### May 21

, 2015

Exemption No. 11638

Regulatory Docket No. FAA

– 20 15

– 0598

Mr. Seth LeMaster

Project Manager

BNL Technical Services, LLC

3250 Port of Benton B ou l e v ar d , Suite D

Richland, WA 99354

Dear Mr. LeMaster :

This letter is to inform you that we have granted your request for exemption. It transmits our

decision, explains its basis, and gives you the conditions and limitations of the exemption,

including the date it ends.

By letter posted March 10, 2015 , you petitioned the Federal Aviation Administration (FAA)

on behalf of BNL Technical Services, LLC ( hereinafter petitioner or operator ) for an

exemption

. The exemption would all ow the petitioner to operate an unmanned ai rcraft system

(UAS) to conduct aerial imaging for surveying and monitoring

.

See Appendix A for the petition submitted to the FAA des cribing the proposed operations and

the regulations that the petitioner seeks an exemption

.

The FAA has determined that go od cause exists for not publishing a summary of the petition

in the Federal Register because the requested exemption would not set a precedent, and any

delay in acting on this petition would be detrimental to the petitioner

.

Airworthiness Certification

T he UAS proposed by the petitioner are the DJI Phantom 2 and DJI S1000

.

### 2

The petitioner requested relief from 14 CFR part 21, C ertification procedures for products

and parts, Subpart H

— Airworthiness Certificates

. In accordance with the statutory criteria

provided in Section 333 of P ublic Law 112

− 95 in reference to 49 U

. S

. C

. § 44704, and in

consideration of the size, weight, speed, and limited operating area associated with the

aircraft and its operation, the Secretary of Transportation has determined that this aircraft

meets the conditions of Section 333. Therefore, the FAA finds that the requested relief from

14 CFR part 21

, C ertification procedures for products and parts, Subpart H

— Airworthiness

Certificate s , and any associated noise certification and testing requirements of part 36, is

not necessary.

The Basis for Our Decision

You have requested to use a UAS for aerial data collection

. The FAA has issued grants of

exemption in circumstances similar in all material respects to those presented in your petition.

In Grants of Exemption No s

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

11109 to Clayco, Inc. ( see Docket No. FAA

− 20 14

− 0507), 11112 to VDOS Global, LLC ( see Docket No. FAA−2014−0382), and 11213 to Aeryon Lab s , Inc. ( see Docket No.

FAA−2014−0642), the FAA found that the enhanced safety achieved using an unmanned

aircraft (UA) with the specifications described by the peti tioner and carrying no passengers or

crew, rather than a manned aircraft of significantly greater proportions, carrying crew in

addition to flammable fuel, gives the FAA good cause to find that the UAS operation enabled

by this exemption is in the public i nterest.

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

—

 They are similar in all material respects to relief previously requested in Grant of

Exemption Nos. 11062, 11109, 11112, and 11213 ;

 The reasons stated by the FAA for granting Exemption Nos. 11062, 11109, 11112, and

11213 also apply to the situation you present; and

 A grant of exemption is in the public interest.

Our Decision

In consideration of the foregoing, I find that a grant of exemption is in the public interest.

Ther efore, pursuant to the authority contained in 49 U.S.C. 106(f), 40113, and 44701,

delegated to me by the Administrator, BNL Technical Services, LLC is granted an exemption

from 14 CFR §§ 61.23(a) and ( c ), 61.101(e)(4 ) and (5), 61.113(a), 61.315(a)

, 91.7(a),

91.119(c), 91.121, 91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2), and 91.417(a)

and (b), to the extent necessary to allow the petitioner to operate a UAS to perform aerial data

collection

. This exemption is subject to the conditions and limitations listed below.

### 3

Conditions and Limitations

In this grant of exemption, BNL Technical Services, LLC is hereafter referred to as

the operator.

Failure to comply with any of the conditions and limitations of this grant of exemption will be

grounds for the immediate suspension or rescission of this exemption.

1. Operations authorized by this grant of exemption are limited to the DJI Phantom 2 and

DJI S1000 when weighing less than 55 pounds including payload. Proposed

operations of any other ai rcraft will require a new petition or a petition to amend this

exemption

.

2. Operations for the purpose of closed

- set motion picture and television filming are

not permitted.

3. The UA may not be operated at a speed exceeding 87 knots (100 miles per hour). The

exemption holder may use either groundspeed or calibrated airspeed to determine

compliance with the 87 knot speed restriction. In no case will the UA be operated at

airspeeds greater than the maximum UA operating airspeed recommended by the

aircraft m anufacturer.

4. The UA must be operated at an altitude of no more than 400 feet above ground level

(AGL). Altitude must be reported in feet AGL.

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

This requires the PIC to b e able to use human vision unaided by any device other than

corrective lenses, as specified on the PIC’s FAA

- issued airman medical certificate or

U.S. driver’s license.

6. All operations must utilize a visual observer (VO). The UA must be operated within

th e visual line of sight (VLOS) of the PIC and VO at all times. The VO may be used

to satisfy the VLOS requirement as long as the PIC always maintains VLOS

capability. The VO and PIC must be able to communicate verbally at all times ;

e lectronic messaging or texting is not permitted during flight operations. The PIC

must be designated before the flight and cannot transfer his or her designation for the

duration of the flight. The PIC must ensure that the VO can perform the duties

required of the VO.

7. This exemption and all documents needed to operate the UAS and conduct its

operations in accordance with the conditions and limitations stated in this grant of

exemption, are hereinafter referred to as the operating documents. The operating

documents must be accessible during UAS operations and made available to the

Administrator upon request. If a discrepancy exists between the conditions and

### 4

limitations in this exemption and the procedures outlined in the operating documents,

the conditions and limitations herein take precedence and must be followed.

