Alexander J . Smith

4999 Pimlico Dr. Tallahassee, FL 32309
November 4, 2015

U.S. Department of Transportation Docket Management System 1200 New Jersey Ave., SE Washington DC 20590

Re: Exemption Request Pursuant to Section 333 of the FAA Reform Act and Part 11 of the Federal Aviation Regulations from: 14 CFR 21 subpart H; 14 CFR 45.23(b); 14 CFR 61.113(a); 14 CFR 91.7(a); 14 CFR 91.9(b)(2); 14 CFR 91.103;14 CFR 91.109; 14 CFR 91.119( c); 14 CFR 91.121; 14 CFR 91.151(a); 14 CFR 91.203 (a) and (b); 14 CFR 91.405 (a); 14 CFR 91.407 (a) (1) 14 CFR 91.409 (a)(1) and (2); 14 CFR 91.417(a) and (b)
To whom it may concern: Pursuant to Section 333 of the FAA Modernization and Reform Act of 201 2 and 14 CFR Part 11, Alexander J Smith , operator of small Unmanned Aerial Systems (UAS), hereby applies for an exemption from the listed Federal Aviation Regulations to allow commercial operation of a small UAS, so long as such operations are conducted within and under the conditions outlined herein or as my be established by the FAA as required by Section 333.
Commercial operation small UAS, as described herein, which are equipped with cameras and sensors, would operate in the following manner:

1. Aeria l photography and/or video for public and/or private use including real estate, agriculture, architecture, land surveying, engineering and other related professional activities. 2. Aerial video and/or photography for public and/or private use including te levision, public events, and cinematography. 3. Aerial inspection/photography of residential/agricultural /commercial structures under contract with the owners or local government authority. 4. Aerial video/photography or providing live video feed to assi st with search and rescue operations in cases of an emergency or natural disaster only when the local authorities or government has requested it by contract or donation.
As described fully below, the requested exemption would permit the operation of small UAS under controlled conditions in the NAS that would be a) limited b) controlled c) predetermined and d) will provide safety enhancements to the already safe operations in the industry presently using conventional aircraft. Approval of this exemption wou ld thereby enhance safety and fulfill the Secretary of Transportation’s (the FAA Administrator’s) responsibilities to “....establish requirements for the safe operation of such aircraft systems in the national airspace system.”The name, phone, email and address of the applicant:

Name: Alexander J Smith Phone: ( 850 ) 296

- 8769 Email: floridaaerialvideo@gmail.com Address: 4999 Pimlico Dr. Tallahassee, FL 32309

Regulations from which the exemption is requested: 14 CFR Part 21 subpart H 14 CFR 45.23 (b) 14 CFR 61.113(a) 14 CFR 91.7 (a) 14 CFR 91.9 (b) (2) 14 CFR 91.103 14 CFR 91.109 14 CFR 91.119(c) 14 CFR 91.121 14 CFR 91.151 (a) 14 CFR 91.203 (a) & (b) 14 CFR 91.405 (a) 14 CFR 91.407 (a) (1) 14 CFR 91.409 (a) (2) 14 CFR 91.417 (a) & (b)

The small UAS’s I will be using are multi

- rotor craft weighing no more than 55lbs. including payload. Under normal conditions they operate at speeds of no more than 45 Mph or 39 Knots and have the ability hover and move along a vertical and horizontal plane simultaneously. They can operate in line of sight

. Given the small size of the small UAS and the controlled environment provided the proposed operations will adhere to the Reform Act’s safety requirements. The approval of this application presents no national security is sues. Regarding the level of safety surrounding the proposed operations and the public benefit, reduction in environmental impacts, including but not limited to reduced emissions and noise, the grant of the requested exemption is in the public interest. Ac cordingly the applicant requests that the FAA grant the requested exemption with minimum delay.
**UAS AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY** The operation limitations proposed for an equivalent or higher level of safety because operations will further enh ance the safety of the persons and/or property using conventional aircraft. These limitations and conditions to which the applicant agrees to adhere to when conducting commercial operations under the FAA issued exemption as set forth in the Flight Operatio ns Manual (FOM) include:

