UNITED STATES OF AMERICA

DEPARTEMNT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION

WASHINGTON, DC

Regulatory Docket No.________________

I N THE MATTER OF THE PETITION FOR EXEMPTION OF:

HYSIGHT TECHNOLOGIES

FOR AN EXEMPTION SEEKING RELIEF FROM THE REQUIREMENTS OF

TITLE 14 OF THE CODE OF FEDERAL REGULATIONS

SECTIONS 14 CFR PART 21, 45.23(b),61.113 (a)&(b)

, 91.7 (a), 91.9 (b)(2)

91.103, 9 1.109, 91.119, 91.121, 91.151 (a), 91.203 (a)&(b), 91.405 (a), 401 (a)(1), 409 (a)(2),

A nd 417 (a)&(b) CONCERNING COMMER CIAL OPERATION OF THE

DJI PHANTOM 2 VISION+, DJI PHANTOM 3, AND DJI INSPIRE 1

UNMANNED AIRCRAFT SYSTEM PURSUANT TO SECT ION 333 OF

THE FAA MODERNIZATION AND REFORM ACT OF 2012 (PUBLIC LAW 112

- 95)

Submitted on April 14, 2015

HYSight Technologies

Ryan Anschutz and John Bartolucci

3282 Oakstone Dr

Ontario, Ohio 44903

Ph: 419

- 528

- 5963April 14 , 2015

U. S. Department of Transportation

Docket Management System

1200 New Jersey Ave., SE

Washington, DC 20590

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

Aviation Regulations from 14 C.F.R. 45.23(b);14 C FR Part 21;14 CFR 61.113 (a) & (b);

91.7 (a);91.9 (b) (2);91.103(b); 91.109;91.119; 91.121; 91.151(a);91.203(a) & (b);91.405

(a); 91.407(a) (1); 91.409 (a) (2);91.417 (a) & (b).

Dear Sir or Madam:

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

Act) and 14 C.F.R. Part 11, HYSight Technologies, operator of Small Unmanned Aircraft

Systems (“sUASs”) equipped to offer on

- demand commercial UAS operations for a host

of industries and applications. These include:

• Public Saf

ety Support Operations

• Solar field voltaic module inspection

• Utility

- power generation system inspections and patrolling,

• Pipeline inspection and patrolling,

• Filmmaking, cinematography, and videography,

• Precision agriculture,

• Wildlife and forest ry monitoring,

• Aerial surveying, and

• Construction site inspection and monitoring

HYSight Technologies hereby applies for an exemption from the listed Federal Aviation

Regulations (“FARs”) to allow commercial operation of its sUASs, so long as such ope rations

are conducted within and under the conditions outlined herein or as may be established by the

FAA as required by Section 333

As described more fully below, the requested exemption would permit the operation of

small, unmanned and relatively inexpe nsive sUAS under controlled conditions in

airspace that is 1) limited 2) predetermined 3) controlled as to access and 4) would

provide safety enhancements to the already safe operations using conventional aircraft.

Approval of this exemption would thereby enhance safety and fulfill the Secretary of

Transportation’s (the FAA Administrator’s) responsibilities to “...establish requirements

for the safe operation of such aircraft systems in the national airspace system.” Section

333(c) of the Reform Act.T he name and address of the petitioner is:

HYSight Technologies

Attn: Ryan Anschutz a nd John Bartolucci

3282 Oakstone Dr

Ontario, Ohio 44903

Ph: 419

- 528

- 5963

Email: info@HYSightTech.com

Regulations from which th e exemption is requested:

14 CFR Part 21

14 C.F.R. 45.23(b)

14 CFR 61.113 (a) & (b)

14 C.F.R. 91.7 (a)

14 CFR 91.9 (b) (2)

14 C.F.R. 91.103

14 C.F.R. 91.109

14 C.F. R. 91.119

14 C.F.R. 91.121

14 CFR 91.151 (a)

14 CFR 91.203 (a) & (b)

14 CFR 91.405 (a)

14 CFR 407 (a) (1)

14 CFR 409 (a) (2)

14 CFR 417 (a) & (b)

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

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

Transportation to consider wheth er certain unmanned aircraft systems may operate

safely in the national airspace system (NAS) before completion of the rulemaking

required under Section 332 of the Reform Act. In making this determination, the

Secretary is required to determine which types of UASs do not create a hazard to users

of the NAS or the public or pose a threat to national security in light of the following:

• The UAS’s size, weight, speed, and operational capability;

• Operation of the UAS in close proximity to airports and popul ated areas; and

• Operation of the UAS within visual line of sight of the operator.

