U.S. Department of

Transportation Docket Management System 1200 New

Jersey Ave., SE Washington DC 20590 Re: Exemption Request Pursuant to Section 333 ofthe FAA Reform Act and Part 11 ofthe 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)
**To whom it m** **ay concern :**  Pursuant to Section 333 of the FAA Modernization and Reform Act of2012 (the “Reform Act”) and 14 CFR Part 11, Douglas Glen Thompson, operator of an Unmanned Aircraft System (UAS), hereby applies for an exemption from the listed Federal Aviation Regulations (“FARs”) to allow commercial operation of 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. **Nam e**  **and Contact Inform ation**  **of Applicant:**  Douglas Glen Thompson 3465 Fort Avenue. APT 112 Lynchburg, VA. 24501 (434)382

-9216 DGThompson7@yahoo.com **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) **Scope of Operations:**  Commercial operation of an UAS, as described herein, which are equipped with camera(s) and sensors, would operate in the following manner:

 Aerial video/photography/inspection or providing live video feed to assist with search and rescue operations/damage assessment in cases of an emergency or natural disaster when local authorities/private individuals/organizations or government 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 theprotection of the persons and property.

 Aerial inspection/photography ofresidential/commercial structures under contract with the owners or local government authority.

 Aerial inspection/photography ofresidential/commercial utility infrastructure including but not limited to electrical power lines, wind turbines and cell towers. As detailed 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) and 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 Secretary of Transportation’s (the FAA Administrator’s) responsibilities to “....establish requirements for the safe operation of such aircraft systems in the national airspace system.

**UAS to be u** **sed :**  Douglas Glen Thom

pson will operate the DJI Phantom series of remote control model aircraft. Specifically the Phantom 1 v.1.1.1, Phantom 2 Vision +, and Phantom 3 Advanced/Pro. (Note: All Phantom models are based upon the same airframe and control technology with similar specifications and performance.) As well as the DJI Inspire 1. UAS Model Specifications
Phantom 1 Phant. 2 Vision Phantom 3 Inspire 1 Weight (w/ Batt. And 1250g 1242g 1280 g 2935 g Diagonal Size (motor

- 350mm 350mm 350mm 581 mm Max Ascent Speed 6m/s 6m/s 5 m/s 5 m/s Max Descent Speed 6m/s 2m/s 3 m/s 4 m/s Max Speed 10m/s 15m/s 16 m/s 22 m/s Operating Tem

perature 0°C

-50°C 0°C

-40°C 0°C

- 40°C 0°C

- 40°C Operating Freq. Band 2.4 GHz 5.8 GHz 2.4 GHz 2.4 GHz

Battery 2200 mAh 5200 mAh 4480 mAh 4500 mAh Manufacturers Operating Manuals: Phantom 1 v.1.1.1 Manual http://download.dji

-innovations.com/downloads/phantom/en/PHANTOM_Advanced_Manual_en.pdf Phantom 2 Vision + Manual http://download.djiinnovations.com/downloads/phantom_2_vision_plus/en/Phantom_2_Vision_Plus_User_Manual_v1. 8_en.pdf Phantom 3 Advanced/Pro Manual http://download.dji

-innovations.com/downloads/phantom_3/jp/Phantom_3_Professional_User_Manual_v1.0_jp.pdf Inspire 1 Manual http://download.dji

-innovations.com/downloads/inspire_1/en/Inspire_1_User_Manual_v1.2_en.pdf**National Security** 

The small size of these UAS and the limited scale ofoperations in conjunction with adherence to the Reform Act’s safety requirements present no national securityissues. **Public Interest**  Services utilizing small UAS for aerial photography, videography, surveying, mapping, equipment inspections and auditing provides a much lower cost and higher level of safety to the public due to the small scale of aircraft relative to full scale aircraft operations. **Operational Safety**  **Requirements**

 The UAS will not be operated at a speed exceeding 50 mph.

 The UAS will be operated at an altitude ofno more than 200 feet above ground level (A GL).

