safe operations of sUAS. We have

developed specific safe UAV operational procedures. Increasingly, we have clients 

																																																							 2 Applicant submits this manual as a Confidential document under 14 CFR 11.35 (b) as the entire manual 

contains proprietary information that the applicant has not and will not share with others. The manual 

contains 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.

3 Reform Act Section 333 (b).
5

looking to operate sUAS for infrastructure and maintenance inspections, construction 

documentation, public safety, and business operations.

Operations performed by SkyView Aerial Solutions include:

Utility and General Infrastructure Documentation

Construction Site Documentation

Land Development 

Public Safety

Agriculture Inspection

Geospatial Mapping

As part of this SkyView Aerial Solutions is requesting FAA Exemption for sUAS 

operations for safety, inspection and video capture usage.

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 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 infrastructure, construction, and business operations 

conducted with conventional aircraft.

These limitations and conditions to which SkyView Aerial Solutions LLC 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 within line of sight of a pilot and/or observer.

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 flight is planned.

5. Minimum crew for each operation will consist of the sUAS Pilot and the Visual 

Observer.

6. The sUAS pilot will be a specially trained staff member of SkyView Aerial 

Solutions LLC knowledgeable of the airspace within which the operation will 

take place and how that airspace fits into the NAS.

7. The sUAS Pilot will be the Pilot in Command (PIC). If a pilot certificate holder 

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

present on site, that person can also be designated as PIC.

8. The sUAS will only operate within defined boundaries as outlined in Section 8.4

of the Manual.
6

9. A briefing will be conducted in regard to the planned sUAS operations prior to 

each mission. 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 mission 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 Section 8.4 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 days 

before the proposed mission as required in Section 8.1 of the Manual. Items will 

include:

a. Dates and times for all flights;

b. Name and phone number of the operator for the UAS mission conducted 

under this petition of exemption;

c. Make, model, and serial or N-number of UAS to be used;

d. Name and certificate number of UAS PICs involved in the mission;

e. A statement that the operator has obtained permission from property

owners and/or local officials to conduct the mission;

f. The list of those who gave permission made available to the inspector

upon request;

g. Signature of exemption-holder or representative; and

h. A description of the flight activity, including maps or diagrams of any 

area, city, town, county, and/or state over which the mission will be

conducted and the altitudes essential to accomplish the operation.

13. Pilot and observer will have been trained in operation of UAS generally and 

received up-to-date information on the particular UAS to be operated as required 

in Sections 7.4 and 7.5 of the Manual.

14. Observer and pilot will at all times be able to communicate by voice.

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

obtained.

16. All required permissions 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 the

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.
7

14 C.F.R. Part 21, Subpart H: Airworthiness Certificates 14 C.F.R. §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 for an airworthiness certificate, upon 

consideration of the size, weight, speed, operational 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 and observer, pursuant to the Manual’s policies, and under and in compliance 

with local public safety requirements, to provide security for the area of operation as is 

now done with conventional infrastructure and construction inspections and business 

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

enhancements, which already apply to civil aircraft operated in connection with 

infrastructure and construction inspections and business operations, 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.

14 C.F.R. § 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 a cabin, cockpit or pilot station on which the 
8

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, 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 C.F.R. § 61.113 (a) & (b): Private Pilot Privileges and Limitations: Pilot in 

Command.

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 specially trained staff 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 a single individual holding 

a commercial pilot’s certificate operating a conventional aircraft. The risks associated 

with the operation of the sUAS 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 by specially trained staff as the PIC exceeds the present level of 

safety achieved by 14 C.F.R. §61.113 (a) & (b).

14 C.F.R. §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 checklists prior to each flight, as set forth in Sections 

9.1 and 9.6, an equivalent level of safety will be provided.

14 C.F.R. § 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.
9

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 C.F.R. § 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 8 and 9 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.

14 C.F.R. §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 Exemption Nos. 5778K & 

9862A. The equivalent level of safety provided by the fact that neither a pilot nor 

passengers will be carried in the aircraft and by the size and speed of the aircraft.

