UNITED STATES OF AMERICA DEPARTMENT OF 

TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION WASHINGTON, DC

IN THE MATTER OF THE PETITION FOR EXEMPTION OF: 

Mark Christopher Lonchar

Airline Transport Pilot Certificate Number 3104358

FOR AN EXEMPTION SEEKING RELIEF FROM THE REQUIREMENTS OF

TITLE 14 OF THE CODE OF FEDERAL REGULATIONS SECTIONS 61.113(a) & (b), 

91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), AND 91.417(a) & (b)

CONCERNING COMMERCIAL OPERATION OF A YUNEEC TYPHOON Q500 

4K UNMANNED AIRCRAFT SYSTEM PURSUANT TO SECTION 333 OF THE FAA 

MODERNIZATION AND REFORM ACT OF 2012 (PUBLIC LAW 112-95)!

Submitted on December 4, 2015

Mark Christopher Lonchar

 1380 Crosswind Court

Holland, MI 49424

(614) 886-1848

MLonchar5@gmail.com

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TABLE OF CONTENTS 

Page 

GLOSSARY OF ABBREVIATIONS.........................................................................................3 

SUMMARY..................................................................................................................................4 

INTRODUCTION AND INTERESTS OF PETITIONER.................................................4 

BACKGROUND.........................................................................................................................4

BASIS FOR PETITION.............................................................................................................5 

NAME AND ADDRESS OF PETITIONER...............................................................7

THE SPECIFIC SECTIONS OF 14 C.F.R. FROM WHICH Mark Christopher 

Lonchar SEEKS EXEMPTION.....................................................................................8

THE EXTENT OF RELIEF Mark Christopher Lonchar SEEKS, AND THE 

REASON FOR THE RELIEF......................................................................................11

THE REASONS WHY GRANTING Mark Christopher Lonchar REQUEST 

WOULD BE IN THE PUBLIC INTEREST .............................................................15

THE REASONS WHY GRANTING THE EXEMPTION WOULD NOT 

ADVERSELY AFFECT SAFETY................................................................................19

SUMMARY THAT CAN BE PUBLISHED IN THE FEDERAL REGISTER......34

ANY ADDITIONAL INFORMATION, VIEWS, OR ARGUMENTS ! !

AVAILABLE TO SUPPORT Mark Christopher Lonchar REQUEST.......................34

CONCLUSION.........................................................................................................................35 

APPENDICES...........................................................................................................................36

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GLOSSARY OF ABBREVIATIONS

AGL Above Ground Level 

AOI Area of Interest

ATC Air Traffic Control

ATO Air Traffic Organization

AV Aerial Vehicle

CFR Code of Federal Regulations 

COA Certificate Of Authorization

FAA Federal Aviation Administration

FAR Federal Aviation Regulation

GCS Ground Control Station

GPS Global Positioning System

LOL Loss Of Link

NAS National Airspace System

NOTAM Notice To Airman

PIC Pilot In Command

Q500 Yuneec Typhoon Q500 4K

 SO Safety Observer

SOP Standard Operating Procedures

UA Unmanned Aircraft 

UAS Unmanned Aircraft System

VFR Visual Flight Rules

VLOS Visual Line Of Site

VMC Visual Meteorological Conditions

VTOL Vertical Take-Off and Landing

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SUMMARY 

Mark Christopher Lonchar seeks exemption from the requirements of 14 C.F.R §§ 61.113(a)

& (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a) (2), and 91.417(a) & (b), 

to operate an Unmanned Aircraft System pursuant to Section

333 of the FAA Modernization and Reform Act of 2012 (FMRA). This exemption will permit 

to operate an Unmanned Aircraft System (UAS) for the commercial purpose of conducting 

aerial video and photography of construction sites, real estate, insurance and landscape over 

certain areas of the United States.

INTRODUCTION AND INTERESTS OF THE PETITIONER 

Mark Christopher Lonchar will provide his clients with expertise and knowledge in advanced 

photography and video solutions to increase efficiency, productivity, and effectiveness. He 

has over 18 years, 9000 hours, and 6 type ratings in Commercial jet aircraft. He holds an 

FAA Airline Transport Pilot Certificate – Certificate Number: 3104358. The objective of 

Mark Christopher Lonchar’s aerial video and photography operation is to provide high 

quality imaging for a variety of commercial, public, and residential uses, specifically 

targeting:

• Real-estate marketing

• Appraisals

• Insurance work for Commercial, Residential, and Farming

• Construction sites before, after and during

• Aerial acquisitions used for inspections of public and private structures.

• Search and Rescue operations

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BACKGROUND 

Mark Christopher Lonchar seeks an exemption to operate a Yuneec Typhoon Q500 4k 

system for compensation or hire within the NAS. The Q500 is a vertical take off and landing 

(VTOL) Unmanned Aircraft (UA) with a Ground Control Station (GCS) utilizing a 10-

Channel 2.4 GHz Control Link and a 5.8GHz Video Link system. It has a maximum gross 

weight of approximately 5 pounds, dimensions of approximately length of 17 inches, width of 

17 inches, height of 9 inches, and a maximum speed of Approximately 30 knots. The Q500 

has four main rotors; utilizing Lithium Polymer batteries to power the electric motors. The 

Q500 will be operated by Mark Christopher Lonchar and will be registered in accordance 

with 49 U.S.C. 44103, Registration of Aircraft, as well as 14 C.F.R Part 47, Aircraft 

Registration, and marked in accordance with 14 C.F.R. Part 45, Identification and 

Registration Marking.

BASIS FOR PETITION 

Petitioner, Mark Christopher Lonchar, pursuant to the provisions of the Federal Aviation 

Regulations (14 C.F.R. § 11.61) and the FAA Modernization and Reform Act of 2012 (FMRA), 

Section 333, Special Rules for Certain Unmanned Aircraft Systems, hereby petitions the 

Administrator to commercially operate the Yuneec Typhoon Q500 4K UAS in the National 

Airspace System (NAS), and for an exemption from the requirements of 14 C.F.R §§ 61.113(a)

& (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b).

In consideration of the speed, weight, size, and limited operating area associated with the 

unmanned aircraft and its operation, Mark Christopher Lonchar's operation of the Q500

UAS meets the conditions of FMRA Section 333 and therefore, will not require an 

airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H.

Accordingly, Mark Christopher Lonchar requests relief from Sections 91.405(a), 91.407(a)(1), 

91.409(a)(1) & (a)(2), and 91.417(a) & (b), as these sections set forth requirements for 

maintenance that only apply to aircraft with an airworthiness certificate.

Mark Christopher Lonchar submits that the requested relief is proper since an equivalent 

level of safety will be ensured. Mark Christopher Lonchar will use experienced personnel or 

technicians to perform maintenance, alterations, or preventive maintenance on the UAS 

using the methods, techniques, and practices prescribed in the operating documents (i.e., 

Monthly Maintenance Log, and the Q500 Operating Manual). Furthermore, Mark 

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Christopher Lonchar will document and maintain all maintenance records for the Q500

UAS.

