### September 16, 2015

Exemption No. 12859 Regulatory Docket No. FAA

− 20 15

− 2087

Mr. Jacody Swor 265 Cedar Park Circle Sarasota, FL 34242

Dear Mr. Swor :

This letter is to inform you that we have granted your request for exemption. It transmits our decision, explains its basis, and gives you the conditions and limitations of the exemption, including the date it ends.

By letter dated May 8, 2015 , you petitioned the Federal Aviation Administration (FAA) for an exemption

. You requested to operate an unmanned ai rcraft system (UAS) to conduct aerial photography, vi deography, cinematography , inspection, and data collection

.

See Appendix A for the petition submitted to the FAA des cribing the proposed operations and the regulations that the petitioner seeks an exemption

.

The FAA has determined that good cause exists for not publishing a summary of the petition in the Federal Register because the requested exemption would not set a precedent, and any delay in acting on this petition would be detrimental to the petitioner

.

Airworthiness Certification

The UAS proposed by the petitioner is a DJI Phantom 3

.

The petitioner requested relief from 14 CFR part 21, C ertification procedures for products and parts, Subpart H

— Airworthiness Certificates

. In accordance with the statutory criteria provided in Section 333 of P ublic Law 112

− 95 in reference to 49 U

. S

. C

. § 44704, and in consideration of the size, weight, speed, and limited operating area associated with the aircraft and its operation, the Secretary of Transportation has determined that this aircraft meets the conditions of Section 333. Therefore, the FAA finds that the requested relief from

### 2

14 CFR part 21

, C ertification procedures for products and parts, Subpart H

— Airworthiness Certificates , and any associated noise certification and testing requirements of pa rt 36, is

not necessary.

The Basis for Our Decision

You have requested to use a UAS for aerial data collection 1



### . The FAA has issued grants of exemption in circumstances similar in all material respects to those presented in your petition. In Grants of Exemption No s

. 11062 to Astraeus Aerial ( see Docket No. FAA−2014−0352), 11109 to Clayco, Inc. ( see Docket No. FAA

− 2014

− 0507), 11112 to VDOS Global, LLC ( see Docket No. FAA−2014−0382), and 11213 to Aeryon Lab s , Inc. ( see Docket No. FAA−2014−0642), the FAA f ound that the enhanced safety achieved using an unmanned aircraft (UA) with the specifications described by the petitioner and carrying no passengers or crew, rather than a manned aircraft of significantly greater proportions, carrying crew in addition to flammable fuel, gives the FAA good cause to find that the UAS operation enabled by this exemption is in the public interest.

Having reviewed your reasons for requesting an exemption, I find that

—

 They are similar in all material respects to relief previo usly requested in Grant of Exemption Nos. 11062, 11109, 11112, and 11213 ;

 The reasons stated by the FAA for granting Exemption Nos. 11062, 11109, 11112, and
11213 also apply to the situation you present; and

 A grant of exemption is in the public interest.

Our Decision

In consideration of the foregoing, I find that a grant of exemption is in the public interest. Therefore, pursuant to the authority contained in 49 U.S.C. 106(f), 40113, and 44701, delegated to me by the Administrator, Mr. Jacody Swor is granted an exemption from 14 CFR §§ 61.23(a) and ( c ), 61.101(e)(4 ) and (5), 61.113(a), 61.315(a) , 91.7(a), 91.119(c), 91.121, 91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2), and 91.417(a) and (b), to the extent necessary to allow the petit ioner to operate a UAS to perform aerial data collection. This exemption is subject to the conditions and limitations listed below.

Conditions and Limitations

In this grant of exemption, Mr. Jacody Swor is hereafter referred to as the operator.

1 Aerial data collection includes any remote sensing and measuring by an instrument(s) aboard the UA. Examples include imagery (photography, video, infrared, etc.), electronic measurement (precision surveying, RF analysis, etc.), chemical measurement (part iculate measurement, etc.), or any other gathering of data by instruments aboard the UA.

### 3

Failure to comply with any of the conditions and limitations of this grant of exemption will be grounds for the immediate suspension or rescission of this exemption.

1. Operations authorized by this grant of exemption are limited to the DJI Phantom 3 when we ighing less than 55 pounds including payload. Proposed operations of any other aircraft will require a new petition or a petition to amend this exemption

.

