U.S.$Department$of$Transportation$

Docket$Management$System$

1200$New$Jersey$Ave.,$SE$

Washington,$DC$20590$

July$1,$2015

RE:$Exemption$Request$Pursuant$to$Section$333$of$the$FAA$Modernization$and$Reform$Act$of$2012$

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,$Drone’s$Eye$View$Consulting,$LLC,$operator$of$Small$Unmanned$Aircraft$Systems$("sUAS"),$hereby$applies$

for$an$exemption$from$Federal$Aviation$Regulations$identiYied$below,$to$allow$commercial$operations$of$sUAS.$$

The$proposed$operations$include$the$following:$

• Aerial$Surveying$$

• Agriculture$$

• Aerial$Photography$and$Videography$$

• Wildlife,$Forestry$and$Agriculture$monitoring$$

• Construction$site$inspection$and$monitoring$$

• Public$Entity$Support$Operations$$

• Education$and$Research$$

As$described$more$fully$below,$the$requested$exemption$would$permit$the$operation$of$sUAS$under$controlled$

conditions$in$airspace$that$is$limited,$predetermined,$and$controlled$as$to$access.$Approval$of$this$exemption$

will$create$new$beneYits$to$the$industries$listed$above$as$technical$and$inherently$dangerous$operations$can$

be$performed$in$a$safer$and$more$controlled$manner$by$sUAS$and$their$operators.$Additionally,$sUAS$will$

provide$economic$beneYit$to$these$industries$by$improving$efYiciency$and$quality,$and$virtually$eliminating$

human$risk.$

The$name$and$address$of$the$petitioner$is:$

Drone’s$Eye$View$Consulting,$LLC

Attn:$Lott$S$Gilbert$Bolden$II

209$E$Monroe$Ave

Alexandria,$VA$22301

c$|$703.431.9534

e$|$gil@droneseyeviewconsulting.com
Regulations$from$which$the$exemption$is$requested:$

14$CFR$Part$21$

14$CFR$Part$27$$

14$C.F.R.$45.23(b)$

14$CFR$61.113$(a)$&$(b)$

14$C.F.R.$91.7$(a)$

14$CFR$91.9$(b)(2)$

14$C.F.R.$91.103$

14$C.F.R.$91.109$

14$C.F.$R.$91.119$

14$C.F.R.$91.121$

14$CFR$91.151$(a)$

14$CFR$91.203$(a)$&$(b)$

14$CFR$91.405$(a)$

14$CFR$407$(a)$(1)$

14$CFR$409$(a)$(2)$

14$CFR$417$(a)$&$(b)

The$following$sUAS’s$are$submitted$for$exemption$from$the$regulations$above$for$use$in$safe$operations$listed$

above$for$the$reasons$expressed$more$fully$below:$

DJI$Phantom$2

DJI$Phantom$3$

DJI$Inspire$1$

DJI$S900$

DJI$S1000

3DR$Robotic$Solo

3DR$X8+

This$exemption$application$is$expressly$submitted$to$fulYill$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$operate$safely$in$the$national$airspace$system$(NAS)$before$completion$of$the$

rulemaking$required$under$Section$332$of$the$Reform$Act.$In$making$this$determination,$the$Secretary$is$

required$to$determine$which$types$of$UASs$do$not$create$a$hazard$to$users$of$the$NAS$or$the$public$or$pose$a$

threat$to$national$security$in$light$of$the$following:$

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

• Operation$of$the$UAS$in$close$proximity$to$airports$and$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).$

Applicant$interprets$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$fulYill$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$deYined$under$§40101$of$the$Act,$that$includes$

sUAS’s,$from$the$requirement$that$all$civil$aircraft$must$have$a$current$airworthiness$certiYicate.$

The$Administrator$may$grant$an$exemption$from$a$requirement$of$a$regulation$prescribed$under$subsection$

(a)$or$(b)$of$this$section$or$any$sections$44702^44716$of$this$title$if$the$Administrator$Yinds$the$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).

