Kayebal	Solutions	LLC,	West	Berlin	NJ-	Section	333	Exemption	Petition	

October	15,	2015	

Via	Electronic	Filing	

Attn:	Docket	Operations	

U.	S.	Department	of	Transportation	Docket	Management	System	

1200	New	Jersey	Avenue	SE,	Room	W12-140	

West	Building	Ground	Floor	Washington,	DC	20590-0001		

Re:	Exemption	Request	Section	333	of	the	FAA	Reform	Act	of	the	Federal	Aviation	Regulations	from	14	C.F.R.	45.23(b);	

14	C.F.R.	Part	21;	14	C.F.R.	61.113(a)&(b);	91.7(a);	91.9(b)	(2);	91.103(b);	91.109;	119.121;	91.151(a);	91.203(a)&(b);	

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

Dear	Sir	or	Madam,	I,	Edward	Baliton	(Kayebal	Solutions	LLC),	am	writing	pursuant	to	the	FAA	Modernization	and	

Reform	Act	of	2012	and	the	procedures	contained	within	14	C.F.R.	11,	to	request	that	I,	Edward	Baliton	(Kayebal	

Solutions	LLC),	an	owner	and	operator	of	small	unmanned	aircraft,	be	exempted	from	the	Federal	Aviation	Regulations		

(“FARs”)	listed	below	so	that	I,	Edward	Baliton	(Kayebal	Solutions	LLC),	may	operate	my	small	ultra-lightweight	

unmanned	aircraft	system	(“UAS”)	in	commercially	regulated	airspace	by	the	Federal	Aviation	Administration	(“FAA”).		

Kayebal	Solutions	LLC	is	a	technology	driven	service	and	integration	company	based	in	West	Berlin,	New	Jersey.		We	

offer	technology	based	solutions	to	our	clients	in	the	fields	of	Audiovisual,	Information	Technology,	Video	Security	

Systems.		As	a	business	at	the	forefront	of	technology	and	the	advancement	of	small	unmanned	aircraft	systems,	

Kayebal	Solutions	LLC	is	looking	to	grow	our	business	by	expanding	into	this	market.	

Following	exemption	and	approval	by	the	FAA,	I,	Edward	Baliton	(Kayebal	Solutions	LLC),	will	primarily	use	my	

professionally	built	DJI	Inspire	1	UAS	equipped	with	cameras	for	the	following	applications:	

Construction	inspection	for	both	public	and	private	sectors.	Insurance	assessments.	Closed-Set	Film	Operations	on	

Film	and	Television	Productions,	as	well	as	aerial	videography	&	cinematography	to	safely	enhance	films	and	

commercials.	Augmentation	of	real	estate	listing	videos.	The	creation	of	visual	and	topography	layout	videos	for	

Search	and	Rescue	(SAR)	missions	for	state	and	local	agencies,	education,	agricultural	inspections	and	buildings.	

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My,	Edward	Baliton	(Kayebal	Solutions	LLC)’s,	exemption	request	would	permit	the	operation	of	ultra-lightweight,	

unmanned	(i.e.	piloted	by	remote	control)	UAS’s	for	the	development	of	community	and	government	use	videos,	

permissible	within	property	boundaries	for	individual	homeowners	and	within	in	tightly	controlled,	limited	airspaces	

predetermined	in	areas	away	from	the	general	public,	airports,	heliports	and	vehicular	traffic.		

Currently,	similar	lightweight,	remote	controlled	UAS's	are	legally	operated	by	unmonitored	amateur	hobbyists	with	

no	safety	plan	or	controls	in	place	to	prevent	catastrophe.	Furthermore,	it	is	my	intent	to	assist	future	FAA	safety	

protocols	and	regulations	exclusive	to	lightweight	UAS's	for	specific	video	and	photography	usage	by	sharing	

information	with	the	FAA	as	I,	Edward	Baliton	(Kayebal	Solutions	LLC),	record	flight	data	and	other	pertinent	

information	gained	through	permitted	flight	operations.		

In	addition,	granting,	Edward	Baliton	(Kayebal	Solutions	LLC)’s,	exemption		

request	will	comply	with	the	Secretary	of	Transportation’s	(FAA	Administrator’s)	instructions	to	not	only	integrate	

UAS's	into	the	national	airspace	system,	but	to	“...establish	requirements	for	the	safe	operation	of	such	aircraft	systems	

[UAS's]	in	the	national	airspace	system”	under		

Section	333(c)	of	the	Reform	Act	specific	to	the	use	of	UAS's	for	real	estate/Realtor	purposes,	educational	videos,	

Search	and	Rescue,	land/trusts	inspections,	agricultural	field	monitoring,	film/video	productions,		closed-set	motion	

picture	film	operations	and	television,	and	structure	inspections,	to	aid	state	and	local	agencies.		

Further	I,	Edward	Baliton	(Kayebal	Solutions	LLC),	will	conduct	my	operations	in	compliance	with	the	protocols	

described	herein	or	as	otherwise	established	by	the	FAA.		

For	the	reasons	stated	below,	I,	Edward	Baliton	(Kayebal	Solutions	LLC),	respectfully	request	the	grant	of	an	

exemption	allowing	me	to	operate	ultra-lightweight,	remote	controlled	UAS’s	to	aid	academic	community	awareness,	

to	benefit/stimulate	attraction	to	the	metro	Philadelphia,	PA	area	and	to	enhance	personal	and	public	video	feeds.	A	

grant	that	will	ultimately	allow	UAS’s	to	play	a	more	positive	role	in	our	local	community	by	increasing	employment	

opportunities,	heightening	security	measures	and	decreasing	government	expenditures	by	reducing	the	need	for	

heavier	manned	aircraft,	containing	costly,	combustible	fuel-	a	potential	public	hazard	in	and	of	itself.		

