UNITED STATES OF AMERICA DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION

WASHINGTON, DC

Regulatory Docket No.

________________

IN THE MATTER OF THE PETITION FOR EXEMPTION OF: ORLANDO AVIATION CONSULTANTS (OAC) FOR AN EXEMPTION SEEKING RE LIEF FROM THE REQUIREMENTS OF

TITLE 14 OF THE CODE OF FEDERAL REGULATIONS SECTIONS 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), AND 91.417(a) & (b) CONCERNING COMMERCIAL OPERATION OF DJI PHANTOM 3 UNMANNED A IRCRAFT SYSTEMS

PURSUANT TO SECTION 333 OF THE FAA MODERNIZATION AND REFORM ACT OF 2012

(PUBLIC LAW 112

- 95)

Submitted on April 27 , 2015

Orlando Aviation Consultants (OAC) 2805 Alice Blvd. Kissimmee, Florida 34746 Tel: (407) 616

- 5487 Fax: 407.518.10432



## T able of Contents

GLOSSARY OF ABBREVIATIONS

................................ ................................ .............................. 3
SUMMARY

................................ ................................ ................................ .............................. 4
INTRODUCTION AND INTERESTS OF THE PETITIONER

................................ ........................... 4
BACKGROUND

................................ ................................ ................................ ........................ 5
BASIS FOR PETITION

................................ ................................ ................................ ............... 5 B. The Specific Sections of 14 C.F. R. From Which OAC Seeks Exemption.

........................ 8 C. The Extent Of Relief OAC Seeks And The Reason OAC Seeks The Relief

..................... 11 D. Reasons Why Granting OAC ’s Request Would Be in the Public’s Best Interest; That Is, How It Would Benefit the Public As A Whole.

................................ ................................ . 14 E. Reasons Why Granting The Exemption Would Not Adversely Affect Safety, O r How The Exemption Would Provide A Level Of Safety At Least Equal To That Provided By The Rule From Which OAC Seeks Exemption.

................................ ................................ ........ 17 F. A Summary That Can Be Published In The Federal Register, stating: The Rules From Which OAC Seeks Exemption:

................................ ................................ .......................... 32 G. Any Addition al Information, Views, Or Arguments Available To Support OAC ’s Request.

................................ ................................ ................................ ........................... 32
CONCLUSION

................................ ................................ ................................ ........................ 33
APPENDICES

................................ ................................ ................................ ......................... 34
APPENDIX

– A

................................ ................................ ................................ ................... 34
APPENDIX

– B

................................ ................................ ................................ ................... 37
APPENDIX

– E

................................ ................................ ................................ ................... 383



## GLOSSARY OF ABBREVIATIONS

AGL Above Ground Level
AOI Area of Interest
ATC Air Traffic C ontrol
ATO Air Traffic Organization
AV Aerial Vehicle
CFR Code of Federal Regulations
COA Certificate of Authorization
COTS Commercial

- Off

- The

- Shelf
FAA Federal Aviation Administration
FAR Federal Aviation Regulation
GCS Ground Con trol Station
GPS Global Positioning System
LOL Loss of Link
LOS Line of Sight
NAS National Airspace System
NOTAM Notice to Airman
OAC Orlando Aviation Consultants, Inc.
PIC Pilot In Command
Section 333 FAA Modernization and Reform A ct of 2012 (FMRA) Section 333
SO Safety Observer
SOP Standard Operating Procedures
UA Unmanned Aircraft
UAS Unmanned Aircraft System
VFR Visual Flight Rules
VLOS Visual Line of Site
VMC Visual Meteorological Conditions
VTOL Vertical Takeoff and Landing4



## SUMMARY Orlando Aviation Consultants, Inc (OAC) seeks exemption from the requirements
of 14 C.F.R §§ 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1),
91.409(a)(1) & (a)(2), and 91.417(a) & (b), to operate an Unma nned Aircraft System
pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA). This
exemption will permit OAC to operate an Unmanned Aircraft System (UAS) for the
commercial purpose of conducting aerial video and photography of contra cted projects

over certain areas of the United States.



## INTRODUCTION AND INTERESTS OF THE PETITIONER OAC provides clients consultant services regarding aerospace technolog y and

business solutions to increase efficiency, productivity and effectiveness. OAC has over

30+ years of experience in general, commercial and government aviation and is recognized

as an industry expert in aviation development and pr oject management

. The objective of

OAC ’s unmanned aircraft operation s is to provide high quality imaging for a variety of

comme rcial, public, and private uses, specifically targeting:

 Contracted aerial photography for the purpose of research and development

 Aerial videography used for inspections of public and private structures

 Increase public knowledge of U AS and promote safe UAS operations

 UAS currency and technician training for commercial development5



## BACKGROUND Unmanned Aircraft Systems: DJI PHANTOM 3 +

OAC seeks an exemption to operate UAS systems for compensation or hire within

the NAS. The is a ver tical takeoff and landing (VTOL) Unmanned Aircraft (UA) with a
Ground Control Station (GCS) utilizing electronic tablet or smart phone systems. The UAS
has a maximum gross wei ght of approximately 2 pounds 12 ounces, while having a length

of 16 inches width of 16 inches, height of 8 inches, and a maximum speed of
approximately 30 knots. The UAS is equipped with four main rotors; driven by a 17.4V
Lithium Polymer battery which powers the electric motors.

The DJI PHANTOM 3 operated by OAC will be registered i n accordance with 49
U.S.C. 44103, Registration of Aircraft , as well as 14 C.F.R Part 47, Aircraft Registration , and marked in accordance with 14 C.F.R. Part 45, Identification and Registration Marking

.



## BASIS FOR PETITION Petitioner, OAC , pursuant to the provisions of the Federal Aviation Regulations (14
C.F.R. § 11.61) and the FAA Modernization and Reform Act of 2012 (FMRA), Section
333, Special Rules for Certain Unmanned Aircraft Systems , hereby petitions the
Administrator to commercially operate the DJI PHANTOM 3 in the National Airspace
System (NAS), and for an exemption from the requirements of 14 C.F.R §§ 61.113(a) &
(b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and
91.417(a) & (b).
In consideration of the speed, we ight, size, and limited operating area associated
with the unmanned aircraft and its operation, OAC ’s operation of its DJI PHANTOM 3

meets the conditions of FMRA Section 333 ’s "blanket" COA and therefore, will not
require an airworthiness certificate in ac cordance with 14 C.F.R. Part 21, Subpart H.6 Accordingly, OAC requests relief from Sections 91.405(a), 91.407(a)(1),
91.409(a)(1) & (a)(2), and 91.417(a) & (b), as these sections set forth requirements for
maintenance that only apply to aircraft with an ai rworthiness certificate.