Drone’s$Eye$View$Consulting$sUASs$are$rotorcraft$and$Yixed$wing$aircraft,$weighting$55$lbs.$or$less$including$

payload.$They$operate,$under$normal$conditions$at$a$speed$of$no$more$than$100$MPH.$They$will$operate$only$

in$line$of$sight$and$will$operate$only$within$a$sterile$area.$Such$operations$will$insure$that$the$sUAS$will$"not$

create$a$hazard$to$users$of$the$national$airspace$system$or$the$public."

Reform'Act'Section'333'(b).'

Given$the$small$size$of$the$sUASs$involved$and$the$restricted$sterile$environment$within$which$they$will$

operate,$the$applicant$falls$squarely$within$that$zone$of$safety$(an$equivalent$level$of$safety)$in$which$

Congress$envisioned$that$the$FAA$must,$by$exemption,$allow$commercial$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$application$presents$no$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$signiYicant$public$beneYit,$including$enhanced$

safety,$reduction$in$environmental$impacts,$and$reduced$emissions,$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$

conventional$aircraft.$These$limitations$and$conditions$to$which$Drone’s$Eye$View$Consulting$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. Flights$will$be$terminated$at$25%$battery$power$to$ensure$the$safe$return$of$the$aircraft$to$the$launch$

point.$$

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$Yilming$is$planned,$with$exception$of$telecommunication$towers$or$

high$power$lines,$when$altitude$shall$be$limited$to$100$feet$above$said$tower$or$line.$$

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

Camera$Operator.$$

6. The$sUAS$pilot$will$be$a$designated$Pilot$in$Command$(PIC)$and$hold$a$valid$state$driver’s$license.$If$

the$PIC$feels$another$operator$to$be$qualiYied$with$the$necessary$skills$to$be$PIC$&$possess$a$valid$

state$driver’s$license$or$higher$Ylight$certiYicate,$that$person$may$be$designated$PIC$provided$they$

have$a$minimum$of$20$hours$of$Ylight$time$with$the$sUAS.$

7. A$brieYing$will$be$conducted$in$regard$to$the$planned$sUAS$operations$prior$to$each$day's$activities.$It$

will$be$mandatory$that$all$personnel$who$will$be$performing$duties$within$the$boundaries$of$the$

safety$perimeter$be$present$for$this$brieYing.$$

8. The$operator$will$obtain$the$consent$of$all$persons$involved$and$ensure$that$only$consenting$persons$

will$be$allowed$within$100$feet$of$the$Ylight$operation,$and$this$radius$may$be$reduced$to$20$feet$

based$upon$an$equivalent$level$of$safety$determination.$$
9. 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.$$

10. Observer$and$pilot$will$at$all$times$be$able$to$communicate$by$voice.$

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

12. All$required$permissions$and$permits$will$be$obtained$from$territorial,$state,$county$or$city$

jurisdictions,$including$local$law$enforcement,$Yire,$or$other$appropriate$governmental$agencies.$$

13. 15. If$the$sUAS$loses$communications$or$loses$its$GPS$signal,$the$UAS$will$have$capability$to$return$to$

a$predetermined$location$within$the$Security$Perimeter$and$land.$$

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

emergencies.$$

14'C.F.R.'Part'21,'Subpart'H:'Airworthiness'CertiMicates'14'C.F.R.'§91.203'(a)'(1)'Subpart'H,$establishes$

the$procedural$requirements$for$the$issuance$of$airworthiness$certiYicates$as$required$by$FAR$

§91.203$(a)$(1).$Given$the$size$and$limited$operating$area$associated$with$the$aircraft$to$be$utilized$by$the$

Applicant,$an$exemption$from$Part$21$Subpart$H$meets$the$requirements$of$an$equivalent$level$of$safety$under$

