Brian (Bo) LeRoy

6020 Whitehall Run

Suwanee, GA, 30024

E-mail: bo.leroy3@gmail.com

Phone: 678-232-1933

January 30, 2016

U.S. Department of Transportation

Docket Management System

1200 New Jersey Ave., SE

Washington, DC, 20590

RE: Exemption Request Under Section 333 of the FAA Modernization and Reform Act of

2012 and 14 C.F.R. Part 11

Dear Madam, Sir,

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 and 14 C.F.R. Part 11,

Brian LeRoy seeks an exemption from the Federal Aviation Regulations detailed below for the DJI Phantom

2, Phantom 3, Inspire, S900, S1000 and the M100 UAS. The largest of these six systems, the S1000 UAS

has a maximum gross takeoff weight of 24.3 lbs. All of the proposed UAS are multi-rotor aircraft with

electric propulsion. These UAS are all commercial platforms from DJI with a proven track record and have

been approved for flights in the National Airspace under several different FAA Certificates of Authorization

(COA).

The requested exemption would allow Mr. LeRoy to pursue commercial interests in aerial data

collection using small unmanned aircraft systems. The systems proposed will be used to conduct data

gathering for agricultural applications, aerial inspections, mapping, surveying, R&D search and rescue, and

product demonstrations. The team at Mr. LeRoy will operate in accordance with FAA N 8900.227 and

utilize both a Pilot in Command and a ground-based visual observer. Mr. LeRoy will also utilize emergency,

lost link, and lost communication procedures previously approved for FAA COA’s for the DJI Phantom

2 UAS. These are available upon request. All flights under these exemptions will be conducted with the

following restrictions:

1. Flights will be in Class G airspace at no more than 400’ AGL.

2. The UAS will be operated over private property only with the permission of the owner.

3. The UAS will not be operated over populated areas.

4. The UAS will not be operated within 5 NM of an airport.

5. Operations will be limited to daytime operations under visual meteorological conditions.

6. The aircraft will remain within visual line of sight of the observer at no more than 1/2 NM range.

7. A NOTAM will be issued prior to flight operations.

8. The UAS will have a maximum GTOW of less than 55 lbs.

9. The aircraft will be U.S. registered and display the N-number.

10. The PIC and Observer will possess the certifications required under N 8900.227.

11. No operator or observer will engage in, nor may an operator or observer permit, any activity during a
critical phase of flight which could distract any operator or observer from the performance of his/her

duties or interfere in any way with the proper conduct of his/her duties.

12. The PIC will conduct a pre-flight inspection prior to each flight so as to ensure that the UAS and

associated systems are in a condition for safe operation.

13. The PIC and observers will maintain two-way communications with each other during all operations;

if unable to maintain two-way communications, or if any condition occurs that may otherwise cause

the operation to be unsafe, the operator will immediately conclude the operation.

14. The aircraft will automatically return to a specific location if the communications link is lost.

15. All flights will be conducted below 70mph.

The regulations from which the exemption is requested are as follows. The Appendix contains details

of the operations related to showing an equivalent level of safety for these exempt regulations.

• 14 C.F.R. Part 21, Subpart H

• 14 C.F.R. §91.203(a) and (b)

• 14 C.F.R. §45.23(b)

• 14 C.F.R. §61.23(a)

• 14 C.F.R. §61.113(a) and (b)

• 14 C.F.R. §61.133(a)

• 14 C.F.R. §91.7(a)

• 14 C.F.R. §91.9

• 14 C.F.R. §91.109(a)

• 14 C.F.R. §91.119

• 14 C.F.R. §91.121

• 14 C.F.R. §91.151(a)

• 14 C.F.R. Subpart E (§91.401 - §91.417)

UAS Overview

Brian LeRoy is submitting this request for exemption for six different multi-rotor platforms from DJI; the

Phantom 2, Phantom 3, Inspire, S900, S1000, and M100. Mr. LeRoy has experience with the platforms and

has worked with local Sheriff departments to secure FAA COA’s for the DJI Phantom 2. The training and

operational procedures follow the guidelines presented in N 8900.227.

Mr. LeRoy is planning on using the proposed six UAS to pursue commercial applications. The six

UAS are multi-rotor aircraft with electric propulsion. Figure 1 below contains an image of the six UAS and

Table 1 contains more detailed information on these systems. Mr. LeRoy proposes that the small size and

weight of the UAS included in this request for exemption, flown under the guidelines of N 8900.227, will

have an equivalent level of safety to manned aircraft performing similar missions.

