Charles	J.	Winiarski,	Downingtown,	PA

- Section	333	Exemption	Petition

June	4 ,	2015

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	of	th e	Federal	Aviation Regulations	from	14	C.F.R.	45.23(b);	14	C.F.R.	Part	21;	14	C.F.R.	61.113(a)&(b); 91.7(a);	91.9(b)	(2);	91.103(b);	91.109;	119.121;	91.151(a);	91.203(a)&(b); 91.405(a);	91.407(a)	(1);	91.409(a)	(2);	91.417(a)&(b)

Dear	Sir	or	Madam,

I

, Charles	J.	Winiarski ,	am	writing	pursuant	to	the	FAA	Modernization	and	Reform Act	of	2012	and	the	procedures	contained	within	14	C.F.R.	11,	to	request	that	I, Charles	J.	Winiarski ,	an	owner	and	operator	of	small	unmanned	aircraft,	be exempted	from	the	Fe deral	Aviation	Regulations	(“FARs”)	listed	below	so	that	I, Charles	J.	Winiarski ,	may	operate	my	small	ultra	light	weight	unmanned	aircraft system	(“UAS”)	commercially	in	airspace	regulated	by	the	Federal	Aviation Administration	(“FAA”).

As	described	her ein	I, Charles	J.	Winiarski,	is	a	very experienced	in	flying	hobby helicopters	for	recreational	purposes for	more	than	10	years .	I	have	added	a	hobby grade	quad

- copter1	UAS	to	my	inventory ,	a	DJI	Phantom	3, equipped	with	a n integrated	aerial	video	system with	intent	for	aerial	videography/cinematography

for	commercial purposes	in	the	Penns y l vania	area.

I	have	flown	small	RC	electric	helicopters	for	over	ten	(10)	years	without	incident. Committed	to	safety	with	each	flight.	My, Charles	J.	Winiarski 's,	exe mption	request would	permit	operation	of	ultra	light	weight,	unmanned	(piloted	by	remote	control) and	comparatively	inexpensive	UAS(s)	in	tightly	controlled	and	limited	airspace. Predetermined	in	areas	away	from	general	public,	airports,	heliports	and	vehi cular

traffic	for aerial	videography/cinematography for	commercial	purposes .	Currently, similar	lightweight,	remote	controlled	UAS's	are	legally	operated	by	unmonitored amateur	hobbyists	with	no	safety	plan	or	controls	in	place	to	prevent	catastrophe.	I,

C harles	J.	Winiarski ,	will	continue	to	strictly	comply	with	safety	and	maintenance procedures	included	in	all	applicable	UAS	manufacturer’s	instructions	and	operating manuals	to	avoid	and	prevent	public	haza rd,	as	well	as	manned	aircraft hazards/catastrophe .	This	will	act	to	further	safety	protocols	exclusive	to lightweig ht	UAS's	specific	to video	and	photography	usage	as	I, Charles	J.	Winiarski

, record	flight	data	and	other	information	gained	through	permitted	flight	operations to	share	with	the	FAA	through any	required	FAA	reports	to	assist	with	future protocol	and	safety	regulation.Granting	my, Charles	J.	Winiarski ’s,	request	comports	with	the	Secretary	of Transportation’s	(FAA	Administrator’s)	responsibilities	and	authority	to	not	only integrate	UAS's into	the	national	airspace	system,	but	to	“...establish	requirements for	the	safe	operation	of	such	aircraft	systems	[UAS's]	in	the	national	airspace system”	under	Section	333(c)	of	the	Reform	Act	specific	to	the	use	of	UAS's	for	real estate/Realtor	purpos es.	Further	I, Charles	J.	Winiarski ,	will	conduct	my	operations in	compliance	with	the	protocols	described	herein	or	as	otherwise	established	by

the	FAA.

For	the	reasons	stated	below	I, Charles	J.	Winiarski ,	respectfully	request	the	grant	of an	exemption allowing	me	to	operate	ultra	light	weight,	remote	controlled	UAS’s	for aerial	videography/cinematography for	commercial	purposes

.

I	have	attached the	user	manual	for	the	Phantom	3	Professional	as	well	a my	Pre

Flight	Procedures.