Part$11$and$Section$333$of$the$Reform$Act.$The$Federal$Aviation$Act$(49$U.S.C.$§44701$(f))$and$

Section$333$of$the$Reform$Act$both$authorize$the$FAA$to$exempt$aircraft$from$the$requirement$for$an$

airworthiness$certiYicate,$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$certiYicate,$in$the$restricted$environment$and$under$the$

conditions$proposed$will$be$at$least$as$safe,$or$safer,$than$a$conventional$aircraft$(Yixed$wing$or$rotorcraft)$

operating$with$an$airworthiness$certiYicate$without$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$Ylammable$liquid$fuels,$and$operates$exclusively$within$a$secured$area$as$set$

out$in$the$Manual.$Unlike$other$civil$aircraft,$operations$under$this$exemption$will$be$tightly$controlled$and$

monitored$by$the$operator,$pursuant$to$the$Manual's$requirements,$and$under$the$requirements$and$in$

compliance$with$local$and$public$regulation.$These$safety$enhancements,$which$already$apply$to$civil$aircraft$

operated$in$connection$with$motion$picture$and$television$production,$provide$a$greater$degree$of$safety$to$

the$public$and$property$owners$than$conventional$operations$conducted$with$airworthiness$certiYicates$

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$or$Ylammable$liquid$fuels,$and$inability$to$carry$a$substantial$external$

load.$

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

The$regulation$requires:$

When$marks$include$only$the$Roman$capital$letter$"N"$and$the$registration$number$is$displayed$on$limited,$

restricted$or$lightnsport$category$aircraft$or$experimental$or$provisionally$certiYicated$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,"$"restricted,"$"lightnsport,"$"experimental,"$or$

"provisional,"$as$applicable.$

Even$though$the$UAS$will$have$no$airworthiness$certiYicate,$an$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$sUAS,$twoninch$lettering$will$be$impossible.$The$word$"Experimental"$will$be$placed$on$

the$fuselage$in$compliance$with$§45.29$(f).$

The$equivalent$level$of$safety$will$be$provided$by$having$the$sUAS$marked$on$its$fuselage$as$required$by$

§45.29$(f)$where$the$pilot,$observer$and$others$working$with$the$sUAS$will$see$the$identiYication$of$the$

UAS$as$"Experimental."$The$FAA$has$issued$the$following$exemptions$to$this$regulation$in$Exemptions$Nos.$

10700,$8738,$10167$and$10167A.$
14'C.F.R.'§'61.113'(a)'&'(b):''Private'Pilot'Privileges'and'Limitations:'Pilot'in'Command.'

Drone’s$Eye$View$Consulting,$LLC$requests$that$the$exemption$allow$operation$without$a$private$pilot$

certiYicate.$Per$49$USC$§$44711,$Drone’s$Eye$View$Consulting$may$not$serve$in$any$capacity$as$an$airman$with$

respect$to$a$civil$aircraft$in$air$commerce$without$an$airman$certiYicate$authorizing$the$airman$to$serve$in$the$

capacity$for$which$the$certiYicate$was$issued.$

On$February$15,$2015$the$FAA$announced$new$proposed$rules$for$SUAS1.$In$that$document$(http://

www.gpo.gov/fdsys/pkg/FRn2015n02n23/pdf/2015n03544.pdf),$the$FAA$stated$the$following:$

“in$addition$$to$obtaining$an$airworthiness$certiYicate,$any$person$serving$as$an$airman$in$the$

operation$of$a$small$UAS$must$obtain$an$airman$certiYicate.$49$U.S.C.44711(a)(2)(A).$The$statute$

deYines$an$"airman"$to$include$an$individual$who$is$"in$command,$or$as$pilot,$mechanic,$or$member$of$

the$crew,$who$navigates$aircraft$when$under$way."$49$U.S.C.$40102(a}(8)(A).$Because$the$person$

operating$the$small$UAS$is$in$command$and$is$a$member$of$the$crew$who$navigates$the$aircraft,$that$

person$is$an$airman$and$must$obtain$an$airman$certiYicate.