I.	Contact	Information:	

Edward	Baliton	 	

Kayebal	Solutions	LLC	

West	Berlin,	NJ	08091	

Phone:	856-617-1126	

Email:	edbaliton@kayebal.com	

II.	The	Specific	Sections	of	Title	14	of	the	Code	of	Federal	Regulations	From	Which		

Edward	Baliton	(Kayebal	Solutions	LLC)	Requests	Exemption	are:		

14	CFR	21;	14	C.F.R.	45.23(b);		

14	CFR	61.113	(a)	&	(b);		
	 	

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14	C.F.R.	91,	et	seq.;		

14	CFR	407	(a)	(1);		

14	CFR	409	(a)	(2);	and,		

14	CFR	417	(a)	&	(b).		

III.	The	Extent	of	relief	Edward	Baliton	(Kayebal	Solutions	LLC)	seeks	and	the	reason	he	seeks	such	relief:		

I,	Edward	Baliton	(Kayebal	Solutions	LLC),	submit	this	application	in	accordance	with	the	Reform	Act,	112	P.L.	95	§§	

331-334,	seeking	relief	from	any	currently	applicable	FARs	operating	to	prevent	me,	Edward	Baliton	(Kayebal	

Solutions	LLC),	contemplated	commercial	cinematic,	academic	and	other	flight	operations	within	the	national	airspace	

system.	The	Reform	Act	in	Section	332	provides	for	such	integration	of	civil	unmanned	aircraft	systems	into	our	

national	airspace	system	as	it	is	in	the	public’s	interest	to	do	so.	My,	Edward	Baliton	(Kayebal	Solutions	LLC)’s,	ultralightweight	UAS	meets	the	definition	of	“small	unmanned	aircraft”	as	defined	in	Section	331	and	therefore	the	

integration	of	my	ultra-light	weight	UAS	is	expressly	contemplated	by	the	Reform	Act.	I	would	like	to	operate	my	ultralightweight	UAS	prior	to	the	time	period	by	which	the	Reform	Act	requires	the	FAA	to	promulgate	rules	governing	such	

craft.	Thereby,	providing	direct	experience	and	valuable	information	for	formal	regulation	that	can	be	administered	

uniformly	to	all	related	UAS	aerial	video	and	photography.	The	Reform	Act	guides	the	Secretary	in	determining	the	

types	of	UAS's	that	may	operate	safely	in	our	national	airspace	system.	Considerations	include:	The	weight,	size,	speed	

and	overall	capabilities	of	the	UAS's;	Whether	the	UAS	will	be	operated	near	airports	or	heavily	populated	areas;	and,	

Whether	the	UAS	will	be	operated	by	line	of	sight.	112	P.L.	95	§	333	(a).		

Each	of	these	items	reflect	in	favor	of	an	exemption	for	me,	Edward	Baliton	(Kayebal	Solutions	LLC).	My	UAS’s	utilize	

four	(4)	or	less	rotating	propellers	for	balance,	control	and	stability.	My	UAS’s	are	equipped	with	the	following	via	

video	and	data	telemetry:	

1)	Altimeter		

2)	Attitude	indicator		

3)	Ground	Speed	indicator		

4)	Magnetic	compass		

5)	Heading	indicator		

6)	Vertical	speed	indicator		

7)	Course	deviation	indicator		

8)	Radio	magnetic	indicator		

9)	GPS	location		

10)	Battery	consumption	and	Battery	Left	w8ith	approximate	time.		

11)	Loiter	and	circle	mode.		

12)	Auto	safety	or	RTL	(Return	to	Launch)		

13)	Auto	landing	technology.		

Each	UAS	weighing	less	than	seven	(7)	pounds	(below	the	maximum	55	pound	limit);		
	 	

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Including	camera(s)	with	or	without	gimbal	(a	camera	stabilizer).	I,	Edward	Baliton	(Kayebal	Solutions	LLC),	considers	

safety	as	foremost	with	each	flight.	My	small	unmanned	aircraft	is	designed	to	hover	in	place,	circle	in	a	specific	place	

or	loiter	via	GPS	and	can	be	operated	in	winds	up	to	30.4	knots	(35mph)	wind.	For	safety,	stability	and	fear	of	financial	

loss	I	will	not	fly	in	winds	exceeding	21.7	knots	(25	mph).	Built	in	safety	systems	include	a	GPS	mode	that	allows	my	

UAS	to	hover/circle	in	place	or	land	when	radio	controls	are	released.		

I	will	fly	with	the	modes	safest	to	complete	the	videos	for	aerial	videography/photography	and	have	the	ability	to	

choose	the	safest,	most	reliable	and	stable	mode	to	prevent	accident	and	hazard.	When	pilot	communication	from	the	

radio	control	is	lost,	UAS	is	designed	slowly	descend	to	point	of	takeoff	and	or	to	land	at	point	of	launch	after	

ascending	to	a	pre-set	altitude	to	ensure	the	UAS	will	clear	any	obstacles	that	may	be	between	the	takeoff	point	and	

the	current	position	of	the	UAS.	This	failsafe	altitude	will	not	be	set	more	than	200ft	and	is	determined	before	each	

flight.		

I, Edward	Baliton	(Kayebal	Solutions	LLC),	will	not	operate	my	UAS	near	airports,	hospitals	nor	police	heliports,	and	

do	not	operate	near	areas	where	general	public	is	within	fifty	to	one	hundred	(50-100)	yards	depending	on	location,	

conditions	and	weather.	I	am	constantly	on	alert	for	any	manned	aircraft	(police/medical	helicopters,	etc.)	and	

prepared	to	land/abort	immediately	to	the	nearest	and	safest	ground	point	should	a	manned	aircraft	approach	my	

location	or	I	suspect	manned	aircraft	may	approach	near	my	location.	My	UAS’s	are	capable	of	vertical	and	horizontal	

operations,	and	is	flown	only	within	my	line	of	sight,	as	the	remote	control	pilot.	My	UAS's	are	also	flown	with	a	second	

operator	who	aids	in	watching	for	any	obstacles,	including	manned	aircraft,	within	the	flight	zone	of	the	UAS.	Utilizing	

battery	power	rather	than	combustible	fuels,	flights	generally	last	between	three	(10)	to	fifteen	(25)	minutes,	with	an	

altitude	under	one	hundred	fifty	(150)	feet.	(3)	Smart	Mode	includes,	position	hold,	self-leveling,	altitude	command,	

GPS,	return	home	feature,	and	safety	control	to	return	home	or	land	in	the	event	of	communication	interruption	

between	RC	transmitter	and	UAS.	

