UNITED STATES OF AMERICA DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION DOCKET MANAGEMENT SYSTEM 1200 NEWJERSEY AVE., SE WASHINGTON, DC 20590 **IN THE M AT** **TER OF THE PETITION FOR EXEMPTION OF:**



## Nicholas Richards

**FOR A N EXEMPTION SEEKING RELIEF FROM**  **THE REQUIREMENTS OF THE FAA REFORM A** **CT AND PA** **RT 11 OF THE FEDER AL** **A VIA**  **TION REGULA**

**TI ONS FROM**  **TI TLE 14 OF THE CODE OF FEDERA** **L REGUL AT** **IONS SECTIONS C.F.R. §§ 61.113 (a) & (b); 91.7(a); 91.119 (c); 91.121; 91.151(a);** 

**91.405 (a); 91.407(a) (1); 91.409 (a) (2); 91.417 (a) & (b). CONCERNING COMMERCIA** **L OPERA TION OF UNM** **AN NED**  **AIR CRA** **FT SYSTEMS PURSUA** **NT TO SECTION 333 OF THE FAA** 

**MODERNIZA**

**TION AN** **D REFORM A CT OF 2012 (PUBLIC L** **AW 112** **- 95)** 

Submitted	on	September	29,	2015 Nicholas	Richards 6318	Millington	Road Millington,	MI	48746 spyder.21.81@gmail.com

Nicholas	Richards’	ConsultantGowdy	Brothers	Aerospace,	LLC

8170	Old	Carriage	Court	N.	Suite	#200 Shakopee,	MN	55379 www.GowdyBrothersAerospace.com Info@GowdyBrothers.com 

### Table of Contents **GLOSSARY	OF	ABBREVIATIONS ................................** **................................ ...........................** **3 INTRODUCTION	AND	INTERESTS	OF	THE	PETITIONER** **................................ ..............** **4 Executive	Summary** **................................ ................................** **................................ .................** **4 Expeditious	Summary	Grant	Approval	Request** **................................ ................................** **...... 4**  Description	of	Type,	Make	and	Models	of	sUAV/UAS	Requested:

.............................................5 Commercial	(Mission,	Operation)	Purpose:

........................................................................................5 Regulations	from	which	the	Exemption	Relief	is	requested:

.......................................................6 The	name	and	address	of	the	Petitioner:

.............................................................................................7 **Background ................................** **................................ ................................** **................................ ...........** **7** Commitment	to	Safety

..................................................................................................................................7 Expertise	&	Experience
................................................................................................................................7 **The	Exemption	Request ................................** **................................ ................................** **......... 8**  **Operator	Requirements ................................** **................................ ................................** **................ 10**  **Aircraft	and	Equivalent	Level	of	Safety ................................** **................................ ....................**  **13 Specific	Uses	Public	Benefits** **................................ ................................** **................................ .......**  **17 Equivalent	Level	of	Safety** **................................ ................................** **................................ .............**  **18** 14	C.F.R.	§	91.7(a):	Civil	aircraft	airworthiness.

.............................................................................19 14	C.F.R.	§91.119:	Minimum	safe	altitudes

......................................................................................19 14	C.F.R.	§91.121	Altimeter	Settings

...................................................................................................20 14	C.F.R.§	91.151(a):	Fuel	Requirements	for	Flight	in	VFR	Conditions

..............................20 14	C.F.R.	§91.405	(a);	91.407	(a)	(1);	91.409(a)	(2);	91.417(a)	&	(b):	Maintenance Inspections
.....................................................................................................................................................21 **Federal	Register	Publication ................................** **................................ .............................**  **22 Privacy	and	National	Security** **................................ ................................** **........................... 22**  **Summary ................................** **................................ ................................** **................................ ...**  **22 APPENDIX	A** **- EXEMPT** **ION	PATTERN ................................** **................................ .......................** **25 APPENDIX	B** **- TECHNICAL	MANUALS	AN** **D	SPECIFICATIONS ................................** **............ 26**  **APPENDIX	C -**  **COMMERCIAL	(MISSION/OPERATION)	PURPOSE -**  **FAA	PREVIOUS APPROVED	EXEMPTION	NUMBERS** **................................ ................................** **........................... 27**  **APPENDIX	D -**  **EQUIPMENT -**  **FAA	PREVIOUS	APPROVED	EXEMPTION	NUMBERS ....** **28 APPENDIX	E** **- EXEMPTION**  **14	C.F.R -**  **FAA	PREVIOUS	APPROVED	EXEMPTION NUMBERS** **................................ ................................** **................................ ................................** **............ 29**  **APPENDIX	F -**  **MONTHLY	MAINTENANCE AND	REPAIR	LOG** **................................ .............**  **30 APPENDIX	G** **– MOTION	PICTURE	AND	TELEVISION	FLIGHT	OPERATIONS	MANUAL**  **VERSION	1.0 ................................** **................................ ................................** **................................ .......**  **31**

## GLOSSARY OF ABBREVIATIONS

AGL Above	Ground	Level AOI Area	ofInterest ATC Air	Traffic	Control

ATO Air	Traffic	Organization AV Aerial	Vehicle

CFR Code	of	Federal	Regulations COA Certificate	of	Authorization FAA Federal	Aviation	Administration FAR Federal	Aviation	Regulation GCS Ground	Control	Station

GPS Global	Positioning	System

LOL Loss	of	Link

NAS National	Airspace	System NOTAM Notice	To	Airman

PIC Pilot	In	Command

Section	333 FAA	Modernization	and	Reform	Act	of	2012	(FMRA)	Section	333 SO Safety	Observer

SOP Standard	Operating	Procedures sUAS Small	Unmanned	Aircraft	System sUAV Small	Unmanned	Aircraft	Vehicle UA Unmanned	Aircraft UAS Unmanned	Aircraft	System UAV Unmanned	Aircraft	Vehicle VFR Visual	Flight	RulesVLOS Visual	Line	of	Site

VMC Visual	Meteorological	Conditions VTOL Vertical	Take
-Off	and	Landing



## INTRODUCTION AND INTERESTS OF THE PETITIONER Dear	Sir	or	Madam: Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the “Reform Act”) and 14 C.F.R. Part 11, Nicholas Richards, (“Nicholas Richards”) Operator of Small Unmanned Aircraft Systems (“sUASs”) equipped to offer ondemand commercial UAS operations for a host ofindustries and applications and to perform the purposes listed below, hereby applies for an exemption from the listed Federal Aviation Regulations (“FARs”) to allow commercial operation of its sUAV’s/UAS, so long as such operations are conducted within and under the conditions outlined herein or as may be established by the FAA in an exemption granted	under	either	Section	333	or	Section	49	U.S.C.	§44701(f) As described more fully below, the requested exemption would permit the operation of a UAS under controlled conditions in airspace that is 1) limited; 2) predetermined; and 3) would provide safety enhancements in the fields in which it will operate, which now depend upon conventional aircraft or humans climbing high on dangerous structures, walking in insect laden swamps, and working adjacent to treacherous infrastructure. 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. 

