### 20 December 2015

Mr. James Williams Manager, Flight Standards Service Unmanned Aircraft Sy stems I ntegration Office Federal Aviation A FBP nistration 800 I ndependence Avenue, SW Washington, DC 20591

U.S. Department of Transportation, Docket Operation West Building Ground Floor, Room w12

- 140 1200 New Jersey

Avenue, SE Washington, DC 20590 Marco Zucchi

, C E O Fly By Properties LLC, 777 Charles Allen Drive Atlanta GA 30308 (404) 429

- 7400 

### mzucchi@itknowledge.biz

Re: Request for exemption from multiple regulatory provisions to allow the use of small unmanned aerial s ys tems on land controlled by clients of Fl y By

Properties ( FBP ) to assist in the safe aerial videograph y of real estate for our clients.

Dear Mr. Will iams:

Fly By Properties respectfully

requests an exemption from several provisions of Title 14 of the Code of Federal Regulations (C.F.R.) to permit the use of small unmanned aerial
sy stems (sUAS) to assist in the aerial videography of real estate for our clients. This request is motivated primarily by the desire to maximize safety in infrastructure and operations. While an exemption would not eliminate the current need for in

- person visual inspection required b y various federal regulatory departments, it would allow FBP to broadly record video with sUAS, resulting in a safer and more efficient infrastructure network. Accordingl y, the grant of an exemption is consistent with Congress’ intent, reflected in Section 333 of the FAA Modernization and Reform Act of 2012 ( **Modernizati** on Act), 1 

### that safe s ys tems be permitted in the national airspace prior to the issuance of final regulations governing general use of these s ys tems. 2 

### A summary of this request suitable for publication in the Federal Register is provided as Appendix A.

Appendix B provides the manufacturers information regarding the design, aircraft performance, and fail

- safe features. We have provided manufacturer information related to operating limitations, normal and emergency procedures, and maintena nce and inspection procedures. As we add aircraft designs, we will update this appendix appropriatel y.

Appendix C provides the Fly By Properties Operations Manual for flights covered under this Exemption Request.

1 P.L

. 112

- 95

, 12 6 Sta t 11

, Februar y 14

, 2012.

2 Sectio n 333(b ) (2 ) specificall y conte m plate s tha t th e F A A m a y issu e a certificat e o f w aive r upo n a findin g tha t a typ e

o f UA S

, a s a resul t o f it s size

, w eight

, speed

, operationa l capacity

, proxi m it y t o airport s an d populate d areas , and operation s w ithi n visua l lin e o f sigh t d o no t creat e a hazar d t o user s o f th e NA S o r th e publi c o r pos e a threa t t o nationa l security

.

### Background Information

FBP is in the business of aerial videograph y for real estate and motion picture industry sUAS for our clients. FBP Clients look to us for Safe Operations of sUAS. We have developed specific FBP Safe UAV Operational Procedures.

**Real**

**- estate Surveillance**  Private Home Inspection Commercial Propert y Inspection Video Production of Private and Com mercial Interests

As part of this FBP is requesting FAA Exemption for sUAS operations for safet y, inspection and video capture usage.

**Regulatory Basis for Exemption Request** In addition to the waiver authority provided in §333 of the Modernization Act, the FAA
may grant an exemption under 49 U.S.C. §44701(f) if it has determined that such an exemption is in the public interest. The FAA has imposed a separate requirement in its procedural regulations, providing that the petitioner shall explain why granti ng the exemption would not adversel y affect safet y or how the exemption would provide at least an equivalent level of safety as compliance with the underl yi ng regulation. In this case, approval of this exemption would advance the public interest by signifi cantly

enhancing the safet y and efficiency of infrastructure operations and by providing the FAA with valuable user experience on sUAS in a context with appreciable economic and societal benefits. As described more full y below, the requested exemption woul d permit the operation of sUAS under tightly controlled conditions, thus ensuring that operations will not have an adverse impact on safet y. To the contrary , as explained below, FBP anticipates that use of sUAS will enhance safet y i n infrastructure operati ons. Granting an Exemption is in the Public Interest. The safet y and efficiency of infrastructure operations is heavily dependent upon constant anal ys is of assets, right

- of

- way , infrastructure and other assets/facilities. There are a wide variet y of facto rs that can affect conditions and cause problems for infrastructure. Even relativel y small objects or minor failures can lead to accidents or other incidents causing downtime of infrastructure. Extreme weather events can lead to flooding or overheating inf rastructure. For example earthquakes, landslides, and abandoned vehicles at grade crossings can block infrastructure. The potential for sabotage and terrorism

– or even just trespassing

– are also among the man y risks that modern infrastructure faces.

As a result, pursuant to federal regulations and company policy , our client’s maintenance employ ees routinel y inspect the infrastructure, such as bridges, tunnels, support structures, and signals. At present, this work is done primaril y b y compan y personnel in

### motor vehicles, on foot, in specialized equipment. This is often a labor

- intensive and

sometimes arduous job. While our clients do all they can to make these inspections as safe as possible, there is an irreducible element of risk involved w henever employ ees are required to go out on structures. Employ ees may need to climb over or onto structures, which can be slippery , rough, and/or exposed to the elements. Some structures, such as bridges, are high above the ground. Equipment moving through inspection zones can increase risk as well, especiall y in high

- traffic areas. While the use of sUAS for supplemental infrastructure and general asset evaluation would not eliminate these risks entirel y (as it is an additive safet y measure), it would reduc e the risks to employ ees by

allowing for remote aerial review.

Additionally , the sheer amount of assets and the widely dispersed locations

– in many instances far from sizeable population centers

– means that visual inspection in all instances b y compan y personnel can be inefficient. Aerial analy sis by traditional fixed wing aircraft is impractical because the required altitudes for safe flight reduce visibility below meaningful levels

– it is simply not possible to see all asset anomalies from such height s. Helicopters present better vantage points; however manned helicopters are much more costly , subject to human safet y and carry highl y explosive jet fuel making them impractical for deplo ym ent. By using sUAS for supplemental asset evaluation, FBP will b e able to substantially

upgrade its capacit y to detect and address issues with the right

- of

- way and other assets before they become a problem for safe operations. Thus, the use of sUAS has the potential to improve efficiency , resulting in faster a nd safer delivery of goods, energy

& natural resources vital to the U.S. economy

.

### Granting an Exemption will not Adversely Affect Safety

FBP notes that there is no applicable standard for an equivalency determination. Some have argued that the appropriate standard is that for model aircraft, noting that their operations, if conducted for recreational purposes, would fall completel y within the allowable operations for model aircraft. We believe it is difficult to argue that there is sufficient correlation be tween model operations controlled by the Academy

of Model Aeronautics and the ones contemplated b y FBP . At the same time, it is clear that equivalency

cannot be established for traditional, manned civil aircraft because the design and use profiles between traditional aircraft and sUAS are simply too different. As such, we believe it makes more sense to foc us on wh y the contemplated operations would not adversel y affect safet y, which is all that §11.81(e) requires.