I.	Contact	Information: Charles	J.	Winiarski 19	Founders	Way Downingtown,	PA	19335 Charles.winiarski@gmail.com

II

. The	Specific	Sections	of	Title	14	of	the	Code	of	Federal	Regulations	From

Which Charles	J.	Winiarski Requests	Ex emption	are:

14	CFR	21; 14	C.F.R.	45.23(b); 14	CFR	61.113	(a)	&	(b);	14	C.F.R.	91,	et	seq.; 14	CFR	407	(a)	(1); 14	CFR	409	(a)	(2);	and,	14	CFR	417	(a)	&	(b).

III.	The	Extent	of	relief Charles	J.	Winiarski seeks	and	the	Reason	He	Seeks

Such	Relief:

I, Charles	J.	Winiarski ,	submit	this	application	in	accordance	with	the	Reform	Act, 112	P.L.	95	§§	331

- 334,	seeking	relief	from	any	currently	applicable	FARs	operating

to	prevent	me, Charles	J.	Winiarski ,	contemplated commercial	cinematic and	other flight operations	within	the	national	airspace	system.	The	Reform	Act	in	Section	332 provides	for	such	integration	of	civil	unmanned	aircraft	systems	into	our	national airspace	system	as	it	is	in	the	public’s	interest	to	do	so.	My, Charles	J.	Winiarski ’s,

ultra	l ight	weight	UAS	meets	the	definition	of	“small	unmanned	aircraft”	as	defined in	Section	331	and	therefore	the	integration	of	my	ultra	light	weight	UAS	is expressly	contemplated	by	the	Reform	Act.	I	would	like	to	operate	my	ultra	light weight	UAS	prior	to	t he	time	period	by	which	the	Reform	Act	requires	the	FAA	to promulgate	rules	governing	such	craft.	Thereby,	providing	direct	experience	and valuable	information	for	formal	regulation	that	can	be	administered	uniformly	to	allco m mercial related	UAS	aerial	vid eo	and	photography.	The	Reform	Act	guides	the Secretary	in	determining	the	types	of	UAS's	that	may	operate	safely	in	our	national airspace	system.	Considerations	include:	The	weight,	size,	speed	and	overall capabilities	of	the	UAS's;	Whether	the	UAS	will	b e	operated	near	airports	or	heavily populated	areas;	and,	Whether	the	UAS	will	be	operated	by	line	of	sight.	112	P.L.	95 §	333	(a).	Each	of	these	items	reflect	in	favor	of	an	exemption	for	me, Charles	J.

Winiarski .	My	UAS	utilizes	four	(4)	counter

- rotating propellers	for	balance,	control and	stability.	My	UAS	is	equipped	with	GPS	and	auto	return	safety	technology. Weighing	less	than	five	(5)	pounds	(far	below	the	maximum	55	pound	limit); including	camera	with	gimbal.

I, Charles	J.	Winiarski ,	considers	saf ety	as	foremost	with	each	flight.	My	small unmanned	aircraft	is	designed	to	hover	in	place	via	GPS	and	operate	in	less	than	a 24	knot	(15	mph)	wind.	For	safety,	stability	and	fear	of	financial	loss	I	will	not	fly	in winds	exceeding	16	kph	(10	mph).	Built	i n	safety	systems	include	a	GPS	mode	that allows	my	UAS	to	hover	in	place	when	radio	controls	are	released.	With	three	mode s to	choose	from,	I	utilize	the	Beginner	mode for	aerial	videography/photography. This	is	the	safest,	most	reliable	and	stable	mode	to prevent	accident	and	hazard.

