# Rupprecht Law P. A.

28 11 Grande Parkway, Suite 113 | Palm Beach Gardens, FL 33410 P: (561) 222

- 6979 | E: jon@jrupprechtlaw.com | W: www.jrupprechtlaw.com

November 19 , 2015 U. S. Department of Transportation Docket Management System 1200 New Jersey Ave., SE, West Building Ground Floor, Room W 12

- 140 , Washington, DC 20590

Re: Petition for Exemption under Part 11 of the Federal Aviation Regulations and Secti on 333 of the FAA Modernization and Reform Act from 14 C.F.R. 61.23(a) & (c); 61.101(e)(4) & (5); 61.113(a); 61.315(a); 91.7(a), 91.119(c); 91.121; 91.151(a)(1); 91.405(a); 91.407(a)(1); 91.409(a)(1) & (2); and 91.417(a) & (b).

PETITION FOR A SUMMARY GRA NT EXEMPTION

Dear Sir or Madam:

Matternet Inc. petitions for an exemption from the listed Federal Aviation Regulations (“ FAR ’ s ”)
to conduct commercial drone operations. The authority for the FAA to grant this petition is from 14 C.F.R.
Part 11 and Section 333 of the FAA Moderniz ation and Reform Act of 2012.

**T ABLE OF**  **C ONTENTS**  I. QUICK REFERENCE SUMMARY

................................ ................................ ................................ ....... 2
II. PETITIONER ’ S CONTACT INFO:

................................ ................................ ................................ ...... 2 III. THE REGULATIONS WHICH THE PETITIONER IS REQUESTING EXEMPTION FROM

........ 3
IV. THE EXTENT OF RELIEF THE PETITIONER IS SEEKING

................................ .......................... 3
V. REASONS WHY THE PETITIONER IS SEEKING RELIEF FROM THE REGULATIONS AND WHY THE EXEMPTION WOULD PROVIDE AN EQUIVALENT LEVEL OF SAFETY

.................... 8

A. 14 C.F.R. § 61.23(a) & (c): Medical Certificates

................................ ................................ ............. 8
B. 14 C.F.R. § 61.101(e)(4) & (5): Recreational Pilot Privileges and Limitations; 14 C.F.R. § 61.113 (a): Private Pilot Privileges and Limitations; and 14 C.F.R. § 61.315(a): Sport Pilot Limitations.

......... 8
C. 14 C.F.R. § 91.7(a): Civil Aircraft Airworthiness.

................................ ................................ ........... 9
D. 14 C.F.R. § 91.119(c): Minimum Safe Altitudes.

................................ ................................ .......... 10
E. 14 C.F.R. § 91.121: Altimeter Settings.

................................ ................................ ......................... 10Page 2 of 14 F. 14 C.F.R. § 91.151(a): Fuel Requirements for Flight in VFR Conditions.

................................ ..... 11
G. 14 C.F.R. § 91.405 (a); § 91.407 (a) (1); § 91.409 (a) (2); § 91.417(a) & (b): Maintenance Inspections

................................ ................................ ................................ ................................ .............. 11
VI. REASONS WHY GRANTING THIS PETITION WOULD BE IN THE PUBLIC INTEREST

...... 12
VII. FEDERAL REGISTER SUMMARY

................................ ................................ ................................ 13
VIII. OPERATING DOCUMENTS

................................ ................................ ................................ .......... 13
IX. STATUTORY AUTHORITY TO GRANT THIS PETITION

................................ ............................ 13
X. CONCLUSION

................................ ................................ ................................ ................................ .... 14

I. QUICK REFERENCE SUMMARY

x The aircraft s to be flown will be the Matt ernet One a nd the Matternet One R&D

.

x The operations will be for aerial data collection

. 1

x The manual will be submitted confidentially.

x The Petitioner is proposing to operate under the restrictions listed in Exemption # 13567 , listed in a section below, which will provide an equivalent level of safety as the burdensome regulations.

