Docket	Operations,	M-30 U.S.	Department	of	Transportation	Docket	Management	System 1200	New	Jersey	Avenue	SE

Room	W12-140 West	Building	Ground	Floor Washington,	D.C.	20590

Jarred	Dawson 9808	Rainsong	Drive Wake	Forest,	North	Carolina	27587

Re:	Exemption	Request	for	Section	333	of	the	FAA	Reform	Act	and	Part	11	of	the Federal	Aviation	Regulations	from	14	C.F.R.	91.7	(a),	14	C.F.R.	91.9	(b)	(2),	14	C.F.R. 91.103,	14	C.F.R.	91.119,	14	C.F.R.	91.121,	14	C.F.R.	91.405	(a),	14	C.F.R.	91.407	(a) (1),	14	C.F.R.	91.409	(a)(1)&(2),	14	C.F.R.	91.417	(a)&(b),	14	C.F.R.	§	45.23	(b).

To	Whom	It	May	Concern

This	application	is	being	submitted	on	my	own	behalf.

As	required	by	Section	333	of	the	Federal	Aviation	Administration	(FAA) Modernization	and	Reform	Act	of	2012	and	14	C.F.R.	Part	11,	Jarred	Dawson	applies for	an	exemption	from	the	above	listed	federal	regulations.	Jarred	Dawson operates small,	unmanned	aircraft	equipped	to	conduct	photography	and	videography	for	the real	estate	industry,	engineering	inspectors,	landscape	gardeners,	and	site development	engineers.	If	this	exemption	is	granted,	all	operations	will	be conducted	within	and	under	the	conditions	established	by	the	FAA.

This	exemption	would	permit	the	operation	of	small,	unmanned,	and	relatively inexpensive	Unmanned	Aircraft	Systems	(UAS)	under	controlled	conditions	in airspace	that	is	1)	limited	2)	predetermined	3)	controlled	as	to	access	and	4)	would provide	safety	enhancements	to	the	already	safe	operations	in	the	real	estate	and engineering	industries	presently	using	lifting	devices	such	as	cranes	and conventional	aircraft.	Approval	of	this	exemption	would	enhance	safety	and	ful^ill the	Secretary	of	Transportation’s	responsibilities	to	establish	requirements	for	the safe	operation	of	such	aircraft	systems	in	the	national	airspace	system.

The	petitioner,	Jarred	P.	Dawson	has	been	^lying	remote	control	aircraft	since mid-2010	and	has	recently	began	^lying	quadcopters,	both	for	recreational	purposes and	with	the	intent	of	forming	a	business .	He	has	acquired	over	100	hours	with quadcopters.	Granting	this	petition	would	be	in	the	interest	of	the	public,	property on	the	ground,	and	the	national	airspace	system.

The	aircraft	to	be	used	is	a	DJI	Phantom	3	Professional.For	additional	information,	please	contact:

Owner:	Jarred	Dawson 9808	Rainsong	Drive Wake	Forest,	North	Carolina	27587

919-819-4875

Regulations	from	which	the	exemption	is	requested:	14	C.F.R.	91.7	(a),	14	C.F.R.	91.9 (b)(2),	14	C.F.R.	91.103,	14	C.F.R.	91.119,	14	C.F.R.	91.121,	14	C.F.R.	91.405	(a),	14 C.F.R.	91.407	(a)(1),	14	C.F.R.	91.409	(a)(1)&(2),	14	C.F.R.	91.417	(a)&(b)

Section	333	(a)(c)	allows	the	Secretary	of	Transportation	to	determine	the	ability	of an	unmanned	aircraft	to	operate	safely	in	the	National	Air	Space.	The	Secretary	is directed	to	determine	which	UAS	are	able	to	operate	safely	without	posing	a	threat to	persons,	property	on	the	ground,	the	nation	airspace	system,	or	to	national security.	These	determinations	will	be	made	based	upon	several	factors:

The	weight,	speed,	and	operational	capability	are	important	components	of	the aircraft	as	well	as	whether	or	not	the	aircraft	will	be	operated	in	close	proximity	to airports	and	population	centers.