Otherwise, the operator must follow the procedures as outlined in its operating

documents. The operator may update or revise its operating documents. It is the

operator’s responsibility to track such revision s and present updated and revised

documents to the Administrator or any law enforcement official upon request. The

operator must also present updated and revised documents if it petitions for extension

or amendment to this grant of exemption. If the oper ator determines that any update

or revision would affect the basis upon which the FAA granted this exemption, then

the operator must petition for an amendment to its grant of exemption. The FA A’s

UAS Integration Office (AFS− 80) may be contacted if questio ns arise regarding

updates or revisions to the operating documents.

8. Any UAS that has undergone maintenance or alterations that affect the UAS operation

or flight characteristics, e.g.

, replacement of a flight critical component, must undergo

a functional test flight prior to conducting further operations under this exemption.

Functional test flights may only be conducted by a PIC with a VO and must remain at

least 500 feet from other people. The functional test flight must be conducted in such

a manner s o as to not pose an undue hazard to persons and property.

9. The operator is responsible for maintaining and inspecting the UAS to ensure that it is

in a condition for safe operation.

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

- flight inspection and determine the

UAS is in a condition for safe flight. The pre

- flight inspection must account for all

potential discrepancies, e.g.

, inoperable components, items, or equipment. If the

inspection reveals a condition that affects the safe operation of the UA S, the aircraft is

prohibited from operating until the necessary maintenance has been performed and the

UAS is found to be in a condition for safe flight.

11. The operator must follow the UAS manufacturer’s maintenance, overhaul,

replacement, inspection, and life limit requirements for the aircraft and

aircraft components.

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

safety bulletins.

13. Under this grant of exemption, a PIC must hold either an airline transport,

commercial, private, recreational, or sport pilot certificate. The PIC must also hold a

current FAA airman medical certificate or a valid U.S. driver’s license issued by a

state, the District of Col u mbia, Puerto Rico, a territory, a possession, or the Federal

G overnment. The PIC must also meet the flight revi ew requirements specified in

14 CFR § 61.56 in an aircraft in which the PIC is rated on his or her pilot certificate.

### 5

14. The operator may not permit any PIC to operate unless the PIC demonstrates the

ability to safely opera te the UAS in a manner consistent with how the UAS will be

operated under this exemption, including evasive and emergency maneuvers and

maintaining appropriate distances from persons, vessels, vehicles and structures. PIC

qualification flight hours and cu rrency must be logged in a manner consistent with

14 CFR § 61.51(b). Flights for the purposes of training the operator’s PICs and VOs

(traini ng, proficiency, and experience

- building) and determining the PIC’s ability to

safely operate the UAS in a manner consistent with how the UAS will be operated

under this exemption are permitted under the terms of this exemption. However,

training operations may only be conducted during dedicated training sessions. During

traini ng, proficiency, and experience

- buildin g 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.

15. UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All

operations must be conducted under visual meteorological conditions (VMC). Flights

under special visual flight rules (SVFR) are not authorized.

16. The UA may not operate within 5 nautical miles of an airport reference point (ARP) as

denoted in the current FAA Airport/Facility Directory (AFD) or for airports not

denoted with an ARP, the center of the airport symbo l as denoted on the current

FAA

- published aeronautical chart, unless a letter of agreement with that airport’s

man agement is obtained or otherwise permitted by a COA issued to the exemption

holder. The letter of agreement with the airport management must be made available

to the Administrator or any law enforcement official upon request.

17. The UA may not be operated l ess than 500 feet below or less than 2,000 feet

horizontally from a cloud or when visibility is less than 3 statute miles from the PIC.

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

pre

- determined location within the pr ivate or controlled

- access property.

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

20. The PIC is prohibited from beginning a flight unless (considering wind and forecast

weather conditions) there is enough available power for the UA to conduct the

intended operation and to operate after that for at least 5 minutes or with the reserve

power recommended by the manufacturer if greater.

21. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All

operations shall be cond ucted in accordance with an ATO

- issued COA. The

exemption holder may apply for a new or amended COA if i t intends to conduct

operations that cannot be conducted under the terms of the attached COA

.

### 6

22. All aircraft operated in accordance with this exemption must be identified by serial

number, registered in accordance with 14 CFR part 47, and have identificatio n (N− Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must

be as large as practicable.

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

any documents required under 14 CFR §§ 91.9 and 91.203 mus t be available to the

PIC at the Ground Control Station of the UAS any time the aircraft is operating.

These documents must be made available to the Administrator or any law enforcement

official upon request.

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

activities at all times.

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

26. All Flight operations must be conducted at least 500 feet from all nonparticipating

persons, vessels, vehicles, and struct ures unless:

a. Barriers or structures are present that sufficiently protect nonparticipating persons

from the UA and/or debris in the event of an accident. The operator must ensure

that nonparticipating persons remain under such protection. If a situation arises

where nonparticipating persons leave such protection and are within 500 feet of

the UA, flight operations must cease immediately in a manner ensuring the safety

of nonparticipating persons ; and

b. The owner/controller of any vessels, vehicles or struct ures has granted permission

for operating closer to those objects and the PIC has made a safety assessment of

the risk of operating closer to those objects and determined that it does not

present an undue hazard.

The PIC, VO, operator trainees or essential persons are not considered

nonparticipating persons under this exemption.

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

- access property with

permission from the property owner/controller or authorized representative.

Permission from property owner/controller or authorized representative will be

obtained for each flight to be conducted.

28. Any incident, accident, or flight operation that transgresses the lateral or vertical

boundaries of the operational area as defined by the applic able COA must be reported

to the FA A's UAS Integration Office (AFS− 80) within 24 hours. Accidents must be

reported to the National Transportation Safety Board (NTSB) per instructions

contained on the NTSB Web site: www. ntsb.gov

.

### 7

If this exemption permits operations for the purpose of closed

- set motion picture and

television filming and production, the following additional conditions and limitations apply.

29. The operator must have a motion picture and television operation s manual (MPTOM)

as documented in this grant of exemption.

