David C. Richardson 

3848 West 2261h Street Apt. #120 

Torrance CA. 90505 

Home: (760) 400-9853 

Cell: (310) 251-0155 

Dave@rv-7 .com 

Dear Sir or Madam: 

i I 

Pursuant to Section 333 of the FAA Modernization and Reform Act of2012 (the Reform Act), and 14 C.F.R. Part 

11, I David C. Richardson an emplbyee of the California Department of Transportation, hereby applies for an 

exemption from the Federal Aviation Regulations (FARs) listed below to allow operation of a Small Unmanned 

Aircraft System (sUAS) on behalf of the Department in airspace regulated by the Federal Aviation Administration 

(FAA) so long as such operations are conducted with and under the conditions outlined herein or as may be 

established by the FAA as required by Section 333. 

The requested exemption would permit David C. Richardson to operate a sUAS for various California State 

Agencies and Departments using a small advanced sUAV in the following areas: Inspection, Land 

Management/Surveying, Special Events, Mapping, Emergency Response, Environmental Assessment, Bridge 

Inspection, Structure and Antenna inspection, Aerial Videography, Still Photography and Slope Stabilization 

inspection and assessment. 

I, David C. Richardson have demonstrated the ability to safely and effectively fly the sUAS DJI Phantom 2 Vision+ 

which will be used for all proposed use activities. As part of this exemption I, David C. Richardson will comply with 

local ordinances and laws regarding the operation of sUAS, and adheres to all weather and environmental 

restrictions or limitations in reference to the operations of sUAS. 

All flights will occur in compliance with any state or local laws regarding privacy. 

I, David C. Richardson, am seeking the exemption because I am committed to complying with all of the rules, 

guidelines, limitations, and future legislation set forth by the FAA. I agree to operate the sUAS in the manner that I 

have described, and for the purposes that I have described. Without the exemption request granted, I would be 

unable to safely and effectively provide these services for the benefit and safety of the citizens of the State of 

California without excessive and undue costs and potential risk to persons and property that would be borne by the 

taxpayers of the State of California. It is my intention to comply with all FAA regulations and procedures and obtain 

an exemption of the following regulations. 

The following contains my list of regulations from which I am seeking exemption, and a complete list of 

responsibilities I assume as operator; it also contains information regarding the aircraft, public benefit and safety 

features, and similar petitions requests granted. 

Regulations from which exemption is requested: 

14 C.F.R. Part 21 

14 C.F.R. 45.23(b) 

14 C.F.R. 61.113(a) & (b) 

14 C.F.R. 91.7(a) 

14 C.F.R. 91.9(b) (2) 

14 C.F.R. 91.109 
14 C.F.R. 91.119 

. 14 C.F.R. 91.121 

14 C.F.R. 91.151(a) 

14 C.F.R. 91.203(a) & (b) 

14 C.F.R. 91.205(b) 

14 C.F:R. 91.215 

14C.F.R.91.401-91.417 

I, the Operator, Assume the Following Responsibilities 

1. Operations authorized by this grant of exemption are limited to the DJI Phantom 2 Vision + 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 knot speed restriction. In no case will 

the UA be operated at airspeeds greater than the maximum UA operating airspeed recommended by the aircraft 

manufacturer. 

4. The UA must be operated at an altitude of no more than 400 feet above ground level (AGL). Altitude must be 

reported in feet AGL. 

5. The UA must be operated within visual line of sight (VLOS) ofthe PIC at all times. This requires the PIC to be 

able to use human vision unaided by any device other than corrective lenses, as specified on the PIC's FAA-issued 

airman medical certificate or U.S. driver's license. 

6. All operations must utilize a visual observer (VO). The UA must be operated within the visual line of sight 

(YLOS) of the PIC and YO at all times. The YO may be used to satisfY the YLOS requirement as long as the PIC 

always maintains YLOS 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 ofthe flight. The PIC must ensure that the YO can perform the 

duties required of the YO. 

7. This exemption and all documents needed to operate the UAS and conduct its operations in accordance with the 

conditions and limitations stated in this grant of exemption, are hereinafter referred to as the operating documents. 

The operating documents must be accessible during UAS operations and made available to the Administrator upon 

request. If a discrepancy exists between the conditions and 4 limitations in this exemption and the procedures 

outlined in the operating documents, the conditions and limitations herein take precedence and must be followed. 