Reform Act § 333 (a). Lastly, if the Secretary determines that such vehicles “may

operate safely in the national airspace system, the Secretary shall establish

requirement s for the safe operation of such aircraft in the national airspace system.” Id.

§333(c) (emphasis added)

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

process applications for exemptions under section 333, but for t he Administrator to craft

conditions for the safe operation of the UAS, if it should be determined that theconditions set forth herein do not fulfill the statutory requirements for approval.

The Federal Aviation Act expressly grants the FAA the authority to issue exemptions.

This statutory authority by its terms includes exempting civil aircraft, as the term is

defined under §40101 of the Act that includes sUASs, from the requirement that all civil

aircraft must have a current airworthiness certificate.

Th e Administrator may grant an exemption from a requirement of a regulation prescribed

under subsection (a) or (b) of this section or any sections 44702

- 44716 of this title if the

Administrator finds the exemption in the public interest. 49 U.S.C. §44701(f) See also 49

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

HYSight Technolgies sUASs are rotorcraft, weighting 55 or fewer lbs. including payload. They

operate, under normal conditions at a speed of no more than 50 knots and have the

capability to hover, and move in the vertical and horizontal plane simultaneously. They

will operate only in line of sight and will operate only within a sterile area. Such

operations will insure that the sUAS will “not create a hazard to users of the national

airspace system or the public.” Specific operational sUASs are the DJI Phantom 2 Vision+, DJI

Phantom 3, and DJI Inspire 1. The DJI Phantom 2 Vision+, DJI Phantom 3, and DJI Inspire 1

are vertical takeoff and landing (VTOL) Unmanned Aircraft (UA) with a Ground Con trol Station

(GCS) utilizing electronic tablet or smart phone systems. The DJI Phantom 2 Vision+ and

Phantom 3 have a maximum gross weight of approximately 2 pounds 11 ounces, while having a

length of 16 inches width of 16 inches, height of 8 inches, and maximum speed of approximately

29 knots. The DJI Inspire 1 has a maximum gross weight of 6 pounds 7.5 ounces, a length of

17.3 inches, width of 17.7 inches, height of 11.8 inches, and a maximum speed of approximately

42 knots. The DJI Phantom 2 Vision+, Phantom 3, and the DJI Inspire 1 UAs are equipped with

four main rotors; driven by Lithium Polymer battery powered electric motors. The DJI Phantom

2 Vision+, Phantom 3, and DJI Inspire 1 UAs that will be operated by HYSight Technologies

will be registere d in 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.

Reform Act Section 333 (b).

Given the small size of the sUASs involved and the restricted sterile environment within

which they will operate, the applicant falls squarely within that zone of safety (an

equivalent level of safety) in which Congress envisioned that the FAA must, by

exemption, allow commer cial operations of UASs to commence immediately. Also due to

the size of the UASs and the restricted areas in which the relevant sUASs will operate,

approval of the application presents no national security issue. Given the clear direction

in Section 333 o f the Reform Act, the authority contained in the Federal Aviation Act, as

amended; the strong equivalent level of safety surrounding the proposed operations, and

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

impacts, including reduced emissions associated with allowing UASs, the grant of the

requested exemptions is in the public interest.

Accordingly, the applicant respectfully requests that the FAA grant the requested

exemption without delay.AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY

The applicant proposes that the exemption requested herein apply to civil aircraft that

have the characteristics and that operate with the limitations listed herein. These

limitations provide for at least an equivalent or even h igher level of safety to operations

under the current regulatory structure because the proposed operations represent a

safety enhancement to the already safe operations conducted with conventional aircraft.