30. At least 3 days before aerial filming, the operator of the UAS affected by this

exemption must submit a written Plan of Activities to the local Flight Standards

District Office (FSDO) with jurisdi ction over the a rea of proposed filming. The 3

- day

notification may be waived with the concurrence of the FSDO. The plan of activities

must include at least the following:

a. Dates and times for all flights;

b. Name and phone number of the operator for the UAS aerial filming conducted

under this grant of exemption;

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

- scene operation of

the UAS;

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

e. Name and certificate number of UAS PICs involved in the a erial filming;

f. A statement that the operator has obtained permission from property owners

and/or local officials to conduct the filming production event; the list of those

who gave permission must be made available to the inspector upon request;

g. Signature of exemption holder or representative; and

h. A description of the flight activity, including maps or diagrams of any area, city,

town, county, and/or state over which filming will be conducted and the altitudes

essential to accomplish the operation.

31. Flight operations may be conducted closer than 500 feet from participating persons

consenting to be involved and necessary for the filming production, as specified in the

exemption holder’s MPTOM.

Unless otherwise specified in this grant of exemption, the UAS, t he UAS PIC, and the UAS

operations must comply with all applicable parts of 14 CFR including, but not limited to,

parts 45, 47, 61, and 91.

### 8

This exemption terminates on May 31, 2017 , unless sooner superseded or rescinded.

Sincerely,

/s/

John S. Duncan

Director, Flight Standards Servicewww.bnltech.com CONTRACT ENGINEERING & TECHNICAL CONSULTING

a Service

- Disabled Veteran

- Owned Small Business

3250 Port of Benton Blvd, Suite D  Richland, WA 99354  Telephone (509) 371

- 2570  Fax (509) 371

- 2580  Email info@bnltech.com

1 U. S. Department of Transportation

Docket Management System

1200 New Jersey Ave., SE

Washington, DC 20590

Re: Exemption Request Section 333 of the FAA Reform Act.

Dear Sir or Madam:

P u r suant to S ec t i on 333 of the F AA Mod e rni z a t i on a nd R e fo r m A c t of 2 0 1 2 ( " R ef o r m A c t " ) a nd 14

C. F .R. P a rt 11 BNL Technical Services, LLC (“BNL”)

, hereby applies for an exemption from the

Federal Aviation Regulations (FARs) identified b elo w, to allow commercial operation of o u r

small unmanned aerial vehicles (sUAVs) for aerial imaging for surveying and monitoring of secured

and controlled environments, 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.

As detailed in this document and the attached Flight Manual, the requested exemption would

permit the operation of sUAVs under controlled conditions in airspace that is 1) limited

, 2)

predetermined

, 3) controlled as to access

, and 4) would provide safety enhancements to the

already best practices safety protocols followed by BNL at each one of its construction sites. As

described more fully belo w

, the requested exemption would permit the operation of sUA Vs by the

applicant for commercial use that would provide the following benefit s :

1. Operations would be performed in an area of operation limited in size suitable to the specific

use, in advance of flight.

2. The flight would be planned in advance to minimize hazards to persons and property in the

air and on the ground.

3

. The operator would reasonably limit or control access to provide safety to those not involved

in the operatio n

. 4. Operation of a sUA Vs would provide significant safet y

, environmental and other

enhancements not possible by larger sized aircraft.

5. An FAA licensed airman with a private pilot certificate would operate the sUA Vs or directly

supervise the operation.

6. Provide a beneficial and currently unavailable service to government organizations and the

general public that would serve the public interest.

Approval of this exemption would thereby enhance safety and fulfill the Secretary of

Transportatio n ' s (the FAA Administrator's) responsibilities to "

. . . establish requirements for the safe

operation of such aircraft systems in the national airspace system." Section 333(c) of the Reform

Act.www.bnltech.com CONTRACT ENGINEERING & TECHNICAL CONSULTING

a Service

- Disabled Veteran

- Owned Small Business

3250 Port of Benton Blvd, Suite D  Richland, WA 99354  Telephone (509) 371

- 2570  Fax (509) 371

- 2580  Email info@bnltech.com

2 BNL Technical Services, LLC (BNL) is a CVE

- certified Service

- Disabled Veteran

- Owned Small

Business that offers contract labor, energy services and managed tasks services and intends to offer

aerial imagery services pending approval of this exemption request . Incorporated and headquartered

in the State of Washington, since 1999 BNL Tech has a n established and docume nted record of

successfully meeting the needs of our clients. The BNL Tech management team has extensive and

proven experience working within federal, state and local governmental guidelines, directives,

instructions and policies supporting commercial and government projects.

BNL in t e n d s to use s U A Vs in support of our current contract with Washington River Protection

Solutions BMA 49896 (see attachment A) for subsurface investigations (ground scanning), civil

surveying, and dome deflection surveying services. Washington River Protection Solutions (WRPS)

is the Tank Operations Contractor (TOC) at the Hanford site and these services are needed in

support of WRPS’ prime contract with the U.S Department of Energy

. The TOC operates and

manages the Hanford 200 Area Tank Farm facilities for the U.S. Department of Energy

- Office of River

Protection (ORP).

Accurate crane route maps are required to safely move and place cranes within tank farm boundaries.

A discrepancy in a crane route map identified a need to update tank farm route maps

. Conventional

land surveying or laser scan surveys may be required to verify actual field conditions. Other general

purpose surveys may be necessary such as transfer line location and valve pit jumper location. This

requires wor k in both radiological zones and non

- radiological zones.

This is a secure site and a ll personnel require DOE security clearance to obtain badge s for site

access. Only authorized personnel are allowed at the site where strict safety protocols are followed.

F irst, BNL s e e ks an e x e mp t ion t o p e r f o r m v i d e o filming a nd phot o g ra phing b y a ir for land surveying at

the Tank Farms in order to provide WRPS with real time survey data and images of current site

conditions

. Satellite images are typically out dated as conditions can change on a weekly bases due

to active construction and the cost and dangers involved in utilizing aircraft outweigh their benefit.