Otherwise, the operator must follow the procedures as outlined in its operating documents. The operator may update 

or revise its operating documents. It is the operator's responsibility to track such revisions and present updated and 

revised documents to the Administrator or any law enforcement officiaL upon request. The operator must also 

present updated and revised documents if it petitions for extension or amendment to this grant of exemption. If the 

operator determines that any update or revision would affect the basis upon which the FAA granted this exemption, 

then the operator must petition for an amendment to its grant of exemption. The FAA's UAS Integration Office 

(AFS-80) may be contacted if questions arise regarding updates or revisions to the operating documents. 

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 YO and must remain 

at least 500 feet from other people. The functional test flight must be conducted in such a manner so as to not pose 

an undue hazard to persons and property. 
9. The operator is responsible for maintaining and inspecting the UAS to ensure that it is in a condition for safe 

operation. 

10. Prior to each flight, the PIC must conduct a pre-flight inspection and determine the UAS is in a condition for 

safe flight. The pre-flight inspection must account for all potential discrepancies, e.g., inoperable components, items, 

or equipment. 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. 

11. The operator must follow the UAS manufacturer's maintenance, overhaul, replacement, inspection, and life limit 

requirements for the aircraft and aircraft components. 

12. Each UAS operated under this exemption must comply with all manufacturer safety bulletins. 

13. Under this grant of exemption, a PIC must hold either an airline transport, commercial, private, recreational, or 

sport pilot certificate. The PIC must also hold a current FAA airman medical certificate or a valid U.S. driver's 

license issued by a state, the District of 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 structures. PIC 

qualification flight hours and currency must be logged in a manner consistent with 14 CFR § 61.51 (b). Flights for 

the purposes of training the operator's PICs and VOs (training, proficiency, and experience-building) and 

determining the PIC's ability to safely operate the UAS in a manner consistent with how the UAS will be operated 

under this exemption are permitted under the terms of this exemption. However, training operations may only be 

conducted during dedicated training sessions. During training, proficiency, and experience-building flights, all 

persons not essential for flight operations are considered nonparticipants, and the PIC must operate the UA with 

appropriate distance from nonparticipants in accordance with 14 CFR § 91.119. 

15. U AS operations may not be conducted during night, as defined in 14 CFR § 1.1. All operations must be 

conducted under visual meteorological conditions (VMC). Flights under special visual flight rules (SVFR) are not 

authorized. 

16. The UA may not operate within 5 nautical miles 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 ofthe 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 

request. 

17. The UA may not be operated less than 500 feet below or less than 2,000 feet horizontally from a cloud or when 

visibility is less than 3 statute miles from the PIC. 

18. Ifthe UAS loses communications with the PIC, the UA must return to a pre-determined location within the 

private or controlled-access property. 

19. The PIC must abort the flight in the event ofunpredicted obstacles or emergencies. 

20. The PIC is prohibited from beginning a flight unless (considering wind and forecast weather conditions) there is 

enough available power for the UA to conduct the intended operation and to operate after that for at least five 

minutes or with the reserve power recommended by the manufacturer if greater. 

21. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All operations shall be 

conducted in accordance with an A TO-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 CO A. 6 

22. All aircraft operated in accordance with this exemption must be identified by serial number, registered in 

accordance with 14 CFR part 47, and have identification (N-Number) markings in accordance with 14 CFR part 45, 

Subpart C. Markings must be as large as practicable. 
23. Documents used by the operator to ensure the safe operation and flight of the U AS and any documents required 

under 14 CFR §§ 91.9 and 91.203 must be available to the PIC at the Ground Control Station of the UAS any time 

the aircraft is operating. These documents must be made available to the Administrator or any law enforcement 

official upon request. 

24. The UA must remain clear and give way to all manned aviation operations and activities at all times. 

25. The UAS may not be operated by the PIC from any moving device or vehicle. 

26. All Flight operations must be conducted at least 500 feet from all nonparticipating persons, vessels, vehicles, and 

structures unless: a. Barriers or structures are present that sufficiently protect nonparticipating persons from the UA 

and/or debris in the event of an accident. The operator must ensure that nonparticipating persons remain under such 

protection. If a situation arises where nonparticipating persons leave such protection and are within 500 feet of the 

UA, flight operations must cease immediately in a manner ensuring the safety of nonparticipating persons; and b. 