OAC submits that the requested relief is proper since an equivalent level of safety

will be assured

. OAC will utilize experienced personnel and/ or technicians to perform
maintenance, alterations, and/ or pr eventive maintenance on t he PHANTOM 3 using only
methods, techniques, and practices prescribed in the owner’s manual (i.e., Monthly
Maintenance Log , and COTS manuals) . Furthermore, OAC will document and maintain all

maintenance records for the DJI PHANTOM 3

.
Relief from certain r equirements of Section 61.113(a) and (b), entitled Private pilot
privileges and limitations: Pilot in command , is requested by OAC to the extent necessary
to allow a Pilot in Command (PIC) holding a private pilot or higher level certificate, as

well as an airman medical certificate, and who has demonstrated, by meeting minimum
flight

- hour and currency requirements, that the PIC is able to safely operate the UAS in a
manner consistent with this exemption, including evasive and emergency maneuvers and

mainta ining appropriate distances from people, vessels, vehicles , aircraft and structures.

OAC seeks relief from Section 91.7(a), entitled Civil aircraft airworthiness ,
because the UAS do es not require an airworthiness certificate in accordance with 14 C.F.R.

P art 21, Subpart H. As such, OAC submits that they will ensure the UAS remains in an
airworthy condition, prior to every flig ht, by determining that the UAS is in compliance

with all operating documents (i.e., Monthly Maintenance Log, and COTS Instruction

M anual), and that the aircraft operates only in a “ safe flight ” configuration

.7 OAC also seeks an exemption from the requirements of Section 91.121, entitled
Altimeter Settings , as the UA will not have a typical barometric altimeter onboard.
However, altitu de information of the UA will be provided to the PIC via Global
Positioning System (GPS) equipment and /or radio communications telemetry data link,
which downlinks from the UA to the GCS for active monitoring of the flight path. This
altitude information, combined with OAC ’s operation of the UAS within visual line of
sight (LOS) , at or below 200 feet AGL, will ensure a level of safety equivalent to Section

91.121 and the “blanket” Civil

- COA limitations accepted by the FAA

. Additionally, OAC seeks an exempt ion from the requirements of Section
91.151(b), entitled Fuel requirements for flight in VFR conditions

. OAC submits that
safety will not be affected by operation of the UA during daylight hours in visual
meteorological conditions (VMC) under visual flight rules (VFR), with enough battery
power to fly for a total duration of approximately 13.5 minutes to the first point of intended
landing and, assuming normal cruising speed, to fly after that for at least 4.5 minutes.
In accordance with 14 C.F.R. § 11.81, OAC provides the following information in
support of its petition for exemption:



### A. Name And Address Of The Petitioner.
The name and address of the Petitioner and point of contact is:
Orlando Aviation Consultants ( OAC ) 2805 Alice Blvd. Kissimmee, Florida 34746 Tel: ( 407 ) 616

- 5487 Email: Msmith60@cfl.rr.com / Jsenior@jsrbsolutions.com8



### B. The Spec ific Sections o f 14 C.F.R. From Which OAC Seeks Exemption.

1. OAC Seeks Exemption from the Requirements of Section 61.113(a) a nd (b).
Section 61.113, entitled Private pilot privileges and limitations: Pilot in command , subsections (a) and (b) prescribe the following, in relevant part:
(a) No person who holds a private pilot certificate may act as a pilot in command (PIC) of an aircraft that is carrying passengers or property for compensation or hire; nor may that person, for compensation or hire, act as PIC of an aircraft.
(b) A private pilot may, for compensation or h ire, act as PIC of an aircraft in connection with any business or employment if

— (1) The flight is only incidental to that business or employment; and
(2) The aircraft does not carry passengers or property for compensation or hire.

2. OAC Seeks Exemptio n From The Requirements Of Section 91.7(a).
Section 91.7, entitled Civil aircraft airworthiness , subsection (a), states the
following:
(a) No person may operate a civil aircraft unless it is in an airworthy condition.

3. OAC Seeks Exemption From The Req uirements Of Section 91.121.
Section 91.121, entitled Altimeter settings , subsection (a), states the following, in

part: (a) Each person operating an aircraft shall maintain the cruising altitude or flight level of that aircraft, as the case may be, by reference to an altimeter that is set, when operating

-- (1) Below 18,000 feet MSL, to

-- (i) The current reported altimeter setting of a station along the route and within 100 nautical miles of the aircraft;
(ii) If there is no station within the area pr escribed in paragraph (a)(1)(i) of this section, the current reported altimeter setting of an appropriate available station; or9 (iii) In the case of an aircraft not equipped with a radio, the elevation of the departure airport or an appropriate altimeter setting available before departure.

4. OAC Seeks Exemption From The Requirements Of Section 91.151(b).
Section 91.151, entitled Fuel requirements for flight in VFR conditions , subsection
(b), states the following: (b) No person may begin a flight in a rotorcraft 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, to fly after that for at least 20 minutes.

5. OAC Seeks Exe mption From The Requirement Of Section 91.405(a).
Section 91.405, entitled Maintenance required , subsection (a), states the following:
Each owner or operator of an aircraft

— (a) Shall have that aircraft inspected as prescribed in subpart E of this part a nd shall between required inspections, except as provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter[.]

6. OAC Seeks Exemption From The Requirements Of Section 91.407(a)(1)
Section 91.407, entit led Operation after maintenance, preventive maintenance,
rebuilding, or alteration , subsection (a)(1), states the following:
(a) No person may operate any aircraft that has undergone maintenance, preventive maintenance, rebuilding, or alteration unless

-- (1) It has been approved for return to service by a person authorized under § 43.7 of this chapter[.]

7. OAC Seeks Exemption From The Requirements Of Sections 91.409(a)(1) And 91.409(a)(2).
Section 91.409, entitled Inspections , subsection (a), states th e following:
(a) Except as provided in paragraph (c) of this section, no person may operate an aircraft unless, within the preceding 12 calendar months, it has had

--10 (1) An annual inspection in accordance with part 43 of this chapter and has been approv ed for return to service by a person authorized by § 43.7 of this chapter; or
(2) An inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter.