S ec ond, BNL intends to e mp l o y s U A V s to i nspe c t equipment , comme rc ial a nd industrial stru c tur e s

a nd p r op e r t y at the Tank Farms

. Some of this equipment is located inside radiological zones where

strict safety requirements are followed. Utilizing our sUAVs under strict supervision of DOE personnel

would limit the exposure and cost of personnel entering a radiological area to perform a visual

inspection.

S p ec ific a l l y

, BNL intends to use s U A V s w hich a r e e quipped with c a me ra s, in ord e r to e n g a ge in t he

following c om me r c ial ac t i vi t ies:

(a) Vid e o filming b y a ir a nd photogr a phi n g to support p r o fe ss i on a l op e r a t i ons in e n g i n ee ri n g , land

su r v e y i n g

, a r c hi t ec t u r e a nd other r e lat e d pr o fess i on a l ac t i vi t ies involved at the Hanford site

.

(b) I nsp e ct i ons b y a ir of i n f r a stru c tu r e such a s el e c tric a l ins t a l l a t i ons, equipment

, p ipe s , and structures

. T h e se inspe c t i ons will on l y b e done un d e r contr ac t wi t h WRPS and DOE

.www.bnltech.com CONTRACT ENGINEERING & TECHNICAL CONSULTING

a Service

- Disabled Veteran

- Owned Small Business

3250 Port of Benton Blvd, Suite D  Richland, WA 99354  Telephone (509) 371

- 2570  Fax (509) 371

- 2580  Email info@bnltech.com

3 This e x e mp t ion request is made b a s e d on the usage info r mation ou t l i n e d in th i s p e t i t i on, a s w e ll a s

the acc ompa n y i n g BNL Pilot Operating Handbook Phantom 2 ( attachment B ), BNL Pilot Operating

Handbook DJI S1000 ( attachment C) as well as the DJI Phantom 2 users manual ( attachment D ) and

the D J I S1000 users manual (attachment E)

. T he D J I P h a ntom 2 s U A V w a s sel e c ted b eca u s e it h a s

a p r ov e n ca p a bi l i t y f or c ontroll e d fl i g ht

, a g y r o st a bi l i z e d flight mode, G P S a ided n a v i g a t i on, a

c ompass, bl i nking L ED ’ s on t he bot t om, a fa i l s a fe mo d e f or r e turni n g home, a nd p r op g u a rds. T he D J I

S1000 UAV w a s sel e c ted b eca u s e it h a s a p r ov e n ca p a bi l i t y f or c ontroll e d fl i g ht

, a g y r o st a bi l i z e d

flight mode, G P S a ided n a v i g a t i on, a c ompass, and a fa i l s a fe mo d e f or r e turni n g home. Th e se

d e vi c e s a r e of f e red for g e n e r a l sale to the public a round the w o r ld and h a ve oft e n b ee n us e d a s

Mode l Radio Controlled A ir c raft enthusiasts through ou t the USA.

The name and address of the applicant is:

BNL Technical Services, LLC

. Seth LeMaster, Project Manager

PH: 509

- 371

- 2570

Email: Seth @BNL tech .com

Address: 3250 Port of Benton B lvd

, Richland, WA 99354

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) & (b)

, 14 C. F .R. 91.7 ( a )

, 14 C. F .R. 91.9 (b) (2)

, 14 C. F .R. 91.103

, 14 C. F .R.

91.109

, 14 C. F .R. 91.119

, 14 C. F .R. 91.121

, 14 C. F .R. 91.151 ( a )

, 14 C. F .R. 91.203 (a) ( 1 )

, 14

C. F .R. 91.405 ( a )

, 14 C. F .R. 407 (a) (1)

, 14 C. F .R. 409 (a) (2)

, 14 C. F .R. 417 (a) & (b)www.bnltech.com CONTRACT ENGINEERING & TECHNICAL CONSULTING

a Service

- Disabled Veteran

- Owned Small Business

3250 Port of Benton Blvd, Suite D  Richland, WA 99354  Telephone (509) 371

- 2570  Fax (509) 371

- 2580  Email info@bnltech.com

4 I

. STATUTOR Y AUTHORITY FOR EXEMPTIONS

The Federal Aviation Act expressly grants the FAA authority to issue exemptions. This statutory

authority includes exempting civil aircraft, as the term is defined under §40101 of the Act, including

s UAV s, from the requirement that all civil aircraft must have a current airworthiness certificate.

The Administrator may grant an exemption from a requirement of a regulation prescribed under

subsection (a) or (b) of this section or any sections 44702

- 44716 of this title if the Administrator

finds the exemption in the public interest. 49 U.S.C. §44701(f) See also 49 USC §44711(a); 49

USC §44704; 14 CFR §91.203( a )(1).

Section 333(b) of the Reform Act assists the Secretary in determining whether s UAV s may

operate in the National Airspace System (NAS) without creating a hazard to the user, the public, or

a threat to national security. In making this determination, the Secretary must consider:

• The s UAV s's size, weight, speed, and operational capability;

• Whether the s UAV s operates within the visual line of sight of the operator

• Whether the s UAV s operates outside of highly populated areas and away from close

proximity to airports

Reform Act §333(a). If the Secretary determines that a s UAV s "may operate safely in the national

airspace system, the Secretary shall establish requirements for the safe operation of such aircraft

in the national airspace system." /d. §333( c ).

BNL's s UAV s are multirotor vehicles, weighting 25 or fewer lbs. including payload. They operate

under normal conditions at a speed of no more than 50 knots and have the capability to hover, and

move in the vertical and horizontal plane simultaneously

. The s UAV s will operate only in the pilot's

visual line of sight at all times and will operate only within the sterile area described in the Flight

Manual s. Such operations will insure that the s UAV s will "not create a hazard to users of the

national airspace system or the public." Reform Act Section 333 (b).

Given the small size of the s UAV s involved and the restricted and sterile environment within which

they will operate, our application falls squarely within the zone of safety (an equivalent level of

safety) in which Congress envisioned that the FAA must, by exemption, allow commercial

operations of s UAV s to commence immediately.