Under$current$pilot$certiYication$regulations,$depending$on$the$type$of$operation,$the$operator$of$the$

small$UAS$currently$must$obtain$either$a$private$pilot$certiYicate$or$a$commercial$pilot$certiYicate.$A$

private$pilot$certiYicate$cannot$be$used$to$operate$a$small$UAS$for$compensation$or$hire$unless$the$

Ylight$is$only$incidental$to$the$operator's$business$or$employment.$Typically,$to$obtain$a$private$pilot$

certiYicate,$the$small$UAS$operator$currently$has$to:${1)$Receive$training$in$speciYic$aeronautical$

knowledge$areas;$(2)$receive$training$from$an$authorized$instructor$on$speciYic$areas$of$aircraft$

operation;${3)$obtain$a$minimum$of$40$hours$of$Ylight$experience;$and$(4)$obtain$a$third$class$airman$

medical$certiYicate.$Conversely$holding$at$least$a$commercial$pilot$certiYicate$allows$the$small$UAS$to$

generally$be$used$for$compensation$or$hire,$but$is$more$difYicult$to$obtain.$In$addition$to$the$

requirements$necessary$to$obtain$a$private$pilot$certiYicate,$applicants$for$a$commercial$pilot$

certiYicate$currently$need$to$also$obtain$250$hours$of$Ylight$time,$satisfy$extensive$testing$

requirements,$and$obtain$a$secondnclass$airman$medical$certiYicate.

While$these$airman$certiYication$requirements$are$necessary$for$manned$aircraft$operations,$they$

impose$an$unnecessary$burden$for$many$small$UAS$operations.$This$is$because$a$person$typically$

obtains$a$private$or$commercial$pilot$certiYicate$by$learning$how$to$operate$a$manned$aircraft.$Much$

of$that$knowledge$would$not$be$applicable$to$small$UAS$operations$because$a$small$UAS$is$operated$

differently$than$a$manned$aircraft.$In$addition,$the$knowledge$currently$necessary$to$obtain$a$private$

or$commercial$pilot$certiYicate$would$not$equip$the$certiYicate$holder$with$the$tools$necessary$to$

safely$operate$a$small$UAS.$SpeciYically,$applicants$for$a$private$or$commercial$pilot$certiYicate$

currently$are$not$trained$in$how$to$deal$with$the$"seenandnavoid"$and$lossnofnpositivencontrol$safety$

issues$that$are$unique$to$small$unmanned$aircraft.$Thus,$requiring$persons$wishing$to$operate$a$small$

UAS$to$obtain$a$private$or$commercial$pilot$certiYicate$imposes$the$cost$of$certiYication$on$those$

persons,$but$does$not$result$in$a$signiYicant$safety$beneYit$because$the$process$of$obtaining$the$

certiYicate$does$not$equip$those$persons$with$the$tools$necessary$to$mitigate$the$public$risk$posed$by$

small$UAS$operations”

In$addition$to$the$FAA's$recent$Yindings,$Drone’s$Eye$View$Consulting$believes$requiring$a$private$pilot$

certiYicate$is$not$in$the$public$interest$because$(1)$the$expenses$incurred$by$obtaining$a$private$pilot$license$

and$maintaining$it$will$have$to$be$passed$on$to$Drone’s$Eye$View$Consultings’$customers,$(2)$Ylying$manned$

aircraft$is$harmful$to$the$environment,$(3)$Ylying$manned$aircraft$poses$a$higher$risk$to$people,$property,$and$

other$aircraft$than$Ylying$UAS,$and$(4)$since$Drone’s$Eye$View$Consulting$has$no$interest$in$Ylying$manned$

aircraft,$the$bare$minimum$will$be$done$in$order$to$satisfy$the$requirement$of$obtaining$and$maintaining$a$