I,	Edward	Baliton	(Kayebal	Solutions	LLC),	utilize	a	fresh	fully	charged	battery	with	each	flight	as	a	safety	precaution;	

full	flight	time	limit	for	each	battery	is	eight	(8)	to	thirty	(30)	minutes	as	tested.	I	do	not	operate	my	UAS	at	or	below	

manufacturer	recommend	minimum	charge	levels	for	operation;	preferring	to	remain	well	within	a	safe	operating	

range	to	insure	adequate	communication	between	radio	control	and	UAS	to	eliminate	potential	for	crash,	loss	of	

control	or	hazard.	Reserve	batteries	are	at	hand	with	each	exercise	to	insure	replacement	for	sufficient	safe	level	of	

operation.	I	do	not	believe	in	taking	risk	that	may	cause	a	crash	that	could	create	hazard	to	the	

public/property/manned	aircraft,	and	have	no	desire	to	lose	an	investment.	I	have	clocked	numerous	practice	flights	

in	remote	areas	as	a	hobbyist	simulating	flights	for	future	commercial	use	to	gain	familiarization	with	the	

characteristics	of	this	specific	UAS's	performance	under	different	temperature	and	weather	conditions.	I	also	practice	

computerized	simulated	flights	to	maintain	adequate	skills	and	response	reflex	time.	All	for	the	sake	of	safety.		

I,	Edward	Baliton	(Kayebal	Solutions	LLC),	am	extremely	cautious	when	operating	of	my	UAS/ultra-lightweight	

unmanned	aircraft	and	will	not	“create	a	hazard	to	users	of	the	national	airspace	system	or	the	public.”	112	P.L.	95	§	

333	(b).	Given	the	small	size	and	weight	of	my	UAS	it	falls	well	within	Congress’s	contemplated	safety	zone	when	it	

promulgated	the	Reform	Act	and	the	corresponding	directive	to	integrate	UAS's	into	the	national	airspace	system.	
	 	

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Edward	Baliton	(Kayebal	Solutions	LLC)’s	UAS,	used	in	hobby	flight,	has	a	demonstrable	safety	record	and	does	not	

pose	any	threat	to	the	general	public	or	national	security.		

IV.	How	Edward	Baliton	(Kayebal	Solutions	LLC)’s	request	will	benefit	the	public	as	a	whole:		

Aerial	videography	for	geographical	awareness,	education,	search	and	rescue,	land	management,	structure	inspections	

and	for	real	estate	marketing	has	been	around	for	a	long	time	through	manned	fixed	wing	aircraft	and	helicopters.	For	

small	budget	companies,	average	homeowners	and	property	owners	the	expense	of	such	aerial	videography	is	cost	

prohibitive.	Only	large	companies	and	high	end	Realtors	or	luxury	homeowners	can	afford	to	absorb	such	expense;	

depriving	non-luxury	owners	and	lower	budget	companies	from	a	valuable	marketing	tool.	Manned	aircraft	can	pose	a	

hazard	to	the	public	through	potential	catastrophic	crash	that	the Philadelphia	tri-state	area	has	experienced	in	the	

past	with	military	aircraft,	medical	helicopters,	and	news	helicopters	crashes	within	the	city	of	Philadelphia.	Each	

resulting	in	loss	of	life.	

Each	with	combustible	fuel	that	exploded	and	burned	on	impact.	Police	helicopters	have	made	emergency	hard	

landings	within	city	limits.	My,	Edward	Baliton	(Kayebal	Solutions	LLC)'s,	UAS	poses	no	such	threat	since	size	and	lack	

of	combustible	fuel	alleviates	any	potential	threat	to	the	public.	Congress	has	already	proclaimed	that	it	is	in	the	

public’s	interest	to	integrate	commercially	flown	UAS's	into	the	national	airspace	system,	hence	the	passing	of	the	

Reform	Act.	Granting	my,	Edward	Baliton	(Kayebal	Solutions	LLC)’s,	exemption	request	furthers	the	public	interest	

through	academic/visual	awareness	of	the	geographical	benefits	in	and	around	the	metro	Philadelphia area.	My	ultralight	weight	UAS	is	battery	powered	and	creates	no	emissions	that	can	harm	the	environment.	The	consequence	of	my	

ultra-light	weight	UAS	crashing	is	far	less	than	a	full	size	helicopter	or	fixed	wing	aircraft;	which	are	heavy,	contain	

combustible	fuel	and	can	cause	catastrophic	devastation	to	the	public.	The	public’s	interest	is	furthered	by	minimizing	

ecological	and	crash	threat	by	permitting	aerial	video/photo	capture	through	my	battery	operated	ultra-lightweight	

UAS's.	Permitting	me,	Edward	Baliton	(Kayebal	Solutions	LLC),	to	immediately	fly	within	national	air	space	furthers	

economic	growth.	Granting	my	exemption	request	substantially	furthers	the	economic	impact	for	the	metro	

Philadelphia and	surrounding	community	for	companies	looking	to	relocate	or	build	around	the	Philadelphia	metro	

area	as	well	as	individuals	looking	to	relocate	for	career	advancement	through	academic	and	geographical	awareness.		

Both	of	which	serve	as	a	stimulus	to	the	community.		

V.	Reasons	Why	Edward	Baliton	(Kayebal	Solutions	LLC)’s	Exemption	will	not	adversely	affect	safety	or	how	

the	exemption	will	provide	a	level	of	safety	at	least	equal	to	existing	rule:		

I,	Edward	Baliton	(Kayebal	Solutions	LLC)’s,	exemption	will	not	adversely	affect	safety.	Quite	the	contrary,	for	the	

reasons	stated	permitting	me,	Edward	Baliton	(Kayebal	Solutions	LLC),	to	log	more	flight	time	in	FAA	controlled	

airspace,	with	communication	with	the	FAA,	will	allow	me	to	contribute	to	the	innovation	and	implementation	of	new	

and	novel,	as	of	yet	undiscovered	safety	protocols	for	Realtors,	land	and	structured	owners.	For	development	in	

cooperation	with	the	FAA.	In	addition	I,	Edward	Baliton	(Kayebal	Solutions	LLC),	submit	the	following	representations	

of	enhancements	to	current	aerial	videography	and	photography:	My	UAS’s	weigh	less	than	seven	(7)	pounds	complete	

with	a	an	integrated	ultra-light	weight	camera.;	I	only	operate	my	UAS	below	200	feet	(well	within	the	400	foot	

permissible	ceiling	set	by	the	FAA	Modernization	and	Reform	Act	of	2012);	My	UAS	only	operate	for	3-30	minutes	per	

flight;	I	land	my	UAS	prior	to	manufacturer	recommended	minimum	level	of	battery	power;	I	pilot	my	UAS	through	

remote	control	only	by	line	of	sight;	and	have	live	video	feed	for	a	secondary	pilot	to	monitor	video	recording;	I	receive	
	 	

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a	live	telemetry	feed	from	my	UAS	during	all	flights	which	include	remaining	battery	voltage,	distance,	altitude,	and	

any	anomalies	that	may	occur	during	flight;	

My	UAS’s	Command	and	Control	utilizes	spread	spectrum	2.4Ghz-2.485Ghz	frequencies	in	accordance	with	CFR	

47,	Part	15	for	model	aircraft	use.	

