U.S. Department of Transportation

Docket Management System 1200 New Jersey Ave ., SE Washington DC 20590

Dear Sir or Madam:

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the “Reform Act”)
and 14 CFR Part 11, Nathan Weber , operator of an Unmanned Aircraft System (UAS), hereby applies for an exemption from the listed Federal Aviation Regulations (“FARs”) to allow commercial operation of its UAS, so long as such operations are conducted within and under
the conditions outlined herein or as may be established by the FAA as required by Section 333.

Commercial opera tion of an UAS, as described herein, which are equipped with camera(s) and sensors, would operate in the following manner:

Aerial photography and/or video for public and/or private use including real estate, architecture, land surveying, engineering and ot her related professional activities.

Aerial inspection/photography of residential/commercial structures under contract with
the owners or local government authority.

Aerial inspection/photography of residential/commercial utility infrastructure including
b ut not limited to electrical power lines, wind turbines and cell towers.

Aerial video/photography or providing live video feed to assist with search and rescue operations in cases of an emergency or natural disaster only when the local authorities or

gover nment has requested it by contract or donation.

The ability to offer training to persons individually or belonging to both private and/or public organizations that have interests in the use and application of a UAS for the purpose of
the safe operation of a UAS to enhance the safety of the National Airspace System (NAS) as well as for the protection of the persons and property.

As described fully below, the requested exemption would permit the operation of a UAS under
controlled conditions in the NAS that w ould be a) limited b) controlled c) predetermined and d)
will provide safety enhancements to the already safe operations in the industry presently using conventional aircraft. Approval of this exemption would thereby enhance safety and fulfill the

Secretar y of Transportation’s (the FAA Administrator’s) responsibilities to “....establish requirements for the safe operation of such aircraft systems in the national airspace system.”The name and address of the applicant is:

Nathan Weber

5243 Green Pine Dr Murray, UT 84123

Nathan Weber will operate the Yuneek Q

- 500,

We are petitioning for exemption to enable Nathan Weber to operate a DJI Phantom 3
Advanced multi

- rotor equipped with a three

- axis gimbaled camera. This sUAS weighs less than 25 lbs, has a built

- in capability to limit the height it flie s 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 system has a failsafe return function. When communication between
the Main Controller a nd the transmitter is lost, the sUAS will automatically return to the starting location and land safely. The DJI Phantom 3 Advanced consists of a battery

- powered unmanned aircraft unit with camera, and a ground

- based controller with communications
devic e operated by the Pilot in Command (operator). Radio communications are compliant with Federal Communications Commission requirements.

Given the small size of the UAS and the controlled environment provided the proposed operations will ad here to the Reform Act’s safety requirements. The approval of this application
presents no national security issues. Regarding the level of safety surrounding the proposed operations and the public benefit, reduction in environmental impacts, including but not limited to reduced emissions and noise, the grant of the requested exemption is in the public interest. Accordingly the applicant requests that the FAA grant the requested exemption with minimum delay.

AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY The opera tion limitations proposed for an equivalent or higher level of safety because operations will further enhance the safety of the persons and/or property using conventional
aircraft. These limitations and conditions to which the applicant agrees to adhere to when conducting commercial operations under the FAA issued exemption as set forth in the Flight Operations Manual

(FOM) include: The UAS will weigh less than 55 lbs. The UAS will have a maximum operating speed of no more than 50mph. Flights will be operat ed within line of sight of the Pilot in Command (PIC) and/or Visual
Observer (VO). Maximum flight time for each operational flight will be 30 minutes. Flights will be terminated at 25% battery power reserve or 30 minutes of flight time whichever occurs fir st.Flights will be operated at an altitude of no more than 400 feet Above Ground Level (AGL) and

not more than 200 feet above an elevated platform from which filming is planned. Minimum crew for each operation will consist of the UAS Pilot, the Visual Obs erver (VO) and

m ay include but not limited to a Camera Operator. A briefing will be performed regarding the planned UAS operations prior to each day’s flight consisting of all the days’ production

activities.

All flights will occur under Visual Flight Rule s Meteorological Conditions (VMC) only. The flights will occur no closer than a 5 mile radius of the geographic center/Airport Reference Point (ARP) of a tower controlled or uncontrolled airport. The operator will obtain verbal/written consent of all perso ns involved with the planned operation and ensure that only consenting persons will
be allowed within 100 feet of the flight operation, and the radius may be reduced to 30 feet based upon an equivalent level of safety determination, as required under the F OM. With the advanced permission of the FSDO, operations at closer range may be approved.