Granting an exemption will not adversely affect safety

. FBP contemplates conducting sUAS operations over client owned or controlled land, solely during day light hours, at altitudes well below that which would pose a risk to other aircraft. In general, sUAS operations are intended to be conducted in areas distant from both congested areas and airports. Moreover, because of the inherent risks presented b y standard infrastructure operations, our clients have alread y taken steps to secure propert y against unauthorized public access. For example, substantial stretches of pipeline, utilities, railro ad track and oil production sites are fenced, elevated, or otherwise secured to prevent access. Other long stretches of infrastructure are, as noted above, in very remote wilderness areas. The nature of operations anticipated by FBP requires that the sUAS be flown at relatively low altitudes and relatively low speeds. FBP expects that in most instances, the sUAS will be flown less than 75 feet from the highest structure along the path of the sUAS. Accordingl y, the risk of interference with another aircraft is minimal. FBP also plans to conduct sUAS operations at least three miles from any public airports (including heliports). In the event an operation needs to be conducted closer to an airport, FBP will inform the airport operator and airport air traffic co ntrol tower of the contemplated operation and will comply with any directions issued by

air traffic control at that airport.

Approval of exemptions allowing commercial operations of sUASs in the infrastructure aerial inspection industry will enhance safet y b y reducing risk. Conventional operations, using jet or piston power aircraft, operate at extremely low altitudes just feet from the subject being inspected and in extreme proximity to people and structures; and present the risks associated with vehicles that weigh in the neighborhood of 4,000lbs., carry ing large amounts of jet A or other fuel (140 gallons for jet helicopters). Such aircraft must fly to and from the inspection site. I n contrast, a sUAS weighing fewer than 55 lbs. and powered b y batteries eliminates virtually all of that risk given the reduced mass and lack of combustible fuel carried on board. The sUAS is carried to the inspection site. The sUAS will carry

no passengers or crew and, therefore, will not expose them to the risks associated w ith manned aircraft flights.

The operation of small UASs, weighing less than 55 lbs., conducted in the strict conditions outlined above, will provide an equivalent level of safet y supporting the grant of the exemptions requested herein, including 333 Aircraft Exemption Status exempting the applicant from conventional aircraft requirements and allowing commercial

### operations. These lightweight aircraft operate at slow speeds, close to the ground, and in a

controlled environment and, as a result, are far safer than conventional operations conducted with turbine helicopters operating in close proximity to the ground and people.

The safet y of those on the ground is protected by t he fact that no one will be allowed into the area without the permission o f the company . Security w ill be established for the flight area as part of the pre

- flight control. Each individual within the secure area will be briefed prior to flight and will consent to being in the area. All others will be excluded from the area.

FBP initially

intends to use a dedicated staff for sUAS operations. All operations will be within visual line

- of

- sight (i.e., no more than approximately 0.5 miles from the manipulator of the controls, or pilot in command (PI C)). Each PIC will conduct at least three take

- offs and landings with the sUAS on which he or she is trained every 90 day s. PI C’s will establish their qualifications thru a

co m b i n a ti o n o f aero n a u ti ca l k n o w l edge

, UA S a i r m ansh i p sk ill s , and ver ifi ca ti o n throug h
test i ng o f fli g h t ab ili ty be f ore i n f rastructures o p erat i o n s have co mm e n ced

. 

### Depending on the ty pe of operation, additional ground

- based visual observers may be employ ed as well. These observers will be within constant visual line of sight and in constant contact with the PI C. The visual observers will assist the PI C in avoiding ob jects near the sUAS.

There are no standards for either Private or Commercial sUAS pilot certificates. The safe operation and control of the UAS as described in this application does not depend on the ty pe of FAA license held by the PIC. Given the restrict ed and controlled airspace within which operations will take place, the key factors needed b y the PIC are knowledge of the airspace within which the operation will take place and how that airspace fits into the National Airspace Sy stem (NAS). That knowledg e can be and is gained primarily through ground school and not through flight training in fixed wing or rotor aircraft, nor is it dependent on the acquisition of a commercial or private pilot’s certificate. Those certificates demonstrate knowledge of the factors and skills needed for the safe operation of those ty

pes of aircraft (fixed wing or rotorcraft). I t cannot be assumed that a commercial pilot, approved to operate a helicopter or fixed wing aircraft, has the skill or ability to safel y operate a small unmanned aerial vehicle, operating at 400 AGL or lower, within strictly

controlled pre

- approved airspace. Besides knowledge of airspace regulations, dexterity

in the control and operation of the sUAS acqui red from actual operation of the aircraft is the most important factor in establishing an equivalent level of safet y.

If the PI C has acquired the necessary knowledge of airspace requirements, the relevant issues are (1) where the aircraft will be flown, (2) the size of the aircraft relative to what is being used today

to accomplish the same mission, and (3) what precautions will be taken to ensure the safety of those in the area of operation. We propose that the PI C has at least an FAA Private Pil ots Certificate and a Class III medical; the aircraft be operated within a secure environment; and that no one be allowed to enter the secure environment unless they

are part of the operation, have been fully briefed of the risks prior to operation of the sUAS, and have consented to the risks associated with being in the

### operating area. Should there be a mishap, the sUAS being flown pose significantly less of

a threat than the helicopters and fixed wing aircraft now being employ ed because they are a fractio n of the size, carry no flammable fuel, do not carry crew or passengers, and pose an infinitesimal risk to others. This is in stark contrast to conventional aircraft that are flown to the site, carry

explosive fuel, carry

passengers and crew, and operate i n a much larger area.

From a practical standpoint, there are relativel y few licensed full

- scale aircraft pilots who

are also qualified to fly

the ty pe of sUAS that are utilized for infrastructure image

- capture operations. There are even fewer commercial p ilots that can fly these sUAS

– to the point that to do both is considered rare. Assuming that it is unlikely for a company

to find a pilot that has both qualifications, that compan y would either have to source a qualified sUAS pilot to train and obtain a commercial certificate, or find a commercial certificated pilot who would be willing to learn to fl y a sUAS to the competency level required for professional use.

Minimum requirements for the PI C include: 1) Private Pilot’s license and a Class III medical ; 2) A minimum of 200 flight cy cles and 25 hours of total time as a sUAS rotorcraft pilot and at least 10 hours logged as a sUAS pilot with a similar sUAS ty pe (single blade or multirotor); 3) A minimum of 5 hours as sUAS pilot with the make and model of s UAS to be utilized for operations under the exemption and 3 take offs and landings in the preceding 90 day s; 4) Have undergone a qualification process as specified in the Flight Operations & Procedures Manual consisting of a knowledge & skill test of the aircraft to be used.

Another consideration supporting the certificate requirement is that pilots holding a private pilot certificate are subject to securit y screening b y the Department of Homeland Security . This requirement should ameliorate security conc erns over UAS operations under this exemption.

FBP intends to use commerciall y available sUAS Components for sUAS. These sUAS
sy stems will be tested for quality & safety in our test facility

before being deploy ed to the field. The sUAS is less than 55 lbs. fully loaded, carries neither a pilot nor passenger, and operates exclusively within a secured area. We have a routine maintenance schedule to verify that the sUAS will remain in safe and operational condition. Please see **Appendix B** , for Specific Types of sUAS.