Also due to the small size of the s UAV s

, the low altitudes and restricted areas in which our s UAV s

will operate, approval of the application presents no national security issue.

Given the clear direction in Section 333 of the Reform Act, the authority contained in the Federal

Aviation Act, as amended; the strong equivalent level of safety surrounding the proposed

operations, and the significant public benefit, including enhanced safety, the grant of the requested

exemptions is in the public interest. Accordingly, BNL respectfully requests that the FAA grant the

requested exemption without delay.www.bnltech.com CONTRACT ENGINEERING & TECHNICAL CONSULTING

a Service

- Disabled Veteran

- Owned Small Business

3250 Port of Benton Blvd, Suite D  Richland, WA 99354  Telephone (509) 371

- 2570  Fax (509) 371

- 2580  Email info@bnltech.com

5 II. PUBLIC INTEREST

This exemption application is expressly submitted to fulfill Congress' goal in passing Section

333(a) through (c) of the Reform Act. This law directs the Secretary of Transportation to consider

whether certain unmanned aircraft systems may operate safely in the NAS before completion of

the rulemaking required under Section 333 of the Reform Act. By granting an exemption the FAA

will fulfill Congress's intent of allowing s UAV s to operate with significant safety precautions in low

risk environments.

The use of s UAV s on the Hanford site can significantly reduce the risk to workers from falls

and exp osu re in rad io log ica l zone s while inspecting, surveying, or monitoring site

progress. s UAV s can inspect, photograph, and collect data on hard to get to areas in radiological

zones that otherwise would require worker inspection. Falls are the leading source of workplace

fatality and injury on construction site s and reducing falls through s UAV use for site imaging could

save workers lives.

Additionally, s UAV s could replace the use of helicopters and small aircraft to monitor sites

and provide real time imagery for site mapping

. The s UAV s we propose to fly in this application are

under 25 pounds, and carry no combustible material on board, as opposed to the much larger

conventionally powered small aircraft. Shifting to s UAV s from helicopters or fixed wing

combustion engine aircraft presents a marked safety increase for DOE workers

.

Lastly, s UAV s reduce the environmental impact by dramatically decreasing the energy used

for aerial imaging and data collection over the Hanford site. Our s UAV s use rechargeable lithium

ion batteries, as opposed to fossil fuels burned in operation of small aircraft that are many hundreds

of times heavier.

III

. EQUIVALENT LEVEL OF SAFETY

BNL proposes that the exemption requested herein apply to civil aircraft that have the

characteristics and that operate with the limitations listed herein. These limitations provide for at

least an equivalent or even higher level of safety to operations under the current regulatory

structure because the proposed operations represent a safety enhancement to the already safe

protocols followed on construction sites and imaging and surveying operations conducted with

helicopters and other conventional aircraft.

The s UAV 's planned to be operated are rotorcraft, each weighing less than 25 pounds including

t h e i r payload. They would operat e

, under normal condition s

, at a speed of no more than 2 0

knot s

. Operations will be performed by a qualified s UAV s PIC, as outlined below, to e nsure that

the s UAV s will "not create a hazard to users of the nationa l airspace system or the public." Given

the small size of the s UAV s involved and th e pre

- planned environment within which they will

operate, the applicant believes that thes e operations fall squarely within that zone of safety (an

equivalent level of safety) in which Congress envisioned that the FAA must, by exemption, allow

commercial operations o f s UAV s to commence immediately. Also, operation in a secured

, pre

defined area will prevent the possibility of a national security issue

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6 knowledgeable professionals with experience in the NAS will serve to enhance safet y

, add to the

public benefit and reduce environmental impact s related to current methods of aerial photography

and survey.

These limitations and conditions to which the operator, or it's employees, acting as s UAV PIC

agrees to be bound when conducting commercial operations under an FAA issued exemption:

1. Safety will be the first and foremost consideration in any s UAV operation.

2. s UAV pilot will be an FAA licensed airman with at least a Commercial Pilot certificate or the

s UAV pilot will be directly supervised by an FAA licensed airman with at least a Commercial

Pilot certificate.

3. The s UAV FAA licensed airman will be considered Pilot in Command ( PIC ) whether flying or supervising, and will be responsible for safe operation of the flight.

4. Flights will be operated within visu a l line of sight of the PIC and/or an observer.

5. Minimum crew for each operation will consist of the s UAV PIC

. An observer will be utilized if

the s UAV will be flown beyond line of sight of the PIC. The observer, if require d

, and PIC will

at all times be able to communicate by voice

. 6. s UAV aircraft will utilize GPS navigatio n

, failsaf e

, return

- to

- home (RTH) and/or flight abort

safety feature s.

7. The s UAV will weigh less than 2 5 lbs total.

8. Maximum total flight time for each operational flight will be 15 minutes. The s UAV calculates

battery reserve in real time, and will return to its ground station with at least 20% battery power

reserve should that occur prior to the 15 minute limit.

9. Flights will be operated at an altitude of 200 feet AGL, never exceeding 400 feet AGL.

10. The s UAV pilot will be trained i n advance for the safe operation of the s UAV to be operate d

. T h i s will include operation of the s UAV both in normal and emergency modes of operation

, and will include familiarization with the operation manual (or sim i lar) if published by the s UAV

manufacturer. Training will also include types of maneuvers to be performed and the safe

operation in relation to persons, property and applicable airspace

. 11. The s UAV s will only operate within a confined "Sterile Area" as defined in the Manual

. The

Manual also requires the establishment of a "Security Perimeter" for the flight operations area.

12. Prior to a s UAV flight

, an area of operation will be established. This area of operation will

i nclude a defined lateral and vertical are a

, where the s UAV will operate. Safety procedures

will be established for persons, property and applicable airspace within the area of operatio n

. 13. A briefing will be conducted in regard to the planned s UAV operations prior to operation at

each new locatio n

. All personnel who will be performing duties within the boundaries of the

area of operation will be present for this briefin g

. 14. All onsite personnel will consent to the s UAV flyover on site by waiver, and the operator will

obtain additional verbal or written consent of all persons who will be allowed within 100 feet of

the flight operation.