1. The small UAS will weigh less than 55 lbs. 2. Flights will be operated within line of sight of a pilot and/or observer. 3. Maximum flight time for each operational flight will be 30 minutes. Flights will be terminated at 25% b attery power reserve or 30 minutes of flight time whichever occurs first. 4. Flights will be operated at an altitude of no more than 400 feet Above Ground Level (AGL) and not more than 200 feet above an elevated platform from which filming is planned. 5. Minimum crew for each operation will consist of the small UAS Pilot in Command (PIC), the Visual Observer (VO) when needed and may include but not limited to a Camera Operator. 6 . A briefing will be performed regarding the planned small UAS operations pr ior to each day’s flight consisting of all the days’ production activities. 7 . The PIC and VO will be able to communicate by voice, radio, and/or text at all times. 8 . If the small UAS loses communications or loses GPS signal, the small UAS will have the capability to return to a pre

- determined location within a designated location and land autonomously. 9 . The small UAS will have the capability to abort a flight in case of unpredicted obstacles, weather, or emergencies.**14 C.F.R. Part 21, Subpart H: Ai rworthiness Certificates 14 C.F.R. §91.203 (a) (1)** 

Subpart H, entitled Airworthiness Certificates, establishes the procedural requirements for the issuance of airworthiness certificates as required by FAR §91.203 (a) (1). Given the size and limited opera ting 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 certificate, upon consideration of the size, weight, speed, operational capability, and proximity to airports and populated areas of t he particular small UAS. In all cases, an analysis of these criteria demonstrates that the small UAS operated without an airworthiness certificate, in the restricted environment and under the conditions proposed will be at least as safe, or safer, than a conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate without the restrictions and conditions proposed.

The small UAS to be operated hereunder is less than 55 lbs. fully loaded, carries neither a pilot nor passenger, carries no explosive materials or flammable liquid fuels, and operates exclusively within a secured and designated area. Unlike other civil aircraft, operations under this exemption will be tightly controlled and monitored by both the operator and under t he requirements and in compliance with local public safety requirements. These safety enhancements provide a greater degree of safety to the public and property owners than conventional operations conducted with airworthiness certificates issued under 14 C .F.R. Part 21, Subpart H. Lastly, application of these same criteria demonstrates that there is no credible threat to national security posed by the small UAS, due to its size, speed of operation, location of operation, lack of explosive materials or flamm able 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 light

- sport category aircraft or experimental or provisionally certificated aircraft, the operator must also display on that aircraft near each entrance to the cabin, cockpit, or pilot station, in letters not less than 2 inches nor more than 6 i nches high, the words "limited," "restricted," "light

- sport," "experimental," or "provisional," as applicable.

Even though the small UAS will have no airworthiness certificate, an exemption may be needed as the small 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 small UAS, two

- inch 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 small UAS marked on its fuselage as required by §45.29 (f) where the pilot, observer and others working with the small UAS will see the identification of the small UAS as “Experimental.”**14 C.F.R. § 61.113(a): Private Pilot Privileges and Limitations: Pilot in Command.** 

Pursuant to 14 CFR 61.113 (a), no person who holds a private pilot certificate may act as a pilot in command of an aircraft that is carrying passengers or property for compensation or hire. Our small UAS do not carry any pilots or passengers nor property t herefore I am seeking an exemption to 14 CFR 61.113(a). Although helpful, a pilot’s license will not ensure remote control piloting skills. The risks attendant to the operation of small UAS is far less than the risk levels inherent in the commercial activities outlined in 14 CFR 61. I feel the operation and limitations set forth in the FOM will equate to the safe operation of the small UAS.

**14 C.F.R. §91.7(a): Civil Aircraft Airworthiness.** The regulation requires that no person may operate a civil aircra ft unless it is in airworthy condition. As there will be no airworthiness certificate issued for the aircraft, should this exemption be granted, no FAA regulatory standard will exist for determining airworthiness. Given the size of the aircraft for mainten ance and use of safety checklists prior to each flight 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.