Notes Regarding: 14 C.F.R. Part 21, Subpart H
I n accorda n ce w i th the stat u tory cr i ter i a p rov i ded i n Sect i o n 333 o f PL 11 2

- - - 95 i n re f erence t o 49 U S C 44704

, a n d i n co n s i dera ti o n o f t he s i ze , w e i gh t, s p eed

, a n d li

m it e d o p era ti n g are a assoc i a t e d w i t h the a i rcra f t an d i ts o p era ti o n , w e reques t tha t th i

s a i rcra ft exe m p t i on m eets the co n d i t i o n s o f Sect i o n 333

. T here f ore , if gra n ted Sect i o n 333 re li e f o f 14 CF R par t 21

, and any assoc i a t ed no i se cer tifi ca ti o n and t es ti ng requ i re m en t s o f par t 36

, i s no t necessary

.

### Notes Regarding: 14 C.F.R. § 45.23 (b). Marking of the Aircraft

Given the size of the sUAV, two

- inch lettering will be impossible. UA w ill be i de n t ifi ed by ser i a l nu m ber

, reg i s t ered i n accordance w it h 14 CF R par t 47

, and have i den tifi ca ti o n ( N

- - - N u m ber) m ark i ngs i n accor d ance w it h 14 C F R par t 45

, Subpar t C

. M ark i ngs w ill be as l ar ge as prac ti cab l e

.



### Notes Regarding: 14 CFR § 91.7(a) Civil Aircraft Airworthiness FBP ’s request is based on the fact that no airworthiness certificate will be issued for the UAS. FBP ’s UAS will not require an airworthiness certificate in accordance with 14 CFR part 21, Subpart H. Based on the fact that an ai rworthiness certificate will not be issued, exemption from § 91.7(a) is not necessary

. Notes Regarding: 14 CFR § 91.9(b)(2) Civil aircraft flight manual, marking & placard Certifications required, the original intent of these regulations was to display an aircraft’s airworthiness, certification, and registration documents so they would be easily

available to inspectors and passengers. Based on the FAA Memorandum subject “Interpretation regarding whether certain required documents may be kept at an unmanned aircraft’s control station,” dated August 8, 2014, the requested relief from 14 CFR §§ 91.9(b)(2) and 91.203(a) and (b) is not necessary

. Notes Regarding: §91.109 Flight instruction; Simulated instrument & certain flight tests Small UASs, 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. Aircraft being considered for use by FBP allow the UAS Instructor to place the aircr aft into ‘loiter’ mode (fixed altitude stationary hold). I n the event of the student losing control, the UAS Instructor can quickl y and via alternate equipment (equipment not in the hands of the student) place the aircraft into a mode that then allows the instructor to bring the aircraft back into control and back to the pre

determined and/or safe landing location. FBP does not describe training scenarios in which a dual set of controls would be utilized or required, i.e. dual flight instruction, provided by a flight instructor or other
compan y

- designated individual, that would require that individual to have fully functioning dual controls. Rather, FBP evaluates the qualification of its PICs based on their experience with the UAS to be operated and verifie s through testing, in lieu of formalized training. As such, FBP does not seek relief from 14 CFR § 91.109.

Notes Regarding § 14 CFR 91.119(b) Relief from § 14 CFR 91.119(b), operation over congested areas, is not applicable, because the FBP ’s operations will only be conducted within the secured area described herein.

### FB **P Safety Operations & Procedures Overview:** 

Techno l og

y C ons i dera ti ons : B es t

- i n

- c l ass , tri e d an d p r ove n t echno l og i e s t ha t a r e i n advance d it e r a ti ons

. S of t w a r e f r o m h i gh l y

- r epu t ab l e i ndus tr y pa rt ne r s w il l i nc l ud e fea t u r e s

- 1

. A u t o descen t ( l and i ng ) i f co mm un i ca ti o n s i gna l w er e t o b e severed

. I f t h e s UA S l ose s co mm

un i ca ti ons , t

h e s UA S w il l hav e capab ilit y t o r e t u r n t o a p r e

- de t er m i ne d l oca ti o n w it h i n t

h e S ecu rit

y P e ri m e t e r an d l and

. 2

. A u t o descen t ( l and i ng ) i f ba tt er y w er e t o dro p l o w e r t ha n no m i na l l eve l

. 3

. F li gh t s w il l b e t e r m i na t e d a t 25 % ba tt e r y p ow e r r ese r ve

. 4

. L i v e v i de o fo r opera t o r g i ve s rea l

- ti m e pos iti on i n g feedback

. I n o t he r w o r ds

, w e

ca n m on it o r t

h e scen e fr o m t h e veh i c l e ' s pe r spec ti v e f o r co lli s i o n avo i dance

, an d t o

m a i n t a i n spa ti a l o ri en t a ti on

. 5

. T h e s UA S w il l hav e t h e capab ilit y t o abor t a f li gh t i n cas e o f unp r ed i c t e d obs t ac l e s

o r e m ergenc i es

. 6

. O n

- Sc r ee n

- D i sp l a y ( O S D ) con t a i n s ope r a ti n g i nfo r m a ti o n t o asce rt a i n veh i c l e hea lt h a t a l l ti m es : speed

, a ltit ude

, nu m be r o f G P S sa t el lit e s ( w he n ava il ab l e )

, head i n g an d vo lt age. 7

. G P S l oc k supp li e s fo r re t urn

- t o

- ho m e ( RTH )

. Shou l d C o mm an d an d C on tr o l ( C 2 ) li n k fa il u r e s occu r ( h i gh l y i m p r obab l e )

, veh i c l e r e t u r n s au t o m a ti ca ll y t o t h e po i n t of l aunch

. 8

. A ltit ud e i nfor m a ti o n w il l b e prov i de d t o t h e s UA S p il o t v i a a d i g it a ll y encode d
t e l e m e tri c da t a f

eed

, w h i c h do w n li nk s fr o m t h e a ir c r a f t t o a g r oun d

- base d on

- scree n d i sp l ay

. T h i s a ltit

ud e i nfor m a ti o n w il l b e genera t e d b y equ i p m en t i ns t a ll e d o n boar d
t h e a ir c r af

t , us i n g GP S tri angu l a ti on , o r d i g it a ll y encode d ba r o m e tri c a lti m e t e r , o r

r ad i o a lti m e t e r , o r an y co m b i na ti o n t he r eof

. P ri o r t o eac h f

li gh t , a ze r o a ltit ud e i n iti a ti o n po i n t w il l b e es t ab li she d an d conf ir m e d fo r accu r ac y b y t h e p il o t.

M echan i ca l/

P hys i ca l : 1

. W e w il l f

l y li ne

- of

- s i gh t ( LO S ) on l y

. T h e veh i c l e w il l a l w ay s re m a i n i n d i rec t LO S
t o t h e p il o t , t hu s e li m i na ti n g t h e conce r n o f s i gna l seve r anc e ( f l y i n g beh i n d ob j ec t s / w a ll s )

. 2

. T h e s UA S w il l w e i g h l es s t ha n 5 5 l b s an d tr ave l a t l es s t ha n 5 0 kno t s

. 3

. B a tt e ri e s shou l d f

a r excee d t

h e capac it y r equ ir e d f

o r ac t ua l fli gh t ti m e. 4

. F li gh t s w il l b e ope r a t e d a t a n a ltit ud e o f n o m o r e t ha n 40 0 fe e t AGL

. 5

. F i reproo f bag s fo r s t orag e an d charg i n g o f h i g h capac it y L i p o ba tt er i e s o n

- s it e

. 6

. UA opera t ed under t h i s exe m p ti on w ill be m arked i n accordance w it h 14 C F R
par t 45 or as o t her w i se au t horized b y t he F AA

.