My	UAS’s	camera	system	utilizes	5.725Ghz-5.875Ghz	frequencies	in	accordance	with	CFR	47,	Part	15.	

My	UAS’s	have	a	GPS	controlled	flight	controller-	a	flight	safety	feature	whereby	it	hovers	or	circles	and	then	lands	at	

the	GPS	takeoff	point	if	communication	with	the	remote	control	pilot		

is	lost;	I	actively	record	and	analyze	flight	data	through	the	DJI	Inspire	1	flight	controller	app	to	constantly	update	and	

enhance	safety	protocols;	I	only	operate	in	reasonably	safe	environment	that	are	strictly	controlled,	are	away	from	

power	lines,	elevated	lights,	airports	and	actively	populated	areas;	I	conduct	extensive	preflight	inspections	and	

protocol,	during	which	safety	carries	primary	importance;	I	always	obtain	all	necessary	permissions	prior	to	

operation;	and,	I	have	procedures	in	place	to	abort	flights	in	the	event	of	safety	breaches	or	potential	danger.	My,	

Edward	Baliton	(Kayebal	Solutions	LLC)’s,	safety	protocols	provide	a	level	of	safety	equal	to	or	exceeding	existing	

rules.	It	is	important	to	note	that	absent	the	integration	of	commercial	UAS	into	our	national	airspace	system,	

helicopters	are	the	primary	means	of	aerial	video	and	photography	for	community	awareness	real	estate,	structured	

inspections,	land	management	and	search	and	rescue.	While	the	safety	record	of	such	helicopters	is	remarkably	

astounding,	there	has	been	local	incident	involving	loss	of	life	as	well	as	extensive	property	damage;	it	is	far	safer	to	

operate	a	battery	powered	ultra-lightweight	UAS.	First,	the	potential	loss	of	life	is	diminished	because	UAS's	carry	no	

people	on	board	and	I	only	operates	my	UAS	in	specific	areas	away	from	mass	populations.	Second,	there	is	no	fuel	on	

board	a	UAS	and	thus	the	potential	for	fire	or	explosions	is	greatly	diminished.	Third,	the	small	size	and	extreme	

maneuverability	of	my	UAS	allow	me	to	remotely	pilot	away	from	and	avoid	hazards	quickly	and	safely.	Lastly,	given	its	

small	size	and	weight,	even	when	close	enough	to	capture	amazing	images,	my	UAS	need	not	be	so	close	to	the	objects	

they	are	focused	on	through	the	technology	and	use	of	post	editing	software	allowing	pan	and	zoom.	Accordingly,	my	

UAS	has	been	experimentally	operated	for	familiarization/competency	and	will	continue	to	operate	at	and	above	

current	safety	levels.		

VI.	A	Summary	The	FAA	May	Publish	in	the	Federal	Register:		

14	C.F.R.	21	and	14	C.F.R.	91:	Airworthiness	Certificates,	Manuals	and	The	Like.		

14	C.F.R.	21,	Subpart	H,	entitled	Airworthiness	Certificates,	sets	forth	requirements	for	procurement	of	necessary	

airworthiness	certificates	in	relation	to	FAR	§91.203(a)(1).	The	size,	weight	and	enclosed	operational	area	of	my,	

Edward	Baliton	(Kayebal	Solutions	LLC)’s,	UAS	permits	exemption	from	Part	21	because	my	UAS	meets	(and	exceeds)	

an	equivalent	level	of	safety	pursuant	to	Section	333	of	the	Reform	Act.	The	FAA	is	authorized	to	exempt	aircraft	from	

the	airworthiness	certificate	requirement	under	both	the	Act	(49	U.S.C.	§	44701	(f))	and	Section	333	of	the	Reform	

Act.	Both	pieces	of	legislation	permit	the	FAA	to	exempt	UAS's	from	the	airworthiness	certificate	requirement	in	

consideration	of	the	weight,	size,	speed,	maneuverability	and	proximity	to	areas	such	as	airports	and	dense	

populations.	My,	Edward	Baliton	(Kayebal	Solutions	LLC)’s,	current	and	projected	UAS's	meet	or	exceed	each	of	the	

elements.	
	 	

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14	C.F.R.	91.7(a)	prohibits	the	operation	of	an	aircraft	without	an	airworthiness	certificate.	As	no	such	certificate	will	

be	applicable	in	the	form	contemplated	by	the	FARs,	this	Regulation	is	inapplicable.		

14	C.F.R.	§	91.9	(b)	(2)	requires	an	aircraft	flight	manual	in	the	aircraft.	As	there	are	no	on	board	pilots	or	passengers,	

and	given	the	size	of	the	UAS's,	this	Regulation	is	inapplicable.	An	equivalent	level	of	safety	will	be	achieved	by	

maintaining	a	safety/flight	manual	delineating	areas	of	where	safety	can	be	defined.		

The	FAA	has	previously	issued	exemptions	to	this	regulation	in	Exemption	Nos.	8607,	8737,	8738,	9299,	9299A,	9565,	

9565B,	10167,	10167A,	10602,	10700	and	32827.		

14	C.F.R.	§	91.121	regarding	altimeter	settings	is	inapplicable	insofar	as	my	UAS	utilizes	electronic	global	positioning	

systems	with	a	barometric	sensor	or	controlled	GPS	“geofencing”		

14	C.F.R.	§	91.203	(a)	and	(b)	provides	for	the	carrying	of	civil	aircraft	certifications	and	registrations.	They	are	

inapplicable	for	the	same	reasons	described	above.	The	equivalent	level	of	safety	will	be	achieved	by	maintaining	any	

such	required	certifications	and	registrations	by	me,	Edward	Baliton	(Kayebal	Solutions	LLC).		

B.	14	C.F.R.	§	45.23:	Marking	of	The	Aircraft.	Applicable	Codes	of	Federal	Regulation	require	aircraft	to	be	marked	

according	to	certain	specifications.	My	UAS	can	be	marked	with	the	appropriate	“N”	number	once	this	“N”	number	has	

been	given.	

