### Page 1 of 14

October 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 CFR Part 21 ; 14 C.F.R. 45.23(b) ; 14 CFR 45.27 (a) ; 14

CFR 61.113 (a) & (b) ; 14 CFR 61.133 (a) ; 14 CFR 61.315 (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) & (b) ; 14 CF R 91.203 (a) & (b) ; 14 CFR 91.405 (a) ; 14 CFR

91.407 (a) (1) ; 14 CFR 91.409 (a) (1) & (2) ; 14 CFR 91.417 (a) & (b)

Attachments are Confidential:



### Pre Flight/Flight/Post Flight Check List

Motion Picture and Television Operations Manual

Pilot Operational Hand Book

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, Daryl Ellerby, operator of Small Unmanned Aircraft Systems

(“sUASs”) equipped to offer on

- demand commercial UAS operations for a host of

industries and applications. These include:

 Agriculture

 Aerial Inspections of public and private structures

 Appraisals

 Aerial surveying

 Civic landmarks

 Closed Set Motion picture and television filming

 Construction sit e inspection and monitoring

 Economic d evelopment

 Filmmaking, cinematography, videography and photography

 Public entity support operations

 Real estate m arketing

 Search and rescue o perations

 Special event coverage

### Page 2 of 14

DESCRIPTION OF TYPE, MAKE AND MODELS OF sUAV/UAS REQUESTED:

DARYL ELLERBY seeks an exemption to commercially operate sUAV’s makes and

models as follows:

DJI

- Phantom2

DJI

- Phantom 3

DJI

- Inspire 1

DJI Spreading Wings S900

DJI Spreading Wings S1000

Each separately we ighs 55lbs or less, with image 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.

Dary l Ellerby, hereby applies for an exemption from the listed Federal Aviation

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

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

established b y the FAA as required by Section 333

.

T he requested exemption would permit the operation of small, unmanned and relatively

inexpensive sUAS under controlled conditions in airspace that is 1) limited

, 2) P redetermined

, 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) responsibiliti es to “...establish requirements for the safe

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

333(c) of the Reform Act.

The name and address of the applicant is:

Farsight Aerial Photography and Videography , LLC

Attn: Daryl W Ellerby

125 Cherry Laurel Drive

Lexington, SC 29073

Ph: 803

- 470

- 4372

Email: farsightaerial@gmail.com

Regulations from which the exemption is requested:

14 CFR Part 21

14 C.F.R. 45.23(b)

14 CFR 45.27 (a)

14 CFR 61.113 (a) & (b)

14 CFR 61.133 (a)

14 CFR 61.315 (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

### Page 3 of 14

14 C.F.R. 91.121

14 CFR 91.151 (a) & (b)

14 CFR 91.203 (a) & (b)

14 CFR 91.405 (a)

14 CFR 91.407 (a) (1)

14 CFR 91.409 (a) (1) & (2)

14 CFR 91.417 ( 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 whether certain unmanned aircraft systems may opera te

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 t he 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 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 t he national airspace system.” Id.

§333(c) (emphasis added)

The a pplicant interprets this provision to place the duty on the Administrator to not only

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

conditions for the safe operation of the UAS, if it should be determined that the

conditions 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.

The Administrator may grant an exempt ion 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).

The 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 plan e simultaneously. They will operate

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

maximum of 400 above ground level. Such operations will insure that the sUAS will “not

create a hazard to users of the national airspac e system or the public.”

Reform Act Section 333 (b).

### Page 4 of 14

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 commercial 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 prese nts no national security issue. 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 publ ic 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 higher 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 conventio nal aircraft.

These limitations and conditions to which Daryl Ellerby 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 time for each operational flight will be 30 minutes. Flights

will be terminated at 25% battery power reserve should that occur prior to the 30

minute limit.

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

more than 200 feet above 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 sport pilot’s

certificate and hold a class 3 medical certificate or a valid driver’s license.