2. Operations for the purpose of closed

- set motion picture and television filming are

not permitted.

3. The UA may not be operated at a speed exceeding 87 knots (100 miles per hour). The exemption holder may use either groundspeed or calibrated airspeed to determine compliance with the 87 knot speed restriction. In no case will the UA be operated at airsp eeds greater than the maximum UA operating airspeed recommended by the aircraft manufacturer.

4. The UA must be operated at an altitude of no more than 400 feet above ground level (AGL). Altitude must be reported in feet AGL.

5. The UA must be operated within visual line of sight (VLOS) of the PIC at all times. 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 FAA

- issued airman medical certificate or U.S. driver’s license.

6. All operations must utilize a visual observer (VO). The UA must be operated within the visual line of sight (VLOS) of the PIC and VO at all times. The VO may be used to satisfy the VLOS requirement as long as the PIC always maint ains VLOS capability. The VO and PIC must be able to communicate verbally at all times ;

e lectronic messaging or texting is not permitted during flight operations. The PIC must be designated before the flight and cannot transfer his or her designation fo r the duration of the flight. The PIC must ensure that the VO can perform the duties required of the VO.

7. This exemption and all documents needed to operate the UAS and conduct its operations in accordance with the conditions and limitations stated in thi s grant of exemption, are hereinafter referred to as the operating documents. The operating documents must be accessible during UAS operations and made available to the Administrator upon request. If a discrepancy exists between the conditions and limita tions in this exemption and the procedures outlined in the operating documents, the conditions and limitations herein take precedence and must be followed. Otherwise, the operator must follow the procedures as outlined in its operating documents. The ope rator may update or revise its operating documents. It is the operator’s responsibility to track such revisions and present updated and revised documents to the Administrator or any law enforcement official upon request. The

### 4

operator must also present up dated and revised documents if it petitions for extension or amendment to this grant of exemption. If the operator determines that any update or revision would affect the basis upon which the FAA granted this exemption, then the operator must petition for an amendment to its grant of exemption. The FA A’s UAS Integration Office (AFS− 80) may be contacted if questions arise regarding updates or revisions to the operating documents.

8. Any UAS that has undergone maintenance or alterations that affect the UAS op eration or flight characteristics, e.g.

, replacement of a flight critical component, must undergo a functional test flight prior to conducting further operations under this exemption. Functional test flights may only be conducted by a PIC with a VO and mu st remain at least 500 feet from other people. The functional test flight must be conducted in such a manner so as to not pose an undue hazard to persons and property.

9. The operator is responsible for maintaining and inspecting the UAS to ensure that it i s in a condition for safe operation.

10. Prior to each flight, the PIC must conduct a pre

- flight inspection and determine the UAS is in a condition for safe flight. The pre

- flight inspection must account for all potential discrepancies, e.g.

, inoperable comp onents, items, or equipment. 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.

11. The operator must follow the UAS manufacturer’s maintenance, overhaul, replacement, inspection, and life limit requirements for the aircraft and aircraft components.

12. Each UAS operated under this exemption must comply with all manufacturer safety bulletins.

13. Under this grant of exemption, a PIC must hold either an airline transport, commercial, private, recreational, or sport pilot certificate. The PIC must also hold a current FAA airman medical certificate or a valid U.S. driver’s license issued by a state, the District of Col u mbia, Puerto Rico, a territory, a possession, or the Federal government. The PIC must also meet the flight revi ew requirements specified in
14 CFR § 61.56 in an aircraft in which the PIC is rated on his or her pilot certifi cate.

14. The operator may not permit any PIC to operate unless the PIC demonstrates the ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption, including evasive and emergency maneuvers and maintaining appropriate distances from persons, vessels, vehicles and structures. PIC qualification flight hours and currency must be logged in a manner consistent with
14 CFR § 61.51(b). Flights for the purposes of training the operator’s PICs and VOs

### 5

(traini ng, p roficiency, and experience

- building) and determining the PIC’s ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption are permitted under the terms of this exemption. However, training operations ma y only be conducted during dedicated training sessions. During traini ng, proficiency, and experience

- building flights, all persons not essential for flight operations are considered nonparticipants, and the PIC must operate the UA with appropriate distanc e from nonparticipants in accordance with 14 CFR § 91.119.

15. 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.