C.	14	C.F.R.	§	61.113:	Private	Pilot	Privileges	and	Limitations:	PIC.	Pursuant	to	14	C.F.R.	§§	61.113	(a)	&	(b),	private	

pilots	are	limited	to	non-commercial	operations.	I,	Edward	Baliton	(Kayebal	Solutions	LLC),	The	sUAS	Pilot	in	

Command	must	possess	at	least	a	sport	pilot	certificate	and	a	driver's	license.	The	PIC	must	also	meet	the	flight	review	

requirements	specified	in	14	CFR	§	61.56	in	which	the	PIC	is	rated	on	his/her	pilot	certificate	as	outlined	in	14	C.F.R.	§	

61.	

D.	14	C.F.R.	91.119:	Minimum	Safe	Altitudes.	14	C.F.R.	§	91.119	prescribes	safe	altitudes	for	the	operation	of	civil	

aircraft.	It	allows	helicopters	to	be	operated	at	lower	altitudes	in	certain	conditions.	My	UAS	will	never	operate	at	an	

altitude	greater	than	300fclose	AGL;	safely	below	the	standard	of	400	AGL.	I,	Edward	Baliton	(Kayebal	Solutions	LLC),	

will	however	operate	my	UAS	in	safe	areas	away	from	public	and	traffic,	providing	a	level	of	safety	at	least	equivalent	

to	or	below	those	in	relation	to	minimum	safe	altitudes.	Given	the	size,	weight,	maneuverability	and	speed	of	my	UAS,	

an	equivalent	or	higher	level	of	safety	will	be	achieved.	

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

The	above-cited	Regulations	require,	amongst	other	things,	aircraft	owners	and	operators	to	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.	.	.	.”These	

Regulations	only	apply	to	aircraft	with	an	airworthiness	certificate.	They	will	not,	therefore,	apply	to	Edward	Baliton	

(Kayebal	Solutions	LLC)'s,	UAS.	However,	as	a	safety	precaution	I	inspect	my	UAS	before	and	after	each	flight.		
	 	

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A	Summary	The	FAA	May	Publish	in	the	Federal	Register:	A.	14	C.F.R.	21	and	14	C.F.R.	91:	Airworthiness	Certificates,	

Manuals	and	The	Like.	14	C.F.R.	21,	Subpart	H,	entitled	Airworthiness	Certificates,	sets	forth	requirements	for	

procurement	of	necessary	airworthiness	certificates	in	relation	to	FAR	§	91.203(a)(1).	The	size,	weight	and	enclosed	

operational	area	of	my	UAS	permits	exemption	from	Part	21	because	Edward	Baliton	(Kayebal	Solutions	LLC)’s,	UAS	

meets	an	equivalent	level	of	safety	pursuant	to	Section	333	of	the	Reform	Act.	The	FAA	is	authorized	to	exempt	aircraft	

from	the	airworthiness	certificate	requirement	under	both	the	Act	(49	U.S.C.	§	44701	(f))	and	Section	333	of	the	

Reform	Act.		

Both	pieces	of	legislation	permit	the	FAA	to	exempt	UAS's	from	the	airworthiness	certificate	requirement	in	

consideration	of	the	weight,	size,	speed,	maneuverability	and	proximity	to	areas	such	as	airports	and	dense	

populations.	My	UAS	meets	or	exceeds	each	of	the	elements.	14	C.F.R.	91.7(a)	prohibits	the	operation	of	an	aircraft	

without	an	airworthiness	certificate.	As	no	such	certificate	will	be	applicable	in	the	form	contemplated	by	the	FARs,	

this		

Regulation	is	inapplicable.	14	C.F.R.	§	91.9	(b)	(2)	requires	an	aircraft	flight	manual	in	the	aircraft.	As	there	are	no	

pilots	or	passengers,	and	given	the	size	of	the	UAS's,	this	Regulation	is	inapplicable.	An	equivalent	level	of	safety	will	

be	achieved	by	maintaining	a	manual.	The	FAA	has	previously	issued	exemptions	to	this	regulation	in	Exemption	Nos.	

8607,	8737,	8738,	9299,	9299A,	9565,	9565B,	10167,	maintenance	program	that	involves	regular	software	updates	

and	curative	measures	for	any	damaged	hardware.	Therefore,	an	equivalent	level	of	safety	will	be	achieved.	In	

summary,	Edward	Baliton	(Kayebal	Solutions	LLC)	seeks	an	exemption	from	the	following	Regulations:14	C.F.R.	21,	

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

91.103(b);	14	C.F.R.	§	91.109;	14	C.F.R.	§91.119;	14	C.F.R.	§	91.121;	14	C.F.R.	§	91.151(a);	14	C.F.R.	§§	91.203(a)	and	

(b);	14	C.F.R.	§	91.405	(a);	14	C.F.R.	§	91.407	(a)(1);	14	C.F.R.	§	91.409	(a)(2);	14	C.F.R.	§	91.409	(a	)	(2);	and,	14	C.F.R.	

§§	91.417	(a)	&	(b)	to	commercially	operate	my,	Edward	Baliton	(Kayebal	Solutions	LLC)'s,	small	unmanned	

vehicle/lightweight	unmanned	aircraft	vehicle	in	community	awareness,	education,	structural	inspection	land	

management,	search	and	rescue	and	real	estate	operations,	and	to	develop	economic	platforms	for	the	

aforementioned	to	enhance	the	experience	of	those	seeking	to	relocate,	rebuild,	reevaluate	and	to	find	in	the	metro	

Philadelphia	area.		

F.	Additional	FAA	Required	Operating	Conditions	and	Limitations

When	not	covered	elsewhere	in	this	Operations	Manual,	the	following	conditions	and	limitations	apply:	

1. The	UA	must	weigh	less	than	55	pounds	(25kg),	including	energy	source(s)	and	equipment	

2. The	UA	may	not	be	flown	at	a	speed	exceeding	a	ground	speed	of	85	knots.	

3. Flights	must	be	operated	at	an	altitude	of	no	more	than	500	feet	above	ground	level	(AGL),	as	indicated	

by	the	procedures	specified	in	the	operator's	manual.	All	altitudes	reported	to	ATC	must	be	in	feet	AGL.	

4. The	UAS	must	be	operated	within	visual	line	of	sight	(VLOS)	of	the	PIC	at	all	times.	

a. This	requires	the	PIC	to	be	able	to	use	human	vision	unaided	by	any	device	other	than	corrective	

lenses,	as	specified	on	the	PIC's	state	driver’s	license.	
	 	

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5. All	operations	must	utilize	a	visual	observer	(VO).	The	VO	may	be	used	to	satisfy	the	VLOS	requirement,	as	

long	as	the	PIC	always	maintains	VLOS	capability.	The	VO	and	PIC	must	be	able	to	communicate	verbally	at	

all	times.	