8. OAC Seeks Exemption From The Requirements Of Sections 91.417(a ) And 91.417(b).
Section 91.417, entitled Maintenance records , subsections (a) and (b), state the
following:
(a) Except for work performed in accordance with §§ 91.411 and 91.413, each registered owner or operator shall keep the following records for the periods specified in paragraph (b) of this section:
(1) Records of the maintenance, preventive maintenance, and alteration and records of the 100

- hour, annual, progressive, and other required or approved inspections, as appropriate, for each aircraft (in cluding the airframe) and each engine, propeller, rotor, and appliance of an aircraft. The records must include

-- (i) A description (or reference to data acceptable to the Administrator) of the work performed; and
(ii) The date of completion of the work performed; and
(iii) The signature, and certificate number of the person approving the aircraft for return to service.
(2) Records containing the following information:
(i) The total time in service of the airframe, each engine, each propeller, and each rotor.
(ii) The current status of life

- limited parts of each airframe, engine, propeller, rotor, and appliance.
(iii) The time since last overhaul of all items installed on the aircraft which are required to be overhauled on a specified time basis.
(iv ) The current inspection status of the aircraft, including the time since the last inspection required by the inspection program under which the aircraft and its appliances are maintained.11 (v) The current status of applicable airworthiness directives (AD) and safety directives including, for each, the method of compliance, the AD or safety directive number and revision date. If the AD or safety directive involves recurring action, the time and date when the next action is required.
(vi) Copies of the form s prescribed by § 43.9(d) of this chapter for each major alteration to the airframe and currently installed engines, rotors, propellers, and appliances.
(b) The owner or operator shall retain the following records for the periods prescribed:
(1) The reco rds specified in paragraph (a)(1) of this section shall be retained until the work is repeated or superseded by other work or for 1 year after the work is performed.
(2) The records specified in paragraph (a)(2) of this section shall be retained and trans ferred with the aircraft at the time the aircraft is sold.
(3) A list of defects furnished to a registered owner or operator under § 43.11 of this chapter shall be retained until the defects are repaired and the aircraft is approved for return to service.



### C. The Extent Of Relief OAC Seeks And The Reason OAC Seeks The Relief

.
1. Extent Of Relief OAC Seeks And The Reason OAC Seeks Relief From Section 61.113(a) And (b).
Relief from Section 61.113(a) and (b) entitled Private pilot privileges and

limitations : Pilot in command , is requested to the extent necessary to allow a PIC holding a
private pilot or higher level certificate, as well as a current and valid airman medical
certificate, and who has met certain flight

- hour and currency requirements, to conduc t the
proposed UAS flight operations for compensation or hire.
This relief is requested since the limitations set forth in Section 61.113(a) and (b)
state that a private pilot may, for compensation or hire, act as PIC of an aircraft in
connection with any business or employment if: (1) The flight is only incidental to that12

business or employment; and (2) The aircraft does not carry passengers or property for
compensation or hire.
As set forth more fully below, OAC submits that an equivalent level of safet y will
be maintained because no PIC will be allowed to operate the UAS unless that PIC has met
certain flight

- hour and currency requirements, demonstrating that the PIC is able to safely

operate the UAS in a manner consistent with the operations specificat ions as described in
this exemption, including evasive and emergency maneuvers, as well as maintaining
appropriate distances from people, vessels, vehicles and structures.
Further, OAC submits that all flights of t he UAS , conducted by the PIC pursuant to

t he grant of this Petition: (1) will be incidental to OAC business; and (2) will not carry
passengers or property for compensation or hire.

2. Extent Of Relief OAC Seeks And The Reason OAC Seeks Relief From Section 91.7(a). Relief from Section 91.7(a) en titled Civil aircraft airworthiness , is requested to the
extent required to allow OAC to determine that the UAS is in airworthy condition prior to
every flight by ensuring that the UAS is in compliance with the operating documents (i.e.,
Monthly Maintenanc e Log, and PHANTOM 3 Owner ’ s Manual ).

OAC seeks the requested relief because the UAS do es not require an airworthiness
certificate in accordance with 14 C.F.R. Part 21, Subpart H. Therefore, OAC will ensure

that the UAS is in airworthy condition based upon its compliance with the operating
documents (i.e ., Monthly Maintenance Log, and UAS Instruction Manual ) prior to every
flight, and further, determine that the aircraft is in condition for safe flight, as stated in the

conditions and limitations below.

3. E xtent Of Relief OAC Seeks And The Reason OAC Seeks Relief From Section 91.121.13 Relief from Section 91.121, entitled Altimeter settings , may be required to allow
flight operations of the UAS , which utilize a barometric pressure sensor, GPS equipment,

and a radio communications telemetry data link to downlink altitude information from the
UA to the PIC at the ground control station (GCS). Since the FAA requires that any
altitude information concerning UAS operations be reported to air traffic control (ATC) in
feet above ground level (AGL), OAC seeks the requested relief because the UA altimeter
may be set on the ground to zero feet AGL, rather than the local barometric pressure or
field altitude, before each flight.
Considering the limited altitude of the p roposed operations, relief from 14 CFR
91.121 is sought to the extent necessary to comply with the applicable conditions and
limitations stated below. As more fully set forth herein, an equivalent level of safety will

be maintained since the UA is equipped with a barometric pressure sensor and GPS
equipment, which automatically ensures that a ground level pressure setting will be
established prior to each flight, and provides the PIC with altitude information of the UA

on the heads

- up display of the GCS.

4 . Extent Of Relief OAC Seeks And The Reason OAC Seeks Relief From Section 91.151(b). Relief from Section 91.151(b) entitled Fuel requirements for flight in VFR

conditions , is requested to the extent required to allow flights of the battery powered DJI

PH ANTOM 3 UA during daylight hours in visual meteorological conditions (VMC), under
visual flight rules (VFR), for a total duration of 13.5 minutes to the first point of intended
landing and, assuming normal cruising speed, to fly after that for at least 4.5 minutes. OAC
seeks the requested relief because without an exemption from Section 91.151(b), the flight
time duration of the battery powered UA will severely constrain the practicality of any14

aerial video or still photo flight operations that OAC proposes to conduct pursuant to this

Petition.
Significantly, as set forth below, the technical specifications of the UAS , the COTS
operating documents, and OAC ’s proposed operating limitations, ensure that OAC will
safely operate the battery powered UA during da ylight hours in visual meteorological
conditions (VMC), under visual flight rules (VFR), with enough battery power to fly for a
total duration of 13.5 minutes to the first point of intended landing and, assuming normal
cruising speed, to fly after that for at least 4.5 minutes.

5. Extent Of Relief OAC Seeks And The Reason OAC Seeks Relief From Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), And 91.417(a) & (b). Since Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b)

onl y apply to aircraft with an airworthiness certificate, OAC requests relief from these

Sections because the UAS do es not require airworthiness certificates. As set forth more
fully below, the UAS meet s the conditions of FMRA Section 333 for operation withou t an airworthiness certificate. Accordingly, OAC will use trained technicians to perform
maintenance, alterations, or preventive maintenance on the UASs using the methods,
techniques, and practices prescribed in the UAS operating documents (i.e., Monthly

M aintenanc e Log, and COTS manuals ). Furthermore, OAC will document and maintain all

maintenance records for the UAS

.



