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(Bird’s Eye Drone Imaging, LLC) Owner: Arthur H. Ritchie 8205 Rodgers Rd. Lodi, OH 44254 440
- 570
- 2835 Art@neo.rr.com
Re: Exemption Request Pursuant to Section 333 of the FAA Reform Act and Part 11 of the Federal Aviation Regulations from: 14 CFR 21 subpart H; 14 CFR 45.23(b); 14 CFR 61.113(a) and (b); 14 CFR 91.7(a); 14 CFR 91.9(b)(2); 14 CFR 91.103; 14 CFR 91.109; 14 CFR 91.119(c); 14 CFR 91.121; 14 CFR 91.151(a); 14 CFR 91.203 (a) and (b); 14 CFR 91.405 (a); 14 CFR 91 .407 (a) (1) 14 CFR 91.409 (a)(1) and (2); 14 CFR 91.417(a) and (b)

Dear Sir or Madam: Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the “Reform Act”) and 14 CFR Part 11, Bird’s Eye Drone Imaging, LLC, operator of an Unmanned Aircraft System (UAS), hereby applies for an exemption from the listed Federal Aviation Regulations (“FARs”) to allow commercial operation of its UAS, so long as such operations are conducted within and under the conditions outlined herein or as may be established by the FAA as required by Section 333. Commercial operation of an UAS, as described herein, which are equipped with camera(s) and sensors, would operate in the following manner:  Aerial photography and/or video for public and/or private use including real estate, architecture, land surveying, engineering and other related professional activities.  Aerial video and/or photography for public and/or private use including television, p ublic events an d c inematography
.  Aerial inspection/photography of residential/commercial structures under contract with the owners or local government authority.  Aerial inspection/photography of residential/commercial utility infrastructure including but not limited to electrical power lines, wind turbines and cell towers.  Aerial video/photography or providing live video feed to assist with search and rescue operations in cases of an emergency or natural disaster only when the local authorities or govern ment has requested it by contract or donation.  The ability to offer training to persons individually or belonging to both private and/or public organizations that have interests in the use and application of a UAS for the purpose of the safe operation of a UAS to enhance the safety of the National Airspace System (NAS) as well as for the protection of the persons and property.Page 2 of 10

As described fully below, the requested exemption would permit the operation of a UAS under controlled conditions in the NAS that would be a) limited b) controlled c) predetermined and d) will provide safety enhancements to the already safe operations in the industry presently using conventional aircraft. Approval of this exemption would thereby enhance safety and fulfill the Secret ary of Transportation’s (the FAA Administrator’s) responsibilities to “....establish requirements for the safe operation of such aircraft systems in the national airspace system.” The name and address of the applicant is: Bird’s Eye Drone Imaging, LLC Att n : Arthur H. Ritchie, Director of Operations/Chief Pilot Phone: 440
- 570
- 2835 Fax: 330
- 769
-0767 Email: Art@neo.rr.com Address: 8205 Rodgers Rd, Lodi, OH 44254

Regulations from which the exemption is requested: 14 CFR Part 21 subpart H 14 CFR 45.23 (b) 14 CFR 61.113 (a) & (b) 14 CFR 91.7 (a) 14 CFR 91.9 (b) (2) 14 CFR 91.103 14 CFR 91.109 14 CFR 91.119 (c) 14 CFR 91.121 14 CFR 91.151 (a) 14 CFR 91.203 (a) & (b) 14 CFR 91.405 (a) 14 CFR 91.407 (a) (1) 14 CFR 91.409 (a) (2) 14 CFR 91.417 (a) & (b)
Bird’s Eye Drone Imaging, LLC will operate the DJI Phantom 3 Professional, with a total weight of 1280g or 2.83 lbs. The diagonal dimensions including propellers are 590 mm x 590 mm
. M aximum airspeed is n o more than 16m/s or 31Kts with a cruising speed of 11m/s or 21Kts . The DJI Phantom 3 Professional Vision has the ability to hover and move along a vertical and horizontal plane simultaneously. The DJI Phantom 3 Professional has four brushless electric m otors, powered by a 6000mAh LiPo Lithium Polymer battery. There are four prop ellers, Propeller Model DJI 9450, in use. The DJI Phantom 3 Professional will be controlled with the factory Phantom 3
- Remote Controller with an operating frequency of 2.400GH z – 2.483GHz. The live video feed will have an operating frequency of 5.728GHz
– 5.850GHz. The applicant will operate the UAS in line of sight within a predetermined area owned and or operated by the property representative.Page 3 of 10