private$pilot$certiYicate.$Pilots$whom$are$not$deeply$invested$in$Ylying$manned$aircraft$pose$a$much$greater$

risk$to$people,$property,$and$other$aircraft.
Since$49$USC§$44711$requires$an$airman$certiYicate$authorizing$the$airman$to$serve$in$the$capacity$for$which$

it$was$issued,$requiring$a$private$pilot$certiYicate$does$not$satisfy$this$statutory$requirement.$This$is$evident$

since$the$FAA$stated$that$obtaining$a$private$pilot$certiYicate$for$the$purpose$of$operating$a$UAS$(1)$does$not$

result$in$a$signiYicant$safety$beneYit,$(2)$does$not$equip$those$persons$with$the$tools$necessary$to$mitigate$the$

public$risk$posed$by$small$UAS$operation,$and$(3)$much$of$that$knowledge$would$not$be$applicable$to$small$

UAS$operations$because$a$small$UAS$is$operated$differently$than$a$manned$aircraft.$Furthermore,$Drone’s$Eye$

View$Consulting$believes$requiring$a$private$pilot$certiYicate$will$(1)$create$an$unnecessary$burden$that$is$

detrimental$to$Drone’s$Eye$View$Consultings’$operations,$(2)$will$not$increase$the$level$of$safety,$(3)$will$

introduce$dangerous$situations$that$pose$a$much$higher$risk$to$people,$property,$and$other$aircraft,$and$(4)$is$

not$in$the$public$interest.$Furthermore,$the$FAA$does$not$require$a$private$pilot$certiYicate$for$noncommercial$

operations$that$perform$the$same$Ylights,$so$removing$this$requirement$will$still$allow$Drone’s$Eye$View$

Consulting$to$operate$within$a$level$of$safety$that$is$equal$to$the$level$of$safety$provided$by$existing$rules.$For$

those$reasons,$Drone’s$Eye$View$Consulting$would$like$this$requirement$to$be$removed$from$the$exemption$

and$for$the$FAA$to$require$a$certiYicate$that$allows$the$airman$to$serve$in$the$capacity$for$which$it$was$issued$

so$that$Drone’s$Eye$View$Consulting$is$able$to$satisfy$the$statutory$requirement$in$49$USC§$44711.

Upon$receiving$our$333$exemption$Drone’s$Eye$View$Consulting,$LLC$plans$to$immediately$apply$for$

CertiYicate$of$Waiver$or$Authorization$(COA)$for$Ylights$at$or$below$200$feet$to$any$UAS$operator$with$a$

Section$333$exemption,$announced$on$March$23,$2015$by$the$FAA.

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

The$regulation$requires$that$no$person$may$operate$a$civil$aircraft$unless$it$is$in$airworthy$condition.$As$there$

will$be$no$airworthiness$certiYicate$issued$for$the$aircraft,$should$this$exemption$be$granted,$no$FAA$

regulatory$standard$will$exist$for$determining$airworthiness.$Given$the$size$of$the$aircraft$and$the$

requirements$contained$in$the$Manual$for$maintenance$and$use$of$safety$check$lists$prior$to$each$Ylight,$an$

equivalent$level$of$safety$will$be$provided.$

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

Section$91.9$(b)$(2)$provides:$

No$person$may$operate$a$U.S.nregistered$civil$aircraft...$

(2)$For$which$an$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$conYiguration$has$no$ability$

or$place$to$carry$such$a$Ylight$manual$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$the$Ylight$manual$at$the$ground$control$point$where$the$pilot$Ylying$the$sUAS$will$have$

immediate$access$to$it.$The$FAA$has$issued$the$following$exemptions$to$this$regulation:$Exemption$Nos.$

8607,$8737,$8738,$9299,$9299A,$9565,$9565B,$10167,$10167A,$10602,$32827,$and$10700.$