This	m ode	includes	safe	circle	for	operation,	position	hold,	self

- leveling,	altitude command,	GPS,	return	home	feature,	and	safety	control	to	return	home	or	land	in the	event	of	communication	interruption	be tween	RC	transmitte r	and	UAS. When	pilot	communication	is	lost	UAS	is	designed	slowly	descend	to	point	of	take off.	I	do	not	operate	my	UAS	near	airports,	Hospitals	nor	Police	heliports,	and	do	not operate	near	areas	where	general	public	is	within	fifty	to	one	hundred	(50

- 10 0) yards	depending	on	location,	conditions	and	weather.	I	am	constantly	on	alert	for any	manned	aircraft	(Police/Medical	helicopters,	etc.)	and	prepared	to	land/abort immediately	to	the	nearest	and	safest	ground	point	should	a	manned	aircraft approach	my	l ocation	or	I	suspect	manned	aircraft	may	approach	near	my	location. My	UAS	is	capable	of	vertical	and	horizontal	operations,	and	are	flown	only	within my	line	of	sight	of	me,	as	the	remote	control	pilot.	Utilizing	battery	power	rather

than	combustible	fuel s,	flights	gen erally	last	less	than	15	minutes ,	with	an	altit ude under	three	hundred	fifty	(300 )	feet.	I,	Charles	Winiarski ,	utilize	a	fresh	fully charged	battery	with	each	flight	as	a	safety	precaution;	full	flight	time	limit	for	each battery	is	fifteen	( 15)	to	twenty

- five	(25)	minutes	as	tested.	I	do	not	operate	my	UAS at	or	below	manufacture	recommend	minimum	charge	levels	for	operation; preferring	to	remain	well	within	a	safe	operating	range	to	insure	adequate

communication	between	radio	control	and	UAS to	eliminate	potential	for	crash,	loss

of	control	or	hazard.	Reserve	batteries	are	at	hand	with	each	exercise	to	insure replacement	for	sufficient	safe	level	of	operation.	I	do	not	believe	in	taki ng	risk	that may	cause	a	crash that	could	create	hazard	to the	public/property/manned	aircraft, and	have	no	desire	to	lose	an	investment.	I	have	clocked	numerous	practice	flights in	remote	areas	as	a	hobbyist	simulating	flights	for	future	commercial	use	to	gain familiarization	with	the	characteristics	of	this	spec ific	UAS's	performance	under different	temperature	and	weather	conditions.	I	also	practice	computerized simulated	flights	to	maintain	adequate	skills	and	response	reflex	time.	All	for	the sake	of	safety.I, Charles	J.	Winiarski ’s,	am	extremely	cautious	w hen	operating	of	my	UAS/ultra light	weight	unmanned	aircraft	and	will	not	“create	a	hazard	to	users	of	the	national airspace	system	or	the	public.”	112	P.L.	95	§	333	(b).	Given	the	small	size	and	weight of	my	UAS	it	falls	well	within	Congress’s	contemplate d	safety	zone	when	it promulgated	the	Reform	Act	and	the	corresponding	directive	to	integrate	UAS's	into the	national	airspace	system. Charles	J.	Winiarski ’s	UAS,	used	in	hobby	flight,	has	a demonstrable	safety	record	and	does	not	pose	any	threat	to	the	ge neral	public	or national	security.

IV.	How Charles	J.	Winiarski ’s	Request	Will	Benefit	the	Public	As	A	Whole:

Aerial	videography and	photography for	geographic al	awareness for	co m mercial marketing	has	been	around	for	a	long	time	through	manned	fixed	wi ng	aircraft	and helicopters.	For	small	budget	real	estate	companies	and	average	homeowners	the expense	of	such	aerial	videography	is	cost	prohibitive.	Only	large	companies	and high	end	Realtors	or	luxury	homeowners	can	afford	to	abs orb	such	expense. Depriv ing	non

- luxury	homeowners	and	lower	budget	Realtors	from	a	valuable marketing	tool.	Manned	aircraft	pose	a	threat	to	the	public	through	potential catastrophic	crash	that	the	community	has	experienced	in	the	past.	Each	resulting	in

loss	of	life.	Each	with	c ombustible	fuel	that	exploded	and	burned	on	impact.	Police helicopters	have	made	emergency	hard	landings	within	city	limits.	My, Charles	J.

Winiarski 's,	UAS	pose	no	such	threat	since	size	and	lack	of	combustible	fuel alleviates	any	potential	threat	to	the public.