These limitations and conditions to which HYSight Technologies agrees to be bound when

conducting commercial operations under an FAA issued exemption include:

1. The sUAS will weigh less than 55 lbs.

2. Flights will be operated within line of sight of a pilot and/or observer.

3. Maximum total flight tim e for each operational flight will be 45 minutes. Flights will be

terminated at 25% battery power reserve s hould that occur prior to the 45 minute limit.

4. Flights will be operated at an altitude of no more than 400 feet AGL or, not more than

200 feet abo ve an elevated platform from which filming is planned.

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

and/or the Camera Operator.

6. sUAS pilot will be an FAA licensed airman with at least a private pilot’s certific ate and 3 rd

class medical certificate

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

sUAS Pilot, who possess the necessary PIC qualifications, is also present (i.e. the Visual

Observer), that person can also be designated as the PIC.

8. The UAS will only operate within a confined “Sterile Area” of the flight operations area.

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

day’s activities. It will be mandatory that all personnel who will be performing duties

within the boundaries of the safety perimeter be present for this briefing.

10. The operator will obtain the consent of all persons involved and ensure that only

consenting persons will be allowed within 100 feet of the flight operation, and this radius

m ay be reduced to 30 feet based upon an equivalent level of safety determination.

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

up

- to

- date information on the particular UAS to be operated.

12. Observer and pilot wi ll at all times are able to communicate by voice and/or text.

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

14. All required permissions and permits will be obtained from territorial, state, county or

city jurisdic tions, including local law enforcement, fire, or other appropriate governmental

agencies.

15. If the sUAS loses communications or loses its GPS signal, the UAS will have

capability to return to a pre

- determined location within the Security Perimeter and la nd.

16. The sUAS will have the capability to abort a flight in case of unpredicted obstacles or

emergencies.14 C.F.R. Part 21, Subpart H: Airworthiness Certificates 14 C.F.R. §91.203 (a) (1)

Subpart H , entitled Airworthiness Certificates, esta blishes the procedural requirements

for the issuance of airworthiness certificates as required by FAR §91.203 (a) (1). Given

the size and limited operating area associated with the aircraft to be utilized by the

Applicant, an exemption from Part 21 Subpart H meets the requirements of an

equivalent level of safety under Part 11 and Section 333 of the Reform Act. The Federal

Aviation Act (49 U.S.C.§44701 (f)) and Section 333 of the Reform Act both authorize the

FAA to exempt aircraft from the requirement for an airworthiness certificate, upon

consideration of the size, weight, speed, operational capability, and proximity to airports

and populated areas of the particular UAS. In all cases, an analysis of these criteria

demonstrates that the UAS operated without an airworthiness certificate, in the restricted

environment and under the conditions proposed will be at least as safe, or safer, than a

conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate

without the restrictions and conditions proposed.

The sUAS to be operated hereunder is less than 55 lbs. fully loaded, carries neither a

pilot nor passenger, carries no explosive materials or flammable liquid fuels, and

operates exclusively within a secured area as set out in the Manual. Unlike other civil

aircraft, operations under this exemption will be tightly controlled and monitored by both

the operator, pursuant to the Manual’s requirements, and under the requirements and in

compliance with local public safety requirements, to provide security for the area of

operation as is now done with conventional filming. The FAA will have advance notice of

all operations. These safety enhancements, which already apply to civil aircraft operated

in connection with motion picture and tele vision production, provide a greater degree of

safety to the public and property owners than conventional operations conducted with

airworthiness certificates issued under 14 C.F.R. Part 21, Subpart H. Lastly, application

of these same criteria demonstrate s that there is no credible threat to national security

posed by the UAS, due to its size, speed of operation, location of operation, lack of

explosive materials or flammable liquid fuels, and inability to carry a substantial external

load. The FAA has iss ued the following exemptions to this regulations Exemptions Nos. 11251.

14 C.F.R. § 45.23 (b). Marking of the Aircraft

The regulation requires:

When marks include only the Roman capital letter "N" and the registration number is

displayed on limited, rest ricted or light

- sport category aircraft or experimental or

provisionally certificated aircraft, the operator must also display on that aircraft near each

entrance to the cabin, cockpit, or pilot station, in letters not less than 2 inches nor more

than 6 in ches high, the words "limited," "restricted," "light

- sport," "experimental," or

"provisional," as applicable.