14'C.F.R.'§'91.103:'PreMlight'action

This$regulation$requires$each$pilot$in$command$to$take$certain$actions$before$Ylight$to$insure$the$safety$of$

Ylight.$As$FAA$approved$rotorcraft$Ylight$manuals$will$not$be$provided$for$the$aircraft$an$exemption$will$be$

needed.$The$PIC$will$take$all$actions$including$reviewing$weather,$Ylight$battery$requirements,$landing$and$

takeoff$distances$and$aircraft$performance$data$before$initiation$of$Ylight.$

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$Ylight$instruction$unless$that$aircraft$has$fully$functioning$dual$controls.$sUASs$and$remotely$

piloted$aircraft,$by$their$design$do$not$have$fully$functional$dual$controls.$Flight$control$is$accomplished$

through$the$use$of$a$control$box$that$communicates$with$the$aircraft$via$radio$communications.$The$FAA$has$

approved$exemptions$for$Ylight$training$without$fully$functional$dual$controls$for$a$number$of$aircraft$and$for$

Ylight$instruction$in$experimental$aircraft.$See$Exemption$Nos.5778K$&$9862A.$The$equivalent$level$of$safety$

will$be$provided$by$the$fact$that$neither$a$pilot$nor$passengers$will$be$carried$in$the$aircraft$and$by$the$size$

and$speed$of$the$aircraft.$
14'C.F.R.'§91.119:'Minimum'safe'altitudes'

Section$91.119$establishes$safe$altitudes$for$operation$of$civil$aircraft.$Section$91.119$(d)$allows$helicopters$to$

be$operated$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$sUAS$and$the$

exemption$requests$authority$to$operate$at$altitudes$up$to$400$AGL,$or$not$more$than$200$above$an$elevated$

platform$from$which$Yilming$is$planned,$an$exemption$may$be$needed$to$allow$such$operations.$An$additional$

exemption$is$also$requested$for$permission$to$operate$at$100$feet$above$a$transmission$tower,$communication$

tower,$or$bridge$for$the$purpose$of$inspection.$This$will$allow$for$safe$inspection$of$the$latter$without$

potential$conYlict$with$other$aircraft.$As$set$forth$herein,$except$for$the$limited$conditions$stated$previously$

the$UAS$will$never$operate$at$higher$than$400$AGL.$It$will,$however,$be$operated$in$a$restricted$area$with$

security$perimeter,$where$buildings$and$people$will$not$be$exposed$to$operations$without$their$prenobtained$

consent.$The$equivalent$level$of$safety$will$be$achieved$given$the$size,$weight,$and$speed$of$the$UAS$as$well$as$

the$location$where$it$is$operated.$No$Ylight$will$be$taken$without$the$required$permission$of$the$property$

owner$or$local$ofYicials.$Because$of$the$advance$notice$to$the$property$owner$and$participants$in$the$aerial$

activity,$all$affected$individuals$will$be$aware$of$the$planned$Ylight$operations.$Compared$to$Ylight$operations$

with$aircraft$or$rotorcraft$weighting$far$more$than$the$maximum$55lbs.$proposed$herein$and$the$lack$of$

Ylammable$fuel,$any$risk$associated$with$these$operations$is$far$less$than$those$presently$presented$with$

conventional$aircraft$operating$at$or$below$500$AGL.$In$addition,$the$lownaltitude$operations$of$the$sUAS$will$

ensure$separation$between$these$smallnUAS$operations$and$the$operations$of$conventional$aircraft$that$must$

comply$with$Section$91.119.$

14'C.F.R.'§91.121'Altimeter'Settings'

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

altimeter$that$is$set$"...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$out,$an$

exemption$may$be$needed.$An$equivalent$level$of$safety$will$be$achieved$by$the$operator,$pursuant$to$the$