Congress	has	already	proclaimed	that	it	is	in	the	public’s	interest	to	integrate commercially	flown	UAS's	into	the	national	airspace	system,	hence	the	passing	of the	Reform	Act.	Granting	my, Charles	J.	Winiarski ’s,	exemption	request	furthers	the public	interest	through	academic/visual	awareness	of	the	geographical	benefits	in and	around	the	metro	Tucson	area.	My	ultra	light	weight	UAS	is	battery	powered and	creates	no	emissions	that	can	harm	the	environment.	The	consequence	of	my ultra	light	weigh t	UAS	crashing	is	far	less	than	a	full	size	helicopter	or	fixed	wing aircraft;	which	are	heavy,	contain	combustible	fuel	and	can	cause	catastrophic devastation	to	the	public.

The	public’s	interest	is	furthered	by	minimizing	ecological	and	crash	threat	by permitting	aerial	video/photo	capture	through	my	battery	operated	ultra	light weight	UAS's.	Permitting	me, Charles	J.	Winiarski ,	to	immediately	fly	within	national air	space	furthers	economic	growth.	Granting	my	exemption	request	substantially

furthers	th e	economic	impact	for	the	Pennsylvania	area

.

V.	Reasons	Why Charles	J.	Winiarski ’s	Exemption	Will	Not	Adversely	Affect Safety	Or	How	The	Exemption	Will	Provide	a	Level	of	Safety	At	Least	Equal	To Existing	Rule:My, Charles	J.	Winiarski ’s,	exemption	will	not	adversely	af fect	safety.	Quite	the contrary,	for	the	reasons	stated	permitting	me, Charles	J.	Winiarski ,	to	log	more flight	time	in	FAA	controlled	airspace,	with	communication	with	the	FAA,	will	allow me	to	contribute	to	the	innovation	and	implementation	of	new	and	no vel,	as	of	yet undiscovered	safety protocols	for	commercial	operators that	can	be	embraced	by the	NAR6,	AAR7,	and	TAR8	for	development	in	cooperation	with	the	FAA.	In addition	I, Charles	J.	Winiarski ,	submit	the	following	representations	of

enhancements	t o	current	aerial	videography and	photography	for	commercial

purposes :

My	UAS	weighs	les s	than	5	pounds	complete	with	an	integrated	video	system:

• I	only	operate	my	UAS	below	3 00	feet	(well	within	the	400	foot	permissible ceiling	set	by	the	FAA	Moderni zat ion	and	Reform	Act	of	2012)

• M y	UAS will only	operate	for up	to	15	minutes	per	flight

• I	land	my	UAS	prior	to	manufacturer	recommended minimum	level	of	battery

power

• I	pilot	my	UAS	through	remot e	control	only	by	line	of	sight

• My	UAS	has	GPS	a	flight	saf ety	feature	whereby	it	hovers	and	then	slowly

lands	if	communication	with	t he	remote	control	pilot	is	lost

• I	actively	analyze	flight	data	and	other	sources	of	information	to	constantly upda te	and	enhance	safety	protocols

• I	only	operate	in	reasonably	safe environment	that	are	strictly	controlled,	are away	from	power	lines,	elevated	lights,	airpor ts	and	actively	populated	areas

• I	conduct	extensive	pre

- flight	inspections	and	protocol,	during	which	safety carries	primary	importance;

• I	always	obtains	all	nec essary	perm issions	prior	to	operation

• I	have	procedures	in	place	to	abort	flights	in	the	event	of	safety	breaches	or potential	danger.

My, Charles	J.	Winiarski ’s,	safety	protocols	provide	a	level	of	safety	equal	to	or exceeding	existing	rules.	It	is	imp ortant	to	note	that	absent	the	integration	of commercial	UAS	into	our	national	airspace	system,	helicopters	are	the	primary

means	of	aeri al	video	and	photography	for	commercial	purposes .	While	the	safety record	of	such	helicopters	is	remarkably	astounding, there	has	been	local	incidentinvolving	loss	of	life	as	well	as	extensive	property	damage;	it	is	far	safer	to	operate	a battery	powered	ultra	light	weight	UAS.