## Execut**ive Summary**

### Expeditious Summary Grant Approval Request

The petitioner requests the agency issue a summary grant process for this application. Petitioner has provided in a confidential document attachment labeled as	petitioner	proprietary	information,	specific	exemption	numbers	whereby	the	FAA has already granted a previous exemption similar or identical to each and every request,	herein. For the FAA’s benefit, Petitioner’s Consultant, Gowdy Brothers Aerospace, LLC, has researched, categorized and arranged all 631 exemptions granted as of June 23, 2015 into a usable searchable database, based upon the following criteria: date submitted, date grant issued, time to petition grant, petitioner, petitioner’s state, exemption number, sUAV equipment type, grant purpose (mission/operation), along	with	other	supporting	data. Petitioner has identified four previous approved exemptions for each of the Petitioners	FAA	submission	requests:

• Commercial	(mission/operation)	purposes;
• Type	of	sUAV’s	(UAS);
• Title	14 Exemptions	(exemption	pattern	referenced	in	appendix	A) 

### Description of Type, Make and Models of sUAV/UAS Requested: The petitioner is seeking an exemption to commercially operate sUAV’s makes and modes	as	follows: DJI
- Phantom 2, DJI
- Phantom 3, DJI
- Inspire 1, DJI

– Spreading Wings S800, DJI

– Spreading Wings S900, DJI

– Spreading Wings S1000, DJI

– Matrics 100, Cinestar 8 Octo,	Altavian	Nova	F6500,	Blade	350	QX3,	AgEagle,	3DRobotics	X8,	3DRobotics	Iris, 3DRobotics Solo, SenseFly eBee, Yuneec Q500 Typhon, DraganFlyer X4
-ES, Trimble UX5,	Microdrones	MD4 Each separately weighs 55 lbs. or less, with imaging payload and applicable equipment. Equipment operation manuals for each sUAV are included for your reference and are considered confidential information for each respective company’s UAS and are affixed	separately	in	these	documents	labeled	Appendix. 

### Commercial (Mission, Operation) Purpose:This exemption request, once grantedwould allow the petitioner to operate a small

unmanned	aerial	vehicle (sUAV),	unmanned	aircraft	system	(UAS)	to	conduct	bridge Inspections, flare stack inspection, utility
-power generation system inspections and patrolling, aerial inspection, photography and videography of residential and commercial real estate, weddings, aerial inspection, photography and videography of utility infrastructure including but not limited to electrical power lines, wind turbines and cell towers, pipeline inspection and patrolling, filmmaking, cinematography, and videography, precision agriculture with on board sensors, wildlife and forestry monitoring and mosquito and insect control, aerial surveying, construction	site	inspection	and	monitoring,	public	entity	support	operations,	Aerial imaging for safety, monitoring and comparing work efforts and completion percentages, and security of controlled environment of various sites, aerial video and live video feed to assist with search and rescue operations under the authority and support oflocal authority officials, aerial video and photography for public and private use including television, public events, and cinematography live feed and live	newsgathering,	training	to	persons	individually	or	belonging	to	both	private	and public organizations to increase awareness and improve safety for current and f uture UAS operations within the NAS, special events: including high schools, colleges, professional sports, open air events and fairs, research, risk management and assessment, motion picture production, surface mining, closed set filming, disaster	and	catastrophe	events. 

### Regulations from which the Exemption Relief is requested: 14	C.F.R.	§	61.113	(a)	&	(b) 14	C.F.R.	§	61.133(a) 14	C.F.R.	§	91.7(a) 14	C.F.	R.§	91.119 14	C.F.R.	§	91.121 14	C.F.R.	§	91.151	(a) 14	C.F.R.	§	91.405	(a) 14	C.F.R.	§	407	(a)	(1) 14	C.F.R.	§	409	(a)	(2) 14	C.F.R.	§	417	(a)	&	(b) See	Appendix	E

### The name and address of the Petitioner:

Nicholas	Richards 6318	Millington	Road Millington,	MI	48746 Please	direct	any	question	or	comment	regarding	this	petition	to	Petitioners Consultant:	Gowdy	Brothers	Aerospace,	LLC. 8170	Old	Carriage	Court	N.,	Suite	#200 Shakopee,	MN	55379 www.GowdyBrothersAerospace.com Info@GowdyBrothers.com 

### Background Nicholas Richards is a highly accomplished, capable, experienced and trusted professional. Nicholas Richards is a 33year old male, living in Millington,	Michigan.	He graduated from Millington School in Millington, Michigan. The petitioner been working at General	Motors	for 8years as	a	truck driver,with not	1	safety	incident.	Nicholas	has been using the Iris+ by 3D Robotics for hobby and recreational purposes, with a GoPro Hero 4 attached to the Tarot T
-2D Brushless Gimbal. He has not had one crash or any safety incidents with his Iris+. Nicholas has been into RC since he was about 10 years old. His plans are to start up a part-time business, taking aerial photography for people that can't or don't have the money to hire a pilot. With his business TrueFlightPhotography (www.TrueFlightPhotography), the petitioner’s main purpose is taking photos/video for home owners in helping them sell their house.	Sometimes	people	cannot	afford	to	rent	a	pilot,	or	can't	get	that	close	shot,	so someone can show off the property they have. With UAV photography, we can get that close shot and angle you need that a manned helicopter can't. TrueFlightPhotography	will	be	using	the	Solo	by	3D	Robotics,	with	the	installed	Solo 3 axis Gimbal, and GoPro Hero 4. The petitioner will do all preflight checks, that includes but not limited to battery life, propeller conditions, craft structure, responsiveness between controller and craft, wind/weather conditions, population, to make sure everything is 100% safe and operational before take off. Nicholas will never	operate	within	5	mile	of	any	airport	or	helipad,	nor	above the	400	foot	limit	of the	FAA.	He	will	also	operate	in	the	day	time,	with	clear	line	of	sight	of	the	Solo	at	all times. The petitioner will never condone in any un-safe practices, and also keep the people's safety as his 1st priority. Nicholas Richards is giving average people the option to get aerial images/video of whatever they may need, at a price they can afford. Nicholas Richards is also a paid member of the AMA (Academy of Model Aeronautics).