**DJI Phantom 3**  **Professional Specs**  Aircraft  Weight (including battery and propellers) : 1280 g  Diagonal size (including propellers) : 590 mm  Max Ascent Speed : 5 m/s, 984 fpm  Max Descent Speed : 3 m/s, 590 fpm  Hover Accuracy o Vertical: +/

- 0.1 m (when Vision Positioning is active) or +/

- 0.5 m o Horizontal: +/

- 1.5 m  Max Speed : 16 m/s, 31 kts (ATTI mode, no wind)  Max Altitude Above Sea Level : 6000 m  Operating Temperature : 0°C to 40°C  GPS Mode : GPS/GLONASS Camera  Sensor : Sony EXMOR 1/2.3” Effective pixels: 12.4 M (total pixels: 12.76 M)  Lens : FOV 94° 20 mm (35 mm format equivalent) f/2.8, focus at ∞  ISO Range : 100
- 3200 (video) 100

- 1600 (photo)  Shutter Speed : 8s
- 1/8000s  Image Max Size : 4000 x 3000  Still Photography Modes o Single Shot o Burst Shooting: 3/5/7 shots o Auto Exposure Bracketing (AEB): 3/5 o Bracketed Frames at 0.7EV Bias o Time
- lapse  Video Recording Modes
- Phantom 3 Professional o UHD: 4096x2160p 24/25, 3840x2160p 24/25/30 o FHD: 1920x1080p 24/25/30/48/50/60 o HD: 1280x720p 24/25/30/48/50/60  Supported SD Card Types o Micro SD Max capacity: 64 GB. Class 10 or UHS
- 1 rating required  Max Bitrate of Video Storage Phantom 3 Professional : 60 Mbps  Supported File Formats o FAT32/exFAT o Photo: JPEG, DNG o Video: MP4, MOV (MPEG

-4 AVC/H.264)  Op erating Temperature o 0°C to 40°C Gimbal  Controllable Range : Pitch
-90° to +30°  Stabilization : 3
-axis (pitch, roll, yaw)Page 4 of 10

Vision Positioning  Max Velocity : Less than 8 m/s (when 2 m above ground)  Altitude Range : 30 cm
- 300 cm  Operating Range : 30 cm
- 300 cm  Operating Environment : Surface with clear pattern and adequate lighting (Lux > 15) Remote Controller  Operating Frequency : 2.400 GHz
- 2.483 GHz  Max Distance : 2000m (outdoors and unobstructed)  Video Output Port : USB  Operating Temperature : 0°C
- 40°C  Battery : 6000 mAh LiPo 2S  Mobile Device Holder: For tablet or phone  Receiver Sensitivity (1%PER) : - 101 dBm ±2 dBm  Transmitter Power (EIRP) o FCC: 20 dBm o CE: 16 dBm  Working Voltage : 1.2 A @7.4 V Battery Charger  Voltage : 17.4 V  Rated Power : 100 W Intelligent Flight Battery  Capacity : 4480 mAh  Voltage : 15.2 V  Battery Type : LiPo 4S  Energy : 68 Wh  Net Weight : 365 g  Max Flight Time : Approximately 23 minutes  Operating Temperature : - 10°C to 40°C  Max Charging Power : 100 W App / Live View  Mobile App : DJI Pilot  EIRP : 100mW  Live View Working Frequency : 2.4GHz ISM  Live View Quality : 720P @ 30fps (depending on conditions and mobile device)  Latency : 220ms (depending on conditions and mobile device)  Required Operating Systems o OS 8.0 or later o Androi d 4.1.2 or later  Recommended Devices o iOS: iPhone 5s, iPhone 6, iPhone 6 Plus, iPad Air, iPad Air Wi
- Fi + Cellular, iPad mini 2, iPad mini 2 Wi
- Fi + Cellular, iPad Air 2, iPad Air 2 Wi
- Fi + Cellular, iPad mini 3, and iPad mini 3 Wi
- Fi + Cellular. This app is optimized for iPhone 5s, iPhone 6, and iPhone 6 PlusPage 5 of 10 o Android: Samsung S5, Note 3, Sony Xperia Z3, Google Nexus 7 II, Google Nexus 9, Mi 3, Nubia Z7 mini o *Support for additional Android devices available as testing and development continues