The PIC and VO will have been trained in operation of UAS and receive up

- to

- date information
for the particular UAS to be operated. The PIC and VO will be able to com municate by voice, radio, and/or text at all times. Written and/or verbal permission and permits will be obtained from territorial, state, county o r city jurisdictions, including law enforcement, fire or other appropriate governmental agencies.

If the UAS loses communications with the remote controller or loses GPS signal, the UAS will have the capability to return to a pre

- determined location within a designated location and land autonomously. The UAS will have the capability to abort a flight in case of u npredicted obstacles, weather, or emergencies.

14 C.F.R. Part 21, Subpart H: Airworthiness Certificates 14 C.F.R. §91.203 (a) (1) Subpart H, entitled Airworthiness Certificates, establishes the procedural requirements for the
issuance of airworthiness cert ificates as required by FAR §91.203 (a) (1). Given the size and
limited operating area associated with the aircraft to be utilized by the Applicant, an exemption
from Part 21 Subpart H meets the requirements of an equivalent level of safety under Part 11

a nd 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, spee d, operational capability, and proximity to airports and populated areas of the particular UAS. In all cases, an analysis 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 conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate
without the restrictions and conditions proposed. The UAS to be operated hereunder is less
than 55 lbs. fully loaded, carries neither a pilot nor passenger, carries no explosive materials or flammable liquid fuels, and operates exclusively within a secured and designated area. Unlike other civil aircraft, operations under this exemption will be tightly controlled and monitored by both the operator and under the requirements and in compliance with local public safety requirements. The FAA will have advance notice of all operations. These safety enhancementsprovide a greater degree of safety to the public and property owners tha n conventional

operations conducted with airworthiness certificates issued under 14 C.F.R. Part 21, Subpart H. Lastly, application of these same criteria demonstrates that there is no credible
threat to national security posed by th e UAS, due to its size, speed of operation, location of operation, lack of explosive materials or flammable liquid fuels, and inability to carry a
substantial external load.

14 C.F.R. § 45.23 (b). Marking of the Aircraft The regulation requires:
When marks include only the Roman capital letter "N" and the registration number is displayed

on limited, restricted or light

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

- sport," "experimental," or "provisional," as applicable. Even though the UAS will have no airworthiness certificate, an exemption may be needed as
the UAS will have no entrance to the cabin, cockpit or pilot station on which the word “Experimental” can be placed. Because of the small size of the aircraft, markings will be made in the largest practicable manner.

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

14 C. F.R. § 91.9 (b) (2): Civil Aircraft Flight Manual in the Aircraft. Section 91.9 (b) (2) provides: No person may operate a U.S.

- registered civil aircraft ... (2) For
which an Airplane or Rotorcraft Flight Manual is not required by §21.5 of this chapter, unl ess there is available in the aircraft a current approved airplane or Rotorcraft Flight Manual, approved manual material, markings, and placards, or any combination thereof. The UAS, given its size and configuration has no ability or place to carry such a flight manual on the aircraft, not only because there is no pilot on board, but because there is no room or capacity to carry such an item on the aircraft. The equivalent level of safety will be maintained by keeping the flight manual at the ground control point where the pilot flying the UAS will have immediate access

to it.

14 C.F.R. § 91.103: Preflight Action. This regulation requires each pilot in command to take certain actions before flight to insure
the safety of flight. As FAA approved rotorcraft fl ight manuals will not be provided for the
aircraft an exemption will be needed. The PIC will take all actions as stated in the FOM in
Section 4 under Normal Procedures including but not limited to reviewing weather, flight battery requirements, landing and takeoff distances and aircraft performance data before initiation of flight.14 C.F.R. §91.109: Flight Instruction.

Section 91.103 provides that no person may operate a civil aircraft (except a manned free balloon) that is being used for flight instructio n unless that aircraft has fully functioning dual
controls. UAS and remotely piloted aircraft, by their design do not have fully functional dual controls. Flight control is accomplished through the use of a control box that communicates
with the aircraft v ia radio communications. The FAA has approved exemptions for flight training without fully functional dual controls for a number of aircraft and for flight instruction in experimental aircraft. The equivalent level of safety provided by the fact that neith er a pilot nor passengers will be carried in the aircraft and by the size and speed of the aircraft.