Relief from certain requirements of Section 61.113(a) and (b), entitled Private pilot privileges 

and limitations: Pilot in command, is requested by Mark Christopher Lonchar to the extent 

necessary to allow a Pilot in Command (PIC) holding a private pilot or higher level 

certificate, as well as an airman medical certificate, and who has demonstrated, by meeting 

minimum flight- hour and current requirements, that the PIC is able to safely operate the 

Q500 UAS in a manner consistent with this exemption, including evasive and emergency 

maneuvers and maintaining appropriate distances from people, vessels, vehicles and 

structures.

Mark Christopher Lonchar seeks relief from Section 91.7(a), entitled Civil aircraft 

airworthiness, because the Q500 UAS does not require an airworthiness certificate in 

accordance with 14 C.F.R. Part 21, Subpart H. As such, Mark Christopher Lonchar submits 

that he will ensure that the Q500 UAS is in an airworthy condition, prior to every flight, by 

determining that the UAS is in compliance with the operating documents (i.e., Maintenance 

Log, and the Q500 Operating Manual), and that the aircraft are in a condition for safe flight. 

Mark Christopher Lonchar also seeks an exemption from the requirements of Section 91.121, 

entitled Altimeter Settings, as the Q500 UAS will not have a typical barometric altimeter 

onboard. However, altitude information of the Q500 UAS will be provided to the PIC via 

Global Positioning System (GPS) equipment and radio communications telemetry data link, 

which downlinks from the UAS to the GCS for active monitoring of the flight path. This 

altitude information, combined with Mark Christopher Lonchar's operation of the Q500

UAS within visual line of sight, at or below 400 feet AGL, will ensure a level of safety 

equivalent to Section 91.121.

Additionally, Mark Christopher Lonchar seeks an exemption from the requirements of 

Section 91.151(b), entitled Fuel requirements for flight in VFR conditions. Mark Christopher 

Lonchar submits that safety will not be affected by operation of the Q500UAS during 

daylight hours in visual meteorological conditions (VMC) under visual flight rules (VFR), 

with enough battery power to fly for a total duration of approximately 10 minutes for the 

intended photo shoot and, assuming normal cruising speed, to fly after that for at least 2.5 

minutes for recovery and landing.

In accordance with 14 C.F.R. § 11.81, Mark Christopher Lonchar provides the following 

information in support of its petition for exemption:

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A. Name And Address Of The Petitioner

The name and address of the Petitioner and point of contact is:

Mark Christopher Lonchar 

1380 Crosswind Court

Holland, MI 49424 

614-866-1848

Email: MLonchar5@gmail.com

B. The Specific Sections Of 14 C.F.R. From Which Mark Christopher Lonchar seeks

Exemption

1. Mark Christopher Lonchar Seeks Exemption From The Requirements Of Section 

61.113(a) And (b).

Section 61.113, entitled Private pilot privileges and limitations: Pilot in command,

subsections (a) and (b) prescribe the following, in relevant part:

(a) No person who holds a private pilot certificate may act as a pilot in command (PIC) of an 

aircraft that is carrying passengers or property for compensation or hire; nor may that 

person, for compensation or hire, act as PIC of an aircraft.

(b) A private pilot may, for compensation or hire, act as PIC of an aircraft in connection 

with any business or employment if—!

(1) The flight is only incidental to that business or employment; and

(2) The aircraft does not carry passengers or property for compensation or hire.

2. Mark Christopher Lonchar Seeks Exemption From The Requirements Of Section 91.7(a).

Section 91.7, entitled Civil aircraft airworthiness, subsection (a), states the

following:

(a) No person may operate a civil aircraft unless it is in an airworthy condition.

3. Mark Christopher Lonchar Seeks Exemption From The Requirements Of Section 91.121.

Section 91.121, entitled Altimeter settings, subsection (a), states the following, in part:

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(a) Each person operating an aircraft shall maintain the cruising altitude or flight level of 

that aircraft, as the case may be, by reference to an altimeter that is set, when operating--!

(1) Below 18,000 feet MSL, to--!

(i) The current reported altimeter setting of a station along the route and within 100 

nautical miles of the aircraft;

(ii) If there is no station within the area prescribed in paragraph (a)(1)(i) of this section, the 

current reported altimeter setting of an appropriate available station;or

(iii) In the case of an aircraft not equipped with a radio, the elevation of the departure 

airport or an appropriate altimeter setting available before departure.

4. Mark Christopher Lonchar Seeks Exemption From The Requirements Of Section 

91.151(b).

Section 91.151, entitled Fuel requirements for flight in VFR conditions, subsection (b), states 

the following:

(b) No person may begin a flight in a rotorcraft 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, to fly after that for at least 20 

minutes.

5. Mark Christopher Lonchar Seeks Exemption From The Requirement Of Section 

91.405(a).

Section 91.405, entitled Maintenance required, subsection (a), states the following:

Each owner or operator of an aircraft—!

(a) 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[.]!

6. Mark Christopher Lonchar Seeks Exemption From The Requirements Of Section 

91.407(a)(1)!

Section 91.407, entitled Operation after maintenance, preventive maintenance,

rebuilding, or alteration, subsection (a)(1), states the following:

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(a) No person may operate any aircraft that has undergone maintenance, preventive 

maintenance, rebuilding, or alteration unless--!

(1) It has been approved for return to service by a person authorized under § 43.7 of this 

chapter.

7. Mark Christopher Lonchar Seeks Exemption From The Requirements Of Sections 

91.409(a)(1) And 91.409(a)(2).

Section 91.409, entitled Inspections, subsection (a), states the following:

(a) Except as provided in paragraph (c) of this section, no person may operate an

aircraft unless, within the preceding 12 calendar months, it has had --!

(1) An annual inspection in accordance with part 43 of this chapter and has been approved 

for return to service by a person authorized by § 43.7 of this chapter or

(2) An inspection for the issuance of an airworthiness certificate in accordance with part 21 

of this chapter.

8. Mark Christopher Lonchar Seeks Exemption From The Requirements Of Sections 

91.417(a) And 91.417(b).

Section 91.417, entitled Maintenance records, subsections (a) and (b), state the

following:

(a) Except for work performed in accordance with §§ 91.411 and 91.413, each registered 

owner or operator shall keep the following records for the periods specified in paragraph (b)

of this section:

(1) Records of the maintenance, preventive maintenance, and alteration and

records of the 100-hour, annual, progressive, and other required or approved inspections, as 

appropriate, for each aircraft (including the airframe) and each engine, propeller, rotor, and 

appliance of an aircraft. The records must include--!

(i) A description (or reference to data acceptable to the Administrator) of the work 

performed; and

(ii) The date of completion of the work performed; and

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(iii) The signature, and certificate number of the person approving the aircraft for return to 

service.

(2) Records containing the following information:

(i) The total time in service of the airframe, each engine, each propeller, and each rotor.

(ii) The current status of life-limited parts of each airframe, engine, propeller, rotor, and 

appliance.

(iii) The time since last overhaul of all items installed on the aircraft which are required to 

be overhauled on a specified time basis.