P ersonne l : 1

. Spo tt er s ensur e saf

e opera ti o n an d ac t a s a r edundan t se t o f eye s f o r ope r a t o r s ( p il o t , g i m ba l op , d ir ec t o r) 2

. R ad i o spec t

ru m ana l ys i s fo r i n t erferenc e o n t h e frequenc i e s u tili ze d fo r veh i c l e

con tr o l/ co mm un i ca ti on

. 3

. A br i ef i n g w il l b e conduc t e d i n regar d t o t h e p l anne d s UA S opera ti on s pr i o r t o

eac h day ’ s ac ti v iti es

. I t w il l b e m anda t o r y t ha t a l l pe r sonne l w h o w il l b e pe rf o r m i n g du ti e s w it h i n t h e boundar i e s o f t h e safe t y per i m e t e r b e presen t fo r t h i s br i ef i ng. 4

. T h e ope r a t o r w il l ob t a i n t h e consen t o f a l l pe r son s i nvo l ve d i n t h e s UA S ope r a ti on san d ensu r e t ha t on l y consen ti n g pe r son s w il l b e a ll o w e d w it h i n 10 0 f ee t o f t h e fli gh t
opera ti ons

. 5

. O bserve r an d p il o t w il l a t a l l ti m e s b e ab l e t o co mm un i ca t e b y vo i ce

. 6

. W ritt e n and / o r o r a l pe r m i ss i o n f r o m t h e r e l evan t p r ope rt y ho l de r s w il l b e ob t a i ned

. 7

. P il o t an d observe r w il l hav e bee n t ra i ne d i n opera ti o n o f UA S genera ll y an d

r ece i ve d up

- t o

- da t e i nfor m a ti o n o n t h e par ti cu l a r UA S t o b e opera t ed.

O pera ti ons : 1

. T h e 

### unmanned aircraft (UA) must weigh less than 55 pounds (25 Kg), including energy

source(s) and equipment. Operations authorized by this petition of exemption are limited to the following aircraft described in Appendix B. Proposed operations of any other aircraft will require a new petition or a petition amendment to this request

. 2. The UA may

not be flown at a ground speed exceeding 50 knots.

3. Flights must be operated at an altitude of no more than 400 feet above ground level (AGL), as indicated by the procedures specified in the operator’s manual. All altitudes reported to ATC must be in feet AGL.

4. The UA must be operated within visual line of sight (VLOS) of the PI C at all times. This requires the PIC to be able to use human vision unaided by an y device other than corrective lenses, as specified on the PIC’s FAA

- issued medical certificate.

5. All operations must utilize a visual observer (VO). The VO may be used to satisfy the VLOS requirement as long as the PI C alway s maintains VLOS capability . The VO and PIC must be able to communicate verbally at all times.

6. The o perator’s manual included as Appendix C and this petition of exemption must be maintained and made available to the A FBP nistrator upon request. If a discrepancy

exists between the conditions and limitations in this exemption and the procedures outlined in the operator’s manual, the conditions and limitations herein take precedence and must be followed. Otherwise, the operator must follow the procedures as outlined in its operator’s manual.

The operator may

update or revise its operator’s manual. I t is the operator’s responsibility

to track such revisions and present updated and revised documents to the A FBP nistrator upon request. The operator must also present updated and revised documents if it petitions for extension or amendment. If the operator determines that an y update or revision would affect the basis for which the FAA grants this petition for exemption, then the operator must petition for amendment to their exemption. The FAA’s UAS Integration Office (AFS

- 80) may be contacted if questions arise regarding updates or revisions to the operator’s manual.

7. Prior to each flight the PI C must inspect the UAS to ensure it is in a condition

### for safe flight. If the inspection reveals a condition that affects the safe operation of the UAS, the aircraft is prohibited from operating until the necessary maintenance has been performed and the UAS is found to be in a condition for safe flight. The Ground Control Station, if utilized, must be included in the preflight inspection. All maintenance and alterations must be properl y documented in the aircraft records.

8. Any UAS that has undergone maintenance or alterati ons that affect the UAS operation or flight characteristics, e.g. replacement of a flight critical component, must undergo a functional test flight in accordance with the operator’s manual. The PI C who conducts the functional test flight must make an entry in the UAS aircraft records of the flight. The requirements and procedures for a functional test flight and aircraft record entry must be added to the operator’s manual.

9. The operator must follow the manufacturer’s UAS aircraft/component, maintenance, overhaul, replacement, inspection, and life limit requirements. When unavailable, aircraft maintenance/component/overhaul, replacement, and inspection/maintenance requirements must be established and identified in the operator’s manual. At a minimum, requi rements for the following must be included in the operator’s manual: a. Actuators / Servos; b. Transmission (single rotor); c. Powerplant (motors); d. Propellers; e. Electronic speed controller; f. Batteries; g. Mechanical dy

namic components (single rotor) ; h. Remote command and control; i. Ground control station (if used); and j. Any other components as determined by the operator;

10. The Pilot I n Command (PI C) must possess at least a private pilot certificate and at least a current third

- class medical ce rtificate. The PIC must also meet the flight review requirements specified in 14 CFR § 61.56 in an aircraft in which the PI C is rated on his or her pilot certificate.

11. Prior to operations conducted for the purpose of infrastructure inspections, the PI C must have accumulated and logged, in a manner consistent with 14 CFR § 61.51(b), a minimum of 200 flight cy cles and 25 hours of total time as a UAS rotorcraft pilot and at least 10 hours logged as a UAS pilot with a similar UAS ty pe (single blade or multi rotor). Prior documented flight experience that was obtained in compliance with applicable regulations may satisfy this requirement. Training, proficiency , and experience

- building flights can also be conducted under this petition of exemption to accomplish the required flight cy cles and flight time. During training, proficiency , and experience

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

### operate the UA with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119.

12. Prior to operations conducted for the purpose of infrastructure inspection, the PI C must have accumulated and logged, in a manner consistent with 14 CFR § 61.51(b), a minimum of five hours as UA S pilot operating the make and model of UAS to be utilized for operations under the exemption and three take

- offs and three landings in the preceding 90 day s. Training, proficiency , experience

building, and take

- off and landing currency flights can be con ducted under this petition of exemption to accomplish the required flight time and 90 day currency

. During training, proficiency , experience

- building, and take

- off and landing
currency flights all persons not essential for flight operations are considered nonparticipants, and the PI C must operate the UA with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119.

13. Prior to any

flight operations authorized by this petition of exemption, the PI C and VO must have successfully complete d a qualification process, as outlined in the operator’s manual. As this is a requirement stipulated by the operator, the test must be developed and implemented by a qualified person designated at the sole discretion of the operator. A record of completion of this qualification process must be documented and made available to the A FBP nistrator upon request.