15. Written and/or oral permission from the relevant property holders will be obtained.

16. All required permissions and permits will be obtained from territorial, state, county or city

jurisdictions, including local law enforcement, fire, or other appropriate governmental agencies.

17. If the s UAV s loses communications or loses its GPS signal, it will have capability to return to awww.bnltech.com CONTRACT ENGINEERING & TECHNICAL CONSULTING

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7 pre

- determined location within the Security Perimeter and land.

18. Flights will be operated under visibility and cloud clearance req uirements equivalent to Visual

Flight Rules ( VFR )

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### Appendix A

EXEMPTION REQUESTS AND EQUIVALENT LEVEL OF SAFETY

BNL requests an exemption from the following regulations as well as any additional regulations that

may technically apply to the operation of s UAV ' s :

14 C

. F

. R

. Part 21, Subpart H: Airworthiness Certificates 14 C.F.R. 91.203 (a)(1)

S ubpart H, entitled Airworthiness Certificates, establishes the procedural requirements for the

issuance of airworthiness certificates as required by FAR §91.203 (a) (1). Given the size and limited

operating area associated with the s UAV s to be utilized by BNL, an exemption from Part 21

Subpart H meets the requirements of an equivalent level of safety under Part 11 and Section 333 of

the Reform Act.

The Federal Aviation Act (49 U.S.C.§44701 (f)) and Section 333 of the Reform Act both authorize

the FAA to exempt aircraft from the requirement for an airworthiness certificate, upon consideration

of the size, weight, speed, operational capability, and proximity to airports and populated areas of

the particular s UAV s

. Our small s UAV s will be operated at low speed in a controlled environment,

at least five miles from an airport and more than three miles from any city or densely populated

area. An analysis of these criteria demonstrates that the s UAV s 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 helicopter) operating with an airworthiness

certificate without the restrictions and conditions proposed.

The s UAV s to be operated hereunder , DJI Phantom 2 and DJI S1000 multi

- rotor aircraft weigh

less than 25 lbs. with payload

, carries neither a pilot nor passenger, carries no explosive materials

or flammable liquid fuels, and operates exclusively within a secured and ste rile a rea

. Like other

civil aircraft, operations under this exemption will be tightly controlled and monitored by the

operator, pursuant to the Manual's requirements, and under the requirements and in compliance

wit h local public safety requirements, to provide security for the area of operation as is currently

done on active construction sites.

These safety enhancements, which already apply to civil aircraft operated in connection with

construction sites, provide a greater degree of safety to employees, the public and property

owners than conventional operations conducted with airworthiness certificates issued unde r 14

C.F.R. Part 21, Subpart H. Lastly, application of these same criteria demonstrate s that there is no

credible threat to national security posed by the s UAV s

, due to its size, speed of operation, location

of operation, lack of explosive materials or flammable liquid fuels, and in ability to carry a substantial

external load

.

14 C.F.R. 45.23(b): Marking of the Aircraft

This regulation requires certain experimental, provisionally certificated aircraft, or light- sport

category aircraft to be marked with letters between 2 inches and 6 inches high "limited," "restricted,"

"light

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Even though the s UAV s will have no airworthiness certificate, an exemption may be needed as the

s UAV s will have no entrance to the cabin, cockpit or pilot station on which the word "Experimental"

can be placed. Given the size of the s UAV s, two

- inch lettering will be impossible.

The equivalent level of safety will be provided by having the s UAV s marked on its fuselage as

required by §4 5 .29 (f) where the pilot, observer and others working with the s UAV s will see the

identification of the UAV as "Experimental." The FAA has issued the following exemptions to this

regulation: Exemptions Nos. 10700, 8738, 10167 and 10167A.

14 CFR 61.113 (a) & (b): Private pilot privileges and limitations: Pilot in command

Sections 61.113 (a) & (b) restricts private pilot certificate holders from flying aircraft for compensation

or hire, and which would also have the effect of requiring a second class medical certificate. The

purpose of Part 61 is to ensure the skill and competency of any PIC matches the airspace in which the

PIC will be operating and the types of operations being flown. In this case, while the s UAV s will be

operated as part of a commercial operation, it carries neither passengers nor cargo.

In the Grant of Exemption in FAA Docket No . FAA

- 2014

- 0352, the FAA determined that the unique

characteristics of UAV operation outside of controlled airspace did not warrant the addition cost and

restrict ions attendant with requiring the PIC to have a commercial pilot certificate and class II medical

certificate.

The equivalent level of safety can be achieved by BNL employing a licensed private pilots as PIC for

their operation. Unlike a conventional aircraft that carries the pilot and passengers, the UAV s is

remotely controlled with no living thing or cargo on board. Aerial surveys and inspections will occur

in controlled and restricted areas

, and all flights are planned and coordinated in advance as set forth

in the Manual and all of the property or structures are owned and operated by the same entity. As a

result, the operation has no substantial impact on any third persons not involved in the inspection. In

addition, the UAV does not need to be operated in close proximity to p ersons and vehicles. The risks

associated with the operation of the UAV s are so diminished from the level of risk associated with

commercial operations contemplated by Part 61 when drafted, that allowing operations of the UAV s

as requested with a pilot who has met the minimum requirements stated in Section F of the Manual

exceeds the present level of safety achieved by 14 C.F.R. §61.113 (a) & (b).

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.

The equivalent level of safety will be maintained g iven the size of the aircraft and the requirements

contained in the Manual for maintenance and use of safety checklists prior to each flight

. The D J I

Phantom 2 and S 1000 both h a ve st e l l a r s a f e t y r e c o r d s , d e monstr a t i ng t h a t t he s UAV is a irwo r t h y . The

F A A h a s i s sued the f ol l owing e x e mp t ions t o t his r e g u l a t i on: E x e mp t i o n Nos. 8607,

8737, 8738, 9299, 9299A, 9565, 9565 B , 10167, 1 0 167A, 10602, 3282 7

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14 CFR 91.9 (b)(2) Civil aircraft flight manual, marking, and placard requirements.