### Commitment to Safety

As part ofits commitment to safety and innovation, Nicholas Richards is asking for this exemption in part, to reduce the risk ofinjury to its employees and contractors who participate in the proposed activities the petitioner requests, including but not limited to damage to agriculture, natural habitat, buildings and other structures within	the	United	States. 

### Expertise & Experience Richards due to his professional experience as a trusted sUAV pilot as is extremely qualified and is considered an up and coming subject matter expert in the Michigan area	for	UAS	of	all	types,	models	and	makes.



## The Exemption Request
Nicholas Richards proposes the use of the sUAV’s will be for capture of high resolution imagery and video of residential or commercial applications and purposes	to	a	level	of	quality	that	allows	the	Petitioner	to	use	the	imagery	to	identify, record,	memorialize	events	and	objects	according	to	the	purposes	noted. The imagery and video will be used to identify the condition of landscapes, agriculture, events, disasters and infrastructure to conduct bridge inspections, flare stack inspection, utility
-power generation system inspections and patrolling, aerial inspection, photography and videography ofresidential and commercial real estate, weddings, aerial inspection, photography and videography of utility infrastructure including but not limited to electrical power lines, wind turbines and cell towers, pipeline inspection and patrolling, filmmaking, cinematography, and videography, precision agriculture with on board sensors, wildlife and forestry monitoring and mosquito and insect control, aerial surveying, construction site inspection and monitoring, public entity support operations, aerial imaging for safety, monitoring and comparing work efforts and completion percentages, and security ofcontrolled environment ofvarious sites, aerial video and live video feed to assist with search and rescue operations under the authority and support of local authority officials, aerial video and photography for public and private use including television, public events, and cinematography live feed and live newsgathering, training to persons individually or belonging to both private and public organizations to increase awareness	and	improve	safety	for	current	and	future	UAS	operations	within	the	NAS, special events: including high schools, colleges, professional sports, open air eventsand fairs research, risk management and assessment, motion picture production,

surface	mining,	closed	set	filming,	disaster	and	catastrophe	events. The UAS will be operated by a Nicholas Richards and or contracting operators on occasion to capture high
-resolution imagery/video of large structures (wide and tall) such as warehouses, high risebuildings, bridges, and construction sites, aswell as “birds eye” views of fire and explosion sites. Given the small size of the sUAV’s involved, no more than 55 lbs., majority ofthe speed ofoperation be between 5
-15 mph and the restricted environment within which they will operate, the Petitioner falls squarely within that zone of safety (an equivalent level of safety) in which Congress envisioned	that	the	FAA	must,	by	exemption,	allow	commercial	operations of	UASs	to	commence	immediately. This exemption application is submitted to fulfill Congress’ express goal in passing Sections 333(a) through (c) of the Reform Act. This law directs the Secretary of Transportation to consider whether certain unmanned aircraft systems may operate safely in the national airspace system (NAS) before completion of the rulemaking required under Section 332 of the Reform Act. In making this determination, the Secretary is required to determine which types of UASs do not create	a	hazard	to	users	of	the	NAS	or	the	public	or	pose	a	threat	to	national	security in	light	of	the	following:

• The UAS’	size,	weight,	speed,	and	operational	capability;
• Operation	of	the	UAS	in	close	proximity	to	airports	and	populated	areas;	and
• Operation	of	the	UAS	within	visual	line	of	sight	of	the	Operator. Reform Act § 333 (a). Lastly, if the Secretary determines that such vehicles “may operate safely in the national airspace system, the Secretary shall establish requirements	for	the	safe	operation	of	such	aircraft	in	the	national	airspace	system.” Id.	§333(c)	(emphasis	added). The	Federal	Aviation	Act	expresslygrants	the	FAA	the	authority	to	issue	exemptions. This	statutory	authority,	by	its	terms,	includes	exempting	civil	aircraft,	as	the	term	is defined under §40101 ofthe	Act:	The	Administrator	may	grant	an	exemption	from	a requirement	of	a	regulation	prescribed	under	subsection	(a)	or	(b)	of	this	section	or any ofsections 44702
-44716 ofthistitle iftheAdministrator findsthe exemption is 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) This authority to grant exemptions reaches such issues as authorization of commercial operation of aircraft without an FAA issued pilot’s	license. Nicholas Richards in filing this application is requesting that the FAA combine the grant ofthe Section 333 exemption with a standard Certificate of Operation (COA) that will allow commercial operations of its Nicholas Richards’ sUAV without the necessity	of	filing	for	a	COA	for	each	flight,	unless	such	flight	is	to	be	conducted	in	an area not approved in the exemption. Compliance with the conditions agreed toherein and that may be imposed by the FAA, as set forth in prior Section 333

exemptions,	provide	the	separation	needed	from	other	aircraft. In addition, given that all operations will be conducted below 400 AGL feet and no closer than 5 nautical miles ofthe geographic center of an airport as denoted on a current FAA published aeronautical chart, unless a letter of agreement with that airport’s management is obtained, Nicholas Richards requests that operations over congested	or	densely	populated	areas	be	allowed.	The	new	sUAV’s	do have GPS	geo
fencing,	it	will	operate	at	a	very	low	altitude,	within	confined	areas,	at	low	speed	and weighs no more than 55 lbs.. Such operations will only be under
-taken with the approval of the land or home owner, as set forth herein, and will comply with the requirements that operations be no closer than 500 feet to the adjacent building unless	the	land	owner has	provided	permission,	and	the	Operator	has	made	a	safety assessment	of	the	risk	from	such	operations. 

