**Daniel Hardjono**

**2180 holland ave apt 1m Bronx New York, 10462 718 863 7723**  **dhardjono77@gmail.com** Date: 11/12/15 U. S. Department of Transportation Docket Management Sy stem 1200 New Jersey

Ave., SE Washington, DC 20590 Petition of **Daniel Hardjono** for Exemption Pursuant to Section 333 of the FAA Reform Act

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the Reform Act) and 14 C.F.R. Part 11 **Daniel Hardjono** , operator of Small Unmanned Aircraft Systems (“sUASs”) equipped t o conduct aerial photography and videography , News gathering, Aerial Surveying, training, hereby applies for an exemption from the listed Federal Aviation Regulations (“FARs”) to allow commercial operation of its sUASs, so long as such operations are cond ucted within and under the conditions outlined herein or as may be established by

the FAA as required b y Section 333.1 As described more full y below, the requested exemption would permit the operation of small, unmanned and relativel y inexpensive sUAS und er controlled conditions in airspace that is 1) limited 2) predetermined and 3) controlled. The proposed exemption, if granted, would allow **Daniel Hardjono** to conduct commercial operations of small unmanned aircraft s ys tems (“UAS”) meeting or exceeding a ll of the operational and safety requirements Congress has set forth in Section 333. Page 2. **Daniel Hardjono** asks that if any part of this request is deemed not in compliance, that part be removed and process the remaining of this request as applicable. **Daniel Hardjono** is a media/technology company owned and run by **Daniel Hardjono**

. **Mr. Hardjono**  has **explain your personal experience**

. **He has extensive experience low level rotorcraft aviation and the unique risks and problems associated. He has nearly 8**  **years flying part 135 operations and 5 years as Chief Pilot of part 135 operations. His total time is**  **nearly 4,500 hrs. Also, Mr. Hardjono has been active in Radio Controlled Aircraft for over 30 years with experience in fixed wing and rotary wing aircraf**  **t.**

**Daniel Hardjono** plans to exploit the capabilities of Unmanned Aerial S ys tems to offer a multitude of services, including:

- Aerial surveying- Event Photograph y/Videograph y

- Agriculture purposes

- Real Estate Photography

- Aerial filmmaking and photograph y

- Construction site inspections and monitoring

- News Gathering Statutory Authorit y Section 333, titled “Special Rules for Certain Unmanned Aircraft Systems”, provides a mechanism for seeking expedited FAA authorizatio n of safe civil UAS operations in the NAS. Section 333(a) states that the FAA “shall determine if certain unmanned aircraft sy stems may

operate safely

in the national airspace sy stem before completion of the (comprehensive) plan and rulemaking required by section 332(b)(1) of this Act or the guidance required b y section 334 of this Act.” In Section 332(b)(1), Congress made it clear that Section 333 provides a mechanism for “expedited operation authorization” if several factors are met. Petitioner meets all requirements to permit FAA approval of commercial UAS operations. The Petitioner Requests Relief From the Following: 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) and (b) 14 C.F.R. 91.7 (a) 14 C.F.R. 91.9 (b) (2) 14 C.F.R. 91.109 14 C.F.R. 91.119 14 C.F.R. 91.121Page 3 14 C.F.R. 91.151(a) 14 C.F.R. 91.203 (a) & (b) 14 C.F.R. 91.205 (b) 14 C.F.R. 91.215 14 C.F.R. (91.401

- 91.417) Unmanned Aircraft Sy stem sUASs are oftentimes seen as superior to helicopters due to the smaller devices cheaper equipment and personnel cost, reduced noise and as such, a much smaller environmental impact which promotes public safet y.

We are petitioning for exemption to enable **Daniel Hardjono** to operate the DJ I Inspire 1, DJ I S900, DJIPhantom 2, DJI Phantom 3, 3DR Solo equipped with a three

- axis camera gimbal and using a High

- Def camera. This sUAS has the failsafe function of the autopilot sy stem which means when the communication between the Main Controller and the transmitter isdisconnected, the outputs of all command sticks from controller will go to the center position. If

the GPS signal is good enough, the s ys tem will automatically trigger Return to Home and will land safel y.