Even though the UAS will have no airworthiness certificate, an exemption may be

needed as the UAS will have no entrance to the cabin, cockpit or p ilot station on which

the word “Experimental” can be placed. Given the size of the sUAV, two

- inch lettering

will be impossible. The word “Experimental” will be placed on the fuselage in compliance

with §45.29 (f).

The equivalent level of safety will be pro vided by having the sUAV marked on itsfuselage as required by §45.29 (f) where the pilot, observer and others working with the

sUAV will see the identification of the UAS as “Experimental.” The FAA has issued the

following exemptions to this regulation to Exemptions , but not limited to, Nos. 10700, 8738,

10167 and

10167A , 11256, 11251.

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

Command.

Sections 61.113 (a) & (b) limit private pilots to non

- commercial operations

. Bec ause the

s UAS will not carry a pilot or passengers, the proposed operations can achieve the

equivalent level of safety of current operations by requiring the PIC operating the aircraft

to have a private pilot’s license rather than a commercial pilot’s lice nse to operate this

small UAS. Unlike a conventional aircraft that carries the pilot and passengers, the sUAS

is remotely controlled with no living thing on board. The area of operation is controlled

and restricted, and all flights are planned and coordina ted in advance. The level of safety

provided by the requirements included in the Manual exceeds that provided by a single

individual holding a commercial pilot’s certificate operating a conventional aircraft. The

risks associated with the operation of the sUAS are so diminished from the level of risk

associated with commercial operations contemplated by Part 61 when drafted, that

allowing operations of the sUAS as requested with a private pilot as the PIC exceeds the

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

14 C.F.R. §91.7(a): Civil aircraft airworthiness.

The regulation requires that no person may operate a civil aircraft unless it is in airworthy

condition. As there will be no airworthiness certificate issued for the aircraft, shou ld this

exemption be granted, no FAA regulatory standard will exist for determining

airworthiness. Given the size of the aircraft and the requirements contained in the

Manual for maintenance and use of safety check lists prior to each flight, as set forth in

Sections J, L and Q, an equivalent level of safety will be provided.

14 C.F.R. § 91.9 (b) (2): Civil Aircraft Flight Manual in the Aircraft.

Section 91.9 (b) (2) provides:

No person may operate a U.S.

- registered civil aircraft ...

(2) For which an Airpla ne or Rotorcraft Flight Manual is not required by §21.5 of this

chapter, unless there is available in the aircraft a current approved airplane or Rotorcraft

Flight Manual, approved manual material, markings, and placards, or any combination

thereof. The sU AS, given its size and configuration has no ability or place to carry such a

flight manual on the aircraft, not only because there is no pilot on board, but because

there is no room or capacity to carry such an item on the aircraft.

The equivalent level of safety will be maintained by keeping the flight manual at the

ground control point where the pilot flying the sUAS will have immediate access to it.

The FAA has issued the following exemptions to this regulation , but not limited to : Exemption

Nos. 8607, 8 737, 8738, 9299, 9299A, 9565, 9565B, 1 0167, 10167A, 10602, 32827, 10700,

11251, and 11256.14 C.F.R. § 91.103: Preflight action

This regulation requires each pilot in command to take certain actions before flight to

insure the safety of flight. As FAA a pproved rotorcraft flight manuals will not be provided

for the aircraft an exemption will be needed. The PIC will take all actions including

reviewing weather, flight battery requirements, landing and takeoff distances and aircraft

performance data before initiation of flight.

14 C.F.R. §91.109: Flight instruction :

Section 91.103 provides that no person may operate a civil aircraft (except a manned

free balloon) that is being used for flight instruction unless that aircraft has fully

functioning dual controls.

s UASs and remotely piloted aircraft, by their design do not have fully functional dual

controls. Flight control is accomplished through the use of a control box that

communicates with the aircraft via radio communications. The FAA has approved

e xemptions for flight training without fully functional dual controls for a number of aircraft

and for flight instruction in experimental airc raft. See Exemption Nos.5778K & 9862A.