### Operator Requirements Given	the	sUAV	proposed	by	Nicholas	Richards,	Operators	should	not	be	required	to hold a private pilot license. Nicholas Richards believes that 1) the operator, instead of understanding how to operate a passenger carrying aircraft, should have knowledge and experience that enables the safe operation of a small, remotely piloted sUAV should understand airspace restrictions and know how to ensure separation	from	other	aircraft	as	well	as	non

-participants	and	property;	2)	the	sUAV has	built
-in	technical	capabilities	that	limit	the	potential	for	unsafe	operation	and	3) there are other security screening mechanisms already in existence that Nicholas Richards will utilize to ensure the operators are acting consistently with national security	interests. Given the sUAV safety features outlined below, Nicholas Richards proposes that its operations under this Exemption request should not be required to hold a commercial or private pilot certification. Instead, Operators should be required to: have successfully completed, at a minimum, FAA private pilot ground instruction and passed the FAA Private Pilot written examination or FAA
-recognized equivalents; have completed Nicholas Richards’ training program for operation of the	UAS. Nicholas Richards notes that 1) the FAA has found that safety factors permitted operation ofsUAV’s by Operatorswith these qualifications in the case ofoperations pursuant to public COAs when the mandatory operating conditions specified above were	present;	and	2)	that	the	Notice	of	Proposed	Rulemaking	entitled	Operation	and Certification	of	Small	Unmanned	Aircraft	Systems,	80	F.R.	9544	(February 23, 2015) (“NPRM”), does not require the operator to hold a private pilot license or a third classmedical.Advanced	sUAV’s	has	a	navigation	and	control	system	and	auto
-pilotthat	allows	it	to

execute very accurate pre-programed flights. Flights are pre-programmed with GPS waypointto establish perimetersbeyondwhichthe aircraftwill not operate. Flights under auto-pilot are not directed by positive manual input, but through preprogrammed flight parameters that are executed by the auto-pilot. In the case of unplanned	events,	the	Operator	inputs	preprogrammed	evasive	maneuvers	from	the control unit, and the autopilot executes those maneuvers. Pre
-programmed Operator interventions include: initiation ofholding at present position; suspension of mission; fly back to launch point; abort mission and land immediately; and emergency power cut off and land (flight termination system). Additional automated safety functions and safety enhancing features of the Advanced sUAV’s may	include	the	following: 1) Auto
-pilot detection of lost GPS or of insufficient satellites initiates an immediate	landing, 2)Low power on the aircrafttriggers escalating alarms at GCS at 35% and 10% levels. Low	power	below	10%	triggers	an	immediate	landing, 3)Ifthe auto-pilot detects a lost
-linktothe ground controller,the UASwill hold position at its current location for 5 seconds and ifthe signal is not restored, execute	a	return	to	home	and	land, 4) Redundant “kill switches” that enable completely shutting the aircraft down in	flight	in	the	event	of	a	loss	of	control	or	un

-commanded deviation	from	the flight	path, 5)		The	aircraft,	weighs	less	than	55	lbs.,	fully	loaded, 6)		The	motors	are	driven	by	pulse	width	modulated	signals,	not	analog	signals, 7) The aircraft will operate for the Purposes at no more than 30 mph (while imaging) nor above 200 feet above the structure (imaging altitude) or a maximum	of	400	feet	AGL. See Federal Aviation Administration, Notice N
-8900.227, Unmanned Aircraft Systems (UAS) Operational Approval, at 20
-21 (July 30, 2013); As the FAA has determined in	Exemptions	11062	thru	11067,11080	and	11110	(the “Exemptions”), in comparing the requirements for private pilot knowledge and the knowledge required for a commercial pilot, that knowledge associated with a private pilot license, and therefore private pilot ground school, was sufficient to allow private pilots	to	operate	sUAV’s	under	those	exemptions. Based upon that analysis, Nicholas Richards believes successful completion of FAA private pilot ground school is a suitable predicate to operating the sUAV under this exemption. Nicholas Richards proposes that the Operator accumulate required sUAV flight training hours through the operation ofsUAV’s rather than flight hours in conventional aircraft. Those hours are more relevant to the operations proposed herein than hours gained in obtaining a private pilot’s certificate in conventional or rotor aircraft. Those aircraft are orders of magnitude heavier than the sUAS and carry not only the pilot himself, but also passengers and fuel, none of which iscarried in	the	sUAS.	These	conventional	aircraft	fly	over	all	sorts	of	airspace	without

the	permission	or	knowledge	of	the	landowner. A	handheld	radio	controller	controls	the	sUAV	and	the	vehicle	is	operated	within	the line of sight. The requirements of Part 61.127 (commercial flight proficiency) and §61.107 (private flight proficiency), to the extent they are relevant to UAS operations, can be taught in the training proposed herein. As a review of the requirements of part 61.127 and 107 demonstrate, the issues presented as they relate to a 55 pound aircraft, operating at less than 30 mph during filming operations are those taught in ground school and in flight training with the particular UAS and not gained from accumulating flight hours in a fixed wing or rotorcraft gas or jet A powered aircraft completing cross country flights and take offs	and	landings	at	controlled	and	uncontrolled	airports. As to national security review ofpilots, each of Nicholas Richards’ pilots/operators will obtain internally provided certified training (Ground and Practical) from Nicholas Richards to operate the sUAV. This review and certification could reasonably vet the Operators against any known terrorist or no fly listings that are relevant	and	publically	available. Nicholas Richards additionally asks that the exemption be issued without the requirement	for	a	visual	observer.	As	set	forth	herein,	an	equivalent	level	of	safety	is provided by the size, speed and control capabilities of the aircraft, as well as the operational procedures thatwill be applicable to all flight hereunder. These obviate the	need	for	the	visual	observer. The	Operator	will	be	operating	the	aircraft,	always	within	line	of	sight.	He	or	she	will walk and follow the aircraft around the inspection area so that while it is flying its pre-programed and at times, manual flight path, the UAS will always be directly in his or her line of sight. The Operator will not be distracted by viewing the pictures taken during the flight. Rather, once the sUAV is launched, the Operator’s only duty will be to watch the flight of the UAS over the structure and intervene to address flight path deviations or other issues that arise during the flight. The functions that an observer performs where the aircraft is flown at long distances from the launch areawill notbe necessary asthe Operatorwill always havethe aircraft in his or her direct sight. The observer also will not be necessary because the Operator will conduct a pre-flight inspection of the area, will and if needed, cordon off the area and	will	perform	frequent	visual	scans	of	the	area	while	the	vehicle	is	operating. Nicholas Richards again notes that the NPRM does not require the use of a visual observer. Given the clear direction in Section 333 of the Reform Act; the authority contained in the Federal Aviation Act, as amended; the strong equivalent level of safety surrounding the proposed operations, and the significant public benefit, including enhanced safety, reduction in environmental impacts, including reduced emissions associated with allowing battery powered sUAV’s for these functions instead	of	turbine	or	gas	power	aircraft/rotorcraft	and	operations	with	pilots	havingat least a private pilot license,the grant ofthe requested exemptions	is inthe public

interest.