Given the small size of the UAS and the controlled environment provided the proposed operations will adhere to the Reform Act’s safety requirements. T he approval of this application presents no national security issues. Regarding the level of safety surrounding t he proposed operations and the public benefit, reduction in environmental impacts, including but not limited to reduced emissions and noise, the grant of the requested exemption is in the public interest. Accordingly the applicant requests that the FAA grant the requested exemption with minimum delay. **AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY** The operation limitations proposed for an equivalent or higher level of safety because operations will further enhance the safety of the persons and/or property using conventional aircraft. These limitations and conditions to which the applicant agrees to adhere to when conducting commercial operations under the FAA issued exemption as set forth in the Flight Operations Manual (FOM) include: The UAS will weigh less than 55 lbs
. (DJI Phantom 3 Professional weighs 1280G or 2.83 lbs.) The UAS will have a maximum opera ting airspeed of no more than 50 Kts. (DJI Phantom 3 Professional maximum speed is 31 Kts. )  Flights will be operated within line of sight of t he Pilot in Command (PIC) and Visual Observer (VO) if utilized
.  Maximum flight time for each operational flight will be 30 minutes. Flights will be terminated at 25% battery power reserve or 30 minutes of flight time whichever occurs first.  Flights will be operated at an altitude of no more than 400 feet Above Ground Level (AGL) and not more than 200 feet above an elevated platform from which filming is planned.  Minimum crew for each operation wi ll consist of the UAS Pilot, and may include, depended on mission requirements, a Visual Observer (VO)
.  The UAS pilot will be a designated Pilot in Command (PIC) and will take and pass all necessary certifications currently being approved by the FAA administration for commercial use.  A briefing will be performed regarding the planned UAS operations prior to each day’s flight consisting of all the days’ production activities.  All flights will occur under Visual Flight Rules Meteorological Conditions (VMC) only.  The flights will occur no closer than a 5 mile radius of the geographic center/Airport Reference Point (ARP) of a t ower controlled or uncontrolled airport. The DJI Phantom 3 Professional has built in softwarePage 6 of 10 for all FAA regulated ‘No Fly Zones’ a nd was uploaded by DJI (July 2015 Firmware ) for all DJI drones to download and prevent any possible flights occurring withi n no -fly zones. DJI Phantom 3 Professional has installed software (code) that denies flights within the FAA no