6. If	a	 discrepancy	exists	 between	 these	limitations	and	any	 procedure	 outlined	 elsewhere	in	 this	 operations	

manual,	the	conditions	and	limitations	herein	take	precedence	and	must	be	followed.	

7. Prior	to	each	flight,	the	PIC	must	inspect	the	UAS	to	ensure	it	is	in	a	condition	for	safe	flight.	If	the	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,	if	utilized,	must	be	included	in	the	preflight	inspection.	All	maintenance	and

alterations	must	be	properly	documented	in	the	aircraft	records.	

8. 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	operator's	manual.	The	PIC	who	conducts	the	functional	test	flight	must	make	an	entry	

in	the	UAS	aircraft	records	of	the	flight.	

9. The	operator	must	follow	the	manufacturer's	UAS	aircraft/component,	maintenance,	overhaul,	replacement,	

inspection,	and	life	limit	requirements.	When	unavailable,	aircraft	maintenance/component/overhaul,	

replacement,	and	inspection/maintenance	requirements	must	be	established	and	identified	in	the	operator's	

manual.	At	a	minimum,	the	following	must	be	included	in	the	operator's	manual:	

a. Actuators	/	Servos	

b. Transmission	(single	rotor)	

c. Powerplant	(motors)	

d. Propellers	

e. Electronic	speed	controller		

f. Batteries	

g. Mechanical	dynamic	components	(single	rotor)	

h. Remote	command	and	control	

i. Ground	control	station	(if	used)	

j. Any	other	components	as	determined	by	the	operator	
	 	

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10. The	Pilot	in	Command	(PIC)	must	possess	at	least	a	sport	pilot	certificate	and	at	least	a	current	state	driver’s	

license.	The	PIC	must	also	meet	the	flight	review	requirements	specified	in	14	CFR	§	61.56	in	an	aircraft	in	

which	the	PIC	is	rated	on	his/her	pilot	certificate.	

11. Prior	to	operations	conducted	for	the	purpose	of	motion	picture	filming	(or	similar	operations),	the	PIC	

must	have	accumulated	and	logged,	in	a	manner	consistent	with	14	

12. CFR	§	61.51	(b),	a	minimum	of	200	flight	cycles	and	25	hours	of	total	time	as	a	UAS	rotorcraft	pilot	and	at	

least	ten	hours	logged	as	a	UAS	pilot	with	a	similar	UAS	type	(single	blade	or	multirotor).	Prior	documented	

flight	experience	that	was	obtained	in	compliance	with	applicable	regulations	may	satisfy	this	requirement.	

Training,	proficiency,	and	experience-building	flights	can	also	be	conducted	under	this	grant	of	exemption	to	

accomplish	the	required	flight	cycles	and	flight	time.	During	training,	proficiency,	and	experience-building	

flights,	all	persons	not	essential	for	flight	operations	are	considered	non-participants,	and	the	PIC	must	

operate	the	UAS	with	appropriate	distance	from	non-participants	in	accordance	with	14	CFR	§	91.119.	

13. Prior	to	operations	conducted	for	the	purpose	of	motion	picture	filming	(or	similar	operations),	the	PIC	

must	have	accumulated	and	logged,	in	a	manner	consistent	with	14	CFR	§	61.51	(b),	a	minimum	of	five	

hours	as	UAS	pilot	operating	the	make	and	model	of	UAS	to	be	utilized	for	operations	under	the	exemption	

and	three	take-offs	and	three	landings	in	the	preceding	90	days.	Training,	proficiency,	experience-building,	

and	take-off	and	landing	currency	flights	can	be	conducted	under	this	grant	of	exemption	to	accomplish

the	required	flight	time	and	90	day	currency.	During	training,	proficiency,	experience-building,	and	take-off	

and	landing	currency	flights,	all	persons	not	essential	for	flight	operations	are	considered	nonparticipants,	and	the	PIC	must	operate	the	UAS	with	appropriate	distance	from	non-participants	in	

accordance	with	14	CFR	§	91.119.	

14. Prior	to	any	flight	operations	authorized	by	this	grant	of	exemption,	the	PIC	and	visual	observer	(VO)

must	have	successfully	completed	a	qualification	process,	as	outlined	in	the	operator’s	manual.	As	this	is	a	

requirement	stipulated	by	the	operator,	the	test	must	be	developed	and	implemented	by	a	qualified	

person	designated	at	the	sole	discretion	of	the	operator.	A	record	of	completion	of	this	qualification

process	must	be	documented	and	made	available	to	the	Administrator	upon	request.	

15. Prior	to	operations	conducted	for	the	purpose	of	motion	picture	filming	(or	similar	operations),	a	flight	

demonstration,	administered	by	an	operator-approved	and	-qualified	pilot	must	be	successfully	completed	

and	documented.	This	documentation	must	be	available	for	review	upon	request	by	the	Administrator.	

Because	the	knowledge	and	airmanship	test	qualifications	have	been	developed	by	the	operator,	and	there	

are	no	established	practical	test	standards	that	support	a	jurisdictional	FAA	FSDO	evaluation	and	approval	

of	company	designated	examiners,	the	petitioner	will	conduct	these	tests	in	accordance	with	the	operator’s	

manual.	
	 	

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16. The	UAS	may	not	be	operated	directly	over	any	person,	except	authorized	and	consenting	production	

personnel,	below	an	altitude	that	is	hazardous	to	persons	or	property	on	the	surface	in	the	event	of	a	UAS	

failure	or	emergency.	

17. Regarding	the	distance	from	participating	persons,	the	operator’s	manual	has	safety	mitigations	for	

authorized	and	consenting	production	personnel.	At	all	times,	those	persons	must	be	essential	to	the	

closed-set	film	operations.	Because	these	procedures	are	specific	to	participating	persons,	no	further	FSDO	

or	Aviation	Safety	Inspector	(ASI)	approval	is	necessary	for	reductions	to	the	distances	specified	in	the	

petitioner’s	manuals.	This	is	consistent	with	the	manned	aircraft	procedures	described	in	FAA	Order	

8900.1,	V3,	C8,	S1	Issue	a	Certificate	of	Waiver	for	Motion	Picture	and	Television	Filming.