The	Phantom	3	Professional	aircraft	is	a quadcopter	weighing	^ive	pounds	or	less with	the	camera	included.	The	camera	is	the	only	payload	of	these	UAS.	They	operate at	speeds	no	greater	than	30	miles	per	hour,	have	the	capability	to	hover,	and	move in	the	vertical	and	horizontal	plane.	They	will	only	operate	in	line	of	site.	These	very restrictive	operations	help	ensure	the	UAS	will	not	create	a	hazard	to	the	public	or the	national	airspace	system.

As	a	result,	Jarred	Dawson’s	Phantom	3	Professional	aircraft	clearly	present	an equivalent	level	of	safety	to	the	NAS	as	envisioned	by	Congress.	The	relatively	small size	of	the	UAS	and	restrictive	operational	parameters	imposed	by	Jarred	Dawson will	result	in	an	improved	level	of	safety	to	the	NAS	and	the	public	when	compared with	traditional	methods	of	conducting	photography	and	videography	at	real	estate, landscaping,	and	engineering	preparation	sites.	As	a	result,	Jarred	Dawson respectively	requests	the	Secretary	of	Transportation	grant	our	petition	of exemptions	from	Section	333.

Aircraft	and	Equivalent	Level	of	Safety

The	applicant	asks	that	the	exemption	requested	above	apply	to	unmanned	civil aircrafts	that	have	the	characteristics	and	operate	with	the	limitations	as	described below.	These	limitations	provide	for	at	least	an	equivalent	or	higher	level	of	safety	to operations	under	the	current	regulatory	structure	because	the	proposed	operations represent	a	safety	enhancement	to	the	operations	conducted	with	other	equipment

such	as	cranes	and	conventional	aircraft.The	following	limitations	and	conditions	to	which	Jarred	Dawson agrees	to	follow when	conducting	commercial	operations	under	an	FAA	issued	exemption	include:

1.	The	UAS	will	weigh	less	than	5	lbs. 2.	Flights	will	be	operated	within	line	of	sight	of	a	pilot	and/or	observer	when necessary.	The	pilot	and	observer	will	be	able	to	communicate	with	each	other	at	all

times. 3.	Maximum	total	^light	time	for	each	operational	^light	will	be	25	minutes.	Flights will	be	terminated	at	25	percent	battery	power	should	that	occur	prior	to	the	25 minute	limit.	The	battery	of	the	UAS	represents	the	fuel	of	the	vehicle	and	provides	a much	safer	and	predictable	environment	than	traditional	^lammable	fuels. 4.	Flights	will	be	operated	at	an	altitude	of	no	more	than	2 00	feet	above	ground	level (AGL). 5.	Crew	for	each	operation	will	consist	of	the	UAS	Pilot. 6.	The	UAS	Pilot	will	be	the	Pilot	in	Command	(PIC). 7.	The	UAS	will	only	operate	within	a	con^ined	area. 8.	The	operator	will	obtain	the	consent	of	all	persons	involved	in	the	photography and	^ilming. 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	used. 10.	Written	and/or	oral	permission	from	the	relevant	property	holders	will	be

obtained. 11.	If	the	UAS	loses	communications	or	loses	its	GPS	signal,	the	UAS	will	have capability	to	return	to	a	pre-determined	location	and	land.	This	is	called	the	Return to	Ground	(RTG)	capability. 12.	Any	applicable	state	rules	and	regulations	will	be	strictly	adhered	to	at	all	times.

These	limitations	and	conditions	satisfy	Part	91.105,	Part	91.109,	Part	91.119	and

Part	91.151.

C.F.R.	Part	21,	Subpart	H:	Airworthiness	Certi^icates	14	C.F.R.	§	91.203	(a)	(1) Subpart	H,	entitled	Airworthiness	Certi^icates.

Based	upon	the	size	of	the	UAS,	its	limited	operating	area,	and	the	other	limitations and	conditions	presented	above,	it	is	obvious	the	UAS	could	operate	with	an equivalent	level	of	safety	without	an	airworthiness	certi^icate.	The	FAA	Act	(49	U.S.C. §	44701(f)	and	Section	333	of	the	Reform	Act	authorize	the	FAA	to	exempt	aircrafts from	the	requirement	for	an	airworthiness	certi^icate,	upon	consideration	of	the size,	weight,	speed,	operational	capability,	and	proximity	to	airports	and	populated areas	of	the	particular	UAS.