16. The UA may not operate within 5 nautical miles of an airport reference point (ARP) as denoted in the current FAA Airport/Facility Directory (AFD) or for airports not denoted with an ARP, the center of the airport symbo l as denoted on the current
FAA

- published aeronautical chart, unless a letter of agreement with that airport’s management is obtained or otherwise permitted by a COA issued to the exemption holder. The letter of agreement with the airport management must be ma de available to the Administrator or any law enforcement official upon request.

17. The UA 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.

18. If the UAS loses communications or loses its GPS sign al, the UA must return to a

pre

- determined location within the pr ivate or controlled

- access property.

19. The PIC must abort the flight in the event of unpredicted obstacles or emergencies.

20. The PIC is prohibited fro m beginning a flight unless (considering wind and forecast weather conditions) there is enough available power for the UA to conduct the intended operation and to operate after that for at least five minutes or with the reserve power recommended by the man ufacturer if greater.

21. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All operations shall be cond ucted in accordance with an ATO

- issued COA. The exemption holder may apply for a new or amended COA if it intends to conduct

o perations that cannot be conducted under the terms of the attached COA

.

22. 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.

### 6

23. Documents used by the operator to ensure the safe operation and flight of the UAS and any 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.

24. The UA must remain clear and give way to all manned aviation operations and activities at all times.

25. The UAS may not be operated by the PIC from any moving device or vehicle.

26. All Flight operations must be conducted at least 500 feet from all nonpartici pating persons, vessels, vehicles, and structures unless:

a. Barriers or structures are present that sufficiently protect nonparticipating persons from the UA and/or debris in the event of an accident. The operator must ensure that nonparticipating persons r emain under such protection. If a situation arises where nonparticipating persons leave such protection and are within 500 feet of the UA, flight operations must cease immediately in a manner ensuring the safety of nonparticipating persons ; and b. The owner/ controller of any vessels, vehicles or structures has granted permission for operating closer to those objects and the PIC has made a safety assessment of the risk of operating closer to those objects and determined that it does not present an undue hazard

.

The PIC, VO, operator trainees or essential persons are not considered nonparticipating persons under this exemption.

27. All operations shall be conducted over private or control led

- access property with permission from the property owner/controller or aut horized representative. Permission from property owner/controller or authorized representative will be obtained for each flight to be conducted.

28. Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries of the opera tional area as defined by the applicable COA must be reported to the FA A's 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

.

If this exemption permits operations for the purpose of closed

- set motion picture and television filming and production, the following additional conditions and limitations apply.

29. The operator must have a motion picture and television operations manual (MPTOM) as documented in this grant of exemption.

### 7

30. At least 3 days before aerial filming, the operator of the UAS affected by this exemption must submit a written Plan of Activities to the local Flight Standa rds District Office (FSDO) with jurisdiction over the a rea 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 operator for the UAS aerial filming conducted under this grant of exemption;

c. Name and phone number of th e person responsible for the on

- scene operation of the UAS; d. Make, model, and serial or N− Number of UAS to be used;

e. Name and certific ate number of UAS PICs involved in the aerial filming; 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 t o the inspector upon request;

g. Signature of exemption holder or representative; and 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 essenti al to accomplish the operation.

31. Flight operations may be conducted closer than 500 feet from participating persons consenting to be involved and necessary for the filming production, as specified in the exemption holder’s MPTOM.

Unless otherwise specifie d in this grant of exemption, the UAS, the UAS PIC, and the UAS operations must comply with all applicable parts of 14 CFR including, but not limited to, parts 45, 47, 61, and 91.

### 8

This exemption terminates on September 30, 2017 , unless sooner superseded or rescinded.

Sincerely,
/ s/ John S. Duncan Director, Flight Standards Service

Enclosures**Jacody Swor, Sarasota FL Section 333 Exem**  **ption Petition**

May 8 th

, 2015



### U. S. Department of Transportation Docket Management Sy stem

1200 New Jersey Ave, SE Washington, DC 20590

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,

Jacody Swor, hereby petitions the Secretary of Transportation and Federal Aviation Administration for exemption to the above referenced and below more fully described Federal Aviation Regulations (“FARs”), that currently may or ma y not apply to the recreational/business operations of model aircraft including small unmanned aeria l systems (“UASs).

