Date: January 8, 2016

**U. S. Department of Transportation Docket Management System 1200 New Jersey Avenue.,**  **SE Washington, DC 20590**
RE: **Petition of ClearVu Aerial Photography for Exemption Pursuant to Section 333 of the FAA Reform Act** 
Attn: To whom it may concern Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the Reform Act) and 14 C.F.R. Part 11, ClearVu Aerial Photography, operator of Small Unmanned Aircraft Systems (“sUASs”) equipped to conduct aerial photography and videog raphy, hereby applies for an exemption from the listed Federal Aviation Regulations (“FARs”) to allow commercial operation of its sUASs, so long as such operations are conducted within and under the conditions outlined herein or as may be established by th e FAA as required by Section 333.1. As described more fully below, the requested exemption would permit the operation of small, unmanned and relatively inexpensive sUASs under controlled conditions in airspace that is 1) limited 2) predetermined and 3) co ntrolled. The proposed exemption, if granted, would allow ClearVu Aerial Photography to conduct commercial operations of small unmanned aircraft systems (“sUASs”) meeting or exceeding all of the operational and safety requirements Congress has set forth in Section 333. ClearVu Aerial Photography is a photography concern which provides photography services to architects, construction companies and news services: In scope of imaging services, requests can be made from clients for (UAS) photography for their s afety and compliance issues along with the need for the dynamics that (UAS) imaging can only provide.

 Aerial surveying of structures
 Real Estate Photography
 Construction site inspections and monitoring Statutory Authority Section 333, titled “Special Rul es for Certain Unmanned Aircraft Systems”, provides a mechanism for seeking expedited FAA authorization of safe civil UAS operations in the NAS. Section 333(a) states that the FAA “shall determine if certain unmanned aircraft systems may operate safely in the national airspace system before completion of the (comprehensive) plan and rule making required by section 332(b)(1) of this Act or the guidance required by section 334 of this Act. In Section 332(b)(1), Congress made it clear that Section 333 provides a mechanism for “expedited operation authorization” if several factors are met. Petitioner meets all requirements to permit FAA approval of commercial UAS operations. The Petitioner Requests Relief From the Following: Regulations from which the exemption is requested: 14 C.F.R. Part 21 14 C.F.R. 45.23 (b) 14 C.F.R. 61.113 (a) and (b)14 C.F.R. 91.7 (a)

14 C.F.R. 91.9 (b) (2) 14 C.F.R. 91.109 14 C.F.R. 91.119 14 C.F.R. 91.12 14 C.F.R. 91.151 (a) 14 C.F.R. 91.203 (a) and (b) 14 C.F.R. 91.205 (b) 14 C.F.R. 91.215 14 C.F.R. (91.401

– 91.417) Unmanned Aircraft System UAVs are oftentimes seen as superior to helicopters due to the smaller devices cheaper equipment and personnel cost, reduces noise and as such, a much smaller environmental impact which promotes public safety. We are petitioning for exemption to enable ClearVu Aerial Photography to operate a DJI Phantom 3 Professional equipped with a three

- axis gimbal and using High

- Def camera. This sUAV has a built

- in capability to limit the height it flies above the ground, to limit the radius of the distance it flies from the operator and to exclude it from Class B, C and D airspace including a no fly zone feature. The Phantom also has a failsafe function of the Naza

- M autopilot system which means the communicat ion between the Main Controller and the transmitter is disconnected, the outputs of all command sticks from the controller will go to center position. If the GPS signal is good enough, the system will automatically trigger a Return to Home and will land sa fely. The above specifications meet the Model Aircraft Operating Standards as set below: ClearVu Aerial Photography will only operate its sUAS in line of sight of a (PIC)/or observer and will operate at sites that are “sufficient distance” from populated a reas within the sterile area described in the FOPM. Such operations will insure that the sUAS will “not create a hazard to users of the national airspace system or the public.”
 When flying sUAV within 3 miles of an airport, airport operators will be notifi ed and the operator will give the right of way to avoid flying in the proximity of full