Aircraft Gross weights are less than 164 oz. with battery and the 3 Axis Camera Gimbal and Camera
A Pre

- flight inspection will be performed by the PIC in accordance with the factory instruction manual. An added step will be the inspection of the propellers. A prope ller will be replaced if it has an y nicks and cracks with a manufacturers authorized propeller. The sUAS will be maintained in accordance with the manufacturers instruction manual and only manufacturer's authorized replacement parts will be used.

**FCC In formation**  This transmitters used for controlling the sUAS complies with part 15 of the FCC rules. Operation is subject to the following two conditions: (1) This device may

not cause harmful interference, and (2) this device must accept an y interference re ceived, including interference that may cause undesired operation. The radio transmitters used for controlling the sUAS is wireless technology which has been tested and found to be compliant with the applicable regulations governing a radio transmitters in the 2.400GHz to 2.4835GHz frequency range. Antenna Separation Distance When operating our transmitters, the PI C will maintain a separation distance of at least 5 cm between his bod y (excluding fingers, hands, wrists, ankles and feet) and the antenna to m eet RF exposure safet y requirements as determined b y FCC regulations. **Pilot in Command and Observer Qualifications and Duties** The PI C will maintain at least a Sport Pilot Certificate and a current Class III medical certificate or drivers license, plus at least 1 hours fl yi ng time and 3 takeoffs and landings within the previous 90 day s in the ty pe of UAS utilized in operations. **A Pilots license is always required for current commercial drone operators, There is currently no way around this.**  The PI C will hav e at least 20 hours total time and at least 10 hours fl yi ng Radio Controlled Model Aircraft of which will be 5 hours flying sUAS's. Training will be conducted at a local Controlled Access flying field. **Daniel Hardjono** has the ability to safel y train new sUAS Pilots. The PI C instructor will be at all times be able assume control of the sUAS. The PI C is responsible for the safe and efficient operation of the aircraft. Specific duties include all preflight preparation, in flight operation, post flight requirements, all procedures including but not limited to:Safe in flight operations

Risk M itigation to Persons and propert y Airfield Suitability The Observer must have the visual acuity to observe the sUAV and be able to communicate clearl y with the PIC. The Observers duties are; warning the PIC of an y i mpending obstacles in the flight path of the sUAS. warning the PIC of an y deviations in the planned flight path of the sUAS. warning the PIC should any unauthorized personnel appear in the area of the planned flight. The Observer will have the authority to order the PI C to terminate the fligh t should he feel the flight cannot be conducted safel y.

**General Operating Standards Daniel Hardjono**  will only operate its sUAS in line of sight of a pilot and/or observer and will operate at sites that are a 'sufficient distance' from hazzard areas. Su ch operations will insure that the sUAS will "not create a hazard to users of the national airspace s ys tem or the public." • Before an operation of a sUAV within 5NM of an airport with a control tower, the control tower will be called to gain permission t o operate the sUAS. The PI C will give the position, altitude and the times the sUAS will be operated. The sUAS will not be operated at an altitude of over 400 feet AGL. Weather minimums will be 3 miles visibility and a 1000 foot ceiling. Before an operat ion of a sUAS within 5NM of a non

- tower controlled, airport operators will be notified and the PI C will give the right of way to avoid flying in the proximity of full

- scale aircraft. At no time will the sUAS be operated within the final approach course and the takeoff course of an y runway . The sUAS will not be operated at an altitude of over 400 feet AGL. Weather minimums will be 3 miles visibility and a 1000 foot ceiling. • Maximum flight time for each operational flight will be 30 minutes. • Flights wil l be terminated at 25% battery power reserve should that occur prior to the 30 minute limit. • The sUAV will be programmed so that it will be operated at an altitude of no more than 400 feet AGL.

