Christopher LoPresti 1 Grand Court Colts Neck, New Jersey 07722
**FAA Ratings**  : Private Pilot, Single Engine Land, Multi Engine Land, Instrument Rating

June 28, 2015 U.S. Department of Transportation Docket Management System 1200 New Jersey Avenue, SE Wa shington, D.C. 20590 RE: Exemption Request Section 333 of the FAA Reform Act of the Federal Aviation Regulations from 14 C.F.R. Part 21; 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 .121;91.151(a); 91.203(a)&(b);91 .405(a); 91.407(a) (1); 91.409(a) (2); 91.417(a)&(b)
Dear Sir/Madam:
I am submitting my petition for exemption for unmanned aircraft systems operations pursuant to the FAA Modernization and Reform Act of 2012 and the procedures contained within 14 C.F.R. 11 . I am a licensed pilot with over 30 years of experience piloting small civilian airplanes. I have logged more than 1,350 hours of flight time and currently own a twin engine Cessna. I am born in the United States of American, have a current 3 rd class FAA medical exam, and currently reside in New Jersey. I am also a graduate of NYU with a degree in computer science and electrical engineering. I also have a real estate license in the state of New Jersey and am engaged full time in real estate s ales, house flipping, property management and other real estate activities. I am making a request for a waiver of the sections listed above in an effort to operate my unmanned aircraft systems commercially in order to conduct aerial photography, and video graphy for residential, commercial and industrial real estate

- and to survey private ly ow ned land, and for events and promotional purposes. My request is not for a “closed

-set” but to operate for commercial purposes for owners and guests with the expressed written permission of the property owner where the commercial flights will take place. I am a safe and disciplined pilot , and intend to operate my unmanned aircraft systems as I would any other airplane that I fly

. I believe that I should be granted an exemption for the following reasons:
1. I have a valid need to fly my UAS for commercial purposes. 2. I have been operating under the FAA rules for more than 30 years and have a clean record.3. I have personally owned three different airplanes and have always operated and

maintained them safely. I keep meticulous maintenance records and flight logs and am fully aware of the importance that maintenance has on safety. I am requesting the following exemptions under Section 333 of the FAA Reform Act of the Federal Aviation Regulations : 14 C.F.R. Part 21; 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 .121; 91.151(a); 91.203(a)&(b); 91.405(a); 91.407(a) (1); 91.409(a) (2); 91.417(a)&(b) **Suggested Public Federal Register Summary**  **:** “The petitioner is seeking an exemption to operate an unmanned aircraft system (UAS) under the new FAA “Summary Grant” approach, announced April 9th, 2015 ( http://www.faa.gov/news/updates/?newsId=82485 ) that will help speed up Section 333 exemption approvals for many commercial UAS operators prior to finalizing the small UAS proposed rules published this past February. It is my understanding that the FAA will still review each Section 333 petition individually. However, I am hoping tha t the agency will accept my particular petition, and include it in the next summary grant, and issue me an exemption on the presumption that the FAA has “already granted a previous exemption similar to this request”. Apparently, the new interim policy incl udes the granting of a Certificate of Wa iver or Authorization (COA) for flights at or below 200 feet to any UAS operator with a Section 333 exemption for aircraft that weigh less than 55 pounds, operate during daytime Visual Flight Rules (VFR) conditions, operate within visual line of sight (VLOS) of the pilots, and stay certain distances away from airports or heliports such as 5 nautical miles (NM) from an airport having an operational control tower; or 3 NM from an airport with a published instrument flig ht procedure, but not an operational tower; or 2 NM from an airport without a published instrument flight procedure or an operational tower; or 2 NM from a heliport with a published instrument flight procedure. It is also understood that the “blanket” 200

-foot COA allows flights anywhere in the country except restricted airspace and othe r areas, such as major cities, where the FAA prohibits UAS operations.
**UA S Description:** Although I am asking for an exemption for piloting unmanned aircraft systems up to 55

pounds , I plan on using commercially manufactured systems that will weight much less

. At the time of this application, my intentions are to fly both the DJI Phanton 3 and the 3D Robotics Solo drones

– both weighing much less than 10 pound . From a safe ty and operational perspective, both of these units can be manually operated and software controlled making flight more predictable. These units have “return to home” features, geo - boundary limitations, and other safety features built into their hardware and software. Both of the companies that manufacture these devices have excellent reputations for providing all of the necessary tools and education to fly safely and respect FAA rules and regulations. These UAS systems have limited flying time capabilit ies (approximately 20 minutes of flight on a charge), do not carry anything other than a camera, operate by battery power, and do not carry flammable fuel. In fact, in the event of the loss of communications with the pilot, these devices are programmed to “return to home” and/or travel a pre

- determined route to land safely.
I will ow n several UAS where one acts as a backup for the other. In the event that one UAS is not airworthy, the backup UAS will be called upon to complete the task at hand.

**Ad dition**  **al Points:** UAS technology is changing rapidly, and so are the people that are piloting them. As a 30 year seasoned pilot, I understand the importance of choosing reliable products that are built by reliable companies. Both DJI and 3D Robotics are companies managed by smart people who work closely with their pilot

- clients to improve their products and the safety of them. Both of these companies respect the FAA’s rules and regulations and understand the value that a trained pilot add s to the safe operation of their prod ucts. In addition, I put emphasis on my 30 plus years of pilot experience flying both single engine and multi engine aircraft in VFR and IFR conditions. The FAA has already recognized my qualifications by issuing me a private pilot license ; I hope you w ill come to the conclusion that my pilot license and the privileges that go with that will extend to unmanned aircraft system as well. **Flight Operations and Maintenance**  **:** In addition to my 30 plus years of flying experience , I also have more than 25 years of airplane ownership experience . There is a big difference between those that fly and those that fly and own their own plane. There is a much greater level of responsibility when you own your own plane. I believe this unique experience has taught me the importance of maintaining your plane, and the direct relationship between maintenance and safety. I will be leveraging this experience when flying my unmanned aircraft systems.For the purpose of my UAS activities, all flying will take place in V FR conditions and will

end when the battery reserves reach 25 percent. Preflight and post

-flight check lists will be used to help identify any defects prior to and after flight. Any UAS that do no t meet the qualifications for safe flight will be removed from service until they have been repaired and deem airworthy. A flight briefing will take place before each flight and shared with anyone in the general vicinity of the flight. All flying activity will be in accordance with current FAA UAS rules and reg ulations

. **Section 333 Compliance and A ppropriateness:**  Based on the size of the craft, experience of the pilot, and operational goals, this request appears to be well suited for approval using the current criteria outlined in Section 333 of the FAA Modernization and Reform Act of 2012 (including new interim policies)

. I eagerly await your approval. Respectfully submitted,
Christopher LoPresti, Private Pilot 1 Grand Court Colts Neck, New Jersey 07722