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 and the procedures contained
within 14 C.F.R. 11, Petition that I, Ja cody Swor, an owner and operator of small unmanned aircraft, be exempted from the Federal Aviat ion Regulations (“FARs”) listed below so that I

, Jacody Swor, may operate my small ultra lightweight unmanned aircraft system (“UAS”) commercially in airspace regulated by the Federal Aviation Administration (“FAA”).

As described herein I, Jacody Swor, am a licensed Florida Realtor ( SL # :3301773 ) as well as part UAS hobby team and business owner of Lift Off UAVs LLC ; experienced in flying hobby mutlirotor UAS for
recreational purposes since 2008. I have added a hobby grade DJI P hantom 3 1 UAS to my inventory with
intent to conduct aerial photography/Inspection/ included but not limited to the following ; Business Operations: over land, waterways, and oceans ; operations over/in non restricted National Parks, National Forests, flight in non

- navigable airspace, using non intrusive recording devices, operation in otherwise
unrestricted U.S. States/Territories for aerial videography/cinematography for commercial operation and

to enhance academic community awareness for those individuals and companies unfamiliar wit h the geographical layout of such areas.

Under FL Senate Bill 766

, § 934.54 (d)

, under one specific exemption states ;

.. “ By a p erson or an entity engaged in a business or profession licensed by t he state, or by an agent,

em ploy ee, or contractor thereof, if th e drone is used only to perform reasonable tasks within the sc ope of practice or activities perm itted under such person’s or entity’s license. However, this exception does not apply to a profess ion in which the licensee’s authorized scope of practice in c ludes obtaining inform ation
about the identity, habits, condu ct, mo vements, whereabouts, affiliations, associations, transactions,
reputat ion, or character of any society, person, or group of persons. ”

With exemption I, Jacody Swor, will pilot the ultra light UAS within the scope of my real estate business practices . Being licensed by the Department of Business and Professional Regulation and held responsible by the Florida Real Estate Commission, I Jacody Swor, Herein attest to holding accountability and good faith for public interest and commitment to my clients.

1 Serial Number**Jacody Swor, Sarasota FL Section 333 Exem**  **ption Petition**

As described more fully below, the requested exemption would permit the operation of UAS under
controlled conditions in airspace that is 1) limited ; 2) predetermined in areas away from general p ublic, airports, heliports and vehicular traffic for community videos, and within property boundaries for
individual homeowner real estate listing videos/photos ; and 3) controlled as to access. The exemption would also provide safety enhancements to the al ready safe operations within the aerial photography, film
and television industry presently using conventional aircraft and small, unmanned and relatively inexpensive UASs.

Currently, similar lightweight, remote controlled UAS's are legally operated by un monitored amateur hobbyists with no safety plan or controls in place to prevent catastrophe. I operate my UAS within all safety protocols and controls 2 to avoid and prevent public hazard, as well as manned aircraft hazards/catastrophe. This will act to further safety protocols exclusive to lightweight UAS's specific to aerial video and photography usage as I record flight data and other information gained through per mitted flight operations to share with the FAA through any required FAA reports to assist with future protocol and safety regulation.

Granting my request comports with the Secretary of Transportation’s (FAA Administrator’s) responsibilities and authority to not only integrate UAS's into th e 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 fo r commercial purposes. Further I will conduct my operations in compliance with the protocols described herein or as otherwise established by the FAA.

For the reasons stated below I respectfully request the grant of an exemption allowing me to operate ultra lightweight, remote controlled UAS’s for academic community awareness, benefit/stimulate tourism
within Florida, general aerial photography, and to enhance real estate listing videos for homeowners who

cannot afford expensive manned aircraft for the same purpose, all of which will promote local economic growth through increased employment and increased tax base. Both with public safety in mind by keeping heavier manned aircraft containing combustible fuel that that poses potential public hazard.