The equivalent level of safety provided by the fact that neither a pilot nor passengers will

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

14 C.F.R. §91.119: Minimum safe altitudes

Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 91.119 (d)

allows helicopters to be operate d at less than the minimums prescribed, provided the

person operating the helicopter complies with any route or altitudes prescribed for

helicopters by the FAA. As this exemption is for a sUAS that is a helicopter and the

exemption requests authority to op erate at altitudes up to 400 AGL, or not more than

200 above an elevated platform from which filming is planned, an exemption may be

needed to allow such operations. As set forth herein, except for the limited conditions

stated in the Manual, the UAS will never operate at higher than 400 AGL. It will however

be operated in a restricted area with security perimeter, where buildings and people will

not be exposed to operations without their pre

- obtained consent. The equivalent level of

safety will be achieved given the size, weight, and speed of the UAS as well as the

location where it is operated. No flight will be taken without the required permission of

the property owner or local officials. Because of the advance notice to the property

owner and participan ts in the aerial activity, all affected individuals will be aware of the

planned flight operations. Compared to flight operations with aircraft or rotorcraft

weighting far more than the maximum 55lbs. proposed herein and the lack of flammable

fuel, any ris k associated with these operations is far less than those presently presented

with conventional aircraft operating at or below 500 AGL other industries. In addition, the

low

- altitude operations of the sUAS will ensure separation between these small

- UAS

ope rations and the operations of conventional aircraft that must comply with Section

91.119.

14 C.F.R. §91.121 Altimeter Settings

This regulation requires each person operating an aircraft to maintain cruising altitude by

reference to an altimeter that is se t “...to the elevation of the departure airport or anappropriate altimeter setting available before departure.” As the sUAS may not have a

barometric altimeter, but instead a GPS altitude read out, an exemption may be needed.

An equivalent level of safety w ill be achieved by the operator, pursuant to the Manual

and Safety Check list, confirming the altitude of the launch site shown on the GPS

altitude indicator before flight.

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

Section 91.1 51 (a) prohibits an individual from beginning “a flight in an airplane under

VFR conditions unless (considering wind and forecast weather conditions) there is

enough fuel to fly to the first point of intended landing, and, assuming normal cruising

speed

– (1) During the day, to fly after that for at least 30 minutes; or (2) At night, to fly

after that for at least 45 minutes.”

The battery powering the sUAS provides ap proximately 30

- 50 minutes of powered flight. To

meet the 30

- minute reserve requirement in 1 4 CFR §91.151, sUAS flights would be

limited to approximately 2 0 minutes in length. Given the limitations on the UAS’s

proposed flight area and the location of its proposed operations within a predetermined

area, a longer time frame for flight in daylight or night VFR conditions is reasonable.

Applicant believes that an exemption from 14 CFR §91.151(a) falls within the scope of

prior exemptions. See Exemption 10673 (allowing Lockheed Martin Corporation to

operate without compliance with FAR 91.151 (a)). Ope rating the small UAS, in a tightly

controlled area where only people and property owners or official representatives who

have signed waivers will be allowed, with less than 30 minutes of reserve fuel, does not

engender the type of risks that Section 91.151 (a) was intended to alleviate given the size

and speed of the small UAS. Addition ally, limiting sUAS flights to 2 0 minutes would

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

Applicant believes that an equivalent level of safety can b e achieved by limiting flights to

45 minutes or 25% of battery power whichever happens first. This restriction would be

more than adequate to return the sUAS to its planned landing zone from anywhere in its

limited operating area.

Similar exemptions have b een granted to other operations, including Exemptions 2689F,

5745, 10673, 10808 , and 11251

.

14 C.F.R. §91.203 (a) and (b): Carrying Civil Aircraft Certification and Registration

The regulation provides in pertinent part:

(a) Except as provided in § 91.715, no pe rson may operate a civil aircraft unless it has

within it the following:

(1) An appropriate and current airworthiness certificate. . . .

(b) No person may operate a civil aircraft unless the airworthiness certificate required by

paragraph (a) of this secti on or a special flight authorization issued under §91.715 is

displayed at the cabin or cockpit entrance so that it is legible to passengers or crew.

The UAS fully loaded weighs no more than 55 lbs and is operated without an onboard

pilot. As such, there is no ability or place to carry certification and registration documents

or to display them on the sUAS.