-fly zones.  If operations will be within a 5 mile radius of the geographic center/Airport Reference Point (ARP) of a tower controlled or uncontrolled airport the respective airports will be contacted advising them of the estimated flight time, flight duration, elevation of flight and other pertinent information.  The operator will file FAA Form 7711
- 1, or its equivalent, as modified in light of th e requested exemption, with the appropriate local Flight Standards District Office (FSDO) no more than 72 hours but no less than 48 hours from planned operation.  The operator will obtain verbal/written consent of all persons involved with the planned oper ation and ensure that only consenting persons will be allowed within 100 feet of the flight operation, and the radius may be reduced to 30 feet based upon an equivalent level of safety determination, as required under the FOM. With the advanced permission of the FSDO, operations at closer range may be approved.  The PIC, and VO if utilized, will have been trained in operation of UAS and receive up
-to -date information for the particular UAS to be operated.  The PIC and VO, if utilized, will be able to commu nicate by voice, radio, and/or text at all times.  Written and/or verbal permission and permits will be obtained from territorial, state, county or city jurisdictions, including law enforcement, fire or other appropriate governmental agencies.  If the UAS loses communications with the remote controller or loses GPS signal, the UAS will have the capability to return to a pre
-determined location within a designated location and land autonomously.  The UAS will have the capability to abort a flight in case of unpredicted obstacles, weather, or emergencies. **14 C.F.R. Part 21, Subpart H: Airworthiness Certificates 14 C.F.R. §91.203 (a) (1)** Subpart H, entitled Airworthiness Certificates, establishes the procedural requirements for the issuance of airworthiness certificates as required by FAR §91.203 (a) (1). Given the size and limited operating area associated with the aircraft to be utilized by the Applicant, an exemption from Part 21 Subpart H meets the requirements of an equivalent level of safety under Part 11 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 siz e, weight, speed, operational capability, and proximity to airports and populated areas of the particular UAS. In all cases, an analysis of these criteria demonstrates that the UAS operated without an airworthiness certificate, in the restricted environmen t and under the conditions proposed will be at least as safe, or safer, than a conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate without the restrictions and conditions proposed. The UAS to be operated hereunder is less than 55 lbs. (3 lbs.) fully loaded, carries neither a pilot nor passenger, carries no explosive materials or flammable liquid fuels, and operates exclusively within a secured and designated area. Unlike other civil aircraft, operations under this exemption will be tightly controlled and monitored by both the operator and under the requirements and in compliance with local public safety requirements. The FAA willPage 7 of 10

have advance notice of all operations. These safety enh ancements provide a greater degree of safety to the public and property owners than conventional operations conducted with airworthiness certificates issued under 14 C.F.R. Part 21, Subpart H. Lastly, application of these same criteria demonstrates that th ere is no credible threat to national security posed by the UAS, due to its size, speed of operation, location of operation, lack of explosive materials or flammable liquid fuels, and inability to carry a substantial external load. **14 C.F.R. § 45.23 (b). Marking of the Aircraft**  The regulation requires: When marks include only the Roman capital letter "N" and the registration number is displayed on limited, restricted or light
- sport category aircraft or experimental or provisionally certificated aircra ft, the operator must also display on that aircraft near each entrance to the cabin, cockpit, or pilot station, in letters not less than 2 inches nor more than 6 inches high, the words "limited," "restricted," "light
- sport," "experimental," or "provisional ," as applicable. Even though the UAS will have no airworthiness certificate, an exemption may be needed as the UAS will have no entrance to the cabin, cockpit or pilot station on which the word “Experimental” can be placed. Given the size of the UAS, two - inch lettering will be impossible. The word “Experimental” will be placed on the fuselage in compliance with §45.29 (f). The equivalent level of safety will be provided by having the UAS marked on its fuselage as required by §45.29 (f) where the pil ot, observer and others working with the UAS will see the identification of the UAS as “Experimental.” **14 C.F.R. § 61.113 (a) and (b): Private Pilot Privileges and Limitations: Pilot in Command.** Pursuant to 14 CFR 61.113 (a) & (b), no person who holds a private pilot certificate may act as a pilot in command of an aircraft that is carrying passengers or property for compensation or hire. An equivalent level of safety can be achieved by current Regulations because the applicant’s UAS do not carry any p ilots or passengers nor property. The risks attendant to the operation of UAS is far less than the risk levels inherent in the commercial activities outlined in 14 CFR 61. The PIC of the UAS will have a Commercial Pilot’s License along with a current Sec ond Class or higher Medical exceeding the current safety levels in relation to 14 CFR 61.113 (a) & (b). I feel the operation and limitations set forth in the FOM will equate to the safe operation of the UAS. **14 C.F.R. §91.7(a): Civil Aircraft Airworth iness.**  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 dete rmining airworthiness. Given the size of the aircraft for maintenance and use of safety check lists prior to each flight an equivalent level of safety will be provided. **14 C.F.R. § 91.9 (b) (2): Civil Aircraft Flight Manual in the Aircraft.**Page 8 of 10

Section 9 1.9 (b) (2) provides: No person may operate a U.S.