(iv) The current inspection status of the aircraft, including the time since the last inspection 

required by the inspection program under which the aircraft and its appliances are 

maintained.

(v) The current status of applicable airworthiness directives (AD) and safety directives 

including, for each, the method of compliance, the AD or Safety directive number and 

revision date. If the AD or safety directive involves recurring action, the time and date when 

the next action is required.

(vi) Copies of the forms prescribed by § 43.9(d) of this chapter for each major alteration to 

the airframe and currently installed engines, rotors, propellers, and appliances.

(b) The owner or operator shall retain the following records for the periods prescribed:

(1) The records specified in paragraph (a)(1) of this section shall be retained until the work is 

repeated or superseded by other work or for 1 year after the work is performed.

(2) The records specified in paragraph (a)(2) of this section shall be retained and transferred 

with the aircraft at the time the aircraft is sold.

(3) A list of defects furnished to a registered owner or operator under § 43.11 of this chapter 

shall be retained until the defects are repaired and the aircraft is approved for return to 

service.

C. The Extent Of Relief Mark Christopher Lonchar Seeks And The Reason Mark 

Christopher Lonchar Seeks The Relief.

1. Extent Of Relief Mark Christopher Lonchar Seeks And The Reason Mark Christopher 

Lonchar Seeks Relief From Section 61.113(a) And (b).

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Relief from Section 61.113(a) and (b) entitled Private pilot privileges and limitations: Pilot in 

command, is requested to the extent necessary to allow a PIC holding a private pilot or 

higher level certificate, as well as a current and valid airman medical certificate, and who has 

met certain flight-hour and currency requirements, to conduct the proposed UAS flight 

operations for compensation or hire.

This relief is requested since the limitations set forth in Section 61.113(a) and (b) state that a 

private pilot may, for compensation or hire, act as PIC of an aircraft in connection with any 

business or employment if: (1) The flight is only incidental to that business or employment; 

and (2) The aircraft does not carry passengers or property for compensation or hire.

As set forth more fully below, Mark Christopher Lonchar submits that an equivalent level of 

safety will be maintained because no PIC will be allowed to operate the Q500 UAS unless 

that PIC has met certain flight-hour and current requirements, demonstrating that the PIC 

is able to safely operate either the Q500 UAS in a manner consistent with the operations 

specifications as described in this exemption, including evasive and emergency maneuvers, as 

well as maintaining appropriate distances from people, vessels, vehicles and structures.

Further, Mark Christopher Lonchar submits that all flights of the Q500 UAS, conducted by 

the PIC pursuant to the grant of this Petition: (1) will be incidental to Mark Christopher 

Lonchar's business; and (2) will not carry passengers or property for compensation or hire.

2.Extent Of Relief Mark Christopher Lonchar Seeks And The Reason Mark Christopher 

Lonchar Seeks Relief From Section 91.7(a).

Relief from Section 91.7(a) entitled Civil aircraft airworthiness, is requested to the extent 

required to allow Mark Christopher Lonchar to determine that the Q500 UAS is in 

airworthy condition prior to every flight by ensuring that the UAS is in compliance with the 

operating documents (i.e., the Monthly Maintenance Log and the Q500 manuals).

Mark Christopher Lonchar seeks the requested relief because the Q500 UAS does not 

require an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. 

Therefore, Mark Christopher Lonchar will ensure that the Q500 UAS is in airworthy 

condition based upon its compliance with the operating documents (i.e., Monthly 

Maintenance Log, and the Q500 Operating/ Instruction Manual) prior to every flight, and 

further, determine that the aircraft are in condition for safe flight, as stated in the conditions 

and limitations below.

3. Extent Of Relief Mark Christopher Lonchar Seeks And The Reason Mark Christopher 

Lonchar Seeks Relief From Section 91.121.

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Relief from Section 91.121, entitled Altimeter settings, may be required to allow flight 

operations of the Q500UAS, which utilize a barometric pressure sensor, GPS equipment, 

and a radio communications telemetry data link to downlink altitude information from the 

UA to the PIC at the ground control station (GCS). Since the FAA requires that any altitude 

information concerning UAS operations be reported to air traffic control (ATC) in feet 

above ground level (AGL), Mark Christopher Lonchar seeks the requested relief because the 

Q500 UAS altimeter may be set on the ground to zero feet AGL, rather than the local 

barometric pressure or field altitude, before each flight.

Considering the limited altitude of the proposed operations, relief from 14 CFR 91.121 is 

sought to the extent necessary to comply with the applicable conditions and limitations 

stated below. As more fully set forth herein, an equivalent level of safety will be maintained 

since the Q500 UAS is equipped with a barometric pressure sensor and GPS equipment, 

which automatically ensures that a ground level pressure setting will be established prior to 

each flight, and provides the PIC with altitude information of the UA on the display of the 

GCS.

4. Extent Of Relief Mark Christopher Lonchar Seeks And The Reason Mark Christopher 

Lonchar Seeks Relief From Section 91.151(b).

Relief from Section 91.151(b) entitled Fuel requirements for flight in VFR conditions, is 

requested to the extent required to allow flights of the battery powered Q500 UAS during 

daylight hours in visual meteorological conditions (VMC), under visual flight rules (VFR), for 

a total duration of 10 minutes to the first point of intended landing and, assuming normal 

cruising speed, to fly after that for at least 2.5 minutes. Mark Christopher Lonchar seeks the 

requested relief because without an exemption from Section 91.151(b), the flight time 

duration of the battery powered Q500UAS will severely constrain the practicality of any 

aerial video or still photo flight operations that Mark Christopher Lonchar proposes to 

conduct pursuant to this Petition.

Significantly, as set forth below, the technical specifications of the Q500 UAS, the Q500 

operating documents and Mark Christopher Lonchar's proposed operating limitations, 

ensure that Mark Christopher Lonchar will safely operate the battery powered Q500 UAS 

during daylight hours in visual meteorological conditions (VMC), under visual flight rules 

(VFR), with enough battery power to fly for a total duration of 10 minutes to the first point 

of intended landing and, assuming normal cruising speed, to fly after that for at least 2.5 

minutes.

Page 12
5.Extent Of Relief Mark Christopher Lonchar Seeks And The Reason Mark Christopher 

Lonchar Seeks Relief From Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), And 91.417(a)

& (b).

Since Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b)!

only apply to aircraft with an airworthiness certificate, Mark Christopher Lonchar requests

relief from these Sections because the Q500 UAS does not require an airworthiness

certificate. As set forth more fully below, theQ500 UAS meets the conditions

of FMRA Section 333 for operation without an airworthiness certificate. Accordingly,

Mark Christopher Lonchar will use trained technicians to perform maintenance, alterations,

or preventive maintenance on the UAS using the methods, techniques, and practices

prescribed in the UAS operating documents (i.e., the Aerial Operations Manual, Monthly

Maintenance Log, and Q500 Instruction Manual). Furthermore, Mark Christopher

Lonchar will document and maintain all maintenance records for the Q500

UAS.