• Minimum crew for each operation will consist of the sUAS Pilot, and Visual Observer. • The sUAV operated b y the petitioner weighs less than 55 pounds, including the payload (i.e. camera, lens, and gimbals).• The sUAV will operate at speeds of no more than 40 knots, can hover, and can simultaneously

move verticall y and horizontally

. • Given the small size of the sUAV and the restricted sterile environment within which they will operate, our sUAV operations adhere to the Reform Act's safet y requirements. The UAS, powered b y batteries, is smaller, lighter and more maneuverable than larger aircraft running on combustible fuel, it operates at lower altitudes with no people on board and will thereb y reduce current risk levels and thereb y enhance safet y and d iminish the likelihood of death or serious bodil y injury . With a small payload and maximum flight time of only 20 minutes, this is offers little or no risk to national security. Low level oblique photos and video from several angles are far more effective than ground based imagery for displaying the characteristics of large, complex properties with several buildings and large trees. The applicants in the past have chartered 2

- seat full

- sized helicopters for this purpose, which has proven more costly than m an y potential clients have been able to afford. The benefits of reduced cost and improved quality of presentation from the UA will be valuable to and benefit man y bu ye rs and sellers of real property as well as mitigating risk by not carrying personnel for flight operations. (a) No flight will be made with a Gross weight exceeding 55 pounds; (b) All operations must occur in FAA allowed Class of airspace at no more than 400 ft AGL, at an airspeed of no more than 40 knots and no further than Visual line of sight from the PI C; (c) All operations must utilize a visual observer (VO). The VO and PI C must be able to communicate b y voice at all times during a flight operation; (d) All required permits will be obtained from state and local government prior to operation;

**EXEMPTION REQUESTS AND EQUIVALENT LEVEL OF SAFETY Daniel Hardjono**  requests an exemption from the following regulations as well as any additional regulations that may

technically

apply to the operation of the sUAs Sy stem: **14 CFR Part 21, Airworthiness Certificates** This part establishes the procedures for the issuance of an airworthiness certificate. While the FAA continues to work to develop airworthiness standards for Unmanned Aerial Systems, werequest an experimental certificate be issued for the DJ I Inspire, DJ I S900, DJIPhantom 2, DJ I

Phantom 3, 3DR Solo under eithe r or both of the following provisions: 21.191 Experimental certificates. Experimental certificates are issued for the following purposes: **(a) Research and development** 

. Testing new aircraft design concepts, new aircraft equipment, new aircraft installations, new aircraft operating techniques, or new uses for aircraft. **(b) Showing compliance with regulations** 

. Conducting flight tests and other operations to show compliance with the airworthiness regulations including flights to show c ompliance for issuance of t ype and supplemental ty pe certificates, flights to substantiate major design changes, and flights to show compliance with the function and reliability requirements of the regulations. Since the experimental certificate can be use d for commercial purposes such as market survey s, sales demonstrations, and customer crew training, we would expect that an experimental certificate would permit our commercial purpose as well. The aircraft will not carry persons or propert y, will not carry fuel, and will only fl y under strict operational requirements. Combined with the UA's light weight, being constructed primaril y of carbon fiber and plastic, we propose that the UA will be at least as safe, if not safer, than a conventionally certificated aircraft performing the same mission. I f an experimental airworthiness certificate is not appropriate for this application, then we request an exemption of 14 CFR Part 21, Subpart H, and the requirement for an airworthiness certificate in general, citing the equivalent level of safet y outlined in the previous paragraph. **14 CFR 45.23 Display of marks; general and 45.29 Size of marks.** These regulations provide that each aircraft must d isplay "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. The sUAV does not have an entrance in which the word "EXPERIMENTAL" can be placed, and may

not have a registration number assigned to it by the FAA. We propose to achieve an equivalent level of safet y b y including the word "EXPERIMENTAL" in the placard on the top of the aircraft, as shown above, where the PI C (Pilot In Control), VO (Visual Observer) and others in the vicinity of the aircraft while it is preparing for launch will be able to see the designation. Additionally , we feel that the permanent placard discussed in the previous paragraph will provide the aircraft's registration information at the ground station. Finally , we will display

at the ground station a high contrast flag, sign or banner that contains the words "Unmanned Aircraft in Use" in letters 3 inches h igh or greater. Since the aircraft will operate within L ine of Sight of the ground station, the banner should be visible to any one that observes the aircraft and chooses to investigate its point of origin.