Thi s regulation provides that no person may operate an aircraft unless a current, approved flight

manual is in the aircraf t

. The intent of this requirement is to ensure that flight manual information is

available to the aircrew while operating the aircraf t

. We reques t an exemption to this requirement since

t he s UAV s, 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 achieved by keeping the flight manual at the ground control

point where the pilot flying the s UAV s will have immediate access to it. The FAA has issued the

following exemptions to this regulation: Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565,

9565B, 10167, 10167A, 10602, 32827, and 10700.

14 C.F.R. 91.103: Preflight Action

P e t i t i on e r s ee ks a n e x e mp t ion f r om 14 C

. F .R. § 91.103, whi c h r e qui r e s a P I C to b e c ome f a m i l i a r w i t h

sp ec ific in f o r mation be f o r e e a c h fl i ght, i n c lud i ng info r mation c ontain e d in t he F A A

- a ppro ve d F l i g ht

Manu a l on boa r d the a ir c raft. W hi l e the P I C will be fa m i l i a r w i t h a ll info r mation ne ce s s a r y to s a f e l y

c ond u c t t he f l i g ht, a n e x e mp t ion is r e qu e sted to the e x tent that a n F A A

- a ppro ve d F l i g ht ma nu a l i s

r e quir e d on bo a rd the a ir c r a f t

.

An e quival e nt l e v e l of s a f e t y will b e pro v ided b y f ol l owing the A ir c r a ft O p e r a t i ons Man ua l. The P I C will

take a ll r e qui r e d prefli g ht a c t i ons

- including r e vie w ing w e a the r

, fli g ht b a t t e r y re qui r e ments, l a n ding a nd

ta k e o f f dista n c e

, a nd a ir c r a ft p e r f o r m a n c e d a ta

- b e fo r e in i t i a t i on of f l i g ht. The Air c raft O pe r a t i ons

Ma n u a l wi l l be k e pt at the g r o und st a t i on with t he op e r a tor a t all t i m e s.

14 CFR 91.109 Flight instruction; Simulated instrument flight and certain flight tests

Section 91.103 provides that no person may operate a civil aircraft (except a manned free balloon)

that is being used for flight instruction unless that aircraft has fully functioning dual controls. By

design, s UAV s and remotely piloted aircraft do not have fully functional dual controls. Flight control

is accomplished through the use of a control box that communicates with the aircraft via radio

communications.

The equivalent level of safety provided by the fact that neither a pilot nor passengers will be carried

in the aircraft, the ability to control the s UAV s via radio signals from the controller, and by the size

and speed of the aircraft. The FAA has previously approved exemptions for aircraft without fully

functional dual controls. See Exemption Nos.5778K & 9862A.

14 CFR 91.119 Minimum safe altitudes: General.

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 operating the

helicopter complies with any route or altitudes prescribed for helicopters by the FAA. This

exemption is for a multirotor craft that flies similarly to a helicopter, with vertical take

- off and vertical

landing, which will typically operate at altitudes of 200 AGL, so an exemption may be needed towww.bnltech.com CONTRACT ENGINEERING & TECHNICAL CONSULTING

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allow such operations. The s UAV s will never operate at altitude higher than 400 AGL and will be in

a restricted area with security perimeter, where buildings and people will not be exposed to

operations without their pre

- obtained consent. See Manual for detailed procedures.

The equivalent level of safety will be achieved given the size, weight, speed of the s UAV s a s well

as the location where it is operated. No flight will be taken without the permission of the property

owner or local officials. Because of the advance notice to the property owner and any onsite

personnel as outlined in the Manual, 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 25 lbs. proposed herein and carrying flammable fuel, any risk associated with our

operations is far less than those presently presented with helicopters and other conventional

aircraft operating at or below 500 AGL in the construction industry.

In addition, the low

- altitude operations of the s UAV s will ensure separation between these s UAV

operations and the operations of conventional aircraft that must comply with Section 91.119.

Finally, the successful safety record of the DJI Phantom 2 and S1000 demonstrates that the s UAV s

can be safely used at these lower altitudes and closer operating environments. We believe the slower

speed, smaller mass and careful pre

- planning would provide an equivalent level of safet y

.

14 CFR 91.121 Altimeter settings.

This regulation requires each person operating an aircraft to maintain cruising altitude by reference

to an altimeter that is set "

.. . to the elevation of the departure airport or an appropriate altimeter

setting available before departure." As the s UAV s may not have a barometric altimeter, but instead

a GPS altitude read out, an exemption is required

.

An equivalent level of safety will be achieved by 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. Mor e ov e r, the P I C will u se the G P S a l t i t ude ind i ca tor to c onst a nt l y m oni t or the s UAV ' s he i g ht,

thus e nsuri n g o p e r a t i on a t sa f e a l t i t ud e s.

14 CFR 91.151 Fuel requirements f or flight in VFR conditions.

Section 91.151 (a) outlines fuel requirements for beginning a flight in VFR conditions. Our s UAV s is

limited to operations in sterile and controlled environments as outlined in the Manual, and has a

limited range and flight time which require an exemption from 14 CFR 91.151( a ).

We feel the intention of this paragraph it to provide a reasonable reserve of energy to plan for a

safe landing should there be a delay in landing. The close proximity to the ground station, the

ability for both rotorcraft and small fixed wing aircraft to land in a very small space and the built in

energy level monitoring of the s UAV we feel provide an equivalent level of safety if the flight is

planned to be completed with 20% battery energy remainin g.

BNL believes that an exemption from 14 CFR §91.151(a) falls within the scope of prio r exemptions.

See Exemption 10673 (allowing Lockheed Martin Corporation to operate without compliance with

FAR 91.151 (a)). Operating the s UAV s

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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 s UAV s

. Additionally, limiting s UAV s flights to 1 5 minutes

would greatly reduce the utility for which the exemption will be granted.