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

than the sUAS Pilot, who possess the necessary P IC 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 plan ned 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 in volved and ensure that

only consenting persons will be allowed within 100 feet of the flight operation,

and this radius may be reduced to 30 feet based upon an equivalent level of

safety determination. With the advanced permission of the relevant FSDO,

ope rations at closer range can be approved.

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 will at all times be able to communicate b y voice or text.

### Page 5 of 14 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 jurisdictions, including local law enforcement, fire, or other

appropriate governmental agencies.

15. If the sUAS loses radio communications, the UAS will have the capability to

return to a pre

- determined location within the Security Perimeter and land.

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

obstacles or emergencies.

17. The UA may not operate within 5 nautical miles of an airport reference point

(ARP) as denoted in the current FAA Airport/Facility Directory (AFD) or for

airports not denoted with an ARP, the center of t he airport symbol as denoted on

the current FAA published aeronautical chart, unless a letter of agreement with

that airport’s management is obtained or otherwise permitted by a COA issued to

the exemption holder. The letter of agreement with the airport m anagement must

be made available to the Administrator or any law enforcement official upon

request.

18. The UA may not be operated less than 500 feet below or less than 2,000 feet

h orizontally from a cloud or when visibility is less than 3 statute miles from the PIC.

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

Subpart H, entitled Airworthiness Certificates, establishes the procedural requirements

or 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 Refor m 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 b e 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

aircra ft, 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 o f

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 television production, provide a great er 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 demonstrates 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.

### Page 6 of 14

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

T he regulation requires:

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

displayed on limited, restricted 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 inches high, the words "limited," "restricted," "light

- sport," "experimental," or

"provisional," as applicable.

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

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

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

- inch lettering

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

with §45.29 (f).

The equivalent level of safety will be provided by having the sUAV marked on its

fuselage as required by §45.29 (f) where the pilot, observer and others workin g with the

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

exemptions to conduct similar operations in Exemptions 10700, 8738, 10167 and

10167A.

14 C.F.R. § 45.27 (a). Location of marks; non fixed

- wing aircraft.

The FAA has stated:

“The petitioner’s [UAS] must be identified by serial number, registered in accordance

with 14 CFR part 47, and have identification (N

- Number) markings in accordance with 14

CFR part 45, Subpart C. Markings must be as large as practicable.”

Dar yl Ellerby requests an exemption from 14 CFR 45.27. Due to the sUASs small size it

has no cabin, fuselage, boom, or tail.

14 C.F.R. § 61.113(a) & (b); 61.133(a): Private Pilot Privileges and Limitations; Pilot

in Command; Commercial Pilot Privileges and Limitations.

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

- commercial operations. Unlike a

conventional aircraft t hat carries a pilot, passengers , and cargo, the DJI

- Phantom2, DJI

Phantom 3, DJI

- Inspire 1

, DJI Spreading Wings S900 , and the DJI Spread ing Wings

S1000 are 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 any aircraft for compensation or hire. Daryl Ellerby respectful ly proposes

that operator requirements should take into account the characteristics of the particular

UAS s . The DJI

- Phantom2, DJI

- Phantom 3, DJI

- Inspire 1, DJI Spreading Wings S900,

and the DJI Spreading Wings S1000 have a high degree of pre

- programmed con trol and

various built

- in technical capabilities that strictly limit the potential for operation outside of

the operating conditions set forth in the exemption application. The DJI

- Phantom2, DJI

Phantom 3, DJI

- Inspire 1, DJI Spreading Wings S900, and the D JI Spreading Wings

S1000 have autonomous navigation and control system s . Flights are preprogrammed

with precision GPS guidance and do not require human intervention. In the case of

unplanned events, the operator can manually intervene to take one of the fo llowing

actions:

(i) command the aircraft to begin to autonomously return to the recovery area and land;

### Page 7 of 14

(ii) command the aircraft to autonomously return to the recovery area where the pilot will

assume control and land the aircraft ; or

(iii) manually assume control of the aircraft via the hand controller and return the craft to

the recovery area where the operator lands it. Additional automated safety functions and

safety enhancing features of DJI

- Phantom2, DJI

- Phantom 3, DJI

- Inspire 1, DJI

Spreading Wings S900, and the DJI Spreading Wings S1000 include the following:

• Auto

- pilot detection of lost GPS or of insufficient satellites initiates a stand

- by

loiter pattern until such time as GPS is re

- established or the PIC assumes

manual control of the airc raft.