First,	the	potential	loss	of	life	is	diminished	because	UAS's	carry	no	people	on	board

and	I only	operates	my	UAS	in	specific	areas	away	from	mass	populations.	Second, there	is	no	fuel	on	board	a	UAS	and	thus	the	potential	for	fire	or	explosions	is	greatly

diminished.

Third,	the	small	size	and	extreme	maneuverability	of	my	UAS	allow	me	to	remote ly pilot	away	from	and	av oid	hazards	quickly	and	safely. Lastly,	given	its	small	size and	weight,	even	when	close	enough	to	capture	amazing	images,	my	UAS	need	not be	so	close	to	the	objects	they	are	focused	on	through	the	technology	and	use	of	post

editi ng	software	allowing	pan	and	zoom. Accordingly,	my	UAS	has	been experimentally	operated	for	familiarization/competency	and	will	continue	to operate	at	and	above	current	safety	levels.

VI.	A	Summary	The	FAA	May	Publish	in	the	Federal	Register:

A.	14	C.F .R.	21	and	14	C.F.R.	91:	Airworthiness	Certificates,	Manuals	and	The	Like. 14	C.F.R.	21,	Subpart	H,	entitled	Airworthiness	Certificates,	sets	forth	requirements for	procurement	of	necessary	airworthiness	certificates	in	relation	to	FAR	§ 91.203(a)(1).	The size,	weight	and	enclosed	operational	area	of	my, Charles	J.

Winiarski ’s,	UAS	permits	exemption	from	Part	21	because	my	UAS	meets	(and exceeds)	an	equivalent	level	of	safety	pursuant	to	Section	333	of	the	Reform	Act.	The FAA	is	authorized	to	exempt	aircra ft	from	the	airworthiness	certificate	requirement under	both	the	Act	(49	U.S.C.	§	44701	(f))	and	Section	333	of	the	Reform	Act.	Both pieces	of	legislation	permit	the	FAA	to	exempt	UAS's	from	the	airworthiness certificate	requirement	in	consideration	of	the weight,	size,	speed,	maneuverability and	proximity	to	areas	such	as	airports	and	dense	populations.	My, Charles	J.

Winiarski ’s,	current	and	projected	UAS's	meet	or	exceed	each	of	the	elements. 14	C.F.R.	91.7(a)	prohibits	the	operation	of	an	aircraft	with out	an	airworthiness certificate.	As	no	such	certificate	will	be	applicable	in	the	form	contemplated	by	the FARs,	this	Regulation	is	inapplicable. 14	C.F.R.	§	91.9	(b)	(2)	requires	an	aircraft	flight	manual	in	the	aircraft.	As	there	are no	on	board	pilots or	passengers,	and	given	the	size	of	the	UAS's,	this	Regulation	is inapplicable.	An	equivalent	level	of	safety	will	be	achieved	by	maintaining	a safety/flight	manual	delineating	areas	of	where	safety	can	be	defined.10	The	FAA has	previously	issued	exempt ions	to	this	regulation	in	Exemption	Nos.	8607,	8737, 8738,	9299,	9299A,	9565,	9565B,	10167,	10167A,	10602,	10700	and	32827. 14	C.F.R.	§	91.121	regarding	altimeter	settings	is	inapplicable	insofar	as	my	UAS utilizes	electronic	global	positioning	systems	w ith	a	barometric	sensor. 14	C.F.R.	§	91.203	(a)	and	(b)	provides	for	the	carrying	of	civil	aircraft	certifications and	registrations.	They	are	inapplicable	for	the	same	reasons	described	above.	The equivalent	level	of	safety	will	be	achieved	by	maintainin g	any	such	required certifications	and	registrations	by	me, Charles	J.	Winiarski

.B.	14	C.F.R.	§	45.23:	Marking	of	The	Aircraft. Applicable	Codes	of	Federal	Regulation	require	aircraft	to	be	marked	according	to certain	specifications.	My	UAS	are,	by	def inition,	unmanned.	They	therefore	do	not have	a	cabin,	cockpit	or	pilot	station	on	which	to	mark	certain	words	or	phrases. Further,	two