14 C.F.R. §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 

helicopter and the exemption requests authority to operate at altitudes up to 400 AGL, or 

not more than 200 above an elevated platform from which operation 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 

AGL. It will, however, be operated in a restricted area with a security perimeter, where 

buildings and people will not be exposed to operations without their pre-obtained

consent.
10

The equivalent level of safety will be achieved given the size, weight, and speed of 

the UAS 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 of the advance notice to the 

property owner and participants in the mission, all affected individuals will be aware of 

the planned flight operations as set forth in Section 6.2, 8.1, and 8.2 of the Manual. 

Compared to flight operations with aircraft or rotorcraft weighing far more than the 

maximum 55lbs. 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 AGL in the infrastructure and construction inspections and 

business operations 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.

14 C.F.R. §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 checklist, confirming the altitude of the launch site shown on the GPS altitude 

indicator before flight.

14 C.F.R. § 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 30 minutes of powered 

flight. To meet the 30-minute reserve requirement in 14 CFR §91.151, sUAS flights 

would be limited to approximately 20 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 reserve 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 20 minutes would 

greatly reduce the utility for which the exemption will be granted.
11

Applicant believes that an equivalent level of safety can be achieved by limiting 

flights to 20 minutes or 25% of battery power 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.

Similar exemptions have been granted to other operations, including Exemptions 

2689F, 5745, 10673, and 10808.

14 C.F.R. §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 (a) 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.

14 C.F.R. §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 inspections, 

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 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 8.6 and 9). An equivalent level of safety will be 

achieved because these small UASs are very limited in size and will carry a small 
12

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 

feet 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 C.F.R. 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 C.F.R. §21, subpart H; 14 C.F.R 45.23(b);14 C.F.R. §§ 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) and (b); 

91.405 (a); 91.407 (a) (1); 91.409 (a) (2); 91.409 (a) (2) and 91.417 (a) & (b) to 

operate commercially a small unmanned vehicle (55lbs or less) in motion picture 

and television operations.

Approval of exemptions allowing commercial operations of sUASs in the 

infrastructure and construction inspections and business operations will enhance safety by 

reducing risk. Conventional infrastructure and construction inspections and business 

operations, using jet or piston power aircraft, operate at extremely low altitudes just feet 

from the infrastructure being inspected 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. Such aircraft must fly to and from the work

location. In contrast, a sUAS weighing fewer than 55 lbs. and powered by batteries 

eliminates virtually all of that risk given the reduced mass and lack of combustible fuel 

carried on board. The sUAS is carried to the worksite and not flown. The sUAS will carry 

no passengers or crew and, therefore, will not expose them to the risks associated with 

manned aircraft flights.

The operation of small UASs, weighing less than 55 lbs., 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 conventional operations conducted with turbine helicopters operating in 

close proximity to the ground and people.
13

Privacy

All flights will occur over private or controlled access property with the property

owner’s prior consent and knowledge. Infrastructure and construction inspections and 

business operations will be performed for people who have also consented for work to be 

performed or otherwise have agreed to be in the area where UAS flight will take place.

Conclusion

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 UAS in the infrastructure and construction inspections and business 

operations industry pursuant to the Manual appended hereto.

Sincerely,

Thomas M. Fernandez

Chief Executive Officer

SkyView Aerial Solutions LLC

cc. Andy McKitrick

Thomas Lucey

Derek Brayton
i

Appendix 1

1.1 - DJI Phantom 2 Vision+

See Attached Flight Manuals: 

DJI Phantom 2 Vision+ User Manual 1.8

1.2 – DJI Phantom 3

See Attached Flight Manuals: 

DJI Phantom 3 Professional User Manual 1.2
ii

1.3 – DJI Inspire 1

See Attached Flight Manual: 

DJI Inspire 1 User Manual 1.4

1.4 – DJI Inspire 1

See Attached Flight Manuals: 

3DR Aero-M Operation Manual

Appendix 2

Please see the attached Confidential & Proprietary:4

SkyView Aerial Solutions sUAS Operating Manual

SkyView Aerial Solutions sUAS Pre-Flight Safety Checklist

																																																							 4 Applicant submits this manual as a Confidential document under 14 CFR 11.35 (b) as the entire manual 

contains proprietary information that the applicant has not and will not share with others. The manual 

contains 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.