D. The Reasons Why Granting Mark Christopher Lonchar Request Would Be In The 

Interest; That Is, How It Would Benefit The Public As A Whole.

Granting the present Petition will further the public interest by allowing Mark Christopher 

Lonchar to safely, efficiently, and economically perform aerial video and photography of 

construction sites, real estate, insurance and landscape over certain areas of the United 

States. Additionally, use of the Q500 UAS will decrease congestion of the NAS, reduce 

pollution, and provide significant benefits to the economy. Notably, the benefits of Mark 

Christopher Lonchar's proposed operation of the Q500 UAS will be realized without 

implicating any privacy issues.

1.The Public Will Benefit From Decreased Congestion Of The NAS.

The Q500 UAS is battery powered and serve as a safe, efficient, and economical alternative 

to the manned aircraft traditionally utilized to obtain aerial imagery. By reducing the 

amount of manned aircraft needed to perform aerial acquisitions, an exemption allowing the 

use of the Q500 UAS would reduce the amount of manned aircraft in the NAS, reduce noise 

Page 13
and air pollution, as well as increase the safety of life and property in the air and on the 

ground.

Furthermore, by reducing the number of manned aircraft operating in the NAS, congestion 

around airports caused by arriving and departing aircraft will be reduced. The Q500 UAS 

does not require an airport to takeoff or land. Likewise, a reduction of manned aircraft 

conducting aerial video and photography missions would result in fewer aircraft that must be 

handled by air traffic control during the ground, takeoff, departure, arrival, and landing 

phases of flight operations.

2. The Public Will Benefit From The Safety And Efficiency Of The Q500UAS.

Conducting aerial acquisitions with the Q500 UAS instead of manned aircraft, will greatly 

benefit the public by drastically reducing the levels of air and noise pollution generated 

during traditional aerial video and still photography flight operations. By using battery power 

and electric motors, the Q500 UAS produces no air pollution, and is the most viable 

environmentally conscious alternative to the cabin class, six cylinder internal combustion 

engine aircraft that are typically utilized for aerial video and photography while burning 

approximately 20-30 gallons per hour of leaded aviation fuel. The Q500 UAS, while reducing 

the carbon footprint of aerial acquisitions, also eliminates noise pollution, as the UA is 

propelled by battery powered electric motors, rather than an internal combustion engine.

By using the Q500 UAS to perform aerial acquisitions, the substantial risk to life and 

property in the air and on the ground, which is usually associated with traditional manned 

aircraft flight operations, will be substantially reduced or completely eliminated. Aside from 

the lack of flight crew members located onboard the aircraft, the Q500 UAS (weighing 

approximately under 5 Pounds, at the maximum gross weight (and with no fuel on board) has 

less physical potential for collateral damage to life and property on the ground, and in the air, 

compared to the manned aircraft that typically conduct similar operations weighing 

approximately 6,000 pounds, and a fuel capacity of 180 gallons.

3. Performing Aerial Video and Photography Operations With The Q500 UAS Will Benefit 

The Economy.

In addition to being safe and efficient, the Q500 UAS is also an economical alternative to 

using manned aircraft to conduct similar aerial operations. As such, operation of the Q500 

UAS will allow United States based companies, like Mark Christopher Lonchar's to remain 

competitive and contribute to growth of the U.S. economy. Specifically, with the rising cost 

of aviation fuel and the Environmental Protection Agency (“EPA”) regulatory actions phasing 

Page 14
out leaded aviation fuels, U.S. owned and operated companies must adopt new and 

alternative technology in order to remain competitive. Operating the battery powered Q500 

UAS is one such technology that not only allows companies greater operational flexibility 

compared to manned aircraft, but provides such flexibility without the high operational cost 

of a traditional manned aircraft.

By operating the Q500 UAS, companies such as Mark Christopher Lonchar's can remain 

competitive and profitable and therefore, provide greater job stability to employees and 

contractors, which will ultimately contribute to growth of the U.S. economy. Improved 

financial performance of U.S. companies, through commercial use of the Q500 UAS, 

provides a stable workforce that increases consumer spending, improves local, state, and 

federal tax revenues and allows companies to invest in research and development in order to 

remain competitive both in the United States and abroad.

4.There Are No Privacy Issues.

Similar to the manned aerial acquisition flight operations that have been conducted for 

decades, Mark Christopher Lonchar's proposed operation of the Q500 UAS will not 

implicate any privacy issues. Specifically, the Q500 UAS will be operated only in compliance 

with operating documents (i.e. Aerial Operations Manual, Monthly Maintenance Log, and 

the Q500 Operating/Instruction Manual) which requires property owner involvement, and 

in accordance with the Federal Aviation Regulations, including the minimum altitude 

requirements of 14 C.F. R. § 91.119.

E. The Reasons Why Granting The Exemption Would Not Adversely Affect Safety, Or How 

The Exemption Would Provide A Level Of Safety At Least Equal To That Provided By The 

Rule From Which Mark Christopher Lonchar Seeks Exemption.

1. Reasons Why The Q500 UAS Meets The Conditions Of The FAA Modernization and 

Reform Act of 2012 (FMRA) Section 333.

In consideration of the size, weight, speed, and limited operating area associated with the 

unmanned aircraft and its operation, Mark Christopher Lonchar's operation of the Q500 

UAS meets the conditions of FMRA Section 333, and will not require an airworthiness 

certificate in accordance with 14 C.F.R. Part 21, Subpart H. Section 333 provides authority for 

a UAS to operate without airworthiness certification and sets forth requirements for 

considering whether a UAS will create a hazard to users of the NAS or the public, or 

otherwise pose a threat to national security. Specifically, FMRA Section 333 states the 

following, in part:

Page 15
(a) In General.--Notwithstanding any other requirement of this subtitle, and not later than 

180 days after the date of enactment of this Act, the Secretary of Transportation shall 

determine if certain unmanned aircraft systems may operate safely in the national airspace 

system before completion of the plan and rule making required by section 332 of this Act or 

the guidance required by section 334 of this Act.

(b) Assessment of Unmanned Aircraft Systems.--In making the determination under 

subsection (a), the Secretary shall determine, at a minimum--!

(1) which types of unmanned aircraft systems, if any, as a result of their size, weight, speed, 

operational capability, proximity to airports and populated areas, and operation within visual 

line of sight do not create a hazard to users of the national airspace system or the public or 

pose a threat to national security; and

(2) whether a certificate of waiver, certificate of authorization, or airworthiness certification 

under section 44704 of title 49, United States Code, is required for the operation of 

unmanned aircraft systems identified under paragraph (1).

(c) Requirements for Safe Operation.--If the Secretary determines under this section that 

certain unmanned aircraft systems may operate safely in the national airspace system, the 

Secretary shall establish requirements for the safe operation of such aircraft systems in the 

national airspace system.

In seeking this exemption, Mark Christopher Lonchar submits that the Q500 UAS can 

operate safely in the NAS pursuant to FMRA Section 333, as demonstrated by: (a) the 

characteristics of the Q500 UAS’s; (b) the pilot certification requirement; and (c) the specific 

operating limitations.

a. The Specifications Of The Q500 UAS Demonstrates its Safe Characteristics.