- inch	lettering	is	difficult	to	place	on	such	small	aircraft	with dimensions	smaller	that	minimal	lettering	requirement. Regardless,	I	will	mark	its UASs	in	the	largest	possible	lettering	by	placing	the	word	“EXPERIMENTAL”	on	its fuselage	as	required	by	14	C.F.R.	§45.29	(f)	so	that	I	the	pilot,	or	anyone	assisting	me as	a	spotter	with	the	UAV	will	see	the	markings.	The	FAA has	previously	issued exemptions	to	this	regulation	through	Exemptions	Nos.	8738,	10167,	10167A	and

10700. C.	14	C.F.R.	§	61.113:	Private	Pilot	Privileges	and	Limitations:	PIC. Pursuant	to	14	C.F.R.	§§	61.113	(a)	&	(b),	private	pilots	are	limited	to	non

- commercial	operations.	I, Charles	J.	Winiarski ,	can	achieve	an	equivalent	level	of safety	as	achieved	by	current	Regulations	because	my	UAS	does	not	carry	any	pilots or	passengers.	Further,	while	helpful,	a	pilot	license	will	not	ensure	remote	control pil oting	skills.	The	risks	attended	to	the	operation	of	my	UAS	is	far	less	than	the	risk levels	inherent	in	the	commercial	activities	outlined	in	14	C.F.R.	§	61,	et	seq.	Thus, allowing	me, Charles	J.	Winiarski ,	to	operate	my	UAS	meet	and	exceed	current	safety levels	in	relation	to	14	C.F.R.	§61.113	(a)	&	(b).

D.	14	C.F.R.	91.119:	Minimum	Safe	Altitudes. 14	C.F.R.	§	91.119	prescribes	safe	altitudes	for	the	operation	of	civil	aircraft.	It allows	helicopters	to	be	operated	at	lower	altitudes	in	certain	conditio ns.	My	UAS will	never	opera te	at	an	altitude	greater	than	3 00	AGL;	safely	below	the	standard	of
400	AGL.	I, Charles	J.	Winiarski ,	will	however	operate	my	UAS	in	safe	areas	away from	public	and	traffic,	providing	a	level	of	safety	at	least	equivalent	to	or below those	in	relation	to	minimum	safe	altitudes.	Given	the	size,	weight,	maneuverability and	speed	of	my	UAS,	an	equivalent	or	higher	level	of	safety	will	be	achieved. E.	14	C.F.R.	91.405	(a);	407	(a)	(1);	409	(a)	(2);	417(a)	&	(b):	Maintenance Inspecti ons.

The	above

- cited	Regulations	require,	amongst	other	things, aircraft	owners	and operators	to	“have	[the]	aircraft	inspected	as	prescribed	in	subpart	E	of	this	part and	shall	between	required	inspections,	except	as	provided	in	paragraph	(c)	of	this section,	have	discrepancies	repaired	as	prescribed	in	part	43	of	thi s	chapter.	.	.	.” These	Regulations	only	apply	to	aircraft	with	an	airworthiness	certificate.	They	will not,	therefore,	apply	to	my, Charles	J.	Winiarski 's,	UAS.	However,	as	a	safety precaution	I	inspect	my	UAS	before	and	after	each	flight. A	Summary	The FAA	May	Publish	in	the	Federal	Register:	A.	14	C.F.R.	21	and	14 C.F.R.	91:	Airworthiness	Certificates,	Manuals	and	The	Like.	14	C.F.R.	21,	Subpart	H, entitled	Airworthiness	Certificates,	sets	forth	requirements	for	procurement	of necessary	airworthiness	c ertificates	in	relation	to	FAR	§	91.203(a)(1).	The	size, weight	and	enclosed	operational	area	of	my	UAS	permits	exemption	from	Part	21 because	my, Charles	J.	Winiarski ’s,	UAS	meets	an	equivalent	level	of	safety	pursuant

to	Section	333	of	the	Reform	Act.	Th e	FAA	is	authorized	to	exempt	aircraft	from	the airworthiness	certificate	requirement	under	both	the	Act	(49	U.S.C.	§	44701	(f))	andSection	333	of	the	Reform	Act.	Both	pieces	of	legislation	permit	the	FAA	to	exempt