### D. Reasons Why Granting OAC ’s Request Would Be in the Public ’s Best Interest; That Is, How It Would Benefit the Public As A Whole.

Granti ng the present Petition will further the public interest by allowing OAC
flexibility in safely, efficiently, and economically perform ing aerial video and photography
for special projects , structures , and landscape over certain areas of the United States.15 Pre viously in the past OAC uti lized general aviation aircraft (rotorcraft) to perform
similar tasking so a dditionally, use of the DJI PHANTOM 3 will decrease congestion of
the NAS, reduce noise, pollution, and provide significant benefits to the economy.
Notably, the benefits of OAC ’s propo sed operation of the UAS will be realized without
implicating any privacy issues.
1. The Public Will Benefit From Decreased Congestion Of The NAS.

The UA is battery powered and serve s as a safe, efficient, and economical

alternati ve to the general “manned” aircraft traditionally utilized to obtain aerial
photography . By reducing the amount of manned aircraft needed to perform aerial
acquisitions, an exemption allowing the use of a UAS would reduce the amount of manned

aircraft in t he NAS, reduce noise and air pollution, as well as increase the safety of life and
property in the air and on the ground.
Furthermore, by reducing the number of manned aircraft operating in the NAS,
congestion around airports caused by arriving and depart ing aircraft will be reduced. The

UA do es not require an airport to takeoff or land. Likewise, a reduction of manned aircraft
conducting aerial video and photography missions would result in fewer aircraft that must
be handled by air traffic control during the ground, takeoff, departure, arrival, and landing
phases of flight operations.
2. The Public Will Benefit From The Safety And Efficiency Of The UAS

. Conducting aerial acquisitions with the UAS , instead of manned aircraft, will
greatly benefit the pub lic by drastic ally reducing the levels of air, noise and commercial

cost generated during traditional aerial video and still photography flight operations. By
using battery power and electric motors, the UAS produce s no air pollution, and is the16

most viable envir onmentally conscious alternative to the cabin class, six cylinder internal
combustion engine or turbine driven aircraft that are typically utilized for aerial video and
photography, while burning approximately 20

- 30 gallons per hour of leaded or J et

- A

aviation fuel s . The UA , while re ducing the carbon footprint of aerial acquisitions, also
eliminates noise pollution, as the UAs are propelled by battery powered electric motors,
rather than an internal combustion engine.
By using the UAS to perform aerial acquisitions, the substantial risk to life and
property in the air and on the ground, which is usually associated with traditional manned
aircraft flight operations, will be substantially reduced or completely eliminated. Aside
from the lack of flight crew members located onboard the a ircraft, the UA (weighing
approximately 2 pounds 11 ounces, at its maximum gross weight with a length of 16
inches, widths of 16 inches, and with no fuel on board), has less physical potential for
collateral damage to life and property on the ground, and in the air, compared to the
manned aircraft that typically conduct similar operations (weighing approximately 3000
pounds with a wingspan of approximately 36 feet, a length of 29 feet, and a fuel capacity

of 43 gallons).
3. Performing Aerial Video and P hotography Operations w ith t he UA S w ill b enefit t he Economy.
In addition to being safe and efficient, the UAS is also an economical alternative to
using manned aircraft to conduct similar aerial operations. As such, operation of the UAS

will allow United States based companies, like OAC , to remain competitive and contribute
to growth of the U.S. economy. Specifically, with the rising cost of aviation fuel and the
Environmental Protection Agency (“EPA”) regulatory actions phasing out leaded aviation

fuel s, U.S. owned and operated companies must adopt new and alternative technology in17

order to remain competitive. Operating a battery powered UAS is one such technology that
not only allows companies greater operational flexibility compared to manned aircr aft, but
provides such flexibility without the high operational cost of a traditional manned aircraft.
By operating the UAS , companies such as OAC , can remain competitive and
profitable, and therefore, provide greater job stability to employees and cont ractors, which
will ultimately contribute to growth of the U.S. economy. Improved financial performance
of U.S. companies, through commercial use of the UAS , provides a stable workforce that
increases consumer spending; improves local, state, and federal t ax revenues; and allows
companies to invest in research and development in order to remain competitive both in

the United States and abroad.
4. There Are No Privacy Issues.
Similar to the manned aerial acquisition flight operations that have been conduct ed for
decades, OAC ’s proposed operation of the DJI PHANTOM 3 will not implicate any
privacy issues. Specifically, the UAS will be operated only in compliance with operating
documents (i.e., Monthly Maintenance Log, and COTS Manuals ) which requires property

owner in volvement as well as local law enforcement and airspace notification s , and in

accordance with the Federal Aviation Regulations, includes minimum altitude
requirements of 14 C.F.R. § 91.119 (Blanket Civil

- COA and/ or FAA Ops Limitations )

. 

### E. Reasons Why Granting The Exemption Would Not Adversely Affect Safety, O r How The Exemption Would Provide A Level Of Safety At Least Equal To That Provided By The Rule From Which OAC Seeks Exemption.
1. Reasons Why The UA Meet s The Conditions Of The FAA Modernization and Reform Act of 2012 (FMRA) Section 333.

In considerat ion of the size, weight, speed, and limited operating area associated
with the unmanned aircraft and its operation, OAC’s operation of the UAS meet s the18

conditions of FMRA Section 333, and will not require an airworthiness certificate in

accordance with 14 C.F.R. Part 21, Subpart H.
Section 333 provides authority for a UAS to operate without airworthiness
certification and sets forth requirements for considering whether a UAS will create a
hazard to users of the NAS or the public, or otherwise pose a threa t to national security.
Specifically, FMRA Section 333 states the following, in part:
(a) In General.

-- Notwithstanding any other requirement of this subtitle, and not later than 180 days after the date of enactment of this Act, the Secretary of Transporta tion shall determine if certain unmanned aircraft systems may operate safely in the national airspace system before completion of the plan and rulemaking required by section 332 of this Act or the guidance required by section 334 of this Act.
(b) Assessme nt of Unmanned Aircraft Systems.

-- In making the determination under subsection (a), the Secretary shall determine, at a minimum

-- (1) which types of unmanned aircraft systems, if any, as a result of their size, weight, speed, operational capability, proxi mity to airports and populated areas, and operation within visual line of sight do not create a hazard to users of the national airspace system or the public or pose a threat to national security; and (2) whether a certificate of waiver, certificate of a uthorization, or airworthiness certification under section 44704 of title 49, United States Code, is required for the operation of unmanned aircraft systems identified under paragraph (1). (c) Requirements for Safe Operation.