The	UAS	to	be	operated	by	Jarred	Dawson	is	less	than	5	pounds	fully	loaded,	carries neither	a	pilot	nor	passenger,	carries	no	explosive	materials	or	^lammable	liquid fuels,	and	will	operate	exclusively	within	a	secured	area.	Operations	under	this exemption	will	be	tightly	controlled	and	monitored	by	the	operator.	These	safety enhancements	provide	a	greater	degree	of	safety	to	the	public	and	property	ownersthan	conventional	operations	conducted	with	airworthiness	certi^icates	issued under	14	C.F.R.	Part	21,	Subpart	H.		Application	of	these	criteria	demonstrates	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	^lammable	liquid fuels,	and	inability	to	carry	a	substantial	external	load.	14	C.F.R.	§	45.23	(b).	Jarred

Dawson respectively	requests	the	FAA	Administrator	grant	an	exemption	from	this requirement.

49	U.S.C.	§44711:	Additionally	due	to	the	UAS	limited	size	and	the	lack	of	a	cabin, cockpit,	or	pilot	station,	it	is	impossible	to	mark	the	aircraft	as	required	by regulation.	An	exemption	is	necessary	and	requested	for	this	requirement.

Additionally	no	person	may	operate	a	U.S.-registered	civil	aircraft	for	which	a	^light manual	is	not	required	by	Section	21.5,	unless	there	is	available	in	the	aircraft	a currently	approved	airplane	or	Rotorcraft	^light	manual,	approved	manual	material, markings,	and	placards,	or	a	combination	of	the	above.	However	the	UAS,	given	its size	and	con^iguration	has	no	ability	or	place	to	carry	such	a	^light	manual	on	the aircraft.	The	equivalent	level	of	safety	will	be	maintained	by	keeping	the	^light manual	at	the	ground	control	point	where	the	pilot	^lying	the	UAS	will	have immediate	access	to	it.	An	exemption	is	requested	for	this	requirement.

14	C.F.R.	§	91.103:	Pre^light	action:	This	regulation	instructs	the	pilot	in	command	to perform	certain	pre^light	actions	to	insure	the	safety	of	^light,	the	public,	property and	the	NAS.	As	an	FAA	approved	^light	manual	will	not	be	provided	for	the	aircraft, an	exemption	will	be	needed.	Following	the	instructions	in	the	UAS	operating manual	will	provide	an	equivalent	level	of	safety.	Additionally	the	PIC	will	take pre^light	actions	by	reviewing	weather	forecasts,	^light	battery	requirements, landing	and	takeoff	distances,	and	aircraft	performance	data	before	initiation	of ^light.

14	C.F.R.	§	91.109:	Flight	instruction:	Section	91.103	provides	that	no	person	may operate	a	civil	aircraft	that	is	being	used	for	^light	instruction	unless	that	aircraft	has fully	functioning	dual	controls.	Remote	control	aircraft	such	as	UAS	are	operated through	communications	between	the	aircraft	and	a	remote	control	transmitter. These	transmitters	are	not	built	with	dual	control	capability.		As	such	it	is	impossible to	meet	this	requirement	and	an	exemption	is	requested.	An	equivalent	level	of safety	is	provided	since	the	aircraft	does	not	carry	passengers	and	because	of	the limited	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)	only	allows	helicopters	to	be operated	at	less	than	the	minimums	prescribed	under	certain	conditions. Technically	the	UAS	could	be	considered	to	be	a	helicopter	and	an	exemption	will	be needed	to	operate	at	altitudes	not	to	exceed	200	feet	AGL.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	^light	will	be	taken	without the	permission	of	the	property	owner.	Because	of	the	advance	notice	to	the	property owner	and	any	participants	in	the	activity,	all	affected	individuals	will	be	aware	of the	planned	^light	operations.	Compared	to	^light	operations	with	aircraft	or rotorcraft	weighing	far	more	than	the	maximum	5	pounds,	and	the	lack	of	^lammable fuel,	any	risk	associated	with	these	operations	is	far	less	than	those	presently presented	with	conventional	aircraft.	In	addition,	the	low-altitude	operations	of	the UAS	will	ensure	separation	between	these	small	UAS	operations	and	the	operations of	conventional	aircraft	that	must	comply	with14	C.F.R.		§	91.119.