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Figure 1: The UAS: (1) The DJI Phantom 2, (2) the DJI Phantom 3, (3) the DJI Inspire 1,

(4) the DJI S900, (5) the DJI S1000, and (6) the DJI M100

Aircraft Dimensions Weight

DJI Phantom 2 14"x14"x7" 2.6 lbs

DJI Phantom 3 14"x14"x7" 2.8 lbs

DJI Inspire 17"x18"x12" 6.5 lbs

DJI S900 35"x35"x14" 18.1 lbs

DJI S1000 41"x41"x14" 24.3 lbs

DJI M100 26"x26"x10" 7.5 lbs

Table 1: Name, size, and weight of the aircraft.

Public Interest

Granting this exemption would benefit the public as a whole. The small UAS in this application offer a

strong equivalent level of safety to manned aircraft, and a reduction in environmental impacts compared with

the manned aircraft that are currently used for aerial inspection and photography applications. Utilizing

UAS in the aerial inspection industry provides public consumers with a higher level of service, and at a

reduced cost when compared to the use of manned aircraft. Buyers experience the benefit of getting a

high-definition visualization of the property, asset or infrastructure being inspected, in one image or a short

video.

Beyond Mr. LeRoy clientele, the use of UAS in aerial inspection applications benefits the general public

because it is much more efficient than traditional ways of using a manned aircraft or helicopter to achieve

the same result. These small UAS carry no passengers, pilot, or combustible fuel, and present little danger

to the public when operated safely. Allowing commercial UAS operations will also promote the growth of

the emerging UAS industry that will result in economic benefits for the public as a whole. Additionally,

the public interest is served by introducing a new viable alternative to aerial inspection, photography, and

videography by traditional manned aircraft, thus presenting American consumers with a new affordable

choice of service in a marketplace where only three options for aerial inspection services (manned aircraft

photography, satellite earth observation imagery and physical inspection by trained personnel) had previously

existed. Additionally, the use of UAS in aerial inspection applications benefits the public interest as it

provides a safe, viable alternative to physical inspection conducted by individuals that would have to climb

or traverse over difficult and potentially unsafe terrain and structures; the use of UAS for aerial inspection

eliminates the risk of bodily injury or death that exists when an individual inspector must physically inspect

in dangerous positions or under dangerous conditions.

In general, the public interest is benefited by maximizing the efficiency of the application while

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minimizing the risks involved in the use of traditional methods of aerial photography.

The name and contact information of the applicant are:

Brian (Bo) LeRoy

Phone: 678-232-1933

E-mail: bo.leroy3@gmail.com

Mr. LeRoy requests exemption under Section 333 to enable safe commercial UAS operations for the

activities stated.

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APPENDIX

Specific Exemption Requests and Equivalent Level of Safety Showings

14 C.F.R. Part 21, Subpart H: Airworthiness Certificates

14 C.F.R. §91.203(a) and (b) - Civil aircraft: Certifications required.

Section 91.203 requires all civil aircraft to have a certificate of airworthiness. Part 21, Subpart H, entitled

Airworthiness Certificates, establishes the procedural requirements for the issuance of airworthiness certificates

as required by FAR §91.203(a). Mr. LeRoy requests an exemption from these rules and will utilize an

internal airworthiness process based on MIL-HDBK 516B for an equivalent level of safety.

Such an exemption meets the requirements of an equivalent level of safety under Part 11 and Section

333 of the Reform Act. The Federal Aviation Act 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 UAS involved.

14 C.F.R. §45.23(b) - Display of marks; general.

These regulations provide that each aircraft must display "N" and the aircraft’s registration number in

letters at least 3 inches high. Additionally, the aircraft must display the word "EXPERIMENTAL" in

letters at least 2 inches high near the entrance to the cabin, cockpit, or pilot station. Given the size of the

UAS (fuselage length of 6’), this requirement is impossible to match. The equivalent level of safety will be

achieved by having the registered N-number in 1 inch lettering on the side of the fuselage.

14 C.F.R. §61.23(a) - Medical certificates: Requirement and duration.

Regulations provide that a person must hold at least a second class medical certificate when exercising:

• Second-in-command privileges of an airline transport pilot certificate in part 121 of this chapter (other

than operations specified in paragraph (a)(1)(ii) of this section); or

• Privileges of a commercial pilot certificate

Given the size of the UAS in this petition and the limited flight area and the safety features integrated in

the autopilot Mr. LeRoy believes that an Equivalent Level of Safety can be reached if the operator has a

valid drivers license.

14 C.F.R. §61.113(a) and (b), §61.133 - Private Pilot Privileges and Limitations: Pilot in

Command; Commercial Pilot Privileges and Limitations

Subsections (a) and (b) of §61.113 prohibit private pilots from operating aircraft in commercial operations,

and §61.133(a) requires an individual operating an aircraft for compensation or hire to hold a commercial

pilot certificate.

Mr. LeRoy requests an exemption from 14 C.F.R. §61.113(a) and (b) and 14 C.F.R. §61.133(a) so

that above mentioned UAS may be operated by individuals who have a private pilot certificate.