Manual$and$Safety$Check$list,$conYirming$the$altitude$of$the$launch$site$shown$on$the$GPS$altitude$indicator$

before$Ylight.$

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

Section$91.151$(a)$prohibits$an$individual$from$beginning$"a$Ylight$in$an$airplane$under$VFR$conditions$unless$

(considering$wind$and$forecast$weather$conditions)$there$is$enough$fuel$to$Yly$to$the$Yirst$point$of$intended$

landing,$and,$assuming$normal$cruising$speed$n$(1)$During$the$day,$to$Yly$after$that$for$at$least$30$minutes;$or$

(2)$At$night,$to$Yly$after$that$for$at$least$45$minutes."$

Depending$on$the$sUAS,$the$battery$provides$approximately$15n60$minutes$of$powered$Ylight.$To$meet$the$30n

minute$reserve$requirement$in$14$CFR$§91.151,$sUAS$Ylights$would$be$extremely$limited.$

Given$the$limitations$on$the$UAS's$proposed$Ylight$area$and$the$location$of$its$proposed$operations$within$a$

predetermined$area,$a$longer$time$frame$for$Ylight$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$or$

ofYicial$representatives$who$have$signed$waivers$will$be$allowed,$with$less$than$30$minutes$of$reserve$fuel,$

does$not$engender$the$type$of$risks$that$Section$91.151(a)$was$intended$to$alleviate$given$the$size$and$speed$

of$the$small$UAS.$Additionally,$limiting$sUAS$Ylights$to$extremely$short$Ylights$would$greatly$reduce$the$utility$

for$which$the$exemption$will$be$granted.$

Applicant$believes$that$an$equivalent$level$of$safety$can$be$achieved$by$limiting$Ylights$to$25%$of$battery$

power.$This$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,$10673,$and$10808.$

14'C.F.R.'§91.203'(a)'and'(b):'Carrying'Civil'Aircraft'CertiMication'and'Registration'
The$regulation$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$airworthiness$certiYicate.$.$.$.$

(b) No$person$may$operate$a$civil$aircraft$unless$the$airworthiness$certiYicate$required$by$paragraph$(a)$of$

this$section$or$a$special$Ylight$authorization$issued$under$§91.715$is$displayed$at$the$cabin$or$cockpit$entrance$

so$that$it$is$legible$to$passengers$or$crew.$

The$UAS$fully$loaded$weighs$no$more$than$55$lbs$and$is$operated$without$an$onboard$pilot.$As$such,$there$is$

no$ability$or$place$to$carry$certiYication$and$registration$documents$or$to$display$them$on$the$sUAS.$An$

equivalent$level$of$safety$will$be$achieved$by$keeping$these$documents$at$the$ground$control$point$where$the$

pilot$Ylying$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$regulation.$A$representative$sample$of$other$exceptions$includes$

Exemption$Nos.$9565,$9665,$9789,$9789A,$9797,$9797A,$9816A,$and$10700.$

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

These$regulations$require$that$an$aircraft$operator$or$owner$"shall$have$the$aircraft$inspected$as$prescribed$in$

subpart$E$of$this$part$and$shall$between$required$inspections,$except$as$provided$in$paragraph$(c)$of$this$

section,$have$discrepancies$repaired$as$prescribed$in$part$43$of$this$chapter...,"$and$others$shall$inspect$or$

maintain$the$aircraft$in$compliance$with$Part$43.$

Given$that$these$section$and$Part$43$apply$only$to$aircraft$with$an$airworthiness$certiYicate,$these$sections$will$

not$apply$to$the$applicant.$The$operator$pursuant$to$the$Ylight$manual$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$periods$of$time.$

If$mechanical$issues$arise$the$UAS$can$land$immediately$and$will$be$operating$from$no$higher$than$400$feet$

AGL.$As$provided$in$the$Manual,$the$operator$will$ensure$that$the$UAS$is$in$working$order$prior$to$initiating$