-- If the Secretary determines under this section that certain unmanned aircraft systems may operate safely in the national airspace system, the Secretary shall establish requirements for the safe operation of such aircraft systems in the national airspace system.
(d) Reference FAA Streamlines UAS COAs for Section 333 : https://www.faa.gov/news/updates/?newsId=82245
The Federal Aviation Administration has established an interim policy to speed up airspace authorizations for certain commercial unmanned aircraft (UAS) operators who obtain Section 333 exemptions. The new policy helps bridge the gap between the past process, which evaluated every UAS operation individually, and future oper ations after we publish a final version of the proposed small UAS rule.19 Under the new policy, the FAA will grant a Certificate of Waiver or Authorization (COA) for flights at or below 200 feet to any UAS operator with a Section 333 exemption for aircraft that weigh less than 55 pounds, operate during daytime Visual Flight Rules (VFR) conditions, operate within visual line of sight (VLOS) of the pilots, and stay certain distances away from airports or heliports:

 5 nautical miles (NM) from an airport having an operational control tower;

or

 3 NM from an airport with a published instrument flight procedure, but not an operational tower; or

 2 NM from an airport without a published instrument flight procedure or an operational tower; or

 2 NM from a heliport with a publis hed instrument flight procedure

The “blanket” 200

-

foot COA allows flights anywhere in the country except restricted airspace and other areas, such as major cities, where the FAA prohibits UAS operations. Previously, an operator had to apply f or and receive a COA for a particular block of airspace, a process that can take 60 days. The agency expects the new policy will allow companies and individuals who want to use UAS within these limitations to start flying much more quickly than before.

Se ction 333 exemption holders will automatically receive a “blanket” 200 foot COA. For new exemption holders, the FAA will issue a COA at the time the exemption is approved. Anyone who wants to fly outside the blanket parameters must obtain a separate COA sp ecific to the airspace required for that operation In seeking this exe mption, OAC submits that the UAS can operate safely in the
NAS pursuant to FMRA Section 333, as demonstrated by: (a) the characteristics of the

UAS ; (b) the pilot certification requirement; and (c and d ) the specific operating limitations

– Blan ket Civil

- COA limitations

.

a. The Specifications Of The UAS Demonstrate Its Safe Characteristics.

The UAS do es not create a hazard to users of the NAS or the public, or otherwise
pose a threat to national security considering its size, weight, speed, and operational
capability.20 i. Technical Specificat ions Of The UAS. The technical specifications of the UAS is set forth by the Specifications and Data

Shee t, attached hereto as E xhibit A and available at: http://www.dji.com/product/phantom

3/spec
ii. The UAS Autonomous Flight And Navigation Modes Enable The

UASs To Remain Within A Defined Operational Area.

T he UAS may be operated in both manual and fully autonomous flight modes. A
complete description of the flight and navigational modes of the UAS is provided at pages

25

- 35 of the and pages 12

- 16 User Manual , attached hereto as Exhibit B

.

iii. The UAS is D esigned For Automatic Return To Home Point Or Hover In The Event Of Loss Of The Control Link Or Navigation.
When the Control Link is lost, the UA will remain stationary, in flight, for 3
seconds or more. If, after 3 seconds, the UA do es not reacquire con trol link data from the
GCS, the UAs will assume that the Control Link is lost and the UAs will return to the
home position (i.e., failsafe mode) via GPS, and will descend to the takeoff position and

shutdown.
A complete description of the Failsafe Functi ons of the UAS are set forth at pages
27 through 29 of the User Manual , attached hereto as Exhibit B

.

iv. The GCS And Its Operation. A complete description of the operation and specifications of the GCS and flight
control software is provided at pages 3 2 through 43 of the User Manual. User Manual is

att ached hereto as Exhibits B

.

b. Flight Operations Of UAS is Limited To The Line Of Sight Of A Certificated Pilot in Command With A Safety Observer.21 OAC will only utilize certificated pilots who possess a current and valid airman
medical certificate to act as a pilot in command (PIC) of the UAS . Additionally, a safety
observer will assist all pilots during flight time.

c. Flights Of UAS Will Be Conducted Pursuant To Specific Operating Limitations.

In s eeking this exemption, OAC proposes to commercially operate UAS for the
special purpose of conducting aerial video and photography over certain areas of United
States, pursuant to the following specific operating limitations:
1. Operations authorized by th is grant of exemption will be limited to the following aircraft described in the operating documents, rotorcraft UASs weighing less than 55 pounds maximum gross weight: Unmanned Aircraft Systems. Proposed operations of any other aircraft will require a new petition or a petition to amend this grant. 2. UAS operations under this exemption will be limited to conducting operations for the purpose of aerial video and photography. 3. The UAs may not be flown at an indicated airspeed exceeding 20 knots.

4. The UA must be operated at an altitude of no more than 200 feet above ground level (AGL), as indicated by the procedures specified in the operating documents unless a special request is made and approved by ATC. All altitudes reported to ATC must be in fee t 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 cer tificate. 6. The use of first person view (FPV) by the PIC or safety observer (SO) is not permitted. 7. All operations must utilize a safety observer (SO). The SO may be used to satisfy the VLOS requirement as long as the PIC always maintains VLOS capa bility. The SO 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 SO can perform the functions prescribed in the operating documents.22 8. The SO must not perform any other duties beyond assisting the PIC with seeing and avoiding other air traffic and other ground based obstacles /obstructions and is not permitted to operate the camera or other instruments. 9. The operating documents and the grant of exemption must be accessible during UAS operations and made available to the Administrator upon request. If a discrepancy exists be tween the conditions and limitations contained in the grant of exemption and the procedures outlined in the operating documents, the conditions and limitations contained in the grant of exemption take precedence and must be followed. Otherwise, the operato r 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 upon request. The operator must also present updated and revised documents if it petitions for extension or amendment to the grant of exemption. If the operator determines that any update or revision would affect the basis upon which the FAA granted the exempti on, then the operator must petition for 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. 10. Prior to each flight the PIC must in spect the UAS to ensure that it is in a condition for safe flight. If the 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. The Ground Control Station must be included in the preflight inspection. All maintenance and alterations must be properly documented in the aircraft records. 11. Any UAS that has undergone maintenance or alter ations that affect the UAS operation or flight characteristics, e.g. replacement of a flight critical component, must undergo a functional test flight. The PIC who conducts the functional test flight must make an entry in the aircraft records. 12. The pr e