-scale aircraft.
 Maximum flight time for each operational flight will be 20 minutes.
 Flights will be terminated at 25% battery power reserve should that occur prior to t he 20 minutes
 Flights will be terminated at 25% battery power reserve should that occur prior to the 20 minute limit
 The sUAV will be programmed so that it will not be operated at an altitude of no more than 400 feet AGL, and not more than 200 feet above a n elevated platform from which filming is planned.
 Minimum crew for each operation will consist of the UAS Pilot, and Visual Observer.
 The sUAS operated by the petitioner weights less than 1280 grams, including the payload (i.e. camera, lens and gimbal).
 T he sUAV will operate at speeds of no more than 25 knots, can hover, and can simultaneously move vertically and horizontally.
 Given the small size of the sUAS and the restricted sterile environment within which they will operate, our sUAS operations adhere to the Reform Act’s safety requirements.The sUAV, powered by batteries, is smaller, lighter and more maneuverable than larger aircraft running

on combustible fuel, it operates at lower altitudes with no people on board and will thereby reduce current risk levels and hereby enhance safety and diminish the likelihood of death or serious bodily injury. With a small payload and maximum flight time of only 20 minutes, this offers little or no risk to national security. Low level oblique photos and video from several angles are far more effective than ground based imagery for displaying the characteristics of large, complex properties with several buildings and trees. The applicants in the past have chartered 4

-seat, full

-sized helicopters for this purpose, which has proven more costly than many potential clients have been able to afford. The benefits of reduced cost and improved quality of presentation from the sUAV will be valuable to and benefit many buyers and sellers of real property. Safety and compliance is sues in the construction of buildings would now be verified in real time with the Phantom’s (sUAVS’s) real time video and still capabilities. Also, as a public service, ClearVu Aerial Photography would provide (UAV) imagery to local government agencies for search and rescue where traditional airships could not safely work. (b) All operations must occur in FAA Class G airspace at no more than 400 ft. AGL, at an airspeed of no more than 25 knots and no further than 3⁄4 NM from the PIC; (c) All operations must utilize a visual observer (VO). The VO and PIC must be able to communicate by voice at all times during flight operations; (d) Operations will be restricted to flights over private property with the permission of the property owner and abutters; (e) All required permits will be obtained from state and local government prior to operation; (f) ClearVu Aerial Photography will not operate over densely populated areas; (g) ClearVu Aerial Photography will not be operating over any open

- air assembly of people ; (h) ClearVu Aerial Photography will not be operating over heavily trafficked roads; (i) ClearVu Aerial Photography will not be operating within 5 NM of an airport or heliport having an operational control tower.

Yours truly,
Richard Walker ClearVu Aerial Photography 1816 Kendall Ct. Mobile, AL 36695 251

-454

-0295 rwalker186@mchsi.com**EXEMPTION REQUESTS AND EQUIVALENT LEVEL OF SAFETY**

ClearVu Aerial Photography requests an exemption from the following regulations as well as any additional regulations that may technically apply to the operation of the sUAV System: 14

- CF

- H Part 2

- 1, Airworthiness Certificates This part establishes the procedures for the issuanc e of an airworthiness certificate. While the FAA continues to work to develop airworthiness standards for Unmanned Aerial Systems, we request an experimental certificate be issued for the DJI Phantom 3 professional under either or both of the following provi sions: 21.191 Experimental certificates. Experimental certificates are issued for the following purposes: (a) Research and development. Testing new aircraft design concepts, new aircraft equipment, new aircraft installations, new aircraft operating techni ques, or new uses for aircraft. (b) Showing compliance with regulations. Conducting flight tests and other operations to show compliance with the airworthiness regulations including flights to show compliance for issuance of type and supplemental type certificates, flights to substantiate major design changes, and flights to show compliance with the function and reliability requirements of the regulations. Since the experimental certificate can be used for commercial purposes such as market surveys, sales demonstrations, and customer crew training, we would expect that an experimental certificate would permit our commercial purpose as well. The aircraft will not carry persons or property, will not carry fuel, and will only fly under strict operational requi rements. Combined with the UA's light weight, being constructed primarily of carbon fiber and plastic, we propose that the UA will be at least as safe, if not safer, th an a conventionally certificated aircraft pe rfor m ing the same mission. If an experimenta l airworthiness certificate is not appropriate for this application, then we request an exemption of 14 CFR Part 21, Subpart H, and the requirement for an airworthiness certificate in general, citing the equivalent level of safety outlined in the previous paragraph. 14 CFR 45.23 Display of marks; general and 45.29 Size of marks. These regulations provide that each aircraft must display "N" and the aircraft's registration number in letters at least 3 inches