Based upon the design features of the UAS, its autopilot system, and safety factors, the FAA should

permit operation of UAS by operators with a private pilot certificate when the conditions described above

have been satisfied. The above-described conditions are in-line with those set forth in Volume 16, Chapter 4,

Section 1 of FAA Order 8900.1.

Mr. LeRoy proposes to conduct operations in accordance with these restrictions. Given these

conditions and restrictions, an equivalent level of safety to manned operations will be achieved through

operation with a private pilot certificate. The risks associated with the operation of the DJI multi-rotor

aircraft (given the size, speed, operational capabilities, and lack of combustible fuel) are so much less than

the level of risk associated with fixed wing and rotorcraft operations, both private and commercial, as

contemplated by Part 61, that allowing operations of these UAS, as set forth above, meets or exceeds the

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present level of safety provided under 14 C.F.R. §61.113(a) and (b) and §61.133(a).

14 C.F.R. §91.7(a) - Civil aircraft airworthiness

This regulation requires that no person may operate a civil aircraft unless it is in airworthy condition. Mr.

LeRoy requests that an exemption be granted allowing commercial operation without an airworthiness

certificate. Given the size of the aircraft self certification utilizing MIL-HDBK 516B will provide an equivalent

level of safety.

14 C.F.R. §91.9(b)- Civil aircraft flight manual, marking, and placard requirements.

This regulation provides that no person may operate an aircraft unless a current, approved flight manual

is in the aircraft. Mr. LeRoy assumes that the intent of this requirement is to ensure that flight manual

information is available to the aircrew while operating the aircraft. Mr. LeRoy requests an exemption to

this requirement since the aircraft is not only too small to carry documentation, but the documentation

would not be available to the crew. The equivalent level of safety will be achieved by keeping a hard copy of

the DJI user manual with the ground crew.

14 C.F.R. §91.109(a) - Flight instruction; Simulated instrument flight and certain flight tests

Sections 91.109(a) provides that no person may operate a civil aircraft that is being used for flight instruction

unless that aircraft has fully functioning dual controls. The UAS in this exemption are remotely piloted

aircraft, and, by design, not equipped with fully functional dual controls. Flight control is accomplished

through the use of a control box that communicates with the aircraft via radio communications. Utilizing a

pilot skilled in remote piloting will provide an equivalent level of safety.

14 C.F.R. §91.119 - Minimum safe altitudes: General.

The regulation provides that over sparsely populated areas the aircraft cannot be operated closer than 500

feet to any person, vessel, vehicle, or structure. Since the UAS in this exemption will be operating at a

maximum of 400 feet AGL, this requirement cannot be followed. To provide an equivalent level of safety Mr.

LeRoy will only fly over private property with the permission of the land owner. The land owner will be

briefed of the expected route of flight and the associated risks to persons and property on the ground. We

maintain that due to the small size of the UAS, the hazard to persons, vessels, vehicles, and structures is

not comparable to manned aircraft and should be considered in granting the exemption. Furthermore, Mr.

LeRoy will not operate over congested areas nor over any open air assembly of persons.

14 C.F.R. §91.121 - Altimeter settings.

The regulation states that aircraft shall maintain cruising altitudes by reference to an altimeter setting

available within 100 nautical miles of the aircraft. The UAS will fly below 400 feet AGL and will not need to

maintain hemispherical cruising altitudes in order to de-conflict with other aircraft. To provide an equivalent

level of safety, the autopilot calculates the reference altitude (ground level) with the on-board GPS during

the pre-flight tests. The GPS and barometer data are then used to calculate the altitude in-flight.

14 C.F.R. §91.151(a) - Fuel requirements for flight in VFR conditions.

The regulation states that no person may begin a flight in an airplane under day-VFR conditions unless

there is enough fuel to fly to the first point of intended landing and to fly after that for at least 30 minutes.

As the aircraft in this request are electric-powered, this requirement is inapplicable. An equivalent level of

safety is achieved through a low battery power warning. The DJI UAS are designed to automatically return

to base and land safely when the power is too low.

14 C.F.R. Subpart E (§91.401 - §91.417) - Maintenance, Preventive Maintenance, and Alterations

The regulation provides that the operator is primarily responsible for maintaining the aircraft in an airworthy

condition, including compliance with part 39 and 43. Paragraphs 91.407 and 91.409 require that the aircraft

be "approved for return to service by a person authorized under 43.7" after maintenance and inspection.

Mr. LeRoy plans to have the PIC perform maintenance and inspection of the aircraft and "be authorized to

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approve the aircraft for return to service." The PIC will ensure that the aircraft is in an airworthy condition

prior to flight and conduct detailed inspections after every 10 flight hours. Additionally, checklists will be

utilized with all of the necessary pre-flight procedures prior to every flight operation. The PIC will document

work performed in accordance with 91.417. We feel that due to the size, construction, and simplicity of the

aircraft, the PIC can ensure an equivalent level of safety.

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