**I. Contact I**  **nf**

**ormation:** Jacody Swor
265 Cedar Park Circle Sarasota, FL 34242
Mobile: (941) 356

- 4545
Email: jswor19@gmail.com

**II. The Specific Sections of Title 14 of the Code of Federal Regulations From Which**  **Jacody Swor Requests Exemption are:** 



### a. 14 CFR 21 ; 

### b. 14 C.F.R. 45.23(b) ;



### c. 14 CFR 61.113 (a) & (b) ; 

### d. 14 C.F.R. 91.7 (a) ; 14 C.F.R. 91.9 (b) (2);

2 Safet y Protocol s & Control s Inspire One User Manual in addit io n to Minimum VFR regulat io ns**Jacody Swor, Sarasota FL Section 333 Exem**  **ption Petition**



### e. 14 C.F.R. 91.103 ; 

### f. 14 C.F.R. 91.109 ;


### g. 14 C.F.R. 91.119 ; 

### h. 14 C.F.R. 91.121 ; 

### i. 14 C.F.R. 91.151 (a) ; 

### j. 14 C.F.R. 91.203 (a) & (b) ; 

### k. 14 C.F.R. 91.405 (a) ; 

### l. 14 CFR 407 (a) (1) ;



### m. 14 CFR 409 (a) (2) ;



### n. and, 14 CFR 417 (a) & (b).

**III. The Extent of relief**  **Jacody Swor seeks and the Reason He Seeks Such Relief:** 

I, Jacody Swor , 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, Jacody Swor , 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 ultra light weight UAS meets the definition of “small unmanned aircraft” as defined in Section 331 and therefore the integr ation of my ultra light weight UAS is expressly contemplated by the Reform Act. I would like to operate my ultra lightweight 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 UAS aerial video and photography. The Reform Act guides the Secretary in determining the types of UASs that may operate safely in our national airspa ce 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, Jacody Swor . My UAS utilizes four (4) counter rotating propellers for balance, control and stability. My UAS is equipped with GPS and auto return safety technology. Weighing less than seven ( 3 ) pound s (far below the maximum 55 pound limit) ; including camera with gimbal.

I consider safety as foremost with each flight. My small unmanned aircraft is designed to hover in place via GPS and operate in less than a 10 m/s wind knot (approx 22 mph)
wind. For safety, stability and fear of financial loss I will not fly in winds exceeding 7 m/s (15 mph). Built in safety systems include a GPS mode that allows my UAS to hover in place when radio controls are lost. With three modes to choose from, I utilize the

Pos itioning Mode 3 for aerial videography/photography. This is the safest, most reliable

3 Positing Mode includes GPS, Vision Positioning Sensors, and Barometer for position hold, self leveling , altitude command, GPS, return home and dynamic return to home feature, and safety control to return home or land in the event of communication interruption betw een RC transmitter and UAS. See “Flight Mode” in Phantom 3 User Manual**Jacody Swor, Sarasota FL Section 333 Exem**  **ption Petition**

and stable mode to prevent accident and hazard. When pilot communication is lost UAS is designed slowly descend to point of takeoff , or near the control transmitter when utilizing Dynamic Mode. I do 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, co nditions 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 aircra ft may approach near my location. My UAS is capable of vertical and horizontal operations, and are flown only within my line of sight, as the remote control pilot. Utilizing battery power rather than combustible fuels, flights generally last between eight (8) to twelve (12) minutes, with an altitude under two hundred fifty (250) feet.

I utilize a fresh fully charged battery with each flight as a safety precaution ; full flight time limit for each battery is eighteen (18) to twenty

- two (24 ) minutes as teste d. I do not operate my UAS at or below manufacture 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, an d 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 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 withi n Congress’s contemplated safety zone when it promulgated the Reform Act and the corresponding directive to integrate UAS's into the national 3 Positing Mode includes GPS, Vision Positioning Sensors, and Barometer for position hold, self leveling , altitude command, GPS, return home and dynamic return to home feature, and safety control to return home or land in the event of communication interruption between RC transmitter
and UAS. See “Flight Mode” in DJ I Phantom 3 User airspace system. My UAS, the DJI

P hantom 3 , used in hobby flight, has a demonstrable safety record and does not pose any threat to the general public or national security.

**IV. How**  **Jacody Swor’s Request Will Benefit the Public As A Whole:** 

Aerial videography for geographical awareness and fo r real estate marketing has been around for a long time through manned fixed wing aircraft and helicopters. For small budget real estate companies and average homeowners the expense of such aerial**Jacody Swor, Sarasota FL Section 333 Exem**  **ption Petition**

videography is cost prohibitive. Only large companies and h igh end Realtors or luxury homeowners can afford to absorb such expense, depriving average homeowners and lower budget Realtors from a valuable marketing tool.