II

. PETITIONER ’ S CONTACT INFO:

Matternet Inc. 3511 Edison Way, Menlo Park, CA 94025
Legal Counsel for Petitioner Rupprecht Law, P.A. 2811 Grande Parkway, Suite 113, Palm Beach Gardens, Florida 33410 jon@jrupprechtlaw.com

1 “ Aerial data collection includes any remote sensing and measuring by an instrument(s) aboard the UA. Examples include imagery (photography, video, infrared, etc.), electronic measurement (precision surveying, RF analysis, etc.), chemical measurement (particulate measurement, etc.), or any other gathering of data by instruments aboard the UA. ” Exempt ion No. 11482Page 3 of 14 III

. THE REGULATIONS WHICH THE PETITIONER IS REQUESTING EXEMPTION FROM

x 14 C.F.R. § 61.23(a) & (c)

x 14 C.F.R. § 61.101(e)(4) & ( 5 )

x 14 C.F.R. § 61.113 (a)

x 14 C .F.R. § 61.315 (a)

x 14 C.F.R. § 91.7 (a)

x 14 C.F.R. § 91.119 (c)

x 14 C.F.R. § 91.121

x 14 C.F.R. § 91.151 (a)( 1 )

x 14 C.F.R. § 91.405 (a)

x 14 C.F.R. § 91.407 (a)( 1 )

x 14 C.F.R. § 91.409 (a)( 1 ) & ( 2 )

x 14 C.F.R. § 91.417 (a) & (b)

IV

. THE EXTENT OF RELIEF THE PETITIONER IS SE EKING The Petitioner proposes these restrictions and believes that these limitations provide an equivalent level of safety, if not greater, as the FAR ’ s presently imposed upon the Petitioner. Each of the regulations above will be talked about in greater de tail in another section in this petition.

These limitations and conditions are equal to Exemption # 13567 except for the difference in
aircraft and closed set approval. The list of limitations and conditions include the following:

1. Operations authori zed by this grant of exemption are limited to the Matternet One and
Matternet One R&D when weighing less than 55 pounds including payload. Proposed operations of any 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 kn ot speed restriction. In no case will the UA be operated at airspeeds greater than the maximum UA operating airspeed recommended by the aircraft manufacturer.Page 4 of 14 4. The UA must be operated at an altitude of no more than 400 feet above ground level (AGL).
Altitud e 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

- issue d 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 of sight (VLOS) of the 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 of the VO.
7. This exemption and all documents needed to operate the UAS and conduct its operations in
accordance with the conditions and l imitations 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. If a 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 operatin g 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 mu st 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 of exemption. The FAA ’ s UAS Integration Office (AFS −80) may be contacted if questions arise regarding updates or revisions to the operating documents.Page 5 of 14 8. Any UAS that has undergone maintenance or alterations that affect the UAS operation or 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 fun ctional 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 fligh t, 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. If the inspection reveals a

c ondition 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 mai ntenance, 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 of exemption, a PIC must hold eit her 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 Columbia, 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 struct ures. PIC qualification flight hours and currency must be logged in a manner consistent with 14 CFR § 61.51(b). Flights for thePage 6 of 14 purposes of training the operator ’ s PICs and VOs (training, proficiency, and experience

building) and determining the PIC ’ s abil ity to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption are permitted under the terms of this exemption. However, training operations may only be conducted during dedicated training sessions. During train ing, 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 operat ions 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 of an airport reference point (ARP) as denoted in the current FAA Airport/Facility Directory (AFD) or for airports not denoted with an ARP, the center of the airport symbol as denoted on the current FAA

- published aeronautical chart,
unless a letter of agreement with that airport ’ s management is obtained or 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 req uest.
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. For tethered UAS operations, the tether line must have colored pennants or streamers a ttached at not more than 50 foot intervals beginning at 150 feet above the surface of the earth and visible from at least one mile. This requirement for pennants or streamers is not applicable when operating exclusively below the top of and within 250 feet of any structure, so long as the UA operation does not obscure the lighting of the structure.
19. If the UAS loses communications or loses its GPS signal, the UA must return to a pre
determined location within the private or controlled

- access property.
20. The PI C must abort the flight in the event of unpredicted obstacles or emergencies.
21. 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 operati on andPage 7 of 14 to operate after that for at least five minutes or with the reserve power recommended by the manufacturer if greater.
22. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All operations
shall be conducted in accordance with a n 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 of the attached COA.
23. 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 (N

− Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must be as large as practicable.
24. Documents used by the operator to ensure the safe operation and fligh t of the 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 enforce ment official upon request.
25. The UA must remain clear and give way to all manned aviation operations and activities at all
times.
26. The UAS may not be operated by the PIC from any moving device or vehicle.
27. 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

non participating 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

p ersons; 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 p resent an undue
hazard.Page 8 of 14 The PIC, VO, operator trainees or essential persons are not considered nonparticipating persons under this exemption.