14

. Pr i o r t o opera ti on s conduc t e d f o r t h e pu r pos e o f i nf

r as tr uc t u r e i nspec ti o n , a f

li gh t de m ons t ra ti on , a FBP n i s t ere d b y a n opera t o r

- app r ove d an d

- qua li f i e d p il o t m

us t be

success f u ll y co m p l e t e d an d docu m en t ed

. T h i s docu m en t a ti o n m us t b e ava il ab l e f

o r

r ev i e w upo n r eques t b y t h e A FBP n i s tr a t o r

. B ecaus e t h e kno w l edg e an d a ir m ansh i p t es t qua li f

i ca ti on s hav e bee n deve l ope d b y t h e ope r a t o r , an d t he r e a r e n o es t ab li she d
prac ti ca l t es t s t andard s t

ha t suppor t a j ur i sd i c ti ona l F A A FS D O eva l ua ti o n an d
app r ova l o f co m pan y des i gna t e d exa m i ne r s , t h e pe titi one r w il l conduc t t hes e t es t s i n

acco r danc e w it h t h e ope r a t o r’ s m anua l

.

15

. T h e U A m a y no t b e opera t e d d i rec tl y ove r an y person , excep t au t h ori ze d an d

consen ti n g personne l

, be l o w a n a ltit ud e t ha t i s hazardou s t o person s o r proper t y on t h e su r fac e i n t h e even t o f a UA S fa il u r e o r e m e r gency

.

16

. R egard i n g t h e d i s t anc e fro m par ti c i pa ti n g persons , t h e opera t or’ s m anua l ha s safe t y m iti ga ti on s fo r au t h or i ze d an d consen ti n g personne l

. A t a l l ti m es , t hos e person s m

us t b e essen ti a l t o t h e opera ti ons

.

17

. R egard i n g d i s t anc e fro m nonpar ti c i pa ti n g persons , t h e opera t o r m us t ensur e t ha t

n o person s ar e a ll o w e d w it h i n 50 0 fee t o f t

h e are a excep t t hos e consen ti n g t o be i nvo l ve d an d necessar y fo r t h e i nfras t ruc t ur e i nspec ti o n opera ti on s

. T h i s prov i s i o n

m a y b e r educe d t o n o l es s t ha n 20 0 fee t i f i t w ou l d no t adve r se l y affec t safe t y an d t h e A FBP n i s tr a t o r ha s app r ove d it

. F o r exa m p l e , a n equ i va l en t l eve l o f safe t y m a y b e de t er m i ne d b y a n av i a ti o n safe t y i nspec t or’ s eva l ua ti o n o f t h e i nf r as tr uc t u r e i nspec ti o n a r e a t o no t e t e rr a i n f ea t u r es , obs tr

uc ti ons , bu il d i ngs , sa f

e t y ba rri e r s , e t c. Suc h ba rri e r s m a y p r o t ec t nonpa rti c i pa ti n g pe r son s ( obse r ve r s , t h e pub li c , ne w s

m ed i a , e t c

. ) f

r o m deb ri s i n t h e even t o f a n acc i den t.18

. I f t h e UA S l ose s co mm un i ca ti on s o r l ose s it s G P S s i gna l

, t h e U A m us t re t ur n t o a pre

- de t er m i ne d l oca ti o n w it h i n t h e secur it y per i m e t e r an d l an d o r b e recovere d i n

acco r danc e w it h t h e ope r a t o r’ s m anua l

.

19

. T h e UA S m

us t abo r t t

h e fli gh t i n t

h e even t o f unp r ed i c t e d obs t ac l e s o r

e m e r genc i e s i n acco r danc e w it h t h e ope r a t o r’ s m anua l

.

20

. E ac h UA S opera ti o n m us t b e co m

p l e t e d w it h 25 % ba tt er y po w e r r e m a i n i ng

.

21

. T h e opera t o r m

us t ob t a i n a n A i r T raff

i c O rgan i za ti o n ( AT O ) i ssue d C er ti f i ca t e o f W a i ve r o r A u t

ho ri za ti o n ( COA ) p ri o r t o conduc ti n g an y ope r a ti on s unde r t h i s pe titi o n

o f exe m p ti on

. T h i s CO A w il l a l s o requ i r e t h e opera t o r t o reques t a N o ti c e t o A i r m a n ( NOTA M ) no t m o r e t ha n 7 2 hou r s i n advance

, bu t no t l es s t ha n 4 8 h o ur s pr i o r t o t he
opera ti on.

22

. A l l a i rcraf

t opera t e d i n accordanc e w it h t h i s exe m p ti o n m us t b e i den ti f

i e d by

ser i a l nu m

ber

, reg i s t ere d i n accordanc e w it h 1 4 C F R par t 47

, an d hav e i den ti f i ca ti o n ( N

- N u m be r ) m a r k i ng s i n acco r danc e w it h 1 4 CF R pa r t 45

, S ub p a r t C

. M a r k i ng s m us t b e a s l arg e a s prac ti cab l e

.

23

. T h e opera t o r m

us t deve l o p procedure s t o docu m en t an d m a i n t a i n a recor d o f t he UA S m a i n t enance , p r even t a ti v e m a i n t enance , a lt e r a ti ons , s t a t u s o f

r ep l ace m en t/ ove r hau l co m ponen t pa rt s , an d t h e t o t a l ti m e i n se r v i c e o f t h e UAS

. T hes e procedure s m

us t b e adde d t o t h e opera t or’ s m anua l

.

24

. E ac h UA S opera t e d unde r t h i s exe m p ti o n m us t co m p l y w it h a l l m anufac t ure r Safe t y B u ll e ti ns

.

25

. T h e opera t o r m

us t deve l o p UA S t echn i c i a n qua li f i ca ti o n cr it er i a

. T hes e c rit e ria

m us t b e adde d t o t h e ope r a t o r’ s m anua l

.

26

. T h e pref

li gh t i nspec ti o n sec ti o n i n t h e opera t or’ s m anua l m us t b e a m ende d t o i nc l ud e t h e fo ll o w i n g r equ ir e m en t : T h e p r ef li gh t i nspec ti o n m

us t accoun t fo r a ll d i screpanc i es , i. e

. i noperab l e co m ponen t s , it e m s , o r equ i p m en t , no t cove r e d i n t h e

r e l evan t p r ef

li gh t i nspec ti o n sec ti on s o f t h e ope r a t o r’ s m anua l

.

27

. B efor e conduc ti n g opera ti ons , t h e rad i o frequenc y spec t ru m use d fo r opera ti on

an d con tr o l o f t h e U A m us t co m p l y w it h t h e F ede r a l C o mm un i ca ti on s C o m m i ss i o n ( FCC ) o r o t he r app r op ri a t e gove r n m en t ove r s i gh t agenc y r equ ir e m en t s

.