- high. Additionally, the aircraft must display the word "EXPERIMENTAL" in letters at least 2 inches high near the entrance to the cabin, cockpit, or pilot station. The sUAV does not have an entrance in which the word "EXPERIMENTAL" can be placed, and may not have a registration number assigned to it by the FAA. We propose to achieve an equivalent level of safety by including the word "EXPERIMENTAL" in the placard on the top of the aircraft, as shown above, where the PIC (Pilot In Contro l ),.VO (Visual Observer) and others in the vicinity of the aircraft while it is preparing for launch will be able to see the designation. Additionally, we feel that the permanent placard discussed in the previous paragraph will provide the aircraft's registration information at the ground station. Finally, we will display at the ground station a high contrast flag or banner that contains the words "Unmanned Aircraft Ground Station" in letters 3 inches high or greater. Since the aircraft will operate within 3/4 NM of the ground station, the banner should be visible to anyone that observes the aircraft and chooses to investigate its point of origin.14 CFR 61.113 Private pilot privileges and limitations: Pilot in Command and 61.133

Commercial pilot privileges and limitations. The regulation provides that no person that holds a Private Pilot certificate may act as pilot in Command of an aircraft for compensation or hire. Subparagraph (b) allows a private pilot to act as pilot in command of an aircraft in connection with any business or employment if: (1) The flight is only inci dental to that business or employment; and (2) The aircraft does not carry passengers or property for compensation or hire. Our proposed operations require that the PIC must hold at least a Private Pilot Certificate issued oy the FAA and since the

- aircraft cannot carry passengers or property, we feel we meet the intent of 61.113 Subparagraph (b) even though the intent of this application is to conduct a business. 14 CFR 91.7 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 inapp l icable. 14 CFR 91.9 Civil aircraft flight manual, marking, and placard requirements. This regulation provides that no person may operate an aircraft unless a current, approved flight manual is in the aircraft. We assume that the intent of this requirement is to ensure that flight manual information is available to the aircrew while operating the aircraft. We request an exemption to this requirement since the aircraft is not only too small to carry documentation; the documentation would not be available to the crew during flight operations. To obtain an equivalent level of safety and meet the intent of 91.9, we propose that a current, approved sUAS Flight Manu al must be available to the crew at the ground station anytime the aircraft is in, or preparing for, flight. 14 CFR 91.109 Flight Instruction; Simulated instrument flight and certain flight tests, t he regulation states that "No person may operate a civil aircraft that is being used for flight instruction unless that aircraft has fully functioning dual controls." The sUAS System ground based control station consists of a small hand

- held radio transmitter and while it does not offer a second set of "control s", both the student and instructor can, and will, operate the single set of controls simultaneously. With both student and instructor having "hands

- on" the controls during flight, we feel that this technique meets the intent 91.109 and provides an equivalent level of safety. 91 .119 Minimum safe altitudes: General. The regulation states that over sparsely populated areas the aircraft cannot be operated closer than 500 feet to any person, vessel, vehicle, or structure. Since the typical mission of the sUAS would be photography or survey of persons, vessels, vehicles or structures it would be necessary to operate closer than 500 feet to the items listed. Operations will only be flown over property or persons where permission has been obtained and careful pre

- planned has been performed. The aircraft will be operated at a low altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface. Therefore we maintain that due to the small size of the U AS, the hazard to persons·, vehicles and structures is minimal compared to manned aircraft, which should be considered in granting the exemption.
CFR 91.12 1 Altimeter settings. The regulation requires that aircraft, shall maintain cruising altitudes by reference to an altimeter setting available within 100 NM of the aircraft. The sUAS will always fly below 400 feet AGL and will not need to maintain cruising a l titudes in order to prevent conflict with other aircraft. An Above Ground Levelaltimeter measure ment above the takeoff point is transmitted via radio from the sUAS on

- board

com puter to the display screen held by the PIC, providing a constantly updated AGL readout. 14 CFR 91.151 Fuel requirements for flight in VFR conditions. The regulation provides that no person may begin a flight in an airplane under day