UAS's	from	the	airworthiness	certificate requirement	in	consideration	of	the	weight, size,	speed,	maneuverability	and	proximity	to	areas	such	as	airports	and	dense populations.	My	UAS	meets	or	exceeds	each	of	the	elements.	14	C.F.R.	91.7(a) prohibits	the	operation	of	an	aircraft	without	an	airwo rthiness	certificate.	As	no such	certificate	will	be	applicable	in	the	form	contemplated	by	the	FARs,	this Regulation	is	inapplicable.	14	C.F.R.	§	91.9	(b)	(2)	requires	an	aircraft	flight	manual in	the	aircraft.	As	there	are	no	pilots	or	passengers,	and	gi ven	the	size	of	the	UAS's, this	Regulation	is	inapplicable.	An	equivalent	level	of	safety	will	be	achieved	by maintaining	a	manual.	The	FAA	has	previously	issued	exemptions	to	this	regulation in	Exemption	Nos.	8607,	8737,	8738,	9299,	9299A,	9565,	9565B,	10 167, maintenance	program	that	involves	regular	software	updates	and	curative measures	for	any	damaged	hardware.	Therefore,	an	equivalent	level	of	safety	will	be

achieved.

In	summary, Charles	J.	Winiarski seeks	an	exemption	from	the	following Regulations:

14	C.F.R.	21,	subpart	H;	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(b);	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)	a nd	(b);	14 C.F.R.	§	91.405	(a);	14	C.F.R.	§	91.407	(a)(1);	14	C.F.R.	§	91.409	(a)(2);	14	C.F.R.	§ 91.409	(a	)	(2);	and,	14	C.F.R.	§§	91.417	(a)	&	(b)	to	commercially	operate	my, Charles	J.	Winiarski 's,	small	unmanned	vehicle/lightweight	unmanned	aircraft

v ehicle	in	community	awareness	and	real	estate	operations,	and	to	develop economic	platforms	for	real	estate	to	enhance	the	experience	of	those	seeking	to relocate	to	the	metro	Tucson	area.	Currently,	area	awareness	and	real	estate	aerial videography/photog raphy	relies	primarily	on	the	use	of	larger	aircraft	running	on combustible	fuel.	Posing	potential	risk	to	the	public.	Granting	my, Charles	J.

Winiarski ’s,	request	for	exemption	will	reduce	current	risk	levels	and	thereby enhance	safety.	My	UAS	craft	do	no t	contain	potentially	explosive	fuel,	is	smaller, lighter	and	more	maneuverable	than	conventional	real	estate	video	and photographic	aircraft	with	much	less	flight	time.	Further,	I	operate	at	lower altitudes	and	in	controlled	airspace	eliminating	potential public	risk	flying	to	and from	established	air	fields.	I, Charles	J.	Winiarski ,	have	been	informally	analyzing flight	information	and	will	compile	safety	protocols	and	the	implementation	of	a flight	operations	manual	for	real	estate	usage	that	exceeds	cur rently	accepted means	and	methods	for	safe	flight.	Formal	collection	of	information	shared	with	the FAA	will	enhance	the	FAA's	internal	efforts	to	establish	protocols	for	complying with	the	FAA	Modernization	and	Reform	Act	of	2012.	There	are	no	personnel	o n board	my, Charles	J.	Winiarski ’s,	UAS	and	therefore	the	likelihood	of	death	or serious	bodily	injury	is	significantly	diminished.	My, Charles	J.	Winiarski ’s,	operation of	my	UAS,	weighing	less	than	5	pounds	and	travelling	at	lower	speeds	within

limited	a reas	will	provide	an	equivalent	level	of	safety	as	that	achieved	under current	FARs.	Accordingly	I, Charles	J.	Winiarski ,	respectfully	request	that	the	FAAgrant	my	exemption	request	and	am	willing	to	cooperate	in	sharing	information	to benefit	the	FAA,	sa fety	of	manned	aircraft,	and	the	general	public	at	large.

Respectfully	submitted,

Charles	J.	Winiarski

19	Founders	Way Downingtown,	PA	19335

charles.winiarski@gmail.com