The public’s interest is additionally furthered by allowing small businesses in the tourism
in dustry to afford the currently cost prohibitive aerial photography used by large international corporations.

Congress has already proclaimed that it is in the public’s interest to integrate commercially flown UAS's into the national airspace system, henc e the passing of the Reform Act. Granting my exemption request furthers the public interest through academic/visual awareness of the geographical benefits in and around the State of Florida. My ultra light weight UAS is battery powered and creates no emiss ions 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. Manned aircraft can pose a threat to the public through potential catastrophic crash that many local communities have experienced in the past with military aircraft and medical/police helicopter crashes. These have resulted in a loss of life and endangered the p ublic with combustible fuel that burned on impact. My UAS poses no such threat since size and lack of combustible fuel alleviates any potential threat to the public. Additionally, this actually furthers the public’s interest by making it safer for business to conduct aerial photography videography without such risks. The public’s interest is furthered by minimizing ecological and crash threat by permitting aerial video/photo capture through my battery operated ultra light weight UAS's. Permitting me to imme diately fly within national air space furthers economic growth. Granting my exemption request substantially furthers the economic impact within the State of Florida for companies looking to relocate or build in Florida as well as individuals looking to rel ocate for career advancement through academic and geographical awareness. Both of which serve as a stimulus to the community.

**V. Reasons Why**  **Jacody Swor ’s Exemption Will Not Adversely Affect Safety Or How**  **The Exemption Will Provide a Level of Safety At Leas t Equal To Existing Rule:** 

My exemption will not adversely affect safety. Quite the contrary, for the reasons stated permitting me 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 development in cooperation with the FAA. In addition I submit the following representations of enhancements to current aerial videography and photography:

A. My UAS weighs less than 3 pounds co mplete with a small ultra light weight high quality camera ;**Jacody Swor, Sarasota FL Section 333 Exem**  **ption Petition**

B. I only operate my UAS below 300 feet (well within the 400 foot permissible ceiling set by the FAA Modernization and Reform Act of 2012) ;

C. My UAS only operates for 18 22 minutes per flight ; D. I land my UAS prior to 20% Battery Remaining ; E. I pilot my UAS through remote control only by line of sight ; F. I pilot my UAS only with a visual observer ; G. My UAS has Failsafe RTH 4 , a flight safety feature whereby it hovers and
then slowly la nds if communication with the remote control pilot is lost for 3
seconds ; H. My UAS has GPS and a Vision Positioning System utilizing two sonar sensors and one monocular camera for positioning and to identify the current aircraft’s position ; I. My UAS has a flight recorder and I actively analyze flight data and other
sources of information to const antly update and enhance safety

J. I only operate in reasonably safe environment that are strictly controlled, are away from power lines, elevated lights, air ports and actively populated areas ; K. I conduct extensive preflight inspections and protocol per the Phantom 3 User
Manual ; L. I always obt ain all necessary permissions prior to operation ; M. I immediately abort flights in the event of potential danger ; N. I only operate my UAS well within “flight environment requirements 5 ” & visual meteorological conditions (VMC)

O . I follow the UAS manufacturer’s aircraft/component, maintenance; overhaul, replacement, inspection, and life limit requirements.

P . The operating documents/manual will be accessible during UAS operations and made available upon request.

My safety protocols 6 provide a level of safety equal to or exceeding existing 6 rules. It is important to note that absent the integration of commer cial UAS into our national airspace system, helicopters are the primary means of aerial video and photography for community awareness, real estate, and marketing purposes. While the safety record of such helicopters is remarkably astounding, there have bee n incidents involving loss of life as well as extensive property damage ; it is far safer to operate a battery powered ultra light weight UAS.

● First, the potential loss of life is diminished because UAS's carry no people on board and I only operate my U AS in specific areas away from mass populations.

4 Phantom 3 User Manu al protocols

5 F light Environment Requirements Phantom 3 User Manual
6 Operating within Flight Limitations & Procedures outlined in User Manual, A R listed above, visual meteorological conditions (or VMC), & any Applicable FARs**Jacody Swor, Sarasota FL Section 333 Exem**  **ption Petition**

● 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.

● Fourth, 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:** 

A. 14 C.F.R. 21 and 14 C.F .R. 91: Airworthiness Certificate s, 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 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 requ irement 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 current and projected UAS's meet or exceed 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 ap plicable 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. 10 The FAA has previously issued exemptions to this regulation in Exemption Nos. 8607, 8737, 8738, 9299, 9 299A, 9565, 9565B, 10167, 10167A, 10602, 10700 and 32827.