The owner/controller of any vessels, vehicles or structures has granted permission for operating closer to those 

objects and the PIC has made a safety assessment of the risk of operating closer to those objects and determined that 

it does not present an undue hazard. The PIC, VO, operator trainees or essential persons are not considered 

nonparticipating persons under this exemption. 

27. All operations shall be conducted over private or controlled-access property with permission from the property 

owner/controller or authorized representative. Permission from property owner/controller or authorized 

representative will be obtained for each flight to be conducted. 

28. Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries of the operational 

area as defined by the applicable COA must be reported to the FAA's UAS Integration Office (AFS-80) within 24 

hours. Accidents must be reported to the National Transportation Safety Board (NTSB) per instructions contained 

on the NTSB Web site: www.ntsb.gov. 

SIMILAR EXEMPTIONS 

They are similar in all/or many material respects to relief previously requested in Grant of Exemption Nos. 11062, 

11109, 11112, and 11213 

Public Benefit and Safety 

Conducting aerial acquisitions with the DJI Phantom 2 Vision+ UAS, instead of traditional manned aircraft, will 

benefit the public by drastically reducing the levels of air and noise pollution generated during traditional aerial 

video and still photography flight operations. By using battery power and electric motors, the DJI Phantom 2 

Vision+ UAS produces no air pollution, and is the most viable environmentally conscious alternative to the cabin 

class, four to six cylinder internal combustion engine aircraft that are typically utilized for aerial video and 

photography, while burning approximately 15-30 gallons per hour ofleaded aviation fuel. The DJI Phantom 2 

Vision+ UAS, while reducing 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 DJI 

Phantom 2 Vision+ 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 aircraft, the DJI Phantom 

2 Vision+ UAS (weighing approximately 2.9pounds at maximum gross weight with diagonal dimension of23.2 

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 1600-3500 pounds with a wingspan of approximately 36 feet, a length of26 feet, and a fuel capacity 

of 50 gallons). 
I David C. Richardson am petitioning for an exemption to operate a DJI Phantom 2 Vision+ with a built-in 

stabilized HD camera and GPS safety features which limit its ability to limit the height it flies above ground level 

(AGL), to limit the radius of the distance it flies from the operator and to exclude it from operations within 

designated Class B, C and D airspace including a no-fly zone feature. The DJI Phantom 2 Vision+ also has a failsafe 

function that is triggered in the event communication is lost between the sUAS and the main controller transmitter. 

At that time, the sUAS will return to its point of takeoff and land safety. If the connection is restored, the PIC can 

regain control of flight and land manually. 

These specifications meet with the Model Aircraft Operating Standards as set below: 

• The petitioner will only operate its sUAS in line-of-sight of a pilot and/or observer and will operate at sites that are 

'sufficient distance' from populated areas within the sterile area described in the Flight Operations Procedures 

Manual. Such operations will ensure that the sUAS will "not create a hazard to users of the national airspace system 

or the public." 

• When flying the sUAS within three (3) miles of an airport, airport operators will be notified and the operator will 

give the right-of-way to avoid flying in the proximity of full-scale aircraft. Maximum flight time for each operation 

will be 30 minutes. 

• Flights will be terminated when battery levels reach 20%, allowing sufficient reserve flight time to safely land the 

sUAS. 

• The sUAS will be programmed so it will not be operated at an altitude that exceeds 400 feet AGL, and not more 

than 200 feet above an elevated platform from which videography is planned. 

• Minimum crew for each operation shall consist of: sUAS pilot and a visual sUAS observer. 

• The sUAS PIC will be an FAA licensed airman holding a minimum of a Private Pilot certificate and a current 

FAA medical certificate. 

• The sUAS operated by the petitioner weighs less than 25 pounds, including all payload (i.e. camera, lens, and 

stabilized gimbal). 

• The sUAS will operate at speeds of no more than 50 knots, can hover, and can simultaneously move vertically and 

horizontally. 

• Given the small size of the sUAS, the proposed uses and the restricted environment within which it will operate, 

the operations on behalf of California Department of Transportation will adhere to the Reform Act's safety 

requirements. 

David C. Richardson