18. Regarding distance from non-participating persons, the operator must ensure that no persons are allowed 

within 500 feet of the area except those consenting to be involved and necessary for the filming 

production. This provision may be reduced to no less than 200 feet if it would not adversely affect safety 

and the Administrator has approved it. For example, an equivalent level of safety may be determined by an 

aviation safety inspector’s evaluation of the filming production area to note terrain features, obstructions, 

buildings, safety barriers, etc. Such barriers may protect non-participating persons (observers, the public, 

news media, etc.) from debris in the event of an accident. This is also consistent with the same FAA Order 

8900.1, V3, C8, S1. 18. If the UAS loses communications or loses its GPS signal, the UA must return to a predetermined location within the security perimeter and land or be recovered in accordance with the 

operator’s manual. 

19. If the UAS loses communications or loses its GPS signal, the UA must return to a pre-determined location 

within the security perimeter and land or be recovered in accordance with the operator’s manual. 

20. The UAS must abort the flight in the event of unpredicted obstacles or emergencies in accordance with 

the operator’s manual. 

21. Each UAS operation must be completed within 30 minutes flight time or with 25% battery power remaining, 

whichever occurs first. 

22. The operator must obtain an Air Traffic Organization (ATO) issued Certificate of Waiver or Authorization 

(COA) prior to conducting any operations under this grant of exemption. This COA will also require the

operator to request a Notice to Airman (NOTAM) not more than 72 hours in advance, but not less than 48

hours prior to the operation. 

23. All aircraft operated in accordance with this exemption 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. 

24. The operator must develop procedures to document and maintain a record of the UAS maintenance, 

preventative maintenance, alterations, status of replacement/overhaul component parts, and the total 

time in service of the UAS. These procedures must be added to the operator’s manual. 
 

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25. 24. Each UAS operated under this exemption must comply with all manufacturer Safety Bulletins. 

26. The operator must develop UAS technician qualification criteria. These criteria must be added to the 

operator’s manual. 

27. The preflight inspection section in the operator’s manual must be amended to include the following 

requirement: The preflight inspection must account for all discrepancies, i.e. inoperable components, items, 

or equipment, not covered in the relevant preflight inspection sections of the operator’s manual. 

28. Before conducting operations, the radio frequency spectrum used for operation and control of the UAS must 

comply with the Federal Communications Commission (FCC) or other appropriate government oversight 

agency requirements. 

29. At least three days before scheduled filming, the operator of the UAS affected by this exemption must 

submit a written Plan of Activities to the local FSDO with jurisdiction over the area of proposed filming. 

The 3-day notification may be waived with the concurrence of the FSDO. The plan of activities must 

include at least the following: 

a. Dates and times for all flights 

b. Name and phone number of the person responsible for the UAS filming production under this 

grant of exemption 

c. Name and phone number of the person responsible for the on-scene operation of the UAS. 

d. Make, model and serial or N-number of the UAS to be used 

e. Name and certificate number of the UAS PIC's involved in the filming production event 

f. A statement that the operator has obtained permission from property owners and/or local 

officials to conduct the filming production event; the list of those who gave permission must 

be made available to the inspector upon request. 

g. Signature of exemption-holder or representative 

h. A description of the flight activity, including maps or diagrams of any area, city, town, county, 

and/or state over which filming will be conducted and the altitudes essential to accomplish the 

operation 

30. The documents required under 14 CFR § 91.9 and § 91.203 must be available to the PIC at the ground 

control station of the UAS any time the aircraft is operating. These documents must be made available to 

the Administrator or any law enforcement official upon request. 

31. The UAS must remain clear and yield the right of way to all other manned operations and activities at all 

times (including, but not limited to, ultralight vehicles, parachute activities, parasailing activities, hang 

gliders, etc.). 
 

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32. 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). Flights under special visual flight rules 

(SVFR) are not authorized. 

33. The UAS cannot be operated by the PIC from any moving device or vehicle. 

34. The UAS 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 PIC. 

35. The UAS may not operate in Class B, C, or D airspace without written approval from the FAA. The UAS may 

not operate within 5 miles of the geographic center of a non-towered airport as denoted on a current FAApublished aeronautical chart unless a letter of agreement with that airport’s management is obtained, and 

the operation is conducted in accordance with a NOTAM as required by the operator’s COA. The letter of

agreement with the airport management must be made available to the Administrator upon request. 

36. Any 1) incident, 2) accident, or 3) flight operation that transgresses the lateral or vertical boundaries of the 

operational area as defined by the applicable COA must be reported to the Federal Aviation Administration’s 

(FAA) 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. 

Further flight operations may not be conducted until the incident, accident, or transgression is reviewed by 

AFS-80 and authorization to resume operations is provided. 

Currently, the aforementioned aerial videography/photography relies primarily on the use of larger aircraft running 

on combustible fuel. Posing potential risk to the public. Granting my, 

Edward Baliton (Kayebal Solutions LLC)’s, request for exemption will reduce current risk levels and thereby enhance 

safety. My UAS craft do not contain potentially explosive fuel, is smaller, lighter and more maneuverable than 

conventional video and photographic aircraft with much less flight time. 

Further, I operate at lower altitudes and in controlled airspace eliminating potential public risk flying to and from 

established airfields. I, Edward Baliton (Kayebal Solutions LLC), have been informally analyzing and recording flight 

information and will compile safety protocols and the implementation of a flight operations manual for usage that 

exceeds currently accepted means and methods for safe flight. Formal collection of information shared with the FAA 

will enhance the FAA's internal efforts to establish protocols for complying with the FAA Modernization and Reform 

Act of 2012. There are no personnel on board my, Edward Baliton (Kayebal Solutions LLC)’s, UAS and therefore the 

likelihood of death or serious bodily injury is significantly diminished. My, Kayebal Solutions LLC’s, operation of my 

UAS, weighing less than seven (7) pounds and traveling at lower speeds within limited areas low to the ground will 

provide an equivalent level of safety as that achieved under current FARs. Accordingly I, Edward Baliton (Kayebal 

Solutions LLC), respectfully request that the FAA grant my exemption request and am willing to cooperate in sharing 

information to benefit the FAA, safety of manned aircraft, and the general public at large. 
 

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Respectfully submitted, 

Edward Baliton 

Kayebal Solutions LLC 

270 Pinedge Dr 

West Berlin, NJ 08091 

+1 856.617.1126 
 

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Appendix A 

List of Aircraft

No

.

Make and Model Description Serial No. Registration

No.

1 DJI Inspire 1 Electric powered, 4 rotor, small unmanned 

multirotor helicopter 

W13DCE05031611 Pending

DJI INSPIRE ONE 

The operation of the DJI INSPIRE ONE system is as follows. 