- registered civil aircraft ... (2) For which an Airplane or Rotorcraft Flight Manual is not required by §21.5 of this chapter, unless there is available in the aircraft a current approved airplane or Rotorc raft Flight Manual, approved manual material, markings, and placards, or any combination thereof. The UAS, given its size and configuration has no ability or place to carry such a flight manual on the aircraft, not only because there is no pilot on board, but because there is no room or capacity to carry such an item on the aircraft. The equivalent level of safety will be maintained by keeping the flight manual at the ground control point where the pilot flying the UAS will have immediate access to it. **1 4 C.F.R. § 91.103: Preflight Action.**  This regulation requires each pilot in command to take certain actions before flight to insure the safety of flight. As FAA approved rotorcraft flight manuals will not be provided for the aircraft an exemption will be needed. The PIC will take all actions as stated in the DJI Phantom 3 Flight Section of the User Manual including but not limited to reviewing weather, flight battery requirements, landing and takeoff distances and aircraft performance data before initiati on of flight. **14 C.F.R. §91.109: Flight Instruction.** Section 91.103 provides that no person may operate a civil aircraft (except a manned free balloon) that is being used for flight instruction unless that aircraft has fully functioning dual controls. UAS and remotely piloted aircraft, by their design do not have fully functional dual controls. Flight control is accomplished through the use of a control box that communicates with the aircraft via radio communications. The FAA has approved exemptions for flight training without fully functional dual controls for a number of aircraft and for flight instruction in experimental aircraft. The equivalent level of safety provided by the fact that neither a pilot nor passengers will be carried in the aircraft a nd by the size and speed of the aircraft. **14 C.F.R. §91.119: Minimum Safe Altitudes.** Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 91.119 (d) allows helicopters to be operated at less than the minimums prescribed, p rovided the person operating the helicopter complies with any route or altitudes prescribed for helicopters by the FAA. As this exemption is for a UAS that is a helicopter and the exemption requests authority to operate at altitudes up to 400 AGL, or not m ore than 200 above an elevated platform from which filming is planned, an exemption may be needed to allow such operations. As set forth herein, the UAS will never operate at higher than 400 AGL with the exception that in circumstances where the UAS is use d to survey or photograph a structure whose height exceeds 400 feet AGL, the UAS will not be operated more than 200 feet above the highest point on the structure. It will however be operated in a restricted area with security perimeter, where buildings and people will not be exposed to operations without their pre
-obtained consent. The equivalent level of safety will be achieved given the size, weight, speed of the UAS as well as the location where it is operated. No flight will be taken without the permi ssion of the property owner or local officials. Because of the advance notice to the property owner and participants in the filming activity, all affected individuals will be aware of the planned flight operations. Compared to flight operations with aircra ft or rotorcraft weighting far more than the maximum 55lbs. proposed herein and the lack of flammable fuel, any risk associated with these operations is far less than those presently presented with conventional aircraft operating at or below 500 AGL. In ad dition, the low
- altitude operations of the UAS will ensure separation between these UAS operations and the operations of conventional aircraft that must comply with Section 91.119. **14 C.F.R. §91.121 Altimeter Settings.**Page 9 of 10