14 C.F.R. §91.119: Minimum Safe Altitudes. Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 91.119 (d) allows helicopters to be operated at less than the minimums prescribed, provided the person perating
the helicopter complies with any route or altitudes prescribed for helicopters by the FAA. As
this exemption is for a UAS that is a helicopter and the exemption requests au thority to operate

at altitudes up to 400 AGL, or not more than 200 above an elevated platform from which filming is planned, an exemption may be needed to allow such operations. As set forth herein,
the UAS will never operate at higher than 400 AGL with t he exception that in circumstances
where the UAS is used to survey or photograph a structure whose height exceeds 400 feet AGL, the UAS will not be operated more than 200 feet above the highest point on the structure. It will however be operated in a restr icted area with security perimeter, where buildings and people will not be exposed to operations without their pre

- obtained consent. The equivalent level of safety will be achieved given the size, weight, speed of the UAS as well as the location
where it i s operated. No flight will be taken without the permission of the property owner or local officials. Because of the advance notice to the property owner and participants in the
f ilming activity, all affected individuals will be aware of the planned flight operations. Compared to flight operations with aircraft or rotorcraft weighting far more than the maximum 55lbs. proposed herein and the lack of flammable fuel, any risk associated with these operations is far
less than those presently presented with conve ntional aircraft operating at or below 500 AGL. In addition, the lowaltitude operations of the UAS will ensure separation between these UAS operations and the operations of conventional aircraft that must comply with Section 91.119.

14 C.F.R. §91.121 Altim eter Settings. This regulation requires each person operating an aircraft to maintain cruising altitude by
reference to an altimeter that is set “...to the elevation of the departure airport or an appropriate altimeter setting available before departure.” As the UAS may not have a barometric altimeter, but instead a GPS altitude read out, an exemption may be needed. An equivalent level of safety will be achieved by the operator, pursuant to the safety check list and live flight data monitoring, confirming t he altitude of the launch site shown on the GPS altitude indicator before flight.

14 C.F.R. § 91.151(a): Fuel Requirements for Flight in VFR ConditionsSection 91.151 (a) prohibits an individual from beginning “a flight in an airplane under VFR

conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing, and, assuming normal cruising speed

– (1) During the day, to fly after that for at least 30 minutes; or (2) At night, to fly after that for at least 45 minutes.” The battery powering the UAS provides approximately 30 minutes of powered flight. To meet

t he 30 minute reserve requirement in 14 CFR §91.151, UAS flights would be limited to approximately 10 minutes in length. Given the lim itations on the UAS’s proposed flight area and
the location of its proposed operations within a predetermined area, a longer time frame for flight in daylight or twilight VFR conditions is reasonable. Applicant believes that an exemption from 14 CFR §91.15 1(a) falls within the scope of prior exemptions. Operating the UAS, in a tightly controlled area where only people and property owners or official representatives who have signed waivers will be allowed, with less than 30 minutes of reserve fuel, does not engender the type of risks that Section 91.151(a) was intended to alleviate given the size and speed of the small UAS. Additionally, limiting UAS flights to 10 minutes would greatly reduce the utility for which the exemption will be granted. Applicant beli eves that an equivalent level of safety can be achieved by limiting flights to 30 minutes or 25% of battery power

— whichever happens first. This restriction would be more than adequate to return the UAS to its planned landing zone from anywhere in its limi ted operating area.

14 C.F.R. §91.405 (a); 407 (a) (1); 409 (a) (2); 417(a) & (b): Maintenance Inspections. These regulations require that an aircraft operator or owner “shall have that aircraft inspected

as prescribed in subpart E of this part and shall b etween required inspections, except as provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter...,” and others shall inspect or maintain the aircraft in compliance with Part 43.
Given that these secti on and Part 43 apply only to aircraft with an airworthiness certificate,
these sections will not apply to the applicant. Maintenance will be accomplished by the
operator pursuant to the flight manual and operating handbook. An equivalent level of safety

wi ll be achieved because the UAS is very limited in size and will carry a small payload and operate only in restricted areas for a limited period of time. If mechanical issues arise the UAS can land immediately and will be operating from no higher than 400 f eet AGL. The operator will ensure that the UAS is in working order prior to initiating flight, perform required maintenance, and keep a log of any maintenance performed. Moreover, the operator is the person most
familiar with the aircraft and best suited t o maintain the aircraft in an airworthy condition to provide the equivalent level of safety. An equivalent level of safety will be achieved because maintenance and inspection s will be performed in accordance with the UAS Manufacturer's User Manual. As provided in the FOM, the operator will ensure that the UAS is in working order prior to initiating flight and perform required maintenance needed.

Sincerely,

Nathan Weber Diamond Land Surveying, LLC.

5243 Green P ine Dr ., Murray, UT 84123