### Aircraft and Equivalent Level of Safety The Petitioner 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 higher level ofsafety to operations underthe current regulatory structurebecausethe proposed operations represent a safety enhancement to the operations conducted with conventional aircraft or with humans climbing up and around structures. These conditions are drawn from Exemptions 11136, 11138, 11172, 11174 and 11177, 11062, 11109, 11112,	and 11213	and	as	recent	as	11857. These limitations and conditions to which Nicholas Richards (referred to as “Operator”) agrees to be bound when conducting commercial operations under an FAA	issued	exemption	include:

• Operations authorized by this grant of exemption are limited to the	aircraft described in	the	Operator’s manual,	which	is	a	multi
rotor weighing up to 55 pounds: Proposed operations of any other aircraft will require a new petition or a petition to amend this	grant.

• The UA may not be flown at an indicated airspeed exceeding 30 mph	(10	mph	during	inspections).

• The UA mustbe operated at an altitude ofno	morethan 400 feet above ground level (AGL), as indicated by the procedures specified in the Operator’s manual. All altitudes reported toATC must	be	in	feet	AGL.

• The	UA	must	be	operated	within	visual	line	of	sight	(VLOS)	of	the Aircraft	Operator	at	all	times.	This	requires	the	Aircraft	Operator tobe ableto use humanvision unaidedby any device otherthan corrective	lenses..

• The	Exemption	Holder’s	Manuals	must	be	amended	to	include	all conditions and limitations required by the FAA. The Manuals must be maintained and made available to the Administrator upon	request.	If	a	discrepancy	exists	between	the	conditions	and limitations in the exemption and the procedures outlined in the Exemption Holder’s Operator’s manual, the conditions andlimitations in the exemption take precedence and must be followed. Otherwise, the Aircraft Operator must follow the procedures as outlined in its Aircraft’s manual. The Exemption Holder may update or revise its Manuals. It is the Exemption Holder’s responsibility to track such revisions and present updated and revised documents to the Administrator upon request. The Exemption Holder must also present updated and revised documents ifit petitions for an extension or amendment ofthis exemption. Ifthe Exemption Holder determines that any update or revision would affect the basis upon which the FAA granted this exemption, then the Exemption Holder must petition	foramendment	to	its	exemption.

• Prior	to	each	flight,	the	Aircraft	Operator	must	inspect	the	UAS	to ensure it is in a condition for safe flight. Ifthe 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	inthe	aircraft	records.

• 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 in accordance with the Exemption holder’s Manuals. TheAircraft Operator who conducts the functional test flight	must	make	an	entry	in	the	UAS	aircraft	records	of	the	flight. The requirements and procedures for a functional test flight and aircraft record entry must be added to the Exemption Holder’s Operator’s	manual.

• The Exemption Holder must follow the manufacturer’s UAS aircraft/component, maintenance, overhaul, replacement, inspection, and life limit requirements, with particular attention to flight critical components that may not be addressed in the manufacturer’s	manuals.

• The Exemption Holder must carry out its maintenance, inspections, and record keeping requirements in accordance with the Operator’s Manuals. Maintenance, inspection, and alterations must be noted in the aircraft logbook, including total flight	hours,	description	of	work	accomplished,	and	the	signature of	the	authorized	technician	returning	the	UAS	to	service.• The authorized technicians must receive and document training referenced	in	the	Exemption	Holder’s	Manuals.

• Each UAS operated under this exemption must comply with all manufacturer	System	and	Safety	Bulletins.

• The Exemption Holder’s maintenance personnel must make a record entry in the UAS logbook or equivalent document of the corrective action taken against discrepancies discovered between	inspections.

• Prior	to	commencing	operations,	the	Aircraft	Operator	shall	have logged at least 25 hours oftotaltime as a UA rotorcraft pilot and at	least	ten	hours	logged	as	a	UA	pilot	with	a	similar	UA	type	and 5	hours	in	the	make	and	model.

• If the UAS loses communications or loses its GPS signal, the UA must return to a pre-determined location within the private or controlled
-access property and land or be recovered in accordance	with	the	Exemption	Holder’s	Manuals.

• The Aircraft Operator must abort the flight in the event of unpredicted obstacles or emergencies, including unauthorized people entering the flight area, in accordance with the Exemption	Holder’s	Manuals.

• The Aircraft Operator is prohibited from beginning a UAS flight unless	(considering	wind	and	forecast	weather conditions)	there is enough power to fly to the first point ofintended landing and, assuming normal cruising speed, to fly after that for at least 10 minutes.

• All aircraft operated in accordance with the exemption must be identified by serial number, registered in accordance with 14 CFR part 47, and have identification (N

- Number) markings in accordancewith 14 CFR part 45, Subpart C. Markings mustbe as large	as	practicable.

• Before 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	requirements.

• The documents required under 14 CFR 91.9 and 91.203 must be available to the Operator at the Ground Control Station of the UAS	any	time	the	aircraft	is	operating.	These	documents	must	bemade available to the Administrator or any law enforcement official	upon	request.

• The UA must remain clear and yield the right ofway to all other manned operations and activities at all times (including, but not limited to, ultra
-light vehicles, parachute activities, parasailing activities,	hang	gliders,	etc.).

• The UA may not be operated by the Aircraft Operator from any moving	device	or	vehicle.

• UAS	operations	may	not	be	conducted	during	night,	as	defined	in 14	CFR	1.1.

• All operations must be conducted under visual meteorological conditions (VMC). 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	Operator.

• During operations the UA may not operate within 5 nautical miles of the geographic center of an airport as denoted on a current FAA
-published aeronautical chart unless a letter of agreement with that airport’s management is obtained, and the operation is conducted in accordance with a NOTAM, if as required	by	the	Operator’s	COA.	The	letter	of	agreement	with	the airport management must be made available to the Administrator	upon	request.

• The UA may not be operated over congested or densely populated	areas	unless	the	conditions	set	for	in	#26	are	satisfied. These populated areas include but are not limited to the yellow areas depicted on World Aeronautical Charts (WAC), Sectional Aeronautical Charts (Sectionals), or TerminalArea Charts (TAC). However, aeronautical charts may not reflect pertinent local information. Ultimately, it is the Operator’s responsibility to maintain the minimum safe altitudes required by § 91.119 (d) (1)

.