28. All operations shall be conducted over private or controlled

- access property with permission from the property own er/controller or authorized representative. Permission from property owner/controller or authorized representative will be obtained for each flight to be conducted.
29. Any incident, accident, or flight operation that transgresses the lateral or vertical bound aries 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

.
V

. REASONS WHY THE PETITIONER IS SEEKING RELIEF FROM THE REGULATIONS AND WHY THE EXEMPTION WOULD PROVIDE AN EQUIVALENT LEVEL OF SAFETY

**A.** 14 C.F.R. § 61.23 (a) & (c): Medical Certificates The reason why t he Petitioner is seeking relief from 61.23(a) & (c) is because E xemption s #
11221 , # 13567 , and many others have determined that a U.S. driver ’ s license being used in lieu of a medical certific ate provides an equivalent level of safety as sub

- section s (a ) and (c).
Therefore, since the proposed restrictions have already been determined by the FAA to provide an equivalent level of safety, the Petitioner is seeking the same exact restrictions as o ther previously granted exemptions to allow for commercial operations using at a minimum either a third class medical
or a driver ’ s license with an airman certificate

.
**B.** 14 C.F.R. § 61.101(e)(4) & (5): Recreational Pilot Privileges and Limitation s; 14 C.F .R. § 61.113 (a): Private Pilot Privileges and Limitations; and 14 C.F.R. § 61.315(a): Sport Pilot Limitations

. The reason for this petition is that t he regulations applying to these three pilot certificates all
limit the commercial activities of the pilo ts; thus, commercial activities would be almost completely prohibit ed leaving the only alternative to be the pilots obtaining an extremely burdensome alternative
of a commercial pilot certificate.Page 9 of 14 Regarding private pilots, sub

- section 61.113(a) limits priv ate pilots to non

- commercial operations; “[ h]owever, in Grant of Exemption No. 11062 to Astraeus Aerial (Astraeus), the FAA determined that a PIC with a private pilot certificate operating . . . [a] UAS would not adversely affect operations in the NAS or p resent a hazard to persons or property on the ground ” 2 by co nducting commercial operations. “[ M]anned airmanship experience of a commercially certificated pilot would not correlate to the airmanship skills necessary for ” 3 commercial drone operations. Addit ionally, in Exemption # 11221, # 13567 , and many others the FAA has declared that requiring the PIC to “ hold either an airline transport, commercial, private, recreational, or sport pilot certificate ” 4 provides an equivalent level of safety as the regulat ions

. Since the FAA has determined numerous times that a minimum of a sport pilot certificate be required for commercial UA operations, Matternet Inc. is asking for the PIC to be required to have at a minimum a sport pilot certificate when c onducting comme rcial operations. This requirement also alleviates any security concerns as the TSA would have already done a background check on the individual possessing the pilot certificate.

**C.** 14 C.F.R . § 91.7(a ): Civil Aircraft Airworthiness.

The reason the P etitioner is request ing relief from this regulation is because the FAA does not
need to issue an airworthiness certificate for this unmanned aircraft and the requirements contained in
the above referenced manual will be sufficient for determining th e airworthiness of the aircraft.

T he restrictions already agreed to will require the PIC to conduct a pre

- flight ch eck to determine airworthiness and the operator to be “ responsible for maintaining and inspecting the UAS to ensure that it is in a condition for safe opera tion. ” 5 The referenced manual along with the restrictions obligating the PIC and operator to check and ensure the UA will provide “ sufficient means for

2 Clayco Exemption No. 11109 at 12

. 3 Id.
4 Habana Avenue, LLC dba Fly Habana No. 11284 at 4

. 5 Id.Page 10 of 14 determining an airworthy condition in accordance with § 91.7(a). ” 6 Therefore, the Petitioner seeks
reli ef to operate under the proposed restrictions and the manual

.
**D.** 14 C.F.R. § 91.119 (c) : Minimum Safe Altitudes

. Section 91.119, sub

- s ection (c) requires the P etitioner to operate at “ [a] n altitude of 500 feet above the surface, except over open water or spa rsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure. ” 7 This regulation is burdensome because it would require the Petitioner to opera te at 500ft above the ground f or many operations . This i s a burdensome problem b e cause Matternet needs to obtain data at an elevation below
500ft.