28

. A t l eas t t

hre e day s be f

o r e schedu l e d i n fr as tr

uc t u r e i nspec ti o n , t h e opera t o r o f t h e UA S affec t e d b y t h i s exe m p ti o n m us t sub m i t a w ritt e n P l a n o f A c ti v iti e s t o t h e l oca l FS D O w it h j u ri sd i c ti o n o ve r t h e are a o f propose d i nfras t ruc t ur e i nspec ti on

. T h e 3

- da y

no ti f i ca ti o n m a y b e w a i ve d w it h t h e concurrenc e o f t h e FS DO

. T h e p l a n o f ac ti v iti e s

m us t i nc l ud e a t l eas t t h e fo ll o w i ng :

a

. D a t e s an d ti m e s f

o r a l l fli gh t s ; b

. N a m e an d phon e nu m be r o f t h e opera t o r fo r t h e UA S i nf r as tr uc t u r ei nspec ti o n ope r a ti on s conduc t e d unde r t h i s pe titi o n o f exe m p ti on;

c

. N a m e an d phon e nu m be r o f t h e pe r so n r espons i b l e f o r t h e o n

- scen e opera ti o n o f t h e UA S ; d

. M ake

, m ode l

, an d ser i a l o r N

- nu m be r o f UA S t o b e used;

e

. N a m e an d cer tifi ca t e nu m be r o f UA S P I C s i nvo l ve d i n t h e i nf r as tr uc t u r e i nspec ti o n even t ; f

. A s t a t e m en t t ha t t h e ope r a t o r ha s ob t a i ne d pe r m i ss i o n f r o m p r ope rt y o w ner s and / o r l oca l off

i c i a l s t o conduc t t h e i nfras t ruc t ur e i nspec ti o n even t ; t h e li s t o f
t hos e w h o gav e pe r m i ss i o n m us t b e m ad e ava il ab l e t o t h e i nspec t o r upo n reques t ; g

. S i gna t ur e o f exe m

p ti on

- ho l de r o r represen t a ti ve ; and h

. A descr i p ti o n o f t h e f

li gh t ac ti v it y , i nc l ud i n g m ap s o r d i agra m s o f an y area , c it y , t o w n , coun t y , and / o r s t a t e ove r w h i c h i nf r as tr uc t u r e i nspec ti o n w il l b e conduc t e d an d t h e a ltit ude s essen ti a l t o acco m p li s h t h e ope r a ti on

.

29

. T h e docu m en t s requ i re d unde r 1 4 C F R § § 91

. 9 an d 91

. 20 3 m us t b e ava il ab l e t o t h e P I C a t t h e G r oun d C on tr o l S t a ti o n of t h e UA S an y ti m e t h e a ir c r af t i s ope r a ti ng

. T hes e docu m en t s m

us t b e m ad e ava il ab l e t o t h e A FBP n i s t ra t o r o r an y l a w

en f o r ce m en t o ffi c i a l upo n r eques t

.

30

. T h e U A m

us t re m a i n c l ea r an d y i e l d t h e r i gh t o f w a y t o a l l o t he r m anne d
opera ti on s an d ac ti v iti e s a t a l l ti m e s (i nc l ud i ng , bu t no t li m it e d t o , u ltr a li gh t ve h i c l es , parachu t e ac ti v iti es , parasa ili n g ac ti v iti es , han g g li ders

, e t c

. )

.

31

. UA S opera ti on s m a y no t b e conduc t e d dur i n g n i gh t , a s def i ne d i n 1 4 C F R § 1

. 1. A l l ope r a ti on s m

us t b e conduc t e d unde r v i sua l m e t eoro l og i ca l cond iti on s ( V M C )

. F li gh t s unde r spec i a l v i sua l f li gh t r u l e s ( S V F R ) a r e no t au t ho ri zed

.

32

. T h e UA S m a y no t b e opera t e d b y t h e PI C fro m an y m ov i n g dev i c e o r ve h i c l e

.

33

. T h e U A m a y no t b e opera t e d l es s t ha n 50 0 fee t be l o w o r l es s t ha n 2

, 00 0 fee t hor i zon t a ll y fro m a c l ou d o r w he n v i s i b ilit y i s l es s t ha n 3 s t a t u t e m il e s fro m t h e PI C

.

34

. T h e U A m a y no t opera t e i n C l as s B
, C

, o r D a i rspac e w it hou t w r itt e n approva l f r o m t h e F AA

. T h e U A m a y no t ope r a t e w it h i n 5 nau ti ca l m il e s o f t h e g e ograph i c

cen t e r o f a no n

- t o w e r e d a ir po r t a s deno t e d o n a cu rr en t FA A

- pub li she d aeronau ti ca l cha r t un l es s a l e tt e r o f ag r ee m en t w it h t ha t a ir po rt’ s m anage m en t i s ob t a i ned

, an d t h e opera ti o n i s conduc t e d i n accordanc e w it h a NOTA M a s requ i re d b y t h e opera t o r ’s COA

. T h e l e tt e r o f ag r ee m en t w it h t h e a ir po r t m anage m en t m

us t b e m ad e ava il ab l e t o t h e A FBP n i s tr a t o r upo n r eques t.

35

. A n y i nc i den t , acc i den t , o r f li gh t opera ti o n t ha t t

ransgresse s t h e l a t era l o r ver ti ca l boundar i e s o f t h e opera ti ona l are a a s def i ne d b y t h e app li cab l e CO A m us t b e repor t e d
t o t h e FAA ’ s UA S I n t eg r a ti o n O ff i c e ( AF S

- 80 ) w it h i n 2 4 hours

. A cc i den t s m us t be

r epo rt e d t o t h e N a ti ona l T r anspo rt a ti o n S afe t y B oa r d ( NTSB ) pe r i ns tr uc ti on s

con t a i ne d o n t h e NTS B W e b s it e : www

. n t sb

. gov

. F u rt he r fli gh t opera ti on s m a y not b e conduc t e d un ti l t h e i nc i den t , acc i den t , o r t ransgress i o n i s rev i e w e d b y A FS

- 8 0 and

au t ho ri za ti o n t o r esu m e ope r a ti on s i s p r ov i ded

.

### Support for **Petition for Exemption**

In accordance with the procedural requirements of 14 C.F.R. §11.81, FBP provides the following information:

**Contact Information:** Marco Zucchi, C E O Fly By Properties LLC

. 777 Charles Allen Drive NE Atlanta GA 30308 (404) 429

- 7400 

### mzucchi@itknowledge.biz

**Regulatory Provisions from which FBP**  **seeks an Exemption** FBP believes it may

need an exemption from the following provisions to conduct the contemplated operations. In some instances, relief is needed because relief from another pro vision renders compliance with the regulation at hand infeasible. 333 Aircraft Exemption Status 14 C.F.R. §61.113(a) and (b) 14 C.F.R. §91.119(c) 14 C.F.R. §91.121 14 C.F.R. §91.151 14 C.F.R. §91.405(a) 14 C.F.R. §91.407(a) 14 C.F.R. §91.409(a)(1)&(2) 14 C.F.R. §91.417(a)&(b) FBP believes an exemption is only needed from the above

- listed regulatory provisions. To the extent that the FAA believes that additional relief is required for FBP to conduct the operations described here, we request an exemption from any such regulatory

provisions as well. 3

3 Fo r e x a mp le

, 1 4 C

. F

. R

. §91

. 417 (a ) i mpo se s certai n m ai n te n a n c e rec o r d k ee p i n g re qu ire m e n t s “a s

a pp lica b le”

. S i n c e non e o f t h e und erl y i n g re qu ire m e n t s (e. g

. , i n s p ecti o n i n ter v als ) ca n b e m e t a n d w il l

re qu ir e a n e x e mp ti on , FB P b elie v e s a se p arat e e x e mp ti o n s hou l d no t b e re qu ire d f o r §91

. 417 (a)

.