• Flight operations must be conducted at least 500 feet from all nonparticipating persons, vessels, vehicles, and structures unless:

• Barriers or structures are present that sufficiently protect nonparticipating persons from debris in the event of an accident. The Aircraft Operator must ensure that nonparticipating	persons	remain	under	such	protection.	If	a situation arises where nonparticipating persons leave suchprotection and are within 30 feet of the UA, flight operations	must	cease	immediately	and/or;

• The aircraft is operated near vessels, vehicles or structures where the land owner/controller has granted permission and/or theAircraft Operator has made a safety assessment of	the	risk	of	operating	closer	to	those	objects	and;

• Operations near the Aircraft Operator do not present an undue	hazard	to	the	Operator	per	§	91.119(a).

• 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	to	be	conducted.

• Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries ofthe 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

. 

### Spec**ific Uses Public Benefits** Nicholas Richards proposes use of its sUAV provided equivalent or augmented levels	of	safety	for	each	of	the	uses	proposed	herein: The present systems of photography and videography and mapping of inspecting the roofs, agriculture land, buildings and large structures site surveys, wild life monitoring, mosquito and insect control are now conducted by either humans wading through swamps, climbing on the roofs and structures that are steep, tall, slippery,	weakened	or	otherwise	hazardous	or	by	the	use	of	conventional	aircraft. The current procedures can result in significant injuries to the people who must climb	on	the	roofs	or	require	the	use	of	aircraft	that	are	orders	of	magnitude	greater in size than the sUAV. Either method, manual inspection or large conventional aircraft, results in increased risk of injury due to personnel falling off roofs or ladders, carrying heavy ladders and dealingwith confined and dangerous spaces, or increased risk from low altitude flyovers with helicopters or fixed wing aircraft inspecting buildings after damage from storms or other disasters, such as earthquakes or fires. Such flights are, of course, significantly more expensive than those	undertaken	with	a	sUAV.The present system exposes those not only in the immediate area ofinspection, but

those who are along the path of flight associated with the arrival and departure of the conventional aircraft atthe inspection site	becausethe aircraft mustbe flownto and from the site. By contrast, the sUAV is carried to the site and transits no other property. Conventional aircraft carry flammable fuels that are not carried by the UAS and emit pollutants associated with internal combustion engines. The sUAV’s proposed	herein	are	battery	powered	and	have	no	emissions. 

### Equivalent Level of Safety **14	C.F.R.	§	61.113(a)	&	(b);:	Private	Pilot	Privileges	and	Limitations;	Pilot	in Command;**  Section 61.113(a) & (b) limit private pilots to non-commercial operations. Unlike a conventional aircraft that carries a pilot, passengers, and cargo, the Nicholas Richards’ sUAV is remotely controlled with no passengers or property of others on board. Section 61.133(a) requires an individual with a commercial pilot’s license to be	pilot	in	command	of	an	aircraft	for	compensation	or	hire. Nicholas Richards respectfully proposes that Operator requirements should take into accountthe characteristics ofthe particular UAS. Nicholas Richards’ sUAV has a high degree of pre-programmed control and various built
-in technical capabilities that strictly limit the potential for operation outside ofthe operating conditions set forth in the exemption application. The Nicholas Richards’ sUAV has navigation and control system comprised of a Ground Control Station (GCS) and auto-pilot system that can be pre-programmed to set operational boundaries. All flights are preprogrammed with precision GPS guidance.. In the case of unplanned events, the Operator may input pre-programmed evasive maneuvers from the control unit, and the onboard autopilot executes those maneuvers. Pre
-programmed Operator interventions include initiation of holding at present position; suspension of mission; fly back to launch point; abort mission and land immediately; and emergency	power	cut	off	and	land	(Flight	Termination	System). Additional automated	safety	functions	and	safety	enhancing	features	of	the	Nicholas Richards’	sUAV’s	may	include	the	following: 1.1. Auto
-pilot detection of lost GPS or of insufficient satellites initiates an immediate	landing. 1.2. Low power on the aircrafttriggers escalating alarms at GCS at 35% and 10%	levels.	Low	power	below	10%	triggers	an	immediate	landing. 1.3. Ifthe auto-pilot detects a lost
-linktothe ground controller,the UASwill hold position	at	its	current	location	for	5	seconds	and	if	the	signal	is	not restored,	execute	a	return	to	home	and	land.1.4. Redundant “kill switches” that enable completely shutting the aircraft down in flight in the event of a loss of control or un-commanded deviation	from	the	flight	path. 1.5.	The	aircraft,	weighs	less	than	55	lbs.,	fully	loaded. 1.6. The motors are driven by pulse width modulated signals, not analog signals. 1.7. The aircraft will operate for the Purposes at no more than 30 mph (while imaging) nor above 200 feet above the structure (imaging altitude)	or	a	maximum	of	400	AGL. Given these safety features, Nicholas Richards proposes that Operators of the Nicholas Richards’ sUAV should not be required to hold a commercial or private pilot	certification. Instead, Operators should be required to: have successfully completed, at a minimum, FAA private pilot ground instruction and passed the FAA Private Pilot written examination or FAA
-recognized equivalents; have completed the manufacturer’s	or	Nicholas	Richards’	training	program	for	operation	of	the	UAS. Nicholas Richards notes that the FAA has found that safety factors permitted operation of UASs by Operators with these qualifications in the case of operations pursuantto public COAswherethe mandatory operating conditions specified above were present. See, Federal Aviation Administration, Notice N
-8900.227, Unmanned Aircraft Systems (UAS) Operational Approval, at 20
-21 (July 30, 2013). Likewise, Nicholas Richards notes that the NPRM does not require that the Operator hold a private	pilot	license	issued	by	the	FAA. Given these conditions and restrictions, an equivalent level of safety will be provided by allowing operation of the Nicholas Richards’ sUAV without a private pilot’s certificate or a commercial pilot’s certificate, under the conditions set forth herein. The risks associated with the operation of the Nicholas Richards’ sUAV (given its size, speed, operational capabilities, and lack ofcombustible fuel) are so diminished from the level of risk associated with private pilot operations or commercial operations contemplated by Part 61 with conventional aircraft (fixed wing or rotorcraft), that allowing operations ofthe UAS as set forth above meets or exceeds the present level ofsafety provided under 14 C.F.R. § 61.113(a) & (b) and does not rise to the level of requiring a commercial pilot to operate the aircraft under § 61.133(a). 