An equivalent level of safety can be achieved by limiting flights to 15 minutes, or enough battery

reserve to ensure that the s UAV s land at the ground station with at least 20% of battery power (as

determined by the onboard monitoring system and the pilot), whichever happens first. This

restriction would be more than adequate to return the s UAV s to its planned landing zone from

anywhere in its limited operating area. Mor e o v e r, o p e r a t i on will be l i m i ted to c ontroll e d a r ea s wh e re

on l y p e ople a nd p r op e r t y o wn e rs, o r o f fi c i a l r e p re s e ntatives who h a v e si g n e d w a iv e r s will be a l l ow e d.

Similar exemptions have been granted to other operations, including Exemptions 2689F, 5745,

10673, and 10808.

14 CFR 91.203 (a) & (b): Carrying civil aircraft certification and registration

The regulation provides in part:

(a) Except as provided in§ 91.715, no person may operate a civil aircraft unless it has within it

the following:

(1) An appropriate and current airworthiness certificat e

....

(b) No person may operate a civil aircraft unless the airworthiness certificate required by

paragraph (a) of this section or a special flight authorization issued under §91.715 is displayed

at the cabin or cockpit entrance so that it is legible to passengers or crew.

The s UAV s fully loaded weighs no more than 25 lbs and is operated without an onboard pilot.

Therefore there is no ability or place to carry certification and registration documents or to display

them on the s UAV s

.

An equivalent level of safety will be achieved by keeping these documents at the ground flight control

point where the pilot flying the UAV s will have immediate access to them, to the extent they are

applicable to the s UAV s.

The FAA has issued numerous exemptions to this regulation. A representative sample of other

exceptions includes Exemption Nos. 9565, 9665, 9789, 9789A, 9797, 9797A, 9816A, and 10700.

14 CFR Subpart E (9 1

. 401

- 91.417)

- Maintenance inspections

The regulation provides that the operator is primarily responsible for maint a i ning the aircraft in an

airworthy conditio n

, 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 inspectio n

. It is our intention that the PIC perform maintenance and inspection of the

aircraft and "be authorized to approve the aircraft for return to service

. "

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to ensure that it is in an airworthy conditio n

. Any general maintenance procedures or replacement of

consumable items outlined by the s UAV manufacture r

, if applicabl e

, will be complied with by the PI C

. In no circumstance will a s UAV be operated in a condition that i s deeme d

, or suspected to b e

, unsafe

. If such a determination is reache d

, and the problem cannot be remedied to the satisfaction of the PI C

, the s UAV will not be operated until consulting with the manufacturer or one of i t ' s authorized dealers to

complete necessary repair s

. We feel that due to the siz e

, constructio n

, and simplicity of the aircraf t

, the

PIC can ensure an equivalent level of safet y

.

8900.227 Paragraph 16(c)(4) PIC Medical and Paragraph 16(e)(1) Observer

Medical.

This policy provides that both the PIC and observ e r must have a valid FAA second

- class medical

certificate issued under part 67 in order to perform as a pilot or observer. Requiring the crew to meet

the same medical requirements as a commercial pilot carrying passengers in a large aircraft is an

unnecessary burden.

We propose that the minimum medical requirements be vision corrected to 20/20 and a vali d

, stat e

issued driver's licens e

. The risk of both the PIC and observer becoming incapacitated at the same

time and suddenly is very lo w

. Further, since the s UAV is operating close to the groun d

, it could be

brought in for landing in a very short time if incapacitation was suspected. Finally

, our s UAV ' s are

equipped with an automatic return to home feature which would provide a final level of safet y

. We feel

this would provide an equivalent level of safet y

.

Federal Registry Summary

Pursuant to 14 C.F.R. Part 11, the following summary is provided for publication in the

Federal Register, should it be determined that publication is needed:

BNL Technical Services, LLC, seeks an exemption from the following rules:

14 C.F.R. §21, subpart H; 14 C.F.R 45.23(b);14 C.F.R. §§ 61.113( a) & (b) ;91.7 (a); 91.9 (b)

(2);91.103(b);91.109; 91.119; 91.121; 91.151(a);91.203(a) and (b); 91.405 (a); 91.407 (a) (1);

91.409 (a) (2); 91.409 (a) (2) and 91.417 (a) & (b) to operate commercially a small unmanned

vehicle (55lbs or less) in construction operations.

Approval of exemptions allowing commercial operations of UAV s to conduct aerial surveys and

inspections enhances safety while reducing risk. Manned aircraft monitoring and surveying creates

a greater risk because the craft are much larger, have combustible fuel, and carry a n o n board

human pilot. In contrast, a s UAV s weighing fewer than 25 lbs. and powered by batteries eliminates

virtually all of that risk given the reduced mass and lack of combustible fuel carried on board. The

s UAV i s tr a nsport e d to t he d e s i g n a ted su r v e y a r e a s e t u p

. I t is not flown f rom a n e x te r n a l l o ca t i on to

t he work

- si t e

. The s UAV s will carry no passengers or crew and, therefore, will not expose them to

the risks associated with manned aircraft flights

The operation of s UAV s, weighting less than 25 lbs., conducted in the strict conditions outlined

above, will provide an equivalent level of safety supporting the grant of the exemptions requested

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

environment and, as a result, are far safer than conventional operations conducted with turbine

helicopters operating in close proximity to the ground and people.

Privacy

All flights will occur over private or controlled access property with the property owner's prior

consent and knowledge. Images taken will be of individuals who have also consente d to being

filmed or otherwise have agreed to be in the area where aerial photography will take place.

Satisfaction of the criteria provided in Section 333 of the Reform Act of 2012

-- size, weight, speed,

operating capabilities, proximity to airports and populated areas and operation within visual line of

sight and national security

- provide more than adequate justification for the grant of the requested

exemptions allowing commercial operation of applicant's UAV s in construction industry pursuant to

the Manual appended hereto

.