Ylight,$perform$required$maintenance,$and$keep$a$log$of$any$maintenance$performed.$Moreover,$the$operator$

is$the$person$most$familiar$with$the$aircraft$and$best$suited$to$maintain$the$aircraft$in$an$airworthy$condition$

to$provide$the$equivalent$level$of$safety.$

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

should$it$be$determined$that$publication$is$needed:$

Applicant$seeks$an$exemption$from$the$following$rules:$

14$C.F.R.$§21,$subpart$H;$14$C.F.R$45.23(b);$14$C.F.R.$§§$61.113(a)$&$(b);$91.7$(a);$91.9$(b)$(2);$91.103(b);$

91.109;$91.119;$91.121;$91.151(a);$91.203(a)$and$(b);$91.405$(a);$91.407$(a)$(1);$91.409$(a)$(2);$91.409$(a)$

(2)$and$91.417$(a)$&$(b)$to$operate$commercially$a$small$unmanned$vehicle$(55lbs$or$less).$

Approval$of$exemptions$allowing$commercial$operations$of$sUASs,$will$enhance$safety$by$reducing$risk.$

Conventional$aircraft$operating$at$low$altitudes$near$subjects$being$Yilmed$and$in$close$proximity$to$

structures$present$major$risks$associated$with$the$size$of$the$vehicle$carrying$jet$A$or$other$fuels.$Such$

aircraft$must$Yly$to$and$from$the$operational$location.$In$contrast,$a$sUAS$weighing$fewer$than$55$lbs.$and$

powered$by$batteries$eliminates$virtually$all$of$that$risk$given$the$reduced$mass$and$lack$of$combustible$fuel$

carried$on$board.$The$sUAS$is$carried$to$the$operation$site$and$not$Ylown.$The$sUAS$will$carry$no$passengers$

or$crew$and,$therefore,$will$not$expose$them$to$the$risks$associated$with$manned$aircraft$Ylights.$$

The$operation$of$small$UASs,$weighting$less$than$55$lbs.,$conducted$in$the$strict$conditions$outlined$above,$

will$provide$an$equivalent$level$of$safety$supporting$the$grant$of$the$exemptions$requested$herein,$including$

exempting$the$applicant$from$the$requirements$of$Part$21$and$allowing$commercial$operations.$

These$lightweight$aircraft$operate$at$slow$speeds,$close$to$the$ground,$and$in$a$sterile$environment$and,$as$a$

result,$are$far$safer$than$conventional$operations$conducted$with$turbine$helicopters$or$Yixed$wing$aircraft.$$

Conclusion

Satisfaction$of$the$criteria$provided$in$Section$333$of$the$Reform$Act$of$2012nsize,$weight,$speed,$operating$

capabilities,$proximity$to$airports$and$populated$areas$and$operation$within$visual$line$of$sight$and$national$

security$n$provide$more$than$adequate$justiYication$for$the$grant$of$the$requested$exemptions$allowing$

commercial$operation$of$Drone’s$Eye$View$Consulting's$UAS.$

Drone’s$Eye$View$Consulting,$LLC$is$committed$to$safe$operation$and$due$to$the$foregoing$reasons$should$be$

permitted$to$conduct$small$UAS$operations$in$accordance$with$its$manuals$and$all$other$operating$parameters$

deemed$necessary$and$appropriate$by$the$FAA.$Upon$receiving$our$333$exemption$Drone’s$Eye$View$

Consulting,$LLC$plans$to$immediately$apply$for$CertiYicate$of$Waiver$or$Authorization$(COA)$for$Ylights$at$or$

below$200$feet$to$any$UAS$operator$with$a$Section$333$exemption,$announced$on$March$23,$2015$by$the$FAA.$

If$you$have$any$questions,$please$contact$me$at$your$earliest$convenience.

Sincerely,

Lott$S$Gilbert$Bolden$II$

Drone’s$Eye$View$Consulting,$LLC