An equivalent level of safety will be achieved by keeping these documents at the ground

control point where the pilot flying the sUAS will have immediate access to them, to the

extent they are applicable to the sUAS. The FAA has issued numerous exemptions tothis regulation. A representative sample of other exceptions includes Exemption Nos.

9565, 9665, 9789, 9789A, 9797, 9797A, 9816A, 10700, 11251, and 11256.

14 C.F.R . §91.405 (a); 407 (a) (1); 409 (a) (2); 417(a) & (b): Maintenance Inspections

These regulations require that an aircraft operator or owner “shall have that aircraft

inspected as prescribed in subpart E of this part and shall between required inspections,

except as provided in paragraph (c) of this section, have discrepancies repaired as

prescribed in part 43 of this chapter...,” and others shall inspect or maintain the aircraft in

compliance with Part 43.

Given that these section and Part 43 apply only to aircraft with an airworthiness

certificate, these sections will not apply to the applicant. The operator pursuant to the

flight manual and operating handbook will accomplish maintenance. An equivalent level

of safety will be achieved because these small U ASs are very limited in size and will

carry a small payload and operate only in restricted areas for limited periods of time. If

mechanical issues arise the UAS can land immediately and will be operating from no

higher than 400 feet AGL. As provided in the Manual, the operator will ensure that the

UAS is in working order prior to initiating flight, perform required maintenance, and keep

a log of any maintenance performed. Moreover, the operator is the person most familiar

with the aircraft and best suited t o maintain the aircraft in an airworthy condition to

provide the equivalent level of safety.

*********

Pursuant to 14 C.F.R. Part 11, the following summary is provided for publication in the

Federal Register, should it be determined that publication is nee ded:

Applicant seeks an exemption from the following rules:

14 C.F.R. §21, subpart H; 14 C.F.R 45.23(b);14 C.F.R. §§ 61.113( a) & (b);91.7 (a); 91.9

(b) (2);91.103(b);91.109; 91.119; 91.121; 91.151(a);91.203(a) and (b); 91.405 (a);

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

commercially a small unmanned vehicle (55lbs or less).

Approval of exemptions allowing commercial operations of sUASs, will enhance safety

by reducing risk. Conventional operations, using jet or piston power aircraft, operate at

extremely low altitudes just feet from the subjects being filmed and in extreme proximity

to people and structures and present the risks associated with vehicles that weigh in the

neighborhood of 4,000lbs, carrying large amounts of jet A or other fuel. Such aircraft

must fly to and from the operational location. In contrast, a sUAS weighing fewer than 55

lbs. and powered by batteries eliminates virtually all of that risk given the reduced mass

and lack of combustible fuel carried on board. The sUAS is carried to the operation site

and not flown. The sUAS will carry no passengers or crew and, therefore, will not expose

them to the risks associated with manned aircraft flights.The operation of small UASs, weighting less than 55 lb s., conducted in the strict

conditions outlined above, will provide an equivalent level of safety supporting the grant

of the exemptions requested herein, including exempting the applicant from the

requirements of Part 21 and allowing commercial operations . These lightweight aircraft

operate at slow speeds, close to the ground, and in a sterile environment and, as a

result, are far safer than conventional operations conducted with turbine helicopters

operating in close proximity to the ground and people.

P rivacy

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

prior consent and knowledge. Filming will be of people who have also consented to

being filmed or otherwise have agreed to be in the area where filming will take place.

The grant of this exemption request will provide improved safety in both day and night

operations. Satisfaction of the criteria provided in Section 333 of the Reform Act of 2012

-

- size, weight, speed, operating capabilities, proximity to airpor ts and populated areas

and operation within visual line of sight and national security

– provide more than

adequate justification for the grant of the requested exemptions allowing commercial

operation of applicant’s UAS. It is of note that certain public safety operations may involve

advanced monitoring technology such as Infrared Red, Night Vision, etc. These specific

operations will be governed pursuant to all applicable Local, State, and Federal laws regarding

search and seizure including court approva l of said operations via search warrant.