The Q500 UAS does not create a hazard to users of the NAS or the public, or otherwise 

pose a threat to national security considering its size, weight, speed, and operational 

capability.

i. Technical Specifications Of The Q500 UAS.

The technical specifications of the Q500 UAS are set forth by the Q500 Specifications and 

Data Sheet, attached here to as Exhibit A and B.

ii. The Q500 UAS Autonomous Flight And Navigation Modes Enable The UAS To Remain 

Within A Defined Operational Area.

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The Q500 may be operated in both manual and fully autonomous flight modes.

Iii. The Q500 UAS is Designed For Automatic Return To Home Point Or Hover In The 

Event Of Loss Of The Control Link Or Navigation.

When the Control Link is lost, the Q500 will remain stationary in flight, for 3 seconds or 

more. If, after 3 seconds, the Q500 does not reacquire control link data from the GCS, the 

UAS will assume that the Control Link is lost and the UAS will return to the home position 

(i.e., failsafe mode) via GPS, and will descend to the takeoff position and shutdown.

b. Flight Operations Of Q500 UAS Are Limited To The Line Of Sight Of A Certificated 

Pilot in Command With A Safety Observer.

Mark Christopher Lonchar will only utilize certificated pilots who possess a current and 

valid airman medical certificate to act as a pilot in command (PIC) of the Q500 UAS.

Additionally, a safety observer will assist all pilots during flight time.

c. Flights Of Q500 UAS Will Be Conducted Pursuant To Specific Operating Limitations.

In seeking this exemption, Mark Christopher Lonchar proposes to commercially operate 

Q500 UAS for the special purpose of conducting aerial video and photography over certain 

areas of United States, pursuant to the following specific operating limitations:

1. Operations authorized by this grant of exemption will be limited to the following aircraft 

described in the operating documents, rotorcraft UAS weighing less than 55 pounds 

maximum gross weight: Q500

Unmanned Aircraft Systems. Proposed operations of any other aircraft will require a new 

petition or a petition to amend this grant.

2. UAS operations under this exemption will be limited to conducting operations for the 

purpose of aerial video and photography.

3. The UA may not be flown at an indicated airspeed exceeding 20 knots.

4. The UA must be operated at an altitude of no more than 400 feet above ground level 

(AGL), as indicated by the procedures specified in the operating documents unless a special 

request is made and approved by ATC. All altitudes reported to ATC must be in feet AGL.

5. The UA must be operated within visual line of sight (VLOS) of the PIC at all times. This 

requires the PIC to be able to use human vision unaided by any device other than corrective 

lenses, as specified on the PIC’s FAA-issued airman medical certificate.

Page 17
6. The use of first person view (FPV) by the PIC or safety observer (SO) is not permitted.

7. All operations must utilize a safety observer (SO). The SO may be used to satisfy the 

VLOS requirement as long as the PIC always maintains VLOS capability. The SO and PIC 

must be able to communicate verbally at all times. Electronic messaging or texting is not 

permitted during flight operations. The PIC must be designated before the flight and cannot 

transfer his or her designation for the duration of the flight. The PIC must ensure that the 

SO can perform the functions prescribed in the operating documents.

8. The SO must not perform any other duties beyond assisting the PIC with seeing and 

avoiding other air traffic and other ground based obstacles/obstructions and is not permitted 

to operate the camera or other instruments.

9. The operating documents and the grant of exemption must be accessible during UAS 

operations and made available to the Administrator upon request. If a discrepancy exists 

between the conditions and limitations contained in the grant of exemption and the 

procedures outlined in the operating documents, the conditions and limitations contained in 

the grant of exemption take precedence and must be followed. Otherwise, the operator must 

follow the procedures as outlined in its operating documents. The operator may update or 

revise its operating documents. It is the operator’s responsibility to track such revisions and 

present updated and revised documents to the Administrator upon request. The operator 

must also present updated and revised documents if it petitions for extension or amendment 

to the grant of exemption. If the operator determines that any update or revision would 

affect the basis upon which the FAA granted the exemption, then the operator must petition 

for amendment to its grant of exemption. The FAA’s UAS Integration Office (AFS-80) may 

be contacted if questions arise regarding updates or revisions to the operating documents.

10. Prior to each flight the PIC must inspect the UAS to ensure that it is in a condition for 

safe flight. If the inspection reveals a condition that affects the safe operation of the UAS, 

the aircraft is prohibited from operating until the necessary maintenance has been 

performed and the UAS is found to be in a condition for safe flight. The Ground Control 

Station must be included in the preflight inspection. All maintenance and alterations must 

be properly documented in the aircraft records.

11. Any UAS that has undergone maintenance or alterations that affect the UAS operation or 

flight characteristics, e.g. replacement of a flight critical component, must undergo a 

functional test flight. The PIC who conducts the functional test flight must make an entry in 

the aircraft records.

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12. The pre-flight inspection must account for all potential discrepancies, e.g.inoperable 

components, items, or equipment, not already covered in the relevant sections of the 

operating documents.

13. The operator must follow the UAS manufacturer’s aircraft/component, maintenance, 

overhaul, replacement, inspection, and life limit requirements.

14. The operator must carry out its maintenance, inspections, and record keeping 

requirements, in accordance with the operating documents. Maintenance, inspection, 

alterations, and status of replacement/overhaul component parts must be noted in the 

aircraft records, including total time in service, description of work accomplished, and the 

signature of the authorized person returning the UAS to service.

15. Each UAS operated under this exemption must comply with all manufacturer Safety 

Bulletins.

16. The authorized person must make an entry in the aircraft record of the corrective action 

taken against discrepancies discovered between inspections.

17. The PIC must possess at least a private pilot certificate and at least a current third-class 

medical certificate.

18. The operator may not permit any PIC to operate unless the PIC meets the operator’s 

qualification criteria and demonstrates the ability to safely operate the UAS in a manner 

consistent with how the UAS will be operated under the exemption, including evasive and 

emergency maneuvers and maintaining appropriate distances from persons, vessels, vehicles 

and structures. PIC qualification flight hours must be logged in a manner consistent with 14 

C.F.R. §61.51(b). Flights for the purposes of training the operator’s PIC's are permitted under 

the terms of the exemption. However, training operations may only be conducted during 

dedicated training sessions. During training, proficiency, and experience-building flights, all 

persons not essential for flight operations are considered nonparticipants, and the PIC must 

operate the UA with appropriate distance from nonparticipants in accordance with 14 C.F.R. 

§ 91.119.

19. UAS operations may not be conducted during night, as defined in 14 C.F.R. § 1.1. All 

operations must be conducted under visual meteorological conditions (VMC). If flight at 

night is required, a special request will be made at the FAA office closest to proposed area of 

operations. Flights under special visual flight rules (SVFR) are not authorized.

Page 19
20. The UA may not operate within 5 nautical miles of an airport reference point as denoted 

on a current FAA published aeronautical chart unless a letter of agreement with that 

airport’s management is obtained, and the operation is conducted in accordance with a 

NOTAM as required by the operator’s COA. The letter of agreement with the airport 

management must be made available to the Administrator upon request.