**14 CFR 61.113 Private pilot privileges and limitations: Pilot in Command and 61.133 Commercial pilot privileges and limitations.**  The regulation provides that no person that holds a Private Pilot certificate may act as pilot in Command of an aircraft for co mpensation or hire. Subparagraph (b) allows a private pilot to act as pilot in command of an aircraft in connection with any business or employ

ment if: (1) The flight is only

incidental to that business or employment; and (2) The aircraft does not carry pa ssengers or property

for compensation or hire. Our proposed operations require that the PICmust hold at least a Sport Pilot Certificate with a Drivers License and since the aircraft cannot

carry passengers or property, we feel we meet the intent of 61.113 Subparagraph (b) even though the intent of this application is to conduct a business. **14 CFR 91.7 Prohibits the Operation of an aircraft without an airworthiness certificate** . As no such certificate will be applicable in the form contemplated by the FARs, this Regulation is inapplicable. **14 CFR 91.9 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. We assume that the intent of this requirement is to ensure that flight manual information is available to the aircrew while operating the aircraft. We request an exemption to this requirement since the aircraft is not only too small to carry

documentation, the documentation would not be available to the crew during flight operations. To obtain an equivalent level of safet y and meet the intent of 91.9, we propose that a current, approved sUAS Flight Manual must be available to the crew at the ground station any time the aircra ft is in, or preparing for, flight. **14 CFR 91.109 Flight Instruction; Simulated instrument flight and certain flight tests** The regulation states that "No person may operate a civil aircraft that is being used for flight instruction unless that aircraft has fully functioning dual controls." Training will be conducted at a local Limited Access flyingfield. **Daniel Hardjono** has the ability to provide " Safe Dual Training". The PI C instructor will be at all times be able assume control of the sUAV.
**91.119 Minimum safe altitudes** : General. The regulation states that over sparsel y populated areas the aircraft cannot be operated closer than 500 feet to any person, vessel, vehicle, or structure. Since the typical mission of the sUAS would be photography or survey of persons, vessels, vehicles or structures it would be necessary to operate closer than 500 feet to the items listed. Operations will only be flown over propert y or persons where permission has been obtained and careful pre

- planned flight path has been performed. The aircraft will be operated at a low altitude allowing, if a power unit fails, an emergency

landing without undue hazard to persons or propert y on the surface. Therefore we maintain that due to the small size of the UAS, the hazard to persons, vehicles and structures is minimal compared to manned aircraft, which should be considered in granting the exemption.

**CFR 91.121 Altimeter settings**

. The regulation requires that aircraft shall maintain cruising altitudes by reference to an altimeter setting available within 100 NM of the aircraft. The sUAS will alway s fl y below 400 feet AGL and will not need to maintai n cruising altitudes in order to prevent conflict with other aircraft. An Above Ground Level altimeter measurement above the takeoff point is transmitted via radio from the sUAS on

- board computer to the display screen held b y the PI C, providing a constantl y updated AGL readout.**14 CFR 91.151 Fuel requirements for flight in VFR conditions**

.

The regulation provides that no person may begin a flight in an airplane under day

- vFR conditions unless there is enough fuel to fl y to the first point of intended landin g and to fl y after that for at least 30 minutes. We feel the intention of this paragraph is to provide an energy reserve as a safet y buffer for delays to landing. The sUAS is battery operated and the maximum duration of flight from a single battery charge is 20 minutes with a 25% reserve. Since the aircraft will never fly

more than line of sight from the point of intended landing, a full battery charge at launch will ensure that we meet the reserve energy requirement of this paragraph. We request an exempti on to the word "fuel" and ask for an equivalent interpretation with the word "energy ". **14 CFR 91.203(a) & (b) Civil aircraft: Certifications required**

. The regulation provides that an airworthiness certificate, with the registration number assigned to the aircraft and a registration certificate must be aboard the aircraft. Additionally , subparagraph (b) provides that the airworthiness certificate be "display ed at the cabin or cockpit entrance so that it is legible to passengers or crew." At a maximum gross weight of 6.1 pounds, the sUAS is too small to carry documentation, does not have an entrance, and is not capable of carryi ng passengers or crew. To obtain an equivalent level of safety and meet the intent of 91.203, we propose that documents deemed appropriate for this aircraft by the FAA will be with the crew at the ground control station and available for inspection upon request. In order to identify the aircraft, we propose that the information found on air worthiness and registration certificates be permanently affixed to the aircraft via placard containing the following information plus the word "EXPERIMENTAL" to satisfy the requirement of 14 CFR 45.23. **14 CFR 91.205(a), (b), (c) Instrument and Equipment Requirements**  This regulation provides a minimum set of instruments and equipment required for day and night VFR flight. Due to the small size of the sUAS it would be impossible to carry man y of these instruments. 91.205 (b) 4,5,6,7,8,13,14,16,17 are not ap plicable as the sUAS has no Reciprocating engines or seats. 91.205 (b) 2,3,9 are provided on the hand held controller. 91.205(b) 1 is not applicable as the maximum available speed of the sUAS is less than the maximum required by