### 14 C.F.R. § 91.7(a): Civil aircraft airwort**hiness.**This regulation requires that no person may operate a civil aircraft unless it is in

airworthy condition. Should the exemption be granted allowing commercial operation ofthe UAS without an airworthiness certificate, no standard will exist for airworthiness ofthe UA. Given the size ofthe aircraft and the requirements thatthe Operator has agreedto as it relatesto airworthiness, as contained inthe manual, an equivalent level ofsafety will be achieved by insuring compliance with the manuals prior to each flight. The FAA has granted exemptions to conduct similar operations in	Exemptions	11062	through	11067,	11080	and	11110. 

### 14 C.F.R. §91.119: Minimum safe altitudes Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 91.119 (d) allows helicopters to be operated at less than the minimums prescribed, provided the person operating the helicopter complies with any route or altitudes prescribed for helicopters by the FAA. As this exemption is for a sUAS that is a helicopter and the exemption requests authority to operate at altitudes up to 400 AGL,	an	exemption	may	be	needed	to	allow	such	operations. The equivalent level of safety will be achieved given the size, weight, and speed of the UAS as well as the location where it is operated. No flight will be taken without the permission ofthe property owner, facility owner, and/or local officials. Because of	the	advance	notice	to	the	property	owner	and	participants,	all	affected	individuals willbe	aware	of	the	planned	flight operations	as	set	forth	in	the	Manuals.	Compared to flight operationswith aircraft or rotorcraftweighing far morethanthe maximum 55 lbs. and the lack of flammable fuel, any risk associated with these operations is far less than those presently presented by conventional aircraft operating at or below 500 AGL in the aerial photography industry. In addition, the low
-altitude operations ofthe sUAS will ensure separation between these small
-UAS operations and the operations of conventional aircraft that must comply with Section 91.119. The FAA has granted exemptions to conduct similar operations in Exemptions 11062	through	11067,	11080	and	11110. 

### 14 C.F.R. §91.121 Altimeter Settings This regulation requires each person operating an aircraft to maintain cruising altitude by reference to an altimeter that is set “...to the elevation ofthe departure airport or an appropriate altimeter setting available before departure.” As the Nicholas Richards’ sUAV, in manual or emergency mode, will not have a barometric altimeter display, but instead a GPS altitude display, an exemption will be needed. The Operator, pursuant to the procedures set forth in the Manuals as indicated before flight, will achieve an equivalent level of safety. The FAA has granted exemptions to conduct similar operations in Exemptions 11062 through 11067, 11080	and	11110.

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

Section 91.151(a) prohibits an individual from beginning “a flight in an airplane under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing, and, assuming normal cruising speed

– (1) During the day, to fly after that for at least 30 minutes; or	(2)	At	night,	to	fly	afterthat	for	at	least	45	minutes.” The battery powering the sUAS provides approximately 40 minutes of powered flight. To meet the 30
-minute reserve requirement in 14 CFR §91.151, sUAS flights would	be	limited	to	approximately	10	minutes	in	length.	Given	the limitations	on	the UAS’ proposed flight area and the location of its proposed operations within a predetermined	area,	a	longer	time	frame	for	flight	is	reasonable. Petitioner	believes	that	an	exemption	from	14 CFR	§91.151(a)	falls	within	the	scope ofprior exemptions. See Exemption 10673 (allowing Lockheed Martin Corporation to operate without compliance with FAR 91.151 (a)). Operating the small UAS, in a tightly controlled area where only people and property owners or official representatives	who	have	signedwaiverswill 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. Petitioner believes that an equivalent level of safety can be achieved by limiting flights to 30 minutes or 25% of remaining battery power whichever happens first. This restriction would be more than adequate to return the sUAS to its planned landing zone from anywhere in its limited operating area. Similar exemptions have been	granted	to	other	operations,	including	Exemptions	2689F,	5745, 10673, 10808 and	Exemptions	11062,	through11067,	11080	and	11110. 

### 14 C.F.R. §91.405 (a); 91.407 (a) (1); 91.409(a) (2); 91.417(a) & (b): Maintenance **Inspections** These regulations require that an aircraft Operator or owner “shall have that aircraftinspected	as	prescribed	in	subpart	E	of	this	part	and	shall	between	required inspections, except as provided in paragraph (c) ofthis section, have discrepancies repaired as prescribed in part 43 of this chapter...,” and others shall inspect or maintain	the	aircraft	in	compliance	with	Part	43. Given that these sections and Part 43 apply only to aircraft with an airworthiness certificate, these sections will not apply to the Petitioner. Maintenance will be accomplished by the Operator or manufacturer pursuant to the flight manual and operating handbook as referenced in the Manuals attached as confidential ExhibitsAn equivalent level of safety will be achieved because these small UASs are very

limited in size and will carry a small payload and operate only in defined 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 Aircraft Flight Operations 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 and manufacturer are most familiar with the aircraft and best suited to maintain the aircraft in an airworthy conditionto providethe equivalent level ofsafety. The FAA has granted exemptions for	similar	operations	in	Exemptions	11062	through	11067,	11080	and	11110.

********* 

## Federal Re**gister Publication**
Pursuant to 14 C.F.R. Part 11, the following summary is provided for publication in the	Federal	Register,	should	it	be	determined	that	publication	is	needed: Petitioner	seeks	an	exemption	from	the	following	rules: 14	C.F.R.	§§	61.113(a)	&	(b);	91.7(a);	91.119;	91.121;	91.151(a);	91.405(a); 91.407(a)(1); 91.409(a)(2) and 91.417 (a) & (b) to operate commercially a small unmanned vehicle (55 lbs. or less) for the following purposes: to conduct bridge inspections, flare stack inspection, utility
-power generation system inspections and patrolling, aerial inspection and photography of residential and commercial utility infrastructure including but not limited to electrical power lines, wind turbines and cell towers, pipeline inspection and patrolling, filmmaking, cinematography, and videography, precision agriculture with on board sensors, wildlife and forestry monitoring and mosquito and insect control, aerial surveying, construction site inspection and monitoring, public entity support operations, aerial video and live video feed to assist with search and rescue operations under the authority and support of local authority officials, aerial video and photography for public and private use including television, public events, and cinematography live feed and live	newsgathering,	training	to	persons	individually	or	belonging	to	both	private	and public organizations to increase awareness and improve safety for current and future UAS operations within the NAS, special events: including high schools, colleges, professional sports, open air events and fairs, research, risk management and assessment, motion picture production, surface mining, closed set filming, disaster	and	catastrophe	events. 