The Petitioner proposes to operate within the restrictions giv en in the Clayco Exemption which
the FAA has previously determined will provid e an equivalent level of safety

. “ [A] ll persons not essential to flight operations (nonparticipating persons) must remain at appropriate distances. In open areas this requires t he UA to remain 500 feet from all persons other than essential flight personnel (i.e. the PIC and VO). . . . If barriers or structures are present that can sufficiently protect nonparticipating persons from debris in the event of an accident then the UA ma y operate closer than 500 feet to pe rsons afforded such protection. The operator must ensure that nonparticipating persons remain under such protection. If a situation arises where nonparticipating persons leave such pro tection and are within
500 feet of t he UA, flight operations must cease immediately. . . . [O] perations may be conducted

c loser than 500 feet to vessels, vehicles and structures when the land owner/controller gra nts such permission and the PIC makes a safety assessment of the risk of operati ng closer to those objects. ” 8

**E.** 14 C.F.R. § 91.121: Altimeter Settings

. This regulation requires each person operating an aircraft to maintain cruising altitude by refere nce to an altimeter that is set “ to the elevation of the departure airport or an a ppropriate altimeter sett ing

6 Clayco Exemption No. 11109 at 13

. 7 14 C.F.R. § 91.119(c).
8 Clayco Exemption No. 11109 , at page 15

.Page 11 of 14 available before departure. ” 9 Many UA do not have an altimeter but use GPS to determine height. Furthermore, the cost of installing an altimeter will be financially burdensome.
An equivalent level of safety can be achieved by the operator, pursuant to following the manual
and restrictions and using a GPS instead of an altimeter. Furthermore, the Clayco petition and many other petitions have been granted allowing GPS to be used in lieu of an altimeter.

**F.** 14 C.F.R. § 91.151(a): F uel Requirements for Flight in VFR Conditions

. Section 91.151 (a) prohibit s 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 afte r that for at least 45 minutes. ” 10 Most unmanned aircraft cannot fly longer than 30 minutes ; therefore, mos t would always be violating this regulation if they took
off.

The Petitioner believes that an equivalent level of safety can be achieved by restricting operations

to “ the intended operation and to operate after that for at least five minutes or with the re serve power recommended by the manufacturer if greater. ” 11

**G.** 14 C.F.R. § 91.405 (a); § 91.407 (a) ( 1 ); § 91.409 (a) ( 2 ); § 91.417 (a) & (b): Maintenance Inspections
These regulations require that an aircraft operator or owner “ shall have that aircraft inspec ted 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 prescr ibed in part 43 of this chapter ” 12 and maintain the aircraft in compliance with Par t 43. These regulations do not apply because the FAA has authority under
Section 333 to determine the drones listed do no need an airworthiness certificate. Since there is no airworthiness certificate to maintain, Part 43 does not apply.

9 14 C.F.R. § 91.121.
10 14 C.F.R. § 9 1.151(a).
11 Exemption No. 11284 , at page 5

. 12 14 C.F.R. § 91.405(a).Page 12 of 14 An equivalent leve l of safety to Part 43 will be achieved because these small UAS ’ s are very limited in size and will carry a small payload and operate only in restricted areas for limited periods of time. Moreover, the Petitioner is the best suited to maintain the aircraft in an airworthy condition to provide the equivalent level of safety as Part 43. Lastly, the P etitioner will operate in accordance with the manual which will provide an equivalent level of safety as the burdensome regulations.