- flight inspection must account for all potential discrepancies, e.g. inoperable components, items, or equipment, not already covered in the relevant sections of the operating documents. 13. The operator must follow the UAS manufacturer’s aircraft/compo nent, maintenance, overhaul, replacement, inspection, and life limit requirements. 14. The operator must carry out its maintenance, inspections, and record keeping requirements, in accordance with the operating documents. Maintenance, inspection, alterat ions, and status of replacement/overhaul component parts must be noted in the aircraft records, including total time in service, description of work accomplished, and the signature of the authorized person returning the UAS to service.23 15. Each UAS opera ted under this exemption must comply with all manufacturer Safety Bulletins. 16. The authorized person must make an entry in the aircraft record of the corrective action taken against discrepancies discovered between inspections. 17. The PIC must posse ss at least a private pilot certificate and at least a current third

- class medical certificate. 18. The operator may not permit any PIC to operate unless the PIC meets the operator’s qualification criteria and demonstrates the ability to safely operate the UAS in a manner consistent with how the UAS will be operated under the exemption, including evasive and emergency maneuvers and maintaining appropriate distances from persons, vessels, vehicles and structures. PIC qualification flight hours must be log ged in a manner consistent with 14 C.F.R. § 61.51(b). Flights for the purposes of training the operator’s PICs are permitted under the terms of the exemption. However, training operations may only be conducted during dedicated training sessions. During tra ining, 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 C.F.R. § 91.119.

19. UAS operations may not be conducted during night, as defined in 14 C.F.R. § 1.1. All operations must be conducted under visual meteorological conditions (VMC). If flight at night is required, a special request will be made at the FAA office closest to pro posed area of operations. Flights under special visual flight rules (SVFR) are not authorized. 20. The UA may not operate within 5 nautical miles of an airport reference point as denoted on a current FAA

- published aeronautical chart unless a letter of ag reement with that airport’s management is obtained, and the operation is conducted in accordance with a NOTAM as required by the operator’s COA. The letter of agreement with the airport management must be made available to the Administrator upon request.

21. The UA may not be operated less than 5 00 feet below or less than 2,000 feet horizontally from a cloud or when visibility is less than 3 statute miles from the PIC. 22. If the UA loses communications or loses its GPS signal, it must return to a pre

determined location within the planned operating area and land or be recovered in accordance with the operating documents. 23. The PIC must abort the flight in the event of unpredicted obstacles or emergencies in accordance with the operating documents.24 24. The PIC is prohibited from beginning a flight unless (considering wind and forecast weather conditions) there is enough power to fly at normal cruising speed to the intended landing point and land the UA with 25% battery power remaining. 25. The op erator must obtain an Air Traffic Organization (ATO) issued Certificate of Waiver or Authorization (COA) prior to conducting any operations under the grant of exemption. This COA will also require the operator to request a Notice to Airman (NOTAM) not more than 72 hours in advance, but not less than 48 hours prior to the operation. All operations shall be conducted in accordance with airspace requirements in the ATO issued COA including class of airspace, altitude level and potential transponder requirement s. 26. All aircraft operated in accordance with the exemption must be identified by serial number, registered in accordance with 14 C.F.R. part 47, and have identification (N

- Number) markings in accordance with 14 C.F.R. part 45, Subpart C. Markings mus t be as large as practicable.

27. Prior to conducting operations, the radio frequency spectrum used for operation and control of the UA must comply with the Federal Communications Commission (FCC) or other appropriate government oversight agency requirem ents. 28. The documents required fewer than 14 C.F.R. 91.9 and 91.203 must be available to the PIC at the Ground Control Station of the UAS any time the UAS is operating. These documents must be made available to the Administrator or any law enforcement official upon request. 29. The UA must remain clear and yield the right of way to all manned aviation operations and activities at all times. 30. The UAS may not be operated by the PIC from any moving device or vehicle. 31. Flight operations must be c onducted at least 500 feet from all nonparticipating persons (persons other than the PIC, SO, operator trainees or essential persons), vessels, vehicles, and structures unless: a. Barriers or structures are present that sufficiently protect nonparticipat ing 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 th e UA, flight operations must cease immediately and/or; b. The aircraft is operated near vessels, vehicles or structures where the owner/controller of such vessels, vehicles or structures has granted permission and the PIC has made a safety assessment of the risk of25 operating closer to those objects and determined that it does not present an undue hazard, and; c. Operations nearer to the PIC, SO, operator trainees or essential persons do not present an undue hazard to those persons per § 91.119(a).

32. All operations shall be conducted over private or controlled

- access property with permission from the land owner/controller or authorized representative. Permission from land owner/controller or authorized representative will be obtained for each flight t o be conducted. 33. 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. A ccidents must be reported to the National Transportation Safety Board (NTSB) per instructions contained on the NTSB Web site: www.ntsb.gov

. 2. Reasons Why An Exemption From The Requirements Of Section 61.113(a) And (b) Would Not Adversely Affect Safety.

OAC submits that the equivalent level of safety established by Section 61.113(a)
and (b) will be maintained because no PIC will be allowed to operate the UAS unless that
PIC has demonstrated, by meeting minimum flight

- hour and currency requirements, that
the PIC is able to safely operate the UAS in a manner consistent with the exemption,
including evasive and emergency maneuvers and maintaining appropriate distances from
people, vessels, vehicles and structures.

Consid ering OAC ’s proposed area of operations, and the operating limitations set

forth

- above; the parallel nature of private pilot aeronautical knowledge requirements to
those of commercial pilot requirements ( See Exemption No. 11062); and the airmanship

skills necessary to safely operate the UAS, OAC submits that the additional manned
airmanship experience of a commercially certificated pilot would not correlate to the
airmanship skills necessary for OAC ’s specific proposed flight operations.
The FAA has previo usly granted relief from Section 61.113(a) and (b) specific to
UAS, in circumstances similar, in all material respects, to those presented herein (e.g.26

Exemptions : 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110, 11112,
11136, 11138, 11150 , 11153, 11156, 11158, 11159, 11160, 11161).