### The Extent of Requested Relief and the Reasons Relief is Needed

**Section 333 Aircraft Exemption Status:**  Sec ti o n 33 3 o f t h e M ode r n i za ti o n A c t au t ho ri ze s t h e F A A t o exe m

p t a ir c r af t f r o m t h e

r equ ir e m en t fo r a n a ir w o rt h i nes s ce rti f

i ca t e base d o n a cons i de r a ti o n o f t h e s i ze , w e i gh t , speed

, opera ti ona l capab ilit y o f t h e par ti cu l a r UA S

, a s w e l l a s it s p r ox i m it y t o a ir po rt s an d
popu l a t e d areas

. A n ana l ys i s o f t hes e cr it er i a de m ons t ra t e s t ha t t h e s UA S opera t e d w it hou t a n

a ir w o rt h i nes s cer tifi ca t e i n t h e a r ea s an d unde r t h e cond iti on s con t e m p l a t e d b y FBP w il l b e a t l eas t a s safe

, o r safer

, t ha n a conven ti ona l a ir c r af t ( f i xe d w i n g o r r o t o r c r af

t ) ope r a ti n g

w it h a n a ir w o rt

h i nes s ce rti f

i ca t e w it hou t t h e cond iti on s p r opose d i n t h i s r eques t

.

T h e s UA S i s l es s t ha n 5 5 l bs

. fu ll y l oaded

, carr i e s ne it he r a p il o t no r passenger , an d opera t e s

exc l us i ve l y w it h i n a secu r e d a r ea

. U n li k e o t he r c i v i l a ir c r af t , ope r a ti on s unde r t

h i s exe m p ti o n

w il l b e ti gh tl y con tr o ll e d an d m on it o r e d b y t h e ope r a t o r an d obse r ve r

. O pe r a ti on s w il l b e conduc t e d i n co m p li anc e w it h t h e FA A an d w it h l oca l pub li c sa f e t y r equ ir e m en t s t o p r ov i d e

secur it y fo r t h e are a o f opera ti o n a s i s no w don e w it h conven ti ona l equ i p m en t , i nfras t ruc t ure , br i dg e an d ou t bu il d i n g eva l ua ti on

. T hes e safe t y enhance m en t s prov i d e a n expande d degre e

o f safe t y t o t h e i nspec t or s ove r conven ti ona l opera ti ons

. L as tl y , app li ca ti o n o f t hes e sa m e

c rit e ri a de m ons tr a t e s t ha t t he r e i s n o c r ed i b l e t h r ea t t o na ti ona l secu rit y pose d b y t h e s UAS

, du e t o it s s i ze , spee d o f opera ti on , l oca ti o n o f opera ti on , l ac k o f exp l os i v e m a t er i a l s and i nab ilit y t o ca rr y a subs t an ti a l ex t e r na l l oad.



### Given the size and limited operating area associated with the aircraft to be utilized by the Applicant, this meets the requirements of an equivalent level of safet y 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 are as of the particular sUAS. I n all cases, an anal ys is of these criteria demonstrates that the 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 conve ntional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate without the restrictions and conditions proposed.

### 14 C.F.R. §61.113(a) and (b) **§61.113 Private pilot privileges and limitations: Pilot in command.** (a) Except as provided in paragraphs (b) through (h) of this section, no person who holds a private pilot certificate may act as pilot in command of an aircraft that is carry ing passengers or propert y for compensation or hire; nor may that person, for compensation or hire, act as pilot in command of an aircraft. (b) A private pilot may , for compensation or hire, act as pilot in command of an aircraft in connection with any business or employ

ment if: (1) The flight is only

incidental to that business or employ ment; and (2) The aircraft does not carry passengers or property

for compensation or hire.

***** FBP anticipates initially

using a cadre of specially trained staff to conduct the sUAS operations. While these individuals will not hold commercial pilot licenses. The sUAS will not carry

property for compensation or hire since they will be used solely

to assist in evaluation of the infrastructure, equipment, right

- of

- way , assets, bridges, tunnels and out

- buildings in furtherance of FBP ’s client’s primary business, the s uccessful operation of a infrastructure; however, the emplo yees’ operation of the sUAS will not be incidental to their employment with FBP , and they will be compensated for such work. Without an exemption, the pilot would be required to hold a commercial p ilot certificate under §61.133. However, the risk associated with the contemplated operations is less than the risk posed b y a traditional aircraft. The sUAS will fly at altitudes well below the permissible limits for other civil aircraft, eliminating the risk to other aircraft, and within a geographical envelope under the sole control of FBP clients. Accordingl y, the risk would be limited to FBP personnel, who will be appropriatel y outfitted in safet y gear, and FBP client’s property on the ground. Requiring a commercial pilot certificate would provide no appreciable safet y benefit and would needlessl y impose additional cost on FBP . Because the contemplated operations would not comply with §61.113(b)(1) and none of the other exceptions to paragraph (a) apply , relief is needed from both paragraphs (a) and (b).

### 14 C.F.R. 91.119(c) **§91.119 Minimum safe altitudes: General.** Except when necessary

for takeoff or landing, no person may operate an aircraft below the following altitudes:

*** (c) Over other than congested areas. An altitude of 500 feet above the surface, except over open water or sparsel y populated areas. I n those cases, the aircraft
may not be operated closer than 500 feet to any person, vessel, vehicle, or
structure.

***** FBP submits that the only relief it requires from §91.119 is from the minimum altitudes listed in paragraph (c). Relief is required from paragraph (c) for fixed wing operations because asset evaluation conducted at 500 feet or higher is insufficientl y distinct to be meanin gful. Since operations at this altitude also pose a heightened risk of collision with another aircraft, safet y can onl y be assured through the grant of an exemption. The anticipated rotorcraft operations should be adequately addressed by paragraph (d) (1). Additionally , relief should not be needed from paragraph (a) because
an emergency

landing of the aircraft due to a power failure will not create an undue hazard to persons or property on the surface. As noted in the explanation of why an exemption will no t adversely affect safety

, FBP clients has exclusive use of the land over which the sUAS will be operated, and public access is restricted. It also has exclusive use of significant portions of land adjacent to the infrastructure and structures that will be the objects of evaluation and anal ys is. FBP ’s Clients tightly control access to land and have the ability

to assure that no individuals unassociated with the planned operations are on the affected land. As such, the risk of injury is minimal. FBP does not contemplate conducting operations over congested areas, so relief is not requested from paragraph (b).

14 C.F.R. 91.121 **14 C.F.R. §91.121 Altimeter Settings** This regulation requires each person operating an aircraft to maintain cruising altitude by

refer ence to an altimeter that is set “...to the elevation of the departure airport or an appropriate altimeter setting available before departure.”