V I

. REASONS WHY GRANTING THI S PETITION WOULD BE IN THE PUBLIC INTEREST

If t he P etitioner does not have the option of using the Petitioner ’ s UA, the only other way to obtain
the data the Petitioner seeks is by usi ng manned aircraft to test the components and sensors whi ch pose a danger to the pilot as well as individuals on the ground. There are no pilots on board the UA and due to the small size of the UA, there is less risk pos ed to the public on the ground in case of an emergency. Additionally, the UA has multiple mot ors while most manned aircraft have only one engine; thus, there is

some motor redundancy for some UA in case of a motor malfunction.
M anned airplanes and helicopters produce great amounts of noise pollution disrupting the quiet enjoyment of private proper ty of the public on the ground. UA are much quieter and will not disrupt the

public as much as manned aircraft; thus, the public will benefit from a reduction in noise pollution. In addition to the noise pollution reduction , engine or turbine powered aircr aft produce exhaust
which affects the environment while the UA of the P etitioner are electric and do not produce any emission. The byproduct of 100LL emissions is lead entering the air the public breaths while electric motors produce

none. The environment and the public are benefited by the use of UA. UA use batteries for power which are not as flammable and explosive as 100LL or Jet A. If there was an emergency where the UA crashed, there is less of a chance for individuals being injured from an explosion or fire. UA also use smaller propellers than manned helicopters which will cause far less damage
in the case of a cra sh than the “ grenad ing ” that typically happens during a manned helicopter crash. Lastly, the UA will be operated at lower altitudes than most manned aircraft. This vertical separation greatly reduces the chance of a mid

- air collis ion.Page 13 of 14 V II

. FEDERAL REGIST ER SUMMARY As required by 14 C.F.R. Part 11, below is provided a summary of the petition to be published in the Federal Register should it be determined that publishing is needed.

The Petitioner is seek ing an exemption from the following rules:
14 C.F.R. 6 1.23(a) & (c); 61.101(e)(4) & (5); 61.113(a); 61.315(a); 91.7(a); 91.119(c); 91.121; 91.151(a)(1); 91.405(a); 91.407(a)(1); 91.409(a)(1) & (2); and 91.417(a) & (b) to operate an unmanned aircraft, weighing 55 pounds or less, commercially for aerial data co llection operations using the Matte rnet One and Matternet One R&D

. This exemption is needed because the listed regulations are extremely burdensome to operate under while conducting commercial operations

. The commercial operations of the unmanned aircraft (“ UA ”) will provide a far safer alternative than using a jet or piston power ed aircraft because small batteries will be used instead of large amounts of highly flammable fuel, the UA can be transported to the operation location via ground vehicle as opposed to ferrying in the a ir, the UA will be operate d at altitudes far below manned aircraft, and the UA will use clean electricity for power as opposed to 100LL which has the by

- product of small amounts of lead being released into the atmosphere for the public to breath. The propo sed restrictions conta ined in the petition and manual will provide an equivalent level of safety as the regulations.

VIII

. OPERATING DOCUMENTS

Matternet Inc. will operate only within the limitations above and any limitations lis ted in the
manual

. Th e limitations above , from the previously granted exemption , will be followed if there is a
conflict with the manual

.
I X

. STATUTORY AUTHORITY TO GRANT THIS PETITION

The Federal Aviation Act gives the FAA the authority to grant exemptions. “ The Administrator may grant an exemption from a requirement of a regulation presc ribed 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. ” 13 Furthermore, Section 333 of the FAA Moder nization and Reform Act of 2012 gives the Secretary of T ransportation the ability to consider whether the unmanned aircraft can operate in the national airspace until final regulations are published. Lastly, Congress directed the Secretary for the Department of Transportation to “ establish requirements for the safe operation of such aircraft in the

13 49 U.S.C. § 44701(f); accord 49 U.S.C. § 44711(b).Page 14 of 14 national airspace system. ” 14 The FAA has already established requirements for summary grants which we are adopting.

X

. CONCLUSION The operation of Matternet Inc. using a small UAS , weighing less than 55 lbs., conducted under the proposed restrictions outlined above, will provide an equivalent level of safety as the burdensome regulations; therefore, this petition should be granted without delay. If I can be of any assistance, plea se do not hesitate to contact me at (561)222

- 6979 or at my email jon@jrupprechtlaw.com
Sincerely yours,

_____________________ Jonathan Rupprecht, Esq.

14 FAA Modernization and Reform Act of 2012, Pub. L. No. 112

- 95, § 333(c), 126 Stat. 11 (2012).