1. Build Materials 

• Plastic 

• Aluminum 

2. Motor Configuration 

• The DJI INSPIRE ONE flight in a 4 motor quadcopter setup. , 

3. Payload 

• The DJI INSPIRE ONE flies its own light-weight integrated camera. 

• Maximum All-up weight- 6lbs

4. Maintaining the DJI INSPIRE ONE 

I. Before each flight: 

1. Check all hardware to ensure it is securely tightened. 

2. Check that the motor is level and locked in place. 

3. Check the propeller to ensure it is tight and there are no visible signs of cracks, stress, 

4. Check all wiring to motors, motor controllers, batteries, and flight controller for signs of 

5. Check all navigational lighting to ensure it is properly working. 

II. After 45 hours of flight 

1. Remove and check all motors and motor mounts for signs of wear and tear. Replace as necessary. 

2. Remove motor controllers and visually inspect and check for damage. Replace as necessary. 

3. Remove flight controllers and visually inspect and check for damage. Replace as necessary and/or 

chips. Replace if propeller is questionable. 

4. Check for cuts, fraying, cracks, and/or loose/cold solder connections. Fix before flying. 

5. Check for updates to flight controller firmware. If available, install and perform a minimum of 15 

test flights before conducting commercial work. 
 

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 270 Pinedge Dr, West Berlin NJ 08091 | 856.617.1126 | www.kayebal.com

Appendix B 

Personal Protocols/Controls/Flight Manual 

Protocols and Controls 

Edward Baliton (Kayebal Solutions LLC), West Berlin, NJ 

Safety for public on the ground as well as manned aircraft above is an essential and utmost consideration for aerial 

videos and photography. As such, safety protocols and controls must be implemented through pre-flight preparation 

and during flight. Pre-Flight Protocol: 

• Check batteries with voltage meter to insure fully charged and ready for use. 

• Inspect batteries for damage or leakage that may affect proper operation. 

• Inspect propellers for cracks, chips or damage that may cause sudden loss of propulsion or 

unmanageable/uncontrolled flight. 

• Check all GPS and Telemetry connections prior to flight. 

• Check weather forecasts for wind advisory or other conditions that my impact flight. 

• Consult Sky Vector aeronautical Charts (Skyvector.com) for airport vicinity and flight paths of possible air 

traffic. 

• Contact respective airport to advise of estimated flight time, estimated flight duration, estimated elevation of 

flight, and any other pertinent information. 

Inspect flight area for 

• Vicinity of public safety helipads/heliports 

• Vicinity of medical helipads/heliports 

• Vicinity of light poles vicinity or utility wires 

• Vicinity of trees flocks of birds that may cause interference and potential flight impact vicinity of any elevated 

obstructions that may pose potential flight hazard 

• Vicinity of roadways with moderate to heavy traffic that can be distracted public gatherings that may attract 

viewers optional point of control for best visual site of UAS while in flight 

• Emergency landing areas 

Takeoff and landing 

Inspect area for best and safest point of takeoff and landing. If in a subdivision or area that is within 150 feet of a 

residential street, post warning Sign(s)/stand(s) "Attention Aerial Photography In Progress - Remain Back 150 Feet " 

Flight Protocol: takeoff and land from same location (have alternate landing areas in case of emergencies) remain 

alert to birds, sound or aircraft, curious public, and approaching vehicles do not allow anyone to engage in 
 

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conversation or distract the remote control pilot restrict flight to minimal elevation sufficient to acquire desired 

results remained prepared for emergency landing at all times pay attention to flight time – warning meter for low 

voltage. 

Set voltage meter alarm for low voltage and flight timer as a safety alert land UAS and shut down propulsion 

immediately following landing – priority of disconnecting batteries 

Post flight: 

1. Disconnect battery to prevent accidental activation of propulsion system 

2. Secure UAS in a safe location 

3. Remove all warning signs from public access areas emergency or suspected hazard: 

• Immediate land UAS at safest and closet ground location in the event 

• Manned aircraft is heard or seen in vicinity of flight 

• There is a public gathering within established safety boundary wanting to observe flight 

• Pilot is being distracted from focusing on flight and safety 

• Sudden change in weather (wind bursts) 

• Sudden increase in vehicular traffic in vicinity of flight 

• Birds enter into proximity of flight 

• Any sudden unsafe event that can cause collision, distraction or interruption of control 

• Safety for public on the ground as well as manned aircraft above is an essential and utmost consideration for 

aerial videos and photography. 
 

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 270 Pinedge Dr, West Berlin NJ 08091 | 856.617.1126 | www.kayebal.com

Maintaining a record of safe flight for FAA request and for determining future UAS safety protocols is imperative. 

Date: ____________________ Location: ___________________________________________________ 

Pre-flight Inspection: 

o Yes o No 

Comment: _________________________________________________ 

Elements 

Proximity to airport: _________________ (see attached map pinpointing approximate location of flight) 

Airport notified: No Yes 

Date: _______________ Time: ______________ 

Phone Number: _______________________ 

Contact Name: ___________________________________ 

Nearest major intersection: ______________________________________________________________ 

Proximity to medium traffic road: _________________________________________________________ 

Proximity to heavily traveled roadway road: _________________________________________________ 

Proximity to congested population: ________________________________________________________ 

Approx. Takeoff Time: EST: 

Weather Good Fair Poor Comment: 

Visibility Good Fair Poor Comment: 

Wind Speed ___mph ___Gusts/MPH ___avg/MPH Comment: 

Approx. Landing Time: EST: 

Estimated Elevation Ground level: 

Safety Concerns: 

Additional Comments: 
 

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 270 Pinedge Dr, West Berlin NJ 08091 | 856.617.1126 | www.kayebal.com

Appendix C

Aircraft Manuals

This Appendix includes UAS manufacturer's user manuals, maintenance instructions, and illustrated parts catalogs. 

These manuals may be attached to the docket when submitted. Information regarding design, aircraft performance, 

fail-safe features, operating limitations, normal and emergency procedures, and maintenance and inspection 

procedures is contained within the manuals and supplemental information documents listed below: 

1. DJI Inspire Manual V1.0 

2. Inspire 1 Maintenance Manual v1.0

3. Intelligent Flight Battery Safety Guidelines v1.4

4. Inspire 1 Safety Guidelines 

The documentation may also be downloaded from the manufacturer’s website at: 

http://www.dji.com/product/inspire-1/download

For more information or questions about this manual please contact: 

Edward Baliton 

Kayebal Solutions LLC 

270 Pinedge Dr. 

West Berlin, NJ 08091 

856-617-1126