***** As the sUAS may

not have a barometric altimeter, but instead a GPS altitude read out, an exemption may

be ne eded. An equivalent level of safet y will be achieved b y the operator, pursuant to the Manual and Safety Check list, confirming the altitude of the launch site shown on the GPS altitude indicator before flight. A ltit ud e i nfo r m a ti o n w il l b e p r ov i de d t o t h e s UA S p il o t v i a a d i g it a ll y encode d t e l e m e tri c da t a feed

, w h i c h do w n li nk s fro m t h e a i rcraf t t o a ground

- base d on

- scree n d i sp l ay

. T h i s

a ltit ud e i n f

o r m a ti o n w il l b e genera t e d b y equ i p m en t i ns t a ll e d o n boar d t h e a i rcraf t , us i ng G P S tri angu l a ti on , o r d i g it a ll y encode d ba r o m e tri c a lti m e t e r , o r r ad i o a lti m e t e r , o r an y

co m b i na ti o n t he r eo f

. P ri o r t o eac h fli gh t , a zer o a ltit ud e i n iti a ti o n po i n t w il l b e es t ab li shed

an d conf i r m e d fo r accurac y b y t h e p il o t

.

### 14 C.F.R. 91.151 **§91.151 Fuel requirements for flight in VFR conditions.**  (a) No person may

begin 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) D uring the day , to fly after that for at least 30 minutes. (b) No person may

begin a flight in a rotorcraft 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, to fly after that for at least 20 minutes.

***** Operating the sUAS in a pre

- defined area with less than 30 minutes of reserve fuel does not raise the type of risk contemplated by §91.151, i.e., that an aircraft could

run out of fuel in the event it has to be flown to an alternate airport or circle the planned airport in the event of unanticipated conditions. FBP does not intend to use the sUAS for point

- to

- point flights and will not operate the sUAS bey ond visual line of sight. Nor will the sUAS require an airport in order to land. Rather, FBP will operate the sUAS using
pre

- planned flight paths (taking into account weather conditions) designed to allow the sUAS to fly

to the point of intended landin g. As such, there is no need for a time

- based excess fuel requirement. Rather it should be sufficient to require onl y as much additional excess flight capacit y as necessary to safel y land the sUAS. We believe that a 25% battery

reserve is more th an sufficient to meet this objective.1 4 C

. F

. R

. 91

. 405 ( a )

, 91

. 407 ( a ) ( 1)

, 1 4 C

. F

. R

. 91

. 409 ( a ) ( 1 ) & ( 2 ) an d 1 4 C

. F

. R

. 91

. 417 ( a ) & ( b ) 

### §91.405 Maintenance required. Each owner or operator of an aircraft

– (a) 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 discrepancies repaired as prescribed in part 43 of this chapter;

***** **§91.407 Operation after maintenance, preventive maintenance, rebuilding, or alteration.**  (a) No person may

operate any

aircraft that has undergone maintenance, rebuilding, or alteration unless

– (1) It has been approved for return to service b y a person authorized under §43.7 of this chapter;

***** **§91.409 Inspectio ns.**  (a) Except as provided in paragraph (c) of this section, no person may operate an aircraft unless, within the preceding 12 calendar months, it has had (1) An annual inspection in accordance with part 43 of this chapter and has been approved for retu rn to service b y a person authorized by §43.7 of this chapter; or (2) An inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter.

***** **§91.417 (a) & (b)**

***** FBP believes that an exemption from these three m aintenance requirements is appropriate because the FAA has not developed maintenance standards that would allow an operator to meet the part 91 maintenance requirements. In particular, there are no individuals authorized by the FAA to approve a sUAS for re turn to service under §91.407(a) or to conduct the initial airworthiness and annual return to service inspections required b y §91.409(a). FBP will maintain the aircraft as instructed in the owner’s manual and ASTM F2909, where applicable, and will not operate the aircraft until it has reasonabl y determined that an y needed repairs have been made. However, because of the technical impossibility

o f meeting the requirements of §§91.405(a), 407(a), 409(a) and 417(a)&(b), we believe an exemption from these provisions is appropriate.

Please do not hesitate to contact me at the phone number or via the e

- mail address provided above should you have an y q uestions or concerns.

**Appendix A** Summary for Federal Register Publication

Pursuant to 14 C.F.R. Part 11, the following summary is provided for publication in the Federal Register should the FAA determine that publication is needed.

Petitioner: Fly

By Pr operties , I nc. ( FBP ) Sections of 14 C.F.R.

Affected: 333 Aircraft Exemption Status

### 14 C.F.R. §61.113(a) and (b)

14 C.F.R. §91.119(c) 14 C.F.R. §91.121 14 C.F.R. §91.151 14 C.F.R. §91.405(a) 14 C.F.R. §91.407(a) 14 C.F.R. §91.409(a) 14 C.F.R. §91.417(a)& (b)

Description of Relief Sought:

Petitioner seeks relief from the requirements of 333 Aircraft Exemption Status, 14 C.F.R., 61.113(a)&(b)), 91.119(c), 91.121, 91.151, 91.405(a), 91.407(a), 91.409(a), and 91.417(a)&(b) to conduct sUAS operations over FBP C lient’s owned or controlled land, solely during day light hours, to assist in the safe evaluation and anal ys is of infrastructure and operations. In general, sUAS operations are intended to be conducted in areas remote from both congested areas and airports. The nature of operations anticipated by FBP requires that the sUAS be flown at relativel y low altitudes. FBP expects that in most instances, the sUAS will be flown less than 75 feet from the highest structure along the path of the sUAS and in no instances will be flown higher than 400 feet above the ground. Accordingl y, the risk of interference with other aircraft is minimal.

### Appendix B

**Spec ifi**  **c t** 

**ype (**  **s ),**  **m a**  **ke**
**, a**  **n d**  **m o**  **d e**  **l**


# #1

**- -**  **- DJI**  **S1000**

**See A**  **tt a**  **che d**  **F**

**l i**  **g h**  **t M**  **a nu**  **a l** 

**s :**  **D JI**  **S1 000**  **U**

**ser M**  **a nu**  **a l**  **V1**

**. 0**  **8 D**  **JI A**  **2**

**_ F**  **l i**  **g h**  **t Co**  **n t**  **ro l**  **S ys**  **t e**  **m M**  **a nu**  **a l** 

**_ v1** 

**. 1**  **8 3**  **D Robo**  **ti cs**  **P i** 

**x H**  **a w**  **k F**  **li ght**  **M anu**  **a l**  **Rev6 (A**  **l t**  **ern at**  **i ve**  **Con t**  **ro ll**  **er )** 

# #2

**- -**  **- DJI**  **Phantom 2** 

**See A**  **tt a**  **che d**  **F**

**l i**  **g h**  **t M**  **a nu**  **a l** 

**s :**  **D JI**  **Ph a**  **n t**  **o m**  **2 U** 

**ser M**  **a nu**  **a l**  **NA ZA** 

**- -**  **- M** 

**_ F**  **l i**  **g h**  **t Con**  **t ro**  **l S**  **ys t**  **e m** 

**_ v1** 

**. 26** 



# #3

**- -**  **- DJI**  **Phantom 3** 

**See A**  **tt a**  **che d**  **F**

**l i**  **g h**  **t M**  **a nu**  **a l** 

**s :**  **D JI**  **Ph a**  **n t**  **o m	3**  **U**

**ser M**  **a nu**  **a l**  **NA ZA** 

**- -**  **- M** 

**_ F**  **l i**  **g h**  **t Con**  **t ro**  **l S**  **ys t**  **e m** 

**_ v1** 

**. 26**