21. The UA may not be operated less than 500 feet below or less than 2,000 feet 

horizontally from a cloud or when visibility is less than 3 statute miles from the PIC.

22. If the UA loses communications or loses its GPS signal, it must return to a 

predetermined location within the planned operating area and land or be recovered in 

accordance with the operating documents.

23. The PIC must abort the flight in the event of unpredicted obstacles or emergencies in 

accordance with the operating documents.

24. The PIC is prohibited from beginning a flight unless (considering wind and forecast 

weather conditions) there is enough power to fly at normal cruising speed to the intended 

landing point and land the UAS with 25% battery power remaining.

25. The operator must obtain an Air Traffic Organization (ATO) issued Certificate of Waiver 

or Authorization (COA) prior to conducting any operations under the grant of exemption. 

This COA will also require the operator to request a Notice to Airman (NOTAM) not more 

than 72 hours in advance, but not less than 48 hours prior to the operation. All operations 

shall be conducted in accordance with airspace requirements in the ATO issued COA 

including class of airspace, altitude level and potential transponder requirements.

26. All aircraft operated in accordance with the exemption must be identified by serial 

number, registered in accordance with 14 C.F.R. part 47, and have identification (N-Number)

markings in accordance with 14 C.F.R. part 45, Subpart C. Markings must be as large as 

practicable.

27. Before conducting operations, the radio frequency spectrum used for operation and 

control of the UAS must comply with the Federal Communications Commission (FCC) or 

other appropriate government oversight agency requirements.

28. The documents required fewer than 14 C.F.R. 91.9 and 91.203 must be available to the 

PIC at the Ground Control Station of the UAS any time the UAS is operating. These 

documents must be made available to the Administrator or any law enforcement official 

upon request.

Page 20
29. The UAS must remain clear and yield the right of way to all manned aviation operations 

and activities at all times.

30. The UAS may not be operated by the PIC from any moving device or vehicle.

31. Flight operations must be conducted at least 500 feet from all non participating persons 

(persons other than the PIC, SO, operator trainees or essential persons), vessels, vehicles, 

and structures unless:

a. Barriers or structures are present that sufficiently protect non- participating 

persons from the UAS and/or debris in the event of an accident. The operator must 

ensure that nonparticipating persons remain under such protection. If a situation 

arises where nonparticipating persons leave such protection and are within 500 feet 

of the UA, flight operations must cease immediately and/or;

b. The aircraft is operated near vessels, vehicles or structures where the owner/

controller of such vessels, vehicles or structures has granted permission and the PIC 

has made a safety assessment of the risk of operating closer to those objects and 

determined that it does not present an undue hazard, and;

c. Operations nearer to the PIC, SO, operator trainees or essential persons do not 

present an undue hazard to those persons per § 91.119(a).

32. All operations shall be conducted over private or controlled-access property with 

permission from the land owner/controller or authorized representative. Permission from 

land owner/controller or authorized representative will be obtained for each flight to be 

conducted.

33. Any incident, accident, or flight operation that transgresses the lateral or vertical 

boundaries of the operational area as defined by the applicable COA must be reported to the 

FAA's UAS Integration Office (AFS-80) within 24 hours. Accidents must be reported to the 

National Transportation Safety Board (NTSB) per instructions contained on the NTSB Web 

site: www.ntsb.gov.

2. Reasons Why An Exemption From The Requirements Of Section 61.113(a) And (b) Would 

Not Adversely Affect Safety.

Mark Christopher Lonchar submits that the equivalent level of safety established by Section 

61.113(a) and (b) will be maintained because no PIC will be allowed to operate the Q500 UAS 

unless that PIC has demonstrated, by meeting minimum flight-hour and currency 

requirements, that the PIC is able to safely operate the Q500 UAS in a manner consistent 

Page 21
with the exemption, including evasive and emergency maneuvers and maintaining 

appropriate distances from people, vessels, vehicles and structures.

Considering Mark Christopher Lonchar's proposed area of operations, and the operating 

limitations set forth-above; the parallel nature of private pilot aeronautical knowledge 

requirements to those of commercial pilot requirements (See Exemption No. 11062); and the 

airmanship skills necessary to safely operate the Q500 UAS, Mark Christopher Lonchar 

submits that the additional manned airmanship experience of a commercially certificated 

pilot would not correlate to the airmanship skills necessary for Mark Christopher Lonchar's 

specific proposed flight operations.

The FAA has previously granted relief from Section 61.113(a) and (b) specific to UAS, in 

circumstances similar, in all material respects, to those presented herein (e.g. Exemption 

Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110, 11112, 11136, 11138, 11150, 

11153, 11156, 11158, 11159, 11160, 11161).

Mark Christopher Lonchar will not allow any PIC to operate the Q500 UAS unless that PIC 

has demonstrated, by meeting minimum flight-hour requirements of the Q500 UAS training 

and currency requirements, that the PIC is able to safely operate the Q500 UAS in a manner 

consistent with this exemption, including evasive and emergency maneuvers and maintaining 

appropriate distances from people, vessels, vehicles and structures.

Specifically, the PIC must have accumulated and logged, in a manner consistent with 14 

C.F.R. § 61.51(b), 25 hours of total time as a UAS rotorcraft pilot (with a minimum of 5 hours 

of those hours as a UAS pilot operating the same make and model of UAS to be used for 

operations under the exemption). In addition to the hour requirements, the PIC must 

accomplish 3 takeoffs and landings in the preceding 90 days (for currency purposes).

As in Exemption Nos. 11062, 11138, and 11153, prior documented flight experience that was 

obtained in compliance with applicable regulations will ensure an equivalent level of safety 

during Mark Christopher Lonchar's proposed operations. The Administrator has held that 

prior documented flight experience that was obtained in compliance with applicable 

regulations would ensure safe operations, stating as follows:

In Exemption No. 11062, the FAA required that prior to conducting operations for the 

purpose of motion picture filming (or similar operations), the PIC must have accumulated 

and logged, in a manner consistent with 14 CFR 61.51(b), 25 hours of total time as a UAS 

rotorcraft pilot including at least 10 hours logged as a UAS pilot with a multi-rotor UAS. 

Prior to operations under Exemption No. 11062, the PIC must also have accumulated and 

Page 22
logged a minimum of 5 hours as a UAS pilot operating the same make and model of UAS to 

be used for operations under the exemption. For clarification, the FAA considers these 

minimum hour requirements to be inclusive rather than additive; i.e. 5 hours make and 

model time may be included in the 10 hours of multi-rotor time and the 10 hours may be 

included in the total 25 hours of UAS rotorcraft time. In addition to the hour requirements, 

the PIC must accomplish 3 takeoffs and landings in the preceding 90 days (for currency 

purposes). The FAA finds that at a minimum, the flight-hour requirements in Exemption 

No. 11062 are appropriate to practice and build proficiency in the skills necessary to safely 

conduct the petitioner’s proposed operations. The FAA also finds that prior documented 

flight experience that was obtained in compliance with applicable regulations would satisfy 

this requirement. Training, proficiency, and experience-building flights can also be conducted 

under the grant of exemption to accomplish the required flight time. During training, 

proficiency, and experience-building flights the PIC is required to operate the UA with 

appropriate distances in accordance with 14 C.F.R 91.119.