OAC will not allow any PIC to operate the UAS unless that PIC has demonstrated,
by meeting minimum OAC flight

- hour requirements or the UAS training and currency
requirements, that the PIC is able to safely oper ate the UAS in a manner consistent with
this exemption, including evasive and emergency maneuvers and maintaining appropriate
distances from people, vessels, vehicles and structures.
Specifically, the PIC must have accumulated and logged, in a manner cons istent
with 14 C.F.R. § 61.51(b), 25 hours of total time as a UAS rotorcraft pilot (with a
minimum of 5 hours of those hours as a UAS pilot operating the same make and model of
UAS to be used for operations under the exemption). In addition to the hour req uirements,
the PIC must accomplish 3 takeoffs and landings in the preceding 90 days (for currency
purposes).
As in Exemption Nos. 11062, 11138, and 11153, prior documented flight
experience that was obtained in compliance with applicable regulations will ensure an equivalent level of safety during OAC ’s proposed operations. The Administrator has held
that prior documented flight experience that was obtained in compliance with applicable
regulations would ensure safe operations, stating as follows:

In Exem ption No. 11062, the FAA required that prior to conducting operations for the purpose of motion picture filming (or similar operations), the PIC must have accumulated and logged, in a manner consistent with 14 CFR 61.51(b), 25 hours of total time as a UAS rotorcraft pilot including at least 10 hours logged as a UAS pilot with a multi

- rotor UAS. Prior to operations under Exemption No. 11062, the PIC must also have accumulated and logged a minimum of 5 hours as a UAS pilot operating the same make and model of UAS to be used for operations under the exemption. For clarification, the FAA considers these minimum hour requirements to be inclusive rather than additive; i.e. 5 hours make and model time may be included in the 10 hours of multi

- rotor time and the 10 h ours may be included in27 the total 25 hours of UAS rotorcraft time. In addition to the hour requirements, the PIC must accomplish 3 takeoffs and landings in the preceding 90 days (for currency purposes). The FAA finds that at a minimum, the flight

- hour requ irements in Exemption No. 11062 are appropriate to practice and build proficiency in the skills necessary to safely conduct the petitioner’s proposed operations. The FAA also finds that prior documented flight experience that was obtained in compliance wit h applicable regulations would satisfy this requirement. Training, proficiency, and experience

- building flights can also be conducted under the grant of exemption to accomplish the required flight time. During training, proficiency, and experience

- building flights the PIC is required to operate the UA with appropriate distances in accordance with 14 C.F.R 91.119. Accordingly, OAC will ensure safe operations by not allowing any PIC to operate

the UAS unless that PIC has dem onstrated, by meeting minimum flight

- hour and currency
requirements, that the PIC is able to safely operate the UAS in a manner consistent with
the exemption, including evasive and emergency maneuvers and maintaining appropriate
distances from people, vess els, vehicles and structures.
3. Reasons Why An Exemption From The Requirements Of Section 91.7(a) Would Not Adversely Affect Safety. The equivalent level of safety established by Section 91.7(a) will be maintained
because prior to every flight, OAC wil l ensure that the UAS is in an airworthy condition
based upon the UAS’s compliance with its operating documents and as stated in the

conditions and limitations herein.
Additionally, the FAA has previously granted relief from Section 91.7(a) specific

to UA S, in circumstances similar, in all material respects, to those presented herein (e.g.
Exemption Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110, 11112,
11136, 11138, 11150, 11153, 11156, 11157, 11158, 11159, 11160, 11161).

4. Reasons W hy An Exemption From The Requirements Of Section 91.121 Would Not Adversely Affect Safety. The equivalent level of safety established by Section 91.121 will be maintained

because the altitude information of the UA will be provided to the PIC via GPS equi pment28

and a radio communications telemetry data link, which downlinks from the UA to the GCS
for active monitoring of the flight path and altitude. This altitude information, combined

with OAC ’ s operation of the UA within vis ual line of sight, at or below 200 feet AGL, will
ensure a level of safety equivalent to Section 91.121. The altitude information will be
generated by GPS equipment installed onboard the aircraft. Prior to each flight, a zero
altitude initiation point is automatically established by the UASs at ground level.
The FAA has previously granted relief from Section 91.121 specific to UAS, in
circumstances similar, in all material respects, to those presented herein (e.g. Exemption
Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11 112, 11136, 11138,
11150, 11153, 11156, 11157, 11158, 11159, 11160, 11161).
5. Reasons Why An Exemption From The Requirements Of Section 91.151(b) Would Not Adversely Affect Safety. A grant of this exemption would ensure an equivalent level of safety es tablished by
14 C.F.R. Section 91.151(b) as a result of (1) the technical specifications of the UAS ; (2)
the limitations on the proposed flight operations; and (3) the location of the proposed flight
operations. Accordingly, OAC will ensure that it will sa fely operate the battery powered

UA during daylight hours in VFR conditions, with enough battery power to fly for a total
duration of 13.5 minutes to the first point of intended landing and, assuming normal
cruising speed, to fly after that for at least 4. 5 minutes.
Here, as in Exemption No. 11109, the technical specifications of the UAS ; the
limitations on the proposed flight operations; and the location of the proposed operations,
will ensure an equivalent level of safety established by 14 C.F.R. Section 91.151(b).
Furthermore, safety will be ensured as the UAS provide audible and visual warnings to the
PIC at the GCS when the UAs experiences low battery voltage, the first warning occurring29

at approximately 33% remaining battery power, and again at approx imately 10%
remaining battery power. At the critically low battery level, the UAS will descend and land
automatically.
Significantly, previous exemptions granted by the FAA concerning Section 91.151
establish that safety is not adversely affected when the technical characteristics and
operating limitations of the UAS are considered. Relief has been granted for manned
aircraft to operate at less than the minimums prescribed in Section 91.151, including
Exemption Nos. 2689, 5745, and 10650. Moreover, the FAA has previously granted relief
from Section 91.151 specific to UAS, in circumstances similar, in all material respects, to
those presented herein (e.g. Exemption Nos. 8811, 10808, 10673, 11042, 11062, 11063,
11064, 11065, 11066, 11067, 11080, 11109, 11110, 11136, 11138, 11150, 11153, 11156,
11157, 11158, 11159, 11160, 11161).
6. Reasons Why An Exemption From The Requirements Of Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), And 91.417(a) & (b) Would Not Adversely Affect Safety. In seeking this exemption, OAC submits that the equivalent level of safety with
regard to the regulatory maintenance and alteration requirements established by Sections
91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) will be met because

OAC will use tr ained technicians to perform maintenance, alterations, or pr eventive

maintenance on the UAS using the methods, techniques, and practices prescribed in the
operating documents (i.e., Monthly Maintenance Log, and UAS Instruction Manual ).
Furthermore, OAC wil l document and maintain all maintenance records for the UAS

.
Since the UAS will be inspected as prescribed by the operating documents, OAC
will maintain the equivalent level of safety established by Sections 91.405(a), 91.409(a)(1),30

and 91.409(a)(2). A co py of the User Manual is attached hereto as Exhibit B ; a copy of the

UAS Maintenance LOG is attached hereto as Exhibit C

. Likewise, the exemption sought will not adversely affect safety because OAC will
use trained technicians to perform maintenance, alt erations or preventive maintenance on
the UAS using the methods, techniques, and practices prescribed by the operating

documents.
Furthermore, the exemption sought would maintain an equivalent level of safety
established by Sections 91.407, 91.417(a) and 91.417(b), because all maintenance of the

UAS will be performed by trained technicians. Maintenance will be documented and
maintained utilizing the monthly maintenance log.
Significantly, previous exemptions granted by the FAA concerning Sections
91.405(a ), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) establish that safety is
not adversely affected when the technical characteristics and operating limitations of the

UAS are considered.