This regulation requires each pe rson operating an aircraft to maintain cruising altitude by reference to an altimeter that is set “...to the elevation of the departure airport or an appropriate altimeter setting available before departure.” As the UAS may not have a barometric altimeter, but instead a GPS altitude read out, an exemption may be needed. An equivalent level of safety will be achieved by the operator, pursuant to the safety check list and live flight data monitoring, confirming the altitude of the launch site shown on the GPS altitude indicator before flight. **14 C.F.R. § 91.151(a): Fuel Requirements for Flight in VFR Conditions** Section 91.151 (a) prohibits an individual from beginning “a flight in an airplane under VFR conditions unless (considering wind and forecast weath er conditions) there is enough fuel to fly to the first point of intended landing, and, assuming normal cruising speed
– (1) During the day, to fly after that for at least 30 minutes; or (2) At night, to fly after that for at least 45 minutes.” The batt ery powering the UAS provides approximately 30 minutes of powered flight. To meet the 30 minute reserve requirement in 14 CFR §91.151, UAS flights would be limited to approximately 10 minutes in length. Given the limitations on the UAS’s proposed flight area and the location of its proposed operations within a predetermined area, a longer time frame for flight in daylight or twilight VFR conditions is reasonable. Applicant believes that an exemption from 14 CFR §91.151(a) falls within the scope of prior exemptions. Operating the UAS, in a tightly controlled area where only people and property owners or official representatives who have signed waivers will be allowed, with less than 30 minutes of reserve fuel, does not engender the type of risks that Secti on 91.151(a) was intended to alleviate given the size and speed of the small UAS. Additionally, limiting UAS flights to 10 minutes would greatly reduce the utility for which the exemption will be granted. Applicant believes that an equivalent level of safety can be achieved by limiting flights to 30 minutes or 25% of battery power
— whichever happens first. This restriction would be more than adequate to return the UAS to its planned landing zone from anywhere in its limited operating area. **14 C.F.R. §91.2 03 (a) and (b): Carrying Civil Aircraft Certification and Registration**  The regulation provides in pertinent 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 certificate. . . . (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 UAS fully loaded weighs no more than 55 lbs. and is operated without an onboard pilot. As such, there is no ability or place to carry certification and registration documen ts or to display them on the UAS. An equivalent level of safety will be achieved by keeping these documents at the ground control point where the pilot flying the UAS will have immediate access to them; to the extent they are applicable to the UAS. **14 C.F.R. §91.405 (a); 407 (a) (1); 409 (a) (2); 417(a) & (b): Maintenance Inspections.**Page 10 of 10

These regulations require that an aircraft operator or owner “shall have that aircraft inspected as prescribed in subpart E of this part and shall between required in spections, except as provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter...,” and others shall inspect or maintain the aircraft in compliance with Part 43. Given that these section and Part 43 a pply only to aircraft with an airworthiness certificate, these sections will not apply to the applicant. Maintenance will be accomplished by the operator pursuant to the flight manual and operating handbook. An equivalent level of safety will be achieved b ecause the UAS is very limited in size and will carry a small payload and operate only in restricted areas for a limited period of time. If mechanical issues arise the UAS can land immediately and will be operating from no higher than 400 feet AGL. The ope rator will ensure that the UAS is in working order prior to initiating flight, perform required maintenance, and keep a log of any maintenance performed. Moreover, the operator is the person most familiar with the aircraft and best suited to maintain the a ircraft in an airworthy condition to provide the equivalent level of safety. An equivalent level of safety will be achieved because maintenance and inspections will be performed in accordance with the UAS Manufacturer's User Manual. As provided in the F OM, the operator will ensure that the UAS is in working order prior to initiating flight and perform required maintenance needed. **Additional Information** The applicant, Arthur H. Ritchie, has been involved in the piloting of remote controlled aircraft for more than 40 years with many different types of fixed wing aircraft, helicopters, sailplanes and variou s types of multi rotor aircraft . Also the primary pilot, Arthur H. Ritchie, is a licensed & current pilot with over 23,000 hours and hold s Commercial, CFI and ATP certificates with numerous type ratings. Arthur Ritchie is currently a Captain at a major US airline with over 30 years of experience and has an in
-depth understanding of the capabilities and safety concerns involved in using this technology as an asset to the community. Satisfaction of criteria provided in Section 333 of the Reform Act of 2012 provide more than adequate justification for the grant of the requested exemptions allowing the commercial operation of the applicant’s UAS. Sincerel y,

Arthur H. Ritchie 8/2/2015 **“Safety is my #1 priority”**