 The UAS will be operated within visual line of sight (VLOS) ofthe PIC at all times. This requires the PIC to be able to use hum an vision unaided by any device other than corrective lenses, as specified on the PIC’s FAA

-issued airman medical certificate or U.S. driver’s license.

 All operations must utilize a visual observer (VO). The UA must be operated within the visual line of sight (VLOS) ofthe PIC and VO at all times.

 The operator is responsible for maintaining and inspecting the UAS to ensure that it is in a condition for safe operation.

 Prior to each flight, the PIC must conduct a pre-flight inspection and determine the UAS is in a condition for safe flight.

 PIC will hold either an airline transport, commercial, private, recreational, or sport pilot certificate. The PIC will also hold a current FAA airman medical certificate or a valid U.S. driver’s license issued by a state, the District ofColumbia, Pu erto Rico, a territory, a possession, or the Federal Government. The PIC must also meet the flight review requirements specified in 14 CFR § 61.56 in an aircraft in which the PIC is rated on his or her pilot certificate.

 No operations will be conducted at night, as defined in 14 CFR § 1.1. All operations will be conducted under visual meteorological conditions (VMC).

 No operations will be conducted within 5 nautical miles of an airport reference point (ARP) as denoted in the current FAA Airport/Facility Directory (AFD) or for airports not denoted with an ARP, the center of the airport symbol as denoted on the current FAA

-

published aeronautical chart, unless a letter ofagreement with that airport’s management is obtained or otherwise permitted by a COA issued to the exem ption holder.

 All operations shall be conducted over private or controlled

-access property with permission from the property ow ner/controller or authorized representative. Perm ission from property owner/controller or authorized representative will be obtained for each flight to beconducted.**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 size, 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 environment 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. 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 com

pliance with local public safety requirements. These safety enhancements 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 there 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 aircraft, 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 pilot, 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 Li** **mitations: Pilot**  **in Command.**  Pursuant to 14 CFR 61.113 (a) & (b), no person w ho 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. Douglas Glen Thompson may achieve an equivalent level of safety as achieved by current Regulations because the applicant’ s UAS do not carry pilots, passengers, or 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 appropriate certifications as listed above in the operational safety requirements

. 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 Airworthiness.** 

The regulation requires that no person may operate a civil aircraft unless it is in airworthy condition. As there will be no airworthiness certificate issued for t he aircraft, should this exemption be granted, no FAA regulatory standard will exist for determining airworthiness. Given the size ofthe 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.** Section 91.9 (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 Rotorcraft 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. **14 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 exem ption will be needed. The PIC will take all actions as stated in the manufactures operating manuals. **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 is provided by the fact that neither a pilot nor passengers will be carried in the aircraft and by the sm all size and low speed ofthe aircraft. **14 C.F.R. §91.119: Minim um**  **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, provided 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 200 AGL, or not more 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 200 AGL with the exception that in circumstances where the UAS is used to survey or photograph a structure whose height exceeds 200 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 permission of the property owner or local officials. Because of the advance notice to the property owner and participants in any operational activity, all affected individuals will be aware of the planned flight operations. Compared to flight operations with aircraft or rotorcraft weighting far more than the maximum 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 addition, 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 Altim eter**  **Settings.**

This regulation requires each person operating an aircraft to maintain cruising altitude by reference to an altimeter that is set “...to the elevation of the departure airport or an appropriate altimeter setting available before departure.” As the 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 weather 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 battery 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 exem

ption 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 Section 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.**  **§91.203 (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) ofthis 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 documents 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.** These regulations require that an aircraft operator or ow ner “shall have that 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 this chapter...,” and others shall inspect or maintain the aircraft in com pliance with Part 43. Given that these section and Part 43 apply 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 because 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 200 feet AGL. The operator 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 aircraft 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 FOM, the operator will ensure that the UAS is in working order prior to initiating flight and perform required maintenance needed.This application for exemption respectfully submitted by:

Douglas Glen Thompson 3465 Fort Avenue. APT 112 Lynchburg, VA. 24501 (434)382

-9216 DGthompson7@yahoo.com