In consideration of OAC ’s proposed operating limitations, t he operating
documents, and the technical aspects of the UAS , OAC submits that safety will not be
adversely affected by granting exemption from 14 C.F.R. Sections 91.405(a), 91.407(a)(1)
and (a)(2), 91.409(a)(2), and 91.417(a) and (b). The FAA has previous ly granted relief
specific to UAS in circumstances similar, in all material respects, to those presented herein
(e.g. Exemption Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110,
11112, 11136, 11138, 11150, 11153, 11156, 11157, 11158, 1115 9, 11160, 11161).31 7. The FAA May Prescribe Any Other Conditions For Safe Operation.

In accordance with Section 333 of the FAA Modernization and Reform Act of 2012
(FMRA) and 14 C.F.R. § 21.16 entitled Special Conditions , OAC requests that the FAA
prescri be special conditions for the intended operation of the UAS , which contain such
safety standards that the Administrator finds necessary to establish a level of safety
equivalent to that established by 14 C.F.R. Part 21, Subpart H, and 14 C.F.R §§ 61.113(a)
& (b), 91.7 (a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and
91.417(a) & (b). Such special conditions will permit safe operation of the UAs for the
limited purpose of conducting aerial video and photography over certain areas of the
United States for compensation or hire. FMRA Section 333 sets forth the requirements for
considering whether a UAS will create a hazard to users of the NAS or the public, or
otherwise pose a threat to national security; and further, provides the autho rity for such
UAS to operate without airworthiness certification in accordance with any requirements
that must be established for the safe operation of the UAS in the NAS.
Likewise, the Administrator may prescribe special conditions pursuant to 14 C.F.R.
§ 21.16, for operation of the UAS , since the airworthiness regulations of 14 C.F.R. Part 21
do not contain adequate or appropriate safety standards, due to the novel or unusual design
features of the aircraft. Section 21.16, entitled Special Conditions , st ates the following:
If the FAA finds that the airworthiness regulations of this subchapter do not contain adequate or appropriate safety standards for an aircraft, aircraft engine, or propeller because of a novel or unusual design feature of the aircraft, aircraft engine or propeller, he prescribes special conditions and amendments thereto for the product. The special conditions are issued in accordance with Part 11 of this chapter and contain such safety standards for the aircraft, aircraft engine or prop eller as the FAA finds necessary to establish a level of safety equivalent to that established in the regulations.

See 14 C.F.R. § 21.16.32 Therefore, in accordance with FMRA Section 333 and 14 C.F.R. § 21.16, the FAA
may prescribe special conditions for L eading Edge’s intended operation of the UAS , which
contain such safety standards that the Administrator finds necessary to establish a level of
safety equivalent to that established by 14 C.F.R. Part 21, Subpart H, and 14 C.F.R
Sections 61.113(a) & (b), 91 .7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1)
& (a)(2), and 91.417(a) & (b).



### F. A Summary That Can Be Published In The Federal Register, stating: The Rules From Which OAC Seeks Exemption:

OAC seeks exemption from the requirements of 14 C.F.R Sections 61.113(a)&(b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b).
A Brief Description Of The Nature Of The Exemption OAC Seeks:
This exemption will permit OAC to commercially operate an Unma nned Aircraft System (UAS) for the purpose of conducting aerial video and photography over certain areas of the United States.



### G. Any Additional Information, Views, Or Arguments Available To Support OAC ’s Request.
This Petition is made pursuant to the FAA Modernization and Reform Act of 2012
(FMRA) Section 333, which directs the Secretary of Transportation to determine if certain
UAS may operate safely in the NAS. As such, OAC ’s request for exemption may be
granted pursuant to the authority of FMRA Sec tion 333 and 14 C.F.R. Part 11, as set forth

above.
FMRA Section 333 sets forth the requirements for considering whether a UAS will
create a hazard to users of the NAS or the public, or otherwise pose a threat to national
security; and further, provides t he authority for such UAS to operate without airworthiness

certification.33 As discussed in detail above, OAC will operate the UAS safely in the NAS,
without creating a hazard to users of the NAS, or the public, or otherwise pose a threat to

national securi ty.



## CONCLUSION As set forth herein, OAC seeks an exemption pursuant to 14 C.F.R. § 11.61 and
Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA), which will
permit safe operation of the UAS commercially, without an airworthiness certificate , for
the limited purpose of conducting aerial video and photography over certain areas of the
United States. By granting this Petition, the FAA Administrator will be fulfilling the
Congressional mandate of the FAA Modernization and Reform Act of 2012, whi le also
advancing the interests of the public, by allowing OAC to safely, efficiently, and
economically operate the UAS commercially within the NAS.

WHEREFORE , in accordance with the Federal Aviation Regulations and the FAA

Modernization and Reform Act of 2012, Section 333, OAC respectfully requests that the
Administrator grant this Petition for an exemption from the requirements of 14 C.F.R
Sections 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1)
& (a)(2), and 91.417(a) & (b), and permit OAC to operate the UAS commercially for the
purpose of conducting aerial video and photography over cert ain areas of the United States.

Respectfully submitted,

4/27/2015 

# X Jacob A. Senior

Orlando Aviation Consultants Project Manager Signed by: Jacob Senior (affiliate)34



## A PPENDICES

A

– Specifications Data Sheet B

– Manufac turer’s User Manual C

– Monthly Maintenance Log



### APPENDIX

– A TECHNICAL SPECIFICATIONS

http://www.dji.com/product/phantom

- 3/spec

OAC only utilizes safe and reliable unm anned aircraft systems . DJI is an industry leader in small UAS production. DJI UASs are loaded with ground breaking software enabling the user to set parameters which will not allow flight into controlled airspace. Parameters can also be set to limit flight to no higher than a predetermined and set altitude as well as limit f l ight to a predetermined and set distance. In addition, DJI software provides r eal

- time altitude and location information to the PIC via the linked monitor (smart phone/tablet devices)353637



### APPENDIX

– B

DJI PHANTOM 3 MANUAL
( Release date May 2015 )

R ef: Manufacturer’s User Manual (PHANTOM)

http://www.dji.com /product/phantom

- 338



### APPENDIX

– E