Conclusion

As set forth herein, HYSight Technologies 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 DJ I Phantom 2 Vision+, DJI Phantom 3, and DJI Inspire 1 UASs commercially,

without an airworthiness certificate, for the limited purpose of conducting the aforementioned

on

- demand commercial sUAS operations that include:

• Public Safety Support Operations

• Solar field voltaic module inspection

• Utility

- power generation system inspections and patrolling,

• Pipeline inspection and patrolling,

• Filmmaking, cinematography, and videography,

• Precision agriculture,

• Wildlife and forestry monitoring,

• Aerial surveying, and

• Construction site inspection and monitoringBy granting this Petition, the FAA Administrator will be fulfilling the Congressional mandate of

the FAA Modernization and Reform Act of 2012, while also advancing the interests of the

public, b y allowing HYSight Technologies to safely, efficiently, and economically operate

sUASs commercially within the NAS.

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

Modernization and Reform Act of 2012, section 333, HYSight Tec hnologies respectfull y

requests that the Administrat or grant this Petition for an exemption from the requirements of 14

C.F.R Sections 45.23(b); Part 21; 61.113(a) & (b), 91.7(a); 91.9 (b) ; 91. 103(b); 91.109; 91.119;

91.121; 91.151(a); 91.203(a) ; 91.405(a), 91.407(a)(1); 91.409(a)(1) & (a)(2), and 91.417(a) &

(b), and per mit HYSight Technologies to operate the DJI Phantom 2 Vision+, DJI Phantom 3,

and the DJI Inspire 1 comm ercially in the United States.

Respectfully Submitted,

HYSight Technologies

Ryan Anschutz

3282 Oakstone Dr

Ontario, Ohio 44903

419

- 528

- 5963

info@HYSightTech.com

Appendices :

A

– DJI Phantom 2 Vision+/Phantom 3

– Specifications Data Sheet

B

– DJI Inspire 1 Specifications Data Sheet

C

– Link to DJI Phantom 2 Vision+ Manufacturer’s User Manual

D

– Link to D JI Inspire 1 Manufacturer’s User ManualAPPENDIX

– A

DJI PHANTOM 2 VISION+ /PHANTOM 3 TECHNICAL SPECIFICATIONS

HYSight Technologies only utilizes safe and reliable s UASs. 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 flight to a

predetermined and set distance. In addition, DJI software provides real

- time altitude and location

information to the PIC via the linked monitor (smart phone/tablet devices)

1.1 DJI Phantom 2 Vision+ /Phantom 3

. 1.1.1 Aircraft

1.1.1.1 Supported Battery

– DJI 520 0mAH LiPo Battery

1.1.1.2 Weight (Battery & Propellers Included)

– 2lbs 11.810oz (1242g)

1.1.1.3 Hover Accuracy (Ready to Fly)

– Vertical: .8m; Horizontal: 2.5m

1.1.1.4 Max Yaw Angular Velocity

- 2000/s

1.1.1.5 Max Tilt Angel

- 350 1.1.1.6 Max Ascent S peed

– 6m/s

1.1.1.7 Max Descent Speed

– 2m/s

1.1.1.8 Max Flight Speed

– 15m/s (NOT RECOMMENDED)

. 1.1.2 Gimbal

1.1.2.1 Working Current

– Static: 750mA; Dynamic: 900mA

1.1.2.2 Control Accuracy

- ±0.030

1.1.2.3 Controllable Range

– Pitch:

- 900

- 00

1.1.2.4 Maximum Angular Speed

– Pitch: 900/s

. 1.1.3 Camera

1.1.3.1 Operating Temperature Range

- 320F

- 1040F (00C

- 400C)

1.1.3.2 Sensor Size

– 1/2.3”

1.1.3.3 Effective Pixels

– 14M

1.1.3.4 Resolution

– 4384x3288 4.1.3.5 HD Video Recording

– 10 80p30 & 720p

4.1.3.6 Recording Field of View

- 1100/850

. 1.1.4 Transmitter

1.1.4.1 Operating Frequency

– 5.728GHz

– 5.85GHz

1.1.4.2 Communication Distance (unobstructed)

– FCC Compliance: 800m

1.1.4.3 Receiver Sensitivity (1%PER)

- - 93dBm

1.1.4. 4 Transmitter Power

– FCC Compliance: 100mW

1.1.4.5 Working Voltage

– 120mA@3.7V

1.1.5 Range Extender

1.1.5.1 Operating Frequency

– 2412

- 2462MHz

1.1.5.2 Communication Distance (unobstructed)

– 500

- 700m

1.1.5.3 Transmitter Power

– 20dBm1.1.5.4 Pow er Consumption

– 2W

APPENDIX

– B

DJI INSPIRE 1 TECHNICAL SPECIFICATIONS

HYSight Technologies only utilizes safe and reliable UASs. 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 flight to a

predetermined and set distance. In addition, DJI software pro vides real

- time altitude and location

information to the PIC via the linked monitor (smart phone/tablet devices)