-VFR conditions unless there is enough fuel to fly to the first point of intended landing and to fly after that for at least 30 minutes. Wefeel the intention of this paragraph is to provide an energy reserve as a safety buffer for delays to landing. The sUAV is battery operated and the maximum duration of flight from a single battery charge is 12 minutes with a 20% reserve. Since the aircraft will never fly more than 3/4 NM from the point of intende d landing, a full battery charge at launch will ensure that we meet the reserve energy requirement of this paragraph. Werequest an exemption to the word "fuel" and ask for an equivalent interpretation with the word "energy". 14 CFR 91.203(a) & (b) Civil aircraft: Certifications required. The regulation provides that an airworthiness certificate, with the registration number assigned to the aircraft and a registration certificate must be aboard the aircraft. Additionally, subparagraph (b) provides that the airworthiness certificate be "displayed at the cabin or cockpit entrance so that it is legible to passengers or crew." At a maximum gross weight of 5.3 pounds, the sUAS is too small to carry documentation, does not have an entrance, and is not capable of carrying passengers or crew. To obtain an equivalent level of safety and meet the intent of 91.20.3, we propose that documents deemed appropriate for this aircraft by the FAA will be co

- located with the crew at the ground control station and available for inspection upon request. In order to identify the aircraft, we propose that the information found on airworthiness and registration certificates be permanently affixed to the aircraft via placard containing the fol l owing information plus the word "EXPERIME NTAL" to satisfy the requirement of 14 CFR 45.23. 14 CFR Subpart E (91.401

- 91.417) Maintenance, Preventive Maintenance, Alterations The regulation provides that the operator is primarily responsible for maintaining the aircraft in an airworthy condition, including compliance with part 39 and 43. Paragraphs 91.407 and 91.409 require that the aircraft be "approved for return to service by a person authorized under 43.7" after maintenance and inspection. It is our intention that the PIC perform maintenance a nd inspection of the aircraft and "be authorized to approve the aircraft for return to service." The PIC will ensure that the aircraft is in an airworthy condition prior to every flight and in addition conduct detailed inspections after every two hours of flight. Maintenance performed by the PIC is limited to repairing small cracks, replacing a propeller, checking electrical connections and updating software and firmware for the on

- board computer. All other maintenance will be performed by the manufacturer or their designated repair facility. The PIC will document work performed in accordance with 91.417. We feel that due to the size, construction, and simplicity of the aircraft, the PIC can ensure an equivalent level of safety. Safety and Benefits of the U AS ClearVu Aerial Photography will be using the UAS in a variety of applications that generally require expensive full

-size manned aircraft to complete. Small, light, unmanned aerial vehicles offer myriad benefits over the use of full

-sized manned aircraft for electric power line inspection, oil/gas pipeline inspection, advanced a griculture, film and still photography, just to name a few. Replacing significantly larger manned aircraft carrying crew and flammable fuel with small UAS carrying no passengers o r crew creates a much greater margin of safety for the pilots and crew. By granting ClearVu Aerial Photography requested exemptions, the FAA will help drive development of safe and successful commercial UAS operations and will advance the public knowledge base for such operations. ClearVu Aerial Photography is committed to promoting the UAS research efforts of policymakers including the FAA, NASA, DOD and DARPA by sharing data from its commercial UAS operations and serving as a resource for future UAS resea rch operations. Thus, the FAA has good cause to grant this Petition.Conclusion

As pointed out in this application, all the SUAs which our company would use, under authorization by the US DOT

- FAA, are small, light

-weight devices operated within the line of sight of the Pilot

- in

Command (PIC), less than 400 feet above the ground and outside 5 miles from any airport, heliport, seaplane base, spaceport, or other location with aviation activities, unless the a i r traffic control authorities (ATC) have been noti fied and have authorized each flight w ithin a radius of this distance. All our SUAs have proven capability for controlled flight. They are devices offered for general sale on the mar ket around the world and have often been used as Model Aircraft in the USA. We are certain that the studies conducted until now by the FAA, ab o ut Section 332, Public Law 112

-95, 2014, have already provided you with the assurances on the airworthiness of SUAs such as ours.
F or the forego ing reasons, the exemptions requested h erein should be granted and ClearVu Aerial Photography should be permitted to conduct small UAS operations in accordance with its manuals and all other operating parameters deemed necessary and appropriate by the FAA. The s u bmi s sion of this application and its contents is the best demonstration that indeed it is possible to pursue the a ut h o r ization process so that some SUAs may be used for legitimate commercial activities and under reasonably safe conditions.