- registered civil a ircraft ... (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 small UAS, given its size and configuration has no ability or place to carry such a flight manual on the aircraft, not only because there is no pilot on board, but because there is no room or capacity to carry such an item on the aircraft. The equivalent level of safety will be maintained by keeping the flight manual at the ground control point where the pilot flying the small UAS will have immediate access to it.

**14 C.F.R. § 91.103: Preflight Action.** This regulation requ ires each pilot in command to take certain actions before flight to insure the safety of flight. As FAA approved rotorcraft flight manuals will not be provided for the aircraft an exemption will be needed. The OPERATOR will take all actions including revie wing weather, flight battery requirements, landing and takeoff distances and aircraft performance data before initiation of flight.

**14 C.F.R. §91.109: Flight Instruction.** Section 91.103 provides that no person may operate a civil aircraft (except a mann ed free balloon) that is being used for flight instruction unless that aircraft has fully functioning dual controls. Small UAS 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 flight training without fully functional dual controls for a number of aircraft and for flight instruction in experimental aircraft. The equivalent level of safety 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 o peration 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 exemptio n is for a small UAS that is a helicopter and the exemption requests authority to operate at altitudes up to 400 AGL, or not more than 200 above an elevated platform from which filming is planned, an exemption may be needed to allow such operations. As set forth herein, the small UAS will never operate at higher than 400 AGL with the exception that in circumstances where the small UAS is used to survey or photograph a structure whose height exceeds 400 feet AGL, the small UAS will not be operated more than 100' above the highest point on the structure. It will however be operated in a restricted area with security perimeter, where buildings and people will not be exposed to operations without their pre

-obtained consent. The equivalent level of safety will be achieved given the size, weight, speed of the small UAS as well as the location where it is operated. No flight will be taken without the permission of the property owner or local officials. Because of the advance notice to the property owner and particip ants in the filming activity, all affected individuals will be aware of the planned flight operations. Compared to flight operations with aircraft or rotorcraft weighting far more than the maximum 55lbs. proposed herein and the lack of flammable 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 low

- altitude operations of the small UAS will ensure separation between these small

- UAS 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 small UAS 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 safety check list and live flight data monitoring, confirming the altitude of the launch site shown on the GPS altitude indicator before flight.

**14 C.F.R. § 91.151(a): Fuel Requirements for Flight in VFR Conditions**  Section 91.151 (a) prohibits an individual from beginning “a flight in an airplane under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing, and, assuming normal cruising speed

– (1) During the day, to fly after that for at least 30 minutes; or (2) At night, to fly after that for at least 45 minutes.” The battery powering the small UAS provides approximately 30 minutes of powered flight. To meet the 30 minu te reserve requirement in 14 CFR §91.151, small UAS flights would be limited to approximately 10 minutes in length. Given the limitations on the small UAS’s proposed flight area and the location of its proposed operations within a predetermined area, a lon ger time frame for flight in daylight or twilight VFR conditions is reasonable. Applicant believes that an exemption from 14 CFR §91.151(a) falls within the scope of prior exemptions. Operating the small UAS, in a tightly controlled area where only people and property owners or officialrepresentatives 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 U AS. Additionally, limiting small UAS flights to 10 minutes 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 flights to 30 minutes or 25% of battery p ower — whichever happens first. This restriction would be more than adequate to return the small UAS to its planned landing zone from anywhere in its limited operating area.

**14 C.F.R. §91.203 (a) and (b): Carrying Civil Aircraft Certification and Registra tion**  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 certificate. . . . (b) No person may operate a civil aircraft unless the airworthiness certificate required by paragraph (a) of this section or a special flight authorization issued under §91.715 is displayed at the cabin or cockpit entrance so that it is legible to passengers or crew.

The small 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 certification and registration documents or to display them on the small UAS. An equivalent level of safety will be achieve d by keeping these documents at the ground control point where the pilot flying the small UAS will have immediate access to them; to the extent they are applicable to the small UAS.