• Low battery power on the aircraft (10.4 volts) triggers the landing sequence and

the craft will fly to the recovery area.

• If the auto

- pilot detects a lost

- link to the ground control station for longer than

30 seconds, landing procedure begins.

• In the event the ground station reaches a low power state, it will alert the pilot.

Given these safety features, Daryl Ellerby proposes that operators of the DJI

- Phantom2,

DJI

- Phantom 3, DJI

- Inspire 1, DJI Spreading Wings S900, and the DJI Spreading Wings

S1000 should not be required to hold a commerci al pilot certification. Instead , operators

should be required to hold only a private pilot certification

.

The risks associated with the operation of the DJI

- Phantom2, DJI

- Phantom 3, DJI

Inspire 1, DJI Spreadi ng Wings S900, and the DJI Spreading Wings S1000 (given its

size, speed, operational capabilities, and lack of combustible fuel) are so diminished

from the level of risk associated with commercial operations contemplated by Part 61

with conventional aircra ft (fixed wing or rotorcraft) that allowing operations of the UAS as

set forth above meets or exceeds the present level of safety 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 aircr aft under§ 61.133(a). Given these conditions and restrictions, an equivalent level

of safety will be provided by allowing operation of the DJI

- Phantom2, DJI

- Phantom 3,

DJI

- Inspire 1, DJI Spreading Wings S900, and the DJI Spreading Wings S1000 with a

privat e pilot's certificate, under the conditions set forth in the exemption request. The

FAA has granted exemptions to conduct similar operations in Exemptions 11062 through

11067,11080,11109,11110,11136,11138,11150, and 11153.

14 C.F.R. § 61.315 (a) & (b): Sp ort Pilot Privileges and Limitations: Pilot in

Command.

Sections 61.113 (a) (b) & (c) limit sport pilots to non

- commercial operations

. Because

the 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 sport pilot’s license rather than a commercial pilot’s license 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 coordinated 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 sport pilot as the PIC exceeds the

present level of safety achieved by 14 C.F.R. §61.315 (a) (b) & (c).

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

### Page 8 of 14

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

condition. Should the exemption be grated allowing commercial operation of the UAS

without an airworthiness certificate, no standard will exist for airworthiness of the UA.

Given the size of the aircraft and the requirements that the Operator has agreed to as it

relates to airworthiness, as contained in the manual, an equivalent level of safety 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. § 91.9 (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 a n Airplane 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 sUAS, 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 granted exemptions to conduct similar operations in Exemptions 8607,

8737, 8738, 9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 32827, and 10700.

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 approved rotorcraft flight m anuals 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 pi loted 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

exemptions for flight training wi thout fully functional dual controls for a number of aircraft

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

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

be carried in t he 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 operated at less than the minimums pres cribed, 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, or not more than

### Page 9 of 14

200 above an elevated platform from which filming is planned, 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 of the property owner, facility owner, and/o local officials. Because of the

advance notice to the property owner and participants, all affected individuals will be

aware of the planned flight operations as set forth in the Manuals. Compared to flight

operations with aircraft or rotorcraft weighing far more than the maximum 55lbs. 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 of the 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 main tain cruising altitude by

reference to an altimeter that is set “...to the elevation of the departure airport or an

appropriate altimeter setting available before departure.” As the sUAS may not have a

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

An equivalent level of safety will 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. The FAA has previousl y granted relief from Section

91.121 specific to UAS, in circumstances similar, in all material respects, to those

presented herein (e.g. Exemption Nos. 11062, 11063, 11064, 11065, 11066, 11067,

11080, 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 landin g, 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 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’s

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

area, a lo nger 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)). Operating 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

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

and speed of the small UAS. Additionally, limiting sUAS flights to 10 minutes would

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

Applicant beli eves that an equivalent level of safety can be achieved by limiting flights to

### Page 10 of 14

30 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

limi ted operating area. Similar exemptions have been granted to other operations,

including Exemptions 2689F, 5745, 10673, and 10808 , 11062 through 11067, 11080

and 11110

.