this exemption and has no e ffect on performance. 91.205 (b) 10 is not applicable as the landing gear position can be verified visually before landing. 91.205 (b) 15 Due to the size it would be impossible for the sUAS to carry any known ELT. 91.205 (c) Much of this equipment is too h eavy

to be carried by

the sUAS. We feel that visual contact with the sUAS and indications provided via the controller that all critical information can be monitored.

**14 CFR Subpart E (91.401**
**- 91.417)** 
**- Maintenance, Preventive Maintenance, Alterations**  Th e regulation provides that the operator is primarily responsible for maintaining the aircraft in an airworth y condition, including compliance with part 39 and 43. Paragraphs 91.407 and 91.409 require that the aircraft be "approved for return to service b y a person authorized under 43.7" after maintenance and inspection. It is our intention that the PI C perform maintenance and inspection of the aircraft and "be authorized to approve the aircraft for return to service." The PI C will ensure that the aircraft i s in an airworthy condition prior to every

flight and in addition conduct detailed inspections after every two hours of flight. Maintenance performed b y the PI Cis limited to repairing small cracks, replacing a propeller, checking electrical connections an d

updating software and firmware for the on

- board computer. All other maintenance will be performed b y the manufacturer or their designated repair facility . We feel that due to the size, construction, and simplicity of the aircraft, the PIC can ensure an e quivalent level of safet y. **Safety and Benefits of the UAS Daniel Hardjono**  will be using the UAS in a variety of applications that generall y require expensive full

- size manned aircraft to complete. Small, light, unmanned aerial vehicles offer my riad benefi ts over the use of full

- sized manned aircraft for electric power line inspection, oil/gas pipeline inspection, advanced agriculture, film and still photography, just to name a few. Replacing significantly

larger manned aircraft carrying crew and flammable fuel with small UAS carryi ng no passengers or crew creates a much greater margin of safet y for the pilots and crew. By granting **Daniel Hardjono** ‘s requested exemptions, the FAA will help drive development of safe and successful commercial UAS operations an d will advance the public knowledge base for such operations. **Daniel Hardjono** is committed to promoting the UAS research efforts of policymakers including the FAA, NASA, DOD and DARPA by sharing data from its commercial UAS operations and serving as a reso urce for future UAS research operations. Thus, the FAA has good cause to grant this Petition.
**Conclusion** As pointed out in this application, all the SUAs which our compan y would use, under authorization by

the US DOT

- FAA, are small, light

- weight devices operated within the line of sight of the Pilot

- in

- Command (PI C), less than 400 feet above the ground and outside 5 miles from an y airport, heliport, seaplane base, spaceport, or other locatio n with aviation activities, unless the air traffic control authorities (ATC) have been notified and have authorized each flight within a radius of this distance. All our SUAs have proven capability for controlled flight. They are devices offered for gener al sale on the market around the world and have often been used as Model Aircraft in the USA. We are certain that the studies conducted until now by the FAA, about Section 332, Public Law 112

- 95, 2014, have already provided you with the assurances on the a irworthiness of SUAs such as ours. For the foregoing reasons, the exemptions requested herein should be granted **Daniel Hardjono** should be permitted to conduct small UAS operations in accordance with its manuals and all other operating parameters deemed ne cessary and appropriate by

the FAA. The submission of this application and its contents is the best demonstration that indeed it is possible to pursue the authorization process so that some SUAs may be used for legitimate commercial activities and under re asonabl y safe conditions. I f an y individual aspect of this request for exemption be unacceptable we ask that it be struck alone and the remainder of the exemption be allowed as requested. Signed **Daniel Hardjono DANIEL hARDJONO VIDEO PRODUCTION**