## Privacy and National SecurityAll	flights	will	occur	over	private	or	controlled	access	property	with	the	property

owner’s	prior	consent	and	knowledge.	Inspection	will	be	of	inanimate	objects	in areas	where	the	owners	will	have	consented	to	the	inspections	or	otherwise	have agreed	to	allow	the	UAS	and	the	Operator	to	be	in	the	area	where	operations	will take	place. The	size	of	the	UAS,	its	speed	and	restricted	area	of	operation	do	not	raise	national security	issues. 

## Summary Approval ofexemptions allowing commercial operations ofsUAV’s for petitioner to operate an unmanned aircraft system (UAS) to conduct bridge Inspections, flare stack inspection, utility
-power generation system inspections and patrolling, aerial inspection and photography of residential and commercial utility infrastructure including but not limited to electrical power lines, wind turbines and cell towers, pipeline inspection and patrolling, filmmaking, cinematography, and videography, precision agriculture with on board sensors, wildlife and forestry monitoring and mosquito and insect control, aerial surveying, construction site inspection and monitoring, public entity support operations, aerial video and live video feed to assist with search and rescue operations under the authority and support of local authority	officials,	aerial	video	and	photography	for	public	and	private	use	including television, public events, and cinematography live feed and live newsgathering, training to persons individually or belonging to both private and public organizations to increase awareness and improve safety for current and future UAS operations within the NAS, special events: including high schools. colleges, professional sports, open air events and fairs, research, risk management and assessment, motion picture production, surface mining, closed set filming, disaster and	catastrophe	events,	will	enhance	safety	by	reducing	risk. Conventional operations, using jet or piston powered aircraft, ladders or placing people	in	swamps,	on	roofs	or	tall,	hazardous	or	weakened	structures,	exposes	them to higher risks than those created by use of a sUAV’S. Conventional aircraft that operate at extremely low altitudes just feet from the subject being inspected and in extreme proximity to people and structures present the risks associated with vehicles that weigh in excess of 6,000 lbs., carrying large amounts ofjet A or other fuel (140 gallons for jet helicopters). Such aircraft must fly to and from the project location. In contrast, a sUAV weighing fewer than 55 lbs. and powered by batteries eliminates virtually all ofthat risk given the reduced mass and lack of combustible fuel carried on board. The sUAV is carried to the target area and not flown. The sUAV will carry no passengers or crew and, therefore, will not expose them to the risks	associated	with	manned	aircraft	flights.The operation ofsmall UASs, weighing less than 55 lbs., conducted under the strict

conditions outlined above, will provide an equivalent level ofsafety supporting the grant	of	the	exemptions	requested	herein.	These	lightweight	aircraft operate	at	slow speeds, close to the ground, and in areas that are under the control ofthe customer for the operations and, as a result, are far safer than conventional operations conducted with turbine helicopters operating in close proximity to the ground and people	or	the	use	of	individuals	to	climb	the	structures	to	conduct	the	operations. Satisfaction ofthe criteria provided in Section 333 ofthe Reform Act of 2012

–size, weight, speed, operating capabilities, proximityto airports and populated areas and operation within visual line of sight and national security

– provide more than adequate justification for the grant of the requested exemptions allowing commercial operation of Petitioner’s UAS for the Purposes outlined herein and are consistent with exemptions already granted, including Exemptions number 11171 through 11174, 11176, 11177, 11062, 11109, 11112, and 11213 and as recent as 11857.

Sincerely, Nicholas	Richards 6318	Millington	Road Millington,	MI	48746
and Stephen	Gowdy Chief	Pilot, Gowdy	Brothers	Aerospace,	LLC Consulting	Agent	for	Nicholas	Richards



### APPENDIX A**- EXEMPTION PATTERN**  Petitioner submits the Appendix and Manuals marked “CONFIDENTIAL,” as they contain proprietary confidential business information that is not released to the public and is protected under the Freedom ofInformationAct 5 USC §552 et. seq. 5 Reform	Act	Section	333	(b). Submitted	under	separate	cover.

### APPENDIX B**- TECHNICAL MANUALS AN** **D SPECIFICATIONS**

Petitioner submits the Appendix and Manuals marked “CONFIDENTIAL,” as they contain proprietary confidential business information that is not released to the public and is protected under the Freedom ofInformationAct 5 USC §552 et. seq. 5 Reform	Act	Section	333	(b). Submitted	under	separate	cover.



### APPENDIX C**- COMMERCIAL (MISSION/OPERATION) PURPOSE** 
**- FAA**  **PREVIOUS APPROVED EXEMPTION NUMBERS** Petitioner submits the Appendix and Manuals marked “CONFIDENTIAL,” as they contain proprietary confidential business information that is not released to the public and is protected under the Freedom ofInformationAct 5 USC §552 et. seq. 5 Reform	Act	Section	333	(b). Submitted	under	separate	cover.


### APPENDIX D**- EQUIPMENT** **- FAA PREVIOUS APPROVED EXEMPTION**  **NUMBERS** Petitioner submits the Appendix and Manuals marked “CONFIDENTIAL,” as they contain proprietary confidential business information that is not released to the public and is protected under the Freedom ofInformationAct 5 USC §552 et. seq. 5 Reform	Act	Section	333	(b). Submitted	under	separate	cover.



### APPENDIX E**- EXEMPTION 14 C.F.R** **- FAA PREVIOUS APPROVED**  **EXEMPTION NUMBERS**Petitioner submits the Appendix and Manuals marked “CONFIDENTIAL,” as they

contain proprietary confidential business information that is not released to the public and is protected under the Freedom ofInformationAct 5 USC §552 et. seq. 5 Reform	Act	Section	333	(b). Submitted	under	separate	cover.


### APPENDIX F**- MONTHLY MAINTENANCE** **AND REPAIR LOG**

Petitioner submits the Appendix and Manuals marked “CONFIDENTIAL,” as they contain proprietary confidential business information that is not released to the public and is protected under the Freedom ofInformationAct 5 USC §552 et. seq. 5 Reform	Act	Section	333	(b). Submitted	under	separate	cover.



### APPENDIX G**– MOTION PICTURE AND TELEVISION FLIGHT OPERATIONS**  **MANUAL VERSION 1.0** Petitioner submits the Appendix and Manuals marked “CONFIDENTIAL,” as they contain proprietary confidential business information that is not released to the public and is protected under the Freedom ofInformationAct 5 USC §552 et. seq. 5 Reform	Act	Section	333	(b). Submitted	under	separate	cover.