14 C.F.R. § 91.121 regarding altimeter settings is inapplicable in so far as my UAS utilizes electronic global positioning systems with a barometric sensor.**Jacody Swor, Sarasota FL Section 333 Exem**  **ption Petition**

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.

B. 14 C.F.R. § 45.23: Marking of The Aircraft

Applicable Codes of Federal Regulation require aircraft to be marked according

t o certain specifications. My UAS are, by definition, unmanned. They therefore do not have a cabin, cockpit or pilot station on which to mark certain words or phrases. Further, two inch lettering is difficult to place on such small aircraft with
dimensions smaller that minimal lettering requirement. The FAA has previously issued exemptions to this regulation through Exemptions Nos. 8738, 10167,
10167A and 10700.

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, Jacody Swor , can achieve an equivalent level of safety as achieved by current Regulations because my UAS does not carry any pilots or passengers. The risks attended to the operatio n of my UAS is far less than the risk levels inherent in the commercial activities outlined in 14 C.F.R. § 61, et seq. Regarding UAS operational training, I have flown numerous practice flights in remote areas as a hobbyist simulating flights for future co mmercial use to gain familiarization with the characteristics of his UAS’ performance under different temperature and weather conditions. I further states that I practice computerized simulated flights daily to maintain adequate skills and response reflex time. In a supplemental request to the FAA, I request consideration of a 120 day temporary airman certificate in accordance with § 63.13, to allow myself time to obtain a private pilot certificate or to allow the FAA time to establish minimum UAS
airman ce rtification standards. Thus, allowing me to operate my UAS meet and exceed current safety levels in relation to 14 C.F.R. §61.113 (a) & (b). In addition, Grant of Exemption No. 11062 to Astraeus Aerial (Astraeus), the FAA determined that a PIC with a privat e pilot certificate operating the Astraeus UAS would not adversely affect operations in the NAS or present a hazard to per sons or property on the ground.

D. 14 C.F.R. 91.119: Minimum Safe Altitudes.

14 C.F.R. § 91.119 prescribes safe altitudes for the opera tion 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 300 AGL ; safely below the standard of 400 AGL. I will however operate my UAS in safe areas away fro m public and traffic, providing a level of safety at least equivalent to or below those**Jacody Swor, Sarasota FL Section 333 Exem**  **ption Petition**

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.

“ 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 betw een 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, ther efore, apply to my UAS. However, as a safety precaution I inspect my UAS before and after each flight and maintained per the manufacturer’s aircraft/component, maintenance, overhaul, replacement, inspection, and life limit requirements. In summary, Jacody Swor 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 lightweight
unmanned aircr aft system for aerial photography/Inspection/ included but not limited to the following ; Business Operations: over land, water ways, and oceans ; operation over/in non

restricted National Parks, National Forests, flight in non

navigable airspace, using non intrusive recording devices, operation in otherwise unrestricted U.S. States/Territories for aerial videography/cinematography for commercial operation and to enhance academic community awareness for those individuals and companies unfamiliar with the geog raphical layout of such areas. Currently, area awareness and real estate aerial videography/photography relies primarily on the use of larger aircraft running on combustible fuel, posing potential risk to the public. Granting my request for exemption will reduce current risk levels and thereby enhance safety. My UAS does not contain potentially explosive fuel, is smaller, lighter and more maneuverable than conventional photographic aircraft with much less flight time. Further, I operate
at lower altitudes a nd in controlled airspace eliminating potential public risk flying to and from established airfields. I have been analyzing flight information and will compile safety protocols and the implementation of a flight operations manual that exceeds currently acc epted 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 UAS and therefore the likelihood of death or serious bodily injury is significantly diminished. The**Jacody Swor, Sarasota FL Section 333 Exem**  **ption Petition**

operation of my UAS, weighing less than 7 pounds and travelling at lower speeds within limited areas will provide an equivalent level of safety as that ach ieved under current FARs. Accordingly I 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 large.

Respectfully Submitted,

Jacody Swor
265 Cedar Park Circle Sarasota, FL 34242 Mobile: (941) 356

- 4545
Email: jswor19@gmail.com