**14 C.F.R. §91.405 (a); 407 (a) (1); 409 (a) (2); 417(a) & (b): Maintenan ce Inspections.**  These regulations require that an aircraft operator or owner “shall have that aircraft inspected as prescribed in subpart E of this part and shall between required inspections, except as provided in paragraph (c) of this section, have disc repancies 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 certificate, these sections wil l not apply to the applicant. Maintenance will be accomplished by the operator pursuant to the flight manual and operating handbook. An equivalent level of safety will be achieved because these small UASs are very limited in size and will carry a small pay load and operate only in restricted areas for limited periods of time. If mechanical issues arise the small UAS can land immediately and will be operating from no higher than 400 feet AGL. The operator will ensure that the small UAS is in working order pri or to initiating flight, 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 equiv alent level of safety. An equivalent level of safety will be achieved because maintenance and inspections will be performed in accordance with the small UAS Manufacturer's Manual, as referenced in the Aircraft Operations Manual (AOM). As provided in the F OM, the operator will ensure that the small UAS is in working order prior to initiating flight and perform required maintenance needed.Small UAS Information

Small UAS’s to be used are as follows but not limited to providing they are within the scope of the exemption granted by the FAA: 1. DJI Phantom 2 Vision Plus 2

. DJI Phantom 3 Vision Plus The DJI Phantom is a small quadcopter that takes off and lands vertically (VTOL) and is powered by 4 electric motors and a 5200 milliampere lithium polymer battery pack. It has a ready to fly gross weight of 2.2 pounds and can fly a mission of about 14 minutes duration on a fully charged battery, and has a maximum airspeed of approximately 29 knots. It has a sophisticated onboard flight controller with GPS integ ration that provides stabilized flight and extremely precise control from the portable Ground Control Station (GCS). There is a flight telemetry system that delivers flight data from the onboard flight computer to the GCS including altitude AGL, horizontal and vertical speed, battery voltage, compass direction of flight and direction back to the takeoff point. The flight controller also has many built

- in safety features that will command the Phantom to return to the takeoff point in the event of a Loss of L ink (LOL). There is a low battery voltage indication at 20% battery power remaining, and a “hard” warning at 15% remaining that will begin a slow descent for landing. The user can define maximum flight parameters such as altitude and/or lateral distance from the GCS. The Phantom 2 has a 3 axis gimbal that provides stabilization for a small digital camera allowing for smooth 5 and accurate photo and video acquisition. The Phantom carries a low power Video Transmitter that transmits live video feed data to a 7 inch LCD screen that displays live video data to the operato r and/or Visual Observer (VO). Manual Here

https://dl.djicdn.com/downloads/phantom_3/en/Phantom_3_Professional_User_Manual__V1. 6.pdf

3. Tarot 680 Pro The Tarot 680 is a small VTOL hexacopter that is powered by 6 electric motors and a 5000 milliampere lithium polymer battery pack. It has a motor to motor “wingspan” of 30 inches, and has a ready to fly gross weight of 3.8 pounds. It can fly a mission of about 12 minutes on a fully charged battery pack, and has a maximum airspeed of approximately 29 knots. The Tarot 680 has an onboard flight controlle r (DJI Naza) with GPS integration that has the exact same operating and safety features and flight characteristics as the Phantom described above (including the two battery low level warnings). The camera and camera gimbal carried onboard the Tarot 680 is the same as carried on the Phantom. The GSC for the Tarot 680 consists of a Futaba 16SG RC transmitter used by the operator to control the UAV, as well as the same 7 inch LCD screen to view live video downlink images.

Ground Control Station (GCS): The GCS consists simply of a hand

- held RC transmitter used to pilot the UAV and a 7 inch LCD screen attached to the RC transmitter to view the live image of the on board camera. This makes the GCS very portable and allows for flexibility and ease of use. It is al so very non

- intrusive for observers and non

- participants.

The RC transmitter transmits on the 2.4 GHZ and 433 MHZ band. 7 inch LCD screen receives and displays the video signal being transmitted from the 1.3 GHZ video transmitter on board theUAV. This system does require an Amateur Radio License from the FCC. Mr. Smith holds a

Technician Operator License from the FCC.