Accordingly, Mark Christopher Lonchar will ensure safe operations by not allowing any PIC 

to operate the Q500 UAS unless that PIC has demonstrated, by meeting minimum flighthour and currency requirements, that the PIC is able to safely operate the Q500 UAS in a 

manner consistent with the exemption, including evasive and emergency maneuvers and 

maintaining appropriate distances from people, vessels, vehicles and structures.

3. Reasons Why An Exemption From The Requirements Of Section 91.7(a) Would Not 

Adversely Affect Safety.

The equivalent level of safety established by Section 91.7(a) will be maintained because prior 

to every flight, Mark Christopher Lonchar will ensure that the Q500 UAS is in an airworthy 

condition based upon the UAS’s compliance with its operating documents and as stated in 

the conditions and limitations herein. Additionally, the FAA has previously granted relief 

from Section 91.7(a) specific to UAS, in circumstances similar, in all material respects, to 

those presented herein (e.g. Exemption Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 

11109, 11110, 11112,11136, 11138, 11150, 11153, 11156, 11157, 11158, 11159, 11160, 11161).

4. Reasons Why An Exemption From The Requirements Of Section 91.121 Would Not 

Adversely Affect Safety.

The equivalent level of safety established by Section 91.121 will be maintained because the 

altitude information of the Q500 UAS will be provided to the PIC via GPS equipment and a 

radio communications telemetry data link, which downlinks from the UA to the GCS for 

active monitoring of the flight path and altitude. This altitude information, combined with 

Page 23
Mark Christopher Lonchar's operation of the Q500 UAS within visual line of sight, at or 

below 400 feet AGL, will ensure a level of safety equivalent to Section 91.121. The altitude 

information will be generated by GPS equipment installed on board the aircraft. Prior to 

each flight, a zero altitude initiation point is automatically established by the UAS at ground 

level.

The FAA has previously granted relief from Section 91.121 specific to UAS, in circumstances 

similar, in all material respects, to those presented herein (e.g. Exemption Nos. 11062, 11063, 

11064, 11065, 11066, 11067, 11080, 11109, 11112, 11136, 11138,11150, 11153, 11156, 11157, 11158, 11159, 

11160, 11161).

5. Reasons Why An Exemption From The Requirements Of Section 91.151(b) Would Not 

Adversely Affect Safety.

A grant of this exemption would ensure an equivalent level of safety established by

14 C.F.R. Section 91.151(b) as a result of (1) the technical specifications of the Q500 UAS; (2)

the limitations on the proposed flight operations; and (3) the location of the proposed flight 

operations. Accordingly, Mark Christopher Lonchar will ensure that he will safely operate 

the battery powered Q500 UA during daylight hours in VFR conditions, with enough battery 

power to fly for a total duration of 10 minutes to the first point of intended landing and, 

assuming normal cruising speed, to fly after that for at least 2.5 minutes.

Here, as in Exemption No. 11109, the technical specifications of the Q500 UAS the 

limitations on the proposed flight operations and the location of the proposed operations, 

will ensure an equivalent level of safety established by 14 C.F.R. Section 91.151(b). 

Furthermore, safety will be ensured as the Q500 UAS provide audible and visual warnings to 

the PIC at the GCS when the UA experiences low battery voltage, the first warning 

occurring at approximately 33% remaining battery power, and again at approximately 10%

remaining battery power. At the critically low battery level, the Q500 UAS will descend and 

land automatically.

Significantly, previous exemptions granted by the FAA concerning Section 91.151

establish that safety is not adversely affected when the technical characteristics and

operating limitations of the UAS are considered. Relief has been granted for manned

aircraft to operate at less than the minimums prescribed in Section 91.151, including

Page 24
Exemption Nos. 2689, 5745, and 10650. Moreover, the FAA has previously granted relief from 

Section 91.151 specific to UAS in circumstances similar in all material respects to

those presented herein (e.g. Exemption Nos. 8811, 10808, 10673, 11042, 11062, 11063, 11064, 

11065, 11066, 11067, 11080, 11109, 11110, 11136, 11138, 11150, 11153, 11156, 11157, 11158, 11159, 

11160, 11161).

6. Reasons Why An Exemption From The Requirements Of Sections 91.405(a), 91.407(a)(1), 

91.409(a)(1) & (a)(2), And 91.417(a) &(b) Would Not Adversely Affect Safety.

In seeking this exemption, Mark Christopher Lonchar submits that the equivalent level of 

safety with regard to the regulatory maintenance and alteration requirements established by 

Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) will be met because 

Mark Christopher Lonchar will use trained technicians to perform maintenance, alterations, 

or preventive maintenance on the UAS's using the methods, techniques, and practices 

prescribed in the operating documents i.e., the Operations Manual, Monthly Maintenance 

Log, and Q500Instruction Manual. Furthermore, Mark Christopher Lonchar will document 

and maintain all maintenance records for the Q500 UAS.

Since the Q500 UAS will be inspected as prescribed by the operating documents, Mark 

Christopher Lonchar will maintain the equivalent level of safety established by Sections 

91.405(a), 91.409(a)(1), and 91.409(a)(2). A copy of the Q500 Operating Manual is attached 

here to as Appendix A and B; a copy of the Q500UAS Maintenance LOG is attached here to 

as Appendix C. Likewise, the exemption sought will not adversely affect safety because 

Mark Christopher Lonchar will use trained technicians to perform maintenance, alterations 

or preventive maintenance on the UAS using the methods, techniques, and practices 

prescribed by the operating documents.

Furthermore, the exemption sought would maintain an equivalent level of safety Established 

by Sections 91.407, 91.417(a) and 91.417(b), because all maintenance of the Q500 UAS will be 

performed by trained technicians.

Maintenance will be documented and maintained utilizing the monthly maintenance log.

Significantly, previous exemptions granted by the FAA concerning Sections 91.405(a), 

91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) establish that safety is not adversely 

affected when the technical characteristics and operating limitations of the UAS are 

considered.

Page 25
In consideration of Mark Christopher Lonchar's proposed operating limitations, the 

operating documents, and the technical aspects of the Q500 UAS, Mark Christopher 

Lonchar submits that safety will not be adversely affected by granting exemption from 14 

C.F.R. Sections 91.405(a), 91.407(a)(1) and (a)(2), 91.409(a) (2), and 91.417(a) and (b). The FAA 

has previously granted relief specific to UAS in circumstances similar, in all material respects, 

to those presented herein (e.g. Exemption

Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110, 11112, 11136, 11138, 11150, 

11153, 11156, 11157, 11158, 11159, 11160, 11161).