2.2 DJI Inspire 1

. 2.2.1 Aircraft

2.2.1.1 Model

– T600

2.2.1.2 Weight (Battery Included)

– 6lbs 7.5291oz (2935g)

2.2.1.3 Hovering Ac curacy (GPS Mode)

– Vertical: 0.5m; Horizontal: 2.5m

2.2.1.4 Max Angular Velocity

– Pitch: 3000/s; Yaw: 1500/s

2.2.1.5 Max Tilt Angle

- 350

2.2.1.6 Max Ascent Speed

– 5m/s

2.2.1.7 Max Descent Speed

– 4m/s

2.2.1.8 Max Speed

– 22m/s (ATTI mode, no wind

– NOT RECOMMENDED)

2.2.1.9 Max Flight Altitude

– 4500m

2.2.1.10 Max Wind Resistance

– 10m/s

2.2.1.11 Max Flight Time

– Approximately 20 minutes

2.2.1.12 Motor Model

– DJI 3510

2.2.1.13 Propeller Model

– DJI 1345

2.2.1.14 Operating Temperature Range

– 140F to 1040F (

- 100C to 400C) 2.2.1.15

Dimensions

– 17 1⁄4” x 17 3⁄4” x 12”

2.2.2 Gimbal

2.2.2.1 Model

– ZENMUSE X3

2.2.2.2 Output Power (with camera)

– Static: 9W; In Motion: 11W

2.2.2.3 Operating Current

– Static: 750mA; In Motion: 900 mA

2.2.2.4 Angular Vibration Range

- ±0.030

2.2.2.5 Mounting

– Detachable

2.2.2.6 Controllable Range

– Pitch:

- 900 to +300; Pan: ±3200

2.2.2.7 Mechanical Range

– Pitch:

- 1250 to 450; Pan: ±3300

2.2.2.8 Max Controllable Speed

– Pitc h: 1200/s; Pan: 1800/s

2.2.3 Camera

2.2.3.1 Name

– X32.2.3.2 Model

– FC350

2.2.3.3 Total Pixels

– 12.76M 2.2.3.4 Effective Pixels

– 12.4M

2.2.3.5 Image Max Size

– 4000x3000

2.2.3.6 ISO Range

– 100

- 3200

2.2.3.7 Field of View

- 940

2.2.3.8 CMO S

– Sony EXMOR 1/2.3”

2.2.3.9 HD Video Recording

– UHD(4K): 4096x2160p24/25,

3840x2160p24/25/30; FHD: 1920x1080p24/25/30/48/50/60; HD:

1280x720p24/25/30/48/50/60

2.2.3.10 Operating Temperature Range

- 320F

- 1040F (00C

- 400C)

. 2.2.4 Transmitter

2.2.4.1 Name

– C1

2.2.4.2 Operating Frequency

– 5.728

- 5.850GHz; 2.400

- 2.483GHz

2.2.4.3 Communicating Distance (unobstructed)

– 2000m

2.2.4.4 Output Power

– 9W

2.2.4.5 Operating Temperature Range

- 140F to 1040F (

- 100C to 400C)

2.2.4.6 Battery

– 600m Ah LiPo 2S

APPENDIX

– C

DJI Phantom 2 Vision+ Manufacturer’s User Manual

http://download.dji

innovations.com/downloads/phantom_2_vision_plus/en/Phantom_2_Vision_Plus_User_M

anual_v1.8_en.pdf

APPENDIX

– D

DJI Inspire 1 Manufacturer’s User M anual

http://download.dji

innovations.com/downloads/inspire_1/en/Ins pire_1_User_Manual_v1.0_en.pdf