Section	91.121	Altimeter	Settings:	This	regulation	requires	each	person	operating an	aircraft	to	maintain	cruising	altitude	by	reference	to	an	altimeter.	However	the UAS	only	has	a	GPS	altitude	readout	on	the	remote	control	box	operated	by	the	pilot. Therefore	an	exemption	is	needed.	An	equivalent	level	of	safety	will	be	achieved	by the	operator	maintaining	awareness	with	the	GPS	altitude	in	an	identical	fashion	as a	pilot	would	in	an	aircraft	with	an	altimeter.

14	C.F.R.	§	91.151(a):	Fuel	Requirements	for	Flight	in	VFR	Conditions.	Section 91.151(a)	prohibits	an	individual	from	beginning	a	^light	in	an	airplane	under	VFR conditions	unless	the	aircraft	has	enough	fuel	to	^ly	to	the	point	of	intended	landing, and,	assuming	normal	cruising	speed	(1)	during	the	day,	to	^ly	after	that	for	at	least 30	minutes;	or	(2)	at	night,	to	^ly	after	that	for	at	least	45	minutes.	Since	the	battery of	the	UAS	has	enough	power	for	approximately	30	minutes	of	^light,	this requirement	is	impossible	to	meet.	Under	this	scenario,	the	aircraft	would	not	have any	^light	time	remaining	to	accomplish	its	tasks.	With	the	limitations	and conditions	Jarred	Dawson has	already	agreed	to	implement,	a		^light	time	based	on battery	life	is	reasonable.

An	exemption	from	14	C.F.R.		§	91.151(a)	falls	within	the	scope	of	other	exemptions. The	UAS	will	be	operated	in	a	controlled	area	with	only	clients	present.	Since	the UAS	has	only	30	minutes	of	battery	life,	the	type	of	risks	that	Section	91.15(a)	was intended	to	minimize	will	not	be	present,	especially	considering	the	size	and	speed

of	the	small	aircraft.

An	equivalent	level	of	safety	can	be	achieved	by	limiting	^lights	to	25	minutes	as already	agreed	or	25	percent	of	battery	power,	whichever	happens	^irst.	This limitation	will	allow	the	pilot	suf^icient	time	to	return	the	aircraft	to	its predetermined	landing	area.

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

The	UAS	is	a	very	small	aircraft,	weighs	less	than	5	pounds,	and	consequently,	is	far too	small	to	carry	either	passengers	or	crew	members.	As	such,	it	is	impossible	to carry	the	airworthiness	certi^ication	and	registration	documents,	or	to	display	themon	the	aircraft.	An	equivalent	level	of	safety	can	be	achieved	by	maintaining	these documents,	appropriately,	at	the	air^ield	with	the	pilot.

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

These	regulations	require	that	an	aircraft	operator	or	owner	shall	have	that	aircraft inspected	and	shall	have	discrepancies	repaired	as	prescribed	in	Part	43	of	this chapter,	and	others	shall	inspect	or	maintain	the	aircraft	in	compliance	with	Part	43.

Since	these	sections	and	Part	43	apply	only	to	aircraft	with	an	airworthiness certi^icate,	these	sections	should	not	apply	to	the	applicant.	The	operator	will perform	all	maintenance	required	by	the	^light	manual.	The	manual	also recommends	the	operator	verify	that	the	aircraft	is	in	safe	operating	condition, perform	any	required	maintenance	as	mentioned	before	the	^light,	and	to	keep	a	log of	any	maintenance	done.	The	recommendations	will	be	accomplished.	An equivalent	level	of	safety	will	be	furthered	because	these	UAS	are	very	small	and applicant	has	agreed	to	operate	only	in	restricted	areas,	no	higher	than	200	feet	AGL, and	for	a	short	period	of	time.	If	a	mechanical	problem	should	arise,	the	UAS	would land	immediately.

Applicant	believes	all	of	the	requirements	of	Section	333	of	the	Reform	Act	of	2012 have	been	met	and	exemption	from	all	parts	of	the	Act,	as	requested,	is	appropriate. As	stipulated	above,	the	UAS	is	very	small	and	can	travel	at	30	miles	per	hour	at most.	The	aircraft	will	not	be	operated	within	close	proximity	to	airports	and densely	populated	areas,	with	a	visual	line	of	sight,	and	will	not	be	a	hindrance	to the	national	air	space.

Your	consideration	of	this	request	is	appreciated.

Jarred	P.	Dawson 9808	Rainsong	Drive Wake	Forest,	North	Carolina	27587 (919)	819-4875