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

T he regulation provides in pertinent part:

(a) Except as provided in § 91.715, no person 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 ai rcraft unless the airworthiness certificate required by

paragraph (a) of this section 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 wei ghs 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 docum ents 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 to

this regulation. The FAA has granted exemptions to conduct similar operations in

Exemptions 9565, 9665, 9789, 9789A, 9797, 9797A, 9816A, and 10700.

14 C.F.R. §91.405 (a); 407 (a) (1); 409 (a) (1) & (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 t his 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 purs uant to the

flight manual and operating handbook will accomplish maintenance. An 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 restricted areas for limited p eriods 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 require d maintenance, and keep

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

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

provide the equivalent level of safety. The FAA has grant ed exemptions for similar

operations in Exemptions 11062 through 11067, 11080, 11109, 11110 , 11112, 11136,

11138, 11150, 11153, 11156 through 11161

.

*********

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:

Applicant seeks an exemption from the following rules:

14 CFR Part 21

### Page 11 of 14

14 C.F.R. 45.23(b)

14 CFR 45.27 (a)

14 CFR 61.113 (a) & (b)

14 CFR 61.133 (a)

14 CFR 61.315 (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) & (b)

14 CFR 91.203 (a) & (b)

14 CFR 91.405 (a)

14 CFR 91. 407 (a) (1)

14 CFR 91. 409 (a) (1) & (2)

14 CFR 91. 417 (a) & (b)

Approval of exemptions allowi ng 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 structu res 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 p owered 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 lbs., conducted in the strict

conditions outlined above, will provide an equiv alent 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, an d 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.

### Page 12 of 14

Privacy

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 prov ide 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 airports and populated areas

and operation within visual line o f sight and national security

– provide more than

adequate justification for the grant of the requested exemptions allowing commercial

operation of applicant’s UAS.

Sincerely,

Daryl W Ellerby

Farsight Aerial Photography and Videography, LLC

### Page 13 of 14

Appendix 1



### Appendix. Confidential.

1.1

DJI Phantom 2 Specs and Operations Manual:

 http://www.dji.com/product/phantom

- 2/spec

 http://download.dji

innovations.com/downloads/phantom_2/en/PHANTOM2_User_Manual_v1.4_en.

pdf

1.2

Dji Phantom 3 Specs and Operations Manual:

 http://www.dji.com/product/phantom

- 3/spec

 http://download.dji

innovations.com/downloads /phantom_3/en/Phantom_3_Professional_User_Manu

al_v1.4_en.pdf

1.3

Dji Inspire 1 Specs and Operations Manual:

 http://www.dji.com/product/inspire

- 1/spec

 http://download.dji

innovations.com/downloads/inspire_1/en/Inspire_1_User_Manual_v1.4_en.pdf

1.4

Dji S900 Specs and Operations Manual:

 http://www.dji.com/product/spreading

- wings

- s900/spec

 http://download.dji

innovations.com/downloads/s900/en/S900_User_Manual_v1.2_en.pdf

1.5

Dji S100 0 Specs and Operations Manual:

 http://www.dji.com/product/spreading

- wings

- s1000

- plus/spec

 http://download.dji

innovations.com/downloads/s1000_plus/en/S1000_Plus_User_Manual_v1.2_en.p

df

### Page 14 of 14

Appendix 2

Please see the attac hed Confidential & Proprietary: 1

Farsight Aerial Pre Flight/Flight/Post Flight Check List

Farsight Aerial Motion Picture and Television Operations Manual

Farsight Aerial Pilot Operational Hand Book

1 Applicant submits this manual as a Confidential document under 14 CFR 11.35 (b) as the entire manual

contains proprietary information that the applicant has not and will not share with others. The manual

contains operating conditions and procedures that are not available to the public and are protected from

release under the Freedom of Information Act 5 USC 552 et.seq.