7. The FAA May Prescribe Any Other Conditions For Safe Operation.

In accordance with Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA)

and 14 C.F.R. § 21.16 entitled Special Conditions, Mark Christopher Lonchar requests that 

the FAA prescribe special conditions for the intended operation of the Q500 UAS, which 

contain such safety standards that the administrator finds necessary to establish a level of 

safety equivalent to that established by 14 C.F.R. Part 21, Subpart H, and 14 C.F.R §§ 

61.113(a) & (b), 91.7 (a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 

91.417(a) & (b). Such special conditions will permit safe operation of the UA's for the limited 

purpose of conducting aerial video and photography over certain areas of the United States 

for compensation or hire. FMRA Section 333 sets forth the requirements for considering 

whether a UAS will create a hazard to users of the NAS or the public, or otherwise pose a 

threat to national security and further, provides the authority for such UAS to operate 

without airworthiness certification in accordance with any requirements that must be 

established for the safe operation of the UAS in the NAS.

Likewise, the Administrator may prescribe special conditions pursuant to 14 C.F.R. §21.16, 

for operation of the Q500 UAS, since the airworthiness regulations of 14 C.F.R. Part 21 do 

not contain adequate or appropriate safety standards, due to the novel or unusual design 

features of the aircraft. Section 21.16, entitled Special Conditions, states the following:

If the FAA finds that the airworthiness regulations of this subchapter do not contain 

adequate or appropriate safety standards for an aircraft, aircraft engine, or propeller because 

of a novel or unusual design feature of the aircraft, aircraft engine or propeller, it may 

prescribe special conditions and amendments thereto for the product. The special 

conditions are issued in accordance with Part 11 of this chapter and contain such safety 

standards for the aircraft, aircraft engine or propeller as the FAA finds necessary to establish 

a level of safety equivalent to that established in the regulations. See 14 C.F.R. § 21.16.

Page 26
Therefore, in accordance with FMRA Section 333 and 14 C.F.R. § 21.16, the FAA may 

prescribe special conditions for Mark Christopher Lonchar's intended operation of the 

Q500 UAS, which contain such safety standards that the administrator finds necessary to 

establish a level of safety equivalent to that established by

14 C.F.R. Part 21, Subpart H, and 14 C.F.R Sections 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 

91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b).

F. A Summary That Can Be Published In The Federal Register stating: The Rules From 

Which Mark Christopher Lonchar Seeks Exemption:

Mark Christopher Lonchar seeks exemption from the requirements of 14 C.F.R Sections 

61.113(a)&(b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a)

& (b).

A Brief Description Of The Nature Of The Exemption Mark Christopher Lonchar Seeks:

This exemption will permit Mark Christopher Lonchar to commercially operate an 

Unmanned Aircraft System (UAS) for the purpose of conducting aerial video and 

photography over certain areas of the United States.

G. Any Additional Information, Views, Or Arguments Available To Support Mark 

Christopher Lonchar’s Request.

This Petition is made pursuant to the FAA Modernization and Reform Act of 2012 (FMRA)

Section 333, which directs the Secretary of Transportation to determine if certain UAS may 

operate safely in the NAS. As such, Mark Christopher Lonchar request for exemption may 

be granted pursuant to the authority of FMRA Section 333 and 14 C.F.R. Part 11, as set forth 

above.

FMRA Section 333 sets forth the requirements for considering whether a UAS will create a 

hazard to users of the NAS or the public, or otherwise pose a threat to national security and 

further, provides the authority for such UAS to operate without airworthiness certification.

As discussed in detail above, Mark Christopher Lonchar will operate the Q500 UAS safely in 

the NAS, without creating a hazard to users of the NAS, or the public, or otherwise pose a 

threat to national security.

CONCLUSION 

As set forth herein, Mark Christopher Lonchar seeks an exemption pursuant to 14 C.F.R. § 

11.61 and Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA), which will 

Page 27
permit safe operation of the Q500 UAS commercially, without an airworthiness certificate, 

for the limited purpose of conducting aerial video and photography over certain areas of the 

United States. By granting this Petition, the FAA Administrator will be fulfilling the 

Congressional mandate of the FAA Modernization and Reform Act of 2012, while also 

advancing the interests of the public, by allowing Mark Christopher Lonchar to safely, 

efficiently, and economically operate the Q500 UAS’s commercially within the NAS.

WHEREFORE, in accordance with the Federal Aviation Regulations and the FAA 

Modernization and Reform Act of 2012, Section 333, Mark Christopher Lonchar respectfully 

requests that the Administrator grant this Petition for an exemption from the requirements 

of 14 C.F.R Sections 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1)

& (a)(2), and 91.417(a) & (b), and permit Mark Christopher Lonchar to operate the Q500 

UAS commercially for the purpose of conducting aerial video and photography over certain 

areas of the United States. Dated: April 25, 2015

Respectfully submitted,

Mark Christopher Lonchar

APPENDICES:

A - Q500 Specifications 

B – Q500 Operating Manual 

C - Maintenance Log 

APPENDIX –A 

Q500 TECHNICAL SPECIFICATIONS

Mark Christopher Lonchar only utilizes a safe and reliable UAS. The TYPHOON Q500 4K 

is a superior modular, integrated aerial and ground imaging solution. The Q500 is made by 

experts in electric propulsion and electric aviation. The system is 100% factory-assembled 

and test flown. Ensuring utmost safety, the FAA compliant No Fly Zone feature prevents 

flight near commercial airports. The No Fly Zone feature also prevents flight above 400 feet 

from the ground. The built-in GPS establishes a 26-foot (8-meter) diameter Safe Smart Circle 

around the pilot, and also creates a geo-fence that keeps the aircraft from traveling farther 

than 300 feet (91 meters) from the pilot's position. 

Page 28
1.1 Yuneec Typhoon Q500 4K

1.1.1 Aircraft - UAS

1.1.1.1 Batteries 5400mAH LiPo Battery

1.1.1.2 Weight, Flight – 60 oz (1700g)!

1.1.1.3 Hover Accuracy–Vertical: +/-.8m; Horizontal: +/-2.5m

1.1.1.4 Max Tilt Angel -35deg

1.1.1.5 Max Ascent/Descent Speed – 3m/s

1.1.1.6 Max Flight Speed – 15mph (Angle Mode) - 22mph (Follow Me/Watch Me 

Mode)

1.1.1.7 Max Flight Time Appx 25 Min

1.1.1.8 Camera –12 Megapixel

1.1.1.9 Operating Frequency 10-channel 2.4GHz with 5.8GHz video downlink

1.1.2.0 Communication Distance (unobstructed) FCC Compliance 800m 

1.1.2.1 Transmitter Power FCC Compliance 125mW

APPENDIX – B

Q500 Manufacturer's Operating Manual

http://www.yuneec.com/download/manuals/q500_4k_user_manual.pdf

APPENDIX – C 

Maintenance and Repair Log

Aircraft: 

Date:

Date Issue Discovered:

Date Issue Resolved:

Issue Description/Maintenance Conducted:

Page 29
Repair/Maintenance Performed By:

Airframe

Motors

Propellers

